[0001] It is known that there are at present various types of plants for parking motor vehicles
- or, more generally, for storing pallets - wherein the motor vehicles, instead of
being allowed to circulate on their own along access ramps up to the parking areas,
are placed onto a parking platform, in correspondence of an inlet area, said platform
being then shifted - automatically and along a set course - towards the parking area
and being replaced by another platform in correspondence of the inlet area.
[0002] In general, the basic scheme of these plants with mobile platforms - whether they
are built in the open air or, more often, underground - comprises two parallel, adjacent,
rectilinear tracks, preferably horizontal and arranged one above the other, and means
for moving forward the platforms along said tracks in opposed directions and for transferring
them, at the ends of the tracks, from one track to the other.
[0003] According to one of the most known techniques, the platforms are tied one to the
other, in succession, by a pair of chains with closed circuit, having both the function
of dragging and guiding said platforms along said rectilinear tracks, and the function
of supporting them during their transfer from one track to the other.
[0004] According to a further technique - described also in the Italian patents N. 532.983
and N. 907.540, in the name of the same Applicant - the platforms move along the rectilinear
tracks simply coupled one to the other in a free manner, while at the two ends of
the tracks they are released and transferred, one at a time, from one track to the
other, by a pair of rotating arms.
[0005] These types of plants, though having proved to be very efficient, are however subject
to some limitations which do not make it possible or convenient to use them in each
case.
[0006] Above all, these types of plants have structures which are specially fit for parking
areas of large dimensions, or in which it is essential to take advantage of a space
in height, in fact:
- the plant must have a high power, both due to the fact that all the platforms are
moved simultaneously, and owing to the fact that means are provided for transferring
vertically the platform from one track to the other,
- the plant comprises a particularly complex structural part, which is that relating
to the transfer means at the ends of the horizontal tracks and to which are connected,
in particular, high construction and maintenance costs; and these characteristics
are justified, from the economical point of view, only if the relative costs are distributed
over a sufficiently large number of parked motor vehicles, that is, over a plant of
large dimensions.
[0007] To overcome these difficulties and, in particular, to make it possible to economicallv
realize also plants for the parking of motor vehicles of relatively modest dimensions,
structures have been proposed wherein the platforms for parking the motor vehicles
are moved one at a time. An example of such a plant is described in the CH-A 289.610,
which essentially provides for a parking area having a service corridor and two parallel
parking stretches, one along each side of said service corridor, comprising:
- a service track running along said service corridor, at least one motored travelling
wagon adapted for movement along said service track;
- a plurality of storing or parking places in each said parking stretch each place
being provided with a stationing track with an axis transverse to the axis of the
service track;
- a plurality of mobile platforms slidable both on said stationing tracks and on said
travelling wagon; and
- transfer means associated with said travelling wagon, for transferring said mobile
platforms from the travelling wagon towards the respective stationing track.
[0008] In particular, the transfer means according to the CH-A 289.610 consists of a tooth
18 fixed onto a link of a closed ring chain. When the chain is caused to rotate in
one direction, the tooth 18 bears against a crosspiece 19 of the platform and pushes
it from the travelling wagon towards the respective stationing track, where it gets
blocked by a safety device 21. In the CH-A 289.610 it is also stated that, through
the same chain 17 and tooth 18, the platform is drawn from the stationing track onto
the travelling wagon.
[0009] Nevertheless, the device described in the CH-A 289.610 does have two serious drawbacks:
- on one hand, the dead times deriving from the fact that the tooth 18 has to be prepo-
sitioned - before each operation of loading a platform from a stationing track on
the right or left respectively, or of unloading towards the right or towards the left
- in order to be led to bear against the crosspiece 19 from underneath, from above,
from the right or, respectively, from the left;
- on the other hand, the fact - still more important - that the platforms are shifted
by mere "pushing", so that they are apt to move, by inertia, even beyond the foreseen
stopping point, or else they can undergo strong and undesirable collisions against
fixed stops (as the element 21, which is however not provided on the travelling wagon).
