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US20060156945A1 - Carrying system - Google Patents

Carrying system Download PDF

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Publication number
US20060156945A1
US20060156945A1 US10/563,243 US56324303A US2006156945A1 US 20060156945 A1 US20060156945 A1 US 20060156945A1 US 56324303 A US56324303 A US 56324303A US 2006156945 A1 US2006156945 A1 US 2006156945A1
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US
United States
Prior art keywords
rail
auxiliary
main rail
vehicle
wheel
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Abandoned
Application number
US10/563,243
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English (en)
Inventor
Saburo Yamada
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Senyo Kiko Co Ltd
Original Assignee
Senyo Kiko Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Senyo Kiko Co Ltd filed Critical Senyo Kiko Co Ltd
Assigned to SENYO KIKO CO., LTD. reassignment SENYO KIKO CO., LTD. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: YAMADA, SABURO
Publication of US20060156945A1 publication Critical patent/US20060156945A1/en
Abandoned legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C13/00—Locomotives or motor railcars characterised by their application to special systems or purposes
    • B61C13/04—Locomotives or motor railcars characterised by their application to special systems or purposes for elevated railways with rigid rails
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B3/00—Elevated railway systems with suspended vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance

Definitions

  • the present invention relates to a transport system, and particularly a suspended-type transport system, which has the capability of efficiently and safely transporting an object in a slope region as well as a horizontal region of a rail.
  • a suspended-type transport system e.g., a monorail transport system is widely utilized as a transport means between two locations spaced from each other by a short or middle distance (e.g., 5 to 20 km), and comprised of a rail formed in a predetermined route, a vehicle carrying a drive wheel rotatable on the rail and a motor for driving the drive wheel, and an object such as a carriage connected to an end of a coupling member hanging from the vehicle.
  • Japanese Patent Early Publication [kokai] No. 1-204819 discloses a track device for smoothly transporting an object.
  • this track device is formed with a drive wheel 100 that runs on an upper surface 1 a of a rail 1 , and an auxiliary wheel 120 elastically contacting a lower surface 1 b of the rail 1 , so that the rail is caught between the drive wheel and the auxiliary wheel in the up and down direction. Since an increase in contact pressure between the drive wheel and the rail provides an improved gripping force of the drive wheel on the rail, the object can be stably transported even in the slop regions of the rail.
  • a primary concern of the present invention is to provide an improved transport system having the capability of safely and smoothly transporting an object even in a slope region of a rail, while conserving energy needed to transport the object.
  • the transport system of the present invention is characterized by having:
  • the auxiliary wheel elastically contacts only the auxiliary rail formed in the slope region of the main rail, and the main rail and the auxiliary rail are caught between the drive wheel and the auxiliary wheel, a large contact pressure (gripping force) can be obtained between the drive wheel and the main rail.
  • a large contact pressure can be obtained between the drive wheel and the main rail.
  • the auxiliary wheel does not contact the rail, it is possible to obtain the running of the drive wheel on the main rail under a small friction resistance without excessively pressing the drive wheel against the main rail. That is, a high gripping force is obtained in the slope region of the main rail, and a moderate grip force is obtained in the horizontal region of the main rail where the auxiliary rail is not formed. Consequently, the object can be efficiently transported with energy conservation.
  • the above transport system has a first sprocket disposed at a high position side of the slope region, a second sprocket disposed at a low position side of the slope region, an endless belt looped between the first sprocket and the second sprocket, an engaging means formed on the endless belt, and an auxiliary drive unit configured to drive at least one of the first sprocket and the second sprocket to move the vehicle engaged to the engaging means from the low position side to the high position side of the slope region.
