CN111527018B - Monorail train - Google Patents

Abstract

The invention relates to a running gear (100) for a monorail train having a main direction of travel, comprising four load wheels each having a load wheel axle and a free space for an intermediate guide (220), wherein the four load wheels are arranged in pairs as a first load wheel pair (111) and a second load wheel pair (121) which are coaxially mounted, wherein a free space for the intermediate guide (220) is formed between two load wheels of the first load wheel pair (111) and the second load wheel pair (121). The first load-bearing wheel pair (111) is connected to the second load-bearing wheel pair by means of a pivot shaft (140) in such a way that the first load-bearing wheel pair (111) can be pivoted relative to the second load-bearing wheel pair (121).

Description

Monorail train

Technical Field

The invention relates to a running gear for a monorail train having a main direction of travel, comprising four load wheels each having a load wheel axle and a free space for an intermediate guide, wherein the four load wheels are arranged in pairs as a coaxially mounted first load wheel pair and a second load wheel pair, wherein a free space for the intermediate guide is formed between two load wheels of the first load wheel pair and the second load wheel pair.

Background

The invention relates to a monorail vehicle which travels on a single track or a single travel beam for transporting passengers or goods.

The structure of monorail trains comprises a number of aspects to be considered. Important criteria are, for example, the maximum number of persons or the volume or weight that can be transported on a monorail train per operating meter (Laufmeter). The higher the value, the shorter the monorail can be built. This again results in a shorter construction of the station, as a result of which costs can be saved overall. In particular for the transport of persons, this basically means that as large a free area as possible is available per travel meter, taking into account the structure of the car.

Another standard is the construction of the track or running gear of the monorail. The rail should on the one hand be designed for sufficiently high speeds and on the other hand be as light and simple as possible in construction. Furthermore, track-type switches (weiche) should be as simple as possible to construct. Already with a small weight saving, a large amount of material and thus money can be saved.

The running gear is to some extent a connecting member between the capacity requirement and the track type requirement. The running gear should achieve high running stability, high load-bearing capacity and sufficiently high speeds with a structure that is as simple and low-maintenance as possible. Furthermore, the running gear should be able to travel through the smallest possible turning radius with the least possible friction and high running stability. In particular, the running gear should be designed compactly so that it occupies as little space as possible inside the passenger compartment.

By guiding the load wheels on the lateral running surface of the T-shaped rail, while laterally supporting the running carriage (Laufwagen) with the guide wheels, a particularly compact running carriage can be achieved.

Such a running carriage is known, for example, from DE 2807984 a 1. This document relates to a monorail vehicle having a derailment-proof turntable which is guided on a rail beam by means of running wheels and lateral guide elements. The rail beam has an asymmetrical double-T-shaped cross section with a foot part which is wider than a head part, and wherein the head part is arranged between the running wheels, while the two side surfaces of the head part form running surfaces for the guide wheels. The side of the head part which serves as a running surface for the guide wheel is located substantially above the running wheel. The axes of the guide wheels are vertical and the axes of the running wheels are directed horizontally. Thereby achieving a low center of gravity of the vehicle. Furthermore, the center of gravity of the rail beam is close to the running surface of the loaded running wheels.

A switch consists of a platform with a single track segment at one end and two track segments at the opposite end. The two rail sections into which the head part and the web of the rail beam branch off have two segments connected to a rotation pin, which are rotatable about an axis directed perpendicular to the platform.

GB 896154 a also discloses a monorail car system with load-bearing wheels and horizontal lateral wheels, whereby a small structural height of the cars and rails and simplified lateral guidance are achieved. The track has an inverted T-shaped profile. The track is constructed of reinforced concrete. The carrier wheels are guided on the surface on the sides of the track. The upper part of the rail may be made of structural steel, for example as an I-shaped carrier. This is particularly advantageous if a steel wheel is used instead of a rubber wheel. The driving is realized by a motor. In addition, side wheels are provided which can be exactly perpendicular or inclined by 10-15 °. One car comprises two load wheels each and at least one pair of stabilizer wheels per side.

A disadvantage of the known monorail trains is that their running smoothness is too low. This disadvantage, in turn, leads to the running gear being unsuitable for sharp cornering and the running gear being subjected to high mechanical loads.

Disclosure of Invention

The object of the present invention is to provide a running gear for monorail trains belonging to the technical field mentioned at the outset, which running gear has a high degree of running stability in a compact design and at the same time a high load capacity.

The solution of this object is defined by the features in which a running gear for use in a monorail train for transporting passengers is proposed, which running gear has a locomotive body which is arranged in operation above a rail, which running gear comprises four load wheels, which each have a load wheel axle and a free space for an intermediate guide, wherein the four load wheels are arranged in pairs as coaxially mounted first and second load wheel pairs, wherein a free space for an intermediate guide is formed between two load wheels of the first and second load wheel pairs, characterized in that the first load wheel pair is connected to the second load wheel pair by means of a pivot axle in such a way that the first load wheel pair can pivot relative to the second load wheel pair, and wherein the pivot axis is arranged perpendicular to the main direction of travel and perpendicular to the load axle. According to the invention, the first load-wheel pair is connected to the second load-wheel pair by means of a pivot shaft in such a way that the first load-wheel pair can be pivoted relative to the second load-wheel pair.

