• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Rail change system for air transport systems comprising a bearing assembly and a beam arrangement for change of direction, in which the bearing assembly is of the type that is linked to a trolley of an air transport system on beams, and comprises a frame linked to a pair of extensions defining a yoke configuration, each extension comprising a pair of main wheels with a common rotation axis arranged horizontally, the main wheels being able to circulate on a beam, the assembly of further bearing comprises at least one cam arranged rotatably between the extensions, so that the axis of rotation of the cam is arranged vertically; the arrangement of beams for changing the direction of a carriage with a bearing assembly and the beams being rails of the passive type. (Machine-translation by Google Translate, not legally binding)
    公开号:ES2575123A1
    申请号:ES201630199
    申请日:2016-02-22
    公开日:2016-06-24
    发明作者:Luis Carrillo Lostao
    申请人:Luis Carrillo Lostao；
    IPC主号:
    专利说明:

    Bearing assembly, beam arrangement for changing the direction of a car with thebearing assembly and rail change system with said bearing assembly and5 beam arrangement
    OBJECT OF THE INVENTION
    The purpose of this application is to register a bearing assembly, a beam arrangement and a rail change system that incorporate notable innovations.
    More specifically, the invention proposes the development of a new rail changing system that allows a simple, reliable structure, applicable to a large number of rails and that does not require high precision in the tolerances for it to run correctly.
    BACKGROUND OF THE INVENTION
    Devices that allow diverting cars from aerial transport systems are known in the state of the art. Known types consist of driving parts of a lane, so that a section that actively deflects the trajectory of the rail is achieved. These types of rails represent a technically complex and expensive solution.
    On the other hand are the passive rail systems from which the transport carriages that circulate with rolling assemblies capable of modifying the trajectory 25 of the carriage hang.
    An example of the second type of systems is represented by the invention disclosed by FR472199A. This system has a series of drawbacks, the most important is the transition of loads during the change of direction. With the configuration of two wheels and a lower guide element 6 in the primary section, there is a time when the bearings have to jump from one beam to another without guidance and also the jump is conditioned by the size of the plates 8 , since if a solid assembly is desired, the thickness of the plates 8 must be considerable and therefore the jump between beams is also considerable, multiplying the risk of interlocking the wheels. In addition, the defined configuration would not allow the assembly to be driven since there would be no space

    transmit the impulse to the wheels. In the case of transmitting the impulse through the plate 8, it would increase in dimensions, forcing the jump between beams to be much larger and more easily locking the wheels between the beams. In addition, the system is configured to be used in standard profile beams, with wheels adapted to the inclination of the wedge wings of said profile, which increases the risk of interlocking or a sharp jump that unbalances the load. The rail selection system is based on the actuation of bolts on oscillating arms with a horizontal rotation axis; This system forces one stud to rise completely and the other to lower properly for the change of direction to occur without tolerances, if the system does not lift it properly, the change of direction cannot occur.
    Document US3628462 reproduces most of the aforementioned inconveniences, since it has two main wheels on which the load to be transported falls. The gap between beam sections cannot be very large due to the risk of interlocking. In addition, the guidance system includes oscillating arms that rotate horizontally, and which are fitted with bearings that must fit perfectly into a lateral guidance channel. If the exact lifting of the swing arm does not occur, the bearing does not fit into the groove and the change of direction does not occur. In the case of wanting to drive the rolling assembly, the increase in thickness of the plates 27 would cause the gap between sections that the main wheels have to jump to be relatively large, causing the interlocking or a sharp jump, unbalancing the load. In addition, the rail change mechanism "pushes" the assembly, causing an imbalance in the load bearing.
    There is therefore a need for a lane change system that solves the above problems.
    DESCRIPTION OF THE INVENTION
    The present invention has been developed in order to provide a bearing assembly, beam arrangement for changing the direction of a car with the bearing assembly and rail changing system with said bearing assembly and beam arrangement that resolves the drawbacks mentioned above, also providing other additional advantages that will be apparent from the description that follows.

    It should be noted that the word "beam" is understood herein to encompass a rail, rail or the like. On the other hand, the use of the terms upper, lower, lateral, frontal, posterior, up, down, horizontal, vertical, etc. It must be understood in a resting condition.
