EP1845005A2 - Rail vehicle and rail traffic - Google Patents

Abstract

The method involves fitting a frame with a cabin or container, in a vehicle. Guide-way slide devices are aligned to a guide-way run by a unit to adjust a position between the guide-way slide device and rails parallel before a guide-way contact. A movement of transport members is divided in such a manner which is effected by push and pull devices in a vertical plane and in a horizontal plane. A carrying cable is used instead of guide-way rails (22, 23).

Description

Object of the invention:

The invention has as its object to provide a traffic system which is suitable for passenger and large transport and large parts of air traffic through a wide-branched small rail suitable track rail system, possibly in combination with a partially evacuated tube system for fast long-distance traffic. It should ultimately be possible to enter at almost any point with rail connection in a cabin and even get off on another continent again arbitrarily. For this purpose, an individual rail transport is sought, which relies on the passenger transport in small cabins and narrow gauge, by the parallel guidance of several lanes mainly in the amount gradually increased .. Nevertheless, it should also be handled most of the freight traffic with a smooth transition from the present conditions. Due to the variety of possible uses of the invention, the system diversity of similar means of transport should be overcome. Entry and exit should be made possible for the public transport network pretty much anywhere without being tied to scheduled stops. The traffic should be made smoother, safer, more environmentally friendly and more economical. The variety of execution also wants to take account of economic efficiency and meet social psychological expectations. It may be assumed that initially the modellers will be interested in the proposed system, which should therefore also be protected in the form of the toy, even in virtual use as a computer game.

State of the art:

Elevated rail vehicles are known, but tied to stops or to switch positions; usually they are large vehicles on wide, elaborate rails, the load is only considered separately. Tube tracks have been developed out of the tunnel situation.

Solution of the task:

It is presented according to the invention, a narrow gauge rail track system, which preferably parallel running several rails or tracks, and in turn preferably in each case in the height stepwise but also perpendicularly elevated. At least for passenger traffic, there are provided cabins carrying a device which allows the passage from one of said tracks to an adjacent one at almost any location along the route.
The device consists of a lifting device for the cabin (with the main vehicle) connected to at least one transverse displacement device (carriage) - both summarized as transport links - wherein motor-driven rollers or runners (as a motor car or driving devices) before changing the car to the other track with this as Rail sliding devices are brought into a rolling or sliding relationship. As a variant, the device can also combine vertical and transverse displacement movement in a common oscillatory movement. The elevation of the parallel track is largely sought, but can be omitted for cost reasons, and in places, also.
Instead of the fixed rails can be resorted to flexible, namely ropes. For the track change in the meaning of the invention, at least two on tracks with respect to their rail seat independent of each other driving devices (called below motor car) provided which are connected via a frame with the cabin, that enclosed by them each cabin with at least one of these driving devices a lifting device can be brought at least to the height of the adjacent rail, wherein the thereby entrained rail sliding device (wheel or skid) via a horizontal pushing movement and to obtain a rail undercut for the outer wheel or the outer skid, if necessary, a tilting or lever movement of their holder or the carrying carriage is brought into contact with the adjacent track. By operating the lifting device in the opposite direction and then the other rail slide devices are lifted from the originally occupied track to the height of the adjacent replaced track and effected by a lateral displacement device (slide) a merge on the other track. Imbalances during the track change are absorbed by special rail construction, brackets or lateral support wheels which preferably grip under the outer rail edge. The above-mentioned variant of the rail arrangement of the same track under height displacement of the outer rail can by carrier-side outer displacement of Cab by means of Achshebeleinsatzes not only allow for a given carrier span greater numbers of lanes, but also allows the use of hanging cabins on the outside of the carrier, the passenger is thus not necessarily exposed to the sight of passing carrier.
To solve the problem, all technically known means according to the invention are included without mentioning them in detail: be it in terms of electricity, liquid or gas pressure, or for the mechanical movement motors, also linear-electric type, screw or Spindesantrieb, power transmissions via electrical Lines, cables over rollers, etc. For simplicity, the motor axis as a means of transport was usually drawn combined with the wheel axle, although wheels and their axles as a chassis (base frame of the driving device) are usually separated in practice from the engine with the interposition of a transmission. Attempts have been made to reproduce in each case at least two exemplary embodiments, also in variants, in a roughly schematic way for better functional emphasis without more precise consideration of the size relationships. In particular, the variety of wheel flanges and the associated rail and switch shapes and even the railway and automotive technology were assumed to be known. For example, each wheel of a traveling device illustrated as a rectangle represents a wheel with a flange, as shown for example in the top left of FIG. An extension of the variations of rails and wheels and training wheels was tried. Facilities for the turnout passage with temporary elimination of the support wheels, for finding rails and switches and adjustment of the wheel position to the rails, especially in the vehicle lowering also for freight traffic and novel turnouts are presented.

For the multi-pronged elevated use at high traffic density is first assumed that an approximately ground-level ground or stop track is provided, followed by a landing and branch track connects to the usually and at higher traffic density only a pace of up to 10 km / h is proposed to prepare for the descent to the Landespur, or continue on the next possibly also soft track branch from the main line. On the ground and holding track but can also be waived if appropriate warning and safety devices are operated prior to landing. On the higher track, the average speed held there could double, to ensure a low-friction traffic flow. The traffic control is fully automatic via section centers supplemented by self-assurance about the evaluation of a kind RADAR bearing to the next vehicle and in some cases also partially controllable by the user. For safety about rail breaks a cable system is described and Kabinenabseilvorrichtung with a load distribution on the support cables adapted braking. The change from lower track to higher track sections can be accomplished by gradually increasing the track and feeding it to the next track level. For stronger track risers, additional spreaders with friction enhancing substances can be used on the wheels of the rail slide. Also, the pressure of braked training wheels can increase safety. The approach of training wheels against rails or ropes in clearly distinguished angular position to the supporting wheels is mainly used to hedge the rail seat even with weight shifts and lateral wind pressure during the climbing process.

For freight transport is waived except for special cases on a device for changing tracks (without change of direction) in connection with the load cabins. The load cabin can be supported on several tracks on separate driving devices and also be enlarged according to the function rooms provided for the claimed tracks. Heavier and longer goods can also be distributed to several load cabins, and distributed with the use of hanging rail slide devices on cables heavy duty further lengthwise on the rails. Controlled by measuring devices lifting devices in conjunction with the driving devices (wheels or runners) allow a functionally favorable load distribution on the latter and thus on the rails, which when included for the transport task of the near-earth holding track of the same is assigned the main load. For the transition to strapless routes special turning and tilting devices are provided on the engine units and cargo cabins or containers so that the vertical position of the driving devices on the rails remains ensured by angular position change of the driving devices to the load containers. For freight traffic, automatic points are installed at all track branching points on all the tracks used for this purpose. When arcade construction of the carrier for heavy loads, the cabin frame scaffolds roof the support structure riding saddle-like, where possible the Haltespur or at least a higher, preferably the highest, to be kept free for passenger traffic.

The supports for rails, ropes or tubes, but also the latter themselves, can be made of iron, steel or reinforced concrete, but in future may not only consist of toys made of special plastic materials whose interwoven structure may perhaps be bionically designed and used to save weight. In the case of ground-level tracks, window blinds connected with screen transmission of a traffic-calmed environment or mirror devices can also be used to remedy the perception of the pillar.

For express and long-distance transport by means of compressors sections held air poor tubes on carriers usually in double, one for each direction of traffic provided, which are preferably secured against earth jolts via ropes or deformable supports on the carriers. The columns themselves can contain explosive capsules and allow for lateral collisions sideways movement without entrainment of the tubes. The straightness of the lines can be controlled by laser beam alignment and compensated for by changing the length of the columns. Under water, a larger third tube enclosing the two tubes is provided to absorb external shocks. As sluice example, such is indicated with sliding gates. The corresponding pressure-resistant passenger cabins are preferably spent in a transfer center with tower-like arrangement and vehicle elevator systems each in an assembly cell, where the cabs decoupled from their rail sliding and replaced by a new linear motor. In one variant, seats and containers are exchanged between parallel cabins of different equipment. There is also a luggage and person control before the smuggling takes place here as possible. In the event of an accident in the tube lying in front of the accident site tube sections to the extent of their emptying of cabines in order blasted so far that subsequent cabins can be rescued via a free flight. Safety precautions are included in the invention

Since the shifting of track changes can also be done quickly for toys, especially the drive of the "towing vehicle" can be dispensed with, that is to say, wheel or bucket-carrying stilts suffice, each of which is powered by engine power Track change reaction newly wound springs are driven. Rollers or discs, in conjunction with the support wheels, lowered onto landing rails on a rail with shafts inclined toward the sides, allow them to be placed on the rails even in bends.
The functional and structural features (such as bellows, valve constructions, etc.) specified for the toy, because they are preferred, can in principle also be applied to the utility system on a larger scale and transferred to it, and vice versa; Also, all inventive features can be put together arbitrarily in a new combination and should be protected.
Further proposed solutions can be found in the example description and the patent claims.

Advantages of the invention:

Compared with the previously implemented or proposed solutions, the presented invention mainly has the advantage that the flowing traffic can be raised especially in urban areas, but at the same time almost at ground level almost at any desired location and can be exited. The parking space shortage, as it is today characteristic of cars, has an end for the passenger traffic, the number of passenger transport units can be reduced, since they can be circulated to the demand calculated by the section center in corresponding places and parked on less stressed parking lanes.
The traffic safety can be significantly increased by the ban of the cars on sports tracks for the users of the new means of transport but also for cyclists, pedestrians, especially for children, the traffic flow while avoiding congestion and stop even before intersections are significantly accelerated. These advantages can only be fully exploited by the fact that the proposed system, under continuous transition from today's conditions, can displace individual car traffic, including truck traffic, from the road. Only industry and commerce have a fleet of vehicles appropriate for their needs on special parking distances and are bound to traffic-free periods of time assigned by the central office with nevertheless much shorter transportation time. Especially with the rapidly increasing automobile production in East Asia would be without the avoidance of emissions by traffic an acceleration of ecological disaster to be expected, which could be avoided by the use of the invention. By elevating further parts of the transport network, fewer biotopes would be cut up. On the other hand, the combination with ground-level track laying allows economic use also for the connection of detached houses and those in peripheral areas. By dispensing with the possibility of a continuous intermediate stop, three-lane track guidance in both directions can cover the connection requirements of entire towns to the next town. A maximum traffic density can be achieved by means of closed arranged pylons (columns) with rail arrangement on top of each other, ie when ascending and descending are limited to a few tracks and holding options on bottlenecks are limited to a few tracks. Access may also be provided via elevated sidewalks and sidings. The elevation is also an essential psychological requirement, since the perception closely adjacent traffic, especially oncoming traffic, is unbearable.
Since every abandoned car is immediately rearranged in the traffic flow, today's parking space emergency can be effectively countered; In addition, the frequency of accidents can be effectively reduced. Biotopes no longer need to be cut. Full automation has a cost-cutting effect and at the same time increases the pressure on politicians to finally solve the unemployment problem by shortening their working lives.
The technically enabled by the use of lower and upper rail lever suspension of cabs is for the accommodation of more lanes with limited overall width specification as an advantage especially worth mentioning.

The connection of the elevated rail system with a part-evacuated pipe system for long-distance traffic would allow, without changeover and the associated inconvenience or only short-term change, to use the largely automated system also for the reduction of air traffic.

Further advantages are mentioned in connection with the example description.

embodiments

FIG. 1 shows, in the upper left in a vertical section, right next to it in a cross section and below in two longitudinal sections in the functional stages A and B, on a scale of 1:40, like a climbing vehicle ascending from a track to a higher one. For this purpose, the five sub-components, namely cabin (21) and with wheels, axle (2) and motor (1) on the rails running motor car (14,16), supported by the (outer) frame (17), of which Cabin is detachable. The hinge (19) on the frame (enlarged detail below) allows its slight pivoting. Cabin (21) and motor vehicle (16) are raised via their attachment to the inner tube of the telescopic columns (3) under telescopic extension of the articulated column (4) between the cabin and the towing vehicle (14) in stage B. A gap in the frame (17) allows the lateral extension of the carriage (5) of the motor vehicle (14) on telescopic tubes on the higher track (see Fig.2). The dot-dashed contour lines (27) give an indication of an aerodynamic exterior design. The motor vehicle (16) is because of the compressor or circulation pump (15) for the pneumatic or hydraulic actuation of the telescopic connections above the engine and the aerodynamics because (dash-dotted curve) higher than the motor car (14). The means for operating the push and pull devices, whether pneumatic or hydraulic pistons, cables or telescopic threads will be described later.

The stages A - D in Figure 2 describe in vertical section a vehicle ascent by lifting the telescopic columns, which follows the lateral extension of the carriage (5), which follow the rest of the vehicle. In this embodiment, the second track rail is mounted slightly higher on the ascending spar of the carrier and is functionally stressed from below due to leverage. This becomes clearer from the enlarged vertical section detail at the bottom right with rails (22, 23), motor (1) and axle (2) and a support wheel (25) against overturning.

Figure 3 shows for the operation of the telescopic column by pulley top left a cross section with pulley projections and right of the detail of a cable drum in conjunction with the motor unit in vertical section. in the middle and on the right - on the right about almost the length of the leaf - a longitudinal section through a Motor car with attached telescopic column, the latter being shown on the left in collapsed and right in the extended state. The scale is approximately 1:10 for the latter parts.
Below in scale 1:20 a vertical section through a motor vehicle with the essential parts for the rope drive. Bottom right, a variant of the pulley assembly on a telescopic column in cross section on a scale of 1: 10. Only for the function of the pulley considerable parts, such as rope pulleys were taken into account.

The after coupling to the motor (1) driven pulley (30) operates a pulley, the roller guide is shown varies at the end of the telescopic tubes. The rope runs in a kind of cycle over the smaller cable drum in the opposite direction for the lowering of the telescopic column.

FIG. 4 shows, in a plan view, on a scale of 1: 20, in the functional stages A - C the use of two pulley trains (31, 32) during the sideward movement of the motor (1) in the carriage of a motor vehicle. The movement of the ram (33) of the double-acting hydraulic pump is tripled in terms of the working travel in both directions and the motor spent from its outer positions (A, C) for the right and left extended carriage also under B in the middle position at the same high track rails.

The figure 5 shows left top in a longitudinal section on a scale of 1:10 with strong length shortening the telescopic threaded tubes (262), which instead of about the hydraulic piston (Fig.9) or pulleys (Fig.3,10) with motor drive of the gear at the left end can serve as a push-pull device.
Beginning in the middle of the figure in horizontal sections on a scale of 1:40 within the outline of a motor vehicle only for functional illustration fluidic drive cylinder for the sideways movement of the motor assembly with the carriage to both sides. On the side of the scale, the essential functional elements are again drawn out in a scale of 1: 20, rotated for space reasons by 90 degrees. At the top right there is a sketch of the basic circuit for the pump function via a 5/2-way valve.

The two telescopic columns (3) are arranged lying here in the carriage (5) and can extend this both to the right (B) and to the left (D), depending on which the latching switch (36) are triggered in their expansion by fluid pressure, which hold the ends of the double pumps (34, 35) to the side connecting plates and thus the slide left or right. The telescopic columns have mainly the function of the supporting slide frame, their one-sided pump function could also be omitted.
The hydraulic double pumps (34, 35) staggered for stroke extension by means of slide hinge (37) also allow slide return from both directions as double-acting (the bold black dots denote the attachment of the cylinder-piston elements to the connecting plates).

6 shows a solution for a lateral lead-out of the carriage with the chassis of engine, engine axle and wheels in a better demonstration of superimposed storable parts slightly widened elevation by a towing vehicle in the scale 1: 40, top left with extended (B), right of it in retracted (A) state. Left below the elevation in vertical section details the schematic representation of the tilting function for the motor axis for positioning the wheels between the lower outer (22) and upper inner (23) track rail.

From the engine (1), the power transmission via the cardan shaft (39), the clutch (42) and the transmission (40) on the paired screw (41). On the latter, the screw nut (43) fixedly connected to the tube of the slide (5) causes it to be entrained. The motor and wheel axle via an angle switch (45) on a fixed ascending and descending gate (44) is tilted such that the wheel under the upper rail (23) and solve the other wheel on the rail (22) move can. A telescopic pusher on the angle switch allows the wheel and axle lift to be taken even before the motor is taken along the way from stage B to stage A from the right to left end position, as can be seen in the details of stages A - D below.

FIG. 7 shows an exploded motor vehicle in an elevation in the scale of about 1:40, demonstrating the variant of the track rail change; In this case, the reciprocating motion of a separate slide is used for the tilting of the motor axis. Top right in a longitudinal section detail a drive variant for the small slide moving crankshaft; on the left below a greatly enlarged crankshaft detail. Below this, in turn, the vertical section through the motor vehicle in front of the engine-side wall at the end of the cardan shaft as a variant for driving the screw (46). The corresponding coupling to the right in longitudinal section detail.

The variant of the solution in Figure 6 is that apart from the carriage (5) is still a second pendulum slide (46) with the motor and the wheel axle in coordination with the need for Radachsenkippung reciprocated. This is done via the rope circuit (48) on the pendulum slide, which mediates the reciprocation via the crankshaft (47), driven by a gear from the rotation of the screw (41) ago. Axis D tilting in stages A - D is effected by wedge displacement on the pendulum slider.
The detail on the top right shows a drive variant of the endless cable on the implementation of a rack movement on the tube of the carriage (5).
In the longitudinal section details by a slide bottom left is about the transmission of motion from the engine to the transmission and then to the Einkupplung (here as a plate clutch) for the screw movement via a shift linkage means of the auxiliary motor (50).

Figure 8 schematically illustrates in longitudinal sections on a scale of 1:20 a combination of cooperating hydraulic pistons for the purpose of transporting the motor with the engine axle and wheels over, on and under the track rails, using two at the top, using three hydraulic cylinders at the bottom. The placement of the support wheel (25) against the inside of the outer rail, as reached in stage C, secures against wind pressure from below or load shift to the right during descent.
In the upper row A - C, the cylinder length for the left and right pistons, each of which has articulated rods (51) in communication with one end of the motor shaft (2), has been increased.

In the lower row D - F, the third middle piston takes over the height compensation when crossing the rail by raising the two outer cylinders, as it is mainly because of the support wheel (25) required.

FIG. 9 shows at the top in the two functional stages A and B of variants A and B vertical sections on a scale of 1:40 by a towing vehicle (16) in order to reduce the spring-supported frame to the motor axis under the influence of weight under load as in FIG .1 and 11, which is caused here by the wheel attack from below by an uplift.
In the longitudinal sections below, left A _A , B _A. and right A _B , B _B also in two stages of operation, a mechanism for Einschwenkung a support wheel to secure the stable rail position is illustrated. At A _A , B _A is the support wheel under the engine and presses the outer lower rail (22), in A _B , B _B , the support wheel is turned from above on the inner upper rail (23). At the bottom right, omitting the housing wall (longitudinal section above) in longitudinal section detail of the two stages A and B with an even more limited vertical section detail top left shows a variant of the affiliation of the jockey wheel swivel mechanism to the motor axis.

The vertical section detail to the left of B _B shows a support wheel, which is pressed by means of a double-acting hydraulic piston against the rail; a return is done by raising the cable loop (56) on the switching tongue (55). A rigid connection, directly or indirectly, the hydraulic pump with the carriage frame (57) (symbolized by a thick line) results in a function independence of a resilient lowering of the vehicle.

The axis of rotation (53) for the pivot arm (54) of the support wheel is in A _A. A _{B carried} by the snowmobile, in detail at the bottom right for a support wheel, which acts on rail (23) from above, it coincides with the motor axis, so that no additional space is required to the buttress.
The small detail at the top in B _C in longitudinal section makes it clear how the pivot arm U-shape evades the engine and so the support wheel (25) could be pivoted over the wheel (102). (The function of the just described two springs could also be taken over here by the switching tongue (55), which, for example, the function analogous to A _B , B _B operated.)

The figure 10 shows under A and B in the upper left and in the middle of a cross section through the carriage of a motor vehicle by only the sliding hinge, which carries the motor shaft and two hydraulic pistons as shown in Figure 8 for tilting the motor axis; In addition, the coupling of the compressor or the circulation pump is clarified to the engine. The scale is 1:40. The plate clutch is shown in the lower left and the sliding hinge in the middle in the detail above, the former enlarged to 1:10.
On the longitudinal left top left is within a break (in phantom line) in projection on the left wheel (102), the motor axis (2), and the gear (40), the engagement of the gears into each other and their function to reduce the number of revolutions at the transmission of the movement from the motor axis to the clutch (42) made clear. The switching mechanism (49) for the coupling was merely given as a box, as known and commercially available.
The compressor or the circulation pump (15) can be coupled for controlled operations. The upper bar of the sliding hinge (58) runs on rollers (59). Attached are the hydraulic cylinders, which can cause the motor tipping around the axis (60) with their pistons. The sketch repetition on the right applies to the intimation of housing a hydraulic cylinder combination with the pistons (66, 67) as described in more detail on the right in FIG. 30. For the symmetrical accommodation of two such cylinder combinations, the same was rotated through 90 ° in the lower longitudinal sections, so that only the larger one is there Piston (67) is visible. The carriage is carried by the telescopic rails (61).

In the upper right corner, a vertical section detail from the upper motor vehicle lot in the scale 1:35 is reproduced to illustrate the variant A of the drive for the sliding hinge with the electric motor and the tilting mechanism for the motor axis, as it corresponds to the longitudinal section to the left thereof. Bottom left, a cross-section is reproduced with a variant B of the hinge hinge drive with mitbewegegtem electric motor under a longitudinal section detail of the sliding hinge. On the left above this, variant C of the hinge strip drive can be seen in the vertical section detail from the stationary upper hinge strip.

The two longitudinal sections through a motorcar sledge bottom right show the stages A and B of their lowering on the rail (22). Here are below the telescopic rails as a supporting slide frame (57), the two double pumps (34,35, see Fig.5) lowered and pressed with them the half-shells (68) against the circulation pump and thus fixed the wheel and motor axis against tilting movements and displacements even if they hang on ropes (as above). It comes to an electrical contact closure for a response to the computer. The suspension is lowered onto the wheel and motor axle via the suspension and the large hydraulic pistons. The wide-drawn tab (70, in reality, both sides) fixed at the rear of the motor vehicle wall, the large double-pump cylinder, the narrower drives, attached to the carriage end, with the smaller piston out of the motor car body. The motor complex is independently moved along the longitudinal axis of the carriage by an auxiliary motor (50). In the examples just mentioned, this motor displacement takes place by means of two pulleys (31, 32, cf., Fig. 4) which act on the lower hinge strip, actuated via the auxiliary motor (50) with rope circuit.

The auxiliary motor (50) is fixed to the partial vertical longitudinal section on the upper side of the sliding hinge (58) by the lowering on the vehicle frame suspension when setting down on the track, which moves up to the upper bar of the sliding hinge (58) and moves the lower bar via toothed rack drive. As a variant for the motor axis tilting, an auxiliary motor with a cable drum or roller (30) and a pulley cable guided by means of deflection rollers are also shown (A). In the variant B at the very bottom left, with the lower hinge strip fixed, the rotation of the lower-hanging auxiliary motor (50) is transmitted via gears to the upper hinge strip. In the variant C, above, the auxiliary motor stands outside on the upper hinge strip and acts through a groove through a gear on the lower hinge bar. The chassis (65) with wheel motor compressor (15), via the hydraulic piston (66,67, see Fig. 30) adjustably connected via the angle brackets with the lower and thus also with the upper hinge strip (58). The square tubes of the carriage (5) are lowered in B with the housing and the double pumps (35). The latter are on oblique end struts (dashed) each with one end of the inner with the carriage extending Kantrohres and connected with a standing outer. On rollers (63) and a linkage with compression spring the square tubes are additionally supported in pairs against the plunger of the hydraulic piston.

FIG. 11 shows in a vertical section at the top left, to the right in elevation and below in longitudinal section, the functional stages A and B of a vehicle variant to that shown in FIG. The scale is 1:40. To the left of the longitudinal sections in a scale of 1: 80 to represent the positional relationships of the outer and inner frame and the lock between the cabin and vehicle frame again top view and below the two functional stages A, B reproduced in longitudinal section, B only with his left half. Above, there is a detail in the elevation that demonstrates the cabin lock with the frame.

The telescopically extendable articulation column (4) was laid between the two towing vehicles (14,16). The outer frame (17) provides the connection between the outer tube of the telescopic columns and the towing vehicle (14). The motor vehicle (16) and the cabin (21) are the functional unit via the inner frame and its connection to the upper end of the inner tube of the telescopic columns. Between the motor vehicle (16) and the cabin are the hinge joints (24) of the attachment.

The towing vehicle (16) was shown on the right side of the plan in an angled position as on a track curve. It is apparent from the task to restore the straightness of the entire vehicle axle before a rail change.
The task was solved by the cables (10,11) with intermediate tension springs between the motor vehicle 14 and 16 (end) and by the spring-loaded tongue in the spring-loaded detent switch (26), which fixes the vehicle in the extended position.

To illustrate the detachable cab interlocking, the small detail at a scale of 1: 20 was drawn out on the top left. It can be seen the roof frame tube resting on a hatched plate for guiding the horseshoe-shaped bolt (38) which is inserted into corresponding counter-holding connected to the cabin wall case. The small circle between the fittings for pulling out the bolts is the lock. In practice, these locks should be opened automatically to the cabin or chassis change and the bolt can be pulled out automatically. A clear separation of outer (17) and inner (18) frames, which can be lifted up one another by the other, is shown below in a cross-sectional and longitudinal scale of 1:80 scale

FIG. 12 shows a further variant of the vehicle type on the right, as in FIG. 11 above in a top view and below in two longitudinal sections in two functional stages A and B, which differs mainly from the previously described embodiments in that the motor carriages (14) are connected to the vehicle Cabin were combined on the outer frame and are lifted with the outer tube of the telescopic column (stage A), while the motor car (16) are raised with the inner frame through the inner tube of the telescopic column (stage B) and lowered. The telescope column was set accordingly to 180 degrees on the "top". The loads appear so cheaper distributed on the wheels. However, the entrainment of the compressor or the circulation pump (15) causes an increase of the motor car (14) as a stem, but should not turn out so huge, as shown; Fluid could also be obtained via hoses from a pump of the motor vehicle (16). In both types, only two instead of the four telescopic columns in a central position could replace the hinge joints. The hinge joint (24) was attached to the frame avoiding the telescopic shape, which could also be realized for the articulation column (4).

The detailed sketches in the lower left corner represent two solution variants A and B for a track change in curves. It may, for example, be a vehicle according to FIG. 11, in which the motor vehicle (16) is connected to the motor vehicle (14) via the articulation column (4). From the joint column, the drawbar (6) leads to the pivot axis (9), around which the motor vehicle (16) can be rotated. Joint column and pivot axis are about stepper motors or other drives - in the cables (10,11) in Figure 11 top right, the springs could be replaced, for example, by a pair of hydraulic pumps - angle controllable rotatable. The detector (12), which is designed here as a metal finder but could also work according to other principles, is present here fourfold. Contact messages to the computer (small square top left) of all four detectors are used as control commands (arrows) to the stepper motor Passed pivot axis and stop there pre-programmed seeking pivotal movement under braking fixation. The programmed oscillating search movement of the motor vehicle (16) from a position with axle extension to motor vehicle (14) to the right and left is illustrated by dashed outlines. It can be seen that, when the pivoting movement of the articulated column (4) is looking forwards, the detector (12) does not encounter metal to the right, but it does do so during swinging to the left. The exact orientation of the motor vehicle (16) on the rails (22,23) then takes place via the oscillating pivoting movement about the pivot axis of the motor vehicle via the stepping motor. At least two detectors report rail proximity for a stop command. The motor vehicle (16) can be equipped with one or two motor axles (not shown). There are a variety of patterns for the computer control according to which can be done by leveling the alignment of the drawbar and the motor vehicle wheels. The slow pivoting of the drawbar may be accompanied by rapid oscillations about the pivoting axis of the motorcar and stopped with the correct placement of the wheels over the rails. The small square above the drawbar denotes an electrical contact which is mounted to coincide with that (drawn as inner square) in the middle of the trailing edge of the motor vehicle. This contact closure may be used for precise alignment of the drawbar in its pivot axis in cooperation with the computer.

Correct axis alignment between the motor vehicles by means of the stepper motor of the articulation column 4 can also be achieved by radiation detector bearing, as shown below in variant B with the dashed line opposite the small hexagon, which indicates the reflection of a measuring beam of a radiation detector (and producer) a mark on the back of the previous motor car - which is shown here, however, lifted up - symbolizes in evaluation and calculation in the computer (as shown above). The merging of the central projection axes of the rotatable carriage parts is of special importance if the preceding motor vehicle outline (dash-dotted line in variant B) does not at the same time also determine the alignment of the motor axes.

In the plan view of variant B, an alternative solution is recorded, with two connecting straps between a pivot in the middle of the rear wall of the Motor vehicle (16) and the joint column (4), which are joined together by the intermediate joint (13). Provided a telescopic drawbar extension can be released following its pivotal movements (not shown), these tabs are stretched and, with traction carriages (16) rolling on the rails, effect the alignment of the carriage centerline projections by pulling action.
It goes without saying that sideways vibrations are suppressed in the direction of a closely preceding or just adjacent pillar support from the control center.
The mechanism for a possible Motorachsenkippung is arranged transversely to the axis of movement of the motor vehicle and is symbolized by the piston (69, see Fig.8).

