DE29980011U1 - Transport facility for people - Google Patents

Abstract

The invention relates to a method and device for transporting people, preferably including bicycles and/or wheel chairs, and/or passenger cars and/or cargo trucks and/or for transporting objects and/or material along a travel way. The invention comprises at least one curved traveling section, preferably at least one essentially vertical traveling section, and preferably at least one essentially horizontal or sloping traveling section. The invention is especially provided for bypassing travel ways at a height which does not obstruct traffic. The invention uses a transporting unit, especially in the form of a cabin (21) and/or of a transporting platform which can continuously travel throughout on stationary rails (70, 71, 72, 73, 74) which extend continuously and throughout along the travel way. The transporting unit can travel at a high traveling velocity in a to-and-fro manner between a first station (1, 2) located on one side of the travel ways which are to be bypassed and a second station (1, 2) located on the other side of the travel ways.

Description

POSTAL ADDRESS: DR. BRICH NBUGBBAUBR "* ^{e8R0: 80331} MÖNCHEN

OR. E. NEUGEBAUER PATENT ATTORNEY ZWEIBROCKENSTRASSE

PO BOX 260 101 EUROPEAN PATENT ATTORNEY ENTRANCE: D-80058 MÖNCHEN APPROVED BY THE EUROPEAN PATENT OFFICE MORASSISTRASSE

November 14, 2000 299 80 011.3

SCHMID, EMIL 1G-4612

Equipment for the transport of persons Description

The present invention relates to a device for transporting persons, preferably including bicycles or wheelchairs, and/or for transporting passenger and/or truck vehicles and/or for transporting objects and/or material, along a travel path which serves to bridge obstacles, in particular roadways and/or height differences, and which comprises at least one curved travel section, at least one substantially vertical travel section and preferably at least one substantially horizontal or inclined travel section by means of a transport unit, in particular in the form of a cabin and/or a transport platform.

From US-A-4 821 845 a device for bridging carriageways is already known, with a vertical travel section having a station on each side of the carriageways and with a substantially horizontal travel section which bridges the carriageways in a direction which prevents vehicle traffic.

TELEPHONE (089) 22 43 37 TELEX 5^2447f*pat-d ·**···*··· foVJO-f CKJcOJtO:· · · j BANK DETAILS: AND (089) 29 2561 TELEGRAM ADDRESS ((SABLEe): ·· POST CHECK OFFICE MONCHW ·· BAYER. VEKEINSBANK MÖNCHEN FAX (085) 29 25 G2 BAVARIAPATENT MÖNCHEN 55 19-803 (Bank code 700 100 DO) ACCOUNT 555 500 (Bank code 700 202 70)

non-obstructive height and with an arcuate travel section between the vertical travel sections and the horizontal travel section. This prior art uses a cabin which has several pairs of rollers in the upper and lower areas, which run in the essentially horizontal travel section on lower and upper rails provided on the two edges of the track and extending parallel to one another, with branches and interruptions in the rails and switch-like devices being provided in the curved areas to ensure that the cabin is held in a vertical position during the curve. In this known transport device, a cable drive is provided which is attached approximately in the middle of the cabin floor and can be used to move the cabin from one station on one side of the track to the other station on the opposite side of the track and back. This known transport device has the disadvantage that the interruptions in the rails and the required switch parts make it impossible to travel through the arcuate travel sections at a higher speed. Furthermore, when using the cable drive, a jerky rolling of the cabin along the rails cannot be avoided.

Furthermore, from FR-A-2574737 a device of the aforementioned type is known with a cabin which is mounted on stationary rails extending continuously and continuously along the track around a swivelling axis extending perpendicular to the track.

axis is pivotably supported and is moved by means of a stationary drive continuously and continuously from a first station arranged on one side of the obstacles to be bridged to a second station arranged on the other side of the obstacles to be bridged or vice versa. The disadvantage of this known device is that during operation the cabin begins to rock around the pivot axis extending perpendicular to the travel path and that such rocking movements, particularly at higher travel speeds, lead to problems with regard to the safety of the travel operation.

From GB-A-2 131 760 an elevator is known with a travel path that has two vertical and two curved travel sections as well as a horizontal travel section, with stationary rails extending continuously and continuously on both sides along the travel path, in which the elevator cabin has stub shafts arranged on opposite sides, each of which extends rotatably into the shaft of a support bracket that slides on the adjacent stationary rail, the elevator cabin being driven by means of a stationary drive, the drive parts of which are attached to the stub shafts by means of a cable attachment, a brake being provided in the rotatable connection between the support brackets and the stub shafts to prevent rocking movements. However, such a brake can only exert a limited braking force, since the transport unit has the possibility of

must automatically maintain its vertical position under the effect of gravity and to do so by rotating successively around its pivot axis. Due to this limitation of the braking force, this brake is only able to dampen rocking movements beyond a certain strength, but not to eliminate them. Nor is such a brake able to reliably hold the transport unit in a vertical position and/or return it to the vertical position if the transport unit assumes an inclined position as a result of asymmetrical loading or if large centrifugal forces act on one side of the transport unit or its load when cornering.

Furthermore, GB-A-464 013 discloses a parking garage with elevator cars for accommodating motor vehicles, which are supported on stationary rails extending along the track so as to be pivotable about a pivot axis extending perpendicularly to the track and can be driven by means of a self-drive system mounted on the roof of the car. In this known parking garage, the elevator car or the motor is provided with a suitable braking device in order to prevent the exceeding of predetermined speeds, in particular during entry, whereby, according to the information in this document, vibrations of the elevator car during the transition from one direction of movement to the other can be prevented in the same way by "suitable means". The average person skilled in the art can only deduce from this document that the braking means are provided to prevent or dampen vibrations.

Such braking means would, however, also suffer from the deficiencies identified in the previous section with regard to the brake described in GB-A-2 131 760.

The object of the present invention is to create a device of the type mentioned at the outset which avoids the disadvantages of the aforementioned prior art and enables rapid driving through all driving sections, including the curved driving sections, at high speed with smooth driving behavior.

This object is achieved according to the invention, based on the above-mentioned prior art, by a transport device for transporting people, preferably including bicycles or wheelchairs, and/or for transporting passenger and/or truck vehicles and/or for transporting objects and/or material, along a travel path which serves to bridge obstacles, in particular roadways and/or height differences, and which comprises at least one curved travel section, at least one essentially vertical travel section and preferably at least one essentially horizontal or inclined travel section by means of a transport unit, in particular in the form of a cabin and/or a transport platform which can be pivoted about a pivot axis extending perpendicular to the travel path, which is supported on local

supported on fixed rails and can be moved continuously and continuously from at least one first station arranged on one side of the obstacles to be bridged to at least one second station arranged on the other side of the obstacles to be bridged, or vice versa, by means of a controllable self-drive interacting with the fixed rails and/or a stationary drive.

The conveying device according to the invention offers the advantage that the conveying unit can be driven continuously and continuously from a first station arranged on one side of the obstacles to be bridged to a second station arranged on the other side of the obstacles to be bridged or vice versa, at least in partial sections of the travel path, at a travel speed of at least about 0.5 m/sec, preferably at least about 1 m/sec, advantageously at least about 1.5 m/sec.

In the conveying device according to the invention, it is advantageous that the conveying unit is held in a substantially vertical position by means of a stabilizing device arranged above and/or below and/or to the side and cooperating with additional rails. Advantageously, in the conveying device according to the invention, the pivot axis can be arranged above the conveying unit, in particular on the roof of the cabin.

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arranged so as not to hinder access to the cabin on different sides.

According to the invention, the self-drive can be designed on both sides and preferably have at least two synchronous drives, which are arranged opposite one another on opposite sides of the transport unit, each adjacent to a track edge.

Preferably, the synchronous drives are designed in the form of gear drives which comprise at least one rigid drive shaft extending continuously perpendicular to the direction of travel of the transport unit from one edge of the track to the opposite edge of the track, which has at each of its two ends a gear wheel mounted in a rotationally fixed manner which engages with a toothing on the adjacent edge of the track.

Advantageously, the self-drive comprises at least one electric motor, preferably in the form of a three-phase motor, in particular with a frequency converter, or in the form of a servo motor or a direct current motor, which is mounted on the conveyor unit, wherein the power supply to the electric motor is effected by means of busbars which extend parallel to the stationary rails, wherein the power is transmitted to the conveyor unit inductively or by means of current collectors, in particular in the form of bracket current collectors.

In the conveying device according to the invention, the

Control and request signals for the transport unit are transmitted to the transport unit by radio or via busbars and current collectors, the arrangement preferably being such that the busbars for the power supply of the drive motor are arranged on one side of the transport unit and the busbars for signal transmission are arranged on the other side of the transport unit.

According to the invention, a carriage can be assigned to each of the synchronous drive or drives of the conveying device, with a carriage plate which is screwed to a bearing housing of a drive shaft bearing and which carries two large support wheels and two small support wheels which are supported on opposite sides of the angle profile rails, such that the gear of the synchronous drive is held in secure engagement with the associated toothing even at high travel speeds.

