|Publication number||US3884152 A|
|Publication date||May 20, 1975|
|Filing date||Nov 21, 1973|
|Priority date||Nov 22, 1972|
|Also published as||CA1009173A, CA1009173A1, DE2358258A1, DE2358258C2|
|Publication number||US 3884152 A, US 3884152A, US-A-3884152, US3884152 A, US3884152A|
|Original Assignee||Regie Autonome Transports|
|Export Citation||BiBTeX, EndNote, RefMan|
|Patent Citations (9), Referenced by (13), Classifications (13)|
|External Links: USPTO, USPTO Assignment, Espacenet|
O Umted States Patent 1191 1111 3,884,152 Emeriat May 20, 1975  ELEMENT FOR A TRANSPORTER HAVING 3,565,238 2/1971 Candela 104/25 X 3,583,543 6/1971 Angioletti et a1. 104/25 X A VARIABLE SPEED 3,592,139 7/1971 Patin 198/110 X  Inventor: Raymond Emeriat, Nlmes, France 3,712,448 l/l973 Burson et al. 104/25 X 3,714,902 2/1973 Zuppiger 198/110 X  Assgneefi 'f des Transpms 3,793,961 2/1974 Salvadorini. 198/110 x Parlslens, Pans France 3,834,520 9/1974 Patin 104 25 x 22 Filed: Nov. 21 1973 R27,439 7/1972 Jackson et al 198/16 MS  Appl. No.: 417,721 Primary Examiner-L1oyd L. King Assistant Examiner-Randolph A. Reese  Foreign Application priority Data Attorney, Agent, or Firm-Cameron, Kerkam, Sutton,
Stowell & Stowell Nov. 22, 1972 France 72.41562 52 us. c1 104/25; 198/16 MS; 198/110  ABSTRACT  Int. Cl B66b 9/12 A transporter a g a variable speed includes vari-  Field of Search 104/20, 25, 30, 31; able Speed p i g nits onsisting of displacement 198/16 MS 13 110 members moving along a guide path. Control members follow a cam. Non-elastic linkages connect the 5 References Ci d displacement members and the control members of UNITED STATES PATENTS the same unit. The various units are connected by assembly elements. 3,247,947 4/1966 Fox et a1. 104/25 X 3,462,002 8/1969 Zuppiger 198/110 6 Claims, 11 Drawing Figures A f/\ I v Q (Q Q & A
PATENTED mwzoms $884,152
SHEET 1 or 7 Fig.1
PATENTED M20195 3,884,152
SHEET 2 [IF 7 PATENTED HAY 2 0 I975 SHEET 3 UF 7 Fig.1.
PATENJIED w e 21.884152 SHEET 7 OF 7 Fig.8a
ELEMENT FOR A TRANSPORTER HAVING A VARIABLE SPEED This invention relates to transporters having a variable speed, and particularly to accelerators and decelerators of pedestrians, of the type in which displacement members circulate along guides, with a speed which varies according to a predetermined law. These displacement members are consequently capable of having a variable spacing between them which is a function of this law of speed and are connected to each other by structures which modify themselves to this variable spacing.
In the case of transporters for transporting people, and of guard-rails associated with the transporters, the linking structures between the displacement members mentioned above are intended, either to serve as a floor supporting the passengers themselves, or, in the case of guard-rails, to serve as ramps as handrails which the passengers can hold.
In order to fulfil correctly these functions of floors or ramps, the linking structures, in addition to the fact that they must ensure a linking between two consecutive displacement members for a variation in the spacing which is as large as possible, must also allow the transportation of passengers without danger.
Linking structures have been proposed in the past which are formed by plates sliding on top of each other, each of the plates being integral with a displacement member. These plates form the floor of a transporter on which the feet of the passengers rest. To avoid the feet of the passenger (or in the case of him falling over, any other part of his body) being caught between two consecutive moving plates or between the moving plates and the fixed platforms, these plates are, at least on one part of their length, ribbed on two faces in a direction parallel to the direction of movement, so that the ribs of the plates imbricate on the one hand with each other and, on the other hand, with similar ribs of the platforms. In this way, through the imbrication of the ribs, called combing, the catching of the body or clothes of a passenger between the plates or between the plates and the fixed platform can be avoided provided that the ribs are sufficiently fine and sufficiently close together.
