DE1413005A1 - Automatic path - Google Patents

Description

Vehicle on rails or rail-like train, where the to The functions required for operation are carried out automatically. Subject of the invention is a means of transport in which all functions necessary to operate. are necessary not carried out by railway staff or supervisory staff, but automatically take place.

Above all, the use of small wagons, which are only suitable for the transport of one person or small quantities of goods, ensures that the vehicle is always ready to drive without adhering to the prescribed times specified in the timetables. Driving speed is; because the Vjagen only stops after reaching the destination station * to enable the alighting.

Today's means of transport, especially public transport those used to transport people, animals and goods are made by human hands guided. The driver or driver has to steer the vehicle to a specific destination, to stop the vehicle at certain points along the route in order to get in and out or to allow loading and unloading. It must be a certain distance from the preceding one Stop the vehicle, observe the lane, pay attention to the signals and the point setting and partly change the points.

In addition to the driving staff, staff are usually required to collect the transport money. The payment is made in the vehicle or on the stations. Furthermore, in the case of means of transport, e.g. Railways, staff necessary to operate the switches and signals. In the cities, special personnel, including police, especially at intersections, have to be deployed to regulate the heavy surface traffic.2 Despite this, the personnel's awareness of duty is usually so great that they cannot be held responsible in the event of accidents, and neither can the technical buildings and, above all, dia which lead to the destruction of human life and health and also to great destruction of material and great disruptions to traffic, there are now also the inconveniences in the case of the Pahron sen) . The distance between the stops should be as small as possible in the interest of the Lei = send. But as soon as the distance between the stops is reduced, the speed also decreases; so with surface transport, before erreielleng the durchsc1mittliche Reiseugeschwindi.1.-ness 15 - 18 km / h beträL # t.

In the case of high-speed railways, which usually have their own railway body, it is not advisable to go down below 1000 m distance from the stopping tunnel, despite the high and short.! Jremsweg. The travel speed: viindigkeit vi [i2:, dc otherwise drop too much here despite the high driving speed.

Increasing the 2ahrgeschwindigkeit provides -rößere Anforderant-en CD t> u to 2ersonal and material 'and increases the GEFC, xhr der Ent, -lci "un, -. L> Lei rapid transit matters worse, the uneconomic a dense and Dahnnetzes. the highs of the body by building over or under.

To get to the Schnellbalin station, it is usually necessary to use the Zurlickle, # - ungp of a larger Pussvieges or the Lenutzun, -u L.3C > of another means of transport.

Switching from one means of transport to another, above all that often necessary change of direction #; in order to reach the desired goal, makes traveling uncomfortable, especially for those familiar with the area.

Even the largest means of transport, often with hundreds of 1, 1D.hr = branches, often have to be stopped because of a single passenger in order to enable them to enter or leave. Compliance with the Pahrplanes also forces to Beibehal = ci processing a particular lleise - - eschviindi, -. "CEIT u alone Zoitverl-ast by the often very large WeG to and from the station, and also to gerinr, e Peisc # , esciiivindi, o = LI Iteit and the necessary changes, there -enLi # -.., end to make the occasion UU attempt to Verkel-xsproblem to solve in another way this coming even economic Erwägun.en All Perso = nen the with the leadership of the Fahrzeugee with 'that of Tranaportgeldes with # setting the switches and Signaleg with the beschkiftigt of Straßenverkelcrs lEassieren werdeh are economically considered unproductive busy are these people still unbedin "." - t necessary for the maintenance of traffic, where every means is to be welcomed and encouraged in order to bring these workers to productive work.

By producing new goods (consumer goods) or building apartments, Sports and recreation facilities, roads, canals or new railways etc. would do this People contribute much more to raising the standard of living and culture of their people.

In the big cities, the ever-increasing traffic forces them to be replaced the tram. through the more agile omnibuses This again requires stronger introduction of fuels (gasoline and gas oil), which is not the case for a country like Germany is desirable.

'Technical problem that is to be solved by the invention . In the new invention, the means of transport consists of small viagen, which are used to transport individuals or small groups with a common goal or to transport small amounts of animals or goods.

Before starting the journey, the control device is set and the Car is automatically steered to the desired destination and there again automatically brought to a standstill. If it is necessary to change the direction of travel, the Changeover of points if necessary, carried out automatically, a specific one The distance from one vehicle to the other is maintained automatically. The tightening and the brakes are released automatically. Appropriate devices make it = is enough that the car with ever decreasing speed =.

time runs into the station and comes to a stop there.

The stations are automatically imme 'r again with carriage aufgee fills and redundant train is automatically pushed off the cashing of the transport of money is performed automatically and according to consumption of the money of the car can be automatically directed to the next station, if not the ball in a new money Stuckes occurs. Also drive for cleaning and overhaul. the car automatically.

The car automatically bypasses blocked routes, but still reaches the set destination. Advantages of the new means of transport. From the Anianur station to the destination station, if the Palirgast does not wish it, the car is not stopped at any station, so that the travel speed is practically the same as the travel speed.

Lio does not need to change. The stop fi can be close together licaen. Private persons can only use their own 'P,' to create the track body the public, .3cn means, but can also express those activities special Palirbvlinen can still be used, especially high ones on dents. Pi.ihraescl-i # - # iind.iglceiten possible are.

In the description, the technical details of the invention on 11 (,) nd of drawing #.

Some of the parts are well constructed, ura the Vorst. Und-nis zu facilitate. In part, the attempt is not allowed to use schematic (theoretical) Zukoamien representations.

In separate groups of drawings the constructions are simple Opportunities have been developed ever higher to the new means of transport perfect and not to bring too complicated drawings at the beginning, but first to explain the most important things - and so the understanding of the further = developed to facilitate.

Also, the parts are not always on the right scale to one another. The lack of space on the drawing did not allow a structurally perfect representation everywhere. Description, fig. 1.

Map. Fig. 1 shows an excerpt from a city map. The streets are represented by the straight lines that run here, the. For ease of drawing, cut at right angles.

Fig. 2. Fig. 2 shows an excerpt from Fig. 1. Here at the location of the streets are the tracks " , 129 139 14p 15 and 16 in the north-south direction and the tracks 179 189 19.4 20x that run in the west-east direction are drawn. The]? File next to the tracks shows in which direction the tracks are being used.

The tracks in one direction, e.g. the north - south direction, are a little more than the height of the car, above the tracks in the east-west direction, especially at the crossings. For the sake of simplicity, GD drawing, the example of an overhead conveyor is chosen here. Only one rail is then necessary. The small arches 21, 221, 23 and 24 represent the points that enable the carriage to change its direction of travel. If, for example, a carriage arrives on the rail 13 , it can reach the rail 18 via the switch 21. However, if he is to go west, he can get to the rail 19 via the switch 22, rail 14, switch 23.

It is also possible. A reversal of the direction of travel can be achieved by means of switches 25 which lead the carriages from the rail 18 in a curve over the tracks to the rail 17. Via the switch 26 , the carriages can move from the rail 13 to the rail 17, from the rail 17 Via the switch 27 to the rail 12, via the switch 28 from the rail 12 to the rail 18 and from the rail 18 via the switch 29 to the rail 13. The points where they intersect or the straight tracks must be slightly more than the car height is, lie on top of each other.

The turnouts 269 279 28 and 29 can be attached to each Mreazunj # of the tracks. The Iffeiche 25 can also be opened as often as required, depending on the technical or economic necessity Do not practice such a high turnout structure. reached by the switches 30 from the Viagen. Generally speaking, economic efficiency is decisive for the distances between the stops.

Fig. 3, 4 In Fig. 39 4 and 5, a car, which is used, for example, to transport people, is shown in three views. The example of a suspension track is chosen here.

The running rail 31 is fastened to the loads 33 by means of the struts 32 . The supports 35 of the overhead line 306 are fastened in the insulators 34, which are located in the noses. The Strora is supported by a roller or a grinding iron 37 , which is mounted on the support 38 . This set 38 is insulated and fastened to the chassis 39 where the shaft is fastened.

to the left of the frame frame- (Fig. 4 / b £ luchtßz.- sit the 1-w-runners- "the 40th, whose high edges 42 prevent a lateral derivation from the running rail. To the right of the frame frame are on, him the drive motor 43 attached ren = the angle 44 prevent lateral skidding of the carriage but it may also the carriage by a rail under the Wagenp on the masts 33 i) EFER, tilt i.-3t, 1-'LilLrun,.. - obtain.

The bottom plate 45, the seat 46, and the desk 47 which carries the control device is drawn in elevation; job.3 in section A B. In the plan of Fig. 5 only the exterior and interior of the car can be seen. The entrance is at 48. Details of the car will be described later.

Control device. First l (construction example.

On every station or in every car or in the permanent possession of every passenger there is, in table or. ] Buohform, a list of the stations, from which the passenger who is, for example, in front of station 554-Fig. 1 beachten- the 4.M the Kreutung the liord-SUD - befindetjersehen path 102 to the east-west distance 101 that his destination, for example the bezeichn 56 * ete station at Mreazung the North SAED - Route 107 with -the west-east street 108 is located.

In the desk 47 - Fig. 3 u, 5- there are two rollers 57 u, 58. By jr-cranks or handwheels 59, which can also be located on the ötirnw # = d #DO des 2ultes, the IL, "ahrGast die ', # ialzen. 3r looks through the window 61 at the rollers, which on their surface bear the serial numbers or streets or t; trelr =!: En. One roller carries the running dummies of the Nordbad routes and the other roller that ends Numbers of the west-east routes.

Ill Fig. 6 is a part of the roller 57 for the 1, -, ord-Stid-Strec # -. En, .L111 elevation and, in Fig. 7 in the plan the small .i riche 62 Wuer der 'i.' , - "lze 57 time-en the coast of the btreckeiitju * .- ii., iiea: n from-, to each other.

J-ird. This five-running Strcciconnuriinerli rotated in Pfeilrichit-, unj 63 , that means that eg in the penstor 61 no longer U the number 1029 but 107 is to be seen, so the axis 64 of the Liebels 65, the on the disk ÜG riii-Ltels of the axis 67 ″, is pressed by the ring 687, which sits firmly on the roller 57 , and the groove 69 of the ring 68 is pressed and the lever 65 assumes the oblique position drawn.

The leaf spring 70 now presses with the fully insulated. #,. Lotz 71 the --Zontaktieder 72 on the. Direction of direction of the car determined on a route.

u Now also note Fig. 8 , the schematic representation of the two rollers 57 and 58 with their disks 66 and 76. Both rollers and disks are identical in their construction. Each disc sits on an axis 77 - Fig. 7 note-.

If the passenger puts the switch 80 on the contact 81 , the current goes from the overhead line 36, which is taken from the pantograph 37 , via the switch 80 to the motor or to the NI.otoren 43, which with the chassis and thereby with the running rail 31 are connected as a current return conductor. At the same time, switch 82 is also switched on. The current then goes from contact 83 to a slip spring 84 to slip ring 85, which sits isolated on axis 77 next to disk 66. The slip ring is connected to the three contacts 73, 86 and 87, which sit on the disk 66. -Note Fig. 6-. An insulation plate 89 lies on the disk 66 under the contacts.

h - Fig. 7 note-.

Of the leaf spring 70, the 74-Contaktfeder is pressed against the contact 73 72, as in Fig. Portrayed. 6 ' The current now goes to the slip ring 88 via a slip spring to a slip contact 92. The slip contacts 90, 911 929 93 and 94 are insulated and attached to the chassis of the car. These sliding contacts lead the switch contacts 95, W, 0, S, N, in part b, c, d. e and f of Fig. 8 electricity. The designation of the switch contacts with letters shows immediately which direction of travel is reached by the corresponding switch.

Regardless of the position or direction of the car, the iagen controls the Sliding contact 90 to the stop 91 to Viesten 92 east 93 south 94 north If the car travels in a west-east direction, then at certain points, which are referred to as "steaer points", the route., The disk 66 and thus the lever 65 is moved by one number in the direction of the arrow 63. -Fig. Note 6 -._ If the carriage travels in an east-west direction, the disk 66 is moved in the direction of arrow 113 . Driving the carriage in south-north direction, the pulley 76 is at each control point of the S - treks moved in the direction of arrow 63rd If the car is traveling in the north-south direction, the disk 76 is moved in the direction of arrow 113 .

The control points can be at different points on the route. Each point must of course have a number. on a Vialze 57 or 58 correspond. Here in the first example of a control device where every number on the roller 57 or 58 simultaneously corresponds to the number of a certain route, the control points at which the disks 66 and 67 are moved are short.

expediently in front of the Yleic * henkontakten 95, which can lead the car to the stops, the control points mentioned can also be located shortly before each crossing or if there are switches at the crossings that allow for a change in the direction of travel, just before the switches. This will be explained in more detail in the course of the description. The disks are moved at the points of rotation by the movement of pawls that are integrated into the Scilaltruder, ni-Ici, f3.en, Prinlip as shown in Figs. 33 - 44.

First journey.