Preferably, the support rollers of the carriage are provided with roller coverings made of a wear-resistant material that can withstand high mechanical and dynamic stresses, in particular polyurethane elastomers.

Advantageously, the roller bolt rail according to the invention has roller bolts which are provided with a hardened sleeve, wherein a preferably two-part bearing bush can be interposed between the bolts of the roller bolts and their hardened sleeve.

Preferably, in the roller bolt rails according to the invention, in the transition areas between the straight roller bolt rail sections and the curved, in particular substantially circular, roller bolt rail sections, a chord error of the drive carriage is corrected, which results from the distance between the support points of the support wheels of the carriage on the angle profile rails.

According to the invention, the stabilizing device can have a plurality of support roller pairs arranged one behind the other above the conveying unit in a horizontal direction, perpendicular to the drive shaft, which are supported by means of a horizontal rail system, wherein the support roller pairs move into a horizontal C-shaped rail profile when the direction of travel changes to curved travel or vertical travel, which can be moved vertically by means of a stabilizing carriage.

A particularly advantageous design of the transport device is achieved according to the invention in that cables guided over stationary cable pulleys are attached to the C-shaped rail profile or to components connected to this rail profile, to which at least one counterweight is attached, such that when the transport unit travels around a curve from the horizontal or inclined direction of travel to the vertical direction of travel, the counterweight is pulled upwards by the downwardly moving transport unit, and the drive of the transport unit is thereby essentially

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is relieved of the weight of the transport unit. This design is very advantageous with regard to the dimensioning of the drive.

The counterweight is preferably supported in its lower end position by means of springs. It can be advantageous to provide a step circuit of several springs, preferably three to five springs, to support the counterweight, the characteristic curve of the step circuit being modified such that after the support rollers enter the C-shaped rail profile at the start of a curve from horizontal to vertical, the effective force of the counterweight gradually increases in a manner that roughly corresponds to the gradual reduction in the support of the counterweight of the transport unit on the rails, and the respective support corresponds to the component of the vector of the weight of the transport unit directed perpendicularly to the rails.

Preferably, the C-shaped rail profile is designed in two parts according to the invention, wherein a pivotable part can be pivoted by approximately 90° about a pivot axis of the other part of the C-shaped profile, and both parts are bevelled in order to avoid mutual obstruction during pivoting.

According to the invention, the pivotable or foldable part of the C-shaped rail profile can be folded up by means of a special folding mechanism which comprises at least one specially designed hook.

The hook can be designed in such a way that the part to be folded is first brought up to speed and then pulled completely upwards with the remainder of the horizontal vector of the propulsion speed.

In a special embodiment of the conveying device according to the invention, a cable drive can serve as the drive, which is attached to the floor of the cabin, in particular in the middle, preferably to a shaft.

In a further embodiment of the conveying device according to the invention, the drive can be effected by means of a two-strand rope which can be driven by means of a stationary motor/gear drive system, preferably installed in the tower shaft, via a drive pulley, wherein one strand of the rope is fastened by means of a rotatable rope clamp to a stub shaft which protrudes on one side of a shaft serving as a cabin pivot axis, wherein the two-strand rope extends generally parallel to the guide rails, and wherein one strand is guided below and partly to the side and the second strand is guided above and partly on the opposite side of the guide rails adjacent to the path of movement of the stub shaft by means of two rows of rope pulleys.

In this design of the transport device, the large lateral guiding forces acting on the cabin as a result of the one-sided drive can be compensated for by a reinforced and supplemented, preferably similar to the shape of a

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Forklift trucks can be stabilised by a stabilising device in which the carriage is widened and provided with C-shaped rail profiles which interact with two support arms equipped with support rollers and with two foldable rail sections, and in which two U-profile rails are provided.

In a special design of the conveying device, the guide rails for the carriages can be made of aluminum according to the invention, which achieves particular advantages with regard to their manufacture and wear properties and smooth running.

Alternatively, according to the invention, the guide rails for the carriages can be made of stainless steel, which results in similar advantages as with the aforementioned guide rails made of aluminum.

In the conveying device according to the invention, the vertical travel sections can each have at least one access on the same and/or on different sides, in particular on the front and/or rear side and/or on the inner and/or outer end faces of the towers, wherein further accesses are optionally arranged one above the other at different levels in one or both vertical travel sections.

In a second embodiment of the conveying device, in addition to the drive elements for the

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In addition to the two first stationary rails provided on the transport unit, each of which comprises a toothing, at least one further stationary rail may be provided, which is also assigned a toothing and which is arranged at a vertical distance above or below the two first stationary rails and offset at a horizontal distance, exactly parallel to the first rails, wherein the further stationary rail is assigned a further carriage which carries a gear which is driven synchronously with the gears of the drive of the transport unit by means of a chain drive or an intermediate gear permanently mounted on the transport unit.

This modified embodiment offers the advantage that the overall travel path can be designed essentially in the form of a round arch, elliptical arch, basket arch or single-hip arch and, due to the resulting larger radii of curvature, can be traveled through at very high travel speeds without the acceleration and centrifugal forces having a negative effect on the persons or objects to be transported.

According to the invention, a speed limiter with a safety switch can be mounted on the transport device preferably above the stabilizing carriage, preferably on its guide profiles or on the track support structure, and a braking device can be mounted on the stabilizing carriage in such a way that when it is actuated, its

Braking elements act on at least one guide profile rail of the stabilizing carriage and the catch lever of the braking device is connected via a connecting element to a cable drive which is guided via the speed limiter and at least one deflection roller, preferably fixedly mounted at the lower end of the guide profiles of the stabilizing carriage, in such a way that the braking device is triggered when the cabin exceeds a predetermined maximum speed, with the drive motor of the cabin being switched off and/or braked at the same time. This design offers the advantage that the cabin has no connection to the braking device when traveling horizontally. Additionally or alternatively, braking devices can be provided on the synchronous gears and/or their common drive shaft and/or on the carriages, which are actuated by the safety switch of the speed limiter.

Particularly advantageously designed conveying devices according to the invention are characterized in the subordinate, independent protection claims 32 to 37.

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The invention is explained in more detail below using schematic drawings of exemplary embodiments. It shows:

Fig. 1 is a partial front view of the left tower area of a first embodiment of the conveying device according to the invention, partly sectioned along the line I-I of Fig. 7;

Fig. 2 is a side view of Fig. 1 seen from the left;

Fig. 3 is a partial view of a horizontal travel section of the conveying device according to the invention;

Fig. 4 is a plan view of the horizontal travel section according to Fig. 3;

Fig. 5 is a partial front view of the right tower area of the first embodiment of the conveying device according to the invention;

Fig. 6 is a partial front view, partly in section, similar to Fig. 1, but with the cabin located in the upper section of the tower area;

Fig. 7 is a cross-section in plan view along the line VII-VII through the tower according to Fig. 1 on an enlarged scale;

Fig. 8 is a section along the line VIII-VIII through the horizontal travel section according to Fig. 4 on an enlarged scale;

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Fig. 9 is a side view of a synchronous drive according to the invention on an enlarged scale, partially broken away;

Fig. 10 is a cross-section through the synchronous drive according to Fig. 9 along the line X-X;

Fig. 11 a section through the power supply rails on a greatly enlarged scale;

Fig. 12 is a section through a first embodiment of a roller bolt rail according to the invention on a greatly enlarged scale;

Fig. 13 is a section through a second embodiment of a roller bolt rail according to the invention on a greatly enlarged scale;

Fig. 14 to 19 in a highly schematic side view, partially broken away, six successive positions of a cabin stabilization according to the invention during the transition from horizontal to vertical travel;

Fig. 20 is a partial section through the cabin stabilization according to Fig. 14 along the line XX-XX on an enlarged scale;

Fig. 21 is a schematic partial view of a modified embodiment of the cabin stabilization according to the invention;

Fig. 22 is a plan view of the cabin stabilization shown in Fig. 21;

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Fig. 23 is a partial plan view of the right turin area shown in Fig. 5 on an enlarged scale, with the modified embodiment of the cabin stabilization, according to Figs. 21 and 22;

Fig. 24 is a partial side view of a modified embodiment of the guide device of the cabin stabilization on an enlarged scale and partly in section;

Fig. 25 is a cross-section along the line XXV-XXV of Fig. 24;

Fig. 26 is a cross-section along the line XXVI-XXVI of Fig. 25;

Fig. 27 a side view of the synchronous drive similar to Fig. 9, but during curve travel;

Fig. 28 is a highly schematic representation of the rolling movement taking place between the gear and a straight roller bolt rail in the gear drive according to the invention; and

Fig. 29 is a highly schematic representation of the rolling movement taking place between the gear and the roller bolt rail in the gear drive according to the invention, similar to Fig. 28, but with an arcuately curved roller bolt rail.

