DE102020001056B3 - PASSIVE SWITCH FOR MON-RAIL AND MON-RAIL - Google Patents

Abstract

A passive switch (1) for a monorail (2), which has a chassis (3) which can move along running surfaces arranged around the circumference of a support rail of the monorail, the switch (1) having a turning section (10) which is designed so that a first set of treads (12,14,16) merges continuously in the longitudinal direction into two second sets of treads (12a, 12b, 14a, 14b, 16a, 16b) by the treads (12,14 , 16) of the first set are longitudinally divided into the two second sets of treads (12a, 12b, 14a, 14b, 16a, 16b) and the two second sets of treads (12a, 12b, 14a, 14b, 16a, 16b ) are rotated in the further course in the longitudinal direction opposite to one another in the circumferential direction by a twist angle, and a branch section (20), which is located in the course in the longitudinal direction behind the turning section (10) and the two second sets of running surfaces (12a, 12b, 14a, 14b, 16a, 16b) continue in different directions tzt, has.

Description

The invention relates to a passive switch for a monorail, which has a chassis that can move along running surfaces arranged around the circumference of a support rail of the monorail, and to a monorail with a passive switch.

A monorail is a track in which a chassis moves along a single support rail to move people, goods, or materials. Such monorails are used, among other things, in local public transport and in amusement parks to transport passengers. In factories they are used to transport objects, workpieces or products. Another possible use is the movement of robots or surveillance cameras so that they are not tied to a fixed location.

A disadvantage of the monorail is that switches are relatively complex and expensive. Basically, a distinction can be made between flexible switches that bend the support rail (mobile beam), interchangeable switches that replace a straight support rail part with a curved support rail part by moving or rotating a platform, and passive switches that require a chassis to rotate around the support rail.

A further distinction is to be made between monorails that encompass the support rail in such a way that they are guided through the support rail in the circumferential direction or against unwanted rotation around the longitudinal axis of the support rail, and monorails in which the chassis can rotate freely around the longitudinal axis of the support rail. The latter have the disadvantage that they can lose a stable equilibrium or, in the case of suspended chassis, can inadvertently rotate or oscillate about a longitudinal axis of the chassis.

The U.S. 3,144,836 A discloses a monorail with an interchangeable switch and WO 2006/133 468 A1 discloses a monorail with a passive switch.

The WO 02/04273 A1 discloses a monorail with a passive switch in which the chassis travels along a circular cylindrical support rail. The support rail cannot guide the chassis in the circumferential direction due to the circular cylinder shape, which is why the chassis is not necessarily in stable equilibrium. This means that the chassis can rotate along the mounting rail in the circumferential direction of the mounting rail, which in extreme cases can lead to a collision with the mounting rail in areas where there are attachments or branches. In addition, the circular cylinder shape offers the wheels of the chassis round running surfaces, which impairs traction of the chassis and leads to increased tire wear of the wheels. In order to be able to at least partially compensate for these disadvantages, complicated tire constructions are proposed which, however, are associated with increased production costs.

In contrast, no application of a monorail with a passive switch in which the chassis can be guided along the support rail of the monorail in the circumferential direction of the support rail is known to date.

Problems of the known monorail tracks with switches are that the active switches are relatively complex and expensive due to moving components, and / or the round running surfaces of the support rails of monorails cause unstable movements of the chassis as well as high wear and tear and high costs.

The object of the invention is therefore to provide an improved passive switch for such a monorail and a monorail which enables a stable, safe and low-wear movement of the chassis along the support rail and when it branches off.

The inventive solution to this problem provides the features of claims 1, 15 and 21, respectively. Preferred configurations are given in the dependent claims.

The passive switch according to the invention for a monorail, which has a chassis which can move along running surfaces arranged around the circumference of a support rail of the monorail, comprises a turning section which is designed so that a first set of running surfaces continuously in the longitudinal direction two second sets of treads passes over by dividing the treads of the first set in the longitudinal direction into the two second sets of treads and the two second sets of treads in the further course in the longitudinal direction are twisted counter to each other in the circumferential direction by a twist angle, which is located in the longitudinal direction behind the starter section and continues the two second sets of treads in mutually different directions.

The passive switch can be used with the turning section and the branch section in a monorail with a chassis that encompasses the support rail and is guided so as to be rotatable about the circumferential direction of the support rail. The turning section is designed so that the chassis is rotated around the circumferential direction of the support rail while it is continuously guided on the running surfaces and can then follow through one of the two second sets of running surfaces in the direction determined by the chassis by relative rotation. This means that in the present invention no moving parts are required on the switch and the chassis can move in a stable and low-wear manner along the running surfaces of the support rail.

The turning section of the passive switch is preferably designed in such a way that the two second sets of running surfaces are twisted in opposite directions in the longitudinal direction in a partially helical manner.

In a further preferred embodiment, the turning section of the passive switch is designed such that the first set of running surfaces merges into two second sets of running surfaces in the longitudinal direction symmetrically to the longitudinal axis or to a plane containing the longitudinal axis.

The partially helical and / or symmetrical running surfaces represent less complex shapes and are therefore easier to manufacture.

