DE102022201683A1 - Rail vehicle, in particular two-way vehicle set up for changing lanes and the corresponding system, method and use - Google Patents

Abstract

In the case of track/rail-bound vehicles, the flexibility/variability of use and routing is largely determined by the course of the track/rail. Independence from the route specified by the respective track/rail is desirable, at least in the area of junctions or points. Accordingly, a two-way vehicle is provided with a chassis set up for track/rail/track guidance, on which at least one or two axles are mounted, each with wheels, and with a plurality of track guidance units which, via a drive of the vehicle, can be individually moved vertically between a lowered guidance position independently of one another and a raised road position, in particular a road-rail vehicle with exactly two axles and exactly four wheels, the road-rail vehicle being set up for independent coupling to track/rail/track guides, in particular for the purpose of independent lane changing. As a result, the possibility of changing lanes can be provided independently of the current state of the respective rail system. The invention also relates to a corresponding method and a corresponding use of at least two tracking units on an axle of a rail vehicle, namely on the front and rear, in particular for the purpose of independent lane changes.

Description

TECHNICAL AREA

The present invention relates to a rail vehicle, in particular a two-way vehicle with a chassis designed for track/rail/track guidance, on which at least one or two axles are mounted, each with wheels provided for example for rails and/or roads, and with a plurality of track guidance units, which at least one drive of the vehicle can be individually vertically moved independently of one another between a lowered guide position and a raised road position. In particular, the invention relates to such a rail vehicle, in particular a two-way vehicle with exactly two axles and exactly four wheels. Furthermore, the present invention also relates to a method for coupling a rail vehicle, in particular a two-way vehicle, to track/rail/track guides, in particular for the purpose of independent lane changing. Last but not least, the present invention also relates to the use of at least two tracking units on an axle of a rail vehicle, in particular a two-way vehicle, namely at the front and rear, to achieve the desired type of coupling to the rail system or to the respective track, in particular for the purpose of independent lane change. In particular, the invention relates to a device and a method according to the preamble of the respective independent claim.

BACKGROUND OF THE INVENTION

Some vehicles should be suitable for different surfaces, for example both for asphalt (or road) and for rails/rail guides. However, two-way vehicles, which can not only drive in predefined lanes such as e.g. on rails/tracks, but also on roads, are usually bound to a lane during or after lane-in, which is determined by the rail layout including the setting of switches is specified (predefined dependency in particular for rail/track routing).

The utility model DE 20 2017 103 154 U1 describes a two-way vehicle with tracking units and wheels, which exhibits advantageous behavior, particularly when the tracking units are aligned.

Based on the state of the art, there is further interest or further need for greater flexibility/variability in connection with the most flexible possible guidance of the (road-rail) vehicle, especially in the area of points or other junctions of lanes, in particular for the purpose of decoupling/coupling the road-rail vehicle from a or to a specific track/rail. In other words: The flexibility/variability of vehicles that have to be guided in lanes depending on the situation should be improved.

SUMMARY OF THE INVENTION

The task is to provide a rail vehicle, in particular a road-rail vehicle or a corresponding system and a method for coupling and decoupling track-bound rail vehicles, in particular road-rail vehicles with/from at least one track (in particular rail), with which the greatest possible flexibility or high variability with regard to the type and way of rail-based guidance of the rail vehicle, in particular two-way vehicle can be ensured. In particular, the task is to enable a rail vehicle, in particular a two-way vehicle, to change lanes in a rail system in such a way that the vehicle can independently decouple from one track or rail and couple to another track, in particular in the area of a switch (position) for rails/track guides.

This object is achieved by a rail vehicle, in particular a two-way vehicle, according to claim 1 and by a method according to the respective subordinate method/use claim. Advantageous developments of the invention are explained in the respective dependent claims and in system claims. The features of the exemplary embodiments described below can be combined with one another unless this is explicitly denied.

Such a vehicle has the advantage that the vehicle does not necessarily have to follow the lane; for example, in the case of rail vehicles/vehicles traveling in quick succession, does not have to follow the lane course currently specified by a/the respective predefined switch position (in particular to be able to release the lane for a high-speed train, for example, or to make it unnecessary to adjust a switch). It is true that a/the relevant points could be switched over for a short time, but in some situations this is not possible or not desirable, or this would possibly also entail risks with regard to the planned routing; in any case, depending on the size of the rail system and depending on the vehicles involved, a correspondingly high communication or control/regulation effort would be required in order to avoid unscheduled Wei settings with a good level of security.

According to the invention, a technology is provided which enables vehicles, in particular two-way vehicles intended for roads and rails, to be able to be decoupled more easily from a single, predefined lane guidance (in particular track/rail guidance).

According to the invention, a rail vehicle is provided, in particular a two-way vehicle with a chassis designed for track/rail/track guidance, on which at least one or two axles are mounted, each with wheels provided for rails and/or roads, in particular two axles with two wheels each, and with a plurality of track guidance units, which can be moved independently and individually vertically between a lowered (rail) guidance position and a raised road position via at least one drive of the vehicle.

According to the invention, it is proposed that at least two different tracking units are assigned to each axle, namely at least one first tracking unit on the front side of the corresponding axle and at least one second tracking unit on the rear side of the corresponding axle, with the individual tracking units being individually vertically (at least in the vertical direction) displaceable independently of one another , in particular also horizontally in a lateral direction transverse to the vehicle (or transverse to the intended direction of travel) from a zero position to a transversely offset transverse position, that the vehicle can be decoupled from a first track/rail/track guide for a lane change and connected to a second track/ Rail / track guide can be coupled, especially in the area of a switch along the track / rail / track guide. This track-bound but track-independent vehicle provides a high degree of flexibility and independence from rail systems as such, especially when using rail vehicles, in particular two-way vehicles, which usually also have to be used unscheduled.

The vehicle, a vehicle driver and/or a control unit, a vehicle joint, can independently decide and specify which track/rail is to be followed.

According to the invention, a traffic system is also provided which has a control component for vehicles and the tracking units of vehicles.

The control component can control the tracking units of at least part of the vehicle in such a way that the tracking units can be individually displaced independently of one another in such a way that the vehicle can be decoupled from a first track/rail/track guide for a lane change and connected to a second track/rail/track guide. Track guidance can be coupled, especially in the area of a switch along the track/rail/track guidance. This makes it possible to change the direction of travel of vehicles independently of the point settings.

A particularly preferred embodiment of the traffic system is characterized in that it contains two control components. One of the control components directly controls the vehicles that can be decoupled from a first track/rail/track guide, the other control component controls switch positions of the rail system.

At least some of the vehicles can drive independently of the first track/rail/track layout and another part of the vehicles is bound to the track/rail/track layout, in particular including the positions of the rails/points etc.

Such an embodiment of the transport system is also particularly advantageous because vehicles that can be decoupled from the respective track/rail/track guides can be integrated into the system, by means of which free capacities can be used. For example, it is possible for lane-independent vehicles to overtake vehicles that are not lane-independent at bus stops.

Such a system has the particular advantage that both vehicles that can be decoupled from track/rail/track guidance and vehicles that cannot be decoupled from track/rail/track guidance can be used in a jointly usable rail system.

It has been shown that an ability to change lanes automatically or autonomously allows for great flexibility/variability on the one hand with regard to the use of the vehicle and on the other hand with regard to the use of the rails/track guidance or the lane(s), in particular largely independent of a current system status of the rail system (in particular independent of a current point setting). The use of such two-way vehicles can also be very interesting for a rail network operator, e.g. if technical control interventions in the usual operational process are to be avoided.

In contrast to previously tried-and-tested technologies, the vehicle no longer has to be lifted out of the lane using a crane or similar non-system device or moved far to a potentially usable exit point in order to be able to release or change lanes. The vehicle can also change lanes directly in the area of a switch without having to change the switch.