    It is therefore a first object of the present invention a bearing assembly, of the type that is linked to a carriage of the employees in an air transport system on beams, comprising at least one frame linked to a pair of elongate extensions such that a yoke configuration is defined, each extension comprising at least one pair of main wheels with a common rotation axis arranged horizontally, the main wheels being susceptible to driving on a beam, the extension also comprises at least one wheel auxiliary for each main wheel, the auxiliary wheel arranged so that its axis of rotation is perpendicular to the axis of rotation of the main wheel in a direction of travel of the bearing assembly and the auxiliary wheel being able to circulate on a beam, the assembly The bearing additionally comprises at least one cam rotatably disposed between the extensions, so that the The axis of rotation of the cam is arranged vertically, the cam comprising stop means at a free end thereof.
    Thanks to these characteristics a bearing assembly is achieved that allows a jump without risk to interlocks, regardless of the thickness of the extensions. The configuration guarantees the stability of the loads during the change of direction since there are always two main wheels that support the weight and the gap can be relatively greater than in the state of the art. Another advantage lies in the fact that the beams used with the present bearing system are not required to have a standardized or very specific type as if it occurs in the state of the art.
    The particular arrangement of the cam allows the turning system to not require great precision in the relative tolerances between the beams and the cam bearing. In addition, even if the cam has not fully rotated, it is possible to change the direction without a "perfect" execution. The cam does not push the rest of the assembly laterally, but rotates it, it directs on the "Z" axis of coordinates.
    To achieve an ideal contact of the bearing assembly laterally with respect to the beam core, the extension may comprise four auxiliary wheels for each main wheel with the main wheel arranged between two pairs of auxiliary wheels in the direction of travel of the bearing assembly. Advantageously the auxiliary wheels can be linked to the extensions through a pair of plates arranged perpendicularly and on both sides of the pair of main wheels in a
    5 direction of travel of the bearing assembly.
    According to a feature of the invention, the stop means comprise at least one rolling element whose axis of rotation is vertical. This rolling reduces friction with the parts that direct the change of direction.
    10 Thanks to the configuration of the present bearing assembly, it can comprise first drive means linked to at least one main wheel. These first drive means may comprise a drive unit linked to the main wheel by a first belt or the like. Although I can increase the
    The thickness of the extension, as mentioned above, achieves a smooth transition between the beams, without frights.
    The bearing assembly may comprise a second drive means linked to the cam, thus achieving an automated and predefined movement of said
    20 cam
    To further facilitate the change of direction, the present bearing assembly may comprise at least some guiding means flexibly linked to the extension, thus absorbing any possible irregularities in the beam. These
    25 guiding means can have a pair of wedge elements of trapezoidal profile and made of a material with elastic properties, in which both wedge elements are located superiorly and inferiorly to the axis of rotation of the main wheels. The wedge element can act by contacting a portion of the beam.
    Additionally, the bearing assembly may comprise a pair of cams arranged on both sides of the frame in a direction of travel of the bearing assembly. This arrangement makes the guidance of the rotation of the bearing assembly during the change of direction much more precise. In order to absorb the possible irregularities of the beam, the cam can be elasticly articulated with respect to the frame.
    Another object of the present invention is a beam arrangement for change of direction.
    of a car with a bearing assembly as described above, the
    rafters passive type rails, comprising a primary central section and at least
    a pair of secondary central sections, in which at least one of the central sections
    5 secondary presents a deviation of direction with respect to the primary central section seen in
    plant; the primary and secondary central sections that have a cross section
    comprising at least one soul and one wing so that an inverted "T" is defined, in
    which the beam arrangement comprises at least one side section that runs from
    distance between at least one primary central section and one central section
    1 o secondary, the lateral section presenting a cross section in "L" comprising a
    wing and a soul, such that the wings of the central sections and the lateral sections are susceptible
    to receive the main wheels of the same extension, and the souls of the sections
    central and lateral sections are capable of receiving the auxiliary wheels of a
    same extension, comprising the extreme central sections without soul and facing
    fifteen each other defining a gap respectively between the spaced central sections, the
    souls of the lateral sections being able to contact the stop means and the
    auxiliary wheels on both sides of the soul in a condition of use.
    Thanks to these characteristics it is possible to use multiple types of beam without them being
    twenty Normalized or very specific. In addition the relative tolerances between the beams must not
    Be relatively small among them. It is guaranteed that there will always be a pair of wheels
    main ones supported on the wings to support the load properly. The guided will
    achieves during the entire transition from a primary central section to a central section
    secondary, due to the lateral sections. A relatively tolerant is not required
    25 reduced between the bearing assembly and the different sections.