In the following, the following component of a carriage or a locomotive (Triebwagen) of a monorail train is understood to be a running gear, which component carries the body or the locomotive body. The running gear in an electrically driven monorail train may also comprise an electric drive comprising an electric motor.

The expression "monorail train" is understood to mean a train for transporting passengers and/or goods, which is guided on or under a single track, i.e. an elongated travel path. In a preferred embodiment, this is a monorail train, in which the vehicle body or, if appropriate, the locomotive body is located above the rail during operation.

The expression "main travel direction" is understood to mean the longitudinal direction of the rail along which the running gear or the monorail can travel. In principle, two main driving directions can be realized, which are not to be distinguished in the following, unless explicitly stated.

The expression "a and/or b" includes non-empty subsets of elements a and b.

The expression "fixedly arranged relative to one another" in relation to the wheel arrangement respectively means an axle, while the wheels are freely rollable or in particular drivable by a motor.

"load-bearing wheels" are understood to be in particular those wheels which carry the main load of the monorail car when the running gear is stopped. The load axle is here oriented horizontally and transversely to the rail longitudinal direction. The load axles of the load wheel pairs are coaxially oriented. However, the two load wheels of a load wheel pair are not connected to each other by a physical shaft. Between the two load wheels of a load wheel pair there is a free space for an intermediate guide, in particular for an intermediate guide comprising a double T-shaped track. The possibly upper flange of the double T-shaped rail can be used as a so-called push-down flank, in which the guide wheels of the running gear abut from below, in order to prevent the running gear from lifting off the rail.

The load wheel preferably comprises an outer support structure. By providing free spaces between the load wheels of the load wheel pairs, the running gear is supported relatively widely transversely to the rail longitudinal direction, as a result of which the running carriage can be guided more stably. However, in the construction of the track, in particular of the intermediate guide, the advantage is thereby also obtained that only the running surface of the track must have the load-bearing capacity for the monorail vehicle. The intermediate guide device can be used here only for guiding the running gear, and need not be designed as a support element for the rail.

By providing two load wheel pairs, the running gear according to the invention can carry particularly high loads. In order to be able to steer without friction despite the running gear having at least four load wheels, a pivot axle is provided according to the invention between the first load-carrying wheel pair and the second load-carrying wheel pair. The load wheel pair can thus be oriented in the direction of travel, in particular in a curve, so that lateral forces acting on the load wheel (transverse to the direction of travel) can be minimized. This in turn reduces the wear on the load wheels and the load on the running gear, as a result of which the service life of the running gear and the load wheels can be increased. Likewise, a low-maintenance running gear is thereby achieved.

Of course, a running gear may also have more than four load wheels. In this case, more than one pivot axle can be provided, wherein ideally each load-wheel pair is pivotably connected to one or more adjacent load-wheel pairs by means of a pivot axle.

An assembly comprises a running gear and a first and a second vehicle body, wherein the first and the second vehicle body are pivotable relative to each other via a vehicle cabin pivot axis arranged perpendicular to a main running direction and to a load axle, wherein the vehicle cabin pivot axis is arranged coaxially with the running gear pivot axis. By means of such an assembly, a monorail is provided which is sufficient with a particularly low number of running gears. Since two carriages can be placed on a single chassis, the number of chassis is reduced from 2n chassis to n +1 chassis in the case of n vehicle bodies. The monorail can also be formed by a plurality of pairs of vehicle bodies, three pairs of vehicle bodies, etc., which respectively comprise three or four running gears. Such chassis are known, in particular, in conventional trains as Jakobs bogies (JDG for short) or as Jakobs axles.

It is clear to the person skilled in the art that the vehicle bodies do not necessarily have to be pivotable relative to one another by means of a unique, well-defined pivot axis. The pivot axes can also be constructed in a manner that enables a more free movement relative to each other by a less defined connection, for example by means of a plurality of pivot axes, bellows or the like. The Jakobs bogie can also be omitted, whereby the vehicle body can be handled more easily. In this case, the vehicle body will comprise two running gears.

Preferably, the first and second vehicle bodies each comprise at least two doors as entrance and/or exit for passengers, wherein a constant distance exists between the two doors over the entire length of the assembly. Currently, stations of monorail trains usually have a safety wall between the platform (Perron) and the track, so that the risk of accidents due to misbehaviour of passengers can be avoided. Such a safety wall usually comprises a door, in particular a sliding door, for example, which opens when the train is stationary. The regular arrangement of the doors has the advantage that, in particular in the case of such a station, the doors can be distributed evenly in the safety wall, which in turn leads to a large variability of the stopping position of the train in the station. In addition, the advantage is obtained that, by means of regularly spaced doors over the entire train length, passengers can be optimally distributed on the platforms during boarding and disembarking. Furthermore, the passengers are optimally distributed when boarding. Therefore, the person scheduling at the station can be completed more efficiently as a whole. This in turn enables a more intensive driving plan, increases the operational capacity of the system and reduces costs.

In a variant, the doors can also be distributed at irregular intervals over the length of the train, in particular in a conventional manner, wherein the spacing between two doors of two adjacent vehicle bodies is narrower than the spacing between two doors of a single body.