In solution variant B, the towing vehicle (14) has at least one detector (329), which, working on the reflection principle, scans a selected arcuate area in front of the towing vehicle for contact with a rail by means of preprogrammed oscillating motion. The calculated in the (not shown) Calculator rail position and thus curvature is transmitted to the above already to A described pivot motors. With this method, the alignment of a neighboring motor vehicle can be accomplished on a neighboring track.
This becomes clear on the horizontal section below, on which the towing vehicle to be steered in the swivel angle is raised. As shown on the elevation detail, the detector could also make an additional scan in the direction of travel over a very specific distance, thus allowing the track curvature to be calculated. The telescopic column can also be mounted between the two motorcars (16,14), wherein the motor vehicle (16) are connected by the outer frame with the outer tube of the telescopic column and the motor car (14) and the cabin with the inner frame and the inner Tube of the telescope column (no longer recorded, see Fig.15 the small plan view).

FIG. 13 shows, in partial vertical sections on a scale of 1:40, schematized to the utmost, from below the middle left to bottom right to the top left on a two-stage palisade, the functional partial steps A to G of the ascent of such Climbing machine according to the Fig.1, 11 or 12 again. For this purpose, temporarily (in stage D), the carriages of all four motor vehicles must be extended horizontally.

On the left in the middle are two vehicles running at ground level on rails. At the top right of a multi-level palisade (62) there are two vehicles in different climbing positions, the topmost resembling the stadium E below, the lower one with the stadium C below, but the upper one with hanging cabin (21). The elevation of a suitable for such an application vehicle variant is shown in the scale 1: 80 left. The telescopic column (3) takes over the function of the joint column between the motor vehicle (14) and (16), the last is rigidly connected to the cabin. It will be appreciated that with such deployment in hanger position, twice the height would be required per vehicle. The hanging version was therefore further developed with Fig.16 and following Right on the multi-level palisade, two vehicles were drawn one above the other. On the left are tilting positions of one of their motor units.

The three vehicles in the left center roll on rail sleepers (73) with drainage ditches (74) between them.

For all rail pairs routed in parallel at the same level - although not mentioned in all other examples - the need to protect against tipping from the rails due to imbalance on both sides applies, not least due to wind pressure.
On the left hand side of the towing vehicle, the possibility of external support wheels (25) with pivoting arm was outlined; in the right following motor vehicles, the problem is solved by alternate use of internal support wheels, as demonstrated in the top left detail plan view in exemplary distribution in relation to the track rails (22, 23). (Both types of support wheels are arranged approximately horizontally.) Are used as the left towing vehicle, on an axle depending on a rail contact jockey wheel on each of the rails - preferably there will be two inner with actually relatively larger axle length - so track curves with be handled independently movable motor car, which have only a single axis, which is the length shortening a vehicle can serve. The lowest of the top view details that follow are indicative of this.

The step pattern of a vehicle ascent according to type Fig.1 or 11 begins in the basic position A with wheel contact of all components on the same two track rails
and ends at the top left with G, where the towing cars (14) together with the cabin were pulled up onto the new gels.
Opposite the lower rung is at F a counter-pillar with a track-carrying rung for purposes of switching to a parallel track.
To the left of G there is also a counter-column, which carries two sidewalks (75) for entry and exit into the cabins on different floors, the sliding grids (76) of which are interlocked with each other, except when a cabin fills the gap (see also Top view below).

FIG. 14 shows a top view 1:40 scale plan view of a vehicle with stalk legs whose wheels and axles are extended fore and aft on the same track and upright by a fluidic swing motor (pneumatic or hydraulic) as an auxiliary motor (50) Allow the vehicle to approach the vertical position (stage B center, left in the longitudinal direction, right in vertical section C) and above the height of the next higher track. The carriage (5) functionally corresponding swivel arms are also equipped with swivel motors (rotors), all with limited swivel range (icon to the far right), which, however, do not work as in the vertical axis, but in the horizontal as the Stelzbeinrotoren.

To the right of the basic tear (B above) is shown in detail on the basis of a swivel arm, as from a rod connection from a fixed tab to the wheel axle - the latter from the joint of the swivel arm starting - during pivoting the same is constantly held parallel to the track. An elliptical slide groove (29) on a kind of balcony ensures that the distance between the wheels and the vehicle when extending to the side shortens. (It could also be controlled by a screw spindle to adapt to different track distances.) The extension in position along the track is required because below and closer to the vehicle, the Stelzbeine are housed for the uplift.
B (below) shows on the left a longitudinal section through the vehicle sketch.

On the cross-section of stage C of the swivel arm rotated to the next higher track, the slide channel (64, see C below) is laid in the longitudinal direction. (It could also be avoided by a telescopic construction of the swivel arm.) In the held by a frame groove guide engages the cross pin of the end of a swivel arm, depending on the pivoting direction so shortened or extended sideways out of the vehicle floor plan.
Standing at B above in longitudinal section, the wheels of the middle part and the Stelzbeine (the swivel arms have been omitted for clarity) nor with the flanges over the rail edges, they were under C (s. Vertical section) through the Weggrätschen the Stelzbeine (not shown) lowered the track. The cross-section D shows how the vehicle is last used in the projected two stages in the course of the grätenden return movement of the pivot arms to the higher track. It is not shown that the Stelzbeine naturally raised slightly up to their lowering onto the new track by their rotor.

The figure 15 shows right in a cross section, left in a longitudinal section on a scale of 1:40 schematically a device in two functional stages A and B, which serves the track change of a suspension vehicle, which runs on two rails of a track. Lifting and carriage movement are combined in a single movement. It prefigures the idea in Fig.17,18. Each "towing vehicle" is supported by two bow arms, at the end points of which swivel motors with limited swivel range are located (see symbol).
On the longitudinal section below, six such motorcars were drawn; if two were used, one would choose the middle one, it could be more. They were presented to demonstrate a variant with linear motor drive segment segments, with which all the swing arms are then fitted to be placed on and below corresponding rails (rail cross-section above).
In stage A, the vehicle hangs with two pairs of bow arms on the lower track lever-loaded lower and upper rails, while two other pairs have been swung up and are already in contact with the higher track. Dashed (in vertical section) the vehicle is marked under Stadium B, in which all four towing vehicles were brought to the higher track and folded all bow arms in the middle joint. To initiate the change of the motor vehicle must first be pulled so far out against the spring after a short increase of the swing motor on the car roof by moving this swing motor in a rail against a compression spring, that the outer wheel (or skid) leaves the rail. With the start of Bogenarmpaarendes the rotatable motor car must be tilted down. Instead of the pivot arms mounted on the bow arms whose supply lines are not shown, hinge joints and cables can be applied. This alternative is shown, for the sake of clarity, the rope drums (30) were drawn side by side on the vertical section and is assumed by a single supply each drum with an electric motor.
One could of course also here, as also mentioned in Fig. 17 (bottom right in the text), apply the transfer device of the collapsible bow arms instead of the roof area in the floor area of the vehicle and attack on the axles; The bow arms, or then bow legs, could also pivot in the horizontal plane and also be equipped with telescopic links. So a track change would be possible on ground-level rails.

FIG. 16 shows in the vertical section on the top left, on a scale of 1:40, a suspension vehicle similar to that of FIG. 15, but with a cabin extending over two parallel tracks and their ascent to a higher track.
Right in the middle of the corresponding longitudinal section is reproduced. The synchronized in working arms with swivel motors were moved over retaining bars laterally outside the cabins. Such an extension on even more rails, if intended, is of course possible and, in principle, can also be transferred to vehicles on track. On the vertical section, wheels and engine complexes were also drawn on stanchions, which could be of particular importance for hanging cabins when the tracks are laid at ground level continue. The power supply could also be done by the motors above analogous to Fig.33 bottom left. Below is shown in longitudinal section on the basis of two coupled car that vehicles can also be coupled train-like in series. The swivel motors on the arms are supplemented by brakes for the track descent, which of course also applies to the later examples with analog changeover mechanism.
On the left below the vertical section, another such vertical section is presented on a scale of 1:80, which, as a track variant, offers an elevation of double tracks on the same level, as the higher track level covers the lower one balcony-like by one track width. It can be used so cabins of double width. At height level A, such a wide cabin is shown; at the height level B another, which is moved around a track to the outside, about a narrower single cabin to allow space to overtake or to change the track level, here about to level C. The necessary tools, such as motor car leave out of the previously easily derived. At level D, two narrow normal cabins are shown side by side. The cabin height will be set up so that a track change between the outer and inner track is possible.
The balconies can also be supported (see C) and the wide cabins can be divided into two halves to normal cabins during the changeover to other tracks and possibly also moved one behind the other (not shown).

FIG. 17 is for a suspended version of the invention. Above is a longitudinal section through an arcade support marked with a (slightly oversized) hanging cabin in the scale of about 1:80. Left below a side view of a hanging cabin and top right on a scale of 1: 20 a hanging cabin for the post and parcel service enlarged as a detail. Below in stage A in schematic side view scale 1: 40 a hanging cabin with four motorcars. To the right of this, in stage B, the left half after reaching the telescope tube to the next higher track. In the middle below the longitudinal detail of one of the paired telescopic handlebar ends with the motor drive in two stages of operation. On the left and right the associated displacement spindle with stepper motor tilted by 90 degrees .. Below a variant of the ironing apparatus in stages A and B to the one shown above. Motor car can so with Suspension vehicles are replaced.
On the lower right, a vehicle variant is sketched at a scale of 1: 80, which, by balancing the cabin weight, makes it possible to use two engine units.
The pair of track rails (21,22) are mounted hanging, as can be seen in the top left side view of an arcade arc as a track carrier (81). The claws (82, 83), as shown in detail in stage B under the figure designation of one of the brackets, are closed in cross-section around the track rails in the somewhat oversized vehicle. The enlarged detail of a booth for mail and parcel conveyance uses, for example, a suspended T-bar (84) with rollers driven by the motor (1) on its T-bar. The transmission for power transmission from the motor axis to the roller axes was only indicated by bevel gears.
The small detail elevation at the top right shows that the bearing for both wheels (102) above the vehicle cab is rotatable about the hinge axis of the inner telescopic tube (8). Swivel axles (85) are used for the lateral deflection movement of the telescopic column (3) of the motor vehicle (14) - we want to keep the name for comparison - and the support arm of the motor vehicle (16). The frame (17) is reinforced by the (middle) inner frame (18) which, like the lower one (17), is interrupted by the hinge joints which take over the function of the articulated column (4) in Fig. 1, so that the motor vehicles ( 14,16) are mutually laterally pivotable and adapt to track curves. The partial longitudinal section B on the right shows the telescopic column extended and in the seat on the next higher track rails.

In detail in longitudinal section below the figure designation a motor vehicle (14) is described in detail. About the rotation of the shift spindle, the mother shifts and approaches the right wheel of the rail (22) from stage A to stage B. The vehicle must overhang to the right to support against the upper rail (23). The power transmission to the wheels via the drive belt (86) from the engine (1); the circulation pump (15) for raising the (not shown) telescopic rod is below.
Below left under A nor the variant of a pivoting of the motor with wheel axle on a rail by means of a fixed to the cabin roof swivel bracket shown and a device for locking after swiveling in (stage B).

At the bottom right, a variant of the vehicle is shown, which manages with two motorcars, one each of the type (14) and (16) by the wheel axles (in turn rotatable about their support tubes) extend gallows over the car roof and approach each other. The traction cable (87) extends from the wheel axle on the carrier arm to the right end of the car roof. The further tether (88) is unwound to the extent of the cable drum or reel (30) as the telescopic column, at the outer edge of which it is attached. rises, what happens via a functional coupling movement (similar to in Fig. 3) The cabin is kept in the horizontal, even if one of the motor car leaves a track.
Accordingly, a (not shown here) stand version could be worked out, in which so the motor car are arranged under the car. The pull cable (87) would have to be replaced by a telescopic rod and pulley (28) would have to be used for driving said telescopic rod or replaced by another drive for this.

FIG. 18 shows a variant of the suspended vehicle of FIG. 17 using a single track rail per route. At the top left in the cross section on a scale of 1: 20 are shown in a motor car (14) the A stage of hanging in track contact A and the stage B of reaching out to the next rail, right enlarged details of the engine unit.

Below in the stadiums A - D the rise of a hanging cabin on the inside of a track-bearing arcade, shown on a motor car also in cross-section in the scale 1: 40th On the far right the outline of the lateral wheel lock to a track rail by the weight of a rolling stand-vehicle.

In stage A at the top left, the pivot mechanism of the telescopic column is shown. The threaded spindle moves by rotation of an only indicated motor with gear below a threaded sleeve, which engage via hooks in slots of guide blades (dashed lines 89) (shown above in enlarged detail). In stage B, the outer telescopic tube displaceable around a rod in the pivot axis (90) was thus pivoted to the right.

Right next to the enlarged detail to explain the lateral approach of the left support wheel (91) to the rail under the pivoting in the horizontal via a spiral guide on its sliding axis and Zugseilwirkung when lowering a sleeve under the effect of the cabin weight.

In detail on the right in the cross-section, the possibility of using a monorail is similar to the HALWEG railway indicated at a standard track.
At the top of stage A, the lateral support or support wheels are swung out around a respective axis of rotation, while the drive wheel rests on the rail on the axis of the motor (1). In stage B, the angle arms were loaded in continuation of the Stützradachsen, which is symbolized by the lowering of the pulled around an axis rotatable short pipe sockets (92) rod.

FIG. 19 gives an example of a runner vehicle for linear motor drive in the form of a stand on two track rails. Above the stages A - C of an ascent from the lower to the middle rail in the partial longitudinal section (the right mirrored halves of the arcades have been omitted). Right in the middle a plan view and above a vertical section in the scale 1: 80 with respect to the larger representation deviating variant of only two, but elliptical telescopic columns (3) with the carriage extended two runners. Below is the enlarged and slightly detailed reproduction in scale just over 1:30.

The stages of the vehicle ascent are understandable from what is said with vehicles with wheels, the equipment of the carriage with hydraulic double cylinders of Figure 5. The position of the telescopic columns (3) and joint columns (4) is indicated.

The skids (93, 94) are shown as U-shaped rail comprehensive, without going into the problem of magnet assembly and control in more detail
On the cross-section left in the middle of a third higher-mounted rail was also drawn, against which a third supported by the vehicle in full length rail is supported by the piston on the carriage balcony (95) was raised.

The extension of the carriage takes place in analogy to Figure 9 by cooperating double piston, of which one pair is pulled out respectively. The pushed together pair of pumps can serve to extend the carriage to the opposite side (here up on the sheet).

To change to the new type of track with elevated inner rail, the lower left rail is continued a bit and then omitted. For the change to the opposite side of the track at the same level (for example to a secondary arcade on the left, cf. Fig. 27 above), a fourth raised runner can also be carried (not shown). If the lower runners are provided with a lifting device, the higher runner does not require any (here no hydraulic pumps in the sled balcony (95), as they are required for the illustrated raised runner). The slide displacement is done hydraulically by double pumps (see Fig.5). For rail curves, the runners are elastically flexible.

FIG. 20 shows, on a scale of 1:40, an example of two rail skids (93, 94) which can be transported sideways or upwards via a tracked track, at the top in a plan view, including a side view to demonstrate that the skids are also nested one above the other could be. The movement mechanism for the rail skids is illustrated in the middle longitudinal section, below in a 1:20 scale section with enlarged chain details to the right.

The enlarged cross-section in the center (scale 1:20) shows a tracked track (96) steered by the four gears (97) and driven by a gear on the motor (1). At a distance of almost one track width, the two track runners (93, 94) are held on the chain track by struts and cables on the endless track and taken along by them when moving. The amount of movement is indicated by an accompanying dot-dashed outline. Each two (guide) gears are held by struts that leak in the chain support (98). From the cross-section it is clear that in addition to the carriage control to the right and such can be done to the left.

The longitudinal section, below, by the towing vehicle in the amount of hydraulic piston shows how the latter are embedded between the tracks and the skids are used lifting and under an expanding receptacle (100) for the blade causes electrical contact closure. The special shape of the chain links, as drawn out enlarged right, to facilitate the chain sliding on the fixed chain support by the enlarged wheel-like lock washers (101).

FIG. 21 shows at the top in longitudinal section details on a scale of 1:40 the functional stages A and B of the descent of a rail scooter vehicle from a higher to a lower rail track. In addition, for example, the mechanism of pivoting a support wheel is explained.
It should be noted here that the two runners must hang on different, separately driven tracked wheels, and that the car and the total load must be shifted more outwards for this rail arrangement is appropriate; for an extension of the carriage in both directions, the cabin would even be moved to the outside in each case.

The mechanism for swiveling in a jockey wheel can be seen from the A stage. On the bottom left of the towing vehicle (14), the swivel arm (54) with the support wheel (25) is pushed back around its axis to the left. This is effected via the auxiliary motor (50), which can set in motion a cable circuit via the deflection rollers (103, 104), which are also articulated axles. This is illustrated by the motor vehicle (16) in the upper right in the stage (A) of the support wheel hammered onto the track rail (23). The detent switch (36, see Fig.11), which may also be an electrically operated, is locked in one with its plunger in a notch of the axle tube and thus fixes the support wheel in its functional position until the release of the latch switch (enlarged detail below ). The use of the telescopic columns (3) and the carriage (5) corresponds to that in FIGS. 1 and 2.
In stage A, the runners of the motor vehicle are first lowered under rail (23) and rolled over the track to the right; then the motorcars could be extended through the sled and lowered over the telescopic columns. They are already on the lower level again approximated to the track carrier, so that the left runner can be lowered onto the rail (22). In stage B is the right skid rolled under the rail (23) and must then be raised before the cab can be made up with their caterpillars.

A safety rope catching device is shown below A and B in longitudinal section. The safety cable (149) may be attached to a cabin but also to an individual airbag and leads to the pivot arm (150) which communicates with the bracket (151). Whose ends are connected by hinge joints with the pliers arms (152) which surround the elliptical band (153) that is tied to the top of the strap and suspended on this spring and passes with protruding tabs through slots in the forceps arms. At this stage A, the device is held by the swivel arm in a grommet on the cab (21) suspended above the carrying cable. In the fall, the swing arm is pulled out of the grommet and is exerted by the safety rope train, the elliptical band falls down on the support cable and is pressed upwards over the hinge joint against the pliers arms, which are spread apart and close down (stage B). The ends of the pliers arms are barbed, which are verrastern. A blasting cartridge to break off the rope is activated in the extension of an intermediate tension spring with control unit (rectangle), if not there at the same time there is normal wheel contact of the vehicle with the rails wirelessly reported. The brake (128) on the cable drum is then actuated. The telescopic guide of the swivel arm can be appropriately controlled and driven to compensate for fluctuations in the rope height.

FIG. 22 explains the functional sequence in the transport of persons and notes striking examples with detailed information from the figures discussed. Above all, control operations are mentioned, as they are then further summarized in Fig.23 and Fig.24. In the left column, a vehicle cross section is indicated in the associated stages of the boost A - E of FIG.

Dispositions 1 - 5:

The vibration sensor (105) is symbolized by the current closing by the swinging of a metal tongue loaded with a ball. A corresponding contact closure causes the insertion of a U-shaped bolt (38) in the cabin attachment to the frame (Fig.11), which just has to be completed by further pushing the bolt. Only after straightening the motor vehicle (Fig.11 right) the spring sliding tongue (106) on the pump tappet as Lock switch the correct seat by contact closure for the current flow. Since the two track rails (22,23) serve as a current conductor, the correct seating of the wheels can be measured on them during the power take-off (Figure 11)

On the car roof (Fig.2, left in vertical section) is on a pivot along the crossbar (107) with battery-powered stepper motor (small ring on the longitudinal section detail top left) the telescopic rod (110) extended and seizes electrical power from the next higher rail if the cabin is on the lowest ground level track. Access to the track rail is from below through funnels in the protective grid.
The enlarged detail on the top right in the longitudinal section indicates with the small circle an optical sensor in the area of the telescopic rod which laterally moves the swivel joint by means of the stepper motor along the crossbar when it comes to rest in front of a pillar (dashed rectangle), which is from the sensor is reported to a computer (see Fig.23, below) and evaluated.

For disposition 6:

The distances when extending the telescopic column (Figure 3) or the hydraulic pump combination (Figure 9) for raising vehicle parts can be registered by scanning of measuring marks (111) by the sensor head (112) and in the on-board computer as inner control unit (113) for sequencing are processed. The corresponding data are also sent to the higher-level control center as an external control unit (114), which determines the autonomous control options and their influencing options by the passenger. In this case, a branching on the control transformers for the separate control of the motors (1) for the vehicle drive (142) and for the lifting and moving movements (143) via pneumatic, hydraulic or electric drive (144) in the field of motor vehicle (see also Figure 23).

For disposition 7 - 10:

For lateral displacement of the carriage Fig.6 is used via a spindle drive with the alternative of a hydraulic pump application according to Figure 8, for tilting the motor axis in addition to Figure 12, wherein the impact of the auxiliary wheel (25) by (not shown) electrical contact closure approximately according to the position of the pivot arm (54) is checked. Measuring marks are located (111) along the gate for the swivel arm. Fig.8 solves the problem with hydraulic Pumps, the plunger (not shown) wear measuring marks for sensing by a sensor or can easily cause contact shifts when passing., Which are reported back to the computer for function control. The sensing of the effective distances can - also in other tasks - be done by simple current contact closure with markers, but also with any more sophisticated technology to the use of optical position sensors using position diodes (Position Sensitive Device, PSD) or the use of removal bearings.
10, the contact closure between the lowered half-shells 68 and the pump cylinder (only half shown) indicates the correct position of the motor assembly 20. In FIG.20, the contact closure between the receptacle 100 and the rail runner is in current connection with the rail as a measuring criterion The symbolism of the measuring circuit with the interposition of the measuring device (115), which stands for the sequential control, is shown above it.

To disposition 11:

The raising of the motor vehicle on the entry of the telescopic column (Figure 3) and the pump (Figure 9) are a reversal of the processes in disposition. 6

For disposition 12:

The collection of the fetched motor car on the new track corresponds to a reversal of the processes in disposition 7.

The top view detail in the middle at the bottom can be seen in the cabin lock with the vehicle frame their equipment with two blasting cartridges (116), one of which is shown enlarged on the left. The black circle indicates nozzles on the bolt (the corresponding slots for the introduction of the same have been omitted) on which the blasting cartridges are mounted with their piston closure. Upon explosion over the flow of electrons in the current loop (117), the bar is blown out, which happens to all the bars. The booster rocket (118) causes the car to be disconnected from the rest of the vehicle. This is done automatically via the on-board computer and control unit even before the cable drum is loaded to the maximum with the brake.

FIG. 23 gives, with reference to FIG. 11, a vehicle outline a circuit layout plan. On the left is the hydraulics, on the right the electrical system is represented by main functions. The oil circuit starts at the pump (15) via a switching throttle (164) after reflux control in the slide valve, which is controlled by the magnetic switch (165) from the electronic drive train (right side) ago. Reflux into the tank (166) from the return line is prevented by the check valve (167). The inflow port has a dirt filter and the slip loss is offset by displacement to the left of a Druckgasposter ago free of air. The discharge pipes from the spool valve are continued as strokes which reciprocally supply the double-acting pistons below. Backflow-controlled check valves (168) in the criss-cross let the pistons stop at any height without Lastfluß and hold in position. The two upright pistons are used for lifting vehicle parts, the transverse ones below for the sideways movement of the carriages. (Instead of the two pumps, there are two pairs of each in most examples.)
At the bottom is a circuit diagram that divides the gate valve into the functionally appropriate two levels. Behind one, ie here above a mutually magnetbeaufschlagten 4/3-way valve with the outputs H (uplift, stroke) and S (carriage, sideways displacement) are each connected to two 4/2-way valves, wel-che at Press the valve position P - A forwards on the respective double - acting piston and at P - B bring about the piston return. The 4/3-way valve is shown in zero position, in which the fluid is short-circuited in a circuit (R = reflux).

The text on the electrical system on the right was to be supplemented by the scheme of modular networking. The modules for the engine control (169), the transmission control (170), the control of the lift and side slide movement (143), the track contact and locking control (171), the control of the swing arm to the support cable and emergency devices such as rope brake (128, see .Fig.21 below), central module (on-board computer, 140) with links, not shown, for communication in cabin and with control center (see Fig.24). This is followed by the modules for the door control (172.173) such as key function and opening.

FIG. 24 gives an overview of the relationship between control centers for the central control of the overall traffic system, with reference to two adjacent 1 and 2, and to the cabin or the entire vehicle.

On the map, as a black rectangle, a single cabin (21) was sketched on a branching line of trains, lining up arcade floor plans as track carriers. Since the car is located in the area for which the control center 1 is responsible, results in a signal, ie information exchange from the control center 1 to the car and from there again as commands back to the on-board computer (indicated by the arrow direction of the dashed lines) , Data transfer with measurement data on the cabin - but also on the track condition itself - in the direction of control center, such as those of their distance from the next arcade pillars, also takes place from these adjacent track carriers. Radar devices locate the nearest obstacles from and behind the vehicle.
In the enlarged detail on the right of the control center 1 is shown how the cabin is in communication with the pillars via radio, but in turn via radio and via a line connection (174) with the control center 1. The use of frequency modulation and corresponding methods on the DC for the engines for message and command transmission is almost natural.
Since the designated cabin is approaching the area of the point 2 with the goal of exceeding the area limit, this data is also transmitted by it. The line simplified as a line turns out in fact as formed by many tracks, as shown by two enlarged detail pieces - limited by two track carrier arcades - within the area of each control center is displayed. From each pair of rails above the parking lane go in the area of the pillars (175) oblique branch tracks (176) with or without moving points, and this in both directions. Vehicles approaching and following from the front are tracked with radar (177) and the measuring signals are transmitted both to the on-board computer and to the point of service.

On the left side of the center, you can also find counters that can vary in shape, lettering and color, for example, to mark the location of the shot and the destination at model race. The articulated angle arm with suspension down and permanent magnet at the end could be attached to the side of the vehicle metallic Collect brands. Such a start mark (a) for driving in the game and transfer to the target mark (A) are shown on the map. In a race skill in the route selection and in the overtaking maneuvers on climbing rails in question.

The treatment of freight traffic begins with FIG.
At the top left in the functional stage A in longitudinal section on a scale of 1:40 a cargo cabin (119) is shown, which is hanging equipped with two snowmobiles, which engage at different track height. The analogue bevel gear drive in the tilting axis (120) in the middle on a scale of 1:20 is explained more clearly, the function of a slanting of a four-lane load cabin during the transition from the elevation to level tracks, combined in a vertical and longitudinal section, dealt with in the figure below ,
In the middle above, in vertical section scale 1: 160, two stages (A, B) of the tilting of a cargo cabin were inserted on two tracks, in which the wheel axles are aligned horizontally by pivot motors mounted on the cab (shown as rings); it can be seen that the here telescopically equipped wheel axles are pulled out in the transverse direction.
Underneath, between the elevated cargo cabin at the top and the bevel drive, are the stadiums A - D of a frame for transporting cargo, reducing the pillar step height to the transition to level parallel tracks in vertical section 1. 80 and to the right of it an alternative solution A B. Below is a scale of 1:15 a functional sketch of the control balance between the gearboxes for the wheels for locomotion and the gearboxes to the motor axis for the sideways pivoting. Right in the middle a longitudinal section through a pillar arcade with a heavy duty cabin, which still leaves room for passenger traffic, in the scale 1: 80.

The dash-dotted outline cargo cabin (119) is equipped with a trapezoidal designed and about the tilting axis (120) rotatable container (121). On the lower engine (1) left gear (122) is indicated for a bevel gear in the tilting axis with representation of the required clutch, including analog and enlarged explained. To boost the power in the cab tilting the pulley with the standing roller pair (123) and the roller carriage (124) applied. The stationary pair of rollers is mounted on the slide for the upper motor with a pivot. (The tilting mechanism for placing the wheels with the motor shaft moved has been omitted here, as previously discussed extensively.) The lower motor hangs on the carrier rail (125), at the left end of which the tilt axis is attached. At the bottom right is still the axis of the bottom flap (126). The latter is closed by the auxiliary cable (127) when pulling up the roller carriage. In stage B, top right, it is open and the auxiliary rope is on the ground. To empty the container, the cable drum with brake (128), to raise the cable drum can be coupled to the motor (1).

The stadiums A - D are intended to illustrate that with stable rail position by load application from above in the vertical to the wheel axle fixed mounted rods can interact via sliding cuffs on a connecting rod. The sliding sleeves must have a pivot for the rods, which in turn can be pushed through them. Screws under the sliding sleeves were brought down in steps on the sketch; without this correction, the frame for the cargo would have arrived in the plane higher than on stilts. A simpler solution is the fixation of the pivot joints in the amount of A (vertical sliding joints and screws then omitted) and the involvement of the connecting rod under its duplication in the load-bearing body structure, ie higher in the load cabin best by doubling and shifting to the side walls ( Longitudinal section left outside).
The crossbars between the sliding sleeves could be laid under the car roof, also the rods fixed on the axles could be doubled and moved close to the side walls. In order to avoid overloading the lowermost axle, especially in stage A, brakes (symbolized only in places by wedges or triangles) are expedient, which are actuated by the computer approximately according to the measurement results of a device according to FIG. Such a brake is down in enlarged detail scale 1: 20 using a rack with gear and pawl - it could of course be another brake - outlined. The brakes can be spared if separate load containers are each connected to the rods fixedly mounted on the axles according to FIG. 26 top left. (Only one such load container was at A and left of it in Longitudinal section drawn.)
With heavier tilting of the spar, an axle load distribution would have to be applied to the connecting rods to the wheel axles (see cylinder-piston symbol).