    To facilitate the rotation of the cams to their ideal position, the lateral sections can
    Understand an inclined portion of the soul and oriented towards the central sections. Thus
    Get a smooth and precise transition.
    30
    A further object of the present invention is a rail change system for systems
    air transport comprising a bearing assembly as described
    previously and an arrangement of beams for change of direction as described
    previously.
    35

    Other features and advantages of the rolling assembly, beam arrangement and rail change system object of the present invention will be apparent from the description of a preferred but not exclusive embodiment, which is illustrated by way of non-limiting example. in the accompanying drawings, in which:
    BRIEF DESCRIPTION OF THE DRAWINGS
    Figure 1.- It is a schematic elevation view of a motor bearing assembly according to theinvention;Figure 2.- It is a schematic side view of the bearing assembly of Figure 1;Figure 3.- It is a schematic plan view of the bearing assembly of Figure 1;Figure 4.-It is a schematic elevation view of a free bearing assembly according to theinvention;Figure 5.- It is a schematic side view of the bearing assembly of Figure 4;Figure 6.- It is a schematic plan view of the bearing assembly of Figure 4;Figure 7.-It is a schematic side view of a bearing assembly on abeam arrangement in which the cams are arranged to follow a straight path;Figure 8.- It is a schematic plan view of the bearing assemblies and a portionof the beam arrangement of Figure 7;Figure 9.-It is a schematic side view of the bearing assemblies and the arrangement ofbeams of figure 7 in which the cams are arranged to modify the trajectory;Figure 10.-It is a schematic plan view of the bearing assemblies and abeam arrangement portion of figure 9;Figure 11.-It is a schematic perspective view of a rail change system ofaccording to the invention in which the cams are arranged to follow a pathstraightFigure 12.-It is a schematic view from another perspective of a system of change ofrail according to the invention in which no change in trajectory occurs; YFigure 13.-It is a schematic view from another perspective of the rail change systemof figure 12.
    DESCRIPTION OF A PREFERRED EMBODIMENT
    As shown in the attached figures, a rail change system generally designated by the reference numeral 100 comprising a set of

    bearing designated generally by reference number 200 and a beam arrangement designated generally by reference number 300.
    The bearing assembly 200 is of the type that is linked to a carriage (not shown) of the employees in an air transport system on beams. It will not go into greater detail in the type of car because it can be any available in the market. In the attached figures two fundamental embodiments of bearing assemblies 200 are shown, one of a motor type in Figures 1-3 and the other free, that is to say without motor functions, such as those in Figures 4-6.
    Each bearing assembly 200 preferably comprises a frame 201 linked to a pair of elongate extensions 210, 220 such that a yoke configuration is defined (see Figures 1 and 4). The extensions 210, 220 are preferably laminar elements capable of supporting, for example, a pair of main wheels 230 with a rotation axis E1 arranged horizontally. The main wheels 230 are capable of circulating on a beam, so that the axis of rotation E1 is substantially perpendicular to the path described by the beam, seen in plan.
    By having a pair of extensions 210, 220, in which there are a pair of main wheels 230, at least four main wheels 230 are obtained which will preferably share a common axis of rotation E1, since this will logically facilitate operation during the change of address.
    Extension 210, 220 additionally and preferably comprises four auxiliary wheels 231 for each main wheel 230, the auxiliary wheels 231 arranged so that their axis of rotation E2 is substantially perpendicular to the axis of rotation E1 of the main wheel 230 viewed frontally (see figure 1) and the auxiliary wheels 231 being able to circulate on a beam, particularly a beam core. The auxiliary wheels 231 have a rotation axis E1 arranged horizontally. Although in the present embodiment there are four auxiliary wheels 231 for each main wheel 230, the person skilled in the art can modify the number according to the needs.
    The main wheel 230 arranged between two pairs of auxiliary wheels 231 in the direction of travel O of the bearing assembly 200. The auxiliary wheels 231 are linked to the extensions 210, 220 through a pair of plates 232 arranged

    perpendicularly and on both sides of the pair of main wheels 230 in a direction of travel of the bearing assembly 200.