Furthermore. in the case of displacement members connected by sliding plates, the spacing of the displace ment members has an upper limit which is lower than the total length of the plate and a lower limit which for technological reasons is not in general less than a quarter the length of the plate. The spacing of the displacement members, and consequently their variation in speed, is limited as the length of the plates, also for technological reasons, cannot be very great.
It is, thus, impossible to obtain in practice a speed differential of more than four or five times in a transporter thus equipped.
Furthermore. the ribbed plates will only accept small changes in the direction of the transporter in the horizontal or vertical plane and also there is a considerable amount of friction between them.
According to the present invention there is provided an element of a transporter having a variable speed comprising variable units formed by displacement members adapted to move along a guide path, control members adapted to follow a cam and non-elastic linkages connecting the displacement members and the control members belonging to the same unit, the various units being connected by assembly elements.
The invention will now be described in more detail, by way of example only, with reference to the accompanying drawings, in which:
FIG. transporter a diagrammatic view of a part of a t ransporter according to the invention;
FIG. 2 is a perspective view of a linkage forming a handrail for the transporter shown in FIG. 1;
FIG. 3 is a perspective view of a link of the linkage of FIG. 2;
FIG. 4 is a cross-sectional view of the linkage of FIG.
FIG. 5 is a more detailed view of a part of FIG. 1;
FIG. 6 is a perspective view of a movable floor of a transporter in accordance with FIG. 1;
FIG. 6a is a detailed view of the floor of FIG. 6, showing the combing of the floor by the platform;
FIG. 6b is a view from the side corresponding to FIG.
FIG. 7 is a cross-sectional view of the floor of FIG. 6a;
FIG. 8a is a detailed view of the upper part of a variable unit being smaller on its upper part (deceleration).
FIG. 8B shows lifting of the support member with respect to the blades.
The transporter shown in FIG. 1 comprises a plurality of closed or open, linkage suited to be deformed but non-elastic. Each variable unit comprises two displacement members 2, 3, moving on the guide-path A, A, and control members 4 moving on a cam B, B. The displacement members 2, 3 and the control member 4 belonging to the same unit are connected by non-elastic linkage means 5. The variation of the relative distance between the cam B, B and the guidepath A, A deforms the unit and causes the mutual approach or separation of the two displacement members 2 and 3. This results in a deceleration or an acceleration of the displacement members 2 and 3. The various units are connected by assembly elements 6.
In FIG. 1, only two variable units are shown for reasons of simplicity.
In general, all the units forming a transporter element are identical and in the following description the same reference numerals as above are used for the units and the members making them up.
In what follows, the transporter described will be a transporter intended for pedestrians. This transporter comprises a floor on which the pedestrians stand and ramps or handrails on which the pedestrians put their hands.
In order that the installation functions correctly, the speed variations at any point of the handrail must be equal to the variations of speed of a similar point of the floor.
The handrails and the floors of the transporters are made in the same way as is shown in FIG. I.
First of all with reference to FIGS. 2 to 5 a handrail will be described which uses the general principle of FIG. 1 and then a floor will be described with reference to FIGS. 6 to 8, this floor also using the same principle.
FIG. 2 is a perspective view of a linkage 5 of variable units, not shown, forming a ramp or handrail. This linkage is formed by a number of links 51, comprising a lower part 510 and an upper part 511. The lower part 510 constitutes the link proper, whereas the upper part consitutes the support for the lining 52. This part 511 forms a continuous element when the links 51 are aligned. Owing to this upper part 51 1, the linkage can only curve in the lower half vertical plane. It can thus transmit, not only pulling forces, but also pushing forces.
Each upper part 511 comprises two wings 511a and 51 lb carrying the lining 52, the latter being for example of plastic and being made integral with the links by moulding.
FIG. 3 shows more clearly the construction of a single link 51.