  • the auxiliary drive unit By use of the auxiliary drive unit, a smooth upward movement of the vehicle is obtained in the slope region.
  • a brake effect can be provided to the vehicle.
  • the main rail is formed in an H shape with an upper flange, a lower flange, and a web extending between the upper flange and the lower flange, the drive wheel is rotatable on the upper flange, and the vehicle has a pair of driven wheels rotatable on opposite surfaces of the web.
  • the drive wheel is rotatable on the upper flange
  • the vehicle has a pair of driven wheels rotatable on opposite surfaces of the web.
  • a shock absorbing material is disposed between the driven wheel and the upper flange.
  • a shock absorbing material is disposed between the driven wheel and the upper flange.
  • the transport system according to a specific preferred embodiment of the present invention is a suspended-type transport system, which is characterized by having:
  • a distance between the drive wheel and the auxiliary wheel is determined to be larger than a thickness of the main rail, and smaller than a total thickness of the main rail and the auxiliary rail, and the distance between the drive wheel and the auxiliary wheel is extended against the elastic force of the elastic-force loading unit by the main rail and the auxiliary rail in the slope region to increase a contact pressure of the drive wheel on the main rail.
  • FIG. 1 is a schematic diagram of a transport system according to a preferred embodiment of the present invention
  • FIGS. 2A to 2 C are side, top and front views of a vehicle running in a horizontal region of a rail;
  • FIGS. 3A and 3B are side and front views of the vehicle running in a slope region of the rail;
  • FIG. 4 is a schematic diagram of the transport system with an auxiliary drive unit of the present invention.
  • FIG. 5 is an enlarged side view of the transport system of FIG. 4 ;
  • FIG. 6 is a front view of the transport system of FIG. 4 ;
  • FIGS. 7A and 7B are top and side views of an engaging means of the auxiliary drive unit
  • FIG. 8 is a cross-sectional view of a cushioning member disposed between the rail and a driven wheel
  • FIG. 9 is a schematic diagram of a transport system according to a modification of the above embodiment.
  • FIGS. 10A and 10B are front and side views of a vehicle for a conventional transport system.
  • the transport system of this embodiment is a suspended-type monorail system.
  • this monorail system has a single main rail 1 held by bridge piers 8 , an auxiliary rail 4 disposed on a lower surface of the main rail 1 in a slope region A of the main rail 1 , a vehicle 2 carrying drive wheels rotatable on an upper surface of the main rail 1 and a drive unit for the derive wheels, a carriage 3 connected to a lower portion of the vehicle through a coupling member, and an auxiliary wheels held by the coupling member to be rotatable on the auxiliary rail 4 without contacting the main rail 1 .
  • FIG. 1 this monorail system has a single main rail 1 held by bridge piers 8 , an auxiliary rail 4 disposed on a lower surface of the main rail 1 in a slope region A of the main rail 1 , a vehicle 2 carrying drive wheels rotatable on an upper surface of the main rail 1 and a drive unit for the derive wheels, a carriage 3 connected to a lower portion of the vehicle through a coup
  • the numeral 7 designates a platform constructed at a height that the passengers can easily and safely get on/off the carriage 3 .
  • A designates the slope region of the main rail 1 .
  • B designates a substantially horizontal region of the main rail 1 .
  • C designates a stopping region for the carriage in the platform.
  • a pair of drive wheels 11 and two pairs of driven wheels 12 are rotatably held by a base 10 of the vehicle 2 .
  • a motor 30 for driving the drive wheels 11 through a power transmission unit is mounted on the base 10 .
  • the pair of drive wheels 11 are spaced from each other by a constant distance in an extending direction of the main rail 1 , and contact the upper surface of the main rail 1 .
  • the main rail 1 is made of a steel material, and has an H-shaped cross section (or I-shaped cross section), which is formed with a pair of upper and lower flanges ( 1 a, 1 b ) and a web 1 C extending therebetween.
  • each pair of the driven wheels 12 are disposed to contact opposite surfaces of the web 1 c. Since the web 1 c is caught by the driven wheels 12 from both sides, it is possible to prevent that the drive wheels 11 go off the main rail 1 when the vehicle 2 is running.