In the following, the two-way vehicle is also generally referred to as “vehicle”. In this respect, the running gear (chassis) and the wheels can each be optimized in an application-specific manner for specific surfaces and tracks/rails, for example the wheels for a road or for a very special rail system. The invention can be implemented largely independently of the number of axles and the number of wheels, i.e. in principle also for single-axle vehicles or even for vehicles with only one wheel. Of course, vehicles, in particular maintenance or towing vehicles, preferably have at least two axles and equipped with at least four wheels, but the present invention can also be implemented on vehicles with fewer or more axles/wheels. Insofar as the present invention is/is implemented for rail vehicles, in particular two-way vehicles for rail and road, the wheels are preferably designed/provided for roads or asphalt, and in the case of track coupling, the vehicle is preferably guided solely/exclusively by means of the track guidance units.

The mode of operation of the vehicle can be based either on the fact that the wheels accomplish propulsion both on the ground without a track (disengaged state) and propulsion on rails or similar tracks (engaged state), or propulsion in the engaged state can optionally also be carried out by the tracking units take place; in this respect, the tracking of the tracking units is to be understood as a minimum functional scope. The chassis or chassis can be adapted accordingly.

"Track" or "rail" (each in the singular) is to be understood here in a broader sense as a track or rail guide for vehicles with at least two wheels/guide units on the right and left (starboard and port) on a corresponding axle of the vehicle, so that the term "track" or "rail" can also denote two parallel track guides or two parallel rail tracks. The singular also seems to be more appropriate here than the plural, as there may be vehicles which can be supported on just a single track/rail (unlike e.g. a classic railway carriage), e.g. with comparatively wide circulation, e.g. maintenance vehicles for track /rail systems. The wording in the claims should also be understood in this sense: the arrangement described for one side of the respective axis is also implemented mirror-symmetrically on the other side of the axis in the case of two lanes/rail tracks, but this does not necessarily have to be the case, e.g. if a vehicle is present , which can already rest on just one support or one wheel (this tends to be the case with at least two axles arranged one behind the other). However, it is also known, e.g. from the field of pedestrian/passenger transport systems, that storage on just one wheel with sufficient stability (in particular with the aid of gyroscopes and actuators or servomotors relating to the spatial alignment of the vehicle) can also be ensured. In this respect, the specialist is free to choose the number of axles and the number of support points per axle.

The term "track" can be understood as a generic term for all types of specified track guidance, so it can also include the terms "rail guidance" and "track guidance" in particular (where the term "track" in the narrower sense is specifically used here as a reference to tracks for classic railway logistics). The concept according to the invention can generally be applied to rail vehicles and is explained here in particular with reference to rail guides for rail vehicles, in particular two-way vehicles. Unless explicitly denied, each of these three types of guides can be designated with equal priority in connection with the respective disclosure regarding “track” or “rail” or “track”; this applies here both to the wording of the claim and to the description.

“Bow side” is to be understood in particular as a position in front/in front of it in the (current) direction of travel. In the case of vehicles which can also maneuver backwards, the direction can be correspondingly opposite. Accordingly, the term “in front/in front” can also be understood in general as “front side”, and the term “rear/behind” can therefore also be understood in general as “rear side”. In any case, "front side" or "rear side" means a direction in or against the direction of travel, i.e. orthogonal to the lateral/transverse direction. It follows that the present invention is based on the concept of providing a tracking unit both in a path section in front of and in a path section behind the respective wheel axle. In this way, the desired decoupling from the rail guide can also take place independently of the direction of travel.

The term or the verb "couple" can be understood as a generic term in the sense of "lead" or "contact" or "engage" or "bring to positive contact", depending on the design of the type of contact between the tracking unit and track/rail/track. A form fit is usually ensured by a rim or collar on the track guidance unit of the corresponding rail that is present at least on one side, so that in many applications one can speak of "overlying track-guided contact" (see, for example, Fig. 2, reference numbers 113 and 114). In the following, the term “coupling” will continue to be used in general.

The vertical displacement of the position of the respective tracking unit can also be described as retracting (upward) or extending (downward).

The present invention is specifically described herein by reference to a vehicle having two axles and two tracking units per wheel (right and left and front and rear of each axle), i.e. four tracking units per axle. Optionally, more than two tracking units can also be provided per axis (and side), in particular four tracking units, for example both two tracking units coupling on the inside of the rail (arranged at the front and rear) and two tracking units coupling on the outside of the rail (also arranged on the front and rear). ). However, any higher number of tracking units is also possible.

For example, a two-axle vehicle has four left lane guidance units L1, L2, L3, L4 and four right lane guidance units R1, R2, R3, R4 ( 2 , 3 ). For reasons of perspective, not all tracking units are always visible/shown in the present figures.

Optionally, three or four tracking units can also be provided per axle and side, in particular two front-side tracking units and one rear-side tracking unit (six tracking units per axle for vehicles with wheels on the right and left), or two front-side and two rear-side tracking units (eight tracking units per axle).

Other numbers of tracking units are of course also possible, for example six tracking units per axis.

The tracking units can optionally be arranged on the inside or outside relative to the respective track and optionally also be displaceable in the lateral direction. Last but not least, such a redundancy of front and/or rear track guidance units can also expand the possible uses of the vehicle with regard to different configurations of the track beds or rails and switches.

For driving on the track/rail (driving straight ahead) either a subset or all of the tracking units can be coupled to the rail. Depending on the type of vehicle and the surface, in particular also depending on whether a drive movement is to be transmitted (either via wheels or also via the tracking units), a preferred number of tracking units can be coupled in each individual case (in particular when weighing up stability/locking and friction losses/ rolling resistance).

The tracking units can be designed, for example, as a roller with an at least approximately vertical axis (especially when the vehicle is not to be supported on the track via the tracking units) or as a type of miniaturized rail/railway wheel (which is particularly important with regard to supporting large Weight forces is advantageous), or, for example, as a roller with respect to the horizontal plane slightly inclined axis to act on an underside of the rail profile. A combination of the above features is also possible, both that different configurations are used with several track guidance units, and that in a single track guidance unit a vertical axle and/or a miniaturized rail wheel and/or a roller for gripping on the underside of the rail system be combined.

The present invention is explained in particular with reference to vertically and horizontally displaceable tracking units, a displacement of the individual tracking units at least in the vertical direction being described in detail here (changing lanes by changing at least the height position of the tracking units); in many applications, displacement in the vertical direction is particularly useful for decoupling/engaging; In certain applications, however, the course of the tracks or rails and/or a longitudinal distance between the desired relative positions of the contact/coupling points between the rail and the respective tracking unit can also be designed in such a way that the vehicle can also be moved with additional lateral displacement of individual tracking units ; For many use cases, however, this becomes just /off Finally, vertical positioning of the individual tracking units can already be a sufficient measure, namely one after the other, individual vertical displacement in temporal vehicle position-dependent coordination of front and rear-side tracking units with one another. In this respect, a lateral offset is not always necessary as a method step to implement the conversion/lane change described here, although it may be desirable or necessary for certain applications for the vehicle to be set up for this type of movement in the lateral direction of the tracking units, i.e. not just a vertical one Relocation of the track guidance units can be realized, but optionally also a horizontal relocation of the track guidance units (in particular in the range of a few centimeters lateral offset), for example when the longitudinal distance between the areas of the track in which a conversion / relocation is to take place, requires this. The lane-changing kinematics described here therefore includes, in some cases or also optionally, a lateral offset kinematics. Ultimately, it can also depend on the selected type and geometric design of the tracking units (in particular on the size of the contact/support surface to the rail or the width of the support, if a support function is desired, and the geometric position of the contact point, in particular on top or lateral), whether a lateral offset is unnecessary or desirable or even necessary.