    It can also be seen that the bearing assembly 200 preferably comprises a pair of cams 250 arranged on both sides of the frame 201 in a direction O of movement of the bearing assembly 200. Each cam 250 is rotatably arranged between the extensions 210, 220, so that the axis of rotation E3 of cam 250 is arranged vertically. Each cam 250 is elastically articulated with respect to the frame 201, for example with a spring or the like, so that the irregularities that the track may have are cushioned. The cam 250 also comprises stop means at a free end 252 thereof. The stop means preferably comprises a rolling element 251 whose axis of rotation E4 is vertical. This rolling element 251 will be in charge of contacting some beam or similar of the path chosen by control means (not shown).
    In the case of the driving embodiment of the bearing assembly 200, it comprises first drive means preferably linked to each pair of main wheels 230. The first drive means comprises a drive unit 205 linked to each pair of main wheels 230 by means of a first belt 260 or similar, for example a chain. Thanks to the configuration of the present invention, although the extensions 210, 220 must accommodate said first belt 260 and the thickness can increase, the invention will continue to offer the same stable, reliable and predictable change of trajectory. If a first belt 260 or the like is included in the cited documents of the prior art, the increase in thickness of its extensions would greatly impede the change of direction.
    In the present embodiment, a pair of bearing assemblies 200 have been chosen, one driving and the other free, although if necessary both can be driving. In other embodiments not illustrated, the carriage may have as many bearing assemblies 200 as necessary.
    In relation to the cams 250, the bearing assembly 200 preferably comprises second drive means 254 linked to the cam 250 through a second belt 261 or chain. These second drive means 254 work when the control means so order.
    Additionally, the bearing assembly 200 further comprises guiding means flexibly linked to each extension 210, 220. In the present embodiments, the guiding means have a pair of wedge elements 240 of trapezoidal profile and which are made in a material with elastic properties, in which both wedge elements 240 are located superiorly and internally to the axis of rotation E1 of the main wheels 230. The trapezoidal profile allows the guiding means to fulfill their function in both directions of travel. , with the "sharp" points oriented in the direction of travel. These means with elastic properties and flexibly linked to each extension 210, 220 allow cushioning any irregularity of the beams.
    An attached beam arrangement 300 for changing direction of a carriage (not shown) with a bearing assembly 200 as described above is also illustrated in the accompanying figures. The beams are rails of the passive type, and advantageously they must not be beams with a standardized profile or of very specific characteristics with the increase in costs that are derived. The configuration of the present beam arrangement 300 allows the beams not to have to maintain relatively demanding tolerances as if it occurs in the state of the art.
    The present preferred embodiment of the beam arrangement 300 comprises a primary central section 310 and a pair of secondary central sections 320, 330, in which one of the secondary central sections 330 has a direction deviation from the primary central section 310 seen in plant (see figures 8 and 10), that is in the direction D of travel. In spite of the nomenclature "primary central section" and "secondary central sections" it is not to be understood that the bearing assembly 200 will always change from the primary to the secondary, since it is not ruled out to reverse the direction of travel of the car and that logically also the order of the sections is reversed.
    Preferably, the primary central sections 310 and secondary 320, 330 having a cross section comprising at least one core 312, 322, 332 and a wing 311, 321, 331 so that an inverted "T" is defined. It is clear that if the person skilled in the art is considered necessary, he could use a standardized profile in which the wings 311, 321,331 are linked to each other through a soul 312, 322, 332.
    The arrangement of beams 300 preferably comprises a pair of lateral sections 340, 350 that run distantly between the primary central section 310 and each of the secondary central sections 320, 330, all seen in plan (see Figures 8 and 10) .
    Each side section 340, 350 has a "L" cross section comprising a wing 341, 351 and a core 342, 352, such that the wings 311, 321, 331, 341, 351 of the central sections 310, 320, 330 And the lateral sections 340, 350 are capable of receiving the main wheels 230 of the same extension 210, 220. In other words, the wings 311, 321, 331 of the central sections 310, 320, 330 and the wings 341, 351 of the lateral sections 340, 350 are oriented facing each other
    The souls 312, 322, 332, 342, 352 of the central sections 310, 320, 330 and the lateral sections 340, 350 are capable of receiving the auxiliary wheels 231 of the same extension 210, 220. That is to say that the souls 312, 322, 332 of the central sections 310, 320, 330 And the souls 342, 352 of the lateral sections 340, 350 are oriented substantially parallel to each other.
    The central sections 310, 320, 330 each comprise ends 313, 323, 333 devoid of core so that the main wheels 230 can change direction without encountering vertical obstacles. Said ends 313, 323, 333 are facing each other, so that the ends 323, 333 of the secondary central sections are reciprocally facing the end 313 of the primary central section 310.