  • the pair of driven wheels 12 are disposed at both sides of each of the drive wheels under the respective drive wheel 11 .
  • an output of the motor 30 is transmitted to the drive wheel 11 through the power transmission unit, as described below. That is, pulleys are respectively attached to a rotating shaft of the motor 30 and a rotating shaft of a reduction device 31 . A belt 32 is looped between the pulleys to transmit the output of the motor to the reduction device 31 . Each of the reduction device 31 and one of the derive wheels 11 has a sprocket. A roller chain 35 is looped between the sprockets to transmit the rotational output of the motor 30 to the drive wheel 11 through the reduction device 31 .
  • the output of the motor 30 is transmitted to one of the drive wheels 11 . Alternatively, it may be transmitted to both of the drive wheels 11 . Electric power can be supplied to the motor 30 from a power supply line 5 installed at a lower flange side of the web 1 c of the main rail 1 through a collector 36 mounted on the base 10 .
  • the carriage 3 is provided by a gondola 40 for accommodating the passengers.
  • the gondola 40 has a pair of passenger seats disposed at both of front and rear sides in the interior space, and a passenger door 41 .
  • the electric power supplied through the collector 36 is also utilized for operations of opening/closing the passenger door, lighting in the gondola, and activating an air conditioner mounted.
  • the numeral “ 19 ” designates a shock absorbing bumper disposed at the front and rear ends of the vehicle 2 .
  • FIGS. 2A to 2 C shows that the vehicle 2 is running on the main rail 1 in the horizontal region. Since the drive wheels 11 are pressed against the main rail due to the total weight of the vehicle 2 and the carriage 3 , a moderate friction resistance (gripping force) is obtained between the drive wheels 11 and the main rail 1 , so that the drive wheels 11 can smoothly run on the main rail 1 in the horizontal region B without slippage. At this time, since the auxiliary rail 4 is not formed in the horizontal region, the auxiliary wheels 20 do not contact any rail, as shown in FIGS. 2A and 2C .
  • the auxiliary rail 4 is disposed on the lower surface of the main rail 1 in the slope region A.
  • this auxiliary rail 4 is made of a steel material and has an H-shaped cross section (or I-shaped cross section), which is formed with a pair of upper and lower flanges ( 4 a, 4 b ) and a web 4 c extending therebetween.
  • the auxiliary rail 4 is secured to the bridge piers 8 , and the upper flange 4 a of the auxiliary rail 4 is fixed to the lower flange 1 b of the main rail 1 .
  • the auxiliary wheels 20 contact the lower flange 4 b of the auxiliary rail 4 .
  • the pair of auxiliary wheels 20 are positioned substantially beneath the pair of drive wheels 11 through the main rail 1 and the auxiliary rail 4 , and supported by a coupling member 21 with a substantially Y-shape for coupling between the vehicle 2 and the carriage 3 . That is, a single end of the coupling member 21 is pivotally held by the base 10 of the vehicle 2 such that an axial direction of the coupling member 21 is equal to the gravity direction even in the slope region A, in other words, a floor of the carriage 3 is maintained in a substantially horizontal level.
  • the coupling position of the coupling member 21 with the vehicle 2 is directly above the center of gravity of the carriage 3 .
  • the other ends of the coupling member 21 are connected to a roof of the carriage 3 .
  • the auxiliary wheels 20 are held to the coupling member 21 by use of a spring member 22 such as a plate spring or a coil spring, which functions as an elastic-force loading unit configured to apply an elastic force in a direction of pressing the auxiliary wheel against the auxiliary rail 4 . That is, the auxiliary wheels 20 are connected to both ends of the spring member 22 through bearings. A substantially center portion of the spring member 22 is joined to the coupling member 21 such that the spring member is pivotable about a pin shaft. Therefore, even when the auxiliary wheels 20 run on the auxiliary rail 4 in the slope region A, the axial direction of the coupling member 21 can be always maintained in the gravity direction.
  • a spring member 22 such as a plate spring or a coil spring, which functions as an elastic-force loading unit configured to apply an elastic force in a direction of pressing the auxiliary wheel against the auxiliary rail 4 . That is, the auxiliary wheels 20 are connected to both ends of the spring member 22 through bearings. A substantially center portion of the spring member 22 is joined to the coupling member 21 such that the