The concept according to the invention described here with regard to one side (starboard, port, or right, left) of a single axle can also be implemented as a mirror image on one/the other side of the axle, in particular also at an intermediate position, depending on the number of tracks/ Rails / guides are provided. Usually, lane guidance is to be expected to include two parallel tracks/rails, so that the concept according to the invention is implemented mirror-symmetrically on the right and left side of the vehicle on the corresponding sections of the respective axle, at least as far as the technical aspects of the device are concerned (in contrast, the displacement and control method can vary depending on the page or be offset in time in individual cases).

According to one exemplary embodiment, the individual track guidance units can be individually displaced horizontally with a transverse offset that can be predefined by the rail vehicle, in particular a road-rail vehicle (in particular with a transverse offset of 5, 6, 7, 8, 9 or 10 cm) and in at least one corresponding intended transverse position corresponding to one through the rail -/Railway can be positioned at specified transverse distances. This favors the targeted approaching of predefinable transverse positions, in particular as a function of a current condition of the track or a specific transverse distance of a currently used track/rail/points guide.

According to one exemplary embodiment, the respective tracking unit can be adjusted in height both in the zero position and in the transverse position. This also enables the relative position to be adjusted in the case of guides which are predefined in the lateral direction by a rim or edge or the like.

According to one exemplary embodiment, the rail vehicle, in particular a two-way vehicle, is set up to overcome a track/rail switch independently of a/the current switch position, in particular also by vertical displacement of the individual track guidance units, in particular by switching from guidance using the front or rear-side guidance units to guidance using the other tracking units (either at the front or at the rear of the respective axle) is switched over, it being possible for a transverse offset to be compensated for by means of the additional tracking units provided for the lane change. This also favors the use of an entire rail system without having to move the wheeled vehicle over the ground (or over the road) from a first lane to a second lane; Rather, the vehicle can follow the rail system in the area of the switch (contrary to the position of the switch) as if the switch were aligned in the desired direction.

According to one exemplary embodiment, the rail vehicle, in particular a road/rail vehicle, is set up to position each tracking unit individually in the vertical and horizontal direction both with regard to a/the zero position and with regard to a/the transverse position, in particular by means of the at least one drive. Last but not least, this provides the desired high variability not only with regard to lane changes independent of the switch position, but also independently of the direction of travel, i.e. bidirectional functionality.

According to one exemplary embodiment, the rail vehicle, in particular a road/rail vehicle, comprises at least one drive coupled to the chassis and configured for positioning the tracking units, each individually or optionally also in combination with one another. Hydraulic drives, for example, can only be mentioned here as examples.

According to one exemplary embodiment, the rail vehicle, in particular a road/rail vehicle, has a control/regulation unit which is coupled to the at least one drive and is set up to specify the vertical and transverse displacement or position of the respective front and rear tracking units, in particular also as a function of current position or image data. Last but not least, this also favors an at least partially automated/automatable lane change, in particular based on a movement path along the lane or along the rail system predetermined by the control/regulation unit.

According to one exemplary embodiment, the respective tracking unit has a bearing roller, in particular with a guide flange/wheel flange, which is set up to support the rail vehicle, in particular two-way vehicle, on the correspondingly selected rail/track guide. This also enables the transmission of comparatively high loads, e.g. on rails; in this respect, storage on wheels (or the like) while driving on the rail(s) can also be dispensed with. Since the vehicle can also be supported on at least one track guidance unit per axle when changing lanes, the structure or chassis is not overloaded when changing lanes.

According to one exemplary embodiment, the respective tracking unit is set up to ensure guidance on the correspondingly selected rail/track guide by internal contacting or by external contacting, in particular by means of a correspondingly arranged guide ring. This makes it possible to bring the respective tracking unit into the desired relative position either from the inside or from the outside or at least to support it in the corresponding direction against the acting reaction forces. The person skilled in the art can choose the most advantageous configuration in the respective application, in particular depending on the design of the rail. Contacting can also be implemented both inside and outside, but this can have disadvantages in terms of rail compatibility and low-friction, canting-free guidance.

According to one exemplary embodiment, the tracking units are set up to be optionally laterally displaced outwards and/or inwards. Last but not least, this also facilitates a fine adjustment with regard to a relative transverse position of the track guidance units relative to one another, in particular in the case of different track widths depending on the rail system.

According to one exemplary embodiment, the respective tracking units are arranged on the inside or outside relative to the respective track and/or can be displaced in the lateral direction. Last but not least, this also enables a type of support and (de)coupling between the vehicle and the rail/track that is particularly advantageous for the respective application.

According to one exemplary embodiment, the tracking units are each mounted so as to be freely rotatable about a vertical axis. This also favors an advantageous alignment of the tracking units, in particular according to the current course of the track/rail.

According to one exemplary embodiment, the two-way vehicle is designed as a two-way vehicle with wheels provided for roads and optionally also for rails and with a chassis provided for roads and rails. Regardless of the ability to change lanes, this also allows the vehicle to be moved on conventional roads or similar surfaces without lane-bound movement paths.

According to one exemplary embodiment, the rail vehicle, in particular a road-rail vehicle, has two axles each with two wheels and front and rear tracking units arranged on both sides of the wheels, ie four wheels and eight tracking units. Last but not least, this provides good stability, be it on the wheels, be it on the tracking units or by means of the tracking units.

The aforementioned object is also achieved by a method for coupling a rail vehicle, in particular a road-rail vehicle, to rails/track guides, in particular a rail vehicle described above, in particular a road-rail vehicle, with at least two track guidance units each being individually vertical and on an axle of the rail vehicle, in particular a road-rail vehicle optionally also individually horizontally in a lateral direction transverse to the rail vehicle, in particular road-rail vehicle from a zero position to a transversely offset transverse position for the coupling (either inwards or outwards, with a transverse displacement depending on the configuration of the coupling partner tracking unit and rail can also be optional), namely at least one first tracking unit forward of the respective axle and at least one second tracking unit aft of the respective axle, wherein the respective fore and aft tracking units are/are arranged in different lateral and/or vertical positions, and wherein the vertical position is either one/of the currently unloaded (front or rear) tracking unit is shifted downwards until this tracking unit ensures the support and guidance of the rail vehicle, in particular a two-way vehicle, on the desired new track/rail/track section (in particular also on a transversely offset or curved running (second) Rail/track section), so that the rail vehicle, in particular a road-rail vehicle, is coupled to it, whereupon the height position of the other (front or rear) tracking unit is raised, so that the rail vehicle, in particular road-rail vehicle, is moved from the previous (or from a first) rail /Tracking is decoupled, especially in the area of a switch. This results in the advantages mentioned above.

In other words, the lane change can be realized based on temporally coordinated vertical position changes of the front and rear-side tracking units, and (optionally) depending on the desired lane change situation, the respective tracking unit is also shifted transversely/horizontally. The respective right and left track guidance units can either be moved synchronously in pairs, or the adjustment can be made unilaterally individually, i.e. on the right side of the vehicle independently of the left side of the vehicle (the preferred procedure also depends on the type of rail guidance and the Type of coupling/coupling with the tracking units and a possible connection between the right and left tracking units, for example by an axle).