[0010] The object of the present invention is to eliminate the aforementioned drawbacks
of the CH-A 289.610 and, in particular, to realize a plant wherein the movement of
the platforms from and onto the travelling wagon is always controlled in a positive
way and is, furthermore, free from dead times.
[0011] This result is obtained, in a plant of the type mentioned above with reference to
the CH-A 289.610, due to the fact that,
- each of said platforms has a U-shaped channel section along its edge facing said
service corridor and extending in a direction parallel to the axis of the service
track, the U-shaped channel sections being all substantially aligned on a common axis
when the platforms are arranged on the stationing tracks; and that
- said transfer means comprise a carriage for each of the parking stretches, said
carriage being movable along the travelling wagon in a direction parallel to said
stationing tracks, and
- hook means in the form of a vertical tooth fixed to said carriage, said tooth engaging
at least one of the U-shaped channel sections and running along said common axis of
the sections during movement of the travelling wagon along the service track,
- after positioning of the travelling wagon in alignment with a selected stationing
track, said hook means being adapted to move the platform onto the wagon from the
selected stationing track, or vice-versa, to push the platform off the wagon towards
the selected stationing track.
[0012] Further characteristics and advantages of the plant according to the present invention
will anyhow result evident from the following description of a preferred embodiment
thereof, given however by mere way of example and illustrated in the accompanying
drawings, in which:
Fig. 1 is a general schematic plan view of a plant according to the invention;
Figs. 2, 3 and 4 are schematic vertical section views of the plant of figure 1, along
the lines II-II, III-III and IV-IV,
Fig. 5 is a partial schematic plan view of the same plant, showing in particular the
travelling wagon in the zone of access to the parking area,
Fig. 6 is a schematic longitudinal section view of the travelling wagon, on an enlarged
scale, and
Fig. 7 is a schematic cross section view of the same wagon of figure 6.
[0013] As shown in figure 1, the plant comprises two parking stretches, indicated on the
whole by 1 and 2, being separated by a longitudinal service corridor 3.
[0014] The corridor 3 contains a longitudinal track comprising two main side rails 4 and
5 and possibly a third central rail 6, as will be better described hereinafter.
[0015] Onto the track 4-5-6 slides the travelling wagon 7, which is caused to advance by
motor means of its own and which is operated by a position control system. This control
system - which may be electric and/or electronic, pneumatic, or simply mechanical
- will not be described hereinafter, as it is a system known per se and which anyhow
departs from the scope of the present invention.
[0016] The parking stretches 1 and 2 are divided into a plurality of parking places, each
being defined by a stationing track section 8, the axis of which is transversal to
the service track 4-5-6. Onto each track 8 there slides, by means of idle wheels of
its own, a platform 9 for the parking of a motor vehicle 10.
[0017] Through the respective driving and control means, the travelling wagon 7 moves from
the zone of access A-B to the parking area, up to stopping in correspondence of a
preselected parking place. In this position - through the aforespecified transfer
means, described in detail hereinafter - the preselected platform is transferred onto
the wagon 7. Then the wagon 7 moves back to the zone of access A-B: in this zone,
the motor vehicle 10' which enters from A, can get onto the platform 9, carried by
the wagon 7, and this latter can carry the platform back to the parking place left
free. Or vice-versa, the motor vehicle 10' which was already stationed on the platform
9, can get off it and leave from B.
[0018] The general structure of the travelling wagon 7 can already be seen in figures 3,
4 and 5, while some details thereof are shown in figures 6 and 7.
[0019] As shown, the wagon 7 is - in the direction transversal to the track 4-5-6 - longer
than the platforms 9, so that it comprises two end parts 7a and 7b which project beyond
the ends of the platform carried by the wagon itself. In such end parts 7a and 7b
are normally housed the transfer means 11 and 12, in the form of self-propelled carriages
(better illustrated hereinafter).
[0020] The wagon 7 bears, at its opposite ends, onto the rails 4 and 5 by means of wheels
13. Preferably, and as shown in figure 6, the rails 4, 5, have a triangular section
and the wheels 13 have a bearing groove which has in turn a triangular profile: this
arrangement guarantees in fact, at the same time, a perfect transversal positioning
of the wagon and a proper adherence of the wheels - particularly the driving wheels
- onto the track.