In order to further facilitate the distribution of the passengers within the train and in particular to increase the capacity of the train for accommodating passengers, the vehicle body is preferably constructed such that no recesses are present. In other words, the vehicle body for the passenger is preferably designed such that no narrow passage for the passenger is produced due to the passage width transversely to the main travel direction.

For this purpose, the minimum passage width in the main travel direction of the vehicle body is preferably greater than 1000 mm, in particular greater than 1200 mm, particularly preferably approximately 1400 mm. By means of the large passage width, a rapid and comfortable distribution of the persons in the vehicle body is achieved. According to the invention, the passage width is realized in such a way that the drive is arranged below the bottom of the vehicle body. The center of gravity of the monorail train is thus also kept low, which in turn increases the running stability, but also the curve speed. Preferably, the drive, in particular the electric motor, is arranged directly in the running gear. Alternatively, the drive can also be arranged between the running gears, wherein the torque is transmitted to the load wheels, for example via a cardan shaft.

The drive is preferably designed as a hub motor (nabemotor). The hub motor is preferably connected to the load wheel on the outside, i.e. the load wheel is arranged between the free space and the hub motor transversely to the direction of travel. Therefore, the center of gravity is distributed deeply on one hand and is distributed in a large area on the other hand, and therefore the running stability of the walking mechanism can be improved.

The load wheel and/or the guide wheel are preferably designed as rubber tires, in particular as pneumatic tires. This results in a high degree of operational stability, since this can absorb unevennesses in the rail. Furthermore, good friction values can be achieved, whereby optimum acceleration and braking properties can be achieved.

It is clear to the person skilled in the art that an all-rubber tyre or a metal wheel can also be provided depending on the track design.

A rail, in particular for the above-described running gear, preferably comprises a rail base body with a load-bearing wheel running surface and an intermediate guide device with a guide wheel running surface, wherein the cross section of the rail base body is substantially V-shaped. The rail base can be designed, for example, to be approximately 1500 mm high and equally wide, but the dimensions are determined according to the running carriage and can therefore also be larger or smaller. The design of the V shape results in a stable and compact design. The compact design in turn allows cost-effective manufacture. Finally, the rail can thus be manufactured with a relatively low weight per unit length. Therefore, the configuration can be simplified and the bottom load can be reduced. The cross section of the rail base does not necessarily have to correspond exactly to a V shape, but can also have a more general trapezoidal shape, in which a longer first main side forms a running surface for the load wheel and a parallel, shorter second main side is opposite the first main side. It is clear to the person skilled in the art that a trapezoidal shape with parallel main sides is only used for straight track sections, in the track base of a curve section the running surface can also be inclined towards the second main side.

Preferably, the rail base comprises two plates oriented V-shaped relative to each other, said plates being connected to each other by a transverse strut. The running surface is preferably formed by the upper edge of the plate, which may be, for example, approximately 300 mm wide. A particularly load-bearing rail base body can thus be realized with a relatively light construction. The two plates preferably do not converge in the region of the tip of the V (zusammenragen) so that water or dirt cannot collect in the cavity.

In a variant, the rail base body can also be produced in solid construction.

Preferably, the rail comprises a rail base body with concrete elements, in particular concrete solid elements. The rail base body can therefore be produced particularly cost-effectively and simply. The concrete element can be reinforced, in particular reinforced, in a known manner. Preferably, the production of the rail base body takes place in a single casting method. Therefore, the rail can be efficiently manufactured. Alternatively, the plate can also be manufactured in a separate method and subsequently mounted.

The intermediate guide is preferably made of steel. This results in a lightweight design. For example, the intermediate guide means may be mounted on a strut located between the plates of the rail base. The two intermediate guides are preferably mounted such that length changes due to temperature fluctuations can be absorbed. Another advantage of the intermediate guide made of steel is that the switch can be constructed particularly simply. For this purpose, a section of the intermediate guide can be configured to be pivotable, whereby the running gear can be guided in the other direction along the intermediate guide.

Preferably, the intermediate guide is configured as a T-shaped carrier, in particular as a double T-shaped carrier. This results in a particularly stable intermediate guide device which can be produced in a simple manner.

In a variant, an L-shaped carrier or the like can also be provided as an intermediate guide. It is also clear to the person skilled in the art that the dimensions of the rails and the intermediate guides can be varied without departing from the concept according to the invention.

In conventional chassis, it is known that in a fixed assembly with more than two load wheels, stresses occur between the rail and the wheels in curves, resulting in uneven driving behavior. As a result, the running gear and in particular the wheels are also highly loaded, whereby the running gear becomes more maintenance-demanding.

To overcome these disadvantages, the pivot axis is preferably arranged perpendicular to the main direction of travel and perpendicular to the load axle. This makes it possible in particular to optimally absorb directional changes in the horizontal driving direction. The load wheel pairs or the two sets of load wheel pairs can therefore be oriented independently of one another in such a way that they can optimally follow the track, in particular in curves.

In variants, the pivot axis can also be oriented in other ways or more than one pivot axis can also be provided, so that other changes in direction of the rail can also be absorbed.