    As has been clarified, the ends 313, 323, 333 are facing each other so that a gap 360 is defined respectively between the spaced central sections 310, 320, 330.
    The souls 352 of the lateral sections 340, 350 are capable of contacting the stop means and the auxiliary wheels 251 on both sides of the soul 352 in a condition of use, as can be seen in Figures 8,10 and 11. In some embodiments the lateral sections 340, 350 may have a shoulder 344, 354 where the rolling elements 251 contact. These shoulders 344, 354 can be designed to define the carriage path even more precisely during the change of direction.

    Preferably, the lateral sections 340, 350 comprise an inclined portion 343, 353 of core 342, 352 and oriented towards the central sections 310, 320, 330. These inclined portions 343, 353 allow directing the relative "point of contact" between the rolling elements 251 and the lateral sections 340, 350.
    In a condition of use such as that shown in Figures 7-11, the carriage circulates hanging from the beam arrangement 300 via the bearing assembly 200, through the frame
    201. In these conditions, only the main wheels 230 and the auxiliary wheels 231 closest to the core 312 and to the wings 311 of the primary central section 310 are those that support the carriage load.
    When approaching the change of direction, control means can order the second drive means to orient the cams 250 according to the desired path. The cams 250, which move angularly and symmetrically with respect to the extensions 210, 220, reach a position such that the rolling elements 251 are properly oriented to contact the lateral sections 340 or 350 of the chosen path. When the bearing assembly 200 reaches the beam arrangement 300, the rolling elements 251 have already contacted the lateral sections 340, 350 Y of the four main wheels 230 and the sixteen auxiliary wheels 231, the two main wheels 230 and the eight auxiliary wheels 231 closest to said primary central section 310 are respectively rolling on their wings 311 and their core 312, and the two main wheels 230 and the eight auxiliary wheels 231 closest to said side sections 340, 350 are respectively rolling on their wings 341, 351 Ysu soul 342, 352.
    Next, the rolling assembly 200 reaches the soul-free end 313 and subsequently to one of the ends 323 or 333 depending on the path chosen. In the embodiment shown these ends 313, 323 and 333 are symmetrical at the top and bottom of the beam. Furthermore, at this point and thanks to the configuration of two driving units 205 independently linked to each pair of main wheels 230, the operation of said driving units 205 can be modified and in this way a differential effect can be achieved to modify the speed of rotation between the different pairs of main wheels 230 linked respectively to each extension 210,
    220. With this differential effect, the fact that the present rolling assembly 200 rotates on itself with respect to the geometric axis Z can be reinforced, and is not "dragged" by directional elements as in the prior art.
    Continuing the advance towards the secondary central section 320, 330 chosen, the wedge elements 240 of trapezoidal profile allow additionally ensuring the guidance of the rolling assembly 200 with respect to the core 322 or 332 of the chosen path.
    In this jump between central sections 310 to 320 or 310 to 330, there will always be two main wheels 230 of the set of four that rest and circulate on the beams, ensuring that the load carried by the car is not unbalanced and that there are no interlocks of no main wheel 230 in the recess 360. It is avoided to condition the
    10 traced to relatively precise tolerances between sections, which facilitates construction as well as maintenance.
    The details, shapes, dimensions and other accessory elements, as well as the materials used in the manufacture of the rolling assembly, the arrangement of beams and the
    The rail change system of the invention may conveniently be replaced by others that do not depart from the scope defined by the claims set forth below.
    权利要求:
    Claims (11)
    [1]
    1. Bearing assembly (200), of the type that is connected to a car of the employees in an air transport system on beams, characterized by the fact that it comprises at least one frame (201) linked to a pair of extensions (210, 220) elongated such that a yoke configuration is defined, each extension (210, 220) comprising at least one pair of main wheels (230) with a common rotation axis arranged horizontally, the main wheels being susceptible (230) of driving on a beam, the extension (210, 220) further comprises at least one auxiliary wheel (231) for each main wheel (230), the auxiliary wheel (231) arranged so that its axis of rotation is perpendicular to the axis of rotation of the main wheel (230) in a direction (O) of movement of the bearing assembly (200) and the auxiliary wheel (231) being able to circulate on a beam, the bearing assembly (200) additionally understand at least s a cam (250) rotatably disposed between the extensions (210, 220), so that the axis of rotation of the cam (250) is arranged vertically, the cam comprising
    (250) stop means at a free end (252) thereof.