Right next to A - D a Altemativlösung, in which during the reduction in height of the track steps and rails, the engine unit or the wheel along the spar (137) while braking in each sliding sleeve (139) is lowered, which also, yes mainly, on a rod braked is lowered, which is perpendicular to the wheel axle. The drive could be controlled by a measuring device, as shown in detail below, which reacts to a tilting of the car (21), which thereby remains horizontal. As a track shortening device, the detail of a gear wheel running on a rack was drawn out below. Alternatively, reference may be made to a measuring and control device according to FIG. 30, for example in the regulation of the deceleration of the movement in an axle sleeve (139, cf. FIG. 26, center left). As an example device for this purpose, staggered hydraulic pistons (69, also see FIG. 29) for the height level compensation were selected on the right in analogy to FIG.
Below, the descent of tracks was shown in two superimposed views. On the left and right are in the perspective modified vertical section on stair-like steps connected to a single vehicle cargo cabins, which carry a skewed on the wide rollers (129) mounted container (121). Between the vertical sections through the pillars which decrease in height, each of the sloping lines in longitudinal section symbolizes an entire track. The drop of the rails at different degrees of angularity has the consequence that the overall vehicle axle gradually tilts and thus also the container approaches a horizontal position which is reached on ground level rails.
To illustrate the function control required during the descent on the rails change the engine axle level a circuit diagram is recorded above. From the transmission (122) with bevel gear drive for the motor axis pivoting measured values for the rotation angle are obtained and converted in the measuring device (130) and fed to the computer (131). This receives appropriate Winkelmeßwerte also on the rotation of the motor axis (2) via the meter and controls each of a Anchslot (132) reported deviation from the vertical by influencing the Driving speed against. (It could be the strength of Motorachsenschwenkung but also the vehicle speed to be equalized.) The conditions are further illustrated in FIG. 30.

In the middle right, a freight vehicle type is presented in a longitudinal section on a scale of 1:80, covering the steel arch arcades (133), which are supported on four landings each with two track rails, in a saddle-like manner by means of the frame framework (134). The latter is carried on the track levels 2-4 of motor vehicles on both sides of the arcade central axis and leaves above two passages, on the rails of two passenger cabins (21) are shown, which move independently. The freight cabins are hatched. Also left side on the stanchion is a passenger vehicle. Towards the pillar base, the arched arches are specially reinforced to withstand increased pressure associated with the lower track rails (see Fig. 30).

FIG. 26 shows at the top left of each other two foursome combinations of freight cars, as shown below in FIG. however, they are here, shown in longitudinal section, pushed together in one plane. One of the slide hinges (119) is highlighted in detail on the right.
The upper cargo cabin variant has crosswise bracing; in the lower cargo cabin variant, the outer frame that encloses the container (121) is reinforced.
In the upper right is an interrupted track section with two thresholds or steps (of pillars) in plan view at a scale of 1:20 in the sections A and B.
It will be demonstrated the transition from a height-different rail guide in such a side by side. In the latter, ie on the lower track section B, the motor axis is centered in the vehicle, which requires more space to the pillar. To the left of the plan view, the associated vertical sections are shown in detail around the rail fastening. The inner higher track rail must be performed until its elimination to longer arm, which makes stronger angle support to the pillar (175) out necessary as well as a widening of the pillar along the track or a pillar accumulation in the rail transition area.

In general, the lateral suspension of the inner rail in the pillar area can make a rail increase necessary to ensure the stability of breakage. If a support wheel (25) is operated on top of the rail, the support wheel axis must be raised relative to the cabin over this type of climbing switch. Here, this is demonstrated by an eccentric axis guide, wherein the mechanism for Dernehmung the eccentric disc (136), because technically known, was not shown. The transitional stage to the other rail type can also be seen in the illustration below in the vertical section stage A. There the moment was reproduced, in which three track rails are present, before the higher one falls into omission.

Above the center in vertical section, again scale 1: 40, a mechanical solution for the Querachsenkippung in the course of the angular position of a cargo cabin is shown, as shown in Fig.25 bottom center with the circuit diagram for a solution with servomotor alternatively set forth. The inclination of the spar (137) connecting the motor units to the horizontal motor axes to be held as reference lines is used on the respective connecting rod (138) to the housing of the cargo cabin (121), the sliding sleeve (139) there over another rotatable there lower the attached sleeve. This downward movement is transmitted via a pull rope via a roller on the connecting rod on the right side on the pivotable fork (145) for the motor axis (stage A). The shortening right corresponds to an extension of a pull cable between the sliding sleeve and the fork (145) on the left side. Relative to the horizontal to the track-oriented engine and wheel axle, the cargo cabin describes a tilting movement, as it is the changed angular position of the connecting rod to the motor axis in stage B expressed. In the detailed sketch on the right, the cables have been replaced and symbolized by mutually intersecting rods (147), which can effect the vertical alignment of the wheel axle with the distance ratios of the rotatable rod end and fixed points selected. Articulated rod end points can also be attached to the spar (137) without a connecting rod (138). Analog to the rope replacement Fig.14 should be used top right.

In the middle at a scale of 1: 80, the lowering of track rails is again sketchily shown, as shown below in Fig. 25, but with the number of pillar steps and tracks being reduced.

The pyramid over it in the scale 1: 160 shows how with uniform decrease in height of the pillar steps by 20 per cent (representation cleared off before the zero line) the connecting lines of the step corner points are lowered. On the left side, an opposite line elevation is sketched, omitting the steps.

Below is shown again in a mixture of vertical and longitudinal section as shown in Fig.27 below a double track freight cabin, which is tilted by lowering it to ground level by 90 degrees. Using the handlebar (137) in conjunction with joint plates to the motor axles, the possibility is also demonstrated of shifting the lower (in stage A) and later left (in stage B) motor axis with motor and wheels outwards. Thus, the transition is made possible on different far from each other laid on the ground track rails, so on those with different gauge. With regard to the displacement mechanism, reference is made to FIG. 6 and to FIG. 9 with respect to the carriage movement, with respect to the motor axis pivoting to the detail FIG. 25, center left, and what has just been described above. The demolition of the upper track and the lowering of the higher engine aggregate under Achsenkippung by raising and swiveling right with subsequent lowering by means of the crane hook (148) would be another alternative for freight. (A lanyard around the entire vehicle is symbolized by a dot-dash line.)

On the far right, a variant is shown in cross section, in which there is no common connection to a spar of the wheel axles. Each wheel axle has at its outer end fixed gallows, about the hinge joints of the top beams are pivotable. On this shifted approximately to the outer walls of the load beam beams rest on the container fixed mounted oblique rails. The second tilted bar contour (dashed lines) corresponds to a lowering of the track level (dashed double contour) from stage A to B (see left).
The hydraulic piston in conjunction with a sliding gallows foot to illustrate the possibility to regulate the load distribution on the various axles under measurement monitoring here.

The figure 27 is to show with the combination of two track sarkades in vertical section on a scale of 1:80 that heavy and bulky loads can be transported even with low pillar constructions. As an application example of the merits of such track parallel summaries, the vehicle units 1-3, 6-8, 9-11 and 14-16 have been presented in dash-dotted outline as a possible unitary freight transport vehicle. In Examples 4, 5, and 12, 13, the dashed outline of the cab should show the possibility of transferring passenger vehicles from one arcade leg to the other. In this way, tracks for rising average speeds can also be arranged descending and low-lying. The rectangle for a freight cabin (119) laid out above both arches shows that bulky goods can also be transported in this way.

In the space between the arcades, the function of a rotatable switch is presented in a vertical section through a double track, including in elevations scale 1: 40 in the two stages A and B, to make in the same track height in the pillar area a Schienenabzweigung. For this purpose, from the A stage with a platform, the track segment (154) by rotation about the pivot column (155) attached to the pillar of the additional track created (stage B), which is also possible with different height rails. The vertical section details below illustrate that two platforms or girders are needed, the second of which, with the tube (156), must be lifted around the pivot below the rail (22); the small side view on the left refers to the slot through which said rail can pass. Alternatively, the upper rail may be pivoted across rails by the rail support (157) (dashed line).

In the middle left is sketched in longitudinal section in the function stages A and B between two pillars a track switch for traffic deflection down. For this purpose, rotary axes (158) for the Schienenabknickung and motor winches (159) on the opposite pillar with locking and connecting bolt (160) are expedient. The latter are withdrawn on rollers in stage B, the upper one stronger than the lower one. For the track rail ends and to the respective two ends of the connecting bolt there are cable connections of the drums of the motor winches.

At the bottom left, in longitudinal section and scale 1:80, a special cargo vehicle for longer and heavier loads is shown. The cargo cabin (119) is here two hanging Motorcar on the lower track and is carried on rope and pulley (31) by a chain of suspension lorries on the higher track. The length of the chain is limited by the compressive strength of the connecting frame (177), which is subject to compression. The train connection extends between the upper (177) and lower (17) frames. The consideration and distribution of the load on the different motor axles is shown in FIG.

At the bottom right, the detail of a device for automatically raising lateral support wheels over conventional track switches in functional stages A and B is presented in a longitudinal section on a scale of 1:40. A pivoting lever protrudes from its hinge joint on the underside of the car obliquely back down; at the end it has a fork, which includes the end of the upwardly spring-back axle of a support wheel close to the same and pushes up as soon as and as long as an obstacle between the track rails, abuts against the pivot lever and displaces it; For this purpose extendable bollards (178) were provided in the switch area.
Above, ie in the center on the right, track rails (with the wheels running on them too narrowly drawn) in the switch area are reproduced in a top view.
The support wheels shown isolated are at A in lateral rail contact, while they were pushed at B under the influence of the Radlenker on the pivot lever against a compression spring up (dashed contours). When using skids, the swivel lever can be replaced by a runner, which can be swiveled laterally onto the track rail on the edge (not shown).
If lifted by a bollard mediating the pivot lever of the plunger (179) so it acts on the helical gear (180) rotating a, the right ram clockwise, the left anti-clockwise. This motion pulse can also be stored in a compression spring (not shown). As a result, the wheel axle can adjust to the rail bend angle at the beginning of the turn curve before it is fixed by the plunger until the pivot lever lowers behind the bollard again. If both plungers are actuated at the same time, then no Radachsendrehung can take place and the vehicle can continue driving on appropriately set switch with fixed axle straight. When extended to the rail contact support wheels get this constantly adjusting the Radachsenwinkelstellung the rail curve .. In the area of the handlebars, the additional inner track rails represent, the pivot lever remains the support wheels by a board-like bank (dashed) off or raised by electronic control (see below). (Instead of the bollard, a rail cross section was drawn.) Still further above, a computer-controlled device is sketched in longitudinal section as an alternative solution (similar to Figure 12, bottom left) directs a sensor with radar properties against an obstacle: this time narrowly limited to powered bollards within the track track and back. The solid lines should correspond to the control lines and then cause the circulation pump for raising the hydraulic piston with the support wheel. (Any other drive can of course replace the hydraulics.)
Top left at the end of the vehicle in plan view two corresponding sensors are drawn again. It is sufficient for such from the very, because the computer for the following training wheels of the speed can calculate according to the right time for lifting the individual support wheels. The device can also be used outside a turnout passage; as well as Abschwenkvorrichtungen for support wheels can be coupled to the radar device.
Reference should be made to the conicity of the support wheels, with the smaller diameter below, in favor of a safe settling when swiveling on the track (see Fig. 34, bottom right).

FIG. 28 shows at the top in two schematic longitudinal sections, on a scale of 1: 160 hanging vehicles on ropes, one of which is shown in stages A and B in relation to the distance from the last pillar; including the reduction of rope sag using an upper tether.
In the middle between the longitudinal sections, the detail of a vehicle is offered, in which the height compensation is achieved by a lifting device on the cabin. The elevation in the middle and left, on a scale of 1:40, shows a vehicle for standing on two ropes, from and behind with a frame and roller device to secure the track distance for the wheels on the motor axles. Below is a small longitudinal detail from the cabin floor.

The top schematic longitudinal section to demonstrate by sketching of three hanging vehicles simplified illustrated that the rope sag by means of vertical movement can be compensated so far in the vehicle suspension about the telescopic column actuation that the passengers continue to move in the horizontal.
The detail of the vehicle in the middle below shows that the vertical movement between the towing vehicle and the cab (21) on the frame can be compensated, for example by piston stroke (pump oversized here).
The control of the height compensation of the cabin can be done in very different ways. Thus, the angle between the telescopic column and the connecting beam of the wheels lying on the supporting rope can be evaluated by calculation. But there are also height measurements or horizontal bearings in question. The changed force when passing the rope sag is compensated by the on-board computer to a uniform speed.
The small cross-sectional detail on the right under the upper rope is intended to demonstrate the use of top and bottom rail on the rope, for which a rod connection with end hook between the height-different ropes appears expedient.

In longitudinal section above exaggerated the effect of pressure on the suspension rope by the wheel from below, an application that is not recommended for lability and is hardly necessary on cable routes, since there hardly has to be saved in arcade width.
On the right of it in the scale 1: 20 a track rail mounted on two integrated suspension ropes next to other auxiliary ropes for linear motor drive in cross-section, which rests on a runner (93, see Fig. 19).

Below this, the possibility of supporting a rail in the manner of a suspension bridge is indicated as a dashed line. On the left there is a stand-by vehicle during the passage of rope suspension poles.

The row under the suspension ropes deals with the possibility of a track rail for linear motor drive suspended from two integrated suspension ropes (22, 23) in addition to other auxiliary ropes in cross section, which rests on a runner (93, see Fig. 19) on a scale of 1:20.
The cast-in solenoid coils were also sketched laterally and downwards and could with the drawn with a Einschwenkarm counter skid for the modulation of the serve necessary gap. At the top of the scale 1: 80, the upper runner is shown in longitudinal section, as it clings to the rope slack thanks to its elasticity.

This Gegenkufe is divided again and therefore has a (only shown with his approach) second arm. In a plan section, the suspension of such a rail with a double rope core is presented; the cut is guided by the ascending arm of a T-rail, as shown on the right side in another vertical section through rail and runner in stage B of the passage on a rail suspension. The wedge on the rail profile namely pushes the elastic track rail apart laterally, so that it evades the rail bracket, which is favored at this by a series of lateral rollers.

Along a runner several T-rail segments are arranged on a rail carrier at short intervals. (The dashed lines evade bending under bending to the strength serving fine auxiliary cables within the runner correspond.) Through the resulting slot between the lower runner halves - the Einschwenkarme are of course disengaged in the support area so that they can yield spring back (not shown) - could also be fixed to the straps ropes attached to the support cable and spliced there.

In the middle follows a plan view in the scale 1:40 on a stationary vehicle with two lateral and an inner arm with spur wheels for the cable distance protection at two suspension ropes as rails (22,23). Stage A on the left shows the mechanism in the off state and the state B on the right when switched on. The two outer pivot arms (186) extend from the foremost and rearmost towing vehicle and carry spur wheels, which act from the side on each of the support cables. For this purpose, the bow (187) is approached via the cable from the winch (188) against the compression springs (189) the motor car and urges with its slopes the spurs on the pivot arms respectively from the outside against the suspension cables. Between the axes of the latter Spurräder extends at slit-like transversely displaceable mounting of the cross member (190) having a pivotable in its center about its vertical axis balance beam (191) whose ends carry inner mating wheels, which press horizontally from the inside against the support cables when the outer Spurrad on the trolley of the cable over a roller bearing at the middle of the bow is brought to the winch. The Compression spring (192) brings the spurs back from the suspension ropes. In track curves that are performed on rails, the horizontal wheel guide is turned off.

Under the cabin, at least one further pair of horizontally and on both sides directed against the support ropes guide wheels mounted on a balance beam, which are each against a compression spring by cable from the winch (193) from each other, the carrying rope umklammerd approached. (Only this latter stage is displayed here.) The wheels are releasably locked on the approaching bolt (194). The horizontal or transverse axis (195), which allow a limited play of movement of the guide wheels in the vertical, compensate for the rope sag and correspond in the analogy of the function of the vertical axis of rotation to compensate for rail curves. From and behind the vehicle, the transverse axis (196) takes over this compensation function. On-board computer (140) and battery (197) are still drawn, which react in an accident after ripping out of the balance beam (198) with the wheels by causing blasting and Seiltrommelauslösung (see Fig.21 below).

The figure 29 shows below in vertical section on a scale of 1:40 stadiums A and B of the transport of a caravan on two different height tracks. Stage B shows the left shift of the roof box to make the symmetry and the lowering of the pneumatic tires (199) of the caravan for the rail-independent propulsion by engine coupling. In more schematicized longitudinal section sketches the principle of a hydraulic lifting of the motor units from the rails and the left shift of the roof box (here the latter via cable, down over thrust of the rod 200 relative to the cardan shaft) .. Equipping with a climbing device would be conceivable, but less desirable as leaving the track at any point should not be allowed. So there will be provided descent tracks for caravans at certain places. Lower right still down in a reduced cross-section of the left shift of the engine as well as the roof box by the cable (202) supported on the ground by the hydraulic support (201).

Figure 30 addresses the problem of train overload protection for the tracks and motor axles. Left is shown in longitudinal section on a scale 1:10 a shortened pulley, as it can be used according to Fig.27 (below) between freight cars and motor vehicles on different tracks in conjunction with each other by load redistribution in particular on the near-ground track. On the right hand side, the problem of the pressure load for a stand vehicle was treated accordingly.

The upper outer wheel of the pulley (31) and the rod end of Verstellschlittens (203) are attached to the upper frame (204) and thus also the free end of the cable. The large pulley bottom is connected to the lower frame (17) of the truck, both frames indicated only by dashed lines. The adjustment slide includes a stepper motor as an auxiliary motor (50), which drives a spindle via a gear, which can move the mounting rod longitudinally and thus change the length of the pulley. The stretch mark (205) serves as a measurement indicator for borderline tensile load and sends measurement signals to the computer (dashed line), which in turn sends command signals to the stepper motor. The cable loop (206) bridges the cable area around the tension spring (207) in the slotted cylinder and protects against strain on the expansion strip. The cable drum with brake (128) and stepper motor is used for rope extension. The latter instrument can be conveniently moved to the long Zugseilende and become and replace the function of the Verstellschlittens in cooperation with the stretch marks. (This alternative was discontinued because it is self-explanatory.)

The analogue solution on the right for a towing vehicle, which stands on track rails, bottom right also provides in longitudinal section and scale 1: 10 before a load compensation, this time a hydraulic. Controlled by the computer (131) throttle valve (208) obstructs under load of the attached to the hydraulic cylinders frame (17) the flow of oil from the large into the small cylinder while lowering even the small piston against a strong compression spring only as long as the pressure from the Piezoelectric element (209), embedded in substance task-appropriate elasticity, the computer allow this to program. At a critical load from the frame, the throttle valve is opened, thus shifting load to other engine axles and rails (see Fig. 27 below).
It is easy to see that the two balancing mechanisms - once for Tensile, then compressive load - can represent each other for each task solution, if appropriate impact redirections, such as ropes with rollers or levers are made.

• A: Der U-förmige Hängearm (210) ist mit seinen unteren Schenkeln in die (nicht dargestellten) Decken- und Bodenschienen der Kabine (21) eingeschoben
• B: Der Hängearm wurde mit der Kabine in die rechte Hälfte der Umrüstungskammer gerollt und damit die Räder der Motorwagen von den Schienen auf einen kammereigenes vielachsiges Rollenlager (214) verbracht. (Der notwendige Freiraum in der Höhe und die Hebemechanismen für die Lösung der Räder von den Schienen wurden nicht noch einmal berücksichtig.) Motorwagen und Kabine sind nunmehr getrennt.
• C: Das Schienenfahrzeug wurde aus dem linken Teil der Umrüstungskammer weggerollt und dafür ein kufenbestückter Rahmen als Motorwagen nachgerückt..
• D: Die Kabine (21) wurde durch Linksverschiebung des U-förmigen Hängearms (210) in die Mitte des neuen Motorwagens zur Verriegelung verbracht.

Figure 31 gives an insight into the maintenance of passenger vehicles and their rapid conversion with other motor vehicle and drive means. A U-shaped hanging arm (210) is driven here on gears by means of a stepping motor via the toothed rail (211). On longitudinal sections, scale 1: 80, by both types of vehicles, as they arise during the conversion from the same cabin, ceiling and floor rails (212) are shown, in which the lower legs of the hanging arms are inserted. (Conveniently, it would also be possible to install the locking mechanism in said floor and ceiling rails as previously described in Fig. 13, left and Fig. 22, bottom right.
The vehicle described above on the right, which is equipped with a runner and a linear motor - here in a longitudinal scale of 1: 40 -, contains a parachute (213) in conjunction with an ejection seat (217, see detail below) with airbag in the removable rear end for vehicle use in partially evacuated tubes. The cabin is attached to the bow and stern, so from the rear and in the frame, with hinge joints (215) which are aufsprengbar and has spreadable wings in the floor area (216). In the bow is the airbag (218). For use on free carrier rails, the ejection seat is connected to the pulley with brake (128).

• A: The U-shaped hanging arm (210) is inserted with its lower legs in the (not shown) ceiling and floor rails of the cabin (21)
• B: The hanging arm was rolled into the right half of the conversion chamber with the cab, thus moving the wheels of the towing vehicles from the rails to a chamber-own multi-axis roller bearing (214). (The necessary clearance in the height and the lifting mechanisms for the release of the wheels from the rails were not taken into account again.) The towing vehicle and cab are now separated.
• C: The railcar was rolled away from the left part of the retrofit chamber and moved to a skid-mounted frame as a towing vehicle.
• D: The cab (21) was moved to the left of the U-shaped hanging arm (210) in the middle of the new motor car for locking.

The figure brings in the third row from above vertical sections through palisades as track carrier as already treated in Fig.15 but in variations on a scale of 1:40, at the bottom left again in vertical section on a scale of 1: 80 a kind of railroad track as at ground level in Figure 13 below the small plan view, elevated here on palisades, right next to a kind of ejection seat with airbag is shown.
On the left in the second row from the top, the possibility of a vehicle being shown to cross from one stockade track to another different in height, which lies opposite the stockade, is demonstrated. The vehicle is still in contact with both tracks with its motor vehicles. The illustration on the right shows that the same track level can be crossed, outside the palisade pillar itself on the left track.

As shown at the very bottom left in the vertical section, what is described on FIG. 13 under the small plan view for ground-level deployment may also take place on higher track floors when using stockade. Such a track floor without intermediate columns can be used for the transport of goods, for example for the supply of department stores, in our case by track deflection to the right outside into upper floors. Right in the middle is indicated with elevated track, as well as a single-rail passenger vehicle by means of a rail curve - for example, following the deflection of the inner railways for freight - could change without climbing right to the right.

FIG. 32 shows schematically in the vertical section on the left in the scale 1: 160 a type of track bench, a bridge with horizontally adjacent tracks on the second track level; including in a cross-section scale 1: 2, as a toy a mounting clamp (219), the corresponding plan view below it in the scale 1: 4; it follows below the associated wire hanger as a rail carrier in longitudinal section and scale 1: 8; at the bottom left it is about a mounted from below track bracket, otherwise the invention is once again parked with the toy model construction and indeed with possible plastic pillars as rail carriers., Can be dismantled for a kit.

The schematic vertical section at the top left shows a kind of track bench with the effect of a threshold broadening with supports instead of a railway embankment. In the middle of a track segment is lowered as a switch from a higher elevated to a lower track (shown as dashed lines, see Fig.29 center) .. In addition to the possibility of a lateral track change without points, in this way given the opportunity to To gather a frequently visited place vehicles in front of such a lane without changing to external tracks.

The mounting clamp (219), which can be seen in a cross section and a reduced plan view, is used to connect the wire hanger as a track carrier with each other by means of cord or wire with end eyelets. The latter can be hooked into the hooks, which are screwed into the bent plate of the mounting clamps and allow the connection of adjacent wire hanger. The last wire brackets must each be attached to fixed points in order to stabilize the carrier ensemble.

Predominantly in vertical section are shown top left as components stair, knee and extensible piece as components of a four-sided built pillar in scale 1: 3 and shown mated in the middle. The steps have depressions (see small detail arch wire top left) and / or projections to secure the exact lateral distances of the laid rails.
The connecting sleeve (220) between the bottom step and the baseboard is shown in the center left.
The ascending leg of the stairway piece has fastening strips for an additional rail or a rope; at the back there is a studded pencil (221), which facilitates the connection of rails (for example also by means of loop-shaped rubber small) and can also be kept smaller.
Cross sections are given below the staircase on the left. Edge strips (222) on the respective outer fitting piece with window allow engagement of the elastic tongue of the inserted part beyond the edge of the window without, for example, standing against a floor rest.
Instead of stretched pieces can also be used as a stand aid for the pillar plates, the recording wedges (223) may have with or without spring sliding tongues for the vertical struts and are mutually releasably grouted.
Instead of the lateral insertion into the joint, the use also overlaps Plates in question, which are connected to each other in the manner of a push button (224), as shown as variant B.
To release the elastic tongue (225, at the top of enlarged again drawn) is the lamella ((226) which extends along the tongue underside through the gap in a wedge shape downwards.

The bottom left shows the core of a (shortened at the fault lines) mold for producing a bellows; the enclosing shapes are inherent in its design and are not shown, except in an intimation of the annular groove (227). It can be made of suitable materials, such as Bunan or PVC, in one piece, the supply hose on the left with an annular groove for the insertion of a mounting bracket and at the end of a projecting flange (228); the assembly is much easier, as shown by the hatched wall parts and the bolted mounting ring at the right end. (The ring groove was drawn out enlarged above.)

Bottom right, in the scale 1: 6, is shown below, that with the same plug-in technique rails can also be arranged vertically one above the other in palisades; in the example shown two tracks side by side. The track change then takes place analogously to FIG. 13. The "H" inserted into a pedestal should be a single component and function like an intermediate plug.
At the bottom right again two knee parts are shown for wearers who have made of solid material at their ends hooks, which are locked by means of sliding sleeve.
As shown to the left of it, track brackets (229) are useful from below, as the rails are hanging freely outside the pillars, as shown in the very center below. Two variants, namely A and B, such a track clamp are shown below in longitudinal section to sleep (hatched) closed. The first (A) is locked from below, the lower second (B) screwed together by means of a key through a hole (elbow). Supporting cables, as in the case of a suspension bridge (see Fig. 28), can be used, but restrict the track change by the vehicles. Conveniently, the track brackets (229) with each other connected by a kind of U-rails for horizontal stabilization (small cross section right).

In FIG. 33, at the top right, the lateral orientation of the pivotable motor vehicle when changing rails, bottom left general building features.
Top right is explained in elevation details, analogous to Fig.12 bottom left, in the stages A and B, the orientation of a motor vehicle over a rail turn. For this purpose, four electric coils are used, which generate an electrical field when power is supplied from the battery (or line from the rail network) via a switch to carriage exit from the motor vehicle (14) on the next track and so the motor car (16) under vertical adjustment the coils on the iron rails (22,23) - in the model can also permanent magnets as electromagnets (230) are used - aligned with rotation in the joint column (4) but also in the central joint of the motor axles (2) of the motor car (16), that the vehicle can be lowered onto the rails. A prerequisite, of course, is an axis rotation limited by stops.
The horizontally oriented, slightly more reduced top view detail below in the middle largely corresponds to the task solution of Figure 11 top right. The straight direction of the vehicle axle to exclusively change track on straight stretches can be done either by a tab (231) made of stretched elastic material with tendency to stretch, which is attached on the left, on the towing vehicle right but under the loop (232) is displaced and thus constantly strives for straight line , Below meets the tension spring between the articulated vehicle parts the same task.