[0021] When the wagon 7 is particularly long - as always happens when the plant is designed
for housing any type of motor vehicle, without limitations of length - it is generally
appropriate to provide for a third, central rail, onto which the wagon bears with
at least one central idle wheel 14, usually flat (not better shown). This arrangement
allows to keep the carrying structure of the wagon 7 sufficiently light and slender
- even for the transport of particularly heavy vehicles - limiting however the deflection
of the structure.
[0022] It should be noted, in this connection, that even if the six-wheels system appears
as a hyperstatic system, it is however possible to always guarantee a regular bearing
by making use of the deflection at the centre - actually deriving from this slender
and flexible structure of the wagon - to cause the actual bearing of the central wheel.
On the other hand, in addition to the advantage from the point of view of lightness
and cost, said slender structure allows to keep the vertical dimensions of the wagon
within very modest limits, with obvious structural advantages.
[0023] The structure of the mobile platforms is extremely simple, in that it is formed by
a rigid flatcar mounted on idle wheels.
[0024] The essential characteristic of such platforms, for the purposes of the present invention,
lies in the fact that they terminate - at their end facing the service corridor -
with a large U-shaped overturned channel 15, arranged parallel to the longitudinal
axis of the track 4-5-6. When the platforms are correctly positioned in the respective
parking places, all the channels 15 are on the same alignment.
[0025] Some details of the platforms 9 and of the wagon 7 can be seen better in figures
6 and 7.
[0026] For what concerns the wagon 7, figure 7 shows the motor unit 20, placed under the
flatcar, in the axle base of the wheels 13. The motor 20 is designed to drive preferably
a single pair of wheels, both in one running direction and in the opposite direction.
[0027] Figure 7 also shows the main frame members 21 of the wagon 7, to the sides of which
are provided the slide guides 22, 23, for the wheels 24 of the platform 9, said slide
guides being therefore set perpendicularly to the track 4-5-6, as better specified
hereinafter. The guides 22, 23, are formed by C-shaped channel sections, open towards
the outer side of the wagon, or even by closed U-shaped channel sections, for the
purpose better specified hereinafter.
[0028] The cited means 11, 12, for transfer of the platform, each consist of a carriage
26 associated to the wagon 7 and provided with wheels 25 which slide in the guides
22, 23. Each carriage 26 is essentially formed by a horizontal plate 26a, at the ends
of which are fixed the brackets 26b carrying the pins 26c of the wheels 25, mounted
cantilevered and facing the inside of the wagon 7.
[0029] Fixed laterally and beneath each carriage 26, are provided motor means 26d, leading
into rotation - through a shaft of appropriate length (not shown) - a pinion gear
26e which meshes with a rack 27, fixed to the frame of the wagon 7 and running along
its full length. Through appropriate operation of said motor means and thanks to the
engagement of the pinion 26e with the rack 27, the carriage 26 is shifted, forward
or backward, onto the wagon 7.
[0030] Above the plate 26a of the carriage 26 is fixed a large tooth 26f, which may be formed
by:
- a simple pin, designed to engage from the bottom into the aforecited U-shaped overturned
channel 15, associated to the platform 9. In this case, the pin forming the tooth
26f will preferably carry on its upper end a bearing 26g, designed to facilitate the
sliding into the channel 15, as specified hereinafter; or
- a square bar or section, welded onto the plate 26a parallely to the said channel
15 and having beveled ends to equally facilitate the engagement into said channel
15 of the platform.
[0031] Alternatively, the ends of each channel 15 may be beveled, to facilitate the introduction
of the tooth 26f during sliding of the wagon 7 along the track 4-5-6, as better specified
hereinafter.
[0032] Like the wheels 25 of the carriages 26, also the wheels 24 of the platforms 9 are
mounted on pins fixed cantilevered and facing the inside of the platform, said pins
being carried by brackets 24a projecting downwards from the platform flatcar. This
arrangement allows to keep the transversal dimensions of the platforms within the
size of the flatcar actually required for stationing the motor vehicles, that is,
without the wheels forming an additional transversal bulk.