From station 55 - Fig. 1 note - to the stl, -, lt-ion r-Iie with 56 bezeie-lulet is.

bie motors have received electricity, as o'uc .., n ervi (-. II-ilit, (iarch dc "i switch 80 - Fig. 8 - so the car htit sieli in Dewet-un # -" 2 U -sit and leave the stop. He c'rrciclit -ilun the place of the arrow 114 -in part b dor Fig. 8 ' The sliding contact 92 now fires, as already mentioned , the switch contact 0 : power closed, the switch is aingestollt of, tic ElckLro, 1, - "magnet flanked by the Wiau-en runs from de. # 102 to the West 02t- # Dtrecke 101. Before jodor Xrcuzung the West Oot route 101 with the f Itnf North -S ild stretches 105> 104 2 105; 106 a. 107, takes place at the G-beaerpunicboli dio Dovie, -ung of the disc 66 in Pf6, ilrich-bulig 65. Dui # ch the last Bevie "", un- - reaches the Aclise 64 -Fig. 6- note the groove 69 and the Ilobel 65 stands up, ie it is now in the direction of the auxiliary line 115. The leaf spring 70, which has the parallel between the blocks 116 and 117, its The intermediate space is partially covered by the plate 118 , assumes a stretched position. The contact spring 72 is now released and is no longer on contact 73. However, the leaf spring 70 now presses on the insulation plate 119 and the contact 120 rests on the contact 87. Now see Fig. 8 . The direction of the control current is no longer determined by the switches on disk 66 . The current now goes from the contact spring 121 to a slip ring 122 next to the disk 66. From there via a slip spring 123 to a slip spring 124 to a slip ring "" 125 which sits next to the disk 76. This grinding ring, - Elltcht with the .z, onteicts 73, 86 and 87 -. Fig. 6 note - in connection, 0 Since the roller 58 was also in the direction of arrow 63 at the beginning of the journey in front of the passenger i # -edro.Llt, that is, that no longer the number 101 but the number 108 is to be seen in the window, the number takes Liebel 65 and the leaf spring 70 on the disc 76 set the same position as shown in Fig. 6 on the disc 66 . The direction of the control current is now determined by a switch on disk 76 . The current now goes from the contact 73 via the contact spring 72 to the slip ring 126, via the slip spring 127 to the sole contact 94, which supplies power to a bleaching contact N in part o of Fig. 8. At the intersection of the west-east-N-) route 101 with the north-south route 107 -Ahb. 1 beaohten- the car drives over a switch and makes a turn near north and drives now. continue on Nord-Süd-Strocke 107 .

At the intersection of this Stroolco with 'den oi @ ben Finally, note Fig. 6 . The lever 65 on the disk 76 has now also straightened itself up in the groove 69 and the leaf spring 70 has taken the stretched position. It has released the contact spring 72 and presses the contact spring 121 downwards. The control current now goes - Fig. 8 note - from the contact 87 - via the contact spring 121 to a slip ring 128 next to the disk 76. From the slip spring 129 ″ the current then goes to the slip contact 90 which, when a switch contact 95 is reached, supplies current to an electromagnet, the one Switches around and leads the car to the stop. The car now has the station marked 56 - Fig. 1- er: x that is indicated by 135 in Fig. 8 part a is sufficient. Here the motors are de-energized again by automatically turning off the CD switch 80 - Fig. 5-. as will be described later, and the car comes to a stop. The passenger can now leave the car.

Second ride. with 136 and which is at the intersection of the north-south route 109 with the Viest-east route 104 ', the passenger must set the Vialze 57, which is on number 107 , to number 109 , ie (_Fig Note 6 - turn in the direction of arrow 63. The vial 58 must be set to number 104, ie - note Fig. 0 ' - turn in the direction of arrow 113 .

The lever 65 on the disk 66 is then turned to the left again and the leaf spring 70 will press the contact spring 72 against the contact 73. The result here is the same circuit, i.e. the same direction of the control current as during the first trip.

Leaves stop 135 f for the second trip - after switching on the lever 80 of the Vlagen; - Fig. 8 Part d- # so el holds from the sliding contact 92 the next switch contact 0, on this route current and the electromagnet switches the switch so that the car moves to the right, ie in west-east direction.

Now note Fig.14 When driving on Viagen's Viest-Ost-route 108, you now reach the intersections of this route with - the north-south routes 108 a. 109, the disc 66 is moved to a respective number. With the second evidence, # - uhg, the lever has reached the groove 69 and raised it up. As in the case of the first trip, the second disk 76 now also takes over the determination of the steamer flow direction. The intersection of the north-south route 109 with the west-east route 108 is shown in Fig. 8 in part e. As already described, the roller 58 was rotated in the direction of arrow 113 at the beginning of the second journey. As a result, - Fig. 6 respectful loving. 65 of the disk 706 turned to the right, so that the contact spring 137 on the disk 76 is pressed onto the contact 86 by the leaf spring 70. The control current then - note Fig. 8 - goes from the contact 86 of the disk 76 where the contact spring 137 on slip ring 138 next to disc 76.

C> The current is fed to the sliding contact 93 via a sliding spring, which supplies the next 'fieichenkont, -i7ct S current. The Viagen now travels from the Vost-Ost route 108 over the switch to the Nord-Sild route 109. At the Xrcuzunr # * cn the Nord-Sild route 109 with the west-east routes 107, 1069 105 u. 104, the disk 7u is moved one number each in the direction of arrow 113. During the last movement, the fiebel 65 aligns itself, the leaf spring 70 takes the stretched! AEc a.CL, 1 and di-Lickt the Zontakt 120 on the contact 87, while the 7, -ont # ,. tkti'cdor 137 leaves the Konzakt G6. The current goes, as described in the first Panrt, to sliding contact 90, which then drives the car to a station 136 L; where the passenger then leaves the car. The ilreuzunr; - the north. 1) Ud-S, Lreclce 109 with the west-east route 104 is in libb. ü shown in # 2eil f . SclialtdLni # -. Fig 9. Through the - e switching. is achieved a. When using the illustration in Fig. 8, the disc 66 first determines the direction of travel. The control current can of course also first be fed to the disc 76 , so that this disc determines the first direction of travel.

When using the circuit in Fig. 9 , both discs receive the control current at the same time. This goes from the switch 82 via the slide spring 84 and the slip ring 85 to the three contacts of the disk 66 and via the slide spring 124 and the slip ring 125 to the three contacts of the disk 76.

It is now the same first again: it is assumed, iien. As in Fig. 8 , in Fig. 9 , too, the on-contact springs 72 on both discs are pressed against the contacts 73 . During the journey, Lis is given every 0 (east) - '' corpse contact from the disk 66, every N (lZorJ) - # leichenicont # -3kt from the disk 76 that the car drives past during the journey, "Strom zdlitl -Lrt. The 111, iGen also drives from Jer btc # lie 114 ill! TE, ilb of Fig. 8 tib, so he Libci, dic 11 'cil, -,' - c # 3-W'eic; e to 0 ":, th. At the nI.c'Listcli Gti-ecicenkrRud, iunpr -.Lbb. 8 part c- he drives rj,: cii ..r - -1 #; i eel ei .Zord.en over the N-switch. At a next, lie, t , -, ikl. (- uzun, - Fig. 8 part c- leads the again the 0-WCic., Lle left O * EIten have Erich L'Ict and 13lattfedern 70 assumed the stretched - Kreuzung'wechselt dor Wacen the Palir-L, I # iclitL112- 'to both lever 65 and on the disks 76 ÜÖ #sicii m-UFU -. # Then the contact springs 72 also leave the contacts 73 and the contact springs 121 are pressed onto the contacts 87. The current ## then flows from the '.irCont "ict 87 of the disk o Ü -6 via the', 'ContFi .ktfeder - 121 to a slip ring 122. From the Schleiffed.er 123 the current then goes over a sole spring and a slip ring to the Lrontakt = spring 121 of the disk 76. From the contact 87 of this disk it then goes over a slip ring and a slip spring to the sliding contact 90, which then applies power to the next% [eichenlcon * takt 95 and d steers the car to the stop.

The switch elements that determine the power supply to the slide spring 90 are both dependent on one another by being connected in series.

Fig. 10.

Circuit_. With this switching, the user of the car determines the first direction of travel * The constant change of direction is of course not always pleasant for the passenger. The constant stress on the turnouts is also not very economical. Fig. 10 now shows a circuit that enables the passenger to determine the direction of travel himself - does he have to go north and east, for example, and for some reason, for example to drive east first, he can determine this by means of the changeover switch 140, which he places on contact 141 in this case.

The current, which can also come from switch 82 here, goes via switch 140 and contact 141 via a solenoid valve 84 and a slip ring to the three contacts of disk 66. Now, as described in the description of Fig. 8 When the car has traveled the Viest-Ost route, the I.'L'ebel 65 stands up and the leaf spring 70 presses the contact spring 121 onto the contact 87. The current in it goes from the contact 87 via the ICoiit ", ilct = spring 121 to a slip ring 122 therein via a loop spring to a contact 142. This contact is connected to the contact 143 through the part 152 of the switch, which is isolated from the part 140.

Now the three contacts of the disk 76 receive power via the SchleiffeJer 124 and slip ring 125. If the car has now driven the part of the north-south route, the lever 65 on the disk 76 is also raised and the * leaf spring 70 presses it Contact spring 144 on contact 145. The contact 145 erm holds current from the switch 82 via the sole ring 146 and the slide spring 147. The current now goes from the contact spring 144 via a slip ring and a slide spring to the disc 66 via a slide spring and a slide spring Slip ring to contact 148.

Since the contact spring 121 is pressed by the leaf spring 70 onto a contact 87 at de: # washer 66 , as already described, the contact spring 149 also rests on the contact 148 due to the pressure of the leaf spring 70. The current now goes from the contact 148 Via the contact spring 149, '# via a sliding ring, and a sliding spring to the sliding contact 90, which supplies a' switch contact 95 with current and. so, after changing the switch, the car leads to the stop. However, if the passenger were to drive first to the north and then to east, the passenger would have to place the switch 140 on contact 150 . The current would then go from the contact 150 via the slide spring 124 and via the slip ring 125 first to the three contacts of the disk 76 . If the north-Stid route is now down, #; e driven and the lever 65 has been set up, then the leaf spring 70 presses the Koritak-'4.-fE "of the 121 on the 1-, # ontakt 87 The current goes from the .Llontuktf 7- eder 121 via the slip ring 128 and via the slip spring 129 to the contact 151. Through the part 152 of the switch, the z -) 'contact 151 is connected to the contact 153 and the Current goes over the Schleiffed.er 64 and the slip ring a4, the three contacts of the disc 66. The car is now controlled to the east route and if it has driven a certain part of this route:, then the lever 65 stands up.

The leaf spring 70 of the disk 66 now also presses the contact spring 149 onto the contact 148. Since the leaf spring 70 of the disk 76 also presses the contact spring 144 onto the contact 145, current is now also supplied to the sliding contact 90 . * The contact spring 149 is insulated and fastened to the contact spring 121 of the piston 66 and the contact spring 144 is-isoMert -oc-fastened to the *. '# "Ont" ilctfeder 1.21 d.C2: - 76, 149 and 144 -be affirmed, #uf, who press the leaf springs 70.

Fig. 11 - 16.

Control device, #. Second £ '#' construction example2ioL. ' On the cylinders of the first control device, Fig. 6, only a limited number of distances can be made, for the diameter of the cylinder cannot be chosen to be very large. Otherwise the control device would take up too much space. But if it is necessary to have a large number of btroclzeiiiiurinteri-i in the steamer to choose from -, tellcn, 1-1o os expedient, instead of a cylinder oin endless 9; -i -., Id, i # about Rollcn Mult, or belnd the abwecl # is nately each ilacil wound 'needs from one reel to another R'olle tO vorwoll = to. The movement - the role can be made by Dreiz # un, #; of done. Fig. 1.2 shows a part of the band 1060. The part löl of the volume Cb carries the stretch number. The small Rcc £ ", 1'Lcc # zch sU * -cllen the course numbers in the form of holes.

For example, the holes between the auxiliary lines Lö2 of the i-, U ("irIcr 4882 cylic the auxiliary lines 163 of the number 4959 correspond to the auxiliary line 164 of the number 502 and between the auxiliary lines 16-5 of the number 511, correspond to the numbers or Extended rows; the long rectangles 169 can take the place of the small rectangles.

Number drums are located under the band, which is expediently made of steel. A number drum is drawn in elevation in Fig. 2. Since the route numbers in the example described consist of three numbers, three number drums are required. The first number drum, the units drum, is moved by one number at control points along the route, as will be described in more detail later, for example just before each station. Each drum bears ten numbers in the shape of holes (depressions) 167.

If the first drum is rotated ten numbers in a j C-'3 direction, the second drum, the drum of ten, takes one number with it. If the drum of ten has been rotated by ten numbers in one direction, then it takes the third drum with it, the drum of one hundred, * by one number. Two gears 170 and 171 are attached to the single drum. -Fig. 44-. Every wheel has teeth. The teeth of the wheel 170 are cut in the opposite direction to the teeth of the wheel 171 . If the wheel 170 is used, for example, for clockwise rotation, then the wheel 171 is used for counterclockwise rotation of the single drum. In the transportation catches engage the teeth, as later with the de = scription of FIG. 33- 14 is described. The two other number drums have a ring gear 172 instead of the gears. Note 14 - it shows the surface of a number drum unwound in a stretched position. The two journals 173 serve to wind drives, which with their teeth engage in teeth 172 and transfer the movement U of one number drum to the other number drum, as is the case, for example, with number drum tachometers. The drawing of the shoots earthbri # -, t itself. The black rectangles in Fig. 14 represent the depressions 167 into which the pins 180 of the levers 181 sink, as can be seen in Fig. 12, the side elevation of Fig. 44 seen from the right, when the holes in the tape coincide with the wells of the numbers = 'drumming, d, h. if the holes in the numbers = drums, which correspond to the number 495, for example, are at the top and the tape is set to route number 495, ie the holes between the auxiliary lines 163 - Fig. Note 13 - there are number drums above the number drums. A set of ten levers 181 is located above each number drum. The levers are mounted on a common axis. Spacer tubes sit on the axis between the individual love sentences. In the aforementioned setting to number 495, the fifth lever in the first love set T, the ninth lever in the second set of levers and the fourth lever in the third set of levers fall down. The first set of levers is shown in Figures 44 and 12. In the elevation Fig.41 the levers are drawn in section C. The sixth through tenth levers are omitted in Figs. 11 and 12. Before the falling fog 181 presses, through the pressure of its leaf spring 18b, a contact spring 187 1-ij-j, ch below i: inf a # Koli = ttiktstreifcn 188. Instead of single contact springs inside for each Yiebelsatz a wide L # .oiitaktfeder be used on, of the 189 the 190 (liont zur J.er and 20dern. 191 i-, # Steaerstromschalteinricht, ## nL #, On the Ache e 192 , next to the washer 195, the washer 196 is coated. It is drawn in Fig. 14 in section CD . The edge 197 is machined to ten teeth 198 on the inside. 1) The teeth 199 & mature into the holes 200 in the part 201 of the band 160 . -Fig ', 13-.