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Fig. 30 is a partial front view of the right tower area and the adjacent horizontal travel section of a second embodiment of the conveyor device according to the invention;

Fig. 31 is a section along the line XXXI-XXXI through the horizontal travel section of the second embodiment shown in Fig. 30, on an enlarged scale;

Fig. 32 is a cross-section in plan view, seen along the line XXXII-XXXII through the tower according to Fig. 30 on a larger scale; and

Fig. 33 is a schematic partial view, partially broken away, of a stabilizing carriage including guide rails with an integrated speed limiter for vertical cabin travel.

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1 to 5 show sections of a transport device designed according to the invention, with a left-hand tower area 1 shown in front view, partially in section, in Fig. 1, and a side view in Fig. 2, and a part of a horizontal travel section in view or plan view in Fig. 3 and 4, and a right-hand tower area 2 shown in front view in Fig. 5. In this embodiment of the invention, lanes, in particular tram lines, canals, production lines or similar facilities or other obstacles, can be located between the left-hand tower 1 and the right-hand tower 2 and can be bridged by means of a truss 11 arranged at a sufficient height above them. With large span widths, it can be advantageous to support the truss, for example between the lanes. In the transport device according to the invention, the height of the towers 1 and 2 can be selected differently if this is desired to compensate for height differences, for example in the terrain or buildings. Thus, the conveying device according to the invention can also connect two locations that are at different levels without difficulty.

The towers 1 and 2 are welded together as a framework construction, preferably from rectangular tubes, with four posts 4 at the corners of the towers supported on base plates 5 and foundations (not shown) and connected to each other by means of stiffeners 6. The side posts 4 are

1"v1.1-UU

U-shaped guide rails 7 for a counterweight 8 are attached. As can best be seen in Fig. 8, the lattice girder 11 has four longitudinal beams 14, which consist of rectangular tubes and are welded together by means of struts and reinforcements 16, preferably also made of rectangular tubes. If very large distances have to be overcome, the lattice girder 11 can also consist of several sections, which are screwed or welded together at the site and supported in between if necessary.

The cabin 21 is equipped with an automatic door system. It differs essentially from conventional elevator cabins in that its drive unit travels on the roof of the cabin 21 as its own drive and that the complete control of the cabin 21 is also attached to the cabin, preferably on the cabin roof. This makes it possible to start a journey in a vertical direction with a cabin 21, continue it in a horizontal journey and end it in a vertical journey, with the transitions from vertical to horizontal and from horizontal to vertical travel directions being designed in the form of arches that can be traveled through at a constant speed. Inside the cabin 21 there is a control panel similar to that of a conventional elevator cabin with an emergency call device.

The drive is provided by two synchronous drives 40, which are mounted on the

Roof of the cabin 21 adjacent to the edges of the travel path, mounted opposite each other. These include two gears 42 which are secured in a rotationally fixed manner to both ends of a continuous rigid drive shaft 44 by means of clamping sets 43, the drive shaft 44 being mounted on the roof of the cabin 21 via pedestal bearings 45. The gears 42, in conjunction with stationary roller bolt rails 73 and 74, form double-sided positive synchronous drives. The travel drive also includes a hollow shaft gear 46 which is connected to the cabin in the form of a torque support and to which a clutch 48 and a motor 47 are attached. A three-phase motor, preferably with a frequency converter, a servo motor or a direct current motor can serve as the motor 47. The gears 42 engage with the roller bolts 76 of two U-shaped roller bolt rails 73 and 74, respectively, which are mounted on support rails in the form of angle profiles 71 and 72, respectively, which are attached to the lattice structure of the towers 1, 2 and the support 11 on both sides of the travel path of the cabin 21.

The power supply to the cabin 21 is carried out by means of busbars 32, which extend parallel to the angle profiles 71 and 72 and are attached to busbar holders 33. The power supply is transmitted to the cabin 21 by means of current collectors 31. The cabin request signal is also transmitted to the cabin 21 via busbars 32 and current collectors 31, the arrangement preferably being such that

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that the busbars 32 on one side of the cabin are used for power supply and the busbars 32 on the other side are used for signal transmission.

As can best be seen from Fig. 1 and 5, the support system according to the invention has straight angle profile sections 71 and curved angle profile sections 72, the latter preferably being circular in shape and having a bending radius of, for example, approximately 1500 mm. The U-shaped roller bolt rails, which are fastened to the angle profiles 71 and 72, respectively, also have straight sections and curved sections 74.

According to the invention, the cabin 21 can be gently accelerated from a standstill in the vertical direction of travel to a constant speed of preferably about 1 m/sec, at which the curve of the transition area from vertical to horizontal is then also traveled through. After the curved travel has ended, the cabin 21 is accelerated to a maximum speed of approx. 1.5 to 2 m/sec, from which it is only braked again before the start of the next curved travel from horizontal to vertical to the aforementioned constant speed of preferably about 1 m/sec during curved travel. During pure vertical travel, the cabin 21 initially travels at the last-mentioned speed and is then braked very gently to its final position.

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A stabilizing device 60 keeps the cabin 21 in a "stable position" throughout the entire journey, especially in the transition areas from vertical to horizontal and horizontal to vertical. The stabilizing device 60 comprises two support arms 61 attached to the cabin roof, to which a support plate 63 for at least two support rollers, preferably two to six, in particular four pairs of support rollers 62, arranged one behind the other at a distance in the direction of travel is attached by means of welds 64 (Fig. 24 to 26). When the cabin 21 is traveling horizontally, these pairs are supported on a U-profile rail 69 that is attached to fastening plates 17 that are welded to the struts 16 of the lattice girder 11. The rollers 62 serve as a pendulum moment support so that the cabin cannot swing like a cable car. When changing from horizontal to vertical travel, the support arms 61 move into a C-shaped rail profile 94, 96, which is constructed in two parts. This C-shaped rail profile is mounted on a stabilizing carriage 80, which has a base plate 90 and can be moved vertically in two parallel U-rail profiles 95 by means of rollers 97 and is also guided laterally by means of guide rollers 98 and to which the C-shaped rail profile 96 is attached together with a gusset plate 103 and a support frame 120. Steel wire ropes 113 are attached to the support frame 120, which are guided over stationary rope deflection rollers 92 and from which a counterweight 8 hangs. This counterweight 8 serves on the one hand to ensure that, as with a conventional

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elevator, the weight of the car is balanced, and secondly, the stabilizing carriage 80 remains in its upper end position, even if the support arms 61 and the support rollers 62 have left the C-shaped rail profile 94, 96.

In its lower end position, the counterweight 8 runs on springs arranged schematically at 9 and 10, the force of the counterweight 8 being modified by an adapted characteristic curve of a step connection of several springs, preferably three to five springs, so that the effective force of the counterweight after the support rollers 62 enter the C-shaped rail profile 94, 96 gradually increases during a curve from horizontal to vertical in a manner that corresponds approximately to the gradual reduction in the support of the cabin weight on the rails, the respective support resulting from the component of the vector of the cabin weight directed perpendicularly onto the rails 72, 74. As already mentioned, the C-shaped rail profile 94, 96 is designed in two parts and bevelled at 116 and 117 respectively in order to achieve the most space-saving installation space possible (Fig. 18).

As soon as there are no more support rollers 62 in the part 94 of the C-shaped rail profile, this part is folded upwards by 90° using a specially designed hook 106 (Fig. 14 to 19). This process is carried out without any additional use of energy, which means that the pure propulsion energy is used for this process and it is carried out while maintaining the constant propulsion speed.

speed, the hook 106 being designed in such a way that the part 94 to be folded must first be brought up to speed and then pulled completely upwards with the remainder of the horizontal propulsion speed vector. The speed is achieved by giving the part 94 to be folded a relative speed by levering folding rods 104 which can be pivoted about bearing pins 102 and at the end of which a pin 101 with a sleeve 105 is attached, which is received by the hook 106, over rollers 107. When the sleeve 105 has reached its lower end position in the hook 106, the remainder of the folding process is achieved with the help of the propulsion speed vector in the horizontal direction which is relatively low at this point. This folding process is best seen in Fig. 14 to 19.

The hooks 106 are designed in such a way that this process can also be carried out in reverse order without any problems. In order to improve the folding process, tension springs 111 can also be used, as shown in Fig. 21 and 22, which are attached on one side to the bolt 101 and on the other side to retaining eyes 115 welded to the support frame 120, whereby the pivoting movement of the folding rods 104 is limited by stops 125 which are welded to the C-profile 96. The tension springs 111 are not necessary for the folding function, however. If the hooks 106 welded to the support arms 61 should not be hit, or should perhaps no longer be present, then

This has no effect on the safety of the cabin occupants, since when the cabin 21 is raised, the first pair of support rollers 62 of the support arm 61 would fold the C-shaped rail profile 94 downwards.