  • the numeral 23 designates a damper connected between the bearing for each of the auxiliary wheels 20 and the coupling member 21 .
  • the numeral 25 designates a damper connected between each of projections substantially formed at both sides of the pair of the drive wheels 11 of the vehicle 2 and the coupling member 21 .
  • a distance between the auxiliary wheel 20 and the drive wheel 11 of the vehicle 2 in the horizontal region B is determined to be larger than a thickness of the main rail 1 , and smaller than a total thickness of the main rail 1 and the auxiliary rail 4 .
  • the auxiliary wheels 20 contact the auxiliary rail 4 , so that the distance between the drive wheel 11 and the auxiliary wheel 20 is extended.
  • the spring member 22 is elastically deformed.
  • a restoring force of the elastically deformed spring member presses the auxiliary wheels 20 against the auxiliary rail 4 . Consequently, this means an increase in contact pressure of the drive wheels 11 on the main rail 1 .
  • starting and finishing ends of the auxiliary rail 4 have tapered portions 4 d, which is formed such that a thickness of the auxiliary rail 4 smoothly decreases toward its ends.
  • the auxiliary wheels 20 can smoothly contact or leave the auxiliary rail 4 . Therefore, it is possible to comfortably transport the passengers.
  • At least one of the starting and finishing ends of the auxiliary rail 4 may have the tapered portion 4 d.
  • the auxiliary rail 4 is formed on the lower surface of the main rail 1 , as in the case of the slope region A. Since the gripping force of the drive wheels 11 on the main rail 1 is increased at the time of starting the vehicle 2 , a smooth start of the vehicle can be achieved. In addition, the vehicle 2 can be stopped at the stopping zone C with reliability.
  • an auxiliary drive unit for assisting an upward movement of the vehicle 2 along the slope region A from the viewpoints of reducing size and weight of the motor mounted on the vehicle and achieving energy conservation. That is, as shown in FIGS.
  • this auxiliary drive unit has a first sprocket 50 disposed at a high position side of the slope region A, a second sprocket 51 disposed at a low position side of the slope region A, an endless belt such as roller chains 52 looped between the first sprocket and the second sprocket, an engaging means formed on the roller chain to be engageable to the vehicle 2 , and an auxiliary motor 53 for driving the first sprocket 50 to move the vehicle 2 engaged to the engaging means from the low position side toward the high position side in the slope region A.
  • the first sprocket 50 is a pair of drive sprockets spaced in a transverse direction of the main rail 1 . These drive sprockets 50 are coupled to each other by a shaft portion. The drive sprockets 50 can be rotated by the auxiliary motor 53 installed on the bridge pier 8 .
  • the second sprocket 51 is a pair of driven sprockets spaced from the main rail 1 at the same side as the first sprocket 50 .
  • the driven sprockets 51 are coupled to each other by a shaft portion, and rotatably supported on another bridge pier 8 .
  • the roller chains 52 looped between the drive sprockets 50 and corresponding driven sprockets 51 are in parallel to each other. As shown in FIG. 4 , the roller chains 52 are guided by guide members 55 formed along the main rail 1 .
  • each of the roller chains 52 is formed by coupling a plurality of cocoon-shaped links to each other.
  • the numeral 56 designates projections formed on a required pair of links of the adjacent roller chains.
  • the numeral 57 designates a joining plate extending between the projections 56 of the roller chains, and the numeral 58 designates a cushioning material such as hard rubber fixed on the joining plate 57 .
  • the vehicle 2 has an engaging member 37 projecting downward from the base 10 as the engaging means.
  • auxiliary motor 53 when the roller chains 52 are rotated by the auxiliary motor 53 , the projections 56 of the roller chains contact the engaging member 37 of the vehicle 2 through the cushioning material 58 , so that the output of the auxiliary motor is transmitted to the vehicle.
  • the auxiliary motor is controlled by a control unit (not shown).
  • This control unit has a detector for detecting the vehicle 2 running on the rail, and controls the operation of the auxiliary motor according to an output of the detector.
  • a rotation speed of the roller chains 52 is determined to be larger than the running speed of the vehicle.
  • the cushioning material 58 fixed to the roller chains is pressed against the engaging member 37 to transmit the output of the auxiliary motor to the vehicle 2 through the roller chains.