1. a) das Fahrzeug befindet sich zunächst auf einem Geradeaus-Schienenabschnitt in einem Abschnitt vor einer Weiche, die auf Geradeausfahrt eingestellt ist, beispielsweise mit allen Spurführungseinheiten in abgesenkter Position bzw. in einem ans Gleis gekuppelten Anordnung;
2. b) beim Auffahren/Befahren auf die Weiche (insbesondere nachdem die Weichenposition entweder sensorisch/messtechnisch erfasst oder über eine Positionsangabe vorgegeben wurde) werden die bugseitigen Spurführungseinheiten (insbesondere L1, R1) angehoben bzw. sind bereits in der oberen entkoppelten Position, und die weiteren hinteren Spurführungseinheiten (insbesondere L2, L3, L4 und R2, R3, R4) sind/bleiben unten;
3. c) daraufhin werden die Spurführungseinheiten am Abbiegepunkt der Weiche entsprechend umgesetzt, also erst vorne (bugseitig der jeweiligen Achse) abgesenkt (insbesondere L1, R1) und dann hinten (heckseitig der jeweiligen Achse) angehoben (insbesondere L2, R2);
4. d) nun befindet sich die bugseitige Achse bzw. die entsprechenden Vorderräder wieder in Geradausfahrt, und zumindest eine der hinteren Spurführungseinheiten (insbesondere L2 oder R2) kann am Abbiegepunkt der Weiche umgesetzt werden (nach oben verlagert werden), so dass nun in diesem hier beschriebenen Beispiel nur die Spurführungseinheiten L1, L2, L3 unten angeordnet sind.

In the following, an exemplary procedure for moving or adjusting the tracking units when driving over a switch is explained (i.e. if you want to deviate from the direction of travel specified by the switch).

1. a) the vehicle is initially on a straight-ahead rail section in a section in front of a switch which is set to travel straight ahead, for example with all track guidance units in a lowered position or in an arrangement coupled to the track;
2. b) when driving onto/onto the switch (particularly after the switch position has been detected either by sensors/measurements or by specifying a position), the bow-side tracking units (particularly L1, R1) are raised or are already in the upper, decoupled position, and the others rear tracking units (especially L2, L3, L4 and R2, R3, R4) are/stay down;
3. c) the tracking units are then moved accordingly at the turning point of the switch, i.e. first lowered (in particular L1, R1) at the front (front side of the respective axle) and then raised at the rear (rear side of the respective axle) (in particular L2, R2);
4. d) the front axle or the corresponding front wheels are now in a straight line again, and at least one of the rear tracking units (in particular L2 or R2) can be moved (moved upwards) at the turning point of the switch, so that this is now described here Example only the tracking units L1, L2, L3 are arranged below.

From this it follows that the repositioning when turning off a switch that is set to go straight can take place both with a vertical movement of the tracking units and possibly also by a transverse offset of individual tracking units. According to the present disclosure, the tracking units can or must therefore also be offset in the transverse direction, in particular individually and independently of one another; Depending on the course of the rails, this can be advantageous or necessary, and this is also advantageous with regard to setting the track width, but a transverse offset of the track guidance units does not necessarily always have to take place for the conversion according to the invention.

The order of displacement of the individual tracking units described here is just one example of the procedural implementation of the invention; Optionally, for example, a variation can be made such that first L1, then L2, then L3 and then L4 are raised and lowered as soon as the respective wheels or track guidance units approach the switch or are in the corresponding relative position to the turning point (which point in time or which relative position e.g. can be detected by sensors/measurements and can be transmitted to a control component of the vehicle).

The person skilled in the art recognizes from the present description of the arrangement and control of the tracking units that the tracking units described here are optionally mounted with individual suspension/independent wheel suspension and can be controlled (regardless of their absolute number).

• Das Fahrzeug nähert sich einer Weiche der Spur/Schiene mit zunächst allen Spuhrführtungseinheiten unten bzw. gekoppelt (5). Beim Erreichen eines ersten Längsabschnitts (Xa) sind nur die heckseitigen Spurführungseinheiten (insbesondere der ersten Achse oder optional aller Achsen) in Eingriff mit der Spur/Schiene (gegebenenfalls Entkoppeln der bugseitigen Spurführungseinheiten als vorbereitende Maßnahme (6). Die bugseitigen Spurführungseinheiten befinden sich also in angehobener Position oder werden zu einem gegebenen Zeitpunkt (der auch durch eine Positionserfassung steuerungs-/regelungstechnisch vorgegeben werden kann) dahin verlagert; sobald die vordere/vorderste Achse des Fahrzeugs einen darauffolgenden zweiten Längsabschnitt (Xb) der Spur/Schiene erreicht (insbesondere einen Bereich, in welchem ein Abbiegepunkt bzw. der verstellbare Schienenabschnitt der Weiche bereits überlappt wird und ein entsprechender Querabstand zwischen den sich überlappenden Schienensträngen noch vorhanden ist), werden die rechten und/oder linken bugseitigen Spurführungseinheiten abgesenkt (also mit der Spur/Schiene gekoppelt), und die korrespondierenden heckseitigen Spurführungseinheiten werden danach angehoben (entkoppelt); somit kann das Fahrzeug nun dem gewünschten Schienenverlauf folgen; dank der unterschiedlichen Längspositionen der bug- und heckseitigen Spurführungseinheiten wurde derjenige Punkt, an welchem die tatsächliche Stellung der Weiche eine andere Führung des Fahrzeugs bewirkt hätte, sozusagen übersprungen oder überbrückt; wahlweise kann dieses Überbrückungsmanöver, je nach Ausgestaltung der Schiene/Weiche, auch mit der beschriebenen Verstellung der Spurführungseinheiten auf nur einer Seite des Fahrzeugs (rechts oder links) bewerkstelligt werden; insbesondere hängt dies auch davon ab, welche Weichenstellung vorliegt; das Fahrzeug kann anhand der z.B. visuell/optisch erfassten Weichenstellung steuerungs-/regelungstechnisch vorgeben, ob die jeweilige Spurführungseinheit an der rechten oder linken Seite des Fahrzeugs verlagert wird, oder ob/wie die Spurführungseinheiten an beiden Fahrzeugseiten verlagert werden. Sobald die vordere/vorderste Achse einen weiteren darauffolgenden Längsabschnitt der Spur/Schiene erreicht (insbesondere einen Bereich in welchem der verstellbare Schienenabschnitt der Weiche bereits überlappt wird und ein entsprechender Querabstand zwischen den sich überlappenden Schienensträngen bereits vorhanden ist), können optional die Spurführungseinheiten der anderen Seite (steuerbord oder backbord) entsprechend verlagert werden. Diese zusätzliche längsabschnittsbezogene Maßnahme (bzw. deren Zeitpunkt) kann insbesondere auch vom Krümmungsradius der Weiche abhängen; denn an der einen Schiene ist der Abbiegepunkt klar definiert (Kontaktbereich zweier Schienenabschnitte), an der anderen gegenüberliegenden parallelen Schiene hingegen ist der Abbiegepunkt kein im geometrischen Sinne punktförmiger Bereich, sondern ein in Abhängigkeit vom Krümmungsradius der Weiche vergleichsweise langer Abschnitt, der je nach Ausgestaltung der Spurführungseinheiten erst nach einem bestimmten Längsabstand (Längsverlagerung) wieder nutzbar ist - erst in/ab diesem Moment ist es sinnvoll, die entsprechenden Spurführungseinheiten zu verlagern (insofern ist das entsprechende Überbrückungsmanöver der Spurführungskinematik gegebenenfalls individuell je Fahrzeugseite rechts und links unterschiedlich).