In the opposite case, the folding of the part 94 upwards would be started by the force of the tension spring 11 and would be completed by the impact of the folding part 94 of the C-shaped rail profile on the upper inner cross member of the tower.

The synchronous drives 40 each comprise a carriage 41 with a carriage plate 50, which is screwed to the bearing housing 57 of a bearing 56 of the drive shaft 44, and with two large support wheels 51 and two small support wheels 54, which are supported on opposite sides of the angle profile 71 or 72. This carriage 41 holds the gear 42 in engagement with the roller bolt rail 73 or 74. The lateral guidance of the drives 40 and the cabin 21 can be improved by several guide roller pairs 68, which come into contact with the legs of the U-profile rail 69 or the C-shaped rail profiles 94, 96 and are mounted on the support plate 63 of the stabilization device 60 by means of roller bolts 67 and holding parts 66 (Fig. 24 to 26).

As can best be seen from Fig. 27, a chord error b occurs when the carriage 41 travels around a curve. The size of the chord error b results when the support points 58 of the support wheels 51 on the curved running surface 72" of the

^&eegr; . · I ! tit»

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arcuate angle profile 72 are connected to one another by means of the chord 59 shown in dash-dotted lines in Fig. 27. The center point 49 of the drive shaft 44 is lowered by this amount b. This lowering is compensated for according to the invention in that the bores 78 of the arcuate roller bolt rail 74 are corrected by the chord error b. In Fig. 27, the corrected center line 79' for the roller bolts 76 or their bores 78 is also lowered by the chord error b compared to the uncorrected center line 79 in which the centers of the roller bolts 76 or the bores 78 would be located without correction of the chord error. The distance of the uncorrected center line 79 from the upper edge 73' or 74' of the roller bolt rails 73 or 74 is designated by a in Figs. 9, 27, 28 and 29.

In the transition areas between the straight roller bolt rails 73 and an arcuate roller bolt rail 74, the chord error increases from zero to the maximum amount b. These transition areas correspond to half the distance between the support points 58 of the rollers 51 of the carriage 50.

According to the invention, it is advantageous to produce an arcuate roller bolt rail 74 together with the aforementioned transition areas in which the chord error increases from zero to the maximum amount b, preferably in one piece. The bores 78 for the roller bolts 76 can be produced using electronically controlled processing machines, taking into account the correction of the chord error.

• a · ·

In a practical embodiment of the invention, a circular-arc roller bolt rail 74 with a radius of e.g. 1500 mm was selected, whereby a chord error b of about 9 mm resulted at a distance of the support points 58 of the rollers 51 of the carriage 50 of about 330 mm.

The support rollers 51 and 54 of the carriage 41 preferably have roller coverings made of a wear-resistant material that can withstand high mechanical and dynamic loads, in particular polyurethane elastomers, e.g. a material sold under the brand name VuI-kollan. The wheel bolts 52 and 55 of the support rollers 51 and 54 are firmly screwed to the support frame 50 of the carriage, as can best be seen in Fig. 10. However, it can also be advantageous to spring-mount at least the wheel bolts 55 of the small rollers 54, such that the rollers 54 are pressed against the lower running surface of the angle profile rail 71 and 72 under spring tension.

As can be seen from Fig. 28 and 29, in the gear drive according to the invention, preferably at least two teeth of the gear 42 engage with the roller bolts 76 of a roller bolt rail. The roller bolts 76 each have a preferably hardened sleeve 76' which is mounted so that it can roll on a bolt 75, with a bearing bush 77 serving as a sliding bearing advantageously being interposed between the hardened sleeve 76' and the bolt 75, which, as shown in Fig. 12, is preferably designed in two parts and consists of a bearing metal.

- 29 How
As can be seen from Fig. 33, according to the invention a speed limiter can be integrated into each of the vertical travel sections of the conveyor device, wherein a speed limiter 400 with a safety switch is preferably mounted above the stabilizing carriage 80 on its guide profiles 95 by means of a bracket 402 and a brake safety device 430 is mounted on the stabilizing carriage 80 with a safety lever 432 which is connected to a connecting element 434 by means of an articulation track 436 extending perpendicular to the plane of the drawing, which is guided via the speed limiter 400 and a cable deflection roller 412 mounted in a stationary manner at the lower end of the guide profile 95 of the stabilizing carriage 80 and two cable deflection rollers 414, 416 mounted on the stabilizing carriage 80. The speed limiter 400 is triggered when the cabin 221, which takes the stabilizing carriage 80 along via the support roller pairs 62 of the stabilizing device 60, exceeds a predetermined maximum speed during its vertical travel, whereby the cable 410 is stopped and the catch lever 432 is actuated in such a way that the eccentrics 442, 444 and the brake block 446 are pressed against the leg of the guide profile 95 by means of the rod 438. At the same time, the safety switch of the speed limiter is actuated and the drive motor 47 of the cabin is switched off. Additionally or alternatively, braking devices can be provided on the synchronous gears 40, 240, 340 and/or their common drive shaft 44, 244, 344 and/or on the carriages 41, 241, 341, which are actuated by the safety switch of the speed limiter 400.

- 30 -

In a second embodiment of the conveying device according to the invention shown in Fig. 30 to 32, two further synchronous drives 340 are provided in the lower area of a modified cabin 221 with a common drive shaft 344 which is fastened to the floor 222 of the cabin 221 via pedestal bearings 345, the cabin floor 222 being reinforced by a supporting structure so that the cabin floor can be driven on by passenger and/or truck vehicles. The lower drive shaft 344 is driven by a chain drive 346 which has a sprocket 347 fastened to the drive shaft in a rotationally fixed manner and a sprocket 247 fastened to the drive shaft as well as a chain 348 which runs over these two sprockets.

The chain drive 346, which comprises the chain 348 and the two sprockets 247 and 347 of equal size and having the same number of teeth, ensures that the lower drive shaft 344 is driven synchronously with the upper drive shaft, such that the lower drives 340 are always located essentially exactly vertically below the upper synchronous drives 240 throughout the entire travel path of the cabin. This is ensured, among other things, by the fact that the straight and curved angle profile rails 371 or for the lower synchronous drives 340 extend exactly parallel to the straight and curved angle profile rails 271 or for the upper synchronous drives 240.

·

- 31 -

In the second embodiment according to Fig. 30 to 32, the upper drive shaft 244 is opposite the drive shaft 44 of the
first embodiment and the upper drives
240 are arranged at a greater distance from the cabin 221 to avoid obstruction between the upper drives
240 and the lower drives 340.

As can be seen from Fig. 30, in the second embodiment, in addition to the horizontal truss girder 211, a second horizontal truss girder 311 is arranged below the latter, which is preferably connected to the girder 211 by means of screws, rivets or the like.

The truss girder 311 comprises lower and upper longitudinal beams 314, which are each connected to one another by means of stiffeners and struts 316 running at an incline to one another.
In addition, the truss 311 has cross beams 315 and
It has vertical stiffeners 318 on its front sides, which abut the vertical tower posts 204, as can be seen from Fig. 30. A connection of the vertical stiffeners 318 to the adjacent tower posts 204 by means of screws, rivets or the like can be advantageous. Brackets 319 welded to the tower posts 204 serve as a support for the lower longitudinal beams 314 of the lattice girder 311, as can be seen from Fig. 30.

In the second embodiment according to Fig. 30 to 32,
The counterweight 308 has a U-shaped form, which in its
middle area 307 leaves a gate-shaped passage,

-32-

through which the cabin 221 has an access from the front side indicated by the arrow 300 in Fig. 32.

In the second embodiment according to Fig. 30 to 32, a support arm 261 carries a pair of support rollers 262, which interact with a coupling device 390, which causes the counterweight 308 to be coupled and uncoupled to the cabin 221 as soon as the cabin 221 enters an arcuate travel section at the ends of the horizontal travel section or enters the horizontal travel section from an arcuate travel section. In the second embodiment, the coupling device 390 comprises the stabilizing carriage 80 and the C-shaped rail profiles 94 and 96 as well as the support frame 120 of the first embodiment, these parts being provided with the same reference numerals as in the first embodiment.

Shortly before the cabin 221 reaches the curved section after horizontal travel, the pair of support rollers 262 moves into the C-shaped angle profiles 94 and 96, respectively, such that - analogous to the first embodiment - during the subsequent vertical travel the support frame 120 with the cabin 221 is moved downwards and thereby the counterweight 308 is moved upwards.

Below the tower 202 there is a pit 324 into which the angle profile rail 371 and the roller bolt rails 373 for the lower drive 340 extend, as can best be seen in Fig. 30. The tower 202 stands on base plates 205 and is provided with stiffeners 206.

The second embodiment has the advantage that the cabin 221 in the lower area is additionally guided via the straight or curved roller bolt rails 373 or 374, which engage with the gears of the lower synchronous drives 340, in conjunction with the straight or curved angle profile rails 371 or 372, on which the carriages 341 are supported. By means of this additional guide in the lower cabin area, in conjunction with the guidance of the cabin in the upper area by the straight or curved roller bolt rails 273 or 274 and the synchronous drives 240 as well as the straight or curved angle profile rails 271 or 272 and the carriages 241, a stable vertical position of the cabin 221 is ensured during the entire journey and pendulum movements of the cabin are excluded.