The turning section of the passive switch is preferably designed in such a way that it extends from a first polygonal cross-section perpendicular to the longitudinal direction at one end, which intersects the first set of running surfaces, to a last polygonal cross-section at the other end, which intersects the two second sets of running surfaces, passes, the first and last cross-sections being different from one another.

In the case of the passive switch, it is preferred that the first and the last polygonal cross-section are each square, hexagonal or octagonal, depending on the number of running surfaces.

The polygonal cross-section is a less complex shape and the passive switch is therefore easier to manufacture.

In a further preferred embodiment, the turning section of the passive switch is designed such that the rotation of the running surfaces of the second sets in the longitudinal direction between the first cross section and the last cross section is continuous.

In a preferred embodiment, the continuous rotation of the running surfaces is carried out in such a way that a change in the angular acceleration of the chassis about the longitudinal axis is constant with uniform movement in the direction of the longitudinal axis.

The continuous rotation of the running surfaces is advantageous for a smooth, even movement of the chassis along the turning section.

Furthermore, it is preferred in the case of the passive switch that the width of the running surfaces of the first and second sets is the same on the first cross-section and on the last cross-section and changes in the course in the longitudinal direction between them.

In the case of the passive switch, it is preferred that the first set and the two second sets of running surfaces each have two, three or four running surfaces.

A higher number of running surfaces leads to greater stability of the chassis when moving along the turning section, whereas the more complex shape of the multiple running surfaces is associated with higher manufacturing costs.

In a preferred embodiment, the passive switch is designed such that the running surfaces of the first set and partially of the second set are separated from one another in the circumferential direction of the turning section by circumferential surfaces that are not running surfaces.

The formation of circumferential surfaces that are not necessary for the function of the turning section increases the strength of the turning section.

In the passive switch, the running surfaces of the first set and / or the running surfaces of the second sets are preferably designed as planar running surfaces or as running surfaces, which are each arranged point-symmetrically with respect to the center point of cross-sections perpendicular to the longitudinal direction.

The point-symmetrically designed running surfaces require less complex shapes and are easier to manufacture.

Alternatively, the passive switch is designed such that the running surfaces of the first set and / or the running surfaces of the second sets are planar running surfaces or curved running surfaces whose curvature differs from a curvature of other surfaces in the circumferential direction between the running surfaces.

Flat running surfaces or, compared to other surfaces, slightly curved running surfaces are advantageous for the traction of the chassis and they reduce the wear on chassis with wheels and / or rolling elements that roll on the running surfaces.

Furthermore, a configuration of the switch is preferred in which the switch has at least one Has turn-back section, which is located in the longitudinal direction behind the branch section, continues one of the two second sets of running surfaces and rotates this in the further course in the longitudinal direction so that a last cross section of the turn-back section corresponds to the first cross section of the turning section.

The reverse rotation section brings the chassis back into an initial position before entering the switch. This means that any number of passive turnouts can be combined one after the other along the mounting rail.

In a further preferred embodiment, the turning section of the passive switch is designed so that the two second sets of running surfaces are continuously combined in the longitudinal direction to form a second set of running surfaces and are continuously divided again in the longitudinal direction to form two sets of second running surfaces.

The union and renewed division of the running surfaces when they are rotated around the longitudinal axis offers the possibility of rotating the chassis continuously around the longitudinal axis with any twist angles.

The monorail according to the invention comprises a support rail with several running surfaces which are distributed around the circumference of the support rail and extend in the longitudinal direction of the support rail, a chassis that can move along at least some of the running surfaces in the longitudinal direction of the support rail, and a passive switch one of the above-mentioned embodiments.

The chassis of the monorail preferably comprises one or more wheels, rolling elements, sliding elements, a magnetic levitation device, an air cushion generating means or combinations thereof, which are arranged so that they can move on the running surfaces in the longitudinal direction of the support rail.

The chassis can be designed depending on the area of application and requirements. If the simplest possible chassis is desired, this can be designed with simple and inexpensive sliding elements. If the requirements call for the lowest possible friction loss, a magnetic levitation device can be used.

The chassis of the monorail preferably comprises an active steering means which is designed such that the chassis can selectively steer into one of the two sets of running surfaces when traveling on the turning section of the switch.

With its active steering means, the chassis can steer the monorail in the desired direction independently of, for example, a central control system.

In a further preferred embodiment of the monorail, the chassis comprises a structure and forms a carriage with it, the carriage having a pretensioning mechanism which can rotate the structure relative to the carriage about a longitudinal axis of the carriage in order to act as a steering means.

The chassis with the biasing mechanism uses the weight of the body to follow the corresponding one of the set of second treads along the twisting section.

Furthermore, the chassis of the monorail is preferably pivotable about its vertical axis and / or its longitudinal axis and / or its transverse axis.

The pivotable chassis is not limited in its length and can also travel on mounting rails with a relatively strong curvature and / or incline or gradient.

In a further preferred embodiment, the chassis of the monorail has a drive which can accelerate the chassis via friction / traction by its driven wheels, a recoil effect, magnetic fields and / or thrust by a propeller driven by it.

An alternative monorail according to the invention comprises a support rail with several running surfaces which are arranged distributed around the circumference of the support rail of the monorail and extend in the longitudinal direction of the support rail, a chassis that can move along at least some of the running surfaces in the longitudinal direction of the support rail, and a Passive switch, whereby the running surfaces of the support rail are flat.