If the band 160 is moved, for example in the direction of the arrow 203 , then the lever 204 is placed to the side by a tooth 198. (To the right in the drawing). Characterized prints the leaf spring 205 with its pins 206 to the isolierte- rivet 207 and the contact spring 208 lies down with ihreznKontakt 209 on the contact 210. The 'lever 204 is on the pivot of the axle 212 rotatably, which is riveted fixed in a disc 213 . The disk 213 sits firmly on the axis 192 and carries the two insulating blocks 214 and 215 with the contacts 210 and 216 and the two contact springs 208 and 217. The leaf springs 205 and 218 are also attached to the disk 213. On the axis 192 sit tight, on Isoliermatem rial 219, the slip rings 220, 221 and 2229 which are only drawn in the elevation -Abb.11- in the section OD. The slip ring 220 is connected to the two contacts 210 and 216 . The slip ring 221 is connected to the contact spring 217 and the slip ring 222 is connected to the contact spring 208 .

After the lever 204 has been moved into the position shown, the plane is prevented from returning to the basic position (Nallstel =, development) by the lever 230, which is movably mounted on the disk 213 and which is moved by the pressure of the Leaf spring 231 under the Liebel 204 puts. The lever 230 and the leaf spring 231 are guided in the slot 232 of the axle 192. The axle 192 is drawn at this point in Fig. 14 in section OD. In Fig. 12, the number drum 166 is partially and the parts in Fig.11 are drawn right of the number drum auageechnit "th to allow the penetration of a pin 180 in the number of drum 'erkennei #. The contact 216, insulating block 215 and contact spring 217 are not and leaf spring 218 is only s, T, shown in Figure 44. The slip rings 220, 221 and 222 and the insulation -219 are not shown in Fig. 12. Now observe the circuit diagram in Fig. 15.

There are not broad contact feathers here , but the mentioned individual contact feathers - * ezeicluict.

The control current that comes from the switch 82 is via a slip spring 235 and via the slip ring 220 to the two contacts 210 and 216. As already described, the contact spring 208 is on the contact 210. The current comes from the contact = spring 208 supplies a Schleifring'222 and a brush spring 236 on a sliding contact of the üächsten soft contact 0, which is reached by the carriage during its journey, current. each control point of the route which is the one-number drum 166 rotated by a number in Pfellrichtung 238 -Fig. 12-. At the point on the route where the holes in the number drums match the holes in the belt 160, that is to say, with the set route number ', a lever falls down in each set of levers. I) The control current goes Now - note Fig. 15 - from switch 82 to contact strip 188 of the first set of levers, via contact spring 187 to contact spring of the second set of levers and to its contact strip, then to the 'contact strip of d Ritten lever set and via its contact spring 187 to the electromagnet 240, which is connected to the chassis 39 and thus to the running rail 319 -Abb ' 3- as a current return conductor. -Now note Fig.41-, this magnet 240 pulls the: pisenscheibe 241 ang ie to the right. The bolt 242, which is riveted into the iron disk and has a guide in the bore of the axis 192 , pulls the lever 230 with it to the right. This releases the lever 204 and assumes its basic position as a result of the pressure of the leaf spring 205 . Then the contact spring 208 also leaves the contact 210 and the upper control device in Fig. 15 no longer determines a change in the direction of travel. The direction of travel of the car is now determined by the second control device. This is the same in its construction as the first control device. Is now when the second Steuervorrichtuni; If the belt 160 is also moved in the direction of the arrow 203 on a certain route number, the contact spring 208 is placed on the contact 210 here as well.

W The control current then goes also via a slip spring 235 to a slip ring 220 to the two 'contacts 210 u. 216, via the contact spring 208 to a slip ring 222, the grinding -about = clock at which the car passes, supplies electricity. At the point of the north-south route, which is now being used by the Vagen, at which the holes in the number drums correspond to the street number set on the belt 160 , a lever is lowered in every Liebelnatz of the second control device. The magnet 245 of the second control device now receives power and the lever 204 is also brought into the basic position here. At the same time, the control current goes to the sliding contact 90, which directs the car to the next station.

In Figure 44, the washer 213 and the axis 192 are cut out to show the guidance of the bolt 242. Behind the lever 230 is a washer 246. In addition, the bolt passing through a cotter pin 247. Fig. 16 ..

Shift! # 2M. To determine - the first eventuality ;.

If you want the passenger to be able to determine the first direction himself, the circuit shown in Fig. 16 must be selected.

The current coming from switch 82 becomes it. the switch 260 performed . The first control device, which is labeled g in Fig. 16, would now be used for the control. serve on a north-SiiC.-route, the Pahrgas #, if he wants to drive the Xord-Siid - #; route first, has to put the Sclialtee 260 on the contact 263 . Because at the same time switch 2oil is applied to contact 264 and switch 262 connects contact 265 with the "i," contact 266. From contact 263 the current goes to Schleiffedor 235, to slip ring 220 and then on as in Fig 15. At the same time, the current also goes to the contact strip 188 and if a lever 181 in each of the three sets of levers is pressed down, as described in the description of Figs. 11 and 12, the current continues via the contact spring 187, sheet 2409 which is connected via a second contact = spring, to the second Kontaktetreifeng to the third contact disputes, a Zontaktfeder and from there to the Blektromag = the Fahrzeatell 39 in connection, DC, time de 'r stream hits the contact 265 , via the switch 262 to the contact 266, from here the current goes to the second control device, which is marked in Fig. 16 with h bo. The current ge.ht over the slip spring 235 to slip ring 220 and then further as shown in Fig. 15. Simultaneous the current also goes to the., ontalct strip 188. If a lever is ticked down in each of the three lever arms, the current goes via the Montakt spring 187 to a "#%. Ontakti: c, -d r- # rg. To the second contact strip, to the third 1st contact strip , to a contact spring and from here to the lead tromat, which is connected to the chassis 39. At the same time, the current also goes to the contact 264, the switch 2619 to the sole contact 90, the next switch contact 95 - Fig. Note 8 - power supply. After the switch has been changed over, the carriage reaches the station.

If the three switches are thrown to the other side, ie if the passenger wants to drive the Ylest-Ost route first, the switch 260 is at the IContact 2679, the switch 261 is at the contact 268 and the switch 262 connects the contact 269 with the contact 270.

Now the current from switch 82 first goes to the second control device h. If the connection is established via the contact strips 188 and the contact springs 187 , the current goes to the magnet 245. At the same time, the current goes to the contact 270, via the switch 262 to the contact 269 and from here to the red Tax device g. If the connection is also established via the contact strips 188 and contact springs 187 , the current goes to the sheet magnet 240 and to the contact 268, which leads the current to the sole contact 90 via the switch 261 , Figs . 17 and 18.

Third Ironstruktionabeia2i91 a control device Mi. ' If the railway system consists of a large number, perhaps of thousands or even millions of routes or stations, oo is * in the control device of the type described in de # ', kbb. 17 and 18 to be used appropriately.

Fig. 17 shows part of the representation in Fig. 18 seen from right to left . The part to the left of Hillem line 290 in Fig. 18 is called the shift drum. The part to the right of the help line 290 is called a number drum, the number drum and index drum together form a coolness. In fig. 17 the number of the drum is not shown, and the axis 291, pipe 318, 292 and 310 are in the direction 0 x cut. In Fig. 18 the number drum is whole and the holding drum is partly in section B ? drawn.

Each control device consists of several units. If the number of routes or stations of the North-South or V «t-0, st-Riohtung approved for selection is, for example, 9009 , three units are necessary for one control device. The three units are rotatably mounted on an axle 291.

The tube 292 is rotatably mounted on the tube 318 . A gear 293, the four isolation axes, are firmly seated on this tube 292. ben 294 and the slip rings 295, 2969 2979 the metal disk 298, Ieolationnacheibe 299 and the three bell-shaped or cup-shaped pressed indexing disks 300 's 3019 302. The isolating elements 305 and 306 isolate the indexing disks from each other. An insulating disk 307 and a metal disk 308 are located on the 'ßchaltaoheibe 302. These entire parts are pressed tightly against one another and held by the ßchaltaoheibe 309 pressed or welded or screwed onto the pipe. An insulating beech 310 is pulled over the tube 292 up to the gear 293. The tooth ad 293 is drawn in section B P. In Fig. 17 the cutouts can be seen in the bell rims of the switching disks. Insulated from the switching disks, the two contact angles 311, 312, which are riveted to one another, sit in these cutouts on the insulation plate 337. The slip ring 295 is connected to the indexing disk 300 by connection 315. Sole slipring 296 is connected to the indexing disk 302 by connection 316 and slip ring 2971st is connected to the contact angles 311 and 312. The number drum consists of the tube 3189 that rotates on the axis 291 is stored. The isolator tube 319 sits firmly on the tube. The disk 320 , on which the pegs or teeth 321 sit, is attached to the tube 318. Next to the disk 320 are the insulation disks 322 and 335, the metal disk 323, 1, metal disk 324, metal disk 325, insulation disk 326, metal disk 327 and the two disks 328 which are pressed or welded onto the pipe, that hold all the parts together tightly. Nuts can also be used in place of the washers 328. An angle 329 is attached to the disk 325. This angle serves to guide the tilting cone 330, so named because of the shape selected here. Outside the shoulder 331 of the disk 323 , the switching cone is pressed with its inner-shaped part 332 against the disk 325 , in the bore of which the holding cone is usually mounted.

The washer 336 lies between the index drum and the number drum. Between the units, i.e. between the index drum of one unit and the index drum of the next unit, sit on the Acbs'e 291 Diete «.nzr (Nhre. Dr," 74) pf 341 dc.9 3 switching cone, the cross-center of which is best oval -ovi "-ihl. and which is slotted for better suspension, serves as a sliding contact on the sides of the bell rims of the switching disks. In practice it is of course better to make the switching cone a little stronger than it is shown here.

Fig. 17 and 18. Mode of operation of the index and number drum. The first, that is, the single number tromraol, is connected to two cogwheels 170 and 171 as shown in Fig. 1b. If the gears are now moved by one tooth at the control points of the path, the first number drum also rotates by one number. The circumference of the disk 320 is divided into ten equal parts which correspond to the numbers from 0 to.

If the first number drum is rotated by ten numbers in one direction, the second number drum is rotated by one number. If the first number drum has made ten revolutions in the same direction, the second number drum has also completely rotated once and takes the third number drum by a number with "etc., depending on the number of number drums.

The transfer of the movement from one number drum to the other is done by drives, as is the case with the counters of the tachometer. The disk 343, which sits firmly on the tube 318 , is used with its two pins 344 to move a drive that transmits the movement to the teeth 321 of the next number drum.

The gear 293 is through a rack. 349 - rotated in Fig. 19. The rack is designed as a handle that protrudes from the front wall of the desk 60 -Fig.3-. This handle is now used by the passenger to set the desired route or station number. The number bar therefore bears on its surface, 'visible to the passenger, the numbers from 0 to 9. These numbers can also be located next to the handle on the front wall of the desk. Then the number bar is appropriately given a small pointer, which enables the more precise setting, Q CD If the switch drum is now rotated from the position shown in Fig. 17 or the switch cage is rotated from the position shown, the head of the switch cone is removed from the surface 346 of the middle bell edge to the inner, switching disk 302 or from the surface 347 to the bell edge of the outer switching disk 300 guided.

On each of the three slip rings as well as on the disk 325 a slip spring grinds, which is used for power supply or .qbniibne.

t> Fig. 19.

In Fig. 19 the control device is shown. 17 and 18 and the circuit = device shown achematioch. Slip rings and slip springs are not shown, only the three bell rims as well as the two contact angles and the head of the switching cone.

The three drum units i. k, 1 represent the control device that is used to control the car on a west-east route @ The position of the schultkosel shows # on wolohor station aleo in front of which north- south route the car starts before the start of the trip. That would be the station * - '. 085 The Fahrgant now wants to go to the station for some wine - 657 He wants to go north. The passenger now sets the first rack 349 to 8, as a result of which the Xontaktviinkol of the switching drum i move to 8 and the switching cone 340 is pressed against the switching disk 302. A second rack Nv is set to 5 . As a result, the contact angle of the switching drum el.k is at 5 and the switching cone is pressed against the switching disk 302. The third rack is set to 7 -,; as a result, the 7: ontaktviinkel of the switching drum 1 is set to 7 and the switching cone is pressed against the switching disk 300.