In particular when the rail is inclined in a curve, it may be advantageous for the load-carrying wheelsets to be pivotable relative to one another about an axis in the direction of travel. Thus, when entering a curve, the load-wheel pair located at the front in the direction of travel already assumes an inclined position before the second load-wheel pair leaves the horizontal track section. But alternatively, this can also be dispensed with, in particular in the case of small changes in inclination. This inclination can already be absorbed, if necessary, by the spring device (Federung) of the load-bearing wheel or by the tires of the load-bearing wheel.

Furthermore, the pivot axis can also be oriented parallel to the load wheel axle between the load wheel pairs, whereby the change in direction can be absorbed in the vertical plane.

It is clear to the person skilled in the art that different pivot axes can also be combined with each other.

Preferably, the running gear comprises at least one guide wheel, in particular a guide wheel for laterally guiding the running gear on an intermediate guide, wherein the guide axle of the guide wheel is oriented perpendicular to the plane formed by the load axle. The running gear is preferably guided on a rail, which comprises a vertical running surface for at least one guide wheel. The running gear is guided particularly stably on the rail by means of at least one guide wheel. The running surface does not necessarily have to be oriented exactly vertically, but can also be present as an inclined surface which forms an angle of more than ("inclined surface") or less than ("overhang") 90 ° with the running surface of the load wheel, for example. Accordingly, the leading axle is not necessarily oriented perpendicular to the load axle.

In a variant, the guide wheels can also be omitted. Instead of the guide wheels, it is also possible to additionally implement a guide transverse to the direction of travel, for example by means of magnetic forces, air pressure or the like. Other variants are known to those skilled in the art.

The guide wheels are preferably arranged above the bearing plane of the load-bearing wheels. This results in a running gear of simple and compact design. In particular, a simply constructed rail for the running gear can thus also be provided, which rail essentially comprises a running surface for the load-bearing wheels and a guide surface for the guide wheels, which guide surface is arranged above the running surface. The guide surfaces for the guide wheels do not have to meet the high requirements for stability that the running surface must meet, in particular because the load of the guide surfaces is typically less than the load of the running surface. The track of such a monorail can therefore be produced considerably more advantageously than a track in which the low-load guide surface is arranged below the running surface.

A further advantage is thus obtained in that the points of the rails for steering the direction of travel of the running gear can be produced more simply and more cost-effectively in terms of construction. The switch can therefore comprise only adjustable guide surfaces for the at least one guide wheel, wherein the running surface can remain stationary in the switch position.

In a variant, the at least one guide wheel can also be arranged on or below the bearing plane of the load-bearing wheel.

Preferably, this comprises a first guide wheel pair having two guide wheels, wherein the two guide wheels of the first guide wheel pair are arranged opposite one another transversely to the main travel direction, wherein a free space for the intermediate guide device is present between the two guide wheels of the first guide wheel pair. By configuring two opposite guide wheels, the running gear can be optimally guided on the intermediate guide in that the guide wheels are guided on opposite sides of the intermediate guide in the free space.

In a variant, at least two guide wheels of a guide wheel pair can also be arranged offset with respect to the main travel direction.

Preferably, the first guide wheel pair is arranged between the first and second load wheel pairs with respect to the main direction of travel. This arrangement allows the running gear to be guided symmetrically in both main directions of travel. Particularly preferably, the first guide wheel pair is arranged in the middle between the first and second load wheel pairs with respect to the main direction of travel.

In a variant, the first guide wheel pair can also be arranged in front of or behind the two load wheel pairs with respect to the main direction of travel.

Preferably, the first guide wheel pair is pivotably arranged on the pivot axle independently of the first load wheel pair and in particular independently of the second load wheel pair. In a particularly preferred embodiment, the first guide wheel pair thus forms a single unit which is pivotable on the pivot axis. The first guide wheel pair can thus absorb the change in direction of the bearing surface independently of the load wheel pair. This makes it possible to achieve a particularly high degree of running stability of the running gear.

In a variant, the first guide wheel pair can also be arranged fixedly with respect to the first load wheel pair. In particular, for example, the first guide wheel pair, the second guide wheel pair and the first load wheel pair may constitute one unit, the wheels of which are arranged fixedly with respect to one another.

Preferably, the running gear further comprises a second guide wheel pair having two guide wheels, wherein the two guide wheels of the second guide wheel pair are arranged opposite one another transversely to the main travel direction, wherein a free space for the intermediate guide is provided between the two guide wheels of the second guide wheel pair, wherein the first load wheel pair is arranged between the first guide wheel pair and the second guide wheel pair, wherein in particular the second guide wheel pair and the load wheel pair are arranged fixedly relative to one another. Thus, in this embodiment, the first load wheel pair is disposed between the first guide wheel pair and the second guide wheel pair. The first load wheel pair is thus optimally guided by the guide wheel pair, so that contact between the load wheel pair and the guide surface, in particular the intermediate guide arrangement arranged in the free space, can be avoided. A particularly optimal guidance of the first loaded wheel pair is thus achieved.

In a variant, the two guide wheel pairs can also be arranged on one side with respect to the load wheel pair in the main travel direction. Furthermore, the two guide wheel pairs and the load wheel pair can also be arranged fixedly relative to one another, as a result of which a structurally simple running gear is achieved. Finally, the second guide wheel pair can also be dispensed with.