The outer surface of the lining 52 is provided with narrow adjacent ribs 521, directed in the longitudinal direction. When the various links 51 are placed adjacent to each other, the linings 52 are also adjacent to each other and form a continuous element for which the ribs 521 are aligned. These ribs are combed by teeth 611 of a lining 61 of the assembly element 6 (see FIG. 1).
FIG. 4 is a cross-section of a link 51 provided with a lining 52 combed by the assembly element 6. FIG. 4 shows furthermore two side surfaces 71 of the ramp forming the edge of the transporter.
FIG. 5 is a detailed view of the upper part of the ramp shown in FIGS. 2 to 4.
In FIG. 5, two identical variable units 1 are shown which have a construction similar to that of FIG. 1 and for which the linkages 5 are as shown in FIGS. 2 to 4.
The linkage 5 is, in fact, a chain such as that shown in FIG. 2. A certain number oflinks 52 are shown. Also in FIG. 5 can be seen the cooperation between the linings 61 of the assembly elements 6 and the linings 52 of the linkages 5, and the teeth 611 engaging the grooves 521. The lower part of the links 51 is not shown. The upper surface of the assembly formed by the linings 52 and 61, and which form the ramp of the transporter, can possibly be covered with a continuous extensible sheath offering a more comfortable grip for the hand of the passengers.
FIG. 6 is a perspective view of a floor of the transporter, using the principles described in FIG. 1. Owing to the width of the floor, it comprises two assemblies of parallel units 1. Each unit is formed by a linkage 5, in the form of a chain, formed of chain-links 51. These chain-links 51, similar to those shown in FIGS. 2 to 4, will not be described in detail. Unlike the chain-links described above, the linings 52' are not directly fixed on the surfaces 511a and 511b, but through the intermediary of support members 53, such as cross-pieces having, so as to better resist flexing forces, a T-section at least in their central part. The width of the support members 53 corresponds to the length of a surface 511 of a chain-link 51. The linings 52' are of a material selected to offer a good resistance and a good grip for the pedestrians using it. The linings 52' have ribs 521'.
As before, two links are connected by assembly elements. not shown. for which the linings 61 are provided with teeth 611. These teeth, in the form of blades, comb the grooves between the ribs 521 of the linings 52.
FIG. 6a is a perspective view of a part of the floor, in the region of the combing of the platform and shows the ribs 521' of the linings 52 of the links 51, and also the blades 541 of the support elements 54 (FIG. 8a and 8b) provided at the middle of each unit 1. The role of these support elements will later be described. In FIGS. 6a and 61;, one sees also the combing member 72 of the platform. This member 72 comprises teeth 721 which comb the blades 611 of the assembly element 61 as well as the blades 541 of the support element 54.
One can see also, in FIG. 6a, the blades 541 and 611 are in contact with each other, aligned and at the same level. This arrangement allows the combing, without interruption of continuity, of the movable assembly formed by the alternate blades 611, 541, 611, etc., with the help of teeth 721 provided at a fixed position on the platform.
FIG. 6b is a simplified side view of the arrangement shown in FIG. 6a. In order to simplify the figures, the cross-pieces 53 have not been shown in FIGS. 6a and 612.
FIG. 7 is a transverse section of the floor of the transporter, in the region of a combing member 72 of the platform.
In this section, one sees the chain-link 51 of the two parallel linkages, these chain-links being connected by a cross-piece 53. The lining 52 and the ribs 521 of this lining 52' can be seen on the cross-piece 53. In the grooves between the ribs 521 are the blades 541 and 61] belonging respectively to the support elements 54 and assembly elements 61, now shown.
Finally, the cob 72 of the platform having teeth 721 combing the space between the blades 611 and 541 can be seen. This figure shows, furthermore, the side walls 71 of the transporter in the region of the platform.
FIGS. 8a and 8b, which show two stages of deformation ofa variable unit 1, are intended to explain the role of the support members 54. For simplification purposes, the cross-pieces 53 are not shown.