Changing lanes can also be described with reference to different longitudinal sections of the track/rail, here as an example a rail guide with two lanes and a vehicle with at least two axles (i.e. at least four wheels and at least eight tracking units as exemplified in 5 shown):

• The vehicle approaches a switch on the track/rail with initially all tracking units down or coupled ( 5 ). When a first longitudinal section (Xa) is reached, only the rear-side tracking units (in particular the first axle or optionally all axles) are in engagement with the track/rail (if necessary, decoupling the front-side tracking units as a preparatory measure ( 6 ). The bow-side tracking units are therefore in a raised position or are shifted there at a given point in time (which can also be predetermined by position detection in terms of control/regulation technology); as soon as the front/frontmost axle of the vehicle reaches a subsequent second longitudinal section (Xb) of the track/rail (in particular an area in which a turning point or the adjustable rail section of the switch is already overlapped and a corresponding transverse distance between the overlapping rail tracks is still present is), the right and/or left bow-side tracking units are lowered (i.e. coupled to the track/rail), and the corresponding aft-side tracking units are then raised (uncoupled); thus the vehicle can now follow the desired course of the rails; thanks to the different longitudinal positions of the front and rear guidance units, the point at which the actual position of the switch would have caused the vehicle to be guided differently was, as it were, skipped or bridged; Optionally, this bridging manoeuvre, depending on the design of the rail/switch, can also be accomplished with the described adjustment of the tracking units on only one side of the vehicle (right or left); in particular, this also depends on which course has been set; the vehicle can use the eg visually/optically detected switch position to specify whether the respective tracking unit is shifted to the right or left side of the vehicle, or whether/how the tracking units are shifted to both sides of the vehicle. As soon as the front/front axle reaches another subsequent longitudinal section of the track/rail (in particular an area in which the adjustable rail section of the switch is already overlapped and a corresponding transverse distance between the overlapping rail tracks already exists), the tracking units on the other side can optionally (starboard or port) can be relocated accordingly. This additional longitudinal section-related measure (or its point in time) can in particular also depend on the radius of curvature of the points; because on one rail the turning point is clearly defined (contact area of two rail sections), on the other parallel rail opposite, on the other hand, the turning point is not a point-like area in the geometric sense, but a comparatively long section, depending on the radius of curvature of the points, which, depending on the design of the tracking units can only be used again after a certain longitudinal distance (longitudinal displacement) - it only makes sense at / from this moment to relocate the corresponding tracking units (in this respect, the corresponding bridging maneuver of the tracking kinematics may be individually different for each side of the vehicle on the right and left).

When coupling the respective bow-side tracking unit with the new desired track, a transverse offset can optionally also take place, depending on the longitudinal distance and depending on the width of the rail or the tracking unit; the additional transverse offset can be desired or preferred depending on the application; preferably, the chassis or the bearing of the tracking units is basically set up to accomplish such a lateral offset either per axle or individually for all individual tracking units (in particular optionally inwards or outwards), so that a / the vehicle with very great independence or self-sufficiency can be provided.

• Das Fahrzeug nähert sich einer Weiche der Spur/Schiene, wobei nur die heckseitigen Spurführungseinheiten (insbesondere aller Achsen) in Eingriff mit der Spur/Schiene sind; die bugseitigen Spurführungseinheiten befinden sich in angehobener Position; sobald die vordere/vorderste Achse des Fahrzeugs den entsprechenden Längsabschnitt der Spur/Schiene erreicht (insbesondere einen Bereich in welchem der verstellbare Schienenabschnitt der Weiche bereits überlappt wird und ein entsprechender Querabstand zwischen den sich überlappenden Schienensträngen noch vorhanden ist), wird je nach gewünschter Richtung des Fahrzeugs wenigstens eine der rechten oder linken bugseitigen Spurführungseinheiten abgesenkt (also mit der Spur/Schiene gekoppelt), und die korrespondierende heckseitige Spurführungseinheit wird angehoben (entkoppelt); sobald die vordere/vorderste Achse einen entsprechenden darauffolgenden Längsabschnitt der Spur/Schiene erreicht (insbesondere einen Bereich in welchem der verstellbare Schienenabschnitt der Weiche bereits überlappt wird und ein entsprechender Querabstand zwischen den sich überlappenden Schienensträngen bereits vorhanden ist), werden die Spurführungseinheiten der anderen Seite (steuerbord oder backbord) entsprechend verlagert; beim Koppeln der jeweiligen bugseitigen Spurführungseinheit mit der neuen gewünschten Spur kann dabei wahlweise auch ein Querversatz erfolgen.

Alternatively, the lane change can also be carried out as follows, depending on the form of the rail system or the points is designed:

• The vehicle approaches a switch of the track/rail, only the rear-side tracking units (in particular all axles) being in engagement with the track/rail; the bow guidance units are in the raised position; as soon as the front/frontmost axle of the vehicle reaches the corresponding longitudinal section of the track/rail (in particular an area in which the adjustable rail section of the switch is already overlapped and a corresponding transverse distance between the overlapping rail tracks is still available), depending on the desired direction of the Vehicle lowered at least one of the right or left bow-side tracking units (i.e coupled to the track/rail), and the corresponding rear-side tracking unit is raised (uncoupled); as soon as the front/front axle reaches a corresponding subsequent longitudinal section of the track/rail (in particular an area in which the adjustable rail section of the switch is already overlapped and a corresponding transverse distance between the overlapping rail tracks already exists), the tracking units of the other side ( starboard or port) relocated accordingly; when coupling the respective bow-side tracking unit with the new desired track, a lateral offset can optionally also take place.

According to one embodiment, a point in time of at least the vertical and optionally also one/the transverse displacement of the front and rear-side tracking units is defined as a function of a current longitudinal position of the rail vehicle, in particular a two-way vehicle on the rail/track guide, in particular by the point in time being determined by means of a Control/regulation unit is specified for at least one drive of the rail vehicle, in particular a two-way vehicle, in particular in the area of a switch. Last but not least, this also favors an at least partially autonomous actuation of the lane-changing kinematics as a function of a current relative position of the rail vehicle, in particular a road-rail vehicle, and/or as a function of a current switch position. The lane change kinematics are characterized, for example, by analog displacement of pairs of tracking units (respective front or rear-side tracking units), or by a specific time sequence of the displacement of front and rear-side tracking units, and/or by a lifting/pivoting mechanism or exclusively by a lifting/lowering movement.

According to one exemplary embodiment, the method is carried out based on measurement data from sensors of the rail vehicle, in particular the road-rail vehicle, which detect the track or rail (in particular a switch or any other potential change in direction of the track) or their course or relative position, in particular by means of or based on current geo-position data of the rail vehicle, in particular a road-rail vehicle and/or by detecting a/the current position/orientation of a switch and/or in connection with/by means of at least one marking or recognition transmitter of a switch or control unit. This favors a/the high level of self-sufficiency of the rail vehicle, in particular a road-rail vehicle, when selecting the desired movement path, in particular independently of any metrological or communication technology equipment of the rail system or of a company operating the rail system. In this respect, the invention can also provide a vehicle that places only minimal demands on system compatibility, for example only with regard to the track width.

The aforementioned object is also achieved by using at least two tracking units on an axle of a rail vehicle, in particular a road-rail vehicle, namely at least one first tracking unit on the front side of the corresponding axle and at least one second tracking unit on the rear side of the corresponding axle, in particular in a rail vehicle described above, the individual track guidance units being displaceable independently of one another, individually vertically and optionally also individually horizontally in a lateral direction transverse to the rail vehicle (or transverse to the intended direction of travel) from a zero position into an offset position, in particular also into a transversely offset transverse position, such that the rail vehicle moves from one first rail/track guide can be decoupled and can be coupled to a second rail/track guide, in particular in the area of a switch. This results in the advantages mentioned above.

The aforementioned object is also achieved by a system comprising at least one rail vehicle, in particular a rail vehicle described above, and at least one first and second rail/track guide, the rail vehicle being removed from the first rail/track guide by a method previously described above can be decoupled and can be coupled to the second rail/track guide, in particular in the area of a switch. This results in the advantages mentioned above.

According to one exemplary embodiment, the system is set up to specify transport routes of the rail vehicle, in particular a two-way vehicle, against a switch position or independently of a current switch position along at least one first and second rail/track guide. This also provides flexibility/variability independent of the current state of the track/rail system.

According to one embodiment, the system has a large number of at least partially autonomous rail vehicles, in particular two-way vehicles, which are transported (can be transported) along a plurality of transport routes, the system transfer points from rails to road or vice versa, with a control component (control/regulation unit) of the system controlling/regulating the transport routes between first and second transfer points (or handover points), with at least a subset of the rail vehicles, in particular two-way vehicles, being rail-coupled at least in sections. This also favors an advantageous scalability/application of the invention in systems with numerous movement paths.