Preferably, the running gear further comprises a third guide wheel pair with two guide wheels, wherein the two guide wheels of the third guide wheel pair are arranged opposite one another transversely to the main travel direction, wherein between the two guide wheels of the third guide wheel pair there is a free space for the intermediate guide, and wherein a second load wheel pair is arranged between the first guide wheel pair and the third guide wheel pair in the main travel direction, wherein in particular the third guide wheel pair is arranged fixedly with respect to the second load wheel pair.

In a variant, the third guide wheel pair can also be omitted.

Preferably, the running gear further comprises a fourth guide wheel pair having two guide wheels, wherein the two guide wheels of the fourth guide wheel pair are arranged opposite one another transversely to the main travel direction, wherein a free space for the intermediate guide is provided between the two guide wheels of the fourth guide wheel pair, wherein the second load wheel pair is arranged between the third guide wheel pair and the fourth guide wheel pair, wherein in particular the first guide wheel pair and the fourth guide wheel pair are arranged fixedly relative to one another. In a preferred embodiment, the first guide wheel pair is therefore arranged between the first load wheel pair and the fourth guide wheel pair. A particularly stable guidance of the running gear can be achieved by this arrangement.

In a variant, the fourth guide wheel pair can also be omitted.

Preferably, the first load wheel pair and the second guide wheel pair are arranged on a first main frame, wherein the second load wheel pair and the third guide wheel pair are arranged on a second main frame, wherein in particular the first main frame and the second main frame are connected to each other by a pivot axle. The first and/or second main frame is preferably referred to as an outer rotor frame. The two main frames are preferably designed in an O-shape, wherein the load wheels are arranged inside the main frames.

In a variant, the guide wheels may also be arranged in a frame separate from the frame of the load-bearing wheels, for example, wherein the running gear may comprise more than one pivot shaft. A number of variants of how to assign the load wheels and the guide wheels to the individual frames are known to the person skilled in the art.

Preferably, the first guide wheel pair and the fourth guide wheel pair are arranged fixedly relative to each other by means of the auxiliary frame, wherein in particular the auxiliary frame is pivotably supported on the pivot shaft.

In a variant, the auxiliary frame can also be fixedly connected to the first or second main frame. Furthermore, the first guide wheel pair may also be fixedly connected with the first main frame and the fourth guide wheel pair may also be fixedly connected with the second main frame, so that the auxiliary frame may be omitted.

The main frame and/or the auxiliary frame preferably comprise a main spring device, which is arranged on the axle of the load-bearing wheels perpendicularly to the main travel direction.

In a variant, the main spring device may also comprise a plurality of spring elements, which are adjacent to the load axle or arranged in another way. Furthermore, the main spring means may also be arranged on the pivot shaft.

The guide wheels preferably lie in a plane defined by the load axle. The guide wheel has a guide wheel width in the guide wheel axle which is defined by a maximum width outside 50% of the radius of the guide wheel. The plane is thus located within the axial extension of the guide wheel. The tension width (Spannbreite) that the guide wheel can be in is thus equivalent to the guide wheel width. The guide wheel is thus oriented approximately centrally with respect to the load axle. An advantage of this arrangement is that the carrying frame can be designed to be compact, since the centers of the horizontal supports for the load wheels and the centers of the vertical guide wheel supports are at approximately the same height with respect to the bearing plane of the load wheels. This applies in particular to the case where the guide wheels are supported on both sides. However, the guide wheel may also be supported only on one side.

In a variant, the guide wheels can also be located above or below this plane.

It is not mandatory to provide a pair of guide wheels as well as a pair of load wheels. In any case, instead of a wheel pair, it is also possible to provide only one wheel on one side of the intermediate guide. Thus, for example, with regard to lateral guidance, an alternating arrangement of the wheels on the side of the two intermediate guides may be sufficient.

Further advantageous embodiments and combinations of features of the invention result from the following detailed description and the claims in general.

Drawings

The accompanying drawings, which are used to illustrate embodiments, illustrate:

fig. 1 shows a schematic side view of a running gear arranged on a rail in the direction of a load axle;

fig. 2 shows a sectional view along the vertical plane according to fig. 1;

fig. 3 shows a schematic top view from above of a running gear arranged on a rail in the direction of a guide axle;

fig. 4 shows a schematic bottom view of a running gear arranged on a rail in the direction of a guide axle, without the rail base body;

fig. 5 shows a schematic cross-sectional view through the pivot axis in a plane transverse to the direction of travel of the running gear arranged on the rail;

fig. 6 shows a schematic front view of a running gear arranged on a rail;

FIG. 7 shows a schematic oblique view of a rail;

fig. 8 shows a schematic cross-sectional view in a plane transverse to the longitudinal direction of the rail;

fig. 9 shows a schematic cross-sectional view in a plane transverse to the longitudinal direction of a track curve segment;

FIG. 10 shows a schematic side view of an assembly including a vehicle body on a running gear;

FIG. 11a shows a schematic oblique view of a switch in a first position with a curved intermediate guide;

FIG. 11b shows the switch of FIG. 11a in a second position;

FIG. 12a shows a schematic oblique view of a switch with a multi-piece intermediate guide in a first position; and is

Figure 12b shows the switch of figure 12a in a second position.

In principle, identical components are provided with the same reference numerals in the figures.