Bottom left a "motor car", but does not have its own drive, but the wheel axles are rotated by the engine of a neighboring motor car via a kind cardan gear in rotation. The representation around the engine (1) was derived from the top left of Fig. 10, but now the engine is taking the position of the compressor there, and the transmission must be converted accordingly with respect to the gear assembly. The right-hand clutch then serves as the coupling of the wheel axles, the left-hand one (which in reality would be located behind the right-hand clutch) transmits the force to the axles of the adjacent motor vehicle via bevel gears with interposition a telescopic column that has lifted those here.
It would also be possible to drive motor car via a hydraulic motor from the circulation pump of another motor car or to dispense with other engines and to make the track change out of the momentum of driving out a short time without drive idle.
On the right of this, in turn, the front part of a multi-axle vehicle is shown in a plan view, which is preceded by a uniaxial motor vehicle on a track curve. In this case, the axis of the motor vehicle is connected to the frontmost axle of the following vehicle via two lever arms and have between them a common pivot point. This is here to clarify the principle on a Kant rod - which would in reality be replaced by a secured against rotation telescopic rod - along which the lever arm of the motor vehicle with a square bushing is höhenverschieblich. Since the ends of the lever arms are hinge side rigidly connected to the engine or wheel axles, can be spoken of a kind of crank, as the longitudinal section to the right illustrates, which also reveals the raising of the motor car on the higher track level. The pivot axis with lever arms are shown enlarged on the left above the plan view. The coupling of the pivoting movement allows the curve fitting of single-axle vehicles and thus a shortening of the total vehicle length. A single sensor head (112) directed at the preceding track section is sufficient either on the towing vehicle or on the rest of the vehicle in order to allow the support wheels on the vehicle parts to move away from the rails at different track heights before points.
It was shown on the lower motor vehicle in the functional stages A and B, an additional wheel, with wheel axle connection, which are pushed in pairs by extending a telescopic central axis under the upper motor vehicle (stage B) and so also the wheel axle of the upper motor car exactly and constantly on track curves can align.
On the far right in the middle, a "wind switch" (233) is sketched in a longitudinal section on a scale of 1: 2, which consists of a rear partially open frame and front has an elastic membrane, which is curved by tarnishing by means of a tube straight towards the frame and get in touch with him. Since the membrane and the frame are electrically conductive (the mutual insulation is indicated by a small rectangle) it comes to the current, which can be used to actuate a model function. Of course, wind switches will turn backwards directed mounted on vehicles. Including the representation of a touch switch or "ground fault", d. h the triggering of a switching function by means of finger touch

Figure 34 was used to complement the task solution with simplified instruments and components mainly for toy manufacture. On the left in the upper row, first a longitudinal section through a carriage, as it was shown in perspective in the middle. There are provided for screwing the end plate - the screws are symbolized by the two triangles - outwardly bent strips for the insertion of the telescopic rails as a supporting slide frame (57) corresponding further away from the end plate an inner bar. (Accordingly, could instead to be moved with the cover area.) Vertical section details through variants of a section of a pillar arcade made of wire or sheet metal strips with their attachment foot follow to the right. Although it might be more appropriate to manufacture the support pillars for rails by injection molding of plastic, but the hobbyist could also be made of wire (see far left) arbitrary cross-section or sheet metal strips (see right, bottom in cross section) to correct. Appropriately foot wells should be on crossbars, which can be accomplished quite different. (The triangles should symbolize mounting screws.)

The middle line begins with a perspective view obliquely from the side on a simplified model of a motor car body model. Structurally characteristic of the invention are the lack of a bottom part (109) on the housing or at least a wide open at least one side slot for the displacement of wheels and motor axis and the at least partially lack of at least one side wall (234) as a passage for a motor vehicle the carriage (5). The camouflage as already known and common model vehicle by screwing or releasable sticking of floor or wall parts, which are intended for removal, should be considered a patent infringement. Likewise, the specification of predetermined breaking and sawing lines for such a distance also using templates and instructions. It should also breakthroughs and fastening strips (235) and at least partially Befestigungstüllen (236) for lifting and lowering tools are considered protected and carriage (5), especially those with telescopic guides (pipes or rails), such as one of them right out of the case like a drawer is sketched out. Mounting strips could also be in the roof area and possibly projecting over a motor vehicle.

On the far right in the bottom line, a vertical section shows a vehicle model on a track (22,23) with two types of support wheels (only one version is required).
The right support wheel makes use of a continuous third upper and inner rail, which may also be a rope, and is located in the stage A of the elimination; The lower support wheel is located in lateral engagement on rail (23), ie in the stage B. The pivoting of the support wheel during the one-sided external load when changing to another track is caused by current loading of the respective electromagnet (230) - here with repulsion of the poles - while the return of the stop-limited pivoting movement for the support arm of the support wheel is effected about its axis by a small compression spring. On the side wall (234) of the left perspective view, which would then be screwed on as a side wall of the carriage, the mechanism for Stützradeinschwenken was drawn with vertical axis direction and reduced solenoid. The support wheel could also constantly run on a third rail or a rope. The natural sized solenoid requires a trough (237, dash-dotted rectangle) in the sidewall. The projecting onto the floorboard jockey wheel with vertical axis pivot mechanism should remember that from the bottom - about the motor unit - a horizontal swinging a support wheel on the rail (23) is possible.
The horizontal dashed line (sketch far right), which establishes a rigid connection between the motor shaft and support wheel, stands for a preferred solution in toy model construction, to avoid the electromagnetic pivot mechanism and only the tilting movement of the vehicle by unilateral load after leaving the original track Use the connection of the support wheel. With the support wheel opposite rail (23) even the wheel flange can be omitted and it is sufficient millimeters of approach to the rail. Since here the tilting of the cross Vehicle axle must be counteracted down, is the support wheel (25) on the outside of the rail (23), here in stage A, the electromagnet acts as a pull magnet.
Bottom left we find a longitudinal section, in 1:40 scale, rotated by 45 degrees, which roof rail segments (238) on a towing vehicle (14) and the folding of the following segments on the motor car (16) away to the roof of only half shown Cabin (21). Including in vertical section of the motor car (16) with the swivel arm for an additional roof rail, the right to the swivel arm of the corresponding motor vehicle extends (not visible). The latter roof rail segment is long-dashed and almost swung over the right roof rail of the motor vehicle. For the pivoting away of the roof rails of the motor vehicle (14) rotatable joints are provided on the rail joint each of gears, of which the three are located in function as rings. The short dashed rail segments extend behind the towing vehicle (14) almost down to the track rail (22), as is the case when the towing vehicles are raised or lowered on another track level. Especially the low motor car can be easily overlooked; Dodge not in time fully braked vehicles over the roof rail with less risk associated.

In Figure 35 top left in vertical section on a scale of 1:40 by a motor vehicle, the bellows (242) is inflated against the inside tension spring (239) via a compressor, not shown, and transferred from the stage A in that B. The stage A can be effected by releasing the gas pressure under the action of the tension spring.

Shortened to the right in the plan in each case in half, the use of a scissor lattice (240) under the bridge plate (241) to support the extended slide

On the left in the middle of the plan view, a solution for extending the carriage in both directions is shown with only one push and pull device, namely a spring-loaded bellows, by mutual locking with the stationary housing wall or with the carriage wall. In the In the basic position (A), the pushed-up left latch holds the bellows to the housing wall while the right-hand latch (38) clamps the bellows end to the carriage wall. When compressed gas is fed into the bellows, the carriage is extended to the right and stage B is reached. In stage C, the carriage is retracted by the tension spring after release of the gas pressure. It was then lowered the left latch and thus the bellows detached from the housing and locked with the wall of the carriage, while by lifting the right bolt there was a lock with the housing and the carriage wall was released. At gas pressure then the slide moves to the left, and the stage D is reached. (The side view at C makes it clear once again how the bolt is retracted from the housing down and now clamps the slide shown in dashed lines.) The bolt (38) functionally represents the latching switch (36, see Fig. 5).

Right next to a top view on a scale of 1: 80 is the schematic detail of a bellows about within a carriage for lateral extension offered in compressed gas supply, the tension springs in addition to the bellows but via cable and pulleys and tension springs are additionally tensioned in or next to the housing. The total tension can be reduced.

Below is a schematic representation of a variant for the use of bellows for raising vehicle parts and the lateral extension of carriages, which should accelerate these hazardous phases. The combination of the compressed air generation of two compressors (15) can also be replaced by a particularly strong compressor. Both bellows systems are simultaneously charged with pressurized gas via the gate valve shown in simplified form. The latch spring (36) which is spring-loaded on a screw prevents the standing bellows from expanding downwards until the pressure inside the bellows exceeds the spring pressure of the latch. It then comes to an explosive partial development and thrust. The release of the movement of the horizontal bellows is effected by the withdrawal of the bolt (38) by means of a Bowden cable. The bellows thus partially take over the storage function of a compressed gas capsule, as described at the bottom right. (The necessary guidance of the bellows to avoid a lateral evasion before the detent switches was indicated here dashed lines as a telescopic rod.)

Bottom left, a safety valve in stadiums A and B with feedback to the computer through current interruption between the poles * / -, when the plug (32) within the bellows under gas pressure by the tensioned string pulled away from the metallized surfaces. The length of the string can be adjusted outside pins for the end ring of the track gauge.

To the right of the detail in longitudinal section through a compressor with pipe connection via a gas reservoir and a throttle valve belongs to a supply device of the bellows bottom left. The use of compressed gas capsules (such as CO2) without a compressor is of course possible.

With Figure 36, the problems of valve control are taken up, especially since the compressors in commerce almost all work only on pressure and not on suction. In the upper half of longitudinal sections are represented by an existing of slide tubes valve control approximately in natural size; Below follows as a variant a radial designed valve approximately in the scale 2: 1. The compressor (15) is shown too small and should be understood as a symbol.
The more frequent reciprocation of a pusher tube (as in an example omitted here) is avoided in the upper example, that is made with movable inner tube whose division by a partition, the pressure supply from the right half of the supply hose (243) from the compressor done with opening to the fixed tube; with two switching stages distance, the ventilation opening in the left pipe section connects. The unfolding of the vertical bellows for motor vehicle lift via pressure transfer from side pipe opening to line a in stage A is followed in stage B by that of the horizontal bellows for sideways movement of the carriage while maintaining the pressure in the vertical bellows. (The states of the bellows are indicated small across the longitudinal sections through the valve respectively.) In stage C, the ventilation opening reaches the conduit a to the vertical bellows, in stage D that to the horizontal bellows, whereby the track change of the vehicle is completed.

On the right side the stages of a descent of the vehicle from the upper to the lower track are shown. For this purpose, the horizontal bellows is connected to the compressor in stage E, in stage F of the vertical; the order reversal results from reversing the auxiliary motor (50, for driving the sliding spindle for stage A, see D) and reversing the movement of the inner tube to the left. In order to achieve a reversal of order also for the ventilation of the bellows, the ventilation opening in stage G is led past the line c and in stage H to that at d, which are crossed with the lines b and a connected. Between a and c is a line-free, for the ventilation opening functionless intermediate position.
Under I and J, the possibility of an additional pneumatically driven work function is entered. For ventilation, the inner tube is moved so far to the left that no sealing ring comes to rest behind the cable outlet, so that the air can escape.
Under K and L, the possibility is shown that at the inner tube end a fork is fixed, which meets the end button of a plunger, which transmits via a linkage further movement on the valve piston (244) and this in his cylinder over the outer tube to the right pushes outside, if the sliding movement of the inner tube is continued to the right beyond the pipe outlets on the outer tube addition.
At L, the valve piston is above the passage openings for compressed air for a second (not shown) bellows system in another motor vehicle and thus locks its function. About the released parallel openings can be introduced from the compressor, the gas flow in the supply hose (243) at the end of the inner tube; This gas supply hose is of course longer and must be able to join the movements of the inner tube. The small details on the right underneath show, as in the case of a further rightward shift of the inner tube, the clip is pushed over the button of the valve stem (left a plan view of the plunger), since the valve piston is limited on both sides by stops in its movement. Under left shift of the inner piston so below the valve piston was pushed over the left flow opening again, before the clip leaves the button.

To the left of the center, the functional stage A is repeated again and shown that the sliding movement of the inner tube saves space via a spindle in the pipe center can be done. On the end of the outer tube rotates a cap-like secured against displacement gear, which is driven by a gear from the auxiliary motor (50). On the right side, vertical lines indicate signal lines which originate from contacts on the inside of the outer tube and deliver a control pulse for controlling the auxiliary motor to the inner control unit (113, see below) via the metallized O-rings as they pass through.

Below the center, in a horizontal section on a scale of 2: 1, a radially arranged valve construction is presented to save space, which can also manage without changing direction and engine reversal. Within a stationary outer ring (245), the large gear (246) fixed on the same axis - for the sake of clarity, it has been displaced downwards, as the clamp points - is driven by the auxiliary motor (50) via a gear. At this large gear, which carries with a retaining cross for the inner ring (247) and the axle with slightly oval fork for the latter, a compression spring (253) is supported, which is the axis and thus one half of the inner ring in the gap to the outer ring the latter is constantly approaching with the rotation.

Bottom left are shown in a vertical section in the scale of about 1: 1.1 valve drum and gear with rack again, the latter doubled and with its own axes enclosing the inner ring and the compression springs on the (black drawn) knobs bearing their axis. For Rotational driving is the slide bar (248), which, attached to the holding cross of the large gear, with roll-equipped fork includes the holding cross of the inner ring.
Above the auxiliary motor (50), an axle variant is still shown in which instead of the slide bar (248) a bearing bush is used, which is rotated by the Achsnoppe the large gear and rests in the longitudinal slot, the axis of the holding cross of the inner ring. A driving arm extends beyond the bearing bushing away from the axle knuckle through a hole in the axis of the retaining cross and also rotates this. The axle bushing around the supply hose is rotatable, interchangeable and sealed in itself by O-ring. The two hose ends are glued to the bushings (xxxxxx). The compression spring always acts maximally in the direction of the gas outlet opening in the inner ring.

The hoses for the function lines for supplying the bellows begin with end grommets, which prevent withdrawal from the bores of the outer ring and at the same time serve as a sealing element to the inner ring out. The elastic inner lip ring to strengthen the seal under pressure from the area of the functional lines is optional. On the top left, a hose nozzle with a grommet is shown enlarged. The inner ring has only two holes: one, in which the supply hose (243) for gas from the compressor from the inside is firmly embedded and in two switching stages distance a bore for the gas outlet. The large gear engages the bottom of the rack and moves it and thus the bridge spring (249) which within a (not taken into account here) valve-free rotary sector, the tip of the slide (250) and an additional function - here the bolt (38) on the bellows - can operate. The overhaul of the dome takes place in the final bolt position so during the return movement of the rack in its initial position (which can be done with a second shift operation, reversing the direction of rotation of the large gear).

The slider of a preferred variation of such a latch, in which the bridge spring is attached to the inner ring, was shown by dashed lines on the left. Such switching latch can be attached tangentially to the outer or inner ring without a rack and operated by bridge springs from the inner ring. By reversing the direction of rotation, one or more shifts under thrust effect can be accomplished without extending the effective total distance by passing over bars with round tops in the end position with normal direction of rotation ineffective. Thus, the simultaneous unlocking of doors and entrainment of the motor complex with the carriage on three such switching latch (251) distribute force dividing, obligatory change in direction of the inner ring after each switching cycle, as inevitable when using the rack is so avoidable.
Additional switch bars, here the longer (252) can be connected concentrically outside. A control wire leads to a control lamp on the computer or on the inner control unit (113) and reports the position of the leaf springs when sliding bolt contact. The cross-sectional detail of the two rings and switching latch shows the boggy deflection of the leaf springs, which operate independently of the inner ring from the switching latch.

In addition to the large gear still a wheel with wave profile of the common axis is taken, from the bottom left only a piece of reel is shown and a spring-loaded (too cramped) detent ball, the conductive mechanical switching function state via conductive parts in the troughs to the Computer forwards. Using the contact feedback of each bellows (see Fig.35 bottom left) after its unfolding and during its collapse (see the recorded under the horizontal bellows contact closure by folding approach) and in connection with the evaluation of the track contact of the driving devices (see. Fig.22) would be a function control of the auxiliary motor without a computer possible, but you will not do without the known electronics.
To the right of the compressor (15), the cheaper solution is shown that a leaf spring is lifted from the wheel with wave profile and every time it sinks into a trough causes an electrical contact closure outside the wheel, which can be evaluated.

• A : Der Zufuhrschlauch (243) steht bei a und läßt den vertikalen Faltenbalg aufblähen; während die Belüftungsöffnung über g ja den anderen Schaltzyklus betrifft und dessen Faltenbalgkollaps nicht beeinflußt_
• B: Der Zufuhrschlauch steht bei B und läßt den horizontalen Faltenbalg aufblähen; die Belüftungsöffnung über h ist bedeutungslos.
• C: Der Zufuhrschlauch steht bei c, dessen Stutzen verschlossen ist und bleibt ohne Auswirkung; dagegen bewirkt die Belüftungsöffnung über a, daß der vertikale Faltenbalg kollabiert.
• D: Der Zufuhrschlauch steht bei d, dessen Stutzen aber verschlossen ist; über die Belüftungsöffnung bei b erfolgt aber Kollaps des vertikalen Faltenbalges.
• E: Der Zufuhrschlauch steht bei e und bläht den horizontalen Faltenbalg auf; die Belüftungsöffnung über c kann sich wegen des Stutzenverschlusses nicht auswirken.
• F: Der Zufuhrschlauch steht über f und bläht unter Öffnung des Rückschlagventils den vertikalen Faltenbalg auf; wogegen sich die Belüftungsöffnung über den verschlossenen stutzen d nicht auswirken kann,; beide Faltenbälge bleiben gebläht.
• G: Der Zufuhrschlauch steht über g, dessen Stutzen verschlossen ist; über die Belüftungsöffnung bei e entwicht das Gas aus dem horizontalen Faltenbalg.
• H: Der Zufuhrschlauch steht bei h, dessen Stutzen verschlossen ist; über die Belüftungsöffnung bei f wird der vertikale Faltenbalg belüftet.

Der zweite Zyklus für zwei andere Faltenbalgpaare entspricht dem ersten und wurde deshalb nicht weiter ausgeführt.The functional sequence for the gas flow control with rotation of the inner ring again uses the crossing of lines (see Fig. 37) to reverse the order; the dot-dashed lines should remind of the respective tracking of the vent opening - and is as follows:

• A: The supply hose (243) stands at a and inflates the vertical bellows; while the ventilation opening via g yes affects the other switching cycle and its Faltenbalgkollaps not affected_
• B: The supply hose is at B and inflates the horizontal bellows; the ventilation opening over h is meaningless.
• C: The supply hose is at c, the nozzle is closed and remains without effect; on the other hand causes the vent opening over a, that the vertical bellows collapses.
• D: The supply hose is at d, but the nozzle is closed; but collapse of the vertical bellows takes place via the ventilation opening at b.
• E: The supply hose is at e and inflates the horizontal bellows; The ventilation opening above C can not affect because of the neck closure.
• F: The supply hose is above f and under the opening of the check valve inflates the vertical bellows; whereas the ventilation opening can not affect the closed connection d; both bellows remain inflated.
• G: The supply hose is above g, the nozzle is closed; The gas escapes from the horizontal bellows via the ventilation opening at e.
• H: The supply hose is at h, the nozzle is closed; The vertical bellows are ventilated via the ventilation opening at f.

The second cycle for two other Faltenbalgpaare corresponds to the first and was therefore not further elaborated.

To climb a track of the same height, as shown in the left (vertical) bellows, the power supply to the compressor or its control via a line + - on a metal pin in a non-conductive support tube may take place, which is interrupted as soon as the bellows only a little bloated, the pin thereby lifted over the contact point and the vehicle was only slightly raised. The lowering of the vehicle on the neighboring track to sideways displacement by the other bellows is accomplished success-controlled.

In Figure 37 left is in stage A at the top in the longitudinal and below in the cross section on a scale of 1:40 a cabin only with a left motor car to see the entry of the hose connection between the rotary valve (see Figure 36) and the horizontal bellows in Demonstrating motorcars. This is done via a cable which is attached to a pulley on a tension spring whose other end is stuck to the housing. (The cable end attachment on the hose is marked by a black arrow.)
As can be seen in the schematic top view, the hoses with their drawbars - only the left one is executed - are separated from the vertical bellows in side drawers. Above the longitudinal section, the area around the compressor and rotary valve in function stage B is enlarged. One recognizes the crossover of the hose bridges at the outputs, which corresponds to the reversal of the function when the track changes the vehicle.
Right down in stage B, the vertical bellows are extended and the required length of tubing has been removed by pulling it over the roller in the upper left corner of the cab (21). In addition, also in longitudinal section is shown in the scale 1: 20, a drum on which the hose is wound to the motor car and through the leaf spring coil (254) after the hose extract this can roll back again.

FIG. 38 explains below in a longitudinal section, on a scale of 1: 1.5, a model vehicle composed of four parts (three of which are shown) drawn from a single mold, and on the right a telescopic rail for the carriages in scale 1: 6 and above a rail part in the plan view in scale 1: 3. The longitudinal section right on a scale of 1: 1.5 by a motor car belongs to the vertical section above and deals with the mechanism of coupling the engine complex on both sides extending carriage. To the left of the vertical section, a variant in plan view and to the left of this in vertical section, scale 1: 3 a coupling mechanism in stadiums A and B.

The detail at the top left is enlarged to scale 4: 1 a roof rail (see Fig. 34 bottom left) again in vertical section, under the widened outer edge of the roller-like support wheel (25) via a pivot arm about the pivot (141) by pulling force from above is pivoted. This protection mechanism against lifting the vehicle from the track should also be automatically activated on a vehicle which is overtaken by another on the roof. In a 4: 1 scale side view, a toy wheel support wheel (25) is shown secured by the bracket (255).
Right still a rail with inner lateral bevel, on which a support wheel can be swung from obliquely down, which then can take over the function of the above roles.

At the bottom, in a longitudinal section, on a scale of 1: 1.5, followed by a model vehicle, which consists of four parts (three of which are shown), which are drawn from a Einzelgußform, on the longitudinal section a partial plan view, right then a telescopic rail for the slide in the scale 1: 6 and above a rail part in the plan view in scale 1: 3. The longitudinal section right in scale 1: 1.5 by a motor car belongs to the vertical section above and is concerned with the mechanism of coupling the engine complex on both sides extending carriage. Left next to the vertical section a variant in plan view and left of this in vertical section, scale 1: 3 a coupling mechanism in the stages A and B.

It was sought after a cheap solution to produce motor car and cabin or center piece of the vehicle with viable design of a mold and to corer in the longitudinal axis. For the middle piece then two parts with the cavity are screwed against each other and held together by the clip (256) between two telescopic rails. The lateral rear parts are released for the carriage movement in both directions transverse to the direction of travel and covered on the outside by glued or screwed to the Faltenbalgenden door leaves (257). The latter, but also the Tragestreben (258) on the vertical bellows at the top of the center to the housing roofs of the motor car (the right was not drawn) as well as the hinge plate (259) is guided like a bridge on the support struts and at least from the housing of the Motor car is mounted to rotate the screwed in the bow of the central axis (260), are produced as stamped parts; The hinge plate could also be drawn from the same mold and cut back if necessary. Instead of transverse inserts in the mold for the openings above in the middle part for the vertical bellows and hole milling can be made.

Only two out of perhaps eight spring struts are envisioned as a means of returning the carriages with the horizontal and vertical bellows after they have extended in both directions. Pulleys for the cables connecting the springs are fixed to the housing ends, in the doors and in the middle on the intermediate wall (261) between the two halves of the vehicle center piece; the functional concept refers to what has been said in the middle right in Fig. 35.
Only two diagonally arranged Federzugsstrecken were drawn for clarity. Especially on the plan view can be seen that right of a spring strand is subjected to pressure, by he, is complemented by sleeve guide outside, contracted from the inside at Stabführung. A cable leads from there through a hole in the intermediate wall - as a double lamella in the partial top view pulled up slightly to the right - outside on the fixed pulley (bottom right in the plan view) between the pairs of door rollers through the outside on the left locking pulley over to the smaller Zugfederblock, the above (in plan view) is attached to the housing. The longer spring blocks are in the double-walled roof area, as well as the Zugfederstrang for the same door diagonally to the above described right below (on the longitudinal section) and along the bellows (on the plan view), via pulleys in the partition (on the longitudinal section) in the roof compartment with is connected to the longer Zugfederstrang. The cable runs over (in plan view) the fixed guide roller right, then above the pairs of door rollers and on the fixed guide pulley left back between the door roller pairs to the longer Zugfederstrang right above. It is achieved so that all spring trains return the carriage extended in both directions together to the starting position. In the towing vehicle of the double-walled floor can be used for spring accommodation, which act because of the shortening of each parallel to parallel strands via a yoke spring coupled together over a single rope, as shown on the left side.

Compressor (15) and rotary valve (see Fig.36) can also be accommodated in the towing vehicle. The drums for the hose rewind of the vertical bellows with their leaf spring coils (254) (see Fig. 37) for retrieval were mounted in the bow and the stern of the middle piece. (The hose connections have not been drawn, the electrical lines can also be long distances inside the hoses, especially where they are pulled out of the center piece when lifting the towing vehicle.) With hydraulic lift one will wind control lines around the cylinders spirally.)
The example of a telescopic rail as it is drawn out right above, trying to get along with a uniform U-rail material and flat strips under slot guide for rivets. U-rail segments can also be glued in pairs one above the other or soldered (not shown).

When extending on both sides carriage not only on the door latch (38, see Fig.11) - here via Bowden cables - are mutually operated, but also locking devices (262) on the mounting plate (263) for the engine (1), which is supported by elbows (264), which are each attached to the bellows behind the door.
To the right of the telescopic rail illustration is shown for this purpose in a vertical section through the carriage of a motor vehicle, as the latter on (here) two roles of the Mounting plate for the motor with two roller-mounted boom, the two superposed and mounted on rollers angle pieces engages around. Of the two U-bolts (as locking devices 262) on the mounting plate, the lower with elbow fork to the lower left and right angle elbow is inserted into the fork for entrainment to the right, while the left U-bolt from the elbow fork of the upper angle is withdrawn to the right, as illustrated below in the associated longitudinal section. The contra-angle handpieces are mutually mounted on rollers and pull each other (here symbolized by the two small triangles) telescopic extensions out.

The variant to the left shows in plan view the angle pieces are next to each other; only one of the associated locking devices (262), here spring-loaded hooks, has been shown in functional stages A (free) and B (engaged). The locking of both contra-angles takes place naturally as well as in the previous variant alternately. Roll-up hose reels (265) are located in the bow and stern, rotatable supports (266) for attaching the motor car to the slide supports and intersecting pulleys (267) are recognizable.

With Figure 39, the idea of a model variant begins under the drive of all motion links for the track change by springs, which were previously stretched by a single engine. The figure shows in a highly schematic side view on a scale of 1: 4 in the row A the rise and in row B the descent of a vehicle between a lower (solid line) and an upper track (broken line), of a track only one Rail comes to representation. The rectangle designates the vehicle body, which is surmounted by two vertical and one horizontally extending and spreading stilts with wheels from the rear and the rear. Under the designations a, b ... f the respective switching stages for the stilt and vehicle movement are listed vertically and horizontally to the rails (cf. Fig. 45, 46); Triangles denote the switching commands made and their direction; the execution is shown in the following picture.

A) climb

• a = Streckung der vertikalen schwenkenden Stelzen;
• b = Streckung der horizontal schwenkenden Stelzen;
• (c) = Auslösen der Hilfsräder über dem oberen Gleis; c = Spreizung der vertikal schwenkenden Stelzen;
• d = Spreizen der horizontal schwenkenden Stelzen; d' = Absenkung des Fahrzeugkörpers. (durch Spannung der Federn mittels Getriebemotors).

The vehicle stands on the front lower track and the control unit issues the command:

• a = extension of the vertical pivoting stilts;
• b = extension of the horizontal pivoting stilts;
• (c) = release the auxiliary wheels above the upper track; c = spreading of the vertically pivoting stilts;
• d = spreading the horizontally pivoting stilts; d '= lowering of the vehicle body. (by tension of the springs by geared motor).

B) Descent

• b' = Anhebung der horizontal schwenkenden Stelzen; b = Streckung der horizontal schwenkenden Stelzen;
• (a) = Auslösen der Hilfsräder über dem unteren Gleis; a = Streckung der vertikal schwenkenden Stelzen;
• e = Spreizung der horizontal schwenkenden Stelzen;
• (f) = Auslösen der Hilfsräder der horizontal schwenkenden Stelzen; f = Spreizung der vertikalschwenkenden Stelzen; f' = Absenkung des Fahrzeugkörpers (durch Spannung der Federn mittels Getriebemotors).

The vehicle stands on the rear upper track with the command:

• b '= raising the horizontally pivoting stilts; b = extension of the horizontal pivoting stilts;
• (a) = release the auxiliary wheels above the lower track; a = extension of the vertically pivoting stilts;
• e = spreading of the horizontally pivoting stilts;
• (f) = release the auxiliary wheels of the horizontally pivoting stilts; f = spreading of vertical pivoting stilts; f '= lowering of the vehicle body (by tension of the springs by geared motor).

Figure 40 shows a longitudinal section in the scale 2: 1 by a standing on the lower track vehicle. It consists of the housing (16), the motor (1) for the traction drive with motor axis (2); the power transmission to the wheels (102) is not shown, as is common in railway and automotive engineering; In addition, the entire functional complex of a model railway (such as the company FLEISCHMANN, Nuremberg) could be taken over original. The invention-specific climbing functions are operated by the auxiliary motor (50) which drives via the gear (40) a bevel gear, which in turn is in engagement with a bevel gear (268) which drives the vertical axis for the moving assemblies (771,272) and the axis of rotation for the horizontal pivoting stilts (270) forms. About another bevel gear of the vertical axis, about which the stilt (269) pivot in the vertical, the horizontal axis for the moving aggregates (277,278,279) is driven. Only the front vertical pair of stilts is shown, once stretched when in wheel contact with the front lower track rail (22) and a second time in the extended position. Each vertically pivoting stilt has a hinged joint at the end and continues into a foot piece, with extensions which secure their angular position to the rail during engagement with such. The hinged grout joint (275) couples the movement of one stilt with the movement of the pair of the same plane of motion. Connecting strip (276) for the horizontal pivoting stilts is only hinted at identical shape and function. A shock absorber (281) from the housing between the stilt legs is useful in the descent in the stage of movement a and was symbolized as a compression spring in the bogy pipe segment and enlarged out again below.
Under the shock absorber, at the bottom in the middle, a plan view of a stilt end is shown with wheel and support wheel in the rail contact; In this variant, the plate and jockey wheel are at different radii in order to hear the extent of the action of the plate. The bar of the crosspiece holder (280) keeps the plate bridging the rail at a distance from the latter (longitudinal section detail above).
The wedge gate or wedge segments (273), in the middle above, serves to raise and lower the housing with the horizontally pivoting stilts in the stages of movement b 'and f' in the descent and is described in more detail to Fig.52.
The upper (282) and lower (283) cranks cause the extension of the stilts by a movement radius of 60 degrees, shown only for the vertically pivoting stilts (see Fig. 43). At the foot pieces of the vertically pivoting stilts and at the right angles bent down ends of the horizontally pivoting stilts near the wheels (102) is ever a crossbar support (280) with the leadership of the rectangular bars, each with a support wheel (25) and the plate (287 ) for the rail contact securing over it. By pulling out the horizontal extension rod (559) with plate to touch the stretching movement of the vertically pivoting stilts for the purpose of track change on the same level limit, by means of several telescopic members, the extent of movement inhibition could be predetermined. Shown is this option only for the alternative solution by means of cable with hooks (577) or eyelets at the free end between the vertically pivoting stilt and a Knopfreihe the housing for limiting the length of the rope by means of hooks or eyes.
On the electronic control unit (113), in particular for the auxiliary motor (50), sliding contacts to the horizontally pivoting (284) and to the vertically pivoting (285) stilts are shown in wire connection to the control unit. The current flow over both closed sliding contacts, which only in parallel position of Stilts is possible, is a prerequisite for the start of the up or descent program for the vehicle by pressing the auxiliary motor. For example, the control unit is in radio wave or infrared contact with a control unit (114) outside the vehicle. The switch equipment and line connection of the outer control unit to the rails (22,23) has been drawn.