The control current that comes from switch 82 goes to the switching cone in i, via the switching disk 30.2, to the magnet 350, which is connected to the chassis 39 . The sheet metal magnet pulls the contact spring 351 to the contact 352 and the control current from the switch 82 goes via the contact 352 and contact spring 351 to a sliding contact, which supplies the next switch contact N with current. The car is therefore steered to the north at the next N turnout.

The number drum and with it the switching cones turn north in the direction of arrow 353. If the switching cone in i reaches the Bohaltwinkel, the control current goes from the switching angles to the switching cone in k. Now, since the number drum must make a full turn in order in k i of the switching cone to the next number engaged so-is been performed in switching cone k by the movement in Pfeilrichtunz 353 on the indexing disk 300th The steaeretrom now goes to the electromagnet 355 ″, which is also connected to the Pahrgeatell 39 .

If the sheet magnet 355 would now send the l # Dntaktfedürn 356 to the. Put contact 357 , the switch contact that carries the current #u of an 8 (south) switch will receive power. But it must be prevented, the Blektromagnet 350 has when he was errggt (, incii ilebel as 31 drawn is shown in Fig, uii (L NNL;. Locked ctfed.ern ezogcil so that the wurdoy the J '-' ontaktfeder 356 but cannot be zocen.

IlT, now it the Sdlic, iltkegel in k in further 2ahrt the switching angle k is reached, the Steadrstrom now goes to deiz switching = cone in the first through the rotations of the number drum and thus the switching cone 1 in the direction of the arrow 353, is the switching cone on the switching disk 300. The current also now goes to the electromagnet 355. Even now the contact spring 356 cannot be tightened because it is still locked. So the current is still going to switch contact N.

The ', `lagen keeps its direction of travel to the north and the number drum with its switching cone in 1 continues to rotate in]? Feil = direction 353 until it reaches the switching angle in 1 and the control current then goes from here to the second control device that goes to Control of the car is used on a west-east route. The current does not need to go straight to the second control device; it can also be used to excite a sheet metal magnet 560 - Fig. 32- are used to put two Xcontacts together over which the control current goes. The sheet magnet 560 - Fig. 32- then the latch 559 -Fig. 32- which'the lever 555 -Fig. 32- holds on.

This pawl 559 can be omitted if a contact = piece 358 - Fig. 19 and Fig. 32- is attached, which connects the two contacts 359 and 360 after the locking of the contact springs 351 and 357. The electromagnet 350 then always receives current during the control activity of the first control device , regardless of whether it comes from a switching disk 300 or 302. Both control devices are identical in their construction and operation. If the second control device has expired, the control power then goes directly to the sliding contact, which supplies power to the next stop switch contact and directs the car to the stop. The control current can also be used to excite an electromagnet that puts two contacts next to each other, via which the current to operate the stop switch goes directly from the overhead line, Fig. 20th

If the passenger is to determine the desired direction of travel, he must operate the switch in Fig. 20, which consists of the three switching levers 365, 366 and 367 , which are connected to each other by an insulating piece. 1,7i11 the passenger. '-.- 1 Ste -.- c-2 - # - first send trota to the left to the left control device to control the car z, B. on the north-south routes he puts the Um = aohalter to the left.

Then, the current passes' of the switch 82 kommtan the shift lever 366, contact 368 to the left control device. After it has gone through this as described in the description of Fig. 19 , the current goes to the contact 369, which is connected to the contact 370 through the switching plane 365 . From here there = the current goes to the second control device on the right in Fig. 209, which is used to control the cars on the west-east routes. Once the current has passed through this control device, it goes to contact 3719 via switching lever 367 to sliding contact 90 and from here to the next stop switch contact.

.If the passenger first wants to use the right-hand control device to conduct electricity), he puts the switch to the right. Then. the current goes from the switch lever 366, to the contact 372, to the right control device, then to the contact 373, via the switch lever 365, to the contact 374, to the left control device and from here to the contact 375, which transfers the current via the switch lever 367 leads to grinding = kontakt.90.

Fig. 21.

If there are not just one but several stations between the route crossings on each route, especially if the intersection is a long distance from one another, the last drum unit in each control device, i.e. the one switching drum and number drum, only determines the stations, while the others, that is, the " tens, hundreds and thousands, etc." drum units serve to select the routes. Depending on the number of stations, in addition to the single-drum unit, the Zahner drum unit, etc., can also be used for station selection.

In Fig. 21 it is shown how the unit units in the control device serve for station selection, while the other units serve for route selection.

The control current that comes from switch 82 goes to Kontaktfem countries 380 and 381. While one of the racks 382 * and 383, which are used to rotate the single switching drum, is set to 0 , the other is set to one of the numbers 1 to 9. In this example is intended to be angteaommen that the rack 382 is set with its arrow or Naae 385 to 0. Then, the drüokt Zahnix Etange 382 with its insulating piece 386, the contact spring 387, the A I, "ontalctf Eder 380 for sale.

The control current then goes back to 5U8 through all drum units of the control device and vo, - ii 389 d. For the last switch drum he goes to the 'Cont "-il :: tfeder 3c d JL, 4 _jo, ic in this,.) example from! Con-LLJ" .ikt 391 is lifted and "in the - ## - 0_Yltal -, tfoder 392 lies by the pressure of- Zinluistan, 2; 0 382.

From here the current goes to the contact spring 393, which in this example is not connected to the contact spring 381 . The current goes from the coitakt spring 393 to the switching cone 394, through the drum units of the second control devices and from -ÄZontaktwinkel 395 -. of the last switching gate to contact spring 396, which in this example lies on contact 397 . From here the current goes to the holding cone 398 of the single drum unit and from its contact angle 399 to the sliding contact 90 the dexi trolley steers to the next station.

The switching disks of the single drum2,4 are switched in Fig. 21 in the same way as the switching disks in Fig. 19 in 1. Fig . 2 2.

Should now be used when using the control device as shown in Fig. 21 CD is shown, the passenger can determine the first direction of travel himself, so is the Circuit in Fig. 22 to be used.

The drum units, which are used to select the routes, are then switched as in Fig. 20. The passenger must then also operate a switch here as in Fig. 20. The control current that finally reaches the switch lever 367 in Fig. 20 v * goes into is, while the Zabnstange 383 is on one of the numbers 1 to 9 . Then the insulating piece 386 of the rack 382 presses the contact spring 407 against the contact spring 405 and the control current goes to the switching cone 398.

Since the car has now reached an intersection, the single-drum unit now determines the direction of travel. If the switching cone 398 has now reached the contact = Q angle 399 as the carriage continues, the control current now goes to the sliding contact 90 which directs the carriage to the stop.

The control current does not need to go directly to the sliding contact 90 . go, but can also nen the = for energizing an electromagnet that combines contacts and a special circuit switches =, the -der to Betätiguhg stops Soft serve. Addition to Fig. 20.

A part 400 - shown in dashed lines in Fig. 1 - is cut out of the routes because there is perhaps a lake or a building or a square that may be used for demonstrations, i.e. something that is not ... or temporarily not driven through or driven over can, all wagons which in this example reach part 400 on their journey on the WeBt-Oetwy routes 1059 106 and 107 and on the north-south route 105 must bypass this part if their journey continues in the same direction target.

This bypassing can easily be done by continuing the Paths that are led around in a curve around the part 400, where = the part 400 continuously is cut out. Should the costs for your route parts be saved or if part 400 is only to be bypassed close to the outside, the following are described applicable arrangements.

1. Example: A car arrives in Vlest-Ost-Direction on Nest-Ost-Route 105 . It would now be uneconomical to guide the car around part 400 in a northerly arc. It would be more correct to choose the small arc to the south.

'The corpses 22 Fig. 2. are then permanently positioned so that they all steer the carriages south on the north-south route 104. When using , for example, the control device circuit Fig.

occurs now, the control device FILR the selection of 1, 'read-East route in activity and at the next Ostweiche, as shown in Fig. 2 by the switch 28, the car to the east-west link 104 is steered. Now the control device for the north-south routes comes into operation again and the car is steered to the north via a switch 29 Fig.2 onto the north-south route 106. The control device for the west-east now comes into operation again - Routes in operation and the Vlagen is going east on the next east turnout 21 Fig.2.

Second game: If the car that arrives on the West-Oet route 105 , as in the first example, has to drive not only to the east but also to the north, for example, when the circuit Fig. 9 is used, the car is shown over a switch 29 Fig. 2 drive north on north-south route 104. If the car reaches the intersection of this route with the i Weet-Oet # route 107, it drives . Via a switch 21 to the east again. At the next switch 29 Abb, 2 the vases would go back north until the s-tou «Aör'r-i, bhtüng 'had left. A detailed description is unnecessary here, because in the description of Fig. 9 the whole operation of the control device was described. 27 But if, for example, the switching in Fig. 16 or Fig. 20 is used in the control device, in which both controls do not receive power at the same time, then a device such as the one shown schematically in Fig. 20 is expedient. apply. Your power supply lines are shown in dashed lines for better clarity.

As soon as the car arrives at an electronic switch, the switch 410 is moved downwards and connects the two contacts 412 and 413 with its Sohaltmeseer 411. As a result, the control stream coming from switch 82 goes to both control devices at the same time. Now the operation of this control arrangement will be the same as it was explained shortly before using the circuit in Fig. 9 . If the corresponding sliding contact on the Vlage has now left the white contact, the switch blade 411 also leaves the two contacts and the current flow in the switch 4 Fig. 20 now applies to the control device again.

The movement of the shift levers 410 takes place in a manner like the movement of the BoUen 1737 in Fig. 103.

Zeicbnerisch set all Schaltungemöglichkeiten here and describe which may have been used in der'selbettätigeteuernden web Patenteohrift would make extensive. Fig, 23 and 24. Control device. Fourth construction example. In the construction example Fig. 17 and 18 of a control device, the switching cone lies horizontally aleo-parallel to the axis 291. In Figs. 23 and 24 the switching cone is perpendicular to the axis 420. As a result, the drum unit The number drum is not as wide as the construction in Fig. 18 and the entire control device does not take up as much space in the desk 47 Fig. 3 and 5.

, & bb, 23 shows the representation of Fig. 24 from right to left. The part of the holding drum to the right of line 421 'in Fig. 249 is omitted in Fig. 23. Likewise the disk 422 die. & serves in slip ring, -the isolation washer 423 and the washer 424 with the teeth 425, all parts of the number drum are not centered in Fig. 23. The disk 424 and the disk 426 with two pins 427 are seated firmly on a tube 428 which is rotatably mounted on the axis 420. The disk 429 sits firmly on this tube 428. The insulating disk 430 lies on this disk and the Iaolationsbuchse 431 is on the tube . The switching cone is rotatably mounted on a pin 436. The switching drum consists of the gear 440, the isolation rings 4419 44 29 443 and 444, also of the slip rings 445, 446 and 447, as well as the guide ring 448 and the metal ring 449 in which the heads of the rivets 450 are inserted into the holes 'The rivets are surrounded by an insulating sleeve 451 and hold the specified parts of the shift drum together. An insulation ring 452 is located between the PU ring 448 and slip ring 446.

Instead of the contact angles 311 and 312 in Figs. 17 and 18 , there are metal plates 455 and 456 in Figs. 23 and 24. Between the two metal plates there is a metal block, which is not shown here. These three parts as well as another metal block 458 are fastened with insulated rivets 459 to the gear 440 on which the insulation plate 460 lies. The head 461 of the switching cone 435 is drawn once more special in the lower part of Figure 24 to its location between the 1: etallplät - # "= to reveal chen" would NU4 the number drum in the direction of arrow 462 gedrehtg so is the.. Inclined PUhrumZi3fläche 463 of the switching cone = 'the slip ring 447 is guided, if the number drum is rotated in the opposite direction, the switching cone is guided to the Schleifrizw, 445. The sole rim; 446 is bound to the metal plates 455 and 456 in front. The upper part of the switching drum and a Because the number drum is drawn in Fig. 24 in the cutting direction 1. The two bands of the guide ring 448 are C-slotted -4Ü4-in order to achieve a sideways evasion when the Schvltket; els passes. Fig. 22.

Ste'aervorri.2htun ,. In place of the switching rings or slip rings as used in Figs. 17 and 18 and 23 and 24, there can also be cont. N '"t = springs 470 and 471. Instead of the contact angle, there is the contact -472 Switching cone is replaced by the contacts 473 and 474 u., Ld ..), contact springs 475 and 476.

The number drum here consists of a disc 477 which is covered with an insulation plate. It is expedient to raehen this billet with an edge 478 , so that this disk 477 has a bell or pot shape with the edge. The inside of the edge is covered with insulation 479. The zontacts and contact springs are attached to the insulating parts 480, 4819 4829 4839 484 and 485 on the disk. The number drum is now mounted on an axle 469. On a tube 486, which is attached to the number drum, there are four isolated grinding wheels.

The switching drum ordered here from the ring 487 in whose teeth 488 the teeth of the rack, which is used to adjust the control device, engage.

If the switching drum is moved in the direction of the arrow 490 or the number drum is moved in the direction of the arrow 491, then on the surface 492, the groove 493, the pin 494 and thus the entire lever 495 is turned to the right and the leaf spring 496 presses with its insulated rivet 497 the contact spring "470 to the contact 473. On the other hand, the leaf spring 496 presses the contact spring 471 against the contact 474. If this control device has expired, ie if the lever 495 has reached the groove 493, the lever is raised and both leaf springs press the contact springs 475 and 476 against the contact 472.