[0033] This arrangement also allows to make use of slide guides 22, 23, with a C-shaped
section - as said - which have the advantage of providing, not only a transversal
guide with a minimum slack, but also a double guide in the vertical direction; in
other words, the guides 22 and 23 do not only support the platform wheels 24 and the
carriage wheels 25 together with the weight carried thereby, but they are also apt
to keep said wheels from shifting upwards. By this precaution, it is thus possible
to form the platforms with remarkable end projecting parts, providing for the wheels
24 to be placed in such a position as to have the same deflection both on the axle
base and on the projecting part. By reducing the length of the axle base, one has
the advantage of being able to construct the frame of the platforms with structural
components of smaller section and consequently lighter and thinner, therefore less
costly and less heavy and cumbersome. It should not be feared however that, due to
the high overhang, a turnover of the platform may take place in some loading conditions,
since - as said - the platform is restrained by the bearing of its wheels 24 against
the upper flange of the guides 22, 23.
[0034] As already stated, instead of using C-shaped guides 22, 23, it is possible to use
closed U-shaped guides, provided that the brackets 24a of the wheels 24 and the brackets
26b of the wheels 25 are suitably shaped.
[0035] To complete what has already been said heretofore, the operation of the plant comprises
the following stages:
- when the wagon 7 slides onto the track 4-5-6, either to go and collect a platform
from its parking place, or to carry it back, it moves with its end parts 7a and 7b
sliding beneath the ends of the parked platforms 9. For this purpose - and as clearly
shown in figures 3 and 4 - the platforms 9, parked on the respective stationary tracks
8, considerably project, with their ends carrying the overturned channels 15, above
the lateral edges of the service corridor 3 and over the actual rails 4 and 5;
- during this sliding, the teeth 26f of the carriages 26 freely slide into the succession
of channels 15. In this way, when the wagon 7 stops in front of a parking place to
collect the platform therefrom, its tooth 26f is already engaged into the channel
15;
- for the transfer of a preselected platform 9 from the respective parking place onto
the wagon 7, the carriage 11 or 12 - which is at that moment in a rest position, with
its tooth 26f engaged into the channel 1 of the platform - is moved towards the position
11', or respectively 12', dragging thereby the platform itself onto the wagon;
- when the platform 9 is on the wagon 7 - either with the vehicle 10 parked thereon,
or without vehicle - the wagon 7 freely moves along the track 4-5-6, in that the ends
of said platform do not interfere with the ends of the other platforms stationed in
the respective parking places, as clearly shown in figure 3;
- the return of the platform into its parking place takes place in a manner opposite
to that described for its transfer onto the wagon. After the wagon 7 has moved to
stop in front of the empty parking place, in alignment with the relative stationing
track 8, the transfer carriage, for instance the carriage being in the position 11'
in figure 3, is carried back to its rest position 11 by pushing - always thanks to
the engagement of its tooth 26f into the channel 15 - the platform 9 towards its stationing
track 8. This movement is facilitated by the fact that - according to an additional
characteristic of the present invention - all the tracks 8 are slightly inclined and
descending from the edge adjacent to the service corridor 3, towards the opposed end:
this not only facilitates the entry of the platform into the parking place, but also
its steady stationing onto said place.
[0036] As clearly results from the above, the plant according to the present invention is
extremely simple from the structural and from the functional point of view. Through
the usual control systems for the plants of this type, it is of course possible to
make its working fully automatic; it should be noted, however, that in case of failure
of the automatic control system, or even simply in case of lack of current, the plant
does not remain out-of-work in that two men are sufficient to set in motion both the
platforms 9 and wagon 7 in emergency conditions.
[0037] In addition to being extremely simple from the structural and functional point of
view, the plant according to the present invention is also remarkably flexible from
the point of view of use. To start with, as already said, the single parking places
may be arranged in a pillared area, withouth the presence of such pillars representing
a real impediment: it is in fact sufficient, in correspondence of the pillars, to
space the stationing tracks to an extent corresponding to the width of the actual
pillars.