The monorail can be designed with a chassis encompassing the support rail and guided around the circumferential direction of the support rail, which is guided around the circumferential direction of the support rail over the flat running surfaces and can then follow a direction of the passive switch determined by the chassis. Due to the flat running surfaces, the chassis can move in a stable and low-wear manner along the running surfaces of the support rail and no moving parts are required on the switch.

The invention is described below on the basis of a preferred embodiment and with reference to the accompanying figures.

• 1 eine passive Weiche in einer perspektivischen Ansicht,
• 2 einen Andrehabschnitt der passiven Weiche in einer perspektivischen Ansicht,
• 3 einen Abzweigabschnitt der passiven Weiche in einer perspektivischen Ansicht,
• 4 den Andrehabschnitt mit einem Fahrgestell im Querschnitt I-I aus 2,
• 5 den Andrehabschnitt mit dem Fahrgestell im Querschnitt II-II aus 2,
• 6 den Andrehabschnitt mit dem Fahrgestell im Querschnitt III-III aus 2,
• 7 den Andrehabschnitt mit dem Fahrgestell im Querschnitt IV-IV aus 2,
• 8 den Andrehabschnitt mit dem Fahrgestell im Querschnitt V-V aus 2,
• 9 den Andrehabschnitt mit dem Fahrgestell im Querschnitt VI-VI aus 2,
• 10 den Andrehabschnitt mit dem Fahrgestell im Querschnitt VII-VII aus 2,
• 11 ein Teil des Abzweigabschnitts in einer Draufsicht,
• 12 ein Diagramm, das zwei beispielhafte Verläufe eines Drallwinkels über den Verlauf in Längsrichtung eines Andrehabschnitts zeigt,
• 13 einen Rückdrehabschnitt der passiven Weiche in einer perspektivischen Ansicht,
• 14 einen weiteren Rückdrehanschnitt der passiven Weiche in einer perspektivischen Ansicht,
• 15 eine Tragschiene mit einem Fahrgestell im Querschnitt nach einer anderen Ausführungsform,
• 16 eine Tragschiene mit Fahrgestell im Querschnitt nach einer weiteren Ausführungsform.
• 17 eine Einschienenbahn in einer perspektivischen Ansicht.

In the figures shows:

• 1 a passive switch in a perspective view,
• 2 a turning section of the passive switch in a perspective view,
• 3 a branch section of the passive switch in a perspective view,
• 4th the turning section with a chassis in cross section II out 2 ,
• 5 the turning section with the chassis in cross section II-II out 2 ,
• 6th the turning section with the chassis in cross section III-III out 2 ,
• 7th the turning section with the chassis in cross section IV-IV out 2 ,
• 8th the turning section with the chassis in cross section VV out 2 ,
• 9 the turning section with the chassis in cross section VI-VI out 2 ,
• 10 the turning section with the chassis in cross section VII-VII out 2 ,
• 11 a part of the branch section in a plan view,
• 12th a diagram showing two exemplary courses of a helix angle over the course in the longitudinal direction of a cranking section,
• 13th a reverse rotation section of the passive switch in a perspective view,
• 14th a further reverse cut of the passive switch in a perspective view,
• 15th a support rail with a chassis in cross section according to another embodiment,
• 16 a support rail with chassis in cross section according to a further embodiment.
• 17th a monorail in a perspective view.

1 shows an embodiment of the passive switch 1 for a monorail 2 with a turning section 10 , a branch section 20th and two reverse rotation sections 30a , 30b. The passive switch 1 is part of the monorail 2 that has a mounting rail on which a chassis is located 3 the monorail 2 can move along running surfaces which are distributed around the circumference of a support rail and extend in the longitudinal direction of the support rail. The chassis 3 encompasses the circumference of the support rail at least partially in a form-fitting manner or at least in a form-corresponding manner, depending on whether the chassis moves along the running surfaces in a rolling, sliding or floating manner.

In the course in the longitudinal direction of the support rail, there is a junction of the monorail with the passive switch according to the invention 1 educated. The turning section 10 is designed in such a way that a first set of running surfaces merges continuously in the course in the longitudinal direction into two second sets of running surfaces, so that the chassis 3 selectively a set of treads along its length to the subsequent branch section 20th can follow.

The branch section 20th is located in the longitudinal direction behind the starter section 10 and continues the treads in two different directions. In the present embodiment, the branch section is set 20th a second set of treads in a straight line away from the turning portion and the other second set of treads curved away therefrom in a different direction so that a distance between the treads increases in the longitudinal direction.

2 shows the cranking section 10 the switch 1 which is designed to have a first set of treads 12th , 14th , 16 in the longitudinal direction continuously into two second sets of treads 12a , 12b , 14a , 14b , 16a , 16b passes so that the chassis 3 selectively one of the two second sets of treads 12a , 12b , 14a , 14b , 16a , 16b can follow in order to move in the direction determined by this. The treads 12th , 14th , 16 of the first set share in the longitudinal direction first in a second set of treads 12a , 14a , 16a and the other second set of treads 12b , 14b , 16b in that the two second sets of running surfaces are rotated in the longitudinal direction in opposite directions to one another in the circumferential direction by a helix angle, while their relative distance and orientation within the respective set is maintained.