Figure 41 shows at the top left a cross section in the horizontal (271,272,335) and vertical (277,278,279) acting movement units in the scale 2: 1 by a vehicle according to Fig.40 in the stage of up or down to demonstrate above all the operation of the Stützradapparates To allow the exploration of the rails during a climbing process and prevent tipping over of the vehicle by unequal loading. The auxiliary motor (50) is correctly mounted (see the plan below).
The vertically pivoting stilts have an additional bend, at the end of which the wheels are mounted. On the right, an attempt was made to mark a horizontally pivoting stilt half way. Auxiliary wheels are under the outer rail edge engaged, which prevents lateral tilting of the vehicle. On the right side, the stilt with the transverse axis and the wheels (102) is swung out slightly horizontally. The pull-out rod (559) can be seen on the left in the longitudinal section. Only the upper crank (283), which connects two opposite vertical stilts and the latter by means of the moving unit (277) by means of plunger on the operating disc (rectangle) lowers and spreads, is shown.

One of the inclined Stützradschäfte (536) is right in detail in the scale 4: 1, seen in rectangular cross-section of the broad side, drawn out. In the shaft holder (545) of the grid slide (510) can be seen, which is pressed by the leaf spring (511) in a slot of Stützradschaftes. Between upper Stützradschaftende and shank support the tension spring (509) is stretched, which pulls the shaft after the pulling over the cable pulling away the grid slide with the support wheel at the end down.

In the scale 2: 1 in the middle under the cross section left two position and shape variants of the auxiliary wheel and its plate while avoiding a continuous sliding contact with the rail surface.
On the right of it in the scale 4: 1 of which two variants of an extended rail outer edge for a safe grip under the support wheel. The edge broadening at the top adjoins the rail surface, while the lower one is staggered from the surface.
On the far left and far right designs of each support wheel shaft with jockey wheel and plate in three different height positions in a cross section in the scale 2: 1 in relation to the rail (22) and with reference to the top view of a vehicle below.
It can be seen that the inclination of the Stützradschaftes (536) is too large on the left, that when lowering the plate (287) on the rail (22) could find resistance, as is the case at the lower inclination on the right side. The dot-dashed design angles reflect the inclination of the Stützradschaftachsen. Overall, it comes with a corresponding angle adjustment when lowering the vehicle after lowering the support wheels on the rails to a pincer movement, so that the wheels (102) are last directed to the rails.

On the vehicle floor plan, the chassis (560) is shown, which connects the vehicle axles with the wheels (102). The two plate diameters on the left represent height-adjacent, the uppermost would no longer touch the rail; the right-hand plates correspond to the upper and lower ones in the projection position on the support wheel shaft. The latter touch the rail surface and can serve as a guide. As an alternative to the support wheels (25) with shortened support wheel shank, it is also possible to use brackets (581, see Fig. 60) under the cabin, which effect the placement of the wheels (102) on the rails. Under the plan view, such in the transverse and right of it in longitudinal section, attached to the housing shown. Since the stilts have already aligned the vehicle through their rail seat, only slight lateral adjustment movements are required when lowering the vehicle to the rail. The movement unit with the worm thread (535, see cross section) serves the preferred method of raising the chassis and horizontally pivoting stilts, as described in more detail in Fig.53.

In the middle of the sheet, in two cross-sectional details on a scale of 1: 1, it is demonstrated how shape variations of the plates and angle of attack to the rail can also be used to prevent the plate from being permanently rubbed on the rail. The rail cross section in the Scale 2: 1 shows a widened outer edge (288), which can increase the safety of the Stützraduntergriffs.

FIG. 42 shows the plan view of a vehicle which is about to move from a lower (22) to a higher (23) track when horizontally swinging out the stilts in the two stages (A, B). The scale is approximately 1.4: 1 The execution of the pivoting movements while maintaining the Radachsenstellung perpendicular to the track course by cables is shown only on the right side. A cable (shown in phantom) leads from a Radachsenende via the guide roller (290) near the pivot axis to the peg (289); a second cable (solid line) leads from the opposite Radachsenende via the guide roller (290) to a symmetrically mounted on the housing counter-peg.
In the extension of the horizontally pivoting stilt (470) shortens the cable shown in dashed lines, while the drawn-through cable extended by the same distance, so that the wheel axle through the intermediary of the crossbar holder (280) upon rotation of the same in a joint on Stelzendende the desired position maintains.
On the right in Fig. B, the detail of a ratchet pusher (510) is shown engaged with a long groove (554) in the over-inclined support wheel shaft (536). The long notch and the grid slide are outlined on the left in the scale 2: 1. It can be seen that the slide tongue (hatched) is pushed by a leaf spring against the cable rear right (dashed) in the notch. The long notch allows pulling up the Stützradschaftes until the jockey wheel can pass the rail edge. At the top right under A, a double-raster slider (561) is shown, of which the lower one would be to be made shortly before the stilt is raised; if the frictional forces in the weight shift during the rail change for the solution described above, a fixation in the upper grid (as sole) is not sufficient. Bottom right is shown as an alternative, as train on a sheath of the stilt on a rod to a conical sleeve around the Stützradschaft, this can pull out of the associated with the stilt holder and then allows Nachaußenkippen the support wheel and thus a solution of the rail top. About the pin, which protrudes from the stilt in a longitudinal slot of the sleeve, the stroke of the sleeve is transferred to the stilt.

Figure 43 begins with the representation of the equipment and function of the movement units in types (a, c, f) according to the various tasks by means of Federblechscheiben (or elastic plastic) in a side view approximately in natural size in different stages of functioning. The solution type of Figs. 43 and 44 is to seek the following for a readily understandable summary of the important features of the control of this type of stilt, in order to be able to shorten the description of the other variants later.
At the top left, the tongue-shaped operating means are reproduced on the discs in a vertical section on a scale of approximately 3: 1.

The triggering scheme was also transmitted radially to the disks in plan view, although for each disk (each marked by a triangle) only a maximum of three trigger points partly together, partly successively by one or more release pawls (possibly on different levels, see Fig.44 below ).
The top row shows a detent tab (496) of a surgical disc (493) before (A) and after (B) snapping into a gap (297) of the adjacent middler disc (293) from which they pass by moving the spring pawl (503, see Figs also below) can be displaced.
The row below shows a sliding hump of the spring sliding tongue (495) of a middle disc (492), on the steep flank of which driven by the drive, from right to left moving spring pawl (503) attacks and moves the disc (stage A). In stage B, the sliding contact hump of the spring sliding tongue (495) came to lie over a gap of the underlying disc, was displaced into this in from the spring tension pawl, which overtook him in this way. The grid tongue falls off hook-shaped; but their end gradually increases in a wedge shape, so that a Verrasterung only if the spring sliding tongue in the direction of their disc attachment, so the hook is moved.
Only for the representation of the disk rotation were on the side views of approximately natural size including segment slits released and drawn to better distinguish from the dashed median disc (492) the surgical disc (493) dash-dotted lines. The latter is followed by the stand plate (491), which is supported as a circular arc segment in the upper part down on the housing (see cross section Fig. 44 below). The drive means here ever a tension spring (499) was selected, although the use of compression springs would be possible. In order to accomplish the ascent of the vehicle according to FIG. 39, the tension springs of the discs become all movement units under rotation of the spring tensioning pawl (503) against the clock in three 60 degrees successively stretched and with movement of the release latch (504) in the clockwise direction, the grid between the discs at a, b, c, d actuated and the release latch (505) the eponymous between surgical disc and stand disc. (Only the functions that are operated in the respective movement unit were shown here.) In this variation, all three pawls are combined in a single one, which is in the starting position at 15 o'clock. The three pawls were each outlined in their area of action with overrunning pawls (685, top right as a cross-sectional detail with a planing insert-like spring-loaded slidable plate in the scale 2: 1). As an alternative overtaking pawls laterally pivoting pawls were still drawn out under the influence of friction in the movement, the trigger latch should be supplemented by a second bridge over the spring tension pawl, which were not shown (see similar pawls in Fig.46, 57, center right, ).
The drawer-like movable inclined plate of the overrunning pawl is displaced in the opposite direction for the portions of the spring tension pawl and the release latches, wherein pressure against the angular shoulder of the inclined plate causes a blocking and closing of the gap above the center disk or the stator disk. Electrical contact closure by the contact pins (583.584 Fig.40) after complete spring tension and after completion of a functional cycle (upper row second last presentation) is reported to the control center (467, Fig.42) to shut down the auxiliary motor.
The triggering scheme has also been radiated to the disks in plan view, although for each disk (each marked by the end of the bow line accompanying the sector movement of the pawls) only two trigger points are operated by the trigger latches. The tension spring (499) is clamped between rotatable holder (560) on the housing and a similar holder (605) on the center disc (492).

The upper two rows refer from A - C to the ascent of a vehicle in the functions a and b, ie under stilt extension. While the discs rotate freely about the axes, the pawls are entrained by the axis driven by the bevel gears (see cross section A Fig. 44 below). During the movement of the spring tension pawl (503) in the upper half of the circle between 15 and 9 o'clock the "Drawer" of the inclined plate closed by tension spring and takes the spring sliding tongue (495). During the tripping action, clockwise from 9 to 15 o'clock, the drawer is opened so that it does not obstruct the return to the starting position, regardless of the distribution of the spring-loaded tongue on the spring-loading stage.
In the illustration, the spring tension travel for a was laid on the first third of the total spring tension travel (see arrow); auspiciously, you will relocate this stage to the last third, since the mainspring for a is particularly strong and the Federspannwege partially overlap with corresponding radial graduation of the spring tongues (here starting from the middle disc) and their associated notches on surgical disc. The sector movement of the surgical disc represented by dot-dashed arcs with arrow was carried out by the preceding function d or f via the cam movement by the crank and leads to latching in the release position in all movement agglomerates of this type of operation.
Starting from stage A, in stage B, the spring tension pawl (503) has already passed over the detent gap in the operating disk and thus the spring-loaded tongue on the middle disk. The tension spring acts on the latter, but can not be effective moving, since the locking gap of the center disc has reached the lattice tongue of the surgical disc, which in turn is held at a with its lattice tongue from the surgical disc in the gap of the stator blade (491). The path described by the spring-shifting tongue of the middle disk is indicated by a solid line and arrow, the path of the gap of the center disk into the screen of the operating disk with dashed arrow.
In stage A, the gap in the center disc is 60 degrees - namely the path of the later Stelzenschwenkung - to the left (ie counterclockwise) shifted accordingly shifted is also the starting position of the grid tongue on the surgical disc to choose. Only after solving the Verrasterung between the discs of the Bewegungsagglomerates a at grid point b, the triggering pawl cause the function b in the corresponding horizontal agglomeration agile because the bottom cam could not otherwise be lifted by function a passive with the stilt during the function b.
At C, the trigger pawl (505) reaches the halftone point a when turned clockwise and "drawer" closed by spring so that the detent tab of the surgical disk is displaced from the stator blade and the tension spring is displaced with the center disk Also, the coupled operation disc rotates clockwise and the cam (592) presses the stilt downward by pressure on the upper crank (482). Only during the release of b, which serves to extend the horizontally pivoting stems, does the release pawl (504) displace the louver between the discs and release the movement of the surgical disc.

Figures A - D below provide a solution for functions c and e / d, ie for stalk spreading. In later examples, a pivoting of a protruding tab with the tension spring with one of the disks is necessary. Here is trying to save installation space by means of the movement reversal. In the example presented here, this is done by a vertical sliding rail, along which a horizontal telescopic rail with its left end with a pivot pin (686) is connected to the center disc. The right end is secured to the surgical disc by means of a pivot pin (687).
Depending on the space requirements, two vertical sliding rails framing the panes could also be used. The remainder of the mechanism and its function are largely similar to those of a and b. The operation radius and the effective spring travel have been extended by about 30 degrees for function (c) in order to trigger the ratchet slide (510, see Fig. 41) for the holding shafts of the support wheels according to function (c) for function c after spring release in a feed For this purpose, there is a segment-curved slot guide with driving pin (567) between the two discs, to effect the flow without entrainment of the stilt while the small crank lever to operate (see Fig.50, 364).
In stage A, the horizontal telescopic rail is above the axis of rotation; The tension spring (499) is still relaxed, the pawls are in the starting position. In stage B, the spring pawl (503) has rotated the center disc 90 degrees by acting on the spring shift tongue (495) on the sector line indicated by the solid line. The screen gap on the center disk was thereby rotated into the associated screen tongue (496) at d in the operating disk. The movement coupling via the above-described rail cross has lowered the cam of the surgical disk with the same in the starting position and the grid latched at c with the stator blade (491). Stage C corresponds to stage B, except for lowering the stilt to the cam already below and moving the pawls to rater point a for deployment. Of the pawls is the "Drawer" for the spring tension latch now open and the two shutter drawers are closed. In stage D, under the influence of the large tension spring, the two screened disks have rotated back through 90 degrees in a clockwise direction. With the pintle (686) on the crossbar, the pintle (687) was also raised by the center disc and rotated the surgical disc in a counterclockwise direction and lifted the stilt over the cam again into the horizontal.
Under E omitting further details, a lever linkage with a balance beam is located at the ends, each with a rod to the center disc and in the opposite direction to the surgical disc also causes a reversal of movement and thus the function of the rail cross.

For the descent of the vehicle according to Figure 44, the spring tension pawl moves clockwise and thus on the lower half disc, while the tripping be effected in the reverse direction. Above and in the middle are plan views of approximately natural size. The corresponding cross-section in the scale 2: 1 for the functions is also listed under A below. This is a mirror-image construction in comparison to that in Fig. 43 and correspondingly analogous reversed processes. Of the tripping pawls (505), b and a and finally f and of the tripping latch (504) e are triggered on the various agglomeration agglomerates (see cross-section A below). The function b not shown in the descent, which corresponds in mirror image to the function a in the ascent, but is equipped with a weaker spring, the function b 'is preceded. This is reproduced in the lower right in the plan views of stadiums A - C on a scale of 1: 2. The movement agglomerate is an operating disk without a spring having a spring tension tongue which corresponds to a gap in the stand plate (491) (not shown) and a spring tension pawl which is effective only when turned to the right. In stage B, the latch has reached the spring tension tongue; In stage C, she has rotated the latter and the surgical disc by 60 degrees. The rotation is transmitted via the right connecting pin (574) either to the wedge segments (473, see FIG. 52 above) or via an angle rod guide at a suitable location on the bevel wheels (468, see FIG. 42) to the worm thread (535), see FIG .52 below) while lifting the vehicle wheels off the rails (stage C). The return movement to the starting position via an angle bar (here the left) with start of the triggered operation disc for the function b, wherein the vehicle wheels are lowered again. The outlines of said moving parts are outlined below in a longitudinal section in the natural size.

The movement agglomerate f, as it is treated subsequently to b in side view, consists of an operating disc with spring tongue and locking gap at f in the stator blade (491, see cross-section A). This replacement for the function a has the task of absorbing the weight of the sinking vehicle. Stage A is based on already stilted stilts and tightly tensioned tension springs, which can be achieved by any relegation maneuver or by manual tuition on a first ascent. The surgical disk latched at f with the stand blade is triggered by the overtravel of the latching tongue with open "drawer" during the left movement by 90 degrees to tension the springs of other agglomeration agglomerates on the way back in right turn at f in stage B. The herabsausenden cam and vertical stilts counteract the camber movement, then the tension spring will increase again tensioned by the weight of the sinking vehicle until the locking tongue of the surgical disc at f. Stage A is thus reached again.
Regarding the upper row A - C for the function b, it must be added that for the function (a) the supply of 30 degrees has been set up in order to rotate the small crank lever (not shown) (see Fig.50,364), with the To loosen grid slide (510,594) to train and thus lower the Stützradschäfte on the stilts. The necessary scope for a rotation of the center disc before entrainment of the surgical disk granted the driving pin (567) in the curved slot of the drive plate. The spring pawl turns and acts in the lower half of the circle when turned to the left (solid arc with arrow to mark). The grid tongue on the surgical disk occurs after spring tension at b in the gap of the segment-arc-shaped stand blade (dash-dotted sheet with arrow). The gap of the drive plate occurs with the spring tension at e in the screen tongue of the surgical disk, to be freed from there at the next functional cycle (dashed arc with arrow)
The cross-section B below already calculates an alternative arrangement according to the principle for the spreading functions c, d and e, as it is carried out in the following examples, such as in Figure 45 in the second row. The following alternative solution for stalk spreading is already understood from the cross section B alone in connection with what has been said so far and the illustrations from the following examples (for example Fig. 45 second row).
One end of the tension spring (499) must be connected via a rotatable support with the surgical disk so that after tension of the other end to the holder of the middle disc by rotation of the latter counterclockwise with inhibition of the surgical disc (493) on the stop (519, top left under A) a voltage is built up between both disks. The center disc (492) by the spring tensioning pawl (503) until its latching on engagement of their entrained gap on the spring tongue of the stator blade (494) rotated at the location of the just desired function release. After lowering the cam of the surgical disc in the previous stretching function whose lattice tongue is locked at the location of the subsequent function triggering in the gap of the center disc. If now the latching of the center disc with the stand blade (494) is released by the release latch (506), then the tension spring with the middle disc also rotates the surgical disc while spreading the stilts. As the spring tension pawl rotates for the next function, the trip pawl (504) overruns the point of disk panning. If the radius of action exceeds 60 degrees, a weak return tension spring (572) must additionally be used on the center disc.
The additional pawl left has meaning only for functions in the following examples, so for the tension of an attached to the operating disc tension spring. In the following examples, the tension springs of all agglomerations of agitation are tensioned in a single turn of a spring pawl from 15 to 9 o'clock in the upper half of the circle, while the release movements take place in the lower half of the circle, in left turn for ascent and in right turn as the descent of the vehicle. By using a plurality of release pawls, two of them (namely 504 and 504) in the starting position enclosing the function points a and b, the associated movement units can be used for ascent and descent, as assumed in Figure 40 and 41, but in a widened construction (see also the cross sections Fig. 45, 49, 48, 56). The pawls attack in multiplicity on different levels.

In Figure 45 is a variant in side views in almost natural size; bottom right around a cross section in the scale 2: 1 tilted by 90 degrees.
At the top left, similar to Fig. 43, in vertical section on a scale of about 3: 1 reproduced the tongue-shaped operating means on the discs.
On the right side a functional diagram in the form of a reel on the actuation of three release pawls (504,505,506, here shown as cross bars), wherein the disc gaps in which engage the tabs are symbolized as circles, the rectangular boxes indicate blanks.
In order to accomplish the ascent of the vehicle according to Fig. 39, the grids at a and b are successively actuated by the tripping latch (504), then c and d by the tripping latch (505).
For the descent of the vehicle, the triggering pawl (505) first triggers b and a, and finally the triggering pawl (506) e and f. As shown uniquely on the left in the second row, the fastening of the tension spring is laid on an extended extension strip (502) of a disk in order to achieve a lower spring tension increase characteristic by spring travel extension. The Federspannwege for different movement units are divided into three consecutive stages of 60 degrees, which lie on different radii and can overlap something, here in the first stage. The spring tension is in this example on the first 60 degree stage by the spring tension pawl (572), the release by two in two levels, vertically and (not shown) in two horizontal planes opposite double pairs of release pawls for the rise of the vehicle in counterclockwise motion, for descent in clockwise motion .. The driving pins (508 bzw.591, see tilted cross-section) in half ring sector slot (507) of the transport disc (589) or the curved guide slot (588) in the semicircular widened base of the spring tension pawl (586) cause entrainment of the spring tension pawl only when the drive pin moved by the rotation axis (520) is in each case at the slot end. Thus, tripping movements can be effected in particular on the descent, without intervening to hinder the Federentspannungen or Federspannbewegungen by Federspannklinken. The movement of the release pawls is either coupled directly to the rotation axis movement or is transmitted via one in each case an arcuate slot (594) engaging pin on the release latches of the axis of rotation (see cross-section bottom right, in which both Federspannklinkensysteme are drawn, of which, however in each case the one is needed, if at all a slit guide is selected.) The cam (592, see Fig. 3) acting on the respective crank (482,483) for the stilt movement did not become of this - also on the later examples - for the sake of simplicity drawn separately
On the cross-section bottom right (in the scale 2: 1), the curved slot (575) can be seen in the disc with the release latches. In the arch slot horseshoe-shaped protrudes a pin, which starts from the jacket sleeve, which is moved by the axis of rotation. This device is symmetrically arranged on the side of the transport disc (589) for the release of a common pivoting movement of the release latches (503, 504, 555, 585).

On the lower right cross section (in 2: 1 scale), the curved slot (575) can be seen in the pulley with the release latches. In the arch slot horseshoe-shaped protrudes a pin, which starts from the jacket sleeve, which is moved by the axis of rotation. This device is symmetrically arranged on the side of the transport disc (589) for the release of a common pivoting movement of the release latches (503, 504, 555, 585).

In the upper row for use in function a and b, raising the stilt to the horizontal starting position at the end of the previous function, the cam (592, second picture from the left) and also the discs together with the for the function a particularly strong Tension spring (499) tilted 60 degrees. The tension spring is clamped between the movable support (500) on the center disc and on that (605) of the surgical disc. The weak return tension spring (572) between the attachment eye (S82) on the surgical disk and a fastening strip (573) on the housing is relaxed (first image from the left). The spring tensioning movement takes place via entrainment of the operating disc at the tongue of the tongue by the spring tensioning pawl (586) via the movement transmission from the driving pin (591) in the curved guide slot (588); The co-rotation of the center disc (492) in the counterclockwise direction is limited by the stop bar (587). The spring sliding tongue (495) of the surgical disk is 60 degrees of rotation when turned clockwise in front of the corresponding grid gap (497) of the intermediate disc. The tension spring (499) as well as the weak return tension spring (572) between the attachment eye (582) on the surgical disk and a fastening strip (573) on the housing are relaxed (first image from the left). The ratchet tongue (496) of the surgical disc, after rotation thereof at the spring tension by the spring pawl (586) in the first phase of the total spring-biasing movement, enters the gap of the mediator disc at a; the strong tension spring and the weak return tension spring are tensioned (second picture from the left). Interlocking between the discs maintains the strong spring tension while both discs are rotated and the operating disc cam (592) is brought into contact with the stilt's crank by the contraction of the weak return tensioner. The mediator disc is finally indexed at b with the stationary disc (494 ) verrastert (third picture). The trigger point row drawn for overview was also swiveled and the detent point (triangle) between the discs is now at a and is just reached by the first triggering pawl (504).
The surgical disc is now rotated in a clockwise direction by the strong tension spring, taking the stilt down with it (fourth image). The representation of the top row serves to present the incompleteness of the concept design, since in particular the triggering grids a and b are triggered prematurely during the return pivoting movement. The supplement is presented in the second row and in the alternative solution of an overtaking pawl (Fig.46 and Fig.49 center). The same applies to the spreading of the horizontally pivoting stilts by triggering at b.
The second row applies to the movement units for the extension of the stilts (c, d, e). The tension spring (499) is also in this case by means of the holder (500) with the center disc (492) and by means of the holder (605) attached to the surgical disc and everything rotables shifted back to the starting position in the counterclockwise direction. The bearing of the tension spring to its extension on the tab (502) applies to its attachment to all other discs (first picture). Instead of the guide slots for the driving pins of the spring tensioning pawls, here the shorter curved slot (575) is shown in the center disc, in which the driving pin for the release pawls (504, 505, 506, 585) engages. The corresponding device is for the release pawls against the latches between the stator blade (494) and the middle disc (492) and the two discs. The elastic driving tongues (593, which may be present in plurality) provide for the movement coupling between discs and release latches during the tilting movement to avoid premature raster release. The latching of the center plate with the stand plate (494) was already canceled with function b. During the spring tension for the function c with the middle plate (492) on the corresponding latch (495) by the spring tension pawl (503) counterclockwise in the second phase of the entire spring tension movement, the operation disc with its cam from the stop (519) for the crank and stilt (both not shown separately) recorded (second picture) The pawls are double contoured to their function in to indicate different levels of drawing. In the grid gap of the center disc at c, the latching of the two discs takes place; after tilting as a result of stilt lowering in function a, the center disc is latched to the stand plate (494) at d (third picture). Upon initiation of the latching at c between the movable discs by the rear trigger pawl (505), the surgical disc is rotated counterclockwise by the mainspring and carries along the stilt under extension. The functions d and e are carried out accordingly.
In the preferred arrangement, the trigger grid and design of their release pawls of Figure 46 to c; d; e) can take the device for taking the release pawls in the Scheibenkippung, since no premature release is to be feared.

On the far right in the third row, a possibility is shown to serve the functionally identical stages d and e by a single movement aggregate. When turning counterclockwise (ie when climbing the vehicle), the tripping point d is reached in the 7th and last shift position. When descending under latch rotation in a clockwise direction, the pawl (504) first releases a and b, the pawl (506) then reaches e, which is identical to d; last the pawl (585) reaches the triggering point f, while the pawl (506) occupies an empty position between d and c. The remaining drawings, including the functional scheme at the top right, assume that there are separate motion units for d and e, and the scheme just described is that b 'and b are triggered together, making it difficult to detach the support wheels from the rails.

The third row from above describes under b 'the mechanism for raising the chassis with the horizontally pivoting stilts before the descent. It corresponds to the processes already described in FIG. The vehicle lowering takes place in the stage f 'at the end of the descent under actuation of the auxiliary motor for tension of all tension springs. At the beginning of the descent, b 'is released shortly before b (for a short movement forward see Fig. 49 below, Fig. 50 above). The spring tensioning movement takes place via the spring tension pawl (503).

The fourth row shows at f the process of cushioning the stalk extension in the vertical at the vehicle lowering in descent. These processes were treated analogously in FIG.
Bottom right - tilted by 90 degrees - a cross section through the disc arrangement of both the first and the second row in the scale 2: 1 presented. Middle disc (492) and surgical disc (493) are hatched as a solid, the stand blades (491, 494) and the spring clamping pawls (503, 586) and the release latch (504) shown without hatching. The tension spring (499) is cut.
Of the rotational axis driven by the auxiliary motor (520), the driving pin (591) extends angularly into the guide slot (588) for the entrainment of the spring tension pawl (586); the driving pin (508) extends into the half-ring slot (507) of a rotating sleeve with the spring-loaded pawl (503). A further curved guide pin goes up and down from a cuff coupled to the rotation axis in order to penetrate into the arc slots (575) of the release latches ; they allow their tilting movement before and after the spring tension. The triangles symbolize the grid springs.

FIG. 46 shows an alternative solution to the problem a of the first row of FIG. also in a side view in almost natural size. Analogous to Fig.45 b 'and f, the pivotable holder (486) is fastened to the housing for the tension spring; the counter support (500) lies outside on the center disc (492) (first picture, top row). After Federspannbewegung the latter in a counterclockwise direction by the spring tension pawl (503), the latching with the surgical disc at b. At the same time, the center disc is fixed at a by latching with the stand plate (494) (a second picture). After triggering the center disc at a through the trigger pawl (505) rotate the spring washer and surgical disc clockwise and her cam (592) takes over the intermediary of the upper crank (not shown here) the vertically pivoting stilt down with (third image). The lifting of the stilt in the horizontal starting position - the cam and thus the surgical disc are thereby turned back - carried out by the lower crank in function c after triggering the latching between the center disc and the surgical disc. by operating a passing mechanism as it is developed, for example in the scheme below in the scale 2: 1. The same applies to the function b.
The overtaking pawl in the scale 2: 1 in the function stages A - E in the middle is freely rotatable about the rotation axis. In the sheath (595), the cap with wedge (596) is pushed outward by the serpentine spring wire soldered at both ends. The cap has an inner upper edge which, when lowered by the cam (592) on the Upper crank (482) locks, pushed back from the round rod (597) below, and with the lifting of the stilt (469) by means of upper crank is raised again to the horizontal.