Detailed Description

Fig. 1 shows a schematic side view of a running gear 100 arranged on a rail 200 in the direction of a loaded axle.

The running gear 100 comprises three main components, namely a first main frame 110 with a load wheel pair 111 and a guide wheel pair 112, a second main frame 120 with another load wheel pair 121 and a guide wheel pair 122, and an auxiliary frame 130 with two guide wheel pairs 131 and 132. The two main frames 110 and 120 and the auxiliary frame 130 are mounted in pairs so as to be pivotable independently of one another on a common pivot axis 140. The first and second main frames 110 and 120 are substantially identical in construction and differ only in the coupling region of the pivot shaft 140.

The main frames 110 and 120 (i.e., the first main frame 110 and the second main frame 120) have a rectangular frame. The pair of load wheels is supported on two opposite sides of a rectangle within the main frames 110 and 120 such that the load wheel axles are oriented perpendicular to the direction of travel (or rail longitudinal direction) and parallel to the running surface of the rail. The drive, in particular a hub motor (not shown in detail), is arranged here inside the main frames 110 and 120 and drives the load wheels of the load wheel pairs 111 and 121. Above the axles of the pairs of load wheels 111 and 121, air springs are arranged on the main frames 110 and 120, whereby the vehicle body is cushioned (abdedern) with respect to the running gear 100.

The first main frame 110 and the second main frame 120 have wheels guiding the wheel pair 112 or 122, respectively, in two adjacent corners of the rectangular frame, the axes of which are oriented perpendicular to the running surface of the track 200. The leading wheels are positioned approximately at the level of the axis of the pair of load wheels 111 or 121. The guide wheel pairs 112 or 122 are arranged on the front end and the rear end of the running gear 100, respectively, with respect to the rail longitudinal direction. The rectangular frames of the main frames 110 and 120 have a tab 113 or 123 in the middle at a side opposite to the pair of guide wheels 112 or 122, through which the first and second main frames 110 and 120 are pivotably connected. The tabs 113 and 123 have holes through which the shafts 140 forming the pivot shafts are guided. The first and second main frames 110 and 120 are pivotably held on the shaft 140.

The two main frames 110 and 120 have a zigzag shape transverse to the direction of travel, so that the frame area including the tab 113 or 123 is raised. The auxiliary frame 130 is pivotably arranged below the tabs 113 and 123 and is likewise supported on the shaft 140. The auxiliary frame 130 is of substantially rectangular design, wherein one guide wheel of the two guide wheel pairs 131 and 132 is supported at a corner of the auxiliary frame 130. The axes of rotation of the guide wheels of the two guide wheel pairs 131 and 132 are oriented at right angles to the running surface of the rail or at right angles to the axis of rotation of the load wheels. All the guide wheels of the pair of guide wheels 112, 122, 131, 132 lie in the same plane.

The rail 200 has a rail base 210 and an intermediate guide 220. The rail base body 210 forms the running surface for the load-bearing wheel pairs 111 and 121 and is made of reinforced concrete. The intermediate guide devices 220, on which the running gear 100 is guided by the guide wheel pairs 112, 122, 131, 132, are arranged in the middle of the running surfaces of the load wheel pairs 111 and 121. In all the guide wheel pairs 112, 122, 131, 132, the two guide wheels have a distance from one another which is substantially equal to the width of the intermediate guide 220 transverse to the direction of travel. The running gear 100 is thus oriented and steered on the intermediate guide 220 by means of the guide wheel pairs 112, 122, 131, 132.

Fig. 2 shows a sectional view according to fig. 1 along a vertical plane a-a, which is shown in fig. 3 below. Thus, the rail 200 is cut in front of the intermediate guide 220 so that the intermediate guide is not visible. As can be seen from this illustration, the rail base 210 has a hollow space in the middle, which is interrupted by a strut 211. This results in a lighter design of the rail 200.

Fig. 3 shows a schematic top view of the running gear 100 arranged on the rail 200 from above in the direction of the guide axle. Here, it can be seen that the air spring pairs 114 and 124 are arranged on the respective main frame 110 or 120 via the axle of the load wheel. This achieves a stable retention of the vehicle body. The axle 140 is centrally disposed between the pair of load wheels 111 and 121. Furthermore, it can be seen that the load wheel pairs 111 and 121 have a relatively large spacing compared to the guide wheel pairs 112, 122, 131, 132, so that the running gear 100 is supported on the rail 200 over a wide range.

Fig. 4 shows a schematic bottom view of the running gear 100 arranged on the rail 200 in the direction of the guide wheel pair, without the rail base body 210. The two guide wheels of the auxiliary frame 130, which are arranged one behind the other in relation to the direction of travel, are held from below by a C-shaped bracket, which is formed integrally with the auxiliary frame 130.

Fig. 5 shows a schematic sectional view through the pivot axis onto the running gear 100 arranged on the rail 200 in a plane transverse to the direction of travel. In this position, the rail base 210 is cut through by the transverse strut 211.