The continuous transition is to be understood as a transition over which the chassis 3 can move without stopping and / or moving jerkily or twisting.

The width of the treads of the first and second sets is at the first cross-section in the present embodiment I. and on the last cross-section VII same and it changes in the course in Lengthways in between to form the continuous transition.

The treads of the first set and partially of the second set are in the circumferential direction of the turning portion 10 each separately. This separation can take place by a gap between the running surfaces or, as in the present embodiment, by peripheral surfaces that are not running surfaces. With the design of the separation by a circumferential surface, the strength of the turning section is increased due to the closed circumference of the support rail.

The turning section 10 on the one hand has the function of forming two second sets of running surfaces from a first set of running surfaces in the longitudinal direction, which are located in the branch section 20th can continue in two different directions. Furthermore, the turning section has 10 the function of a chassis encompassing the mounting rail around the longitudinal axis of the mounting rail or the turning section 10 to twist.

Preferably the two second sets of treads twist 12a , 12b , 14a , 14b , 16a , 16b in the course in the longitudinal direction opposite and in each case partially helical. That is, the running surfaces or their center line rotates at a constant distance from the longitudinal axis of the turning section. It is further preferred that the first set of running surfaces merges into two second sets of running surfaces in the longitudinal direction symmetrically to the longitudinal axis or to a plane containing the longitudinal axis. That is, the amount of the respective change in the helix angle in the course of the longitudinal direction of the two second sets of treads is the same.

The turning section 10 in 2 is for the description of its shape and its function in the longitudinal cross-sections I. to VII cut. The one in the longitudinal direction after the starter section 10 The arrow shown indicates the direction in which the branch section 20th follows.

In the embodiment in 2 is the turning section 10 designed in such a way that the first polygonal cross-section perpendicular to the longitudinal direction I. at one end intersecting the first set of tread to a final polygonal cross-section VII at the other end, which intersects the second two sets of treads, merges. It is preferred that the first polygonal cross section I. and the last polygonal cross-section VII are each square, hexagonal or octagonal. In the present embodiment, the first polygonal cross section is I. and the last polygonal cross-section VII each hexagonal. The first cross section I. need not exclusively have uniform sides, but can also, as in the embodiment in FIG 2 be shown, a hexagonal cross-section, in which straight sides, which form the running surfaces, and curved sides, which form the areas lying between the running surfaces and whose surface is not important for the movement of the chassis, alternate. The number of rectilinear sides depends on the number of running surfaces, which are planar in this example, that make up a chassis 3 uses. The last cross section VII at the other end, this requires twice the number of these treads, so that it has two sets of treads.

The chassis 3 preferably has wheels 5 which encompass the chassis positively over the running surfaces with the support rail in the circumferential direction of the support rail. In addition, the chassis 3 also rolling elements and / or sliding elements 5 have to the chassis 3 to run along the running surfaces in the longitudinal direction of the mounting rail. In further embodiments, the chassis 3 a magnetic levitation device and / or an air cushion generating means 5 have so that the chassis 3 encompasses the support rail in a corresponding shape in order to move without contact or floating on the running surfaces in the longitudinal direction of the support rail.

The treads 12th , 14th , 16 of the first set and / or the treads 12a , 12b , 14a , 14b , 16a , 16b of the second set are preferably flat running surfaces. Flat running surfaces means that the running surfaces are essentially flat or even and at most slightly curved or arched. With chassis 3 with wheels or rolling elements 5 the flat running surfaces have the advantage that the traction is improved compared to curved running surfaces. With chassis 3 with magnetic levitation device and / or air cushion generating means 5 is a constant distance between the running surfaces and the chassis 3 advantageous for controlling this. In one embodiment of the chassis with sliding elements 5 leads to the simple shaping of the sliding elements 5 In the case of flat running surfaces, the sliding elements can be manufactured more easily 5 .

As shown in the embodiment, the running surfaces are each preferably point-symmetrical with respect to the center point of cross-sections perpendicular to the longitudinal direction of the support rail. The point-symmetrical shape reduces the complexity of the shape and is therefore more cost-effective to manufacture.

The running surfaces can alternatively be curved running surfaces, the curvature of which differs from a curvature for guiding or moving functionless surfaces in the circumferential direction between the running surfaces. The treads can have a radius of curvature, provided the guide of the chassis 3 around the circumferential direction of the mounting rail is guaranteed.

In 3 the turning section is turned off 2 directly in the direction of the arrow with the branch section 20th continued. The branch section 20th sets one of the second sets of treads 12b , 14b , 16b continues in a straight line in the longitudinal direction of the turning section and continues the other second set of treads 12a , 14a , 16a curved and differing from the longitudinal direction of the turning section 10 Moving away laterally so that a junction or fork of the mounting rail is formed.

The 4th to 10 are the in 2 drawn cross-sections I. to VII assigned to the division of the running surfaces and the rotation of the same in the course of the turning section 10 in cooperation with a chassis 3 to describe.

4th shows the cross section II of the turning section 10 out 2 with the chassis 3 . The chassis 3 surrounds the mounting rail partially in the circumferential direction and is over the wheels 5 positively arranged on the running surfaces. The chassis 3 is open in a circumferential area or sector around the passive switch, as explained later 1 to be able to happen. In addition, the free space created by the opening of the chassis offers the possibility of being able to pass add-on parts such as fastening elements on the support rail, on which the support rail can be supported, for example, hanging from a support element or resting on supports.