Summary: In the case of track/rail-bound vehicles, the flexibility/variability of use and routing is largely determined by the course of the track/rail. Independence from the route specified by the respective track/rail is desirable, at least in the area of junctions or points. Accordingly, a rail vehicle is provided with a chassis designed for track/rail/track guidance, on which at least one or two axles are mounted, each with wheels, and with a plurality of track guidance units, which can be individually moved vertically between a lowered guidance position independently of one another via a drive of the vehicle and a raised road position, in particular a rail vehicle with exactly two axles and exactly four wheels, the rail vehicle being set up for independent coupling to track/rail/track guides, in particular for the purpose of independent lane changing. As a result, the possibility of changing lanes can be provided independently of the current state of the respective rail system. The invention also relates to a corresponding method and a corresponding use of at least two tracking units on an axle of a rail vehicle, in particular a two-way vehicle, namely at the front and rear, in particular for the purpose of independent lane changes.

character list

• 1 und 2 jeweils in perspektivischer Ansicht einerseits ein Fahrzeug auf beliebigem ebenem oder unebenem Untergrund (insbesondere auf einer Straße bzw. auf Asphalt) und andererseits ein Fahrzeug auf einer Schienenführung, jeweils gemäß einem Ausführungsbeispiel, wobei das Fahrzeug acht Spurführungseinheiten aufweist, die hier individuell benannt sind;
• 3 und 4 jeweils in perspektivischer Ansicht ein Fahrzeug gemäß einem Ausführungsbeispiel auf einer Schienenführung, einerseits in einer Anordnung vor einer Weiche des Schienensystems, die auf Geradeausfahrt eingestellt ist, und andererseits im Moment des Überfahrens der Weiche bei Geradeausfahrt, mit den entsprechenden Relativpositionen der Spurführungseinheiten;
• 5, 6, 7A, 7B, 8 jeweils in perspektivischer Ansicht ein Fahrzeug gemäß einem Ausführungsbeispiel auf einer Schienenführung, zunächst in einer Anordnung vor einer Weiche des Schienensystems (Abschnitt X3), die auf Geradeausfahrt eingestellt ist, wobei unterschiedliche Momente/Zeitpunkte beim Überfahren einer Weiche des Schienensystems zwecks Kurvenfahrt/Abbiegen dargestellt sind, also entgegen der auf Geradeausfahrt eingestellten Weiche, mit den entsprechenden Relativpositionen der Spurführungseinheiten;
• 9 und 10 jeweils in perspektivischer Ansicht ein Fahrzeug gemäß einem Ausführungsbeispiel auf einer Schienenführung, einerseits in einer Anordnung vor einer Weiche des Schienensystems, die für einen Abbiegevorgang eingestellt ist, und andererseits im Moment des Überfahrens der Weiche beim Abbiegen, mit den entsprechenden Relativpositionen der Spurführungseinheiten;
• 11, 12, 13A, 13B, 14 jeweils in perspektivischer Ansicht ein Fahrzeug gemäß einem Ausführungsbeispiel auf einer Schienenführung, zunächst in einer Anordnung vor einer Weiche des Schienensystems, die für einen Abbiegevorgang eingestellt ist, wobei unterschiedliche Momente/Zeitpunkte beim Überfahren einer/der Weiche des Schienensystems zwecks Geradeausfahrt dargestellt sind, also entgegen einer auf Abbiegefahrt eingestellten Weiche, mit den entsprechenden Relativpositionen der Spurführungseinheiten;
• 15, 16, 17, 18A, 18B, 19 jeweils in perspektivischer Ansicht ein Fahrzeug gemäß einem weiteren Ausführungsbeispiel in Situationen vor, über und hinter einer Weiche bzw. einem Abbiegepunkt einer Weiche, wobei das Fahrzeug selbstständig einen Abbiegevorgang einleitet, entgegen der momentanen Weichenstellung (Geradeausfahrt);

The invention is described in more detail in the following drawing figures, reference being made to the other drawing figures for reference symbols which are not explicitly described in a respective drawing figure. Show it:

• 1 and 2 each in a perspective view, on the one hand, a vehicle on any flat or uneven ground (in particular on a road or on asphalt) and on the other hand a vehicle on a rail guide, each according to an embodiment, the vehicle having eight tracking units, which are individually named here;
• 3 and 4 in each case a perspective view of a vehicle according to an embodiment on a rail guide, on the one hand in an arrangement in front of a switch of the rail system, which is set to travel straight ahead, and on the other hand at the moment of crossing the switch when driving straight ahead, with the corresponding relative positions of the tracking units;
• 5 , 6 , 7A , 7B , 8th in each case a perspective view of a vehicle according to an exemplary embodiment on a rail guide, initially in an arrangement in front of a switch in the rail system (section X3), which is set to travel straight ahead, with different moments/times when crossing a switch in the rail system for the purpose of cornering/turning are shown , i.e. contrary to the switch set to travel straight ahead, with the corresponding relative positions of the tracking units;
• 9 and 10 each in a perspective view of a vehicle according to an embodiment on a rail guide, on the one hand in an arrangement in front of a switch of the rail system, which is set for a turning process, and on the other hand at the moment of crossing the switch when turning, with the corresponding relative positions of the tracking units;
• 11 , 12 , 13A , 13B , 14 in each case a perspective view of a vehicle according to an exemplary embodiment on a rail guide, initially in an arrangement in front of a switch in the rail system, which is set for a turning operation, with different moments/times being shown when crossing a/the switch in the rail system for the purpose of driving straight ahead, i.e. opposite a switch set to turn, with the corresponding relative positions of the tracking units;
• 15 , 16 , 17 , 18A , 18B , 19 a perspective view of a vehicle according to a further exemplary embodiment in situations in front of, above and behind a switch or a turning point of a switch, the vehicle independently initiating a turning process, contrary to the current switch position (going straight);

DETAILED DESCRIPTION OF THE FIGURES

The invention will first be described in general terms with reference to all reference numerals. Details are explained in connection with the respective figure.

A track-bound/rail-coupleable vehicle 100, in particular a two-way vehicle, is provided, which forms a vehicle-rail system 200 together with a rail guide. Thanks to lane change kinematics 199 (in 7A) set up for independent or autonomous or automated lane changing, namely from a first track/rail/track guide 1 to a second track/rail/track guide 2, in particular in the area of a switch 3. Optionally, this lane change can take place in a controlled/regulated manner , in particular by means of a control/regulation unit 20 and based on measured values from sensors 103 communicating therewith (eg position sensors and/or cameras).

For example, the (two-way) vehicle is a vehicle with two axles and one right and one left wheel 110 per axle. The vehicle 100 has two adjustable tracking units 111 for each wheel, namely a front-side tracking unit 111a and a rear-side tracking unit 111b. In other words: in front of and behind each ground contact point (wheel contact point) there is a tracking unit 111 that can be adjusted at least in terms of its height position. The height position of each tracking unit can be set/specified by means of a hydraulic ram 112, for example. It is advantageous, but not necessary, for the purpose of guiding on the rails (and optionally also for supporting the vehicle in the sense of a bearing) that the track guidance units each have at least one running wheel 113 (or at least one bearing roller) and a wheel flange or guide ring 114 .

For ease of understanding, these tracking units 111 can also be referred to as follows: left tracking units L1, L2, L3, L4 and right tracking units R1, R2, R3, R4 (each numbered consecutively from front to back). The tracking units 111 are preferably mounted on the chassis 101 and can be adjusted via at least one drive 102. This arrangement forms a/the lane change kinematics 199, by means of which the vehicle can carry out the lane change autonomously, in particular contrary to a switch position. The lane change takes place, for example, in the transition area between a first longitudinal section Xa of the track/rail and a second longitudinal section Xb of the track/rail, in particular at a turning point/area x3 of a switch.