Fig. 6 shows a schematic front view of the running gear 100 arranged on a rail 200. It can be seen here that the rail base 210 comprises two substantially square-shaped side faces 212 and 213 with a parallelogram-shaped cross section, which are oriented V-shaped relative to one another. The sides 212 and 213 are interconnected by a cross brace 211. The intermediate guide 220 is carried by the transverse strut 211, while the edges of the flanks 212 and 213 form running surfaces for the load-bearing wheel pairs 111 and 121. The sides 212 and 213 do not converge at the lower end (at the tip of the V-shape) so that dirt and water do not accumulate. The intermediate guide 220 has a double-T-shaped cross section and is formed from steel.

Fig. 7 shows a schematic oblique view of the rail 200. The length of the current track 200 is about 25 m. The cavity between the two transverse struts is approximately 4 m long. The running surface and the transverse struts are each about 300 mm wide. The rail base 210 has a width and a height of about 1.5 m, respectively. The intermediate guide is about 700 mm high and about 100 mm wide in the guide area of the guide wheel. The flanges above and below the guide area are approximately 260 mm wide. This design of the track 200 keeps material requirements and manufacturing costs and weight to a minimum while achieving an aesthetically pleasing track. The intermediate guide device has a projection on one side and a receptacle for the projection on the other side. The connecting region thus realized serves as an extension seam.

Fig. 8 shows a schematic cross-sectional view in a plane transverse to the longitudinal direction of the rail 200.

Fig. 9 shows a schematic cross-sectional view in a plane transverse to the longitudinal direction of the track curve segment 300. The current track curve segment 300 has an inclination angle of approximately 5 ° transverse to the direction of travel. This enables an increased curve speed.

Finally, fig. 10 shows a schematic side view of the components comprising the vehicle body 400, 500 on the running gear 100. Two vehicle bodies 400, 500 are placed on three running gears 100. The central chassis 100 carries the two vehicle bodies 400, 500, whereby the central chassis 100 is designed as a Jakobs bogie. It is clear to the person skilled in the art that one vehicle body can also be placed on both running gears. It can also be seen in fig. 10 that the doors 401 and 402 of the vehicle body 400 have a spacing from one another which corresponds to the spacing between the door 402 of the first vehicle body 400 and the door 501 of the second vehicle body 500. All adjacent doors of the assembly of a plurality of vehicle bodies therefore each have the same distance from one another. Thus, an optimal distribution of passengers in the train and on the platform is ensured, whereby the operational capacity of the system as a whole (train, station, etc.) can be improved.

Fig. 11a shows a schematic oblique view of a switch 600 with a curved intermediate guide 630 in a first position. The switch 600 is disposed between two incoming tracks 200 and two outgoing tracks 200. In the present configuration, two flush rails 200 are connected by a first intermediate guide 610 or a second intermediate guide 620, respectively, arranged on a platform 640. The two intermediate guide devices 610 and 620 are mounted pivotably about a vertical axis at diagonally opposite intermediate guide device ends. In the middle between the two intermediate guides 610 and 620, a curved intermediate guide 630 is arranged, which is supported centrally pivotably about a vertical axis.

Fig. 11b shows the switch points of fig. 11a in a second position, in which the running gear can switch track sections. For this purpose, the two intermediate guides 610 and 620 are pivoted simultaneously about their pivot axes, thereby releasing the end of one of the intermediate guides of the incoming and outgoing tracks, respectively. The released ends of the intermediate guide of the rail 200 are diagonally opposite to each other. The curved, in particular S-shaped, intermediate guide 630 is likewise pivoted about its pivot axis, so that the end of the intermediate guide 630 now bears against the end of the rail 200.

Fig. 12a shows a schematic oblique view of a switch 700 with a multi-part intermediate guide in a first position. The switch 700 is in turn disposed on a platform 750. The switch 700 is disposed between two incoming tracks 200 and two outgoing tracks 200. In the present configuration, the two flush rails 200 are connected by a first fixed intermediate guide section (mistelf ü hrungstel) 710 or 730 and a second multi-part pivotable intermediate guide section 720 or 740, respectively. The pivotable intermediate guide parts 720 and 740 are arranged offset one behind the other in the direction of travel.

Figure 12b shows the switch of figure 12a in a second position. In comparison with fig. 12a, the two pivotable intermediate guide sections 720 and 740 are now shaped as a curve which as a whole constitutes an S-curve which connects two running sections extending in parallel.

The advantage of the change of points described above is that only one intermediate guide part has to be moved for the point position, instead of the part carrying the load. Thus, a structurally simple and at the same time safe switch is provided, which can be produced cost-effectively.

In summary, it was found that a running gear is provided according to the invention, which is distinguished by a high degree of running stability and a simple construction.

Claims (23)

1. Running gear (100) for use in a monorail train for transporting passengers, having a locomotive body which is arranged in operation above a rail, comprising four load wheels which each have a load wheel axle and a free space for an intermediate guide (220), wherein the four load wheels are arranged in pairs as coaxially supported first (111) and second (121) load wheel pairs, wherein a free space for an intermediate guide (220) is formed between two load wheels of the first (111) and second (121) load wheel pairs, characterized in that the first load wheel pair (111) is interconnected with the second load wheel pair by means of a pivot axle (140) in such a way that the first load wheel pair (111) can pivot relative to the second load wheel pair (121), and wherein the pivot axis (140) is arranged perpendicular to the main direction of travel and perpendicular to the load axle.