5 shows the cross section II-II out 2 with the chassis 3 . In the 4th illustrated first treads 12th , 14th , 16 go in two second sets of treads 12a , 12b , 14a , 14b , 16a , 16b above. The transition takes place in the course in the longitudinal direction first by dividing the first set of treads into the two second symmetrical sets of treads and then by rotating the second sets of treads in opposite directions to one another about the longitudinal axis.

In the present embodiment, the chassis 3 a steering means on the chassis 3 selectively from the first set of treads 12th , 14th , 16 on the second set of treads extending from the straight direction 12b , 14b , 16b forces so that the chassis 3 can rotate around the longitudinal axis in continuous contact with the running surfaces.

6th shows the cross section III-III out 2 with the chassis 3 . The running surfaces of the two second sets are further twisted around the longitudinal direction in the course in the longitudinal direction, so that the running surfaces are compared to the cross-section II are rotated by 30 ° in the present embodiment.

7th shows the cross section IV-IV out 2 with the chassis 3 in the further course in the longitudinal direction. The running surfaces are further twisted about the longitudinal axis in the course in the longitudinal direction, so that the adjacent and oppositely twisted running surfaces approach one another. In the present embodiment, an area is formed in the course of the longitudinal direction between adjacent running surfaces that are twisted away from one another 11 that is not a tread.

8th shows the cross section VV out 2 in the further course in the longitudinal direction with the chassis 3 . The adjacent running surfaces, which are rotated relative to one another about the longitudinal axis, now lie on top of one another or have united, and the areas in between 11 that are not treads are made larger. Compared to cross section II are the running surfaces and thus also the chassis arranged on them 3 rotated by 60 °.

9 shows the cross section VI-VI out 2 in the further course in the longitudinal direction with the chassis 3 . The turning section 10 is designed so that the two second sets of treads 12a , 12b , 14a , 14b , 16a , 16b in the longitudinal direction continuously to a (single) second set of treads 12a , 12b , 14a , 14b , 16a , 16b are united and in the further course in the longitudinal direction again continuously into two second sets of second treads 12a , 12b , 14a , 14b , 16a , 16b are divided. The further rotation of the running surfaces in the course in the longitudinal direction results, in the present embodiment, in a renewed division of the running surfaces lying one above the other or combined with one another. The chassis 3 again selectively steers onto a set of treads using the steering means.

10 shows the cross section VII-VII out 2 in the further course in the longitudinal direction with the chassis 3 . The running surfaces are now rotated about the longitudinal axis in the course in the longitudinal direction to such an extent that the running surfaces and thus the chassis arranged on them 3 compared to cross section II are rotated by 90 °. That is, the one through the opening of the chassis 3 The free space formed is also rotated by 90 ° and the chassis 3 can move in the further course in the longitudinal direction on the branch section on the treads selected according to the selective turning in their direction without colliding with the treads running in the other direction, because these with the opening of the chassis 3 cursing. In the present embodiment with the exemplary rotation of the chassis 3 as in the 4th to 10 shown, follows the chassis 3 the treads 12b , 14b , 16b and moves on in a straight line.

11 shows part of the branch section 20th in a top view. The treads 12a , 14b taper in the course in the longitudinal direction towards a common first edge 22nd . Another second edge 24 the tread 14b continues in a straight line over the junction and another third edge 23 the tread 12a continues curved over the junction. With the beginning of the taper, the transition is in the course in the longitudinal direction with recesses adjoining the second and third edges 21a , 21b designed so that the chassis 3 can move about it. How the branch section works 20th corresponds to that in the WO 02/04273 A1 disclosed branching of a rail.

im Bereich von 0° bis $\frac{\beta }{2},$

und $$\alpha =\beta -\frac{\beta }{2}\ast {\left(\frac{2\left(G-A\right)}{G}\right)}^2$$

im Bereich von $\frac{\beta }{2}$

bis β, wobei

• α: der Drallwinkel im Abstand A vom ersten Querschnitt I in Längsrichtung,
• β: der Drallwinkel des gesamten Andrehabschnitts 10,
• A: der Abstand vom ersten Querschnitt I in Längsrichtung, und
• G: die Gesamtlänge des Andrehabschnitts 10 vom ersten Querschnitt I zum letzten Querschnitt VII in Längsrichtung ist.