  • the rotation speed of the roller chains 52 is determined to be smaller than the running speed of the vehicle 2 .
  • auxiliary drive unit a design range of a rail inclination applicable for the upward and downward movements of the vehicle 2 is widened. This means an improvement in degree of freedom of designing the transport system.
  • auxiliary drive unit is installed at a location other than the vehicle, e.g., on the bridge pier near the rail, a large motor is not needed as the motor 30 to be mounted on the vehicle. Therefore, the transportation cost can be further reduced by s a decrease in vehicle's weight.
  • a protection member 18 made of an elastic material such as hard rubber is detachably disposed between the upper flange 1 a of the main rail 1 and the driven wheels 12 .
  • the protection member 18 is formed in a ring shape extending around a shaft of the driven wheel 12 , and fixed to an upper surface of the driven wheel by use of screws. Therefore, by detaching the screws, the protection member can be removed from the driven wheel. In the case of using the protection member 18 , even when the drive wheels 11 are instantaneously left from the main rail 1 by a gust of wind, the protection member 18 can prevent that the driven wheels 12 directly contact the upper flange 1 a of the main rail 1 . In addition, since the protection member 18 is made of the elastic material, it is useful to reduce a shock caused by a contact of the vehicle 2 with the main rail 1 .
  • a first slope region A 1 having a large inclination and a second slope region A 2 having a small inclination may be alternately formed in the slope region A of the rail.
  • the vehicle's speed accelerated in the first slope region A 1 can be reduced in the second slope region A 2 . Therefore, even when the slope region A is formed over the long distance, it is possible to provide a safe running of the vehicle.
  • the vehicle 2 running in the first slope region A 1 can be safely stopped by the second slope region A 2 .
  • the vehicle can be naturally stopped by friction resistances between the drive wheels 11 and the main rail 1 and between the auxiliary wheels 20 and the auxiliary rail 4 .
  • the auxiliary rail 4 may be omitted.
  • a down slope region having a relatively steep inclination and an up slop region having a relatively gentle inclination may be alternately formed as the slope region of the rail.
  • a horizontal distance L 2 between the two vehicles is determined to be larger than a total horizontal distance L 1 of the first slope region A 1 and the second slop region A 2 .
  • the vehicles 2 running in the different first slope regions A 1 are respectively slowed down or stopped by the second slope regions A 2 formed at different heights. Therefore, it is possible to prevent a collision between the two vehicles, and further improve the safety of the transport system.
  • each of the bridge piers 8 has a Y-shaped configuration having a pair of supporting arms.
  • the main rail 1 for outward route is disposed on one of the supporting arms, and the main rail 1 for homeward route is disposed on the other supporting arm.
  • Opposite ends of both of the main rails 1 for the outward and homeward routes are connected to each other in a loop manner.
  • another rail layout may be used.
  • a single rail disposed on bridge piers may be commonly used for the outward and homeward routes.
  • the present invention it is possible to provide an energy-conservation type transport system having the capability of safely and smoothly transporting the object even in the slope region of the rail, and reducing the energy cost needed for the transportation.
  • an energy-conservation type transport system having the capability of safely and smoothly transporting the object even in the slope region of the rail, and reducing the energy cost needed for the transportation.
  • even at land sites having a relatively large vertical interval it is possible to prevent slippage of the drive wheel, and therefore comfortably transport the passengers.
  • it is expected to be utilized as a near-future type traffic system having a high degree of freedom of layout of the rail.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Handcart (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
US10/563,243 2003-07-07 2003-10-06 Carrying system Abandoned US20060156945A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
JP2003-271502 2003-07-07
JP2003271502A JP3782798B2 (ja) 2003-07-07 2003-07-07 モノレール装置
PCT/JP2003/012794 WO2005002943A1 (ja) 2003-07-07 2003-10-06 搬送システム