FIG. 8a corresponds to a position of the unit which is approaching the platform of debarkation, that is to say which is slowing down. At the time of this slowing down, the upper surface of the unit decreases in size. In a position very close to the platform, the unit has the form shown in FIG. 8b. This unit comprises, between the displacement members 2 and 3 and the assembly elements 61, a support member 54 to which the linkages 5 are connected and which comprises linings blades 541 between the ribs 521 of the lining 52' of the linkages, and situated, consequently, in the alignment of the combing blades 61 1 of the assembly elements 6.
In the position of the unit corresponding to FIG. 8a, the support member 54 is positioned at a certain distance from two assembly elements 6. For a unit so shaped, the passengers rest their feet equally on the blades 541 of the support member 54, on the ribs 521 of the linings 52, or on the blades 611 of the linings 61, these blades 611 slightly projecting above the horizontal plane formed by the upper ridges of the ribs 521' and the blades 541.
On the other hand, in the immediate neighborhood of the platform, it is absolutely necessary for the installation to function with the necessary degree of safety that the whole of the surface of the floor is combed by the teeth 721 of the combing member 72 which is fixed of the platform. Furthermore, as the ribs 521 are themselves combed by the blades 611 of the linings 61 when the length of the upper face of the variable unit decreases (deceleration), it is impossible to comb with the same comb at the same time the ribs 611 and the ribs 521'.
To overcome this problem, the blades 541 of the support member 54 possess a certain degree of freedom in the vertical direction and, when the support member 54 approaches the two'assembly elements 61, these blades are raised up with respect to the level of the blades 611.
Owing to this, the ribs 521' completely disappear and the blades 541 and 611 are placed edge to edge and aligned. It is therefore possible to comb these aligned blades with the help of a single set of teeth 721 of the combing member 72 of the platform.
So that the blades 541 and 611 may be placed edge to edge, it is advantageous to make the leading edge of the blades 611 inclined downwards, in the direction of the support member 54, and to give to the corresponding edge of the blades 541 a complementary incline.
This complementary form of the leading edge of the blades 541 and 611 allows the effects of the height of the levels to be compensated in the position shown in FIG. 8b. Indeed, in the position corresponding to FIG. 8a, the upper surface of the blades 541 is on the same level as the upper surface of the ribs 521'. But as the blades 541 andd 611 must be combed by the teeth 721, as shown in FIG. 7, it is necessary that the blades 611 are slightly higher than the ribs 521. The blades 541 must therefore be slightly raised into the position shown in FIG. 8b. The raising can be obtained simply by using the form of the corresponding leading edges of the blades 611 and 541. It can also be obtained by other means, easily designed by the man in the art.
The construction of the variable units 1 makes them particularly suitable for allowing changes in the slope of the transporter. The changes of slope can be made simply by a slight modification of the return angles of the linkages 5 with respect to the displacement members 2 and 3.
The path does not necessarily have to be rectilinear in a horizontal plane, and to allow the transporter to be curved, the support element 54 can be divided into two parts articulated in relation to each other.
The transporter described having a variable speed allows changes of direction in all planes and allows combing offering complete safety.
What I claim is:
l. A transporter having a variable speed comprising variable units providing said variable speed and formed by displacement members adapted to move along a guide path, control members adapted to follow a cam and non-elastic linkages connecting the displacement members and the control members belonging to the same variable unit, the various variable units being con nected by assembly elements, each linkage being.
formed by at least one chain only able to bend in a halfplane and formed of chain-links, and carrying on its face turned towards the half-plane, a lining cooperation with a corresponding lining on each assembly element.
2. A transporter as claimed in claim 1 wherein the lining of the chain is longitudinally divided into elements corresponding to the length of the chain-links, these elements carrying grooves cooperating with ribs of the lining of assembly elements to allow combing of the one by the other.
3. A transporter as claimed in claim 1 wherein the ribs of the lining of an assembly element are in the form of blades slightly projecting above the upper surface of the ribs of the linings of the chain-links of the linkage.
4. A transporter as claimed in claim 1 wherein the linkage comprises a support element provided between the displacement members, the support element having a length corresponding to the spacing between the edges of the blades of two consecutive assembly elements, when the displacement members of the variable unit are at their minimum distance.