12th shows a diagram with the twist angle α, which defines the twisting of the running surfaces of the second set in the circumferential direction, in the course in the longitudinal direction of the turning section 10 with a total length of, for example, 5m and a rotation by an example of a twist angle of 90 °. In the present embodiment, the turning portion is 10 designed so that the twist or the twist angle α of the running surfaces 12a , 12b , 14a , 14b , 16a , 16b of the second sets in the longitudinal direction between the first cross-section I. and the last cross-section VII with the curves B1 and B2 the following formulas is sufficient: $$\alpha =\frac{\mathrm{<figure-callout\; id="2"\; label="\beta "\; filenames="DE102020001056B3\_0014.png"\; state="\{\{state\}\}">\beta </figure-callout>}}{2}\ast {\left(\frac{2\mathrm{A.}}{G}\right)}^2$$

in the range from 0 ° to $\frac{\beta }{2},$

and $$\alpha =\beta -\frac{\mathrm{<figure-callout\; id="2"\; label="\beta "\; filenames="DE102020001056B3\_0014.png"\; state="\{\{state\}\}">\beta </figure-callout>}}{2}\ast {\left(\frac{2\left(G-\mathrm{A.}\right)}{G}\right)}^2$$

In the range of $\frac{\mathrm{<figure-callout\; id="2"\; label="\beta "\; filenames="DE102020001056B3\_0014.png"\; state="\{\{state\}\}">\beta </figure-callout>}}{2}$

to β, where

• α: the helix angle at the distance A from the first cross-section I. longitudinal,
• β: the twist angle of the entire starting section 10 ,
• A: the distance from the first cross-section I. lengthways, and
• G: the total length of the turning section 10 from the first cross-section I. to the last cross-section VII is in the longitudinal direction.

im Bereich von 0^◦ bis β, wobei

• α: der Drallwinkel im Abstand A vom ersten Querschnitt in Längsrichtung,
• β: der Drallwinkel des gesamten Andrehabschnitts 10,
• A: der Abstand vom ersten Querschnitt in Längsrichtung, und
• G: die Gesamtlänge des Andrehabschnitts 10 vom ersten Querschnitt I zum letzten Querschnitt VII in Längsrichtung ist.

In a further embodiment, the turning section 10 be designed so that the twist or the twist angle α of the running surfaces 12a , 12b , 14a , 14b , 16a , 16b of the second longitudinal sets between the first cross-section I. and the last cross-section VII with curve C the following formula is sufficient: $$\alpha =\frac{\mathrm{<figure-callout\; id="2"\; label="\beta "\; filenames="DE102020001056B3\_0014.png"\; state="\{\{state\}\}">\beta </figure-callout>}}{2}\ast \left(1-\text{cos}\left(\frac{\mathrm{A.}}{G}\ast \pi \right)\right)$$

in the range from 0 ^◦ to β, where

• α: the helix angle at the distance A from the first cross-section in the longitudinal direction,
• β: the twist angle of the entire starting section 10 ,
• A: the distance from the first cross-section in the longitudinal direction, and
• G: the total length of the turning section 10 from the first cross-section I. to the last cross-section VII is in the longitudinal direction.

With both formulas it must be taken into account that one set of second treads 12a , 14a , 16a opposite to the other set of second treads 12b , 14b , 16b is twisted.

The running surfaces of the two second sets are preferably around the longitudinal axis of the support rail in the circumferential direction, as shown in FIGS 12th shown courses can be seen between the first cross-section I. and the last cross-section VII continuously twisted. The continuous rotation of the running surfaces has the advantage that the chassis 3 can rotate smoothly in the circumferential direction with uniform movement in the longitudinal direction along the turning section. The continuous rotation of the running surfaces is therefore preferably carried out in such a way that the change in the angular acceleration of the chassis about the longitudinal axis - with uniform movement in the direction of the longitudinal axis - is constant. This reduces the risk of damage to transported goods or materials and / or injury to transported persons or passengers.

The twisting of the treads 12a , 12b , 14a , 14b , 16a , 16b of the second sets lengthways with the in 12th The curves of the twist angle shown by way of example have a positive effect on a feeling of comfort for passengers because the twist angle is changed continuously and to a limited extent.

13th shows a reverse rotation section 30b , the branch section in the course in the longitudinal direction 20th in either direction continues and its running surfaces are twisted in the further course in the longitudinal direction so that a final cross section of the reverse rotation section 30a , 30b the first cross section I. of the turning section 10 equals. The reverse rotation section 30b is designed so that the one set of second treads 12b , 14b , 16b is rotated back about the longitudinal axis of the reverse rotation section in the direction opposite to the direction in the turning section. The chassis 3 is thus through the course of the treads 12b , 14b , 16b brought into an initial position, which is a position before the turning section 10 equals. In the present embodiment, the reverse rotation section can be the chassis 3 turn back by 90 °.

14th shows another reverse rotation section 30a , the branch section 20th continues in the longitudinal direction in the other direction. The treads of the other second set of treads 12a , 14a , 16a are opposite to the rotation in the turning section 10 and to the reverse section 30b around the longitudinal axis of the reverse rotation section 30a twisted. The chassis 3 twists in the course of the treads 12a , 14a , 16a , on which it moves, and is then in the starting position as at the beginning of the turning section 10 .

15th Figure 3 shows another embodiment of the present invention. The number of treads of the first set of treads is not limited. Preferably the first set of treads and hence each of the two second sets of treads has two, three or four treads respectively. In 4th are four treads of a first set of treads 12th , 14th , 16 , 18th shown and corresponding to it has the chassis 3 four wheels 5 . To the chassis 3 to be rotated by 90 ° as in the embodiment with three running surfaces, is the course of the turning section 10 analogous to the 4th to 10 to train.

16 shows a cross section II of the turning section 10 with the chassis 3 in a further embodiment of the turning section 10 . In contrast to the turning section in 15th are the areas 11 a mounting rail that is not a running surface. The treads 12th , 14th , 16 , 18th are formed by crossbars of I or T profiles, which connect to a right-angled X in the middle of the mounting rail. This embodiment requires less material for the formation of the support rails, but leads in the course in the longitudinal direction of the turning section 10 to a complex geometry of the turning section 10 .