    [2]
    2. Bearing assembly (200) according to the preceding claim, characterized in that the extension (210, 220) comprises four auxiliary wheels (231) for each main wheel (230) with the main wheel (230) arranged between two auxiliary wheel pairs
    (231) in the direction (D) of travel of the bearing assembly (200).
    [3]
    3. Bearing assembly (200) according to the preceding claim, characterized in that the auxiliary wheels (231) are linked to the extensions (210, 220) through a pair of plates (232) arranged perpendicularly and on both sides of the pair of main wheels (230) in a direction (D) of movement of the bearing assembly (200).
    [4]
    Four. Bearing assembly (200) according to any of the preceding claims, characterized in that the stop means comprise at least one rolling element (251) whose axis of rotation is vertical.
    [5]
    5. Bearing assembly (200) according to any of the preceding claims, characterized in that it comprises first driving means linked to at least one main wheel (230).
    [6]
    6. Bearing assembly (200) according to the preceding claim, characterized in that the first drive means comprise a driving unit (205) linked to the main wheel (230) by means of a first belt (260).
    5. Bearing assembly (200) according to any of the preceding claims,characterized by the fact that it comprises a second drive means
    (254) linked to cam (250).
    [8]
    8. Bearing assembly (200) according to any of the preceding claims,
    10 characterized by the fact that it comprises at least some guiding means flexibly linked to the extension (210, 220).
    [9]
    9. Bearing assembly (200) according to the preceding claim, characterized in that the guiding means have a pair of profile wedge elements (240)
    15 trapezoidal and made of a material with elastic properties, in which both wedge elements (240) are located superiorly and inferiorly to the axis of rotation of the main wheels (230).
    [10]
    10. Bearing assembly (200) according to any of the preceding claims,
    20 characterized in that it comprises a pair of cams (250) arranged on both sides of the frame (201) in a direction of travel of the bearing assembly (200).
    [11]
    11. Bearing assembly (200) according to any of the preceding claims,
    25 characterized by the fact that the cam (250) is elastically articulated with respect to the frame (201).
    [12]
    12. Beam arrangement (300) for changing the direction of a carriage with a bearing assembly (200) according to any one of claims 1-11, the beams being about 30 rails of the passive type, comprising a primary central section (310 ) and at least one pair of secondary central sections (320, 330), in which at least one of the secondary central sections (320, 330) has a direction deviation from the primary central section (310) seen in plan; the primary (310) and secondary (320, 330) central sections that have a cross section comprising at least one soul (312, 322,
    35 332) And a wing (311, 321, 331) so that an inverted "T" is defined, in which the
    beam arrangement (300) comprises at least one lateral section (340, 350) that runs
    distantly between at least one primary central section (310) and one central section
    secondary (320, 330), the lateral section (340, 350) presenting a cross section in
    "L" comprising a wing (351) and a soul (352), such that the wings (311, 321, 331, 341, 351)
    5 of the central sections (310, 320, 330) and the lateral sections (340, 350) are susceptible toreceive the main wheels (230) of the same extension (210, 220), and the souls (312,322, 332, 342, 352) of the central sections (3 10, 320, 330) and the lateral sections (340, 350)
    are capable of receiving auxiliary wheels (231) of the same extension (210, 220),
    comprising the central sections (310, 320, 330) ends (313, 323, 333) without soul and
    10 facing each other defining a gap (360) respectively between the sections
    central (310, 320, 330) distanced, the souls (342, 352) of the lateral sections (340,
    350) being able to contact the stop means and auxiliary wheels (251)
    on both sides of the soul (352) in a condition of use.
    13. Beam arrangement (300) for changing the direction of a carriage according to the preceding claim, characterized in that the lateral sections (340, 350) comprise a
    inclined portion (343, 353) of soul (342, 352) And oriented towards the central sections (310, 320, 330).
    14. Rail change system for air transport systems comprising a bearing assembly according to any one of claims 1-11 and a beam arrangement (300) for change of direction according to any one of claims 12-13.
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    同族专利:
    公开号 | 公开日
    US10570571B2|2020-02-25|
    EP3208168B1|2019-07-03|
    EP3208168A1|2017-08-23|
    CN107100929A|2017-08-29|
    CN107100929B|2020-06-23|
    US20170241081A1|2017-08-24|
    ES2748890T3|2020-03-18|
    ES2575123B2|2016-11-04|
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