In 1 a vehicle 100 is shown with track guidance units 111 retracted or raised. The vehicle rests on wheels 110 on the ground, for example on a road or a meadow or gravel path. The control/regulation unit 20 is connected to the drives acting on the tracking units, for example the drive 102 shown as an example, by a control/regulation connection. This open-loop/closed-loop control connection, which can optionally be implemented for an automated conversion, is wireless in design, for example, or is implemented by a wired connection line, not shown for reasons of simplification.

In 2 For example, vehicle 100 is shown in a tracked configuration on two rails of a rail system with all tracking units 111 deployed or in a lower engaged position. Optionally, the track guidance units can be oriented to load and support the vehicle and adjusted in height (adjusted height position) so that both wheel axles are raised and the wheels do not contact the rails at all, or so that only one wheel axle is raised and the other wheel axle ( e.g. an axle responsible for driving the wheels) is also positioned in such a way that the corresponding wheels can contact the rails (compare illustration in Fig 2 with raised front axle), or that both wheel axles are hardly or only partially relieved and all wheels are still in contact with the rails. The configuration that makes sense in each case can also depend on the vehicle type and the type of use or the rails/track and can be set individually for each application.

In 2 and 3 the selected nomenclature/designation of the individual tracking units 111 is illustrated. The left track guidance units of the two undercarriage axes are denoted L1, L2, L3, L4 and the corresponding right track guidance units are denoted R1, R2, R3, R4, with the number increasing from the nose to the rear of the vehicle 100 (L1 therefore corresponds to the front left tracking unit, also generally designated 111a in the other figures, and R4 thus corresponds to the rearmost right tracking unit, also generally designated 111b in the other figures).

The individual tracking units (the reference numeral 111 is generally used for this) are represented here essentially as abstracted rectangles, in particular to make it clear that the present invention is not limited to a specific type of coupling between the rail and the corresponding tracking unit; in this respect, the support rollers described elsewhere here can also alternatively be provided by a different type of coupling/coupling both only on the rail sides and below the rail (particularly depending on the type of track/rail to be used in a specific track/rail system). In this respect, the rectangles selected here for the representation can also include any further drive and bearing or support components of the respective tracking unit.

In 3 a situation is shown in which the vehicle 100 is in a straight-ahead section Xa of the rail guide in front of a switch set to go straight, with all the tracking units 111 engaged with the rails (lowered position). The wheels of the front axle can either run along on the rails or drive the vehicle, or the corresponding tracking units 111 are extended so far that the wheels are freely supported in the air (without contact with the rails). In 4 a situation is shown in which the vehicle passes the switch 3 according to the switch position driving straight ahead (no lane change contrary to the switch position desired).

• In der Situation gemäß 6 ist die vordere bugseitige Spurführungseinheit L1 angehoben (das gilt auch für R1 ist aber nicht sichtbar). In der Situation gemäß 7A und 7B sind alle Spurführungseinheiten der ersten Achse, L1, R1, L2 und R2 wieder and die Schiene gekoppelt und an der hinteren Achse alle bugseitigen Spurführungseinheiten L3, R3 angehoben bzw. außer Eingriff und alle heckseitigen Spurführungseinheiten 111b, L2, R2, L4, R4 sind in Eingriff mit den Schienen (abgesenkte Position).

In the 5 and 6 a situation is shown in which the vehicle 100 is just before a switch 3 which, contrary to the switch position set to straight ahead, should not be passed in a straight line, but the vehicle 100 should make an independent lane change. To do this, the vehicle adjusts/changes over the individual tracking units 111 as follows:

• According to the situation 6 the front bow-side guidance unit L1 is raised (this also applies to R1 but is not visible). According to the situation 7A and 7B all track guidance units of the first axle, L1, R1, L2 and R2 are again coupled to the rail and on the rear axle all bow-side track guidance units L3, R3 are raised or disengaged and all rear-side track guidance units 111b, L2, R2, L4, R4 are in Engaged with the rails (lowered position).

In 6 a situation is shown in which the front axle of the vehicle 100 is located above a/the turning point x3 of the switch, where (or in front of it in the direction of travel) the corresponding front-side tracking units 111a are shifted downwards and the rear-side tracking units 111b are raised ( thus the turning point was bridged, skipped thanks to the tracking units arranged with different longitudinal positions in front of and behind the respective wheel); as soon as the rear axle of the vehicle 100 reaches the turning point x3, the front and then the rear tracking units are also repositioned there accordingly. After the entire vehicle has passed the turning point ( 8th ), optionally the rear-side tracking units 111b of the respective axle can be engaged with the rails again.

In the 9 and 10 a situation is shown in which the vehicle follows the course of the lane, namely for turning.

In the 11 until 14 a process is shown in which the vehicle overrides the current turn-oriented switch position in order to go straight.

In 12 the front bow-side tracking units are raised.

In 13A and 13B the front track guidance units of the rear axle are raised.

In 14 the rear rear guidance units will still be held in the raised position until the vehicle is clear of the turn area.

The following figures describe a further exemplary embodiment, in which additional front or rear redundant tracking units L1a, L3a, R1a, R3a (here: only front-side redundant tracking units) are provided and the vehicle is therefore front-side both inside and outside the track via tracking units and thus has six tracking units per axle and twelve on the entire vehicle.

In 15 a situation is shown with all tracking units shifted down.

According to the situation 16 the right front bow-side tracking units L1, R1a and the front stern-side tracking units L2, R2 are raised and the left front bow-side tracking units L1a and R1a are shifted down.

In 17 the bow-side tracking units L1, L1a, R1, R1a are shifted down and the front-rear tracking units L2, R2 are raised.

In 18A and 18B the right rear bow-side tracking units L3, R3 are shifted upwards.

In 19 the rear rear tracking unit L4 is shifted upward.

The present disclosure enables the person skilled in the art who is in the respective Sys tem to implement particularly advantageous arrangement, number and storage and control of the individual front and rear-side tracking units on the respective axis.

Reference List

1

first track/rail/track guidance

2

second track/rail/track guide

3

soft

20

control/regulation unit

100

track-bound/rail-coupled (two-way) vehicle

199

Lane change kinematics, acting on the front and rear of each axle

200

System with track-bound vehicle and track/rail/track guides

L1, L2, L3, L4

left guidance units (vehicle with two wheel axles, four wheels)

R1, R2, R3, R4

right track guidance units (two wheel axles, four wheels)

L1a, L3a, R1a, R3a

further redundant guidance units at the front or rear

yes

first longitudinal section of track/rail

Xb

second longitudinal section of track/rail

x3

turning point of a switch

101

chassis

102

drive

103

Sensor technology/sensors, e.g. position sensors and/or cameras

110

wheel

111

tracking unit

111a

bow-side guidance unit

111b

rear guidance unit

112

hydraulic ram

113

impeller or bearing roller

114

Wheel flange or guide flange

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent Literature Cited

• DE 202017103154 U1 [0003]

Claims (24)