17th shows a monorail 2 with a support rail with running surfaces which are arranged around the circumference of the support rail, a chassis 3 that can move along the running surfaces of the mounting rail, and a passive switch 1 , the running surfaces of the mounting rail are flat. Flat treads have the advantage over curved treads that wheels 5 have less wear because they can roll evenly on the running surfaces. In the embodiment in 17th the support rail is supported by overarching pillars anchored in the ground. Not shown in 17th the complete turning section 10 the passive switch 1 but only the branch section 20th and in the further course a reverse rotation section 30th . The turning section 10 does not have to merge directly into the branch section, but can, as in the embodiment in FIG 17th , have an intermediate straight section of a mounting rail which, for example, has no twist. This applies accordingly to the transition between the branch section 20th and the respective reverse rotation sections 30a , 30b.

On the chassis 3 is a structure 4th attached, which in the present embodiment is, for example, a gondola for passenger transport that is attached to the chassis 3 is worn hanging. The chassis 3 and the structure 4th together form a car. Alternatively, the body can also carry a surveillance camera or other transport goods that are attached to the chassis 3 is moved along a mounting rail.

The one with the chassis 3 and the structure 4th formed car can have a biasing mechanism that acts as a steering means. Thereby the structure 4th relative to the chassis 3 about a longitudinal axis of the chassis 3 twisted, and so the chassis with the help of weight 3 opposite the mounting rail 1 biased. The way in which the structure is rotated in relation to the chassis corresponds to that in FIG WO 02/04273 A1 disclosed twisting of a trolley relative to a trolley as in the 4a , 4b and 4c the WO 02/04273 A1 shown. The weight of the twisted structure 4th tensions the chassis 3 opposite the mounting rail and steers the chassis 3 when dividing the running surfaces in the turning section 10 into the corresponding second set of treads.

The chassis 3 can furthermore be pivotable about the horizontal longitudinal axis and / or the horizontal transverse axis and / or the vertical axis in order to be able to follow a curved support rail in the longitudinal direction. Pivoting around the transverse axis allows the chassis or the superstructure to be tilted or pitched in order to be able to follow a changing incline or an incipient incline. The ability to pivot about the vertical axis, the longitudinal axis and the transverse axis of the chassis is particularly advantageous if a car has several chassis arranged one behind the other in the longitudinal direction, so that the car can follow changes in the course of the rails in all directions.

The chassis 3 can also have a drive that drives the chassis 3 can accelerate via friction / traction between wheels driven by a motor and the mounting rail or decelerate via braked wheels. Alternatively or in combination with this, the chassis can be driven by a recoil effect from, for example, a jet engine, via a magnetic field from, for example, a longitudinal stator and / or via a thrust from the drive of the chassis 3 driven propellers are accelerated or decelerated. The passive switch 1 can therefore be independent of the drive type of the chassis 3 be applied.

An alternative invention is a monorail 2 that of the aforementioned monorail 2 corresponds, but has a different passive switch, not according to the invention, and a support rail with flat running surfaces. Due to the flat running surfaces, the chassis can move in a stable and low-wear manner along the running surfaces of the support rail, at least in areas of the monorail that lie between the switches, and no moving parts are required on the switch.

One such alternative monorail 2 can be carried out with a mounting rail that has a cross-section that corresponds to the first cross-section II out 4th corresponds to. For example, a switch with a largely circular cross-section, such as the one in FIG WO 02/04273 A1 disclosed monorail are carried out accordingly. The support rail of this monorail therefore does not have any planar running surfaces in the area of this passive switch and is therefore mainly suitable for monorails with a few branches.

Claims (21)