Publications (1)

Publication Number Publication Date
US20060156945A1 true US20060156945A1 (en) 2006-07-20

Family

ID=33562657

Family Applications (1)

Application Number Title Priority Date Filing Date
US10/563,243 Abandoned US20060156945A1 (en) 2003-07-07 2003-10-06 Carrying system

Country Status (8)

Country Link
US (1) US20060156945A1 (zh)
EP (1) EP1642797A4 (zh)
JP (1) JP3782798B2 (zh)
KR (1) KR100745106B1 (zh)
CN (1) CN100393564C (zh)
AU (1) AU2003268777A1 (zh)
TW (1) TWI228465B (zh)
WO (1) WO2005002943A1 (zh)

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US20120053864A1 (en) * 2010-08-30 2012-03-01 Byung Sik Yoon Automatic inspection apparatus for generator turbine and system using the same
CN102381318A (zh) * 2011-08-18 2012-03-21 刘金鹏 空中客车
CN106684781A (zh) * 2017-03-06 2017-05-17 中车南京浦镇车辆有限公司 悬挂式空轨列车的布线结构

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JP2006327533A (ja) * 2005-05-30 2006-12-07 Railway Technical Res Inst 鉄道車両用登坂性向上装置
ATE482862T1 (de) * 2007-02-05 2010-10-15 Swisslog Telelift Gmbh Schienengebundene förderanlage
JP2012136173A (ja) * 2010-12-27 2012-07-19 Murata Machinery Ltd 走行車システム
CN102310861B (zh) * 2011-06-15 2014-07-02 郝中为 空中无人驾驶单轨无道岔电车系统
CN102442318A (zh) * 2011-12-12 2012-05-09 中山市金马科技娱乐设备有限公司 悬挂式架空游览车
CN103171564A (zh) * 2013-03-27 2013-06-26 张振宇 一种高速抱轨式轨道自行车系统
KR101389360B1 (ko) * 2013-10-18 2014-04-29 (주)에스엘인더스트리 레일바이크 견인장치
CN105035097A (zh) * 2015-06-30 2015-11-11 王庆忠 一种壁体运输车
CN105711614A (zh) * 2016-04-11 2016-06-29 西南交通大学 一种悬挂式空轨列车逃生系统及车厢下降方法
AT518744B1 (de) * 2016-05-17 2018-07-15 Hubert Palfinger Tech Gmbh Schienengebundene Antriebsvorrichtung
CN107399329B (zh) * 2016-05-20 2020-07-17 深圳微轨小滴科技有限公司 一种悬挂式轨道小车驱动系统
IT201600097555A1 (it) * 2016-09-29 2018-03-29 Marchesini Group Spa Sistema di trasporto per il trasporto di prodotti
CN108217112A (zh) * 2018-01-05 2018-06-29 浙江潮城互联网科技有限公司 光伏板流水线检测装置中的横梁组件
IT201800006233A1 (it) * 2018-06-12 2019-12-12 Carrello per supportare unita' di trasporto sospese a una guida di un impianto di trasporto e impianto di trasporto comprendente tale carrello
CN108867334A (zh) * 2018-08-30 2018-11-23 通号轨道车辆有限公司 一种悬挂式单轨车及其配套的轨道梁桥
CN113631796B (zh) * 2019-03-22 2025-04-25 株式会社久保田 管输送装置及管道铺设坑道内的管的接合方法
CN113085906B (zh) * 2021-03-04 2021-10-01 浙江昕动智能技术有限公司 一种空中自行车及空中娱乐系统
KR102531303B1 (ko) * 2022-12-15 2023-05-11 한국모노레일주식회사 캐빈의 자세제어용 완충수단이 구비된 현수식 모노레일
KR102686457B1 (ko) * 2024-01-30 2024-07-19 이영순 모노레일의 배터리 충전용 콜렉터

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AU2003268777A1 (en) 2005-01-21
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JP3782798B2 (ja) 2006-06-07
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