Rail vehicle, in particular two-way vehicle (100) with a chassis (101) set up for track/rail/track guidance, on which at least two axles are mounted, each with wheels (110), and with a plurality of track guidance units (111, 111a, 111b) which are independently and individually vertically movable between a lowered guide position and a raised road position via at least one drive (102) of the rail vehicle, characterized in that each axle is assigned at least two different tracking units (111), namely at least one first tracking unit (111a) on the front of the corresponding axle and at least one second tracking unit (111b) at the rear of the corresponding axle, the individual tracking units (111a, 111b) being individually displaceable independently of one another in such a way that the rail vehicle (100) can change lanes from a first track/rail / track guide (1) can be decoupled and coupled to a second track/rail/track guide (2), in particular in the area of a switch (3) along the track/rail/track guide. Rail vehicle (100) after claim 1 , wherein the individual track guidance units (111) can be individually displaced horizontally with a transverse offset that can be predefined by the rail vehicle and can be positioned in at least one corresponding intended transverse position corresponding to a transverse distance specified by the track/rail/track guidance. Rail vehicle (100) according to the preceding claim, wherein the respective tracking unit (111) is adjustable in height both in the zero position and in the transverse position. Rail vehicle according to one of the preceding claims, wherein the rail vehicle (100) is set up to overcome a track / rail switch independently of a / the current switch position, in particular by exclusively vertical displacement of the individual tracking units (111); and/or wherein the rail vehicle (100) is set up to position each tracking unit individually in the vertical and horizontal direction both with respect to a/the zero position and with respect to a/the transverse position, in particular by means of the at least one drive. Rail vehicle according to one of the preceding claims, wherein the rail vehicle (100) has a control/regulation unit (20) which is coupled to the at least one drive (102) and which is set up to control the vertical and/or transverse displacement or position of the respective specify the front and rear tracking units (1111, 111b). Rail vehicle (100) according to one of the preceding claims, wherein the respective track guidance unit (111) has a support roller (113), in particular with a guide ring, which is set up to support the rail vehicle on the correspondingly selected track/rail/track guide; and/or wherein the respective track guidance unit is set up to ensure guidance on the correspondingly selected track/rail/track guide by internal contacting or by external contacting, in particular by means of a correspondingly arranged guide ring (114). Rail vehicle according to one of the preceding claims, wherein the track guidance units (111) are set up to be selectively displaced laterally outwards and/or inwards; and/or wherein at least some of the tracking units are arranged on the inside or outside relative to the respective track and/or can be displaced in the lateral direction. Rail vehicle according to one of the preceding claims, wherein the tracking units (111) are each mounted freely rotatably about a vertical axis. Rail vehicle according to one of the preceding claims, wherein the tracking units (111) are designed as a roller with an axis slightly inclined relative to the horizontal plane for engaging on an underside of the rail profile. Rail vehicle according to claims 7 , 8 and 9, wherein the tracking units (111) are arranged to be laterally displaced selectively outwards and/or inwards; and/or wherein at least some of the tracking units are arranged on the inside or outside relative to the respective track and/or can be displaced in the lateral direction. wherein the tracking units (111) are each mounted freely rotatably about a vertical axis and wherein the tracking units (111) are designed as a roller with an axis slightly inclined relative to the horizontal plane for engaging on an underside of the rail profile. Rail vehicle according to one of the preceding claims, wherein the rail vehicle is designed as a two-way vehicle with wheels (110) provided for roads and optionally also for rails and with a chassis (101) provided for roads and rails; and or wherein the two-way vehicle has two axles, each with two wheels and front and rear tracking units (111a, 111b) arranged on both sides of the wheels, ie four wheels and eight tracking units. Rail vehicle according to one of the preceding claims, wherein the rail vehicle is designed as a two-way vehicle with wheels (110) provided for roads and optionally also for rails and with a chassis (101) provided for roads and rails; and/or wherein the two-way vehicle has two axles, each with two wheels and any number of front and rear-side tracking units (111a, 111b) arranged on either side of the wheels, i.e. four wheels and any number of tracking units. Method for coupling a rail vehicle (100) to track/rail/track guides, in particular a rail vehicle according to one of the preceding device claims, with at least two track guidance units (111a, 111b) each on an axis of the rail vehicle (100) individually vertically and optionally also individually are displaceable horizontally in a lateral direction transverse to the rail vehicle for the coupling, namely at least one first tracking unit (111a) on the front of the corresponding axle and at least one second tracking unit (111b) on the rear of the corresponding axle, the respective front and rear tracking units (111a, 111b) are arranged in different lateral and/or vertical positions, and wherein the vertical position of either a/the momentarily unloaded tracking unit (111a) is shifted downwards until this tracking unit (111a) is able to support and guide the rail vehicle on the desired track/ Rail/track section ensures that the rail vehicle is coupled to it, whereupon the height position of the other track guidance unit (111b) is raised, so that the rail vehicle is decoupled from the previous track/rail/track guidance, in particular in the area of a switch. Method according to the preceding method claim, wherein a point in time of at least the vertical and optionally also a transverse displacement of the front and rear-side tracking units (111a, 111b) as a function of a current longitudinal position of the rail vehicle (100) on the track/rail/ Track routing is defined, in particular by specifying the point in time by means of a control/regulation unit (20) for at least one drive (102) of the rail vehicle, in particular in the area of a switch. Method according to one of the preceding method claims, wherein the method is carried out based on measurement data from sensors / sensors (103) of the rail vehicle (100) which detect the track or rail, in particular by means of or based on current geo-position data of the rail vehicle (100) and / or by detecting a/the current position/alignment of a switch (3) and/or in connection with/by means of at least one marking or recognition transmitter of a switch or control unit. Use of at least two tracking units (111a, 111b) on an axle of a rail vehicle (100), namely at least one first tracking unit (111a) on the front of the corresponding axle and at least one second tracking unit (111b) on the rear of the corresponding axle, in particular in a rail vehicle according to one the Claims 1 until 9 , the individual track guidance units (111) being displaceable independently of one another individually vertically and optionally also individually horizontally in a lateral direction transverse to the rail vehicle (100) from a zero position to a transversely offset transverse position such that the rail vehicle moves from a first track/rail/track guide (1) can be decoupled and can be coupled to a second track/rail/track guide (2), in particular in the area of a switch. System (200) comprising at least one rail vehicle (100), in particular a rail vehicle according to one of the devices claims 1 until 12 , and at least a first and second track / rail / track guide (1, 2), wherein the rail vehicle (100) by a method according to one of the method claims 10 until 12 can be decoupled from the first rail/track guide (1) and can be coupled to the second track/rail/track guide (2), in particular in the area of a switch (3). System according to the preceding claim, wherein the system (200) is set up to specify transport routes of the rail vehicle (100) independently of a current switch position along at least one first and second track/rail/track guide (1, 2). system according to one of the claims 17 or 18 , wherein the system (200) has a large number of at least partially autonomous rail vehicles, in particular two-way vehicles (100), which are transported along a plurality of transport routes, the system (200) defining transfer points from rails to roads or vice versa, with a control component of the system the transport routes between tween first and second transfer points controls / regulates, wherein at least a subset of two-way vehicles are at least partially rail-coupled. system according to one of the claims 17 until 19 , wherein the system (200) has a control component for tracking units of vehicles and wherein the control component is set up in such a way that the control component can control the tracking units of at least part of the vehicle in such a way that the tracking units can be individually displaced independently of one another in such a way that the vehicle for a track change can be decoupled from a first track/rail/track guide and coupled to a second track/rail/track guide, in particular in the area of a switch along the track/rail/track guide. system after claim 20 , wherein the system (200) contains at least two control components, wherein one of the control components can directly control the vehicles that can be uncoupled from a first track/rail/track guide, and wherein the other control component can control point positions of the rail system, so that at least part of the Vehicles can drive independently of the first track/rail/track guide and another part of the vehicles is bound to the track/rail/track guide, in particular including positions of the rails/points etc. system after Claim 21 , whereby both vehicles that can be decoupled from track/rail/track guidance and vehicles that cannot be decoupled from track/rail/track guidance can be used in a jointly usable rail system. system after Claim 22 , whereby vehicles that can be decoupled from the respective track/rail/track guides are integrated into the system, by means of which free capacities can be used. system after Claim 23 , characterized in that lane-independent vehicles can carry out overtaking maneuvers during a stop by non-lane-independent vehicles at bus stops.

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