Fig, 29.

, Fig. 29 acts the current course in the control device Fig. 25. The current is also here from switch 82 or from the previous control device. The current goes to the contact 4731 474 and to the contact spring 475 via a slip spring and one of the slip rings, which are not shown here some white contact e.g. Run N or W. The contact spring 471 'can then the control current to the switch contacts 8 or 0 tUhren-.

If the control device has expired, both contact springs 475 and 476 are pressed to the X # utaIrt 472 and the control unit is pressed to the sole spring 90 or to the close position as with the other control devices-ei, --J, w # trde, CD Fig. 26.

Should the diameter of the control device be possible # ast Julein -e = L> C-. ' 00 there is little space for the 'Z', ontLil-, tfederii and the large movable leaf springs like them in 2 # ob. 25 v (,. Rviende-, t. It is then perhaps expedient to use the iConstracbion shown in Fig. 26.

The switching drum 500 also consists in this i. # Lall of a ring which is provided with a groove 501 on the inside and with the ZUI-men 502 on the outside. The number drum is also appropriately pot-shaped here. The rim 503 of this pot is covered on the inside with an insulation layer # 504. The metal strips 505 lie on this. Next to this metal strip are the insulation blocks 506, which carry the contact springs 507, 508 and 509. If the lever 510 is now unleaved2, the disk 511, the teeth 512 of which engage in the teeth 523 of the lever 510 , is rotated and the projection 514 leaves the arc 515 of the 7th. #, .- on-baktf or 507 and this leaves the Met all strips 505. Depending on the direction of rotation of the disk 511 , the approach 516 now presses the contact spring 508 or the approach 517 the TLi'ontallct = spring 509 on the metal strip 505. The metal plates with the approaches 514, 516 and 517 are from the disk 511 isolated. If the control device has expired, ie if the lever 510 U y has reached the groove 501 , then by pulling the leaf spring 518 which engages in the slot 519 of the attachment 520 of the ring 511 : this ring is again in the position shown; pulled and the lever 510 straightens up again. The leaf spring 518 is attached to the pot rim 503. The number drum is mounted on the axis 521. The tube 522 carries four behleifrin, # - o, which are insulated from the cm> tube. The lugs 514, 516 and 517 can also be used to short-circuit two contacts each . Then fall the contact springs 507, 50D and 509. Fig - 30.

Fig. 30 shows the course of the current in the control priority. 'Litun, - Fig. 20-6 U The control current. The control device coming from switch 82 or the previous control device goes over slip ring and slip spring on the metal strips 505 # stdl * e '. "." Ontaktfod-er 509 so U 2 the current via .3.chleifrin # * and S chlei: #f or viie shown with the other control devices, e.g. zu-i the Sollleif kon = taV't N or W. If the contact spring 503 is closed ','> cdr (iclct, -so the current flows through the slip ring and ground-glass springs to the.11 switch contact. S or 0. If the slip spring 507 is on, # jedräcIcti, i.e. if the control device has expired, the power goes over Sclileifrir4 # and sole spring to the slide spring 90 or to the next control device. 27 Fig. The "control devices ikeu been shown Nvie was described, transmit the movement of a number of drum on the other by drives. The number drums move to d'emselben principle as the drums of the sprinGende.-. Counting mechanism in a tachometer.

In Fig. 27 an I-construction example is shown, which works according to the principle of creeping counters, as they are sometimes used in gas or water mosquitoes. A control device consisting of three units is shown in one view in Fig. 27. Each unit here also consists of a switch drum and a number drum.

The construction forms selected in Fig. 26 , for example, are shown here in Fig. 27 find use. The drums are mounted on axles 525 and 526 . Is the movement of the pawls port Tran, as shown in Figs 33 - 44 is shown transferred to the gears 527 and 528.. The gear wheels are attached to a tube over which an insulating tube 523 is pulled, which carries the slip rings 529, 5309, 531 and 532. The edge 503 of the pot-shaped number drum can be seen here. The movement of the first number drum is transmitted from the gear 533 to the gear 534 and thus to the second drum. The transmission ratio is never 1:10. The movement of the second number drum is transmitted by the gear 535 to the gear 536 and thus to the third, i.e. the hundreds number drum. The transmission of the motion to a thousand drums, etc. can continue depending on the size of the control devices. If, for example, the first number drum has made ten revolutions = zen in the direction of filing 537, then the second number drum has revolved around in the direction of the arrow 538 and the third number drum has made a tenth of a revolution "that is, itself rotated by a number in the direction of the arrow 537. i the direction of rotation and the second Z # ihlontro "-.- u-, iol Di Li Uen, - . ) If the direction of rotation is the first number - # ro .- # iinel, then when setting the control device, the movement of the second switching drum 500 must oppose the rotation rate " , -ii.-, be the first switching drum.

Now observe Fig. 28. The movement and the rack 540, which is used to adjust the second switching drum of the control device to the second switching drum 500, will therefore not carry it directly, but instead by interposing a gear 541 to carry. As a result, the direction of movement of the switching drum is opposite to the direction of movement of the toothed rack 540.

Fig. 32a and 32b.

VorrichtunU, to maintain the first set control = StromrichtunC_ In Figs. 32a and 32b, an example of the device shown in the lower part of Fig. 19 se., Liematically shown. The two electromagnets 350 and 355 sit on the base plate 550. If, for example, the electromagnet 350 is excited, it attracts the iron armature -551 and pivots the lever 552 about the axis 569 out of the position shown. The ilebel 552 is mounted on the axle 569 . As a result, the contact of the contact spring 351 is placed on a contact 352 . From the pole piece 553 of the sheet metal magnet 350 , the lines of force act simultaneously on the iron armature 554, which is fastened under the lever 555. The lever 5.55 can now, after the £ '-j-Cbel 552 has pivoted from its position shown, lower down and the pins 556 and 557 1 worked out or inserted into the lever 555 lock the lever 552. The pawl 559 is pressed to the right by the leaf spring 558 and the lever 555 is locked. If the electromagnet 350 is de-energized as described in the description of Fig. 19 , the lever 552 cannot return to the position shown and the contact spring 351 remains on contact 352. In the rest position, the two pins 556 and 557 are above the tavern -ta583 and 584 of lever 552. At the same time, the 13back 358 now also connects the two contacts 359 and 360.

If the control device has now expired as described in the description of FIG. 19 , the electric motor 560 is activated and U Li attracts the iron 561 . This gives the SI) errlclii-lice 559 den will. Both electromagnets are now without current, as shown in the description of Fig. 19 . By pulling the two contact springs 351 and 356, the endeavors have returned to their vertical position - Fig. 32a, the lever 552 is pulled into the position shown and the contact spring 351 is no longer on contact 352.

The two Koxitakt springs 351 and 356 carry the insulating bushes 5Ö5. The insulating blocks are surrounded by sheet metal bulkheads 566 , the contact springs are attached to insulating blocks 567 that sit under the base plate 550. Both contact springs are located with the insulating bushes in the cutouts 568 of the lever 552. An axis 569 is firmly seated in the lever, and its two pins 570 are mounted in the base plate 550 and in the strut 571.

The leaf spring 562 is riveted onto the strut 571. The leaf spring engages in the handle 572 which is attached to the ilebel 555. The insulating plate 573 rests on the lever, on which the bridge 358 is fastened with insulated rivets 574. Dio l '-. Ontitic-le 359 and 360 are attached to brackets 575 . The insulating plates 576, which carry the angle 575 , are attached to the base plate 550. The 'öteeben 577 and 578 carry the contacts 352 and 357. The struts lie on insulating plates 579 and are with insulated rivets 580 on the base plate 550. The two bearing blocks for the axis 581 of the lever 555 are not drawn in. The struts 577 and 578 are shown in section in the plan Fig. 32, p . The contacts 352 and 357 are therefore omitted in the plan.

Fig. 31.

The device shown in Figs. 32a and 32b is used to maintain the direction of travel set first, i.e. to maintain the direction of the control current set first.

If the control device is adjusted after the device in Fig. 32a and 32b has been set , e.g. by turning the bottom drum, the control device has not expired, i.e. has not taken the position in which power is supplied to the electromagnet 560 - so that it can Prong 559 can trigger, It is therefore necessary to allow the feed and rack to adjust the control device only when the control device is without power and the device in Fig. 32a and 32b is in the indicated rest position.

In order to be able to move the Zalumtangen, e.g. 540 in Fig. 28 , it is necessary that the passenger pulls the rail 585 upwards at an INhopf. The bolt 586 on the rail 587 receives PUhruna in the slot 5EW of the rail 585, which is thereby pushed to the right., -Fjö =. The lugs 589 on the rail 507 leave the teeth in the racks 54v and can now be moved.

v -leichzeitig the pin has left 545 on the rail 565 the cutout 546 to the boss 547, the loading on the pawl 559 = is fastened. The pawl is thereby pressed to the left into the position shown in Figs. 32a and 32b . The contact spring 548 has now also left the contact spring 549 and the circuit of the control device is interrupted. Tranaport devices for moving (rotating) the number drums at the control points of the routes.

As already mentioned a few VIEtle in the description, the first number drum is rotated by a number o = U at every 2iteuerpunlct of the route. This can be done using a Vorriolunr - as shown in Fig. 339 34 and 35 , for example.

'Fig. 32 to 35.

1. I [ons construction example.

If, for example, the control devices shown in Fig. 17 id- 18, and 23 U-24 t # are assumed, the transport wheels 590 and 591 each have ten teeth. Both wheels are firmly seated on the tube 592 because it is attached to the first number drum. If the slide 593 is moved in the direction of the arrow 594, the pawl 595, which engages the tooth 596 of the transport wheel 590 , rotates the number drum by one number in the direction of the arrow 597.

With the surface, 598, the next tooth lies against the pawl and this prevents further rotation of the wheel. The surface 599 of the frame 600 serves as a stop for the slide 593.

Now note Fig. 34 and 35. Fig. 34 shows parts of Fig. 339 in the side row seen from left to right, i.e. rotated by 90 degrees. Fig. 35 shows parts of Fig. 33 rotated by a further 90 degrees, i.e. , Fig. 33 seen from behind.

y 'During the J3ewegung of the carriage 593 in Pfeilrichturg handle 594 of the pins 601 -in Fig. 34 gezeichnet- in section, the bent angle lever 602 under the neck 603 position 604 the pin 601 on the lever 605. The lever 605 is characterized pushed to the left.

Since the pin 601 continues beyond the approach 603 -Stel. treatment 606- so the lever 605 is again driven to the right by the leaf spring 607 and, when the transport of the number drum has ended by one number, is fixed in a # - #, - YUte 608 of the locking disk 6099 sits on the tube 592. If the carriage 593 with the transport pawl 595 goes back to the rest position, as will be described later, it is self-evident, preventing the number drums from being thrown by jarring or rotating because of the on, # .- tL11un "of the switching drum.

t> Boim ZurUckgolien deu Schlittann 593 vchloil - t the pin 601 of the Liebels 602 over the area 610 of the 603. 11, - when it reaches the position 601 again, it is again under the attachment 603, i.e. in same height - Fig. 35- the pin 611 from the slide 612 at which the t2i-aiiLl) location is! - Llini #: e 613 ? which is shown in Fig. 33 in the rest position. The transport latch 613 is used to move the number drums. in the direction of the arrow 614.

The lever 602 is mounted in a part of the slide 593 which is covered with a rail 615 . When the pin 601 goes over the surface 610 of the attachment 603 , the short leg of the plane 602 receives guidance between the ribs 6169 617 and 618. The leaf spring 619 then pushes the lever back into its rest position.

The locking planer 605 receives its guidance between the two bars 620 and 621 which are carved out of the lath 622 . The plate 622 is cut out in Fig. 33 and can only be seen in the right-hand part. The lever 605 is mounted on the axis 623 , which is let into the webs 620 and 621. In the locked position, the lever 605 lies against the disc 625 - Fig. 34-. Between the two conveyor belts 590 and 591 is the disk 626, which in practical use is expediently given a larger circumference and also serves to guide the transport pawls. In Ruhestellung- each transport pawl by a leaf spring 627 is impact-628 on the carriage 593 or 612 against a L = Ah; cdrückt. The transport clinches are mounted on pins 629 . The noses 630 of the transport pawls have been appropriately rounded in practice and the tooth base of the teeth of the transport wheels has been rounded, Figs. 36 and 37.