[0038] If required - according to the availability of space - it is even possible to use
stationing platforms of different sizes: for instance of reduced length, for what
concerns the platforms being stationed on one of the parking areas 1 or 2, or even
of reduced width - though always with the same gauge between the wheels 24 - when
intending to use to the utmost the space available between the pillars.
[0039] Even the arrangement of the vehicles, that is of the platforms, with the major axis
perpendicular to the service track - as in the embodiment heretofore described - is
not binding, but it is also possible to provide an arrangement rotated by 90° in respect
of the one described, or even an oblique arrangement if this allowed to satisfy particular
requirements of adaption to the space available.
[0040] In addition to the cited flexibility of use - in the sense of fitness to adapt itself
to pre- existing areas and structures - also the possibility of adapting itself to
the most different uses should be placed in evidence. It is obvious, first of all,
that the plant according to the invention may be used not only as parking area, but
also as area for storing vehicles at factories, their branch offices or at dealers.
[0041] More generally, the plant according to the invention may be utilized as storing area
for any other types of wares, also by using - associated to the platforms, or in replacement
thereof - box or cradle containers, or the like:
- both for setting up a true and proper warehouse, for example for storing packages
of any type, pallets, containers (also for fragile goods, as glassware, seeing that
the motion takes place in an absolutely safe and smooth manner);
- and for forming storage units for industrial production lines, wherein the different
pieces (car bodies, washing machines, refrigerators and the like, mechanical and electrical
parts, intermediate forgings and semifinished products) may be housed on the platforms,
both singly and in more pieces, and even in bulk.
[0042] Finally, though the plant according to the invention is perfectly suited - as said
at the beginning - for realizing parking areas of modest dimensions, it is however
quite evident that, by its own nature, the plant itself does not suffer of any dimensional
limitations, but it actually lends itself quite easily for being placed over large
surfaces, even on various superimposed levels, obviously in combination with elevator
means.
[0043] When the plant is particularly large, or any time that it were required for particular
conditions of use, it is of course possible - within the scope of the present invention
- to use also two independent travelling wagons, merely coordinated by the general
control system in order to avoid collisions.
[0044] In any case, it should be well understood that the invention is not limited to the
particular embodiment described - which is besides illustrated by mere way of example
and hence very schematically - but that a great number of variants and improvements
thereof may be provided, all aiming at making easier and safer the motion of the platforms,
without thereby departing from the scope of the invention itself as defined in the
attached claims.
1. Plant for storing units, particularly motor vehicles, onto mobile platforms over
a storing or parking area having a service corridor (3) and two parallel parking stretches
(1, 2), one along each side of said service corridor, comprising:
a service track (4-5-6) running along said service corridor, at least one motored
travelling wagon (7) adapted for movement along said service track,
a plurality of storing or parking places in each said parking stretch (1, 2), each
place being provided with a stationing track (8) with an axis transverse to the axis
of the service track (4, 5, 6),
a plurality of mobile platforms (9) slidable both on said stationing tracks and on
said travelling wagon (7), transfer means (11-12, 26) associated with said travelling
wagon (7), for transferring said mobile platforms (9) from a respective stationing
track (8) onto the travelling wagon, or vice-versa from the wagon towards the respective
stationing track (8) characterized in that
- each of said platforms has U-shaped channel section (15) along its edge facing said
service corridor (3) and extending in a direction parallel to the axis of the service
track (4, 5, 6), the U-shaped channel sections (15) being all substantially aligned
on a common axis when the platforms are arranged on the stationing tracks (8), and
in that
- said transfer means comprise a carriage (11, 12, 26) for each of the parking stretches
(1, 2), said carriage being movable along the travelling wagon (7) in a direction
parallel to said stationing tracks (8), and
- hook means in the form of a vertical tooth (26f) fixed to said carriage (11, 12,
26), said tooth (26f) permanently engaging at least one of the U-shaped channel sections
(15) and running along said common axis of the sections (15) during movement of the
travelling wagon along the service track,
- after positioning of the travelling wagon (7) in alignment with a selected stationing
track (8), said hook means being adapted to move the platform (9) onto the wagon from
the selected stationing track, or vice-versa, to push the platform off the wagon towards
the selected stationing track.