Therefore, the lower synchronous drive 340 of the second embodiment acts as a stabilizing device, so that the stabilizing device 60 provided in the first embodiment can be omitted in the second embodiment.

As a result, in the second embodiment, the horizontal track section can be curved or the entire track can be designed in the form of a round arch, an elliptical arch or a basket arch with vertical travel sections each having a station at the ends of the arch,

Furthermore, in the second embodiment of the conveying device according to the invention, when bridging

• a ·

In the case of differences in height, the track should be designed in the form of a single-hip curve, preferably with vertical travel sections each having a station at the ends of the curve.

In the second embodiment of the conveying device according to the invention, it is also possible to make a coupling device 390 much simpler. For this purpose, two support arms can be provided above the cabin 221 instead of the one support arm 261 provided with the support rollers 262, which are firmly connected to the cabin and are spaced apart from one another by the distance between the two wire ropes 313 attached to the counterweight 308 shown in Fig. 32. The two support arms mentioned above can extend upwards above the cabin approximately as far as the support arm 261 and can each be provided with a first coupling element approximately at the height of the support rollers 262, e.g. in the form of an upside-down keyhole-like opening in the two support arms. At the same time, the ends of the two wire ropes 313 can each be provided with a second coupling element, e.g. in the form of a hook bent slightly upwards, which interact with the first coupling elements when coupling and uncoupling. For this purpose, the wire ropes 313 are guided via pulleys, similar to the pulleys 92, and via rope guides into the path of movement, i.e. the travel path of the two aforementioned first coupling elements moving together with the cabin, and are held in such a way that the second coupling elements provided at the ends of the wire ropes 313 are preferably approximately in the middle area of a

Curved travel of the cabin 221 are each made to interact with a first coupling element such that when the cabin 221 travels in a curve from the horizontal travel path downwards into the vertical travel path, the cable ends are coupled to the cabin, whereby as the cabin is lowered further, the counterweight 308 supported on the springs 209, 210 is raised upwards so that the weight of the cabin is essentially balanced by the counterweight; and when the cabin travels in a curve in the opposite direction from the vertical travel path upwards into the horizontal travel path, the counterweight is uncoupled from the cabin.

In the simplified embodiment of the coupling device 3 90 described above, in addition to the support arm 261 and the pair of support rollers 262, the entire stabilization device 60 including U-profile rails 69 and 95, stabilization carriage 80, C-shaped rail profiles 94 and 95, support frame 120 and folding mechanism 104 to 105 can be omitted.

In the second embodiment of the conveying device according to the invention shown in Figs. 30 to 32, it is of course also possible to provide only one additional rail 370 instead of the two lower additional rails 370, e.g. to omit the rail 370 shown on the right and the one shown on the left in Fig. 31. In this case, the shaft 344 can be shortened. Alternatively, it is also possible to mount the shaft 344 on the side of the cabin 221.

• · ♦··

• · ♦

- 36 -

and to arrange the additional rail 370 at a higher level, for example at a distance Al of approximately 0.6 to 1 m below the drive shaft 244 of the cabin drives 240. In this case, the drive shaft 344 of the synchronous drive associated with the additional rail 370 can be very shortened.

According to the invention, it is particularly advantageous to mount an intermediate gear above the cabin 221 firmly on the cabin roof instead of the chain drive 346 and to mount the additional shaft 344 via this intermediate gear at a distance Al of preferably approximately 0.8 to 1 m above the drive shaft 244. In this case too, it is sufficient to provide a single additional rail 370 with an associated additional synchronous drive 340 in order to avoid pendulum movements of the cabin 221 around the drive shaft 244. In this case, the intermediate gear must of course be designed so that the additional shaft 344 and the additional gear 42 have exactly the same number of revolutions as the gears 42 of the cabin drive 240. In the last-mentioned arrangement of the additional rail 370 above the roof of the cabin 221, it is not necessary to use an extended drive shaft 244; rather, the drive shaft 244 can have the same length as the drive shaft 44 of the first embodiment. In this case, however, it must be ensured that the additional rail 370 is arranged at a horizontal distance A2 to the side, i.e. further outwards from the drive 240, so that a collision between the drives 240 and the additional

37 -

additional rails 370 is avoided. As already explained above, it is of course necessary that the additional shaft 344 is arranged exactly vertically above the shaft 244.

The design of the stabilizing device as an additional rail 370, which according to the second embodiment of the conveying device according to the invention is arranged at a vertical distance Al and at a horizontal distance A2 below or above one of the two first rails 270, is particularly advantageous when the travel path is designed essentially in the form of a round arch, an elliptical arch, a basket arch or a single-hip arch, whereby due to the larger radii of curvature that are generally present in such travel paths, the transport unit can be driven at a much higher speed along the curved travel path without centrifugal acceleration occurring that has a disruptive effect on the persons and/or vehicles and/or other objects to be transported.

The invention also relates to a transport device of the type described above, in particular the second embodiment according to Fig. 30 to Fig. 32, in which a cabin is moved on stationary continuous rails 271, 272, 371, 372 in cooperation with carriages 241, 341, wherein a cable drive serves as the drive, which is attached to the floor of the cabin, in particular centrally on the shaft 344, ..and can be designed similarly to that described in US patent specification 4,821,845.

According to the invention, the cabin can be driven by means of a two-strand rope which is driven by a stationary motor/gear drive system, preferably installed in the tower shaft, via a traction sheave, with one strand of the rope being attached to a shaft stub protruding on one side of the shaft 44 by means of a rotatable rope clamp. The two-strand rope extends generally parallel to the rails 71, 72, with one strand being guided below and partly to the side and the second strand being guided above and partly on the opposite side of the rails 71, 72, adjacent to the path of movement of the shaft stub, by means of two rows of rope pulleys.

As a result of the one-sided drive, large lateral forces act on the cabin, which can be absorbed by a significantly reinforced and supplemented stabilization device in which the carriage 80 is widened and provided with two C-shaped rail profiles 96, which interact with two support arms 61 equipped with support rollers 62 and with two foldable rails 94 and two U-profile rails 6.9 are provided. The reinforced stabilization device can be designed similar to the shape of a forklift. The shaft 44 is supported via the carriages 41 on the guide rails 71, 72, which are preferably made of aluminum or stainless steel, and the gear wheels 42 and the gears 73, 74 can be omitted in the case of a cable drive. It can be advantageous to relieve the load on the self-drive by means of an additional stationary cable or hydraulic drive that supports the carriage 80.

- 39 -

List of reference symbols

Reference
sign Designation 1 left tower 2 right tower 4 post 5 Base plate 6 Bracing 7 U-shaped guide rail 8th Counterweight 9 Feather 10 Feather 11 Truss girders 14 Longitudinal beam 15 Crossbar 16 Bracing and bracing 17 Mounting plate for U-rail 69 21 cabin 22 Reinforcement plate 23 Reinforcement plate 24 Reinforcement plate 25 Reinforcement plate 31 Current collector 32 Busbar

&ngr;":·1 IM;

- 40 -

33 Busbar holder

35 Busbar cover

4 0 Synchronous drive

41 trolleys

4 2 gear

43 clamping set

44 Drive shaft

45 Pillow Block Bearings

46 Hollow shaft gearbox

47 Engine

48 Clutch

49 Wave center

50 Carriage plate

51 large carrying wheel

52 wheel bolts for

54 small carrying wheel

55 wheel bolts for

56 warehouses

5 7 Bearing housing

58 Support points of the large supporting wheels 51

59 Tendon between the support points 58

60 Stabilization device

61 Support arm

62 support rollers

63 Support plate

64 Welding of 63 with 61

65 Axis for

M F V Q C: X Γ:

66 Holding part

67 roller bolts for

68 side guide rollers

69 U-profile rail

7 0 Rails for

71 straight angle profile rail

72 curved angle profile rail 72' running surface of the rollers 51 on

73 straight roller bolt rail

73' edge of roller bolt rail

74 curved roller bolt rail 74' edge of roller bolt rail

75 bolts

76 roller bolts

76' hardened sleeve of

77 Bearing bush 7 8 Bore

79 Center line of holes

79' Centerline of holes 78 taking into account the chord error

80 stabilization vehicles

90 Base plate of the stabilizing carriage

91 axle for 97

92 rope pulleys

93 Axle for 92

94 C-shaped rail profile, foldable

95 U-profile guide for

96 C-shaped rail profile

\'\F V Ü OX ■": &Pgr;"I.'I jj ·:

97 Role of the stabilizing carriage

98 Guide roller of the stabilizing carriage

99 Brackets for

101 bolts

102 Bearing bolt for folding rod

103 Gusset plate

104 Folding rod

105 sleeve on

106 hooks

107 Role

108 angles

109 Clasp part

110 Screw

111 Tension spring for folding mechanism

112 roller bolts for

113 Wire rope

114 Support bracket for bearing bolt

115 Retaining eyelet for spring

116 Bevel of

117 Bevel of

118 Support arm
120 support frames

125 Stop on folding rod

202 right tower

204 tower posts

205 Base plate

206 Bracing

- 43 -

211 213 214 215 216 217

240 241 244 245 247 261 262

270 271 272 273 274 300 307 308

Spring Spring

Truss girders

Longitudinal beam Longitudinal beam Cross beam Bracing and bracing

Fastening and spacer element for angle profile rail 271 or

Cabin Cabin floor

Synchronous drive

Carriage Drive shaft Pillow block Sprocket Support arm Support rollers

Rails for straight angle profile rail curved angle profile rail straight roller bolt rail curved roller bolt rail access gate-shaped passage counterweight

311 truss girders

313 Wire rope

314 Longitudinal beam

315 Cross beam

316 Bracing and bracing

317 Fastening and spacer element for angle rail 371 or

318 vertical bracing

319 Console
324 Pit

340 Synchronous drive

341 trolley

344 Drive shaft

345 Pillow Block Bearing

346 Chain drive

347 Sprocket

348 Chain

37 0 Rails for

371 straight angle profile rail

372 curved angle profile rail

373 straight roller bolt rail

374 curved roller bolt rail 390 coupling device

• ···. · &igr; &igr;

- 45 -

4 00 402 404 410 412 414 416 430 432 434 436 438 442 444 446

Speed limiter

console

console

Rope

Rope pulley

Rope pulley

Rope pulley

Safety brake

Catch lever

Connecting element

Articulating link

Rods

Eccentric roller

Eccentric roller

Brake pad

Claims (37)