Second construction example of a transport device for Bcivec "tln" u_ __ # 2 of the number drum.

in Fig. 36 is in elevation and, in Fig. 37 in C.ine If the slide 635 is moved in the direction of the arrow 636 at the steaer points of the section, the rod 637 takes. which is mounted on the slide 635 , the lug 638 and thereby rotates the disk 639 in the direction of arrow 640. The lug 638 thereby moves the slide 641 by the pressure against the shoulder 642 in direction 636. This movement engages the Teeth 643 of the rack 644 into the teeth 645 of the spur gear 646. At the same time, the tooth 647 on the web 648 of the carriage 641 leaves the teeth of the gear wheel 646. The carriage 635 now moves further in the direction of the arrow 636 and receives the pin 651 in its slot 650 . This pin 651 is riveted into the toothed rack 644. The rack is now pushed to the right in 2feilrichtuxig 652 vo # c =. If the pin 651 reaches the part 653 of the slot 650 in the slide 635 , the spur gear 646 has made a tenth of a turn. ng 'of the control device, as shown in Fig. 17 Lt. 18 is drawn "by a number. Now the lower edge 654 of the plate 637 has reached the line height 655 and the aase 638 of the disk 639 is now released again and can go back to the drawn rest position" when by the pressure of the leaf spring 656, the slide 641 is pressed back into the rest position shown. The movement of the slide 635 in the direction of the arrow 636 is now also ended and the slide goes back to the drawn position C-1 and pushes the toothed rack 644, the teeth of which have left the teeth of the toothed wheel 646, into the rest position in which they are is held by the two leaf springs 657 and 658 which lie against the pin 659. The two leaf springs are fastened to the web 660 between the two plates 661 by rivets 662 . When the carriage 635 goes back, we 'd' the plate 637 now - Fig. Note 37 - raised in the filing direction 665 on the beveled surface 666 of the nose 638. The plate 637 therefore goes over the nose 638 while it remains in the position shown. Now the plate 637 is pressed down again by the pressure of the leaf spring 667 attached to it, which lies against the cover 668 , ie into the position shown in Fig. 37.

The plate 637 is mounted between the lugs 670, 671 and 672 of the carriage 635. The plates 674 are attached to the lugs 671 and 672 and grip over the pegs 673 of the plate 637 , as can be seen in the left part of Fig. 36 In the right part of Fig. 36 the plates are not shown.

If the left slide 675 is moved in the direction of the arrow 656, the tooth pin 644 is bowed to the left in the direction of the arrow 676 and the gearwheel 646 is rotated in the direction of the arrow 077. When moving the left slide '675 ', the same mode of operation of all other parts is practiced as was described for the movement of the right slide.

In the cutout 680 the carriage 675 has the nose 681 of the lever 682 and in the cutout 683 of the carriage 635 the nose 638 has freedom of movement. The rack 644 has freedom of movement in the grooves 684 and 685. Between the lugs 6861 6872 688 and 689 of the carriage 641 the counter rod 644 ii '# ng. Carriages 635 and 675 rest on lugs 690, 6911, 692 and 693 . The carriage 641 runs between the lugs on the base plate 694. The gan "" e device is covered with the plate 668, which is not shown in Fig. 36th

The axis 696 of the disc 682 is mounted in the bore of the cover 668 and in the bore of the U th ring 695. At this point, the cover 668 and the ring 695 in Fig. 37 are in section or in the cutting direction X 1 - - drawn. While the rest of the cover is drawn in section 21. The base plate 694 is also shown in Fig. 37 in section M N.

U The gear wheel 646 is firmly connected to the first number drum through the pipe 698. The left slide 675 is not shown in Fig. 37. The legs 699 of the rack 644 are cut out in Fig. 36 to reveal the pins 700 and 651 and the length of the slot between the legs 699 and 701, into which the slides 675 and 635 penetrate.

Fig. 38. to move, # up Vorrichtqm £ # the slides 593 and 612 in Figs. 33 and -35 and the slides 675 and 635 in Figs. 36-37.

In the example in Fig. 38 , a rail 710 is attached to the running rail at each control point of the lines. Or also to the masts that carry the running rail. When the car is moving, the bolt 712, which can carry a roller or an ICagel at the bottom at the point 713 , is moved in the direction of the arrow 714 on the inclined plane 711. As a result, the bolt 715, to which one of the slides mentioned is attached, is moved in the direction of the arrow 714 and the slide performs the steps described in FIG If the work path in arrow direction 714 ends the slide, ie it has reached its stop and the bolt 712 is raised even further, which is necessary in * practice, # because the 'movement of the bolt 712 is not exactly coordinated to a tenth of a 1.12 inch can, the bolt 716 now penetrates into the bore 717 of the bolt 712 . The bolt 712 Verläset again the rail 710 "which is in the praxis perhaps 200 to 300 m lazlä, so the bolt 712 by the pressure of the coil spring 718 to the ring 719t on Bol = zen fixed 712 ISTG again in the drawn Ruhestollung pushed the. The ring 720 on the bolt 716 is carried along by the shoulder 712 in the bore 717 of the bolt 712 and the slide is pulled back into its rest position. The coil spring 722 now again holds the bolt 715 in the correct position from the bolt 712. The tube 725 is fastened to the platform 726 on the grand plate 727, the box or frame that carries the control device. This base plate is attached to the floor plate or to the side wall or roof of the day here designated 728, through the bore of the member 728 and the frame 727 is the pin 712 freely through.

Part 7289 727, the tube 725 and parts of the bolts 712 and 715, as well as the two coil springs are drawn in section. . & bb. -39. Here, the rail 710 in Fig. 38 is replaced by the bolt 730, which, while the flag is moving in the direction of the arrow 731 , lifts the lever 732, which extends out of the carriage and has freedom of movement in the slot 733 of the carriage wall 734. The movement of the planer 732 is now followed by the lever 735 and the bolt 712, the device shown in Fig. 38 , is raised. The lever 7329 735 is mounted at the point '736. If the ' jiebel 735 is held in a springy manner, ie if it consists, for example, of a strong leaf spring, 60 the bolt 712 -Abbe' 38 can be used directly with a slide -.Fig. 33 or 36-connected, that is, the bolt 715 with his.a bolt 716 and the sliding spring 722 are superfluous. The hole 717 in the bolt 712 is then omitted, Abbe 499 Here, a rail 737 is lifted by a bolt 730 and DIRECTION Fig. 38 transfer. In the öciilit "- 739 of 74.0 parts are 737 and 758 free boweglich 741, 742 * u nd 745 the notvielidi, -. S ID erotellen.

U 41 unC, 42.

The device shown in Fig. 41 in elevation and 42 in plan; zur.Dewigung der veniondet, so LD fall the devices in i # bb. 35 and 306 with their Schlittor, VJCL ;. The rotation, ## of the toothed disk 745 from the steering point, part of the route is via gears (e.g. or Transferred to a gearwheel via worm gears, which is firmly tied to the first number drum.

The disk 745 is here in the manner of the drives, as they are used to transfer the movement from one number drum to the other, e.g. 3. for speedometers and as mentioned in the description of the control device, e.g. Fig. 17 U-18. The disk 745 has four high teeth 746 and four teeth at half height 747. If a rail 748 reaches the control points of the route while traveling in the direction of the arrow 731 of the 111agen, the high teeth 746 and 749 grind on the left part of the rail 748 reaches the half-height tooth 750 the stop lug 751 of the slide ne = 748, the disc 745 is rotated in direction of arrow 752. the high tooth 746 penetrates into the rail 748 and the stop shoulder 751 in the keyway 753rd The high gear 746 leaves now as = of the groove 753 and drags along with the high gear 754 on the right Tell the rail 748 has the disc, so when initialed here tooth graduation Made a quarter turn.

If, in the opposite direction of travel, the carriage reaches a rail 756 of the same construction as the rail 748 at a control point on the route, the disk 745 is rotated in the opposite direction to the arrow direction 752. Fig. 43 and 44. In order to prevent the disc 745 from turning automatically due to vibrations after leaving the track 7489 after leaving the track 745, it is necessary to use a pest control device for the disc 745. In Fig. 43 a "'construction example of this device is drawn in elevation - and in Fig. 44 in plan. On the axis 757 to which the disc 745 - note Fig. 42 - is attached and the ie + zt'#ci 11, #neibe '745 has to protrude "is attached a disk 75ö. The Se hei = be four Nuten'759.

On the open path, the pin en 760 C-i'm web 761 lies in one of the grooves. If the roller reaches the rail 74C, for example, the beveled shoulder 762 on the web 761 grinds over the x'-p'chiene 7G3 which lies on the rail 748 and the pin 760 leaves the 'L, -, ute in the Disk 758. Now has disk 745 - Fig. 42 note that it has rotated on the groove 753 but has not yet left the rail 748, the attachment 7Ü2 on the ste73 761 falls into the cutout 764 of the rail 748, which is given a different construction from this cutout in Figs. 43 and 44 than 41 and 42. The legs 765 and 766 have been pressed down again by leaf springs 767 and the pin 760 penetrates again into one of the grooves 759 and lies on the disc 768, which lies under the disc 758. The leg 766 is cut off from the web 761 in Fig. 43. The positioning of the webs is not shown. Llan could also connect the socket 12006, which is connected on one side to the socket 1205 by means of the sleeve spring 1227 , on two sides with the socket 1205 by a second helical spring 1227 U, with the collar of the socket 1206 in the first middle between these two helical springs Lio ibchrauüE "nfeder 1202 is then conveniently attached directly with a blind on the impeller 1197 and with its other end similar to the rotor 1195, which is rotated back over the impeller by the tension of this helical spring 1202 ge, L; en The coil spring 1227, which is supposed to be to the left of the collar of the bushing 1206 here, is completely compressed and inevitably takes the bushing 1206 with it to the left and thus uncouples the teeth 1213 and 1214 when the rotor 1195 move in 2 direction = direction- 1198 rotates and the bushing 1206 with its thread 1212 is screwed back into the rotor 1195. To page 45, above, to Figure 50. At the transition from one rail to the other, the number of revolutions of the two running wheel axles will be different at the switches on a carriage. While, for example, when entering a station, the front wheel axle runs with a small wheel, a large wheel is still on the carriage rail on the rear wheel axle.

The motors or their gears can go through with the wheel axles Eupplungen be connected, which e.g. work as overload protection clutches. Friction clutches or lilagnetkapp = lungs or gear-like and resilient Coupled devices can be used. The motor could also be used a transport pawl engage in a correspondingly toothed wheel on the wheel axle, so that this impeller axle can rotate faster than the part of the motor with it the transport latch. The braking devices and force speed regulators Must then be coupled directly to the running wheel axle or to the running wheels.

Known electrically operated overload protection devices that work with time delay in connection and disconnection könneng can find to protect the engine application, which is especially d '= required wäreg when or blotor directly, its transmission directly impeller axis with or the LaufrKdern ', / calibrate. In Figs. 45 to 57 the '"range and the necessary -.ecile for moving the turnouts are shown.

A Lbb. 45.

Switch for two-rail tracks.

If the Vfagen is equipped with four wheels and runs on two rails 775 and 776 - Fig. 45 note - so the one scanned for b'isen- and btrassenbahn as cie in Fig. 45 tl-lLorcti #; ch is necessary.

U Di - lit bcbeispielsijci,. ", E an Elc -., Ztroma - net to the turnout = - UU #_i zu #, en 777 and 778, so ivlirdon the Xraft lines of the M ##)"",# neten au - IL the iron anchor 779 , which is attached to the 780, act, 1-3 Im> #This Stan-e bciic, -L the two softons.

The well-known virrie, -clungsvorric'L-.Ltuii, -en for 'Koichcn tiLLcil can be used here, are not included, because they are not Ge #, elist "! And the invention. , Ai.bb - 46. a monorail to his, that is, they would drive on two wheels and switch through 1: reisel aufreclit "LD - or would they drive on 'Nugeln (according to the decil principle of the Russian', Zu. -elzuges) or if the track would be designed as a hanging or swing track, then for the P "-ir rails and ', le i = chen the form shown in Fig. 46 use' linden trees.

The part 783 of the rail 784 can be kept moveable and guide the carriage to the rail 785 by moving the carriage. If part 783 is to be stationary, parts 786 and 7a7 can of course also be moved. The movement of the parts 783 or 786 and 787 can be done according to the same principle as the movement of the switches = zuigen in Fig. 45.

Fig. 47.

Switch without changing the running rail.

In Fig. 47 a switch is shown (in plan) se = draws in which the support bodies, i.e. the rails, are not movable. Everyone 'That's why hunting has a second wheel next to each wheel on the same axle is attached and is only used if a change in the Pahrt = direction should enter.

The two main running wheels run on the running rail 791. The running rail carries the rails 792 and 793 on the side of the switches - where the running wheels run here with their high edges.

The second part of the switch consists of a short running rail 794 to which the rails 795 and 796 are attached to the side, on which the edges of the second running wheels run. The part 797 of the running rail 791 and the part 798 of the running rail 794 are movable. Both parts are connected to each other. If the part 797 is raised so that it is at the same height as the running rail 791 , then the part 798 has gone down so that it is at the same height as the rails 795 and 796 . The main running wheels would therefore receive guidance from part 797 and the car would continue to drive in the direction of arrow 799 '. However, if the carriage is to change the direction of travel, then part 798 must be superscripted and the In Figs. 489, 49 and 50 , examples of the construction of the oak, Fahrechienent running wheels and the chassis are shown.

Fig. 48-.

Device for conversion, the ',', [oak Fig. 46., In the case of an overhead conveyor according to the principle as shown in Fig. 46 and when using part 783 in Fig. 46 as a symbol. tongue, it is necessary to attach the movable part 805 of the running rail, which is attached to the movable part 806 of the rail support, to struts 807 . The struts hang on a carriage 808 which is mounted on one or more carriers 809 . In the slots 810 of the carrier 809 , the struts 807 have freedom of movement when the carriage 808 is moved in the direction of arrow 811 . The movement can take place through a sheet metal magnet that attracts an iron anchor that is attached to the strut 812 . There is no need to draw in the electromagnet and the iron armature.

Moving the switch back into the drawn rest position Icann by a second sheet magnet or by Pederkraft or by weights.

.If the switch has been changed, ie to change the direction of travel, the carriage rail 805 lies in the direction of the carriage rail 813, which is shown in Fig. 46 by the part 787 and 785 dLttr; -cst (-, llt. The Li arcuate shape of the Pahrschiene 813 is not shown in Fig. 4G. Line drawing is superfluous.