2. Plant as in claim 1, wherein said tooth (26f) projecting from the carriage is formed
by a pin onto the upper end of which is mounted freely rotating a bearing.
3. Plant as in claim 1, wherein said tooth (26f) projecting from the carriage is formed
by a square bar or section, fixed to the carriage itself on an alignment parallel
to that of the said U-shaped overturned channel section (15) associated to the platform,
said square bar or section having beveled ends.
4. Plant as in claim 1, wherein said U-shaped overturned channel sections (15) associated
to the platforms have beveled ends.
5. Plant as in claim 1, wherein said service track comprises a pair of rails (4, 5)
having an isosceles triangle section, known per se, with upward apex.
6. Plant as in claim 1 or 5, wherein said service track comprises a pair of side rails
(4, 5) and a flat central rail (6).
7. Plant as in claim 1, wherein said travelling wagon comprises motor means (13) of
its own for operating at least one pair of driving wheels.
8. Plant as in claims 5 and 7, wherein said driving wheels (13) have a groove with
triangular profile complementary to that of the rails (4, 5).
9. Plant as in claim 1, wherein each of said platforms is supported by idle wheels
(14), each wheel pivoting about a pin projecting towards the inside of the platform
and being fixed to a bracket projecting downwards from the platform flatcar.
10. Plant as in claim 1 or 9, wherein said stationing tracks (8) comprise a pair of
rails formed by C-shaped sections open towards the outer side of the track.
11. Plant as in claim 1 or 9, wherein to the sides of the travelling wagon, arranged
parallely to the axis of said stationing tracks, there are fixed two guides (22, 23)
formed by C-shaped channel sections, open towards the outer side of the wagon.
12. Plant as in claim 10 or 11, wherein said C-shaped guides are beveled at the ends
to facilitate the introduction of the platform wheels.
1. Anlage zum Parken von Einheiten, insbesondere Kraftfahrzeugen, auf beweglichen
Plattformen oberhalb eines Speicher- oder Parkbereiches mit einem Bedienungskorridor
(3) und zwei parallelen Parkstreifen (1, 2), von denen sich jeder auf einer Seite
des Bedienungskorridors befindet, mit: einer Bedienungsschiene (4-5-6), die entlang
des Bedienungskorridors verläuft und auf der wenigstens ein motorgetriebener Laufwagen
(7) bewegbar ist, einer Vielzahl von Speicher- oder Parkplätzen in jedem Parkstreifen
(1, 2), die jeweils mit einer Stationierungsschiene (8) versehen sind, deren Achse
quer zur Achse der Bedienungsschiene (4, 5, 6) verläuft, und einer Vielzahl beweglicher
Plattformen (9), die sowohl auf den Bedienungsschienen als auch auf dem Laufwagen
(7) gleitbeweglich sind, wobei dem Laufwagen (7) Ubertragungseinrichtungen (11-12,
26) zum Übertragen der beweglichen Plattformen (9) von jeweils einer Stationierungsschiene
(8) auf den Laufwagen oder umgekehrt von dem Laufwagen auf die jeweilige Stationierungsschiene
(8) zugeordnet sind, dadurch gekennzeichnet, daß jede der Plattformen einen U-profilförmigen
Abschnitt (15) entlang ihrer dem Bedienungskorridor (3) zugewandten Kante aufweist,
der sich in Richtung parallel zur Achse der Bedienungsschiene (4, 5, 6) erstreckt,
wobei die U-Profilabschnitte (15) sämtlich im wesentlichen auf einer gemeinsamen Achse
ausgerichtet sind, wenn die Plattformen auf den Stationierungsschienen (8) angeordnet
sind, und daß die Ubertragungseinrichtungen einen Wagen (11, 12, 26) für jeden der
Parkstreifen (1, 2) aufweisen, der entlang des Laufwagens (7) parallel zu den Stationierungsschienen
(8) bewegbar ist, wobei an dem Wagen (11, 12, 26) ein Haken in Form eines vertikalen
Zinkens (26f) befestigt ist, der ständig mit wenigstens einem der U-Profilabschnitte
(15) in Eingriff steht und bei einer Bewegung des Laufwagens entlang der Bedienungsschiene
entlang der gemeinsamen Achse der Abschnitte (15) läuft und nach dem Ausrichten des
Laufwagens (7) mit einer ausgewählten Stationierungsschiene (8) die Plattform (9)
von der ausgewählten Stationierungsschiene auf den Laufwagen, oder umgekehrt, fördert,
indem die Plattform von dem Laufwagen in Richtung auf die ausgewählte Stationierungsschiene
geschoben wird.