2. Running gear (100) according to claim 1, characterized in that the running gear (100) comprises at least one guide wheel for lateral guidance of the running gear (100) on the intermediate guide (220), wherein the guide wheel's guide wheel axle is oriented perpendicular to the plane formed by the load axle.

3. Running gear (100) according to claim 2, characterized in that the guide wheels are arranged above the bearing plane of the load wheels.

4. Travelling mechanism (100) according to claim 3, comprising a first guide wheel pair (131) with two guide wheels, wherein the two guide wheels of the first guide wheel pair (131) are arranged opposite each other transversely to the main direction of travel, wherein between the two guide wheels of the first guide wheel pair (131) is a free space for the intermediate guide (220).

5. Running gear (100) according to claim 4, characterized in that the first guide wheel pair (131) is arranged between the first load wheel pair (111) and the second load wheel pair (121) with respect to the main direction of travel.

6. Travelling mechanism (100) according to claim 5, characterized in that the first guide wheel pair (131) is pivotably arranged on a pivot shaft (140) independently of the first load wheel pair (111) and independently of the second load wheel pair (121).

7. Running gear (100) according to one of the claims 4 to 6, characterized in that it further comprises a second guide wheel pair (112) with two guide wheels, wherein the two guide wheels of the second guide wheel pair (112) are arranged opposite to each other transversely to the main direction of travel, wherein between the two guide wheels of the second guide wheel pair (112) is a free space for an intermediate guide (220), wherein the first load wheel pair (111) is arranged between the first guide wheel pair (131) and the second guide wheel pair (112), wherein the second guide wheel pair (112) and the first load wheel pair (111) are fixedly arranged relative to each other.

8. Running gear (100) according to claim 7, characterized in that it further comprises a third guide wheel pair (122) with two guide wheels, wherein the two guide wheels of the third guide wheel pair (122) are arranged opposite to each other transversely to the main direction of travel, wherein between the two guide wheels of the third guide wheel pair (122) is a free space for an intermediate guide (220), and wherein the second load wheel pair (121) is arranged between the first guide wheel pair (131) and the third guide wheel pair (122) in the main direction of travel, wherein the third guide wheel pair (122) is arranged fixedly with respect to the second load wheel pair (121).

9. Running gear (100) according to claim 8, characterized in that it further comprises a fourth guide wheel pair (132) with two guide wheels, wherein the two guide wheels of the fourth guide wheel pair (132) are arranged opposite each other transversely to the main direction of travel, wherein between the two guide wheels of the fourth guide wheel pair (132) is a free space for an intermediate guide (220), wherein the second load wheel pair (121) is arranged between the third guide wheel pair (122) and the fourth guide wheel pair (132), wherein the first guide wheel pair (131) and the fourth guide wheel pair (132) are fixedly arranged relative to each other.

10. Undercarriage (100) according to claim 8 or 9, characterized in that the first load wheel pair (111) and the second guide wheel pair (112) are arranged on a first main frame (110), wherein the second load wheel pair (121) and the third guide wheel pair (122) are arranged on a second main frame (120), wherein the first main frame (110) and the second main frame (120) are connected to each other by the pivot axis (140).

11. The running gear (100) according to claim 9, characterized in that the first guide wheel pair (131) and the fourth guide wheel pair (132) are fixedly arranged relative to each other by means of a secondary frame (130), wherein the secondary frame (130) is pivotably supported on the pivot shaft (140).

12. The running gear (100) according to claim 11, characterized in that the guide wheels lie in a plane defined by the load axle.

13. An assembly comprising a running gear (100) according to any one of claims 1 to 12 and a first and a second vehicle body, wherein the first and the second vehicle body are pivotable relative to each other via a vehicle cabin pivot axis arranged perpendicular to a main travel direction and perpendicular to a load axle, characterized in that the vehicle cabin pivot axis is arranged coaxially with a pivot axis (140) of the running gear.

14. The assembly of claim 13, wherein the first and second vehicle bodies each include at least two doors as ingress and/or egress for passengers, wherein there is a constant spacing between two doors over the entire length of the assembly.

15. Assembly according to claim 13 or 14, characterized in that the minimum channel width in the direction of travel of the vehicle body is more than 1000 mm.

16. Assembly according to claim 13 or 14, characterized in that the minimum channel width in the direction of travel of the vehicle body is more than 1200 mm.

17. An assembly according to claim 13 or 14, characterised in that the minimum channel width in the direction of travel of the vehicle body is approximately 1400 mm.

18. A rail (200) for a running gear (100) according to one of claims 1 to 12, comprising a rail base body (210) with a load-bearing wheel running surface and an intermediate guide (220) with a guide wheel running surface, characterized in that the rail base body (210) is substantially configured in cross section in a V-shape.

19. The rail (200) of claim 18, wherein the rail base (210) comprises a concrete element.

20. Track (200) according to claim 18 or 19, characterized in that the intermediate guide means (220) consist of steel.

21. The rail (200) according to claim 20, characterized in that the intermediate guide means (220) is configured as a T-shaped carrier.

22. The rail (200) of claim 18, wherein the rail base (210) comprises a concrete filler element.

23. The rail (200) according to claim 20, characterized in that the intermediate guide means (220) is configured as a double T-shaped carrier.

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