The design of the trigger latch (504) with an inner bridge trough (602) allows, when rotated counterclockwise, the crossing of b 'without triggering; the outer bridge trough (498) of the trip latch (505) allows crossing of f without triggering. The bridge troughs are shown separately on the cross-sectional detail on the right and in the scale 2: 1 in the center right. The trigger pawl (504) triggers the vehicle ascent, so when turning counterclockwise initially the function a, then b; then the tripping catch reaches c and d, triggering both in succession. During the movement in a clockwise direction to the vehicle descent by means of the bridge trough triggers the trigger pawl (505) b 'and then b and a: the triggering pawl (506) then reaches triggering d, e, and finally f. In another rotation up to 360 degrees during ascent and after change of direction after descent, the tension springs are stretched and the latch output position is restored

The second row from the top corresponds to the function c, ie a top view. Tilting under entrainment by the stilt is preferably avoided here. In the starting position of the horizontally pivoting stilt, the "lower" (right-hand) crank and therefore also the cam can still be "below" by 60 degrees, without obstructing the preceding function a. The tension spring is clamped between the two discs. (first picture). When the center disk is rotated by the spring tension pawl, the tension spring is tensioned and both disks are latched together at c and the center disk at d with the stationary disk (494) (second image). The surgical disc was latched at c after the expiry of the function a with the stand blade (491); the stilt was turned downwards and came in contact with the cam of the surgical disc (third picture). After rotation of the release latch (505) counterclockwise to c, the patches of the surgical disc with the stand blade (494) and that of the two discs are released; the tension spring relaxes and thereby rotates the surgical disk, the detection of which was triggered at c on the stand blade (491) in the counterclockwise direction; the cam (592) stretches the stilt back up to the horizontal (fourth picture).

On the bottom right, in a longitudinal section on the left, below in a side view and on the right in cross-section, the detail of a trigger raster for the functional sequence according to a in the scale 2: 1 is given. On the cut out and bent down at an angle tongue (601) of the surgical disc (493) tiltable mallet (599) made of plastic (about Delrin) is mounted about a projecting axis at the left end, which extends through the rectangular window of the overlying median disc (492) , Lateral tongue lobes cut from left to right (603) whose end is bent upwards form on the right an abutment for the hammers. The side walls of the tub are, in the side view below (initially as a plan view), each formed by a fold (600), as they are formed after the cutting out of wide tabs (cut edges dash-dotted contoured). The edge of the window is close to the left hammer bevel, while after spring tension in the case of a centered disk, the operating disk has a tendency to move to the right in the direction of the arrow. As a result of displacement of the trigger latch (503) counterclockwise, the left hammer slope is pushed down against the spring tongue and releases the movement of the surgical disc. Replacement of the detent tab by a hammer may be required specifically for the a and f functions to more accurately define the breakaway angle of the triggers against the strong spring forces. Inexpensive one will instead of folding the tub for the hammers punch or pour out of sheet metal or plastic outside the disc and stick or solder on the disc.

Figure 47 corresponds with a side view in almost natural size on discs of the various movement units in different functional positions substantially the figure 46; however, the tension springs are replaced by torsion springs (513). The Federspannverhältnisse would also better in the stages of function a - e also in the last row shown for the function f thus aligned to a 60 degree Derhung.
In the upper row for the functions a and b, the fastening rod (515) protruding into the movement unit from the housing corresponds functionally to the holder (486) for the tension spring in FIG. 45 as a fixed spring end. The pin (516, see second row) holds the spring end loop on the center disc (492). The latching corresponds in all rows to that described with reference to FIG. In the second row for Function c, the mounting rod is fixed and moves the Zugfederende. In the center row on the right, a stretched schematic representation of the triggering scheme was reproduced analogously to that of FIG. 45, wherein the transverse bars correspond to the three trigger latches and the grid points were increased by b '. The two longer release buttons (see side view left of the scheme) can act on grid f. It can therefore be prepared by every 180 degree pivoting of the pawls, the starting position.

The figure 48 shows above two longitudinal sections through a moving aggregate in the scale 2: 1, at A in a state of acting Federspannklinken at B under switched pawls. As a drive, such as for function a, the torsion spring (513) acts between the axis near the mounting rod and the center disc (492). The grid between the discs, or a disc and a stand plate are symbolized as triangles. The spring pawls (503) and (586) are mounted on two separate about the axis of rotation (520) rotatable and transversely displaceable on this axle jacks via pins which communicate through slots along the axis of rotation with the outer-axis cylinder (528). The latter is rotated by the driving hook (525), which is entrained by the transverse to the axis displaceable oval eccentric disc (524) at Drehachsenumdrehung. Turned 180 degrees sits the driving lever (529) on the outer axis cylinder and abuts against the not transverse to the axis displaceable oval eccentric disc (526). The eccentric disc which is displaceable transversely to the axis is urged upwards by the abutment gate (522) against the compression spring (524).

The mechanism of action is explained below the longitudinal section in cross section in the functional stages A - D. In stage A, the eccentric disc displaceable transversely to the axis urges the driving hook in front of it, so that it comes to rest in the B stage before the Anstoßkulisse which abdrängt the eccentric disc, the other half as the driving hook, from the latter under tension of the compression spring. The driving lever is thus on the opposite side (the functional cohesion of both is symbolized by the representation as a continuous rectangle). In stage C, the oval-shaped eccentric disc, which is displaceable transversely to the axis on the square axle (604), can be seen with the right-hand end in projection above the driving lever. The latter is again transported by the non-transverse to the axis displaceable eccentric disc (501, see also longitudinal detail below C)) and rotated when they move him, after the stage D, together with the transverse to the axis Eccentric disc achieved. It takes place during the rotation axis rotation with the Exzenterscheibendrehung (during the triggering function) in the lower half of the circle thus no transport of the spring pawls.

The symbolized by triangles grid between the discs in the longitudinal section above are held together by the stand plate (491) and here U-shaped stand plate (494) in contact. On the other hand, spring-loaded pawls (503) and (586) are urged by leaf springs (530) (see detail between A and B below) from the discs (492, 493) and thus from the grids. This is the case on the right in stage B, while in stage A, the pressure of the rotary axis pins on the non-rotatably secured end caps (521), which press the housing, presses the spring pawls against the discs. The cap width of the upper half goes over to a lower level on the lower half.
For task solving according to FIGS. 46 and 47, the spread is made only on the right side and blocked on the left side; for the task Fig.45 Function A is blocked on the right side; in the other half, the Achsbuches is firmly connected to the axis of rotation and thus prevented from shifting; the corresponding leaf springs (530) are eliminated. The device allows tripping movements of tripping pawls on the lower functional semicircle without functional hindrances by Federspannklinken in the upper semicircle. In the case shown, however, release button would also be turned off under B; To avoid this, the Abspreizbewegung should extend to the right in Fig.45 described below Federspannklinke (586).

At the top of the longitudinal section A two brake screws (606) are shown, the shaft end is directed against the outer edge of the surgical disc. On the end of the left brake screw a rubber cap is pushed, which is directed against a profile band of the surgical disc. (A piece of profile tape with variable surface breaks is coarsely drawn out on the left.)
On the longitudinal section B is the surface interruption on the end of the surgical disc (here, for example coarsely drawn out undulating left in the section). An elastic strip between two brake screws with a fixed guide is stretched over it. In both cases, by screw rotation of the Pressure of the elastic material is changed to the irregularity of the surface of the surgical disc and its rotational speed can be influenced.

FIG. 49 shows in the stages A - C a repetition of the function a again with a different position of the tension spring; a passing mechanism in the ascent of the cam to the starting position, as described in Fig.46, is required in this solution. The tension spring is attached on the left side to a holder on the housing and bottom right on a holder on the center disc (492). The clamping movement and the radius of action are extended to about 80 degrees, with the first 20 degrees attributable to the release movement (a) of the grid slide on the vertical stilts with advance of the cam. This feed is made possible by the hook-shaped driving pin (567) taken from the axis of rotation in the guide slot (568) of the surgical disk. When vehicle ascent this release movement is irrelevant, since the vehicle so only at a lift off the rails at a.
For the release movement, the cam of the surgical disc engages the angle of a leaf spring in the guide bushing (532) and pulls them down to the triggering distance; This pulling movement is transmitted via Bowden cables (557) to the four grid slides. At the end of the train path, the leaf spring deviates from the edge of the cam and is overtaken by this. A wedge slope on the top of the cam displaces the leaf spring angle and overtakes him again to the horizontal starting position. For the sake of simplicity, the latter was depicted here as identical with the stilt position; but of course it is higher. Triggering could also be enabled by the upper crank. The small cross section right guide bush (556) expresses the leaf spring character. To the right of this, a spring-loaded rocker arm (558) with the same function is indicated as an alternative solution. The return of the leaf spring is effected by the leaf springs on the grid slides (594). Of them, one in plan view and on the right of it on a scale of 2: 1 is shown above, in engagement with a support wheel shaft (536) above the support wheel.
As shown in the extended scheme on the left hand side of the diagram, the trip point b 'was moved to the left in front of the release latch (504) in the progression to the scheme on FIG. 46, which allows a shortening of the overall release frame. The trigger button f is again on an outer radius and can only be operated by one of the two longer release latches.

Stage A shows the condition before the spring tension. The Federspannklinke at (503) effected by entrainment of the spring sliding tongue (495) of the middle disc, the movement of the grid gap (497) with the center disc to the engagement of the detent tab (466) of the surgical disc (493) in stage B at b. The surgical disc is engaged with its latching tongue in the gap of the stand blade (491) at a. After release by the pawl (504) at a stage C is reached, since the tension spring rotates the mutually verrasterten discs in a clockwise direction and first until the stop of the driving pin (567), the grid slide of the support wheels by entrainment of the elastic slide (555) through the correspondingly wedge-shaped cam triggers and then spread by means of the same vertically pivoting stilt against the rail. When function c is triggered, the latching of both discs is released. By raising the stilt in the horizontal position during the function c, the cam and thus the surgical disc is returned to the starting position.

Figure 50 shows at the top in a side view in natural size three functional stages A - C of a again, the execution of which is preceded by (a), ie the release of the locking slide for the Stützradschäfte (see Fig. 49) on the vertically pivoting stilts
Only one surgical disc is used and the use of a cam overtaking mechanism in the upward movement (for example, in the middle of Figure 46) is assumed. For grid slide release, the small crank-type lever (564) (detailed in detail above in longitudinal section on a scale of 2: 1) is rotatable connected to the operating disk near the axis. At the free end of the lever cable (549) is attached, which operates via the pulleys (566) the grid slide.
In stage A, the strong tension spring (499) between bracket on the housing left and the holder on the operating disc (493) after its rotation by the spring tension pawl (554) in the counterclockwise direction after entering the gap (497) of the stator blade (491) stretched , The clamping movement takes place in the first stage of the clamping process with a slight overstroke. The deflection roller (705) for the tension spring, which is fixed to the housing, was drawn only in A; It ensures that the correct torque is maintained even when the tension spring moves to or beyond the Drehachsenprojektion addition. The cam (592) of the surgical disc is at a slight distance above the upper crank for the stilt movement. The latter is in the horizontal starting position. The grid tongue (496) is at a from the Gap of the stand plate (491) already displaced by the release latch (505).
In stage B, the moment of passage is demonstrated, in which the tension spring has brought the cam into contact with the upper crank after a slight sector rotation of the operating disk. The small lever (564) has stretched the cable (565) maximum and the locking blade in the locking slide was thereby withdrawn, so that the associated Stützradschaft (see Fig.49, it was shown only a cable of four) was triggered.
In stage C, the rotation of the surgical disc was completed with entrainment of the stilt in the spread, the cable relaxed again.
The longitudinal section details on the top right show on the left side a double-raster slider (561), ie two locking rasters one above the other, in engagement with a support wheel shaft. On the right, the extended notch in the shaft is clearer and has been pointed to the positional relationships between rail track, the outer rail edge (488) and support wheel (25) and the plate (487) on the support wheel. The upper of the two grid slide would have to be triggered when the vehicle lifts off the rail, so that the support wheel can be detached from the outer rail edge. But presumably enough, the extension of the notch to solve the problem, since when tilting the vehicle a clamping action holds the grid slide in the lower notch half; when lifting the vehicle, the clamping action is eliminated.

The lower row also shows in side view a series of functions A - D for function c; the representation is reduced by a fifth of the natural size.
At A, in front of the spring tension, the tension spring holding device (500) on the left side of the center disc (492) on the right (605) lies on the surgical disc. The weak return spring (598) is contracted between the outer holder on the housing and the center disc (492). The functionality is easily understood in analogy to the previously explained. The intermediate disc preceding the left-hand rotation, after triggering the function c, brings the surgical disc upwards, but the tension spring - not prevented here by a deflection roller as above - exceeds the projection of the rotational axis and thus reverses the direction of rotation to the left (performed in stage C) , The initial position must be restored by the return spring. The extended tripping latch (493) with bridge would be the only one to reach the tripping point e, when in the ascent with clockwise rotation of the pawls the release pawl (494) has already released d, whereby the ascent process is aborted.

FIG. 51 shows above two longitudinal sections in the functional stages before and after raising the housing with wheels, lifting the latter from the track (22) again, with the details of the mechanism required for the function b '. Below the assigned plan views are shown. The scale is 1: 2. It was searched for a solution under altitude saving. Between longitudinal sections and plan views, a schematic functional representation is given in longitudinal section. The vertical motion aggregate (478) for function b is highlighted below for illustration.
The horizontally pivoting stems (470) abut with overlapping plates about the vertical axis of rotation (520) as seen in the longitudinal sections and are held together and supported laterally by a kind of pot between the flat axis of rotation axis and segment flats rotationally secured segment disc (553) ; the latter consists of circularly attached to the segment disc pins which provide support with discs above the pivot segments of the two stilts and below by a broken auxiliary ring (548) are held together. Fixed in height with the stilts are three circumferentially distributed Kantstifte (547), of which the rotary axis depending on a round pin, each under a bogie wedge segment (473) engages. The edging pins are height-adjustable, each in a square tube (604) emanating from the housing bottom. Two opposite wedge segments (473) are mounted under the widened operation disc (493) which is rotatable about an annular groove of the rotation axis. With the rotation of the wedge segments, triggered in stage A, the surgical disc is lifted with the wedge segments to the stage B and with it the axis of rotation and the whole associated with this housing together with wheels. The rotation of the surgical disc is visualized by a hatched segment. For orientation, details of the position of the vertical movement units are indicated. Between longitudinal sections and plan views, the process is explained schematically.

Figure 52 provides a preferred alternative solution for task b '. For this purpose, there is freely rotating about the vertical axis of rotation of the underside of the vehicle to a worm screw whose inner screw part via the connecting arm (563) with the connecting pin (574, see Fig. 45) are rotated by the surgical disk can. To save height, the latter is arranged with the pawls around the worm screw around. The outer part of a nut corresponding part (535) is attached to the bottom of the chassis (544), which is secured against rotation by means of telescopic supports (607) to the housing. The lower stage B shows the state after rotation of the inner screw member by means of the operating disc lifting the chassis and thus lifting the wheels (102) from the rails.
The auxiliary motor (25) and the transmission axis are arranged horizontally in the housing. The motor for the traction drive or the motion transmission there must also be raised with the chassis (cf. Fig.53).

Figure 53 is concerned with a solution in which a single motor takes over the functions of traction drive and manual transmission supply. With the lifting of the chassis right at the beginning of a climb or descent to another track, the drive is useless; the motor can therefore be switched to the switching mode for the movement units or the latter can be switched on.
In about natural size top is a longitudinal section and below a top view reflect, including two cross sections in the stages A and B through the centrifugal switch (right in longitudinal section detail) for switching the switching functions for the movement units. The motor shaft (2) from the motor (1) passes through a bevel gear with the hollow shaft (619) and ends in a small pinion of the gear train (611) from the output gear of the hollow shaft of the bevel gear (620) to the through the flexible shaft (613 ) connected bevel gears (613), via which the drive shaft (621) is driven as the axis of the chassis (560), and engages in the special solution case directly into the bevel gear of the axis of the wheel (102). Another bevel gear drive from the drive shaft to the wheels is on the right, all in contact with the track (22).
About the hollow axis of the bevel gear (620) is a rotor bar (615) with sliding in its slot role of a permanent magnet (see detail below) ground, which after switching as a centrifugal switch, by higher speed, in contact with the blade (616) on a disc via a further hollow axle segment, the input pinion for the transmission for the moving units (612) drives, which further reduces the speed. The gear output pinion drives via the hollow shaft (619) the bevel gears (468) for the movement units whose contours are partially drawn.

The details indicate that the runner bar (615) is in touching contact with a fixed oval permanent magnet (614), and that from the blade (616) the electrical contacts (622, 623) can be sequentially shorted upon rotation with the disk. The current flow is forwarded to the control unit (467) and fed via this a surge of higher voltage to the motor (1) and thus accelerates the rotor movement counterclockwise rapidly. When passing the back of the oval permanent magnet, the rotor is almost outside of its attraction, is displaced by the centrifugal force in the slot of the rotor bar to the outside and gets into the blade after passage of the electrical contacts (623) and drives the disc and thus the movement units while the voltage was reset by the control unit. The leaf springs (617) provide the blade movement a conquerable resistance, so that the blade preferably remain in contact with the engine shutdown. The resistance of the leaf springs is still supported by the achievement of the starting position in the movement units, since the vehicle is on the track with its weight during the shift transmission operation. To switch off the second gear, the engine is stopped at blade position in the leaf springs and very slightly reduced by Stromumpolung so that the rotor can be released from the blade contact and is attracted to the stationary permanent magnet. For handling by turning clockwise, the same applies.

Below is a schematic line drawing analogous to that of Figure 39 in side view on a scale of about 1: 5, which refers to a vehicle model according to that in Fig.58 and on the stages a and b, for example, limited.
The vertically pivoting stilts (469) are assigned to the front and rear of the vehicle two separate Kegelradzentren and corresponding movement units. The pivot joints with locks of the amount of movement (474) are mounted higher so that they divide the stilt into two parts of similar length. The near-aggregate part is lifted in a above the horizontal, which means that the working radius increases above 60 degrees. The shaft support (545) for the support wheels releases very slight tilting movements in the vertical direction; the Sperraster there were not located. The horizontally pivoting stems (470) are allocated according to the front and rear movement aggregates, which operate synchronously.

FIG. 54 shows, on the left in the scale of 2: 1, two partial cross sections rotated by 90 degrees by a spring-shift pawl (503) in the manner of a stand plate (494) with a grid point (triangle). The pawl function should be switched off in one direction. The T-shaped vaginal wall (569) runs parallel to the spring-shift pawl and the elastic spring tongue (571) leads the elastic spring-shift pawl outwards and lifts it away from the grid position when the pawl (under A longitudinal detail left)) moves upwards, i. H. moved in a clockwise direction. In the opposite direction under B, the spring-shift latch is pressed by the septum to the grid point and this activated.

Figure 55 provides a full size side view of a surgical disc (493) which is slightly rotated clockwise in stadiums A-F and lowers the upper crank (482) over pressure from sides of the sliding latch (538) which replaces the cam , The slide bar, which is shown in detail above in scale 2: 1, is guided by a leaf spring in the direction of a wedge extension on the crank to the axis of rotation; at a return through the wedge extension, it is prevented by the stationary on the housing template ring, where it is not interrupted. At the top left, in natural size, is the cross section of a torsion spring movement assembly, which indicates the position of the sliding latch (538) (the small sliding latch on the right is rotated 90 degrees).
If the surgical disc with the strip (537) is rotated as a rail guide for the sliding bolt, it takes the crank on the wedge extension with (A - B), if only weak resistance is present. (For example, at the beginning of a spring tension for the function f). As resistance increases, backward movement through the template ring is prevented (C -D). Finally, because of a gap in the template ring, the sliding bar can overtake the wedge process and thus the crank (D - E). In the return movement, the sliding bar again overtakes the wedge process and is returned from this upward to the starting position.
If in stage A the crank offers resistance because, for example, in function f the vehicle stands on the track, then the sliding bar deviates immediately and still overtakes the crank in stage A, so that the vehicle does not ignite when the function f is triggered is raised ..

FIG. 56 shows cross-sections through movement units for the functions a, b ', b, c / d and f according to FIG. 57 in scale 2: 1. For function a) (and with weaker tension spring also b), the spring tension pawl (586) the operating disc (493) moves counterclockwise to tension the tension spring (499), while the intermediate disc (492) is locked to the stationary blade (494). For all spring pawls applies in this variant that they are tilted independently by rotation in a clockwise direction by a partial radius, so that no Federschiebzungen touched and no discs during the vehicle descent in their function are hindered by them. In a side view detail in the functions a (counterclockwise rotation) and b 'tilted and thus functionally disabled, it is visible how the two opposing spring pawls with the extent of tilt limiting stops held together by the brackets (624) with the axis of rotation and you are promoted. The surgical disc has a raised rim which carries a disc on which the spring-shift tongue (495, triangle top) is mounted; a disability of the release latch (504) is thus excluded. The elastic pad (625) on the surgical disc secures by friction the tilting function of the spring pawls. The arched slots (574) with the horseshoe-shaped pins rotated by the jacket sleeve of the rotary axis, which engage in them, are also shown. They operate the tilting mechanism for the release pawls (see Fig.57, first row first and second picture).
This latter mechanism is unnecessary for the function b. The spring tension pawl (503) acts here in relation to the center disc (492), while the surgical disc is determined by an end and thus stop position of the cam (592).
In the function b ', only the surgical disc (493) is required, which is latched here with stand blade (494) as soon as the spring tension pawl (586) can escape the spring sliding tongue (495) in the gap of the stator blade (494). The grid tongue (496) is then also locked in stand plate (494) and can be triggered by the release latch (503).
For the function f to catch the crash movement of the vehicle no drive from the rotation axis is required. The tension of the tension spring (499) relative to its fixed to the housing holder is carried out with the cam movement on the operating disc under the action of the upper crank (482) to the engagement of the Raster tongue in the gap of the stand plate (491). From there it can be released through the flap (626) in a bridge recess of the release latch (504). In a schematic side view, the function of this flap was demonstrated in the upper left corner. In stage A, it closes the bridge recess counterclockwise when the catch is moved, held in position by a stop (rectangle). Stage B shows the flap turning away from the grid gap when the latch is turned clockwise.

FIG. 57 shows, on the top left, the detailed representation of engagement of the spring sliding tongue (496) of the center disc (492) in the gap of the stand plate (494) and below the deflection of a spring sliding tongue (495) into a disc gap, both under the action of a spring tension pawl (503) The stadiums A and B in the scale 2: 1, top right followed by a schematic rewinding of the trigger points within a frame whose rungs symbolize the release pawls. By adding b 'after a space after a, the frame can be shortened in comparison with that of Fig. 47 in this way. The shift of f from the row should be reminiscent of their displacement on the surgical disc.
The first row below shows functional stages of a movement aggregate of type a, b in a side view, in the second and third row a plan view and in the fourth line again a side view, in about 80 percent of the natural size. Function and presentation largely correspond to those of Fig.45 using a tension spring as a drive means. The distribution of the spring tension grid and release buttons as well as details of the pawl design differ. Accordingly, the trigger grid for b 'is still in front (in side view) or under the release latch (504) (see Aufwicklungsschema top right).

The solution is very similar to that in Fig. 45; however, two opposing spring-loaded clinics are used and the spring-biasing paths according to the peripheral ring segments on the third image of the upper row on the disc are distributed differently. The drawing can be understood by itself for the first three rows after the preceding one.

The fourth row serves the function f for catching the vehicle crash. The relatively strong tension spring stretches from the bracket (486) on the housing to the bracket (590) on the surgical disk. Spring tension by stilt raising takes place after lowering the stilt and thus the cam of the surgical disc after triggering the latching of the surgical disc with the stationary blade (491) at b '
The tension spring can be saved if an electrical contact is actuated at b '(627) upon contact by the trip latch during clockwise movement, after which the motor is switched to counterclockwise motion. The tension spring is tensioned in the movement unit for the function a and catches the camber movement; at the same time, the spring is tensioned for the function b 'and the vehicle is lowered. The mechanically sketched detail (627), in which a contact pin actuates contact (+/-) from the edge of the surgical disk only when moved in a clockwise direction, is only a visual illustration of an electronic switching operation in the control center.
The even smaller schematic side view to the far right of a disc with the switching point scale designs a release grid distribution for the independent supply of the movement units depending on the ascent and descent of the vehicle. Thus, a clear allocation to separate areas for the spring tension is possible (see ring sectors) .The release pawls with bridge recess for the trigger points e - f, which lie on an inner radius, ensures the functional separation for the two directions of movement. The four release buttons are at the same distance. The sketch leads to the operations of Fig.58 (middle and bottom).

Figure 58 above shows a longitudinal section in full size by a vehicle with a single motor (1) and two separate pivoting centers for the stilts at both ends of the vehicle. From the engine of the drive via the hollow shaft as the motor axis (2) to the transmission (611) of the first stage, from whose output via the gear coupling (628) drives the drive shaft (612) for the wheels of the driving operation. The tripled intermeshing gears of the gear coupling allows the chassis (544) to be raised and lowered. Only the two axes connecting the middle gear, each with a subsequent gear coming in cross-sectional detail below in the positions A of the raised and B of the lowered chassis for illustration. The Führungsnutbögen in the associated plate frame (629) has not been carried out, since the function of course. From the output gear of the first transmission leads a jacket pipe segment to the centrifugal switch (610, see Fig.57) and from there another to the input gear of the second transmission (612). Its output gear drives the central axis of rotation (520) to the bevel gears of the moving units, through the motor axis through the right. Each bevel gear drive for the movement units is preceded by a ratchet wheel (630), each acting in the opposite direction. The left conveys rotations clockwise, ie the vehicle down, the right ones counterclockwise, ie the ascending. Each ratchet wheel is secured against idle drive during ratchet grinding by the sprung ratchet tooth (631) mounted on a housing rail. Both ratchet gears are of course consecutively on different levels with a corresponding width of the ratchet wheel. The number of ratchet teeth must be exactly matched with the number of teeth of the bevel gears or other to maintain the synchronization of the function.
The coupling of the movement of the stilts of one side with the other of the other is done via the connecting rod (632) at the extended stilt ends. The direction of movement of the worm thread (535) must be selected in opposite directions on both sides.
The vertically pivoting stilts (475) must be connected to their axis of rotation in such a way that they also have motion in the horizontal direction, so that their wheels can follow a rail turn. The detail on the right in longitudinal section and in plan view shows such a device by means of slit guide in a Achsmuffe, as in the vehicle ob en was not executed in order not to obscure the bevel gears.

Among them are the side view examples of associated functional processes in the movement units. The first two images of the first row for the function a correspond to the function circle of the vehicle descent through the left bevel gear with axis rotation in the clockwise direction. The need for tilting the spring pawls deleted, since there is no movement in the opposite direction. For each individual function, that is to say also for a and b as well as d and e, a separate movement unit is provided, that for b 'drives down two opposite worm threads.

The third and fourth image of the first row correspond to the aggregates for the ascent in counterclockwise rotation of the axis. The first and third image correspond to the state after tension spring tension before the function is triggered, the second and fourth after the stance reduction. The remaining functional features and stages are taken from Fig.57.
The peripheral circular ring segments again show the possibility of a favorable distribution of the spring tension sectors (Fig. 3, cf. Fig.57). For the function a, even a larger functional radius of up to 90 degrees (a) is to be provided, since the vertical stilts in the swivel joint with locking (474) are raised above the horizontal (see Fig. 53 below). The trigger points a - d and b '- f were clearly pulled apart, so that the not immediate stop of the engine can be better taken into account. Two opposing spring-loaded pawls (503) and release pawls (504) are shown. As already prepared in the schematic example on the right in the third row of the disc representation in Fig. 57, the triggering points can also be contracted to the quadrants and distributed twice over the circumference, doubling the release pawls to four.
The second row corresponds to two stages of descent in function e with clockwise rotation of the pawls, the third row to the descent with counterclockwise pawl rotation, picture one again in the state of tension spring, picture two in the spring release after the operation. Particular emphasis should be placed on mounting the tension spring mount on a ledge (502) in conjunction with a washer; in the function e the center disc (492) is the force-bearing and in this functional stages detected. Upon recovery of the center disc, the bar is raised (not shown). In the fourth row, the position of the moving aggregate on the right-hand side of the vehicle was taken into account by extending the bar (502) to the left, in these functional stages on the top left.
The fifth row for function f must also be presented with a longer spring, analogous to the previous ones, which extend in the position adapted direction to the right. The first picture shows the condition before the vehicle descent, the second one after that.

From Fig.58 can be derived applicable also for vehicles with a single pivot center for the stilts variant. In this turn, the moving aggregates for the slices for ascent and descent are separated and the tension springs are accordingly stretched in opposite directions .. The difference to the previous Solutions consists in that only one spring tension and also a release latch per movement unit are present, which rotated from the zero position by 180 degrees to the uniformly fixed spring tension point (he left on the horizontal at "9 o'clock"), there encounter a stop During the inversion phase, the previously loaded functions become over half of the "clock" (for example, the top for the ascent in the clockwise direction) along the row of the The descent functions are actuated in the lower half in this example, that is, loaded by the spring-loaded pawl during the half-circle movement in the clockwise direction and triggered after a reversal of the motion.