2. Anlage nach Anspruch 1, bei der der Zinken (26f), welcher von dem Wagen vorsteht,
durch einen Zapfen gebildet ist, an dessen oberem Ende frei drehend ein Lager angebracht
ist.
3. Anlage nach Anspruch 1, bei der der von dem Wagen vorspringende Zinken (26f) durch
eine Stange oder einen Abschnitt mit quadratischen Querschnitt gebildet ist, welcher
bzw. welche an dem Wagen parallel zu dem der Plattform zugeordneten umgekehrt U-förmigen
Profilabschnitt (15) befestigt ist, wobei die Stange oder der Abschnitt abgeschrägte
Enden aufweist.
4. Anlage nach Anspruch 1, wobei die umgekehrt U-profilförmigen Abschnitte (15), die
den Plattformen zugeordnet sind, angeschrägte Enden aufweisen.
5. Anlage nach Anspruch 1, wobei die Bedienungsschiene ein Schienenpaar (4, 5) mit
einem Querschnitt in Form eines gleichschenkligen Dreieckes mit nach oben gerichteter
Spitze, an sich bekannt, aufweist.
6. Anlage nach Anspruch 1 oder 5, wobei die Bedienungsschiene ein Paar Seitenschienen
(4, 5) und eine flache Zentralschiene (6) aufweist.
7. Anlage nach Anspruch 1, wobei der Laufwagen einen eigenen Motor (13) zur Betätigung
wenigstens eines Paares von Antriebsrädern aufweist.
8. Anlage nach Anspruch 5 und 7, wobei die Antriebsräder (13) eine Nut mit Dreiecksprofil
aufweisen, welches demjenigen der Schienen (4, 5) komplementär ist.
9. Anlage nach Anspruch 1, wobei jede der Plattformen durch freilaufende Räder (14)
abge- ' stützt ist, die jeweils um einen in Richtung auf die Innenseite der Plattform
vorstehenden Zapfen schwenkbar und an einer Halterung angebracht sind, die von der
Plattformebene nach unten vorspringt.
10. Anlage nach Anspruch 1 oder 9, wobei die Bedienungsschienen (8) ein Paar Schienen
aufweisen, die durch C-förmige Abschnitte gebildet sind, die zur Unterseite der Schienen
offen sind.
11. Anlage nach Anspruch 1 oder 9, wobei an den Seiten des Laufwagens parallel zur
Achse der Stationierungsschienen zwei durch C-förmige Profile gebildete Führungen
(22, 23) befestigt sind, welche zur Außenseite des Wagens offen sind.
12. Anlage nach Anspruch 10 oder 11, wobei die C-förmigen Führungen an ihren Enden
zur Erleichterung des Einführens der Plattformräder angeschägt sind.