The upc = ii * c, ln », - t is attached to two struts 818 of the chassis 819. The lilalir-estell bears here in this' design right UU U to desolate the Liotore 820 are left of the Pahrgestell the Ic lufräder 821. Above bears the -iili.ihre:; estell one or more insulated rods 822 where the Slip springs 90, 91., 92x 93 and 94 -ilbb. 8- are attached.

In addition are isolated from each other, the bc1ilE. # Ifbligol or hior the grinding rollers 825, 826 and 827, which serve to decrease the ilrstromes # 2t and ZuführunJe. of Signatl .- tro "i #LM signal -..... or safety rails dienene later in more detail beschrie = ben be 49. Fig Uniotellvorrichtun-- f-Ur the diverter Figure 47. Figure 49 shows the teeile as in the: 3 (,% scha # eibun # .- of Fig. 47 already mentioned four. Note the parts 792- and 795 -Kob. 47- as well as the parts 795 and 796 are in Fig. 49 from the Schie = nen 830 and 831. "-.. earbeitet in the slots 832 and 797 i2eile 798 are inserted movably the bogenförmi" -e U shape of the arch 798 as seen in Fig 47, is not in Figure 49 is shown. .!; specify the parts 797 and 798 are the sliding = nen, 792 and 796 slotted through these slots go Stre = ben 833 and 834 at which the parts are fixed 797 and 798, the legs 835 and 836 are gel movable... #gert on the carriage = beam 837 which is mounted on the axle 838 and which has been operated according to the same principle as the carriage 808 in Fig. 48, run between the two rails 830 and 831 the struts 840 of the bogie 841 on which the car is suspended. The stops 842 and 845 on the struts 840 are intended to prevent the wagons from derailing, ijo dz. #, They run outside the points just below the rail, the lower part 844 of which is shown on the left in Fig. 49. and prevent the impellers from touching or jerking off. At the switches themselves under parts 797 and 798 , of course, the running rail measured as it is lowered in height in Fig. 49 of the door, so that the Ilalcon can pass under it. Above these short cut-outs there are curves 1'Uh = .i »i-in, psEichienen 856 and 85T as they are shown in Fig. 50 and were also mentioned there in the description. This, 3chienen prevent then to StLllc of a Down DCR Wheels. The housing of the hotor 8347 is Go ei », # ieite2JL- .. that the 1, -: Air wheel 846 #, Jendjend place in it The go,; - ', Ucc is on the Illahrgestell.841 bcfcsti, -t.

If the weapon hits the i # Ebenli-iufr., As described, if L> 1 , the wagon is leaning backwards. It is therefore necessary to support the ci Wa, en laterally. The best way to do this is that in or under the VlaGenbodon rochtaaeiti- -d.-L here in the example described, all turnouts are right turnouts-rollers are attached that over a. Rails attached to the traversing masts run in the direction of the Pahrochiene 794, 800 .

Fig. 50.

Switch for cars with small auxiliary air wheels.

It is advisable that the car follow the curve to the stops len do not lead. drives through at too high a speed and also into the - stop retracts even at reduced speed. That can be achieved through Facilities that will be described later.

Here in Fig. 50 a means is shown to reduce the speed even without complicated devices. This happens simply because the diameter of the secondary wheels 850 is much smaller than the diameter of the main wheels 851. The rail 852, which corresponds to the rail 831 in Fig. 49, must of course sit higher in Fig. 50 than the main rail, which is designated here by 853. Exactly as in Fig. 49, the running rails are drawn in section, so that the movable switch parts 797 and 798 can be seen.

The struts 854 are longer here than the nerd. 840 in Fig. 49 and carry under & the rotatable rollers 855 with which you slide in the .X.curves and e.g. also in the station on the lower G2eil of the rail. These rollers can also be attached to the nerd in Fig. 49 and be chosen so strongly that a weakening of the profile of the struts is not necessary, as shown in Fig. 50 .

When using these roles, it is possible to hang the whale itself on the # .. i chassis on the struts so that it can swing freely in the curve. The motor 858 is shown in Fig. 50 danh useful at the left side DES Faiirgecitells befesti.-t As in the description of Fig. 49 was gesohildert int the locking action of Kaken 842 and 843 at the transition to the carriage from one another Fahrechiene'zur , so overridden at the points. At these points, the rails 856 and 857 take on the task of preventing the wheels from jumping off the rail. Since the entire chassis, the engine and the running wheels are suitably clad with a sheet metal jacket in streamlined shape to reduce the air resistance.

Fig. 21. Circuit for electrical switching of the points. The turnouts can be moved electrically by motors or sheet metal magnets. The current is fed from the carriage by rollers or slide springs 860 to long contact rails 861 or short contacts. te 862 , which are insulated on the rail or on the masts of the truck. The current goes from these contacts directly to the magnet 863 *, it then flows to the contact spring 864 via the contacts 865 and 866 to the rail 39.

The moment the sheet magnet is excited, it attracts the contact spring 867 . With its 1 ″ contact 868, this connects to contact 869 and directs the current from the overhead line - which is referred to here as 870 - which otherwise comes via the slip spring 860 to the sheet magnet via the contacts 861 and 862 , so that the Only when the 1st chase has driven over the switch and the attachment or bolt 871 that is attached to the chassis, with its inclined surface over the bolt 873 attached to the contact spring 864 on the isolate; -on 872 dragging and this pushes sideways, so that the contact 865 has to leave the contact 866 , the circuit of the sheet metal magnet 863 is interrupted; the contact spring 867 goes back to the rest position shown and the flexion tongues are pulled back into the starting position by weight or pedal force . Abbe- 52 * 4 device for pe-ete-mad of the set turnout, it is advisable not to keep the electro-magneto energized all the time during the trip over the turnout It is necessary to have a device according to the principle shown in Fig. 52 .

The current comes from the contacts 861 as in Fig. 51 and then looks at the contact 876s. Now it can be assumed that the contact 877 is on the contact 876 . The current then goes from contact 876 via contact 877 through contact spring 878 and from there to carriage rail 39.

The moment the magnet is excited, it attracts the iron anchor 779 . As a result, for example, the Vlaagebalken 837 in Fig. 49, which can be attached to the rod 880 , moved, ie9 the switch is switched. The locking bolt 881 now penetrates the groove 883 of the rod 880 under the pressure of the Sohraubönf eder 882 and thus secures the switch.

The lever 884, which is mounted at the point 885 and to which the locking pin 881 is movably attached, has now assumed the position shown. Then you press the splint 886. on the lever 884 against the insulation 887 on the contact spring 878. The contact spring is thereby pressed laterally, the contact 877 leaves the contact 876 and the excitation circuits of the electromagnet 875 are interrupted. A renewed excitation of the sheet magnet 875 from the same car now no longer takes place, whoui also grinds the sliding spring 860 further over the contacts 8'61 or 862 as in Fig. 51 . When the carriage has passed the switch, the lever 884 attached to the chassis is moved in the direction of 889 by the bolt 888 , the operator bolt leaves the groove E3839, the rod 880 is pulled back by weight or spring force and the contact 877 rests on the contact again 876.

If the bolt 888 releases the lever 884 again as the carriage continues, the bolt 881 rests on the surface 890 of the rod 880. Addition. Instead of the weight or spring force, it is not possible to use a second metal magnet, which is excited and switched off, for example, in the same way as in Fig. 51 , after the carriage has passed the switch.

As shown in the description of Figs. 51 and 52 , the current goes from the Fabxetrom overhead line. Via the sliding springs, contacts ". Sheet magnets, via contact springs and contacts to the PahrsQhieno, which serves as a current return line, such as this, for example is known to the DC powered tracks. Two-phase Wechseletrom was, for example, been # thus, the current from the turbines Pahretromleiter over the abrasive spring IContal # Ce "electromagnet Kontnktfedern and contacts not to Pahrschiene 59 for operation of the web Unutzt. U-is grounded, but the contact 866 in Fig. 51 or the contact spring S7i in Fig. 52 would be connected to the second current conductor. Fig. 53 and 54.

Mechanical changeover; the 1st, corpses.

In Fig. 53 in elevation and in Fig. 54 in plan a device is shown, with which the switching of the switches is mechanically carried out. On the right strut 836 in Fig. 49 there is a rail 895 -ilb.53 -fested. The rail 396 is fixed under this rail. When cLossen reaches 11ahrcestell 841 in Fig. 54, the oak is drawn, it grinds An.satz 897 Ocs lever 898 over the. oblique left-right 899 of the Hebol 900, because the pressure of the leaf fibers 901 on the pin 902 llebel 898, which is mounted on the axis 903 , the lever 898 on the L L> is moved as far as the pin 897 out . the 841 rat laterally Würdo zero sol, 'lnüe viie the pin 897 from the 2 ,. clock, estoll ## out from the Stouervorrichtung, as for example, in Figure 17-18 c # ,.;. r, - 1 - e "; tellt is, the electromagnet 904 received current, so vilirde place the attachment 908 on the flebel 898 . When the car continued to run, the pin 897 could not be pushed back into the chassis. He would push the lever 9009, which is held by the leaf spring 909 in the position shown, back in the direction of the arrow 910 and - now note Fig. 53 , here the first pin is drawn in section - between the rails 896 and 895 .

a the rail 896 is stuck, the rail 895 would be raised, the struts 836 -Fig. 49 - and thus the rail 798 moves upwards. The switch in Fig. 49 would now have been changed. If, however, the lever 898 is not set to Umstel = ment, as shown in Fig. 54, the switch, as shown in Fig. 49, is not changed and remains in the position shown, the lever 900 is mounted on the groan 911 . If the Blektromagnet not excite 904, the bolt 907 is urging by the coil spring 912 against the disk 913, in the position shown, the disc 913 is firmly seated on the bolt 907. The Uge--, runge rod 914 for the pin 907 and the Elektromaßnet 904 and its pierced iron core 916 are drawn in section. The rail 895 is attached to the struts j30 - in Fig. 49 - with struts 917.

Five such devices, consisting of deLl - # 'olektroma-.:-nct 90 4, the bolt 907 and the lever 903 are arranged one above the other and built into the chassis 841 and lie slightly higher than the running wheels and motors. The first EinrichtLuij is used to convert the north, the second to convert the south 9, the third to convert the east; the fourth to convert the west and the fifth to convert the stop switches. Fig. 55 and 56. Locking of the switch during passage. If the turnout in Fig. 49 is not changed, the '17a -gen should continue to drive in a straight line on the left-hand rail / it is necessary to lock the turnout while the carriage is passing through. This is done by rails 920 and eifi n pins 9219 which are shown in elevation in Fig. 55 and in side elevation in Fig. 56. The bolt is drawn in section in Fig. 55 because the chassis 841 in which the bolt 921 is attached is not shown in Fig. 55 If the switch has not been switched, the pin 921 slides under the rail 920 during the entire journey of the car over the switch, so that during this time the switch cannot be switched automatically, for example due to a malfunction. The rail 920 is attached to the struts 835 in Fig. 49.

On the right-hand side of the chassis, a pin, designated here as 922 , can also be attached, which grinds over the slide 923. This rail 923 runs in the same nurve as the running rail 800 and rail 798 in Fig. 47 and serves to secure the switch when it is switched. Then the rail 923 is above the pin 922. The behiene 923 is on the struts 836 - Fig. 49- attached.

Fig. 57.

Device_ for switching on the ',' leichen-Umstell-illegr02, agnete 863 In Fig. 51 the current comes to the excitation of the '..' aichenma "..

from the carriage to the sliding spring 860 and the 861 and if you now want to avoid working with sliding springs and mechanical contacts, a device can be used, as shown in elevation in Fig. 57.

The electromagnets 904 and the bolts 907 those in £ ob. 54 in the longitudinal belt # (r d-es chassis 841 are installed "are dL =, i u Fig. 57 The section is drawn j, grinds when the electric magnet 904 is placed and thus out of the chassis: b. , _ y a lever 925 on the sealing the chassis slides along and is mounted on a Schiezäe which is fastened to a supporting poles -. the lever 925 is raised by the bolt 907, thereby the contact spring 926 on which the Insulation 927 attached is lifted and the contact 928 lies on the contact spring 929. Both contact springs are attached to the insulation 930 . The current coming from the overhead line goes to the contact spring 926 and via the contact spring 929 to the sheet magnet 863 in Fig. 53. The parts 860p 861 and 862 in Fig. 51 would then be omitted here, as already mentioned. Safety rails that prevent the cars from colliding with each other and keep them at a certain distance from each other. The car is not only controlled automatically, it must also be automatically secured against collision with other cars by colliding with the descendants or colliding with the car in front. Fig. 58.

Safety rails on the route.

Fig. 58 shows an example of a device used to transmit signals from one car to another. In this example it is assumed that the railway is operated with direct current, so that only one overhead line 935 is necessary and the running rail 936 is used for the return line. The safety rails 937 and 938 are located parallel to the overhead line 935 tied together. The individual rails 937 are insulated from one another, as are the rails 938. The rails 937 and 95e and the overhead line 935 are insulated from one another.

There are three carriages on track 936 in Fig. 58. The rollers run on the safety rails and the overhead line. 940s 941 and 942.