1. Transport device for transporting people, preferably including bicycles or wheelchairs, and/or for transporting passenger and/or truck vehicles and/or for transporting objects and/or material, along a travel path which serves to bridge obstacles, in particular roadways and/or height differences, and which comprises at least one curved travel section, at least one essentially vertical travel section and preferably at least one essentially horizontal or inclined travel section by means of a transport unit ( 21 ; 221 ), in particular in the form of a cabin and/or a transport platform which can be pivoted about a pivot axis ( 44 ; 244 ) extending perpendicularly to the travel path, which is supported on stationary rails ( 70 ; 270 ) extending continuously and continuously along the travel path and by means of a controllable self-drive ( 40 ) which interacts with the stationary rails ( 70 ; 270 ). ; 240 ) and/or a stationary drive can be moved continuously and continuously from at least a first station arranged on one side of the obstacles to be bridged to at least a second station arranged on the other side of the obstacles to be bridged or vice versa. 2. Conveying device according to claim 1, characterized in that the conveying unit ( 21 ; 221 ) is held in a substantially vertical position by means of a stabilizing device (60, 80; 340, 341, 346) arranged above and/or below and/or laterally and cooperating with additional rails ( 69 , 94 , 95 , 96 ; 370 ). 3. Conveying device according to claim 1 or 2, characterized in that the pivot axis ( 44 ; 244 ) is arranged above the conveying unit, in particular on the roof of the cabin ( 21 ; 221 ). 4. Transport device according to one or more of claims 1 to 3, characterized in that the self-drive is designed to be double-sided and preferably has at least two synchronous drives ( 40 ; 240 , 340 ) which are opposite one another on opposite sides of the transport unit ( 21 ; 221 ) and each adjacent to a guideway edge. 5. Conveying device according to one or more of claims 1 to 4, characterized by synchronous drives ( 40 ; 240 , 340 ) in the form of gear drives, which comprise at least one rigid drive shaft ( 44 ; 244 , 344 ) extending perpendicular to the direction of travel of the conveying unit ( 21 ; 221 ) continuously from one edge of the track to the opposite edge of the track, which at each of its two ends carries a gear ( 42 ) mounted in a rotationally fixed manner and engaging with a toothing ( 73 ; 74 ; 273 , 274 , 373 , 374 ) on the adjacent edge of the track. 6. Conveying device according to one or more of claims 1 to 5, characterized in that the self-drive ( 40 ; 240 , 340 ) comprises at least one electric motor ( 47 ), preferably in the form of a three-phase motor, in particular with a frequency converter, or in the form of a servo motor or a direct current motor, which is mounted on the conveying unit ( 21 ; 221 ), and that the power supply to the electric motor ( 47 ) takes place by means of busbars ( 32 ) which extend parallel to the stationary rails ( 70 ), the current being transmitted to the conveying unit ( 21 ; 221 ) inductively or by means of current collectors ( 31 ), in particular in the form of bracket current collectors. 7. Conveying device according to one or more of claims 1 to 6, characterized in that control and request signals for the conveying unit ( 21 ; 221 ) are transmitted to the conveying unit ( 21 ; 221 ) by radio or via busbars ( 32 ) and current collectors ( 31 ), wherein the arrangement is preferably such that the busbars ( 32 ) for the power supply of the drive motor ( 47 ) are arranged on one side of the conveying unit ( 21 ; 221 ) and the busbars ( 32 ) for signal transmission are arranged on the other side of the conveying unit ( 21 ; 221 ). 8. Transport device according to one or more of claims 1 to 7, characterized in that the synchronous drive ( 40 ; 240 , 340 ) is assigned a carriage ( 41 ; 241 , 341 ) with a carriage plate ( 50 ) which is screwed to a bearing housing ( 57 ) of a drive shaft bearing ( 56 ) and which carries two large support wheels ( 51 ) and two small support wheels ( 54 ) which are supported on opposite sides of the angle profile rails ( 71 ; 271 , 371 or 72 ; 272 , 372 ), such that the gear wheel ( 42 ) of the synchronous drive ( 40 ; 240 , 340 ) engages with the associated toothing ( 73 ; 273 , 373 or 74 ; 274 , 374 ). 9. Conveying device according to one or more of claims 1 to 8, characterized in that the support rollers ( 51 , 54 ) of the carriage ( 41 ; 241 , 341 ) have roller coverings made of a mechanically and dynamically highly stressable, wear-resistant material, in particular made of polyurethane elastomers. 10. Conveying device according to one or more of claims 1 to 9, characterized in that the roller bolt rail ( 73 , 74 ; 273 , 274 , 373 , 374 ) has roller bolts ( 76 ) which are provided with a hardened sleeve ( 76 '). 11. Conveying device according to claim 10, characterized in that a preferably two-part bearing bush ( 77 ) is interposed between the bolts ( 75 ) of the roller bolts ( 76 ) and their hardened sleeve ( 76 '). 12. Conveying device according to one or more of claims 1 to 11, characterized in that in the roller bolt rails ( 73 , 74 ; 273 , 274 , 373 , 374 ) in the transition areas between the straight roller bolt rails ( 73 ; 273 , 373 ) and the curved, in particular substantially circular, roller bolt rail sections ( 74 ; 274 , 374 ), a chord error (b) of the drive carriage ( 50 , 51 , 54 ) is corrected, which is determined by the distance of the support points ( 58 ) of the support wheels ( 51 ) of the carriage ( 41 ; 241 , 341 ) on the angle profile rails ( 71 , 72 ; 271 , 272 , 371 , 372 ). 13. Conveying device according to one or more of claims 1 to 12, characterized in that the stabilizing device ( 60 , 80 ) has a plurality of support roller pairs ( 62 ) arranged one behind the other in the horizontal direction, perpendicular to the drive shaft ( 44 ) above the conveying unit ( 21 ), which are supported by means of a horizontal rail system ( 69 , 94 , 96 ), and in that the support roller pairs ( 62 ) move into a horizontal C-shaped rail profile ( 94 , 96 ) when the direction of travel changes to curved travel or vertical travel, which can be moved vertically by means of a stabilizing carriage ( 80 ). 14. Conveying device according to claim 13, characterized in that cables ( 113 ; 313 ) guided via stationary cable pulleys ( 92 ) are attached to the C-shaped rail profile ( 94 , 96 ) or to components ( 80 , 120 ) connected to this rail profile, to which at least one counterweight ( 8 ; 308 ) is attached, such that when the conveying unit ( 21 ; 221 ) travels around a curve from the horizontal or inclined direction of travel to the vertical direction of travel, the counterweight ( 8 ; 308 ) is pulled upwards by the conveying unit ( 21 ; 221 ) moving downwards, and the drive ( 47 ) of the conveying unit ( 21 ; 221 ) is thereby substantially relieved of the dead weight of the conveying unit ( 21 ; 221 ). 15. Conveying device according to claim 14, characterized in that the counterweight ( 8 ; 308 ) is supported in its lower end position by means of springs ( 9 , 10 , 209 , 210 ). 16. Transport device according to claim 15, characterized in that a step circuit of several springs ( 9 , 10 ; 209 , 210 ), preferably three to five springs, is provided for supporting the counterweight ( 8 ; 308 ), the characteristic curve of the step circuit being modified such that after the support rollers ( 62 ; 262 ) enter the C-shaped rail profile ( 94 , 96 ) at the beginning of a curved journey from horizontal to vertical, the effective force of the counterweight ( 8 ; 308 ) gradually increases in a manner which approximately corresponds to the gradual reduction in the support of the weight of the transport unit ( 21 ; 221 ) on the rails ( 72 , 74 ; 272 , 274 ), the respective support of the component directed perpendicularly to the rails ( 72 , 74 ) of the vector of the weight of the transport unit. 17. Conveying device according to one or more of claims 13 to 18, characterized in that the C-shaped rail profile ( 94 , 96 ) is designed in two parts, wherein a pivotable part ( 94 ) can be pivoted about a pivot axis ( 110 ) of the other part ( 96 ) of the C-shaped profile by approximately 90°, and both parts ( 95 , 96 ) are bevelled ( 116 or 117 ) in order to avoid mutual obstruction during pivoting. 18. Conveying device according to claim 17, characterized in that the foldable part ( 94 ) of the C-shaped rail profile ( 94 , 96 ) can be folded up with the aid of a special folding mechanism ( 104 to 111 ) which comprises at least one specially designed hook. 19. Conveying device according to claim 18, characterized in that the hook ( 106 ) is designed such that the part to be folded ( 94 ) is first brought up to speed and then pulled completely upwards with the remainder of the horizontal vector of the propulsion speed. 20. Conveying device according to one or more of claims 1 to 19, characterized in that a cable drive serves as the drive, which is fastened to the floor of the cabin ( 21 ; 221 ), in particular centrally on a shaft ( 344 ). 21. Conveying device in particular according to one or more of claims 1 to 20, characterized in that the drive is carried out by means of a two-strand rope which can be driven by means of a stationary motor/gear drive system, preferably installed in the tower shaft, via a drive pulley, wherein one strand of the rope is fastened to a shaft stub protruding on one side of the shaft ( 44 ) by means of a rotatable rope clamp and the two-strand rope extends generally parallel to the guide rails ( 71 , 72 ), wherein one strand is guided below and partly to the side and the second strand is guided above and partly on the opposite side of the guide rails ( 71 , 72 ) adjacent to the path of movement of the shaft stub by means of two rows of rope pulleys. 22. Conveying device according to claim 21, characterized in that the large lateral guiding forces acting on the cabin ( 21 ) as a result of the one-sided drive are absorbed by a reinforced and supplemented stabilizing device ( 60 , 80 ; 340 , 341 , 346 ), preferably designed similarly to the shape of a forklift truck, in which the carriage ( 80 ) is widened and provided with C-shaped rail profiles ( 96 ) which interact with two support arms ( 61 ) equipped with support rollers ( 62 ) and with two foldable rails ( 94 ), and wherein two U-profile rails ( 69 ) are provided. 23. Conveying device according to one or more of claims 1 to 22, characterized in that the guide rails ( 71 , 72 ; 271 , 272 ; 371 , 372 ) for the carriages ( 41 ; 241 , 341 ) consist of aluminum. 24. Conveying device according to one or more of claims 1 to 22, characterized in that the guide rails ( 71 , 72 ; 271 , 272 ; 371 , 372 ) for the carriages ( 41 ; 241 , 341 ) consist of stainless steel. 25. Conveying device according to one or more of claims 1 to 24, characterized in that the vertical travel sections ( 2 ; 202 ) each have at least one access on the same and/or on different sides, in particular on the front and/or rear side and/or on the inner and/or outer end faces of the towers ( 2 ; 202 ), wherein further accesses are optionally arranged one above the other at different levels in one or both vertical travel sections. 26. Conveying device according to one or more of claims 1 to 25, characterized in that in addition to the two first stationary rails ( 70 ; 270 ) provided for the drive ( 40 ; 240 ) of the conveying unit ( 21 ; 221 ), which each comprise a toothing ( 73 , 74 ; 273 , 274 ), at least one further stationary rail ( 370 ) is provided, which is also assigned a toothing ( 373 , 374 ) and which is arranged at a vertical distance (A1) above or below the two first stationary rails ( 70 ; 270 ) and offset at a horizontal distance (A2, A3), exactly parallel to the first rails ( 70 ; 270 ), wherein the further stationary rail ( 371 , 372 ) is assigned a further carriage ( 341 ) which carries a gear wheel ( 42 ) which is driven synchronously with the gear wheels ( 42 ) of the drive ( 40 ; 240 ) of the conveyor unit ( 21 ; 221 ) by means of a chain drive ( 346 ) or an intermediate gear fixedly mounted on the conveyor unit. 27. Conveying device according to one or more of claims 1 to 26, characterized in that a speed limiter ( 400 ) with a safety switch is mounted preferably above the stabilizing carriage ( 80 ), preferably on its guide profiles ( 95 ) or on the supporting structure ( 1 , 2 , 11 ), and that a braking safety device ( 430 ) is mounted on the stabilizing carriage ( 80 ) in such a way that when it is actuated, its braking elements ( 446 ) engage at least one guide profile rail ( 95 ) of the stabilizing carriage ( 80 ) and a catch lever ( 432 ) of the braking safety device ( 430 ) is connected via a connecting element ( 434 ) to a cable drive ( 410 ) which is fixed via the speed limiter ( 400 ) and at least one, preferably at the lower end of the guide profiles ( 95 ). mounted deflection rollers ( 412 ) such that the braking safety device ( 430 ) is triggered when the cabin ( 21 ), which takes the stabilizing carriage ( 80 ) along via the support roller pairs ( 62 ), exceeds a predetermined maximum speed during its vertical travel, wherein at the same time the safety switch of the speed limiter ( 400 ) is actuated and the drive motor ( 47 ) of the cabin ( 21 ) is switched off and/or braked. 