1. Installation pour l'emmagasinage d'unités, en particulier véhicules automobiles,
sur des plates-formes mobiles au-dessus d'une aire d'emmagasinage ou de parcage comportant
un corridor de service (3) et deux sections de parcage parallèles (1, 2), une le long
de chaque côté dudit corridor de service, comprenant:
- une voie de service (4-5-6) qui longe ledit corridor de service, au moins un wagon
de transport motorisé (7) propre à se déplacer le long de ladite voie de service;
- une pluralité de places d'emmagasinage ou de parcage situées sur chacune desdites
voies de parcage (1, 2), chaque place étant pourvue d'une voie de stationnement (8)
à axe transversal à l'axe de la voie de service (4, 5, 6);
- une pluralité de plates-formes mobiles (9) pouvant glisser tant sur lesdites voies
de stationnement que sur le dit wagon de transport (7);
- des moyens de transfert (11-12, 26) associés audit wagon de transport (7), pour
transférer lesdites plates-formes mobiles (9) d'une voie de stationnement (8) respective
sur le wagon de transport, ou vice versa du wagon vers la voie de stationnement (8)
respective, caractérisé en ce que
- chacune desdites plates-formes comporte un profilé en gouttière à profil en U (15)
le long de son bord faisant face audit corridor de service (3) et s'étendant suivant
une direction parallèle à l'axe de la voie de service (4, 5, 6), les profilés en gouttière
à profil en U (15) étant tous sensiblement alignés sur un axe commun quand les plates-formes
sont disposées sur les voies de stationnement (8), et en ce que
- lesdjts moyens de transfert comprennent un chariot (11, 12, 26) pour chacune des
sections de parcage (1, 2) ledit chariot étant mobile le long du wagon de transport
(7) suivant une direction parallèle auxdites voies de stationnement (8), et
- des moyens à croc sous la forme d'une dent verticale (26f) fixée audit chariot (11,
12, 26), ladite dent (26f) étant en permanence engagée dans l'un au moins desdits
profilés en gouttière à profil en U (15) et se déplaçant le long dudit axe commun
des profilés (15) pendant le mouvement du wagon de transport le long de la voie de
service,
- lesdits moyens à croc étant propres, après positionnement du wagon de transport
(7) dans l'alignement d'une voie de stationnement (8) sélectée, à amener la plate-forme
(9) sur le wagon à partir de la voie de stationnement sélectée, ou vice versa, pour
pousser la plate-forme hors du wagon vers la piste de stationnement sélectée.
2. Installation selon la revendication 1, caractérisée en ce que ladite dent (26f)
saillant à partir du chariot est formée par un doigt sur l'extrémité duquel est monté
un palier tournant librement.
3. Installation selon la revendication 1, caractérisée en ce que ladite dent (26f)
saillant à partir du chariot est formée par une barre ou un profilé carré, fixé au
chariot même avec un alignement parallèle à celui dudit profilé en gouttière retournée
à profil en U (15) associé à la ptate-forme; ladite barre carrée ou ledit profilé
carré ayant des extrémités biseautées.
4. Installation selon la revendication 1, caractérisée en ce que lesdits profilés
en gouttière retournée à profil en U (15) associés aux plates-formes ont des extrémités
biseautées.
5. Installation selon la revendication 1, caractérisée en ce .que ladite voie de service
comporte une paire de rails (4, 5) à section en triangle isocèle, connus en soi, à
sommet dirigé vers le haut.
6. Installation selon la revendication 1 ou 5, caractérisée en ce que ladite voie
de service comporte deux rails latéraux (4, 5) et un rail central plat (6).
7. Installation selon la revendication 1, caractérisée en ce que ledit wagon de transport
comporte ses propres moyens moteurs (13) pour actionner au moins une paire de roues
motrices.
8. Installation selon les revendications 5 et 7, caractérisée en ce que lesdites roues
motrices (13) présentent une rainure à profil triangulaire complémentaire à celui
des rails (4, 5).
9. Installation selon la revendication 1, caractérisée en ce que chacune desdites
plates-formes est supportée par des roues folles (14), chaque roue pivotant autour
d'un axe saillant vers l'intérieur de la plate-forme et fixé à un support coudé saillant
vers le bas à partir du wagon plat de plate-forme.
10. Installation selon la revendication 1 ou 9, caractérisée en ce que lesdites voies
de stationnement (8) comportent une paire de rails formés par des profilés en gouttière
à profil en C ouverts vers le côté extérieur de la voie.
11. Installation selon la revendication 1 ou 9, caractérisée en ce qu'aux côtés du
wagon de transport, disposés parallèlement à l'axe desdites voies de stationnement,
sont fixées deux glissières (22, 23) formées par des profilés en gouttière à profil
en C, ouverts vers le côté extérieur du wagon.
12. Installation selon la revendication 10 ou 11, caractérisée en ce que lesdites
glissières à profil en C sont biseautées aux extrémités pour faciliter l'introduction
des roues de plate-forme.