Figure 59 returns again to the conception of the main vehicle preceding and following motor car, the devices to raise the latter to a higher track level and also to move them sideways to the parallel track to the middle part, so belong to the actual vehicle, which is designed here as a toy , Above are two longitudinal sections in natural size reproduced, A in the stage of unification on the base track (22) and B when raising the two "motor car", which need no drive. But engine with gearbox and linkage and compressor, control unit, hoses and lines of the main vehicle were not included in this demonstration of lifting frame. The vertically acting bellows (634) exit through openings slightly out of the housing roof and frame a horizontal bellows (634). The latter is attached to a cage, which is part of the frame (635) whose U-shaped bent ends in the roof area carrier of the "motor" carriage (14, 16). In stage A, the bellows (633) are folded together and the towing vehicles have rail contact with track (22), in stage B the bellows are inflated and have raised the frame with the towing vehicles. The unfolded scissor lattice (636) stops before the tipping over; the horizontal stabilization is supported by the scissor lattices (114). In the lower half the events in the elevation in stages A and B are repeated.

Figure 60 is concerned with the withdrawal of the support wheels during a track turnout passage, which takes place via a device in the vehicle, which a second device next to the rails in front of the turnout passage on and switched off after a further track to passage. At the top left, in natural size, a plan view of the details of the wheel and jockey wheel in contact with a rail is shown, and on the right, the corresponding longitudinal section. The disc (637) is no longer arranged concentrically on the support wheel (25), but with this over the bar (642) above the track rail (22). The crossbar mount (480) is connected to the axle of the wheel (102) and holds the support wheel shaft (536). At this the bar is fixed with the support wheel, the bar runs above the disc. In this way, a narrower curve guidance of the tracks can be absorbed. The position reference to Stützradschaft (536) is only indicated, the associated Sperraster was not shown.
Beginning in the middle, a mechanism for the lateral swinging out of the support wheel apparatus during the crossover of points is also outlined in detail in natural size in cross section in three stages A - C. The disk (637), which incidentally could be functionally replaced by the rail alone, is, however, shifted to the outside of the rail; this shift could be included in the mechanism. The crossbar support (480) to the wheel axle includes a roller (638) about which the axis of the support wheel (25) is pivotable about a transverse axis. However, this transverse axis is displaced peripherally in an eccentric transverse slot in the roller, which is caused by two wedges (hatched) which are connected via a linkage with a sliding tube on the Stützradachse, and leads to the fixation at a lifting point (stage A) .Vom Schieberohr angled off the gallows (639), from the cross strut of a cable to the bar near the axis of the disc extends.
The gallows end is at the beginning of the rising parallel to the track rail (22) rising (see Fig.61) inner rail as a switching gate (640).
In stage B, the wheel rolled on the rail, the boom was slightly raised and the wedges thereby lifted with the sliding tube, wherein the Stützradachse was moved centrally to the role. In stage C, the gallows was lifted from the arch of the rail accompanying the rail and approaching it so far that the angle between gallows and sliding tube behind the locking leaf spring (641) gets. If the rail switch has happened, the end of the gallows is brought back from the shortening outer beam of the shift gate system installed there according to stage C via B to A back into the locking position for the determination of the support wheel under the rail edge.

At the bottom right, a mechanism is shown at the top in a plan view and below it in the cross-section, which serves to displace the clamp (581, see Fig. 41) under the vehicle cabin into a box of the vehicle housing. As shown in the longitudinal section A, the clip ends are formed sickle-shaped, so that they are displaced when crossing the diagonally crossing switch parts against a compression spring up into the box.

FIG. 61 shows in a left-hand top plan, including in two longitudinal sections corresponding to functional stages A and B in natural, a preferred solution for traversing points by raising the support wheel apparatus in detail in association with a wheel while the vehicle has been omitted. The sliding sleeve (643) is shown below as a detail in the scale 2: 1.
At the top right, a cross section is shown by a rail and a switch template next to the rail. The sliding sleeve (643) is along the square bar (644) höhenverschieblich and has a flange in which the lever (657) is mounted with transverse axis. The lower end thereof engages supported by a tension spring in a lower (stage A) or after raising the sliding sleeve in an upper notch of the square bar, which is fixed, connected at the bottom with the axis of the wheel (102). The upper end of the lever has the cross bar (645) with roller. The latter is on the shift gate (640), the rising and falling parallel to the track rail (22). In stage A, the support wheel apparatus with disc (637) fixedly connected to the sliding sleeve is located at the engagement of the support wheel (25) under the rail edge in the function of vehicle movement to the left towards the switch (not shown). Continuing the movement, the roller is raised on the crossbar on the slope of the shift gate and initially pulled against the tension spring, the lower end of the lever from the lower notch and then raised the sliding sleeve until the engagement of the lever end in the upper notch (not shown). Stage B represents when moving to the right to the transition to the turnout passage. Still, the role is on the part of the shift gate, which rises from the left rising over the right sloping overlapping at the end. The spring bow (646) on the shift template there has detected the cross bar (645) of the lever end and thereby pulled the other end of the lever from the upper notch. The role of the lever end falls on the lower shift gate, and lets the lower end of the lever pass the upper notch. Along the lower (right) shift gate, the sliding sleeve and the Stützradapparat lowered until its detection in the lower notch further (not shown). On the top left of the control gate, the cross bar (645) with the roller on the left in stage B and on the right in stage A is shown. From the left, the elastic tongue passage (658) has already passed, through which the roller can pass during the rightward movement and leave the roofing slope. Top right, the cross-sectional detail through the template to the left of the track rail at the overlap point of the two slopes shows the passage of the right-moving roller. Alternatively, the roller on the cross bar spring-back on the slope rising from the left of the counter-slope at the point of passage could be led away to the back because to jump on the descending slope, so that the elastic tongue for the counter-movement of the roller to the left due to omission from their roofing would be omitted.

Figure 62 shows the top of a longitudinal section in natural size in the stages A to B, the lowering of a vehicle cabin on a route without track rail (about a sidewalk), while both motor vehicles still remain on the higher track rails. As the plan under A shows, an example was chosen with two parallel rails, which can be easily transferred to other rail arrangements. The telescopic column (3) between the motor vehicle (14,16) and the main vehicle (or cabin) were only symbolically indicated and all drive elements have been omitted. Of the symmetrically arranged at the vehicle corners on the bottom of radiation sources (647) are in stage A before Kabinenabsenkung after their experience on the telescopic tubes of the carriage (5) flashes of light, acoustic signals and possibly from (not shown) nozzles compressed air surges to the pedestrian warning quite perpendicular to landed. If lateral crossing detector beams (648) encounter an obstacle (649), the cabin lowering operation is interrupted. In stage B, the cabin is lowered at the telescopic columns (3). The warning signals and search pulses (the latter not shown) now go out from the motor car. The cabin doors (not shown) should remain locked until the truck is lowered; unless the cabin is immediately lifted to a new start. Another object was to provide supporting surfaces for landed vehicle parts, in addition to or instead of the wheels, in order to protect the vehicle and the ground and also to compensate for lighter irregularities in the procurement of ground. This is done via the at the corners of the vehicle parts or otherwise supported in suitably symmetrical distribution support plates (650) which are preferably resilient in nature and are provided with radiation or contact sensors (651) which report the ground contact or distance to the data processing control unit (467). As contact sensors may preferably be piezo elements in the support plates, which not only touch the ground, but also report the pressure. The support plates are lowered and lifted within shaft guides on the shaft (652).
The two lower illustrations A and B are schematic longitudinal sections along the outer edge of the cabin (cross-sectional reference dot-dash line).
The thick lines in solution A symbolize a holder within the cabin housing, which holds the auxiliary motors (50) in the gear engagement with a threaded bushing at a height. The spindles, which are rotatably mounted below in a support plate were rotated by rotation down until contact via contact in support plate (see B) at ground contact (wavy dashed line) of the control unit (467) the stop command was mediated to the associated auxiliary motor. At predetermined limits of exceeding inequality or absence of feedback of the ground contact of one of serving as a shaft (652) spindles omitted the door opening and the cabin via their telescopic columns to the motor car (top longitudinal section B) raised again. As a control instrument alone or in addition, limit value compliance in the cabin inclination can be used, as monitored by an electronic spirit level (653, at the top of the floor plan).
In variant B, the shafts with the electrical ground contacts (654) on ropes are lowered at the corners of the vehicle via pulleys, which are operated by a single auxiliary motor (50) with pulleys. A length compensation via a respective tension spring between the upper shaft end and pulley. The height difference of the extended shafts can also be picked up by a respective sliding contact approximately on the upper shaft end of a measuring point row within the stationary sleeve (656) for the shaft and reported to the control center (467). The locking bolt (607), which engages in a toothed rack along the shaft is controlled by a respective electromagnet via signals from the control unit forth (only symbolically drawn). Control cables are incompletely drawn in solid lines.

Figure 63 shows above a schematic cross section through a rail system as a semi-arcade or harp arc about the scale 1: 80 to represent a projecting from the horizontal rungs in the cabin conveying space T-rail (top) with upwardly and downwardly projecting rail-carrying leg. Between the two thighs, the rung can also continue, so that the configuration of a lying cross arises. The difference in the height distances between the track floors results from the demonstration of the equipment with different Radschwenkmechanismen. As a new variant, wheels with outer and inner track wreaths were merely exemplary. Support wheels are not essential then. Between the second highest and the highest track level, the rise of the towing vehicle over a cabin is represented by means of the telescopic columns (only two out of four are shown). In this case, for better balancing of the weight of a motor vehicle (14) on the telescopic tubes of the carriage not only so far moved to the left that the upper right wheel released from the rail contact and the climbing movement is released, but to the extent as the other motor car ( 16) approaches the higher track to the right, the motor car is extended further to the left. If the towing vehicle (14) has safe track contact, then the towing vehicle (16) is made up to the right to its own new track contact (not shown). The uppermost track level increases as the lower wheel mount is assumed to be rigid so the telescoping columns must lift the vehicle higher to cross the rail. The compensation height for the upper (right) wheel increases accordingly. Two wheels are shown in the raised and lowered state at the same time. In the example on the lower track level, the transition to a double-railed standard form with parallel rails at the same height is demonstrated. For this purpose, the lower left wheel is moved in a shift box to the left. As a mechanism, for example, a transport chain is drawn with an auxiliary motor. In areas of dense city traffic, so use in the overhang is appropriate, so at about even traffic flow in most adjacent track floors, the overload of the upper (left outer) rail by the lower left wheels by the back pressure from below on the lower part of the higher rail is balanced by the upper right wheels of all vehicles of this lower lane. The pivoting of the wheels in the longitudinal plane is effected by means of a kind of crank mechanism (see Fig. 64) instead of the transverse rocker mechanism previously shown. Right still the longitudinal section detail of a wheel (102) with outer track rim; it becomes the thought stimulated, along a track rail wheels with inner and outer track ring to increase the lateral stability to alternate.

The cross-section in the middle, on a scale of 1:40, represents a single track level with a vehicle, of which only the wheels are shown in rail contact with the associated engines and the pivoting mechanism for the wheels. The extension of the upper support bar for the rail shows that the latter ends in a wedge shape between the upper and lower running rail, while a T-rail has been selected at the bottom. On the right side of the lower retaining rung, a second rail is attached as the beginning of the transition to the later gradually widening common track on which the left lower wheel is guided with motor complex with sprout broadening to the left. For double lane wheels, an aggregate for the transverse displacement (see the bottom vehicle above) could be omitted. The same applies when using the indicated support wheel (25), which can be fixedly connected to the engine block by means of the pivoting mechanism (660) with the same of the rail in a crank movement can be approached. (The wheel could also be equipped with a double lane wreath.) As a further variant of the swing motor (662) was drawn, which would allow a separate pivoting of the support wheel. On the right side in the vicinity of the ascending rail carrier, a wheel with motor is shown, which can be turned over the chain driven by this engine transmission from the pivot lever (661) upwards (dashed line) and then comes into contact with the upper track rail. For the transition to a wider supported by the same support rail track then additional wheels are required with a rigid axle, which passively rotate only with track contact. But you can also think of the upper wheel-motor complex or a top wheel with chain drive as additional equipment to the lower on common pivot axis (the extension of the pivot lever istr dashed drawn). For swinging the wheels then only a small swing radius is required.

Below is the schematic longitudinal section through a vehicle with linear motor driven skids (102,103) in the scale 1:60 shown. The associated electrical coils and power supply lines, as known, have been omitted. The reproduced as a short thick bars pivot arms are raised to the rail contact and pivoted down to lift off the rail.

To the right of this in cross-section, a shift box for adaptation to another track width is also indicated here. The upper runner in the rail contact was drawn out as a detail on a scale of 1:30.

Figure 64 shows right above in the scale 1: 30 a longitudinal detail about the drive of two shift lever for a runner whose pivot lever (661) behind the pivot axis with an extension in the space between two frames of a horizontally displaceable rack mounted on the Is moved by a motor-driven gear on the opposite side. A shows the stage of the runner raised in the rail, B that of the runner retreat.
On the left side, A shows a longitudinal section detail on a scale of 1: 30 through a vehicle during the descent of the cabin to a lower track. The cabin is lowered by the extended telescopic columns (3). Depending on a pair of wheels (top and bottom) is pivotable about a respective crank lever to the common crank joint (663). Through the pivot axis of the shaft for a gear, which is driven by a chain of a motor (1), runs: the motor vehicle (14,16) each have a motor and the cabin two motors. An alternative is demonstrated on the cross-section below for the left half, wherein a single drive motor (1) from the cab not only their drive axles, but via the rotating telescopic columns (3) and the horizontal telescopic tubes of the carriage (5) drives, their rotation is transmitted via a clutch corresponding to that in Fig.10 on the wheels of the motor vehicle. A mechanism for crank pivoting is shown on the right in longitudinal section detail in stadiums A of the wheels retracted from the rails (22, 23) and B of the wheels in rail contact. In this case, along the housing walls, a rail wedge (664) mounted on a plate is displaced to the left by means of the hydraulic cylinder (665). In the rails cross pins (666) - which may also be wheels or rollers - engage the pivot lever, so that the latter and thus the wheels are thereby pushed up and down. The crank joint (663) is a part fixed to the housing.
The cross-section between A and B shows in stage B the transverse pins which can also rotate within the rails bordering them and the position of the mutually offset sliding wedges (664).

FIG. 65 shows in three longitudinal details on a scale of 1:40 in the movement stages A-C a mechanism for exact rail placement of the wheels (102). By means of the vertical telescopic columns (not shown) the conveyor member including the telescopic tubes of the carriage (5) and the axle with the wheel (102) so far over the rail (22) lifted that the rising end leg of the probe (668) partially under the Rail level is further displacement of the button would be lifted and thus the spring-loaded contact switches (669) closed and lowered via the control unit (467) with Stakkatoimpulsen to the drive of the vertically effective telescopic columns, the wheel, so that in right shift by the carriage, the outer flange the rail can happen (see stage B), while the larger inner wheel flange encounters the resistance of the rail (cf stage C). Thanks to the power transmission from the slide directly to the sliding cuff (670), the two parallel levers, which are hinged to fixed bars on the frame, lift the axle with the wheel until it comes into contact with the rail (cf stage C).

Under B and C, the button is alternatively replaced by the sensor (667), which transmits in horizontal radiation the distance to the rail for the pulse to the control unit and controls the placement of the wheel to stage C via the drive of the telescopic mechanisms. Instead of a larger inner flange are behind and in front of the wheel two wheels (676) used transversely to the rail, which cause the repulsion of the same when approaching from the side of the rail, so that the lever lift can be operated by the further carriage movement. To lower the wheel from the rail contact, the carriage can first be a short distance without entrainment of the associated frame thanks to the slot guide (671) tilting the lever and thus the wheel axle are lowered before the carriage is moved back with the wheel to the left (not shown) , For the lower wheels, an analog mechanism can be constructed.

Figure 66 shows bottom left in a schematic longitudinal section (A) along the rear cabin edge and right in two cross sections on a scale of 1:40 in stadiums B and C on the possibility of course on an upper rear rail under lifting the wheels of Gradually change the above lower rail above to a central cable guide. In A it can be seen that a parallel displacement of an articulated frame around the car by unequal Raising of the motors (1) driven by chains paired wheels (102) on a rising rail is effected.
The cross-sections show how the vertical telescopic telescopic supports of the frame (with the upper rail elevation see longitudinal section) are lifted by the lower rail guide (672) for the wheels. Also, the wheels with motors following a rail turn (shown in phantom) on a bar slope from stage B in a torsion groove guide (not shown) are first pivoted inward by 180 degrees on lifting on the vertical bar and then centered by means of a telescoping sleeve along the bar slope brought to the cabin. In stage C, the upper rail was replaced by the rope after the two lower rails, first the front, then the rear, were broken off. The transition from the rope to the rail phase is in reversal of the described process, the upper inner rail has the function of gravity next to collapse the side telescopic rods and push the wheels with motors down to the outside.

FIG. 67 shows in a cross-section on a scale of 1:40 even more schematically an alternative solution in the functional stages A and B. The lever angle (673) is pivotable with the motor (1) and the wheel in the cabin center at the top in the hinge joint (674) and lies in A parallel to the cabin top edge. The double flange wheel first rests against the inner upper auxiliary rail and is guided from there to the left into the rope (stage B), (the lower rails and wheels were not drawn.) The lever angle in the hinge joint (674 ) and the wheel in the hinge joint (675) is gradually turned 90 degrees to the lever angle axis. The coordination of the joint movements can be effected by separate synchronized drives, but more conveniently by an additional rod guide (analogous to Fig.14 top right). The cross-sectional detail on the left next to it shows a suspension on two ropes on rods or levers which are hinged to the cabin roof on both sides, so that in case of unequal lateral rope fluctuations the wheels (as in the position shown in dashed lines) can escape laterally. The construction also applies analogously to the standard form of a vehicle and is an alternative to the parallel guidance of two cables through a frame with lateral wheels (see FIG.

FIG. 68 outlines track-slip designs, in particular for wheels with a double-track rim, by means of a rail gap while avoiding laterally applied track tongues. The top row shows under A and B in plan view on a scale of 1: 30 two points positions of a single rail, which allow a rail change by means of the slider moved by the hydraulic piston. Underneath left the top view of a double rail track switch with slider. To the right of which two variants A and B of a track rail in longitudinal section. At A, the right end of the rail has a depression and is connected in undercut to the left rail end. In the gap by means of a slider at the bottom right-angled beveled rail segment can be inserted. When using Doppelradpaaren approximately in freight vehicles, which can not accompany the intended only on a track for passenger vehicles track deflection, as they run on multiple tracks, could also be dispensed with the just filling the gap track segment; however, the freight vehicles may only pass in the direction of the arrow. Under B, the rail forms for safety purposes by symmetrical bending a trough into which the short points segments are inserted with tongues applied from above.
The lower two rows of A to C are side views in perspective view to show that straight and curved rail segments can be folded out of and into the track gap both from the side in parallel (A from) as well as door hinged (A rear) can be folded away , At B, the bent segment is tipped down to make way for the straight rail segment (C). The levers must of course be mounted so that they have no wheel contact. The plan view on the right shows the two actuating functions of a switch with double door hinge for the bridge segments.

Figure 69 shows the detail of a wheel axle unit in plan, as far as used for a toy, in natural size. In stage A, the unit is in conjunction with the wheels (102) on a curve of the track rails (22) upon engagement of the support wheel (25) below the outer projecting rail top edge (488). The previously used for the support of the Stützradschaftes (336) on the rail disc is here replaced by the roller (677), whose axis is pivoted to and around the shaft holder (345). The latter is about the crossbar mount (480), which consists of two to one Swivel joint rotatable plates is connected to the wheel axle. The shaft holder is again drawn out in the scale 2: 1 below. In stage B, the shaft mounts were swiveled 90 degrees with the rollers and support wheels; The rollers are now parallel to the track and the support wheels are turned away from the track. The grid slide (510) for fixing the Stützradschaftes is connected to the housing (133) and the stilt and is engaged in the stage B in height position c of the spirally extending from below notch.
Right side views of a Stützradschaftes (336) are shown with its surroundings in the stadiums A in lowered and B in the raised state. It can be seen that the pivotal movement of the shaft holder via a rotation of the rectangular Stützradschaftes in its end portion is established (shown by the cross-sectional view right). The lowering of the shaft was inhibited by the kink (left in cross-sectional detail as angle) of the shaft holder outgoing leaf spring (683) in height c (not shown) until after rotation of the shaft holder in the height position b, the weight of the sinking vehicle on the Federknick over pulled the obstacle.

To the left of B, a variant of the mechanism for pivoting the roller onto the rail is shown in longitudinal section in its natural size. In a pipe connected to the housing, the round Stützradschaft is höhenverschieblich and is pulled down by the tension spring between the shaft and tube to the rail. With the lower end of the Stützradschaftes the shaft holder is firmly connected. When raising the housing, the spring sliding tongue of the grid slide in pulling over the shaft half long notch is pulled up and the Stützradschaft by means of solid tongue on the back of the bottom connected to the shaft holder guide pin, which projects into a slanted groove in the tube, rotated and with him role and jockey wheel swung from the rail. This is made possible by the initial locking of the support wheel on the rail edge. During the further housing elevation, the tension spring remains partially tensioned until the grid slide is triggered. After the release of the grid slide in the final phase, the pivoting of the shaft holder on the rail by the leaf spring (683) inhibited, a barrier that is triggered by the collapse of a vertical support on the rail. As with all such mechanisms, pivotal movements may also be effected by auxiliary motors controlled by contacts on the sliding lines or by distance sensors.

Right outside still the variant of a division into two roles, so that at right-angled axle stand to the rail, this no longer has roller contact.

FIG. 70 follows on from FIG. 64 and supplements it only by the sled telescope (678), as it (without being particularly marked there) for the cabin (21) already in FIG. 13 above (in the application GB0428483.2 ) was applied to allow a track change even when using tracks in stockade arrangement. Top left is a longitudinal section in the scale 1: 30 given, below a plan. The use on a track palisade is shown on the right in a cross section on a scale of 1:60.
The cabin (21) was moved out by means of the slide telescope (676) with left track contact, the motor car (as conveyors), of which only one axle is shown with wheels, are raised above the telescopic columns (3) and by means of the carriage ( 5) brought into contact with the upper track. The lower right rail suggests a transition into or out of the vehicle's standing form. The connecting struts (679) to ensure stability are symbolized by angles. It was not shown how the wheels of the cabin (21) were brought to the left by contracting the slide telescopes (676) and then lifted with the cabin by contraction of the telescopic columns and finally transported by contraction of the telescopes of the carriage (5) on the higher track , It is thus shown that by the telescopic tubes symbolized and represented frame not as in the previous Fig. 13, the motor vehicle must include, but also frame the cabin alone and thereby shorten.
Bottom right are in cross section in natural size (again based on the toy, but here was less thought) rail variants A - E and their application variants .. A - C refers to the increase in lateral stability by a rail channel, the A at the wheel (102) receives at B the flange and at C by the additional rail (680) offers the possibility of better water drainage.
D and E are about guiding the support wheel (25). Its friction during the track change of the vehicle is to be reduced at D by the narrow lower rail strip (681), which is located under the widened rail outer edge. In E, the support wheel engages from below on the rail outer edge. At F engage in a T-rail from above and below runners (it could also be wheels), of the pivotal bow (684) laterally on a (not shown) vehicle around like a clip the rail will be closed. Depending on the height of the attachment could be spoken in such a monorail of standing or hanging form. Under the version with runners such is reproduced with wheels, wherein the function of the wheels is taken over by the support wheels.

FIG. 71 refers back to FIG. 26 at the top left and expands it by showing an insert of the container units on climbing tracks. In the longitudinal section on a scale of 1: 40, the transport of a cargo container is reproduced in stadiums A - C, which refer to the lowering of the tracks. The object is achieved here so that the left of three containers has a load supporting the pivoting flap and between the side walls of the container telescopic tubes are installed, to the extent of Gleisse lowering these are pushed together. On the top left, a horizontal telescopic connection is still shown as an extension between the lateral telescopic tubes in the region of the (not shown) wheel axles, which allows driving on track steps with varying lateral spacing of the tracks.

Figure 72 shows at the top in a cross section on a scale of 1:40 the arrangement of two rail support pillars as a semi-arcade or "Harfenbögen" (see Figure 63 above), but not stepped, but curved and transverse struts for the track support expelling. One is to indicate a usage variant outlined on the right, which could serve the passenger traffic for psychological reasons preferentially, while freights would be conveyed inside between the pillars. The rectangles symbolize cabins. Especially street media in cities would be suitable places.
In the middle, also in cross sections, the two stages A and B of a passenger increase in transfer towers from one cabin to another are outlined.
In contrast to the operations in Fig.31 here are not the units or cabins replaced, but the seats (symbolically suspended by a suspension motor on a rack). From the center of the route, the transport device of the left cabin ends the exchange.
At the bottom left is a support pillar seen in cross section, which is designed streamlined for better air removal of passing cabins. Two lateral mirrors are designed to attenuate the perception of pillars from the cabin.
The cross-section at the bottom right should be a scale 1: 20 through a cabin, the door swung off the side exit but also release the down can. (dashed line). After opening down, seats on a hang-rope device can be lowered to the ground, which could be useful in cramped landing areas.

Figure 73 shows in the middle in cross section on a scale of 1: 80 a steel support structure are hung on the rope on two parts evacuated tubes made of light metal or plastic. The pillar of the carrier has above the bottom of the hinge connection (697) and the cross member to the gallows (691), with which the rocket (690) is connected. The girder construction is surrounded by cavities enclosing loosely built brickwork and wire struts to the steel girder of calculated limited tensile strength. The constantly maintained cabin traffic in the tubes contributes to the centrifugal force significantly to ensure that the tube system is still stable even if the support under earthquake influence falter. On the right and left of stage A, measuring arrangements are sketched; the left symbolizes the determination of limits for vibrations by a resonating rod, the right stands for deflections of a laser beam projected onto a screen and their computational evaluation. In case of disaster, the detonators (694) are detonated at the carrier foot and explosives along a prepared for separation tube seam, also for a stretch of rockets are launched. The latter lift - meanwhile the masts have also been tilted and the brickwork has collapsed - the upper tube part for a time vertical, which is sufficient that the cabins fly away by previously folded under their ground wings, which are unfolded by the air pressure to the rope tension, flying from the rear of a parachute (693) and bow and rear airbags deploy (not shown).
Under A is still clear that the linear motor rail suspended from the tube and that the cabin has laterally supporting wheels whose height movement is limited by an upper and running rail with clearance between them. The failure of the linear motor attraction - or repulsion if a running rail is inserted from below, can be collected by the support wheels., The right of the computational detection of the deflection of a laser beam on a beam measuring surface. In the case of a fierce:
In the case of violent earthquakes,

Figure 74 shows above in longitudinal section, in the scale 1: 80, in the stages A and B, the use of the tube construction under water below the normal swell. The tubes - shown here only as a simple one - lie here on supports (695) and are also carried by buoys (703) filled with air or other gas. To reduce risk, passenger cabins are inserted between load cabins, and larger sections are divided into sections, as here (at the right end) a coupling sluice having a slight rise to nearer below the water surface. In the event of a catastrophic event, the kinking site reinforced with armor plates (704, bottom right) is raised by means of the rocket (690). Between the armor plates explosives (black grains) is introduced, to counteract the water pressure and to support the bend. The tubes are under water, as shown below in cross-sections, still surrounded by another tube, wherein between two tubes pressure-gas-filled carry cushions have a buffer effect.

In the middle row to the right of the figure designation, we see on the left in the longitudinal section scale 1: 2 a toy variant, by a cabin is provided in a frame with an elastic seal bell (423) at the rear and with a (here trapezoidal) weight in the bow capsule; the latter is still surrounded by three to four wheels to the tube.
On the far right is a plan view of a piece of two hanging arms (294, see Fig.75) and the accompanying locking clip (424), below in a side view, which engage with a kink behind a (not shown) cross bar on the cab (21) can be pulled out to the same after advancing over the bar again. The vehicle was inserted into a transparent plastic tube and is propelled and sucked in by compressors (see left).

FIG. 75 shows at the top in longitudinal section, scale 1: 80, a longitudinal section through a connecting tower shortened in height with respect to the floors and with retrofitting chambers (compare Fig. 31). Such chambers are here on an elevator (699), as he is otherwise used as a paternoster lift continuously running, but would be operated in reality as a lift cage. Radially distributed over the tower many such lifts are set up and there are from the various floors to the outside slowly lowered to the ground tube sections, which are then continued on long distances (not shown). Access is via level and elevated tracks; of which three are shown on the right with vehicles in cross-section. On the left side, in a scale of 1: 40, two lock chambers with front (700) and rear (701) lock gates, here pushed away to the side, are struck in longitudinal section. In the middle in the scale 1: 40 a vehicle with wheels for the public transport type Fig.1 with left drawn releasable lock with the motor car (vgl.Fig.31) and the rail supports (702) above and below for the rails of transversely displaceable cabin , In the figure below, this cab is inserted into the frame of a vehicle with a linear motor. The parachute (693) is shown in the tailgate. At the bottom, the conversion into a conversion chamber is again demonstrated in cross-section in stadiums A and B.

If initially only a playful interest in the invention may be expected, then this should also be used educationally. Thus, in addition to the full automation of all functions such as model trains and the shutdown of the automatic transmission in sub-areas should be possible. Thus, the skill and the empathy can be promoted by the fact that about the push and pull devices can be controlled with sticks or the like; Functions on the vehicles, for example via touch switches or wind switches (see Fig. 33, center right), can also promote the mobility and the contact of the participants.