28. Conveying device according to one or more of claims 12 to 26, characterized in that the gears ( 42 ) of the synchronous drives ( 40 ; 240 , 340 ) designed in the form of gear drives mesh with toothings which are arranged along the guide rails ( 71 , 72 ; 271 , 272 ) for the carriages ( 41 ; 241 ) and are designed in the form of racks, preferably roller bolt rails or in the form of toothed belts and/or chains which are preferably guided in an omega wrap around the gears ( 42 ) and are preferably tensioned by means of hydraulic tension members. 29. Conveying device according to one or more of claims 10 to 28, characterized by roller bolts ( 76 ) in which the outer peripheral surface of the sleeves ( 76 ') and preferably also the peripheral surface of the bolts ( 75 ) or alternatively the inner surface of the sleeves ( 76 ') are provided with a low-friction and wear-resistant plastic coating, such that when the drive gears ( 42 ) mesh with the roller bolt teeth ( 73 ; 273 , 373 or 74 ; 274 , 374 ), metal-to-metal contact is avoided and improved smoothness of operation is achieved. 30. Conveying device according to claim 29, characterized in that the plastic coatings consist of a friction-reducing plastic, in particular of polytetrafluoroethylene. 31. Conveying device according to claim 29, characterized in that the plastic covers are made of a moderately hard, shear-resistant and durable neoprene mixture, the surface of which is covered with a slip-resistant and wear-resistant nylon fabric, and which gives the surface a low coefficient of friction. 32. Transport device for transporting people, preferably including bicycles or wheelchairs, and/or for transporting passenger and/or truck vehicles and/or for transporting objects and/or material, along a travel path which serves to bridge obstacles, in particular roadways and/or height differences, and which comprises at least one curved travel section, at least one essentially vertical travel section and preferably at least one essentially horizontal or inclined travel section by means of a transport unit ( 21 ; 221 ), in particular in the form of a cabin and/or a transport platform, which is supported by an axis ( 44 ; 244 ) extending perpendicularly to the travel path on first stationary rails ( 70 ; 270 ) extending continuously and continuously along the travel path and by means of a controllable self-drive ( 40 ; 240 ) interacting with the first stationary rails ( 70 ; 270 ). ) and/or a stationary drive can be moved continuously and continuously from at least a first station arranged on one side of the obstacles to be bridged to at least a second station arranged on the other side of the obstacles to be bridged or vice versa, wherein in addition to the speeds required for the drive ( 40 ; 240 ) of the transport unit ( 21 ; 221 ) provided first stationary rails ( 70 ; 270 ), each of which comprises a toothing ( 73 , 74 ; 273 , 274 ), at least one further stationary rail ( 370 ) is provided, which is also assigned a toothing ( 373 , 374 ) and which is arranged at a vertical distance (A1) above or below the first stationary rails ( 70 ; 270 ) and offset at a horizontal distance (A2, A3), exactly parallel to the first rails ( 70 ; 270 ), wherein the toothing ( 373 , 374 ) of the further stationary rail ( 371 , 372 ) engages at least one of these toothings ( 373 , 374 ) associated gear of a synchronous drive ( 340 ) which is driven synchronously with the drive ( 40 ; 240 ) of the conveyor unit ( 21 ; 221 ) by means of a chain drive ( 346 ) or an intermediate gear fixedly mounted on the conveyor unit. 33. Transport device for transporting people, preferably including bicycles or wheelchairs, and/or for transporting passenger and/or truck vehicles and/or for transporting objects and/or material, along a travel path which serves to bridge obstacles, in particular roadways and/or height differences, and which comprises at least one curved travel section, at least one essentially vertical travel section and preferably at least one essentially horizontal or inclined travel section by means of a transport unit ( 21 ; 221 ), in particular a form of a cabin and/or a transport platform which can be pivoted about a pivot axis ( 44 ; 244 ) extending perpendicularly to the travel path, which is supported on stationary rails ( 70 ; 270 ) extending continuously and continuously along the travel path and by means of a controllable Self-propelled ( 40 ; 240 ) and/or a stationary drive can be moved continuously and continuously from at least a first station arranged on one side of the obstacles to be bridged to at least a second station arranged on the other side of the obstacles to be bridged or vice versa, wherein the transport unit ( 21 ; 221 ) is held in a substantially vertical position by means of a stabilizing device ( 60 , 80 ; 340 , 341 , 346 ) arranged above and/or below and/or to the side and cooperating with additional rails ( 69 , 94 , 95 , 96 ; 370 ) , and wherein the stabilizing device ( 60 , 80 ) has at least one pair of support rollers ( 62 ) arranged above the transport unit ( 21 ), which is supported by a horizontal rail system ( 69 , 94 , 96 ) during horizontal travel and when changing the In the direction of travel for curved travel or vertical travel, the vehicle enters a horizontal C-shaped rail profile ( 94 , 96 ) which can be moved vertically by means of a stabilizing carriage ( 80 ), wherein ropes (113; 120 ) guided via stationary rope pulleys ( 92 ) are attached to the C-shaped rail profile ( 94 , 96 ) or to components ( 80 , 120 ) connected to this rail profile. 313 ) are attached to which at least one counterweight ( 8 ; 308 ) is attached, such that when the transport unit ( 21 ; 221 ) travels around a curve from the horizontal or inclined direction of travel into the vertical direction of travel, the counterweight ( 8 ; 308 ) is pulled upwards by the transport unit ( 21 ; 221 ) moving downwards, and the drive ( 47 ) of the transport unit ( 21 ; 221 ) is thereby substantially relieved of the dead weight of the transport unit ( 21 ; 221 ). 34. Transport device for transporting people and/or for transporting passenger and/or truck vehicles and/or for transporting objects and/or material along a travel path which serves to bridge obstacles and comprises at least one curved travel section, at least one essentially vertical travel section and preferably at least one essentially horizontal or inclined travel section by means of a transport unit ( 21 ; 221 ), in particular in the form of a cabin and/or a transport platform which can be pivoted about a pivot axis ( 44 ; 244 ) extending perpendicularly to the travel path, which is supported on stationary rails ( 70 ; 270 ) extending continuously and continuously along the travel path and which can be continuously and continuously moved by means of a controllable self-drive ( 40 ; 240 ) interacting with the stationary rails ( 70 ; 270 ) and/or a stationary drive. can be moved from at least a first station arranged on one side of the obstacles to be bridged to at least a second station arranged on the other side of the obstacles to be bridged or vice versa and by means of a system arranged above and/or below and/or laterally and provided with additional rails ( 69 , 94 , 95 , 96 ; 370 ) cooperating stabilization device ( 60 , 80 ; 340 , 341 , 346 ), wherein the stabilization device ( 60 , 80 ) cooperates with a stabilization carriage ( 80 ) when changing the direction of travel from horizontal travel to curved travel or vertical travel, which can be moved vertically along stationary guide profiles ( 95 ), and a speed limiter ( 400 ) with a safety switch is preferably mounted above the stabilization carriage ( 80 ), preferably on its guide profiles ( 95 ) or on the supporting structure ( 1 , 2 , 11 ), and that a braking safety device ( 430 ) is mounted on the stabilization carriage ( 80 ) in such a way that when it is actuated, its braking elements ( 446 ) are on at least one guide profile rail ( 95 ) of the stabilizing carriage ( 80 ) and a catch lever ( 432 ) of the braking safety device ( 430 ) is connected via a connecting element ( 434 ) to a cable drive ( 410 ) which is guided via the speed limiter ( 400 ) and at least one deflection roller ( 412 ) which is preferably fixedly mounted at the lower end of the guide profiles ( 95 ), such that the braking safety device ( 430 ) is triggered when the cabin ( 21 ), which takes the stabilizing carriage ( 80 ) with it via the support roller pairs ( 62 ), exceeds a predetermined maximum speed during its vertical travel, wherein at the same time the safety switch of the speed limiter ( 400 ) is actuated and the drive motor ( 47 ) of the cabin ( 21 ) is switched off and/or braked. 35. Transport device for transporting people and/or for transporting passenger vehicles and/or trucks and/or for transporting objects and/or material, along a travel path which serves to bridge obstacles, in particular roadways and/or differences in height, and comprises at least one curved travel section, at least one essentially vertical travel section and preferably at least one essentially horizontal or inclined travel section, by means of a transport unit ( 21 ; 221 ), in particular in the form of a cabin and/or a transport platform which can be pivoted about a pivot axis ( 44 ; 244 ) extending approximately perpendicular to the travel path and arranged above the transport unit, in particular on the roof of the cabin ( 21 ; 221 ), which is supported on stationary rails ( 70 ; 270 ) extending continuously and steadily along the travel path and is connected to the stationary rails ( 70 ; 270 ) cooperating controllable self-drive ( 40 ; 240 ) and/or a stationary drive, can be moved continuously and continuously from at least a first station arranged on one side of the obstacles to be bridged to at least a second station arranged on the other side of the obstacles to be bridged, or vice versa, wherein the pivot axis ( 44 ; 244 ) is designed as a drive shaft, which carries at each of its two ends a gear wheel mounted in a rotationally fixed manner and which engages with a toothing ( 73 ; 74 ; 273 , 274 , 373 , 374 ) on the adjacent edge of the track, wherein the toothings are designed in the form of racks, preferably roller bolt rails or in the form of toothed belts and/or chains, which are preferably guided in an omega wrap around the gear wheels ( 42 ) and are preferably tensioned by means of hydraulic tension members. 36. Transport device for the transport of persons and/or for the transport of passenger and/or goods vehicles and/or for the transport of objects and/or material, along a travel path which serves to bridge obstacles, in particular roadways and/or differences in height, and which comprises at least one curved travel section, at least one essentially vertical travel section and preferably at least one essentially horizontal or inclined travel section, by means of a transport unit ( 21 ; 221 ), in particular in the form of a cabin and/or a transport platform which is arranged around a conveyor belt above the transport unit; in particular on the roof of the cabin ( 21 ; 221 ) arranged perpendicular to the travel path , which is supported on stationary rails (70; 270 ) extending continuously and continuously along the travel path and can be moved continuously and continuously from at least one first station arranged on one side of the obstacles to be bridged to at least one second station arranged on the other side of the obstacles to be bridged or vice versa by means of a controllable self-drive (40; 240 ) interacting with the stationary rails (70; 270) and/or a stationary drive, wherein preferably the transport unit ( 21 ; 221 ) is arranged above and/or below and/or laterally by means of a conveyor arranged above and/or below and/or laterally with additional rails ( 59 , 94 , 95 , 96 ; 370 ) cooperating stabilization device ( 60 , 80 ; 340 , 341 , 346 ) is held in a substantially vertical position in a positively guided manner, and wherein a cabin access is provided in at least one station on at least one of the two cabin sides extending perpendicular to the pivot axis ( 44 ; 244 ). 37. Transport device for transporting people and/or for transporting passenger and/or truck vehicles and/or for transporting objects and/or material along a travel path which, in order to bridge differences in height, has a substantially vertical first travel section with a first station, an adjoining curved second travel section and a substantially horizontal or inclined and/or slightly curved third travel section with a second station located at a higher level at the end of the third travel section, by means of a transport unit ( 21 ; 221 ), in particular in the form of a cabin and/or a transport platform, which is supported by an axle ( 44 ; 244 ) extending perpendicularly to the travel path, preferably arranged on the roof of the transport unit ( 21 ; 221 ) on first stationary rails ( 70 ; 270 ) extending continuously and continuously along the travel path and by means of a stationary ( 70 ; 270 ) cooperating controllable self-drive ( 40 ; 240 ) and/or a stationary drive, wherein, particularly when transporting motor vehicles, an entrance or exit is provided at both the first station and the second station, preferably on the outer front side, such that a motor vehicle can be driven into the transport unit via the access on the outer front side of the first station and can be driven out through the front exit at the second station without turning.