A passive switch (1) for a monorail (2), which has a chassis (3) which can move along running surfaces arranged around the circumference of a support rail of the monorail, the switch (1) having: a turning section (10) which is designed such that a first set of running surfaces (12, 14, 16) merges continuously in the longitudinal direction into two second sets of running surfaces (12a, 12b, 14a, 14b, 16a, 16b), by dividing the treads (12,14,16) of the first set in the longitudinal direction into the two second sets of treads (12a, 12b, 14a, 14b, 16a, 16b) and the two second sets of treads (12a, 12b, 14a, 14b, 16a, 16b) in the further course in the longitudinal direction are rotated in opposite directions to one another in the circumferential direction by a helix angle, and a branch section (20) which is located in the longitudinal direction behind the turning section (10) and which continues the two second sets of treads (12a, 12b, 14a, 14b, 16a, 16b) in mutually different directions. The passive switch (1) according to Claim 1 , wherein the turning section (10) is designed so that the two second sets of running surfaces (12a, 12b, 14a, 14b, 16a, 16b) are twisted in opposite directions in the longitudinal direction in a partially helical manner. The passive switch (1) according to Claim 1 or 2 , wherein the turning section (10) is designed such that the first set of running surfaces (12,14,16) in the course in the longitudinal direction symmetrically to the longitudinal axis or to a plane containing the longitudinal axis into two second sets of running surfaces (12a, 12b, 14a, 14b, 16a, 16b). The passive switch (1) according to Claim 1 , 2 or 3 , wherein the turning section (10) is designed in such a way that it extends from a first polygonal cross section (I) perpendicular to the longitudinal direction at one end that intersects the first set of running surfaces (12,14,16) to a last polygonal cross section (VII ) at the other end, which intersects the two second sets of running surfaces (12a, 12b, 14a, 14b, 16a, 16b), passes over, the first (I) and last cross-sections (VII) being different from one another. The passive switch (1) according to Claim 4 , wherein the first (I) and the last polygonal cross-section (VII) are each square, hexagonal or octagonal depending on the number of treads. The passive switch (1) according to Claim 4 or 5 , wherein the turning section (10) is designed so that the rotation of the running surfaces (12a, 12b, 14a, 14b, 16a, 16b) of the second sets in the longitudinal direction between the first cross section (I) and the last cross section (VII) is continuous . The passive switch (1) according to Claim 6 The continuous rotation of the running surfaces (12a, 12b, 14a, 14b, 16a, 16b) of the second sets is carried out in such a way that a change in the angular acceleration of the chassis (3) about the longitudinal axis is constant with uniform movement in the direction of the longitudinal axis. The passive switch (1) according to one of the Claims 4 to 7th , the width of the treads of the first (12,14,16) and second (12a, 12b, 14a, 14b, 16a, 16b) sets at the first cross-section (I) and at the last cross-section (VII) being the same, and in Course in the longitudinal direction in between changed. The passive switch (1) according to one of the Claims 1 to 7th wherein the first set (12,14,16) and the two second sets (12a, 12b, 14a, 14b, 16a, 16b) of treads each have two, three or four treads. The passive switch (1) according to one of the Claims 1 to 9 , the running surfaces (12,14,16) of the first set and partially of the second set (12a, 12b, 14a, 14b, 16a, 16b) in the circumferential direction of the turning section (10) each by circumferential surfaces that are not treads from each other are separated. The passive switch (1) according to one of the Claims 1 to 10 , wherein the running surfaces (12,14,16) of the first set and / or the running surfaces (12a, 12b, 14a, 14b, 16a, 16b) of the second sets as flat running surfaces or as running surfaces, each point symmetrical relative to the center of Cross-sections are arranged perpendicular to the longitudinal direction, are formed. The passive switch (1) according to one of the Claims 1 to 10 wherein the treads (12,14,16) of the first set and / or the treads (12a, 12b, 14a, 14b, 16a, 16b) of the second sets are planar treads or curved treads whose curvature differs from a curvature of other surfaces differs in the circumferential direction between the running surfaces. The passive switch (1) according to one of the Claims 4 to 12th , wherein the switch has at least one turn-back section (30a, 30b) which is located in the longitudinal direction behind the branch section (10), continues one of the two second sets of running surfaces (12a, 12b, 14a, 14b, 16a, 16b) and this rotated in the further course in the longitudinal direction so that a last cross section of the reverse rotation section (30) corresponds to the first cross section (I) of the turning section (10). The passive switch (1) according to one of the Claims 1 to 13th , wherein the turning portion (10) is designed such that the two second sets of running surfaces (12a, 12b, 14a, 14b, 16a, 16b) continuously in the longitudinal direction to a second set of running surfaces (12a, 12b, 14a, 14b , 16a, 16b) are combined and then continuously divided into two sets of second running surfaces (12a, 12b, 14a, 14b, 16a, 16b) in the longitudinal direction. A monorail (2) with: a support rail with several running surfaces which are distributed around the circumference of the support rail and extend in the longitudinal direction of the support rail, a chassis (3) which can move along at least some of the running surfaces in the longitudinal direction of the support rail , and a passive switch (1) after one of the Claims 1 to 14th . The monorail (2) according to Claim 15 , wherein the chassis (3) has one or more wheels, rolling elements, sliding elements, a magnetic levitation device, an air cushion generating means (5) or combinations thereof, which are arranged so that they can move on the running surfaces in the longitudinal direction of the support rail. The monorail (2) according to Claim 15 or 16 , wherein the chassis (3) has an active steering means which is designed such that the chassis (3) when traveling on the turning section (10) of the switch (1) selectively into one of the two sets of running surfaces (12a, 12b, 14a, 14b, 16a, 16b) can deflect. The monorail (2) according to Claim 17 wherein the chassis (3) has a structure (4) and forms a carriage therewith, and wherein the carriage has a pretensioning mechanism which rotates the structure (4) relative to the chassis (3) about a longitudinal axis of the chassis (3) can to act as a steering means. The monorail (2) according to one of the Claims 15 to 18th , the chassis (3) being pivotable about its vertical axis and / or its longitudinal axis and / or its transverse axis. The monorail (2) according to one of the Claims 15 to 19th wherein the chassis (3) has a drive which can accelerate the chassis (3) via friction / traction by its driven wheels, a recoil effect, magnetic fields and / or thrust by a driven propeller. A monorail (2) with: a support rail with several running surfaces which are distributed around the circumference of the support rail and extend in the longitudinal direction of the support rail, a chassis (3) which can move along at least some of the running surfaces in the longitudinal direction of the support rail , and a passive switch (1), characterized in that the running surfaces of the support rail are flat.

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