5. A transporter as claimed in claim 4 wherein the support element is formed in its upper part of blades having a section corresponding to the blades of the linings of the assembly elements and aligned with these blades so that in the region of a platform, the blades of the linings of the assembly element and the blades of the support elements are aligned with each other and form continuous ribs which are combed by the same combing member provided with teeth corresponding to the spacing of the blades.
6. A transporter as claimed in claim 5 wherein the leading edge of the blades of the assembly element is inclined downwardly in the direction of the support element and the corresponding edge of the blades of the support element is inclined complementarily so that the upper level of the blades of the support elements is level with the upper edge of the ribs of the linings of the linkages when the link is deployed (the displacement members being separated with respect to each other), this blade sliding by its front ends, against the corresponding ends of the blades of the assembly element when these displacement members of the variable unit approach each other so that the upper face of the blade of the support element is level with the upper faces of the blades of the assembly element.
|Cited Patent||Filing date||Publication date||Applicant||Title|
|US3247947 *||Jul 2, 1963||Apr 26, 1966||Westinghouse Electric Corp||Passenger conveyors|
|US3462002 *||Jul 6, 1967||Aug 19, 1969||Battelle Development Corp||Varying-pitch chain-like arrangement to drive loads at variable speed|
|US3565238 *||May 6, 1968||Feb 23, 1971||Candela Basil J||Variable-velocity conveyor|
|US3583543 *||Dec 3, 1968||Jun 8, 1971||Angioletti Attilio||Passenger conveyor|
|US3592139 *||Oct 9, 1969||Jul 13, 1971||Patin Pierre||Belt conveyor|
|US3712448 *||Apr 9, 1971||Jan 23, 1973||Univ Johns Hopkins||Variable speed sidewalk|
|US3714902 *||Aug 24, 1971||Feb 6, 1973||Battelle Memorial Institute||Conveyor handrails|
|US3793961 *||Dec 27, 1971||Feb 26, 1974||Salvadorini R||System for the conveyance of passengers or goods using a continuous and fast belt|
|US3834520 *||Jun 5, 1973||Sep 10, 1974||Patin Pierre||Variable speed drive system|
|Citing Patent||Filing date||Publication date||Applicant||Title|
|US4053044 *||Oct 27, 1976||Oct 11, 1977||Pierre Patin||System for continuous entrainment at variable speed|
|US4240537 *||Apr 18, 1978||Dec 23, 1980||The Boeing Company||Accelerating and decelerating handrail|
|US4267922 *||Jun 28, 1979||May 19, 1981||Regie Autonome Des Transports Parisiens||Chain with a single direction of curvature and application to a handrail|
|US4462514 *||Nov 16, 1981||Jul 31, 1984||The Boeing Company||Accelerating and decelerating walkway handrail|
|US4732257 *||Oct 21, 1986||Mar 22, 1988||Regie Autonome Des Transports Parisiens||Continuous variable-speed transport apparatus|
|US5339938 *||Jun 21, 1993||Aug 23, 1994||Pierre Patin||Variable-speed conveyor element, particularly for accelerated transporters|
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|US9114957 *||Jul 18, 2014||Aug 25, 2015||Katsuya Teramoto||Acceleration and deceleration handrail driving device|
|US20040195075 *||Apr 4, 2003||Oct 7, 2004||Orndorff Jason Matthew||Conveyor and method of using|
|US20150008095 *||Jul 18, 2014||Jan 8, 2015||Katsuya Teramoto||Acceleration and deceleration handrail driving device|
|EP2331445A1 *||Sep 22, 2009||Jun 15, 2011||Kone Corporation||People mover, transmission chain and method in the use of a people mover|
|U.S. Classification||104/25, 198/325, 198/334|
|International Classification||B66B23/22, B66B23/26, B66B21/00, B65G23/00, B66B23/08, B66B21/12|
|Cooperative Classification||B66B21/12, B66B23/26|
|European Classification||B66B21/12, B66B23/26|