Claims (110)

1. Rail vehicle and rail vehicle components as a toy for at least temporarily driving on several tracks
characterized,
that it comprises frames and cabin or containers for receiving or fastening goods with drive motor and rail slide devices, wheels or runners, and equipped with additional rail slide devices movably mounted on the frame conveyor members, ie lifting and pusher devices and / or rotating devices that are suitable Rail sliding devices successively in lifting and lowering and moving laterally on the movement of a carriage on an adjacent track to bring all vehicle parts last there,
and also devices are provided to prepare and manufacture the correct rail seat of the rail slide devices,
wherein the tracks are at least partially elevated and usually stepped, and wherein vehicle parts such as rails adapted to the task of balancing wind pressure and weight shift during the track change and also dodge avoidance and / or use appropriately aligned turnout structures and also means to safely on tracks and also possibly to land on a track-free lane,
and wherein there is provided at least one control unit for the motors of the drive wheels and conveyors and ancillary functions, usually interacting with an inner control unit with an outer control unit, and driving the two functions of driving and driving the conveyor members and / or their motor drive may be associated with the transmission via a clutch, and wherein, in a more sophisticated design, sensor devices are operatively associated with at least one control unit inside and / or outside to maintain the safe distance to adjacent vehicles and other safety functions, including safety devices. 2. Rail vehicle according to claim 1,
characterized,
in that an outer frame connects the outer rail slide devices relative to the longitudinal axis of the entire vehicle (Figs. 1, 11-17, 19, 20, 38). 3. Rail vehicle according to claim 1,
characterized,
that on the inner frame which includes the cabin, the movement members are secured for the additional Schienengleitvorrichtungen (Fig.40.41.42,64). 4. Rail vehicle according to claim 1,
characterized,
that at least one lifting and lowering device is present as a conveyor member; in order to transport this approximately to the track height of the adjacent track (Fig.1,2,10,11,13,17,18,19-22,28,33,35-38,59,70,71). 5. Rail vehicle according to claim 1,
characterized,
in that at least one pushing and pulling device is present as a conveying member in order to displace the base frame of the rail slide device, wheels with axles or runners, along the carriage displacement axis sideways, transversely to the direction of travel, independently of the movement of the carriage as a holding element (FIGS. 3, 5, 6) , 9, 10, 11, 15, 16, 20, 21). 6. Rail vehicle according to claim 1,
characterized,
that at least one pivoting device is present as a conveyor member; to transport this approximately to the track height of the adjacent track (Fig.15,16,18,17). 5. Rail vehicle according to claim 1,
characterized,
that it has at least one support element, wheel or runner, to deviate from the direction of action of at least one rail slide device acts on such surfaces of at least one rail track, which are not claimed by rail slide devices themselves (Fig. 8, 9, 13,14, 21, 24, 25 , 27, 28, 34) 7. Rail vehicle according to claim 1,
characterized,
that it as hanging vehicles using at least one lever arm as a holding element and conveyor member, which may also have a slide function, an insert along the outside stepped support pillars over allowed (Fig.14, 20, 21, 15, 16, 39). 8. Rail vehicle according to claim 1,
characterized,
in that a rail slide device is provided above the cabin with at least one telescopic connection to the cabin, whereby an approach and removal of the rail slide devices on a track or carrying cable and by a push and pull device as a conveyor member is achieved transversely to the track course (FIGS. 17, 18). 9. Rail vehicle according to claim 1,
characterized,
that a temporarily acting on the rail slide device with wheels and axles or runners lifting and lowering device as further push and pull device and conveyor member in a carriage as a holding element, for lateral extension of rail slide devices for a little above the track rail height movement amount is present, which if necessary can also cause a tilting movement of this axis (Fig. 6 - 9, 15, 16, 18, 19). 10. Rail vehicle according to claim 1,
characterized,
that a vehicle is equipped with at least two runners for linear motor drive (Figure 15, 18-21, 28). 11. Rail vehicle according to claim 1,
characterized,
that a kind of motor-driven crawler belts are present, which enable at least one carriage a displacement of skids transverse to the vehicle main axis (Fig.20,21). 12. Rail vehicle according to claim 1,
characterized,
that it is distributed as a motor vehicle with independent rail track independent tire drive in addition to track-bound rail slide on at least two graded tracks, is brought into a symmetrical shape that a roof box after lowering the vehicle to the ground and reversing the height difference between track wheels and road wheels via a push and pull device is moved as a conveyor (Fig.29). 13. Rail vehicle according to claim 1,
characterized,
that it is provided for landing on track-free ground in symmetrical arrangement with the ground support broadening supports and with a mechanism to lower it below the means of transport and lift again (Fig.61). 14. Rail vehicle according to claim 1,
characterized,
that a fluidic valve is present, which consists of an inner supply pipe and an outer manifold with outlet openings in supply hoses to work organs, of which a pipe is moved via a screw from a motor (Fig.36,37). 15. Rail vehicle according to claim 1,
characterized,
that the fluid supply to a push and pull device as a conveying member of the carriage as a holding element is effected by a valve device in which the end of a supply line in a bore successively twice in contact after movement over two equal distance units, ie switching stages, with two distribution lines occurs whose length is determined by the distance of the distribution lines, and wherein a discharge opening is tracked by two distance units to empty only after two switching stages the previously charged with each movement line and wherein the two distribution lines are alternately connected to different working conveyor members (Fig.36). 16. Rail vehicle according to claim 1,
characterized,
that two rings are rotated as a distribution valve for the drive of conveyors into each other, one of which has two radial bores for the addition of a supply line and for a return line and the other ring radial bores for lines to the working organs, said seals the supply and discharge openings for rotating Ring are set up (Fig.36). 17. Rail vehicle according to claim 16,
characterized,
in that at least one sliding bolt is arranged in the vicinity of an annular distributor valve such that a projecting part is resiliently carried along by a part which is fastened to the rotating ring of the valve, so that the displacement of the ring can be used for switching purposes (FIG. 38). 18. Rail vehicle according to claim 1,
characterized,
that a cab, having a locking in the frame, which connects it to the rest of the vehicle, which can be opened rapidly so that the cabin is separated from the Schienengleitvorrichtungen and, if desired, can be equipped with other Schienengleitvorrichtungen (Fig.11, 22 , 28, 31). 19. Rail vehicle according to claim 1,
characterized,
that wheels as rail slide devices have an inner and outer flange (Fig.66). 20. Rail vehicle according to claim 1,
characterized,
that when distributing the rail slide of a vehicle on several tracks each track separate frame units are assigned with rail sliding devices having at the transition to each other telescopic connections which are vertically extendable, so that the horizontal position of the rail slide is maintained even when changing the height distance between the tracks (Fig .71). 21. Rail vehicle according to claim 1,
characterized,
that the conveyor members are partially made of stilts, which are pivoted by at least one motor to a hinge joint on the frame or on the cabin as a frame and in pairs an angle including mutual approach frame and raise cabin and lower at angular extension to a rail and at bear rail slide devices at their free ends and where both vertically and horizontally pivoting pairs of stilts are present (FIGS. 39-42, 53) 22. Rail vehicle according to claim 1 and 21,
characterized,
that between each two on the broad side of the vehicle opposite stilts, a rod is turned on, which can be driven by a single engine power while both stilts operated concurrently (Fig.41,53,58). 23. Rail vehicle according to claim 1 and 21,
characterized,
that between two on the longitudinal side of the vehicle in each case counter-pivoting stiles an eccentric rod connection, so that both stilts are simultaneously operated in opposite directions by acting on only one stilt motor force (Fig. 58). 24. Rail vehicle according to claim 1 and 21,
characterized,
that the stilts are driven by a motor, the same time on two approximately in the weight-balanced center of the longitudinal axis of the vehicle to each other perpendicular axes and acting on them on pawls and on these on disks, which are distributed there on their the direction of action of the stilts corresponding movement aggregates (Fig.53) .. 25. Rail vehicle according to claim 1 and 21,
characterized,
that two centers of movement from the center of the longitudinal axis and from each other are significantly removed, from which each a pair of stilts pivots in the opposite direction as the associated pair of stilts longitudinally opposed movement center (Fig.58). 26. Rail vehicle according to claim 1 and 21,
characterized,
that in coupling with the pivotal movement of stilts as movement members at least one disc is provided which is freely rotatable about an axis of rotation and if only one, then as an operating disc, via the entrainment of a functional member such as the connecting pin (574) to the worm thread (535) for the vehicle lift (FIGS. 44, 52) of at least one pawl connected to the axis of rotation becomes effective in the phase of the spring tension of other movement functions,
wherein the axis of rotation is driven by a motor, which also assumes the function of an inner control unit via the disc rotation (Fig.45-58). 27. Rail vehicle according to claim 1 and 21,
characterized,
that a spring is present as a force store for the execution of functions,
which is in communication with a disc and upon rotation of the pawl via triggering a Verrasterung between a surgical disc with a cam for moving at least stilt preferably of two stilts on the movement of a crank and a center disc or the Verrasterung between one of the discs with a stand plate Stilt movement causes or in Stelzenspreizung in vehicle descent (function f Fig.44,45,47,54,57) inhibits (Fig.45-58). 28. Rail vehicle according to claim 1 and 21,
characterized,
that a spring-sliding tongue (495, Fig.43,45) on a disc and a spring tension pawl (503,586) are provided, the latter causes by entrainment of the former in its rotation, the spring tension, wherein in the presence of a gap in the adjacent disc or stator blade, in the spring tensioning pawl can escape, the spring tension pawl can overtake the spring sliding tongue (Fig.45-58) .. 29. Rail vehicle according to claim 1 and 21,
characterized,
in that at least one latching tongue (496, Fig. 43, 45) is present on a disk or stand blade and at least one corresponding gap between the latched parts and at least one release latch (504, 505, 506, Fig. 44, 45), which pulls the latching tongue out of Gap displaces and thus releases a disc rotation (Fig.45-58). 30. Rail vehicle according to claim 1 and 21,
characterized,
that a spring tongue is reinforced by a fixed small member made of metal or synthetic, in order to secure the exact angular positions with respect to the breakaway forces (Fig.46). 31. Rail vehicle according to claim 1 and 21,
characterized,
that a clamping device is provided which acts on a disc such that its rotational movement is slowed (Fig.49). 32. Rail vehicle according to claim 1 and 21,
characterized,
that between the cam of an operating disc and a crank acting on the stilts a kind of overtaking pawl is turned on, which allows the entrainment of the stilts only in one direction of rotation (Fig.46,55). 33. Rail vehicle according to claim 1,
characterized,
in that the device for producing a correct rail seat of the rail slide devices, wheels or skids, consists of paired shanks at the end of which at least one support wheel or a type of skid is located and an obstacle, such as a disc, rod or a roller, transverse to the track Lowering the shafts after triggering their grid on both sides of a skewed guide each in a shaft holder, which communicates with the housing or with motion links, the shafts approaching from both sides of the rails to the next of the rails sets and lowering the vehicle cause an increase of the shafts in the shaft holder in
with the Stützradpaare or runners close like a pair of pliers around the track and thus last put the rail slide devices perpendicular to the track (Fig.40,41,42,49,50,69). 34. Rail vehicle according to claim 1,
characterized
that support devices, wheel or runner, are brought out of the rail area by a mechanism during the crossing of switches (FIGS. 27, 28, 33, 60, 61). 35. Procedure with rail vehicles also as toys,
characterized,
that they included on adjacent tracks by means of height and sideways displacement of additional rail slide devices using at least one conveyor member with drive and means for producing and securing the track contact, control means for all mentioned functions, at least temporarily moving on at least two tracks and then on at least one adjacent track can exceed, move,
where the Vielgleisigkeit can also be used for freight transport to load distribution and then without exceeding on other tracks. 36. The method of claim 35;
characterized,
that an extension of the carriage for the displacement of a rail slide device with wheels and axles or runners in both directions by a single push and pull device in conjunction with the carriage as a partial conveyor member can be done by this device at their ends mutually, on each side in opposite directions, with the housing of the rail slide or on the carriage is locked as a supplementary conveyor member (Fig.5, 20, 35). 37. The method of claim 35;
characterized,
that at least one conveyor member for a rail slide device is preferably pivoted out of a position along the vehicle longitudinal axis and thereby has at least two sections, all of which are vertically and laterally pivotable from their attachment to the vehicle to the rail slide on the opposite end with engine power and in this way their Rail slide can be brought into contact with another track and re-folding of the conveyor members can retighten the rest of the vehicle (Fig.15,16) 38. The method according to claim 35,
characterized,
that are conveyed from behind and along the direction of travel in a vehicle conveyors with rail sliding devices so that they are approached by engine power each other in the vertical or horizontal and the vehicle can be raised at least to the height of the next higher track or laterally moved there (Fig 16:39). 39. The method according to claim 35,
characterized,
that for the actuation of conveyors on storage forces such as springs or compressed gases is used (Fig.35-39,59). 40. The method according to claim 35,
characterized,
that of the angle of attack of the longitudinal axis of a rail slide opposite the total vehicle longitudinal axis is adjusted to the curvature of the underlying track section for purposes of track change by means of a mechanism before the rail slide is lowered onto the track (Figure 11, 12, 33). 41. The method according to claim B and ??
characterized,
that the correct seating of the rail slide devices is ensured when they are lowered on rails by the fact that sensors are directed to the rails,
grasp their course and act via a mechanism on correcting the angle of attack of the rail slide devices of the moving members to the rest of the vehicle. (Fig.11,12,33). 42. The method according to claim 35,
characterized,
in that the alignment of a rail sliding device connected to the next vehicle part by means of a joint is effected over a rail track curve with a limited pivoting radius of the rail slide device under the force of attraction of at least one magnet on the track rails (Fig.33). 43. The method according to claim 35,
characterized,
that a vehicle with the capacity of a cabin exceeding loads is constantly supported by distributed on several tracks rail slide devices (Fig.25,26). 44. The method according to claim 35,
characterized,
that for a load redistribution in particular on the ground-level track rails a tensile measurement in the sense of molecular stress at least at one point, which affects the weight transfer to a rail slide device is made and compared in a computer with the measurement results of analog measuring points with effect on the other locomotion devices, to send commands to conveyors between load bearing parts with effect on locomotives, their length in the sense of Objective of a congestion avoidance and a load redistribution particularly affect the near-ground track (Fig.30). 45. The method according to claim 35,
characterized,
that a vehicle is supported by rail slide devices at least temporarily on height graded tracks (Fig.15,16,25,26). 46. The method according to claim 35,
characterized,
that a holding or land track of the track is omitted or interrupted and vehicles are lowered after actuation of at least one sensor device for testing the suitability of a landing site and at least one warning device on the ground, and at least one measuring device, which has an approximately occurring on landing skew the cabin can be determined to possibly cause a landing on the control unit and the drive means of the conveyor members (Fig.62). 47. The method according to claim 35,
characterized,
that the pivoting movement of the stilts as movement members via a cam on a rotating under spring force about an axis working disk, which can also be done indirectly via Verrasterung with a median disc by means of trigger tongue on at least one stilt after the spring on the rotation of a Federspannklinke had been clamped on a spring tongue on the operating disc or in the second case on the center disc,
wherein a premature rotation under spring tension is prevented by latching at a trigger point and depending on the upcoming function and locking devices on fixed slats against one of the disc are effective, and wherein each functional unit, ie each movement unit as inner control unit with other motion units by a preprogrammed sequence of tripping points is combined on the discs and the trigger points for the swivel movements required for track changes are distributed over each one of the discs of each movement unit, that during the synchronized orbital motion of the triggering latches, the required operations are triggered sequentially (Fig.45-58). 48. The method according to claim 35 and 47,
that the movement units for the rise and for the descent of the vehicle are each assigned to a direction of rotation of the spring tension pawl, the direction of rotation of the release latches of the opposite direction of rotation (Fig.45-58). 49. The method according to claim 35 and 47,
characterized,
in that the springs of all the moving assemblies are tensioned in one direction by the rotation of the spring pawls while the release pawls are actuated in opposite directions for ascending and descending the vehicle (Figs.4, 43). 50. The method according to claim 35 and 47,
characterized,
that a reversal of the rotational movement of the surgical disc in relation to the rotational movement of the intermediate disc is effected via a type of lever device (Fig.43). 51. The method according to claim 35,
characterized,
that during the traverse of rails by rail slide devices and for the production of a new rail contact during the track swaying movements of the transverse axes, ie transversely to the direction of travel, the rail slide devices are effected by a mechanism (Fig.6,7,8,9). 52. The method according to claim 35,
characterized,
that during the traverse of rails by rail sliding devices and for the production of a new rail contact during the track change crank movements of the transverse axes, ie longitudinal to the direction of travel, the rail slide devices are effected by a mechanism (Fig.63,64,65). 53. The method according to claim 35,
characterized
in which, after the horizontal displacement, a wheel is prevented from being vertically displaced by means of a drive device into the rail, the wheel being further displaced by a type of stop extending from the wheel axle, and, when the horizontal sliding movement is continued, being displaced vertically with the housing; causing the wheel to approach the rail (Fig. 66). 54. The method according to claim 35,
characterized,
that the grid which blocks the Stützrad- or runners shaft is triggered by the coupling to a partial rotation of a disc, which initiates a corresponding ascent or descent movement of the vehicle (Fig.49,50). 55. The method according to claim 35,
characterized,
that overrunning pawls are used, which are effective only one direction of rotation (Fig.43,44,46,54,56). 56. rails for multi-track traffic, including as toys,
characterized,
that they are adapted by special shaping of the task, resulting from the soft-free track change and the at least temporary multi-lane housing of vehicle parts and also from the fact that the tracks at least in sections and are usually stacked one above the other elevated to compensate for wind pressure and weight shift in particular including devices to avoid conventional switch points and to be able to make side changes of track. 57. rails according to claim 56,
characterized,
that at least one surface that are not occupied by the Schienengleitvorrichtung are for contact with support elements, wheel or skid adapted (Fig. 8, 9, 13, 14, 21, 24, 25, 27, 28, 34). 58. rails according to claim 56,
characterized,
that instead of conventional switches with horizontally crossing track tongues as track branching device there is a track gap which is closed by the insertion of straight or the direction changing rail parts (Fig.68). 59. rails according to claim 56,
characterized,
that at least one rail has a kind of vertically acting hinge joint and a device for lowering to a lower track to allow a track change. (Fig.27). 60. rails according to claim 56,
characterized,
that ever an outer track rail of a track carrier has the shape of a lying T on the track carrier and both a share for driving from above and such for driving from below, possibly also from the side. (Fig.63,70). 61. rails according to claim 56,
characterized,
that gutters are used to receive wheel components (Fig. 70). 62. rails according to claim 56,
characterized
that have a widened outer outer edge, in order to secure the under reaching of a support wheel and also to allow a grasping by a rolling from below support wheel or a clamp. 63. rails according to claim 56,
characterized,
in that a rail edge has a narrower lower edge in order to reduce friction during contact with the support wheel or clamp. 64. rails according to claim 56,
characterized,
that two suspension cables are present and joints on the motion links to the frame, to compensate for the changing distance between the two support cables for the rail slide on the support cables (Fig.67). 65. Travel rails according to claim 56,
characterized,
that are present around the embedded in plastic linear motor components of a support cable, which serve to drive at least a linear motor skid (Fig.28). 66. Multi-track track layout as a traffic procedure, also for toy use,
characterized,
that the tracks are laid at least in places in different height levels parallel and preferably elevated (Fig. 2, 11 - 21, 25 - 29, 31, 34, 39). and structurally solve the problems of spatial confinement by the nature of the rail and carrier arrangement and design and thereby meet the nature and shape of the vehicles and the economy. 67. The method according to claim 66,
characterized,
that one of the two track rails one is mounted higher on the rising leg of the support pillar as the other on a further horizontal outwardly extending legs, the rail slide of the track rail rests on the horizontal leg from above, the track rail on the ascending column legs, however, usually from below in ascending order (FIGS. 6, 7, 13, 14, 15, 16, 17, 18, 20, 21, 22, 25 - 27, 29, 32, 39) 68. The method according to claim 66,
characterized,
that the carriers for the ascending and descending track steps are joined together to form an arcade (FIGS. 25-27) 69. The method according to claim 66,
characterized,
that at least two arcade arcs are joined together next to one another to form a functional unit (FIG. 27). 70. The method according to claim 66,
characterized,
in that the carriers for the ascending track steps are set up as a semicircular arc (FIGS. 2, 16, 18, 19, 21, 25, 32, 63, 71, 72). 71. The method according to claim 66,
characterized,
that two Halbarkaden be paired together so that their curvature faces outward (Fig.72). 72. The method according to claim 66,
characterized,
that one of the two track rails one is mounted higher on the rising leg of the support pillar as the other on a further horizontally outwardly extending leg, the position of the rail slide railable surface of the track rail rests on the horizontal leg from above, that of the track rail on the ascending column legs on the other hand, pointing downward (Figures 6, 7, 13, 14, 15, 17, 18, 20, 21, 22, 25-27, 29, 32, 39). 73. The method according to claim 66,
characterized,
that on a stepped buttress on at least one stage two parallel tracks are present, wherein the outer roof of the upper inner track protrudes from other tracks on the same but next higher pillar level (Fig.16). 74. The method according to claim 66,
characterized,
that on curved support pillars their curvature arc outwards at intervals corresponding to the height levels holding arms are attached as a rail support (Fig.16,73). 75. The method according to claim 66,
characterized,
that at least one carrying rope is used instead of a track rail, wherein when passing through the rope sag, the horizontal cabin position is compensated by a lifting and lowering device (Fig.28). 76. The method according to claim 66,
characterized,
in that a load-rope-enclosing runner with linear motor devices has parts held by swing arms extending from the vehicle, which parts disengage from carriers for the carrying cable and release a slot which serves for the mounting rail fastening (FIG. 28). 77. The method according to claim 66,
characterized in that the number of track steps changed while the tracks are arranged on and descending (Fig.26). 78. The method according to claim 66,
characterized,
that with a constant number of track steps the height is gradually reduced, so that a transition to parallel tracks is achieved (Fig.25) 79. The method according to claim 66,
characterized,
that the Gleisstufenhöhe viewed at least from the vertical section of view is uniformly reduced except the lowest of the desired level to allow for distributed on multiple tracks their transition to parallel tracks on the same level, this process can also be reversed to come out of a track level (Fig .25, 26). 80. The method according to claim 66,
characterized,
that the interior is used between carrier arcades for track rails for transport purposes, while the passenger traffic is mainly handled on the outside space (Fig.17,72). 81. The method according to claim 66,
characterized,
in that the position of the rail-contacting parts of the rail slide devices, wheels or runners, are aligned with the tracks when the angle of the transverse vehicle axle changes to the respective horizontal horizontal track on the perpendicular to the track, even if the transverse vehicle axle is inclined (FIGS. 25, 26). , 82. The method according to claim 66,
characterized,
in that the means of locomotion of a vehicle using more than one track are held perpendicularly when the track height is reduced, ensuring the connection of the rail sliding devices with the vehicle parts laying above each by at least one conveyor member which extends according to the reduction of the track inclination to incline to avoid the transverse vehicle axle (Fig.25). 83. The method according to claim 66,
characterized,
that during the transition of a vehicle from the stationary to the hanging form and vice versa and this only with rail sliding devices, wheel or skid, the one side with their fastening devices, viewed from the cross section, are moved from a side to an approximate center position to the vehicle , 84. The method according to claim 66,
characterized,
that during the transition of a vehicle from the stand to the hanging form or during the change between a track with higher and lower rail and one of rails on the same level three or four rails are used at the same time per track level (Fig.26,27,31 , 75). 85. The method according to claim 66,
characterized,
that only one rail is used per track stage (FIGS. 18, 70). 86. rail vehicle as a toy,
characterized,
that it comprises cabin or container for receiving or fastening goods with drive motor and rail slide devices, wheels or skids, and equipped with additional rail slide devices movably mounted on the frame conveyor members, ie lifting and pusher devices and / or rotating devices, which are suitable, the rail sliding devices in succession lifting and lowering and sliding sideways movement on an adjacent track and joining all vehicle parts there last, and also providing means to prepare and manufacture the correct rail seat of the rail slide devices;
wherein the tracks are at least partially elevated and usually stepped, and wherein vehicle parts such as rails adapted to the task of balancing wind pressure and weight shift during the track change and also dodge avoidance and / or use appropriately aligned turnout structures and also means to safely on tracks and also possibly to land on a track-free lane,
and wherein there is provided at least one control unit for the motors of the drive wheels and conveyors and ancillary functions, usually interacting with an inner control unit with an outer control unit, and driving the two functions of driving and driving the conveyor members and / or their motor drive can be combined via clutch with gear,
and wherein, in more sophisticated design, sensor devices are operatively associated with at least one interior and / or exterior control unit for maintaining safety distance to adjacent vehicles and other safety functions, including safety devices and including the possibility of switching to a rail system transparent tubes to change or supplement the drive equipment to operate. 87. Rail vehicle according to claim 86,
characterized,
that connected as support elements for the track rails by means of couplings knee or stair parts are present (Fig.32). 88. Rail vehicle according to claim 86,
characterized,
that the horizontal legs of the support elements for the track rails have depressions and / or projections in order to ensure an accurate lateral track spacing (Fig.32). 89. Rail vehicle according to claim 86,
characterized,
that wire bow bent several times stepwise and then angled back to the side serve as a rail carrier (Fig.32, 34). 90. Rail vehicle according to claim 86,
characterized,
that a motor as a drive device and an intermediate centrifugal clutch are present, wherein the motor takes over both the drive of the wheels for the drive than those least another function (Fig.53). 91. Rail vehicle according to claim 86,
characterized,
that seemed Windwärts a type of spread open brackets are mounted in order to adjust the correct rail seat during lowering onto the tracks, (Fig.60). 92. Rail vehicle according to claim 86,
characterized,
that roof track rails are present, which extend over at least one vehicle part away in the arc along the rails to almost at the level of these track rails to allow evasion of a subsequent vehicle (Fig.34). 93. Rail vehicle according to claim 86,
characterized,
that a vehicle housing in the production in casting or punching technology laterally to Direction of travel has at least one gap for receiving the side carriage (Fig.34). 94. Rail vehicle according to claim 86,
characterized,
that it is equipped with a sealing bell and tube-like air pressure differences is exposed in transparent tubes as rails (Fig.74). 95. Rail vehicle according to claim 86,
characterized,
that as a wind switch, a membrane is present, in the movement caused by the influence of the blowing electrical contact closure and thus at least one function of the vehicle is affected (Fig.31). 96. Procedure with rail vehicles as toys,
characterized,
that body parts with rear or bow contours are used four times each for each vehicle construction, namely at both longitudinal ends of the vehicle and for covering parts of the conveyor members (FIG. 38). 97. The method according to claim 95,
characterized,
that the track rails raised between the carrier elements are held together and supported by means of clamps from below (FIG. 32). 98. Rail vehicle equipment for the mediation between local and regional traffic as well as long-distance and high-speed traffic, also as toys,
characterized,
that at least one device for persons, cabins or freight containers is present as part of a conversion chamber for moving said vehicles into a related vehicle or for exchanging the rail slide devices of a vehicle and for enabling rapid transportation in a partially evacuated tube under appropriate safety precautions (Fig. 72.75). 99. rail vehicle device according to claim 98,
characterized,
that for conversion or conversion, a tower-like building is used, in which there are radial distributed elevators to bring vehicles to different floors (Fig.75). 100. Procedure with rolling stock in the connection between local and regional traffic and long-distance and high-speed rail transport,
characterized,
that at least passenger vehicles on tracks preferably in connecting or retrofitting chambers are brought so close to each other that a direct overshooting or moving people or transport parts of a vehicle in another is possible (Fig.31,72,75). 101. safety device in rail transport,
characterized,
that means for holding in the event of a fall or to avoid a collision means for changing the position or to maintain the situation and to solve such means at least people from their connection with the accident vehicle or cabin from the track, taking into account the specifics of the vehicle and rail construction which are connected in the elevation of rails or their shipment in partially evacuated tubes (Fig.31). 102. Safety device according to claim 101,
characterized,
that at least one cable is present as a holding means to be attached to persons, seats or cabins in cooperation with special devices for solving the vehicle, with the other end on or over a carrying cable while driving is carried to a capture in case of disaster after actuation of a Solution mechanism of the rail or the vehicle, if necessary, to allow (Fig.31,72). 103. Safety device according to claim 101,
characterized,
that partially evacuated tubes are suspended in lightweight construction as a carrier depending on at least one inner rail of carriers as holding means, in relation to earth movements are constructed yielding (Fig.73). 104. Safety device according to claim 101 and 103,
characterized,
that the tubes have in sections a longitudinal seam as a predetermined breaking point as a solvent that raise with the help of explosives and at least rockets, the upper half pipe section in case of disaster to release cabins. (Fig.73). 103. Safety device according to claim 101,
characterized,
that a cabin is equipped with auxiliary wings as holding means, which unfold in the event of a disaster (Fig.73). 105. Safety device according to claim 101,
characterized,
that for underwater use, a further tube is provided as a holding means, in which the part-evacuated transport tube is elastically mounted (Fig.74). 106. Safety device according to claim 101,
characterized,
that tube sections are stored in ascending and descending manner as holding means in the underwater application, supported by means for articulation by means of articulation in the direction of the water surface as means of the solution from the track (FIG. 74). 107. The method according to claim 66,
characterized,
that for a more pleasant pillar passage the latter are designed streamlined for the airstream or provided with mirror devices (Fig.72). 108. The method according to claim 66,
characterized by
that containers for postal and parcel delivery are transported on at least one separate rail, which takes place in Arkadenbauweise preferably in the ridge area (Fig.17).

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