The current goes from the overhead line 935 via the roller or grinding bii, # el 942 to the 943, from here to the contact spring 944, to the motor 945, 2.-1-irgestell 946, lkgufräder 947 and d, - ii-in to Pahr = Gchienc 936. Simultaneously, the flow of the roller 94.2 via U the sheet magnet 948 to the grinding roller 940 and from here to a safety rail 937. The roller 941 connects a safety rail 933 with the case frame 946 and thus with the Carriage 91.1 # t) *, All wheels have the same circuit and arrangement of the parts as the left carriage in Fig. 58. This wheel is here in Pahrt. Likewise the second hunt. The third "Viagen" on the right in Fig. 58, who was about to move too far to the middle car by driving a little faster, is able to stop the circuit that goes from roller 942 via electromagnet 948 and from here via the Roller 940 on safety rail 937, then on safety rail 938, was closed by the middle carriage, because its roller 941 carries the current via the chassis to the running rail 936. The electromagnet 948 in the right chasing is thereby excited and has the Contact spring 943 is tightened so that motor 945 is without power.

Other parts -the in the described circuit of a car, as will be described later, are turned on are shown in Figure 58 is not a -. Ezeichnet as they safety rails are not necessary to explain the effect = U example, * To increase the Safety of the railway system it is possible, for example, that there is not only one roller for each safety rail on each carriage, but that several rollers run one behind the other and are electrically connected to one another. Likewise, there is no problem: there is only one magnet 948 to move the 1> pontact spring 943, but several Xagnets can be connected in parallel to one another for greater safety.

Signal transmission would also be possible by influencing a photocell on the front part of the viagen by a light source » rear part of the vehicle in front. Other transmitting and receiving devices, which work on the principle of radio telephony or telephony, could also be built into the car to transmit the signals. Safety rails at the stations.

In Fig. 59 the arrangement and circuit of the safety rails is drawn on the turnouts, in the right-hand part of Fig. 59 the safety rails are drawn on a 7 # "[c-iche from a straight line to the station or over a i # Jurvenschione In the left part of Fig. 59 , the safety rails are drawn on an oak that leads from the station to the straight route or from a curved rail to another straight route.

If a Vlage coming from the right reaches the safety rail 938, the following carriage is brought to a standstill when it reaches the safety rail 937 , as has already been described in the description of Fig. 58.

The safety rails that follow are given sequential numbers even though they correspond to the safety rails 937 and 938 in terms of their construction and mode of operation.

If the first 'hunt' reaches the rail 955 which is connected to the rail 957 by a cable 956 , the second one, which with its current collector 825 - Fig. 48 - the two safety rails 958 and 959 reached, brought to a standstill.

If the first carriage reaches the safety rail 960, the second carriage - depending on the direction of travel - is brought to a standstill when it reaches the rail 961 or 962. The rail 960 is connected to the rail 964 by the cable 963. Reaches the first vague the rail 965, the ver through the cable 966 to the rail 967 = is inhibited, so is a descendant of the second Vlagen when it reaches the rail 968 or 969 is brought to the n Stand. If the first carriage reaches the rail 970, the following Vlage is brought to a standstill when it reaches the rail 971. On the straight stretch, however, the second car now has free travel.

If the first viagen reaches the rail 972 in the station, the second carriage is brought to a standstill when it reaches the rail 973. Safety rails are no longer required for further travel in the station or the rails are getting shorter and shorter. 'Vill now be the first carriage, the cam rail or station ver =, so it reaches the safety rail 977 which is connected through a 1 cable 978 with the rail 979 and the second Vlagen is brought to a stop when the rail 980 or 981 errAht If the first carriage reaches the rail 982 which is connected by a cable 983 to the rail 984 and the cable 985 to the rails 979 and 977 , the second iVagen cannot yet start moving. If the first Wai, en reaches the Sei-iic, .nc. (jz, G r; jr; is connected to the rail 988 by a cable 987 and is connected to the other mentioned safety rails by a cable 989 in the left-hand part of Fig. 59, the second layer cannot yet move # to # .- put.

c> U If the first carriage reaches the rail 990, which is connected to the rail 992 by a Xabel 991 , the V ... wide carriage can move forward until it reaches the rail 993 or 994. Here the second carriage comes to a standstill again and can then start moving again when the first carriage continues fc; Uirt and with its slide spring or roller passes over to the track 995. Through this facility. Fig. 59 poll a lateral approach of the carriage can be prevented. -Brake device # n # s. At the stops or at litirlzsan.i-, eit der'.Sicaerheitsschiena viie it in the Deschreibun #, Fig. 58 and 59 t> U or at ir ## end of an operational disruption, - »- q if the a" trc: c "Le bc-ispiolz" = U CD is wise de-energized when the # Jai-irstrecn! -e zu vo .- = prevent. It is therefore necessary to apply one or more brakes on the ', -layers.-U Fig. 6o. The simplest, automatically working Lro.-iiseinwiell -i'Jun "- in the case of the electrically operated railway, i-il * -ire die in,. '%. bb. ÖO presented Brcmsciiiriclrbun (1" dercn Bi: c., aslüiti-ii..tijrc # t 1G00 vtälirc #: Ld. (Icr U 2iii-Lrt is excited, the ice anchor 1001 ani l "7cbcl 1D02 and. Thereby lifts the brake block 1003 from the U :: tufrad or 13 - c ..- issciic-ibe 1b04. Is the magnet de-energized, a coil spring 1005 presses the Liebel 1002 with the brake pad onto the wheel or the brake disc e. The screw thread lies on the left. Place the struts 1006 to which the electromagnet 1000 is attached. The lever 1002 is mounted on an axle 1u07. The brake block 1003 can of course also press against the rail, for example.

Fig. 61.

Brake with increasing or decreasing brake pressure.

For vehicles that require an F '(: Uirer that also operates the brakes at the same time ) for steering purposes, the brake pressure is rcgulicrte rj-, :), ß or I ', nde Jes 1) rc.rLisi.re s depending on the condition, iis the pressure st, * jr = # -. u -c' becomes irf i ker or # scilächer.

o 1 1 zb cin ruc '-. z: .rti..es dp.s Frillj! Zoujcs prevents Wer #, en z # o eo in the last part of the Bremsvie-es den 1 at the ball. Ct by a device like, they in AbD. 61 marks i "; t. The release of the brake jeschicht also here by an Elel-, tro., Nn- = -icton 1010 the v., Iüirend the Fal = t under (flushing) current. cr, the beie 1011 zin the strut # 1012;..-t ti is Wird.der Elck'Lromn, -gnct de-energized, the coil spring by the Dract 1013 'which is mounted on the axis 1014 to the strut 1012 the axis 1014 in aoben 2feil =. 7 een the disks 1016 and 1017 is a direction 1015 versc.L uvi Iiebel 1018 movably gela-ert on the Aclise 1014. This .Giebel carries ttn his arm 1019 the pad 1020. the other Arui 1021 carries one or more teeth 1022. While the brake pad 1020 now presses laterally against a brake disc or an impeller 1023 , the "r7ä1-me 1022" penetrate the spiral-shaped groove of the disk 1024. The groove is similar to the groove on the grgmophone record Washer screwed in.

If the brake pad 1020 is at the beginning of the braking work on the outer circumference of the disc, it is fed through the guide of the pins 1022 in the groove of the disc 1024 after the impeller and motor axis during longer braking work, i.e. with longer braking distance. The braking effect of the device is reduced, so that the car coasts slowly and does not come to a sudden stop. After the brake has been released by the metal magnet 1010- the lever is moved back to the starting position by a weight or counterweight or spring force. The initial braking position can of course also be in the vicinity of the impeller axis and by opposing the groove on the disk 1024, the braking force of the device can be increased as the braking distance increases.

The axis 1014 is guide in the chassis which is here designated by 1025 and the bearing block in its recognition in 1026, as well as in the 1027 of the motor housing 1028 buildin-TIGL is, the work of Elek = 'tromagneten 1010 of course also came through lever motion to the axis 1014 or transferred to the lever 1018 so that the iron anchor 1011 is not attached directly to the axle 1014. The only thing that matters here is to show the possibility of changing the iiremedruoke. It is not necessary to depict all construction options for moving the brake pad.

Fig. 62 and 63.

Braking device in which the brake bodies are engaged or disengaged by the motor.

A braking device for the automatic track in which the Bremel Uft magnet is designated 1000 in Fig. 60 and 1010 in Fig. 061 ', l-'g # remaining, z ± xk is shown in the plan in Fig. 63 and in Fig. 62 shown in the direction of arrow 1032 . If the train is operated with a motor whose rotor does not exceed a certain number of revolutions, i.e. with direct current operation for example with a shunt motor, then on a sloping track with an automatic increase in the speed of the car .. the brake is automatically activated.

The rotor 1033 of the electric motor sits firmly on a socket 1034. In this design example, this socket has a flat thread 1035. The bolt thread 1035 runs in the nut = thread 1036.-In Fig. 63 the two threads are drawn separately from each other so that the Drawing is clearer. The socket 1034 is rotatably mounted on the axis 1038 and. runs between the disc 1039 on the axle 1038 and the extension 1040 on the impeller 1041. When the Llotors is rotated in the direction 1042, the motor in this construction example only makes three quarters of a turn before it sets the carriage in motion, because the extension 1043 on the rotor is against the surface 104-4 -Fig. 62-. of the attachment 1045 of the disk 1039 and only reaches the surface 1046 of the attachment 1045 after three quarters of a turn.

With this three-quarters turn, the jw '*), ucliLc 1047 is screwed on1 on the socket 1034. It is thus moved in the direction of the arrow 1048.

This BeivegLin "in 2? Feilricliturig 1048 is not used in practice be more than 2 mm.

As a result, the brake disc 1049 is lifted off the rhyme blocks 1050 that are attached to the ring 1051 and the brake disk is released from U of the # 3remso for travel. The socket 1047 is on the Anoatz 1040 only in rfeilrichtun,>, 1048 and 1052 verrchi (, bb "ti, Lin. ',' U is guided by the wedge 1052 which is set in 10.j.0. With part 1065 , the axis 1038 runs in the bearing plate of the klotor. It is also possible to get by with a helical spring, which then serves to rotate the motor on the axle and at the same time to press the brake disc. Turning to brake the Uotors an apparatus 1033 Fig. 60 is so an.verbindet the Bremascheibe 1004 with the rotor 1033 in Fig. 63, so it is' possible to the solenoid 1000 so as the other parts in Fig. 60 is very small to hold, as they only serve to brake the engine, while the heavier car is braked by the braking device Fig. 62 to 63. Fig. 64 - 6§.

Brake device with increasing brake pressure and In Fig. 649 65 and 66 a brake pressure line is shown which increases the brake pressure with increasing braking distance, ie with every further rotation of the running wheels. Ice is achieved by not exceeding the maximum braking distance or only slightly exceeding it when the braking surfaces are worn or when the braking surfaces are greasy in plan, Fig. 65 shows individual parts in elevation and Fig. 66 shows some parts in detail . wraps in a stretched I £ L, - "e and enlarged etching rod.

On the axis 1070 is bezeichAetgelagert in the chassis with -here 1071, sit firmly the two wheels 1072 and 1073, mounted on the axis 1070 is located the bushing 1074 which is shown here in section. The rotor 1075 of the motor sits firmly on this socket. The stator 1076 of the motor sits firmly in the housing 1077 which carries the braking device.

If the sheet magnet is 1080'atromlont, it lets go of the Eiaenankor 1081 . The iron anchor is attached to the leaf spring 1083 with its attachment 1082 . The leaf spring moves in the direction 1084. This movement is transmitted to an S, pawl 1087 by the strut 1085, which is mounted between the leaf spring 1083 and the plate 1086 . The strut 1085 is - Fig. 65 bcach = ten- movably connected to the pawl by the axis 1088. The strut passes freely through the slot 1089 in the housing 1077.

The Drebur4-, in the direction of the arrow 1090, the attachment 1091 on the ring 1092 lies against the pawl 1097. -Now note also Fig. 66, the CPU part of the ring in the stretched 1092- Ikage 'IGT. This ring is shifted to the fl £ LMhähnlichen approach 1093 of the threaded bushing 1094 'in the filing direction 1095 "because the threaded bushing continues to rotate until the approach 1096 strikes against the pawl. Before the approach 1096 reaches the pawl 1087 , the displacement of the ring 1092 the threaded bushing 1094, which took part in the movement of the rotor., also coupled lp because the pins 1100, which are fastened in the coupling rods 1101 , are shifted in grooves 1102 of the ring 1092 and are now at the point 1103. The parts 1104 of the coupling rods 11C4 - refer to Fig. 64- "are pulled out of the holes 1105 in the rotor 1075 . The threaded bushing 1094 now stops and the nut 1106, which continues to rotate with the axle 1070 and the running wheels, is threaded through the thread 1107 in the direction of the arrow 1108 screwed. The webs 1109 on the nut, through whose BohrupS the rods 1110 pass freely, press against the screws = springs 1112 and thereby press the brake disc 1113 against the housing wall 11149, which in practice is provided with brake pads Disk 1115 engages with lugs in the grooves 1116 of the disk 1115 . The disc 1115 is firmly seated on the axle 1070 - The rods 1110 are firmly in the brake disc 1113 and in the ring 1118 The latch is moved to Pfellrichtuilg 1121, it releases the ring 1092 and the puddle 1093 of the threaded bolt 1094 *. The pressure of the coil spring 1122 - Fig. 66- which is in the groove 1123 of the puddle 1093 7th-lies against the pin 1124, which is firmly seated in the ring 1092 , the ring 1092 is moved to the puddle 1093 in the direction 1090 and again assumes the position shown in Fig. 65 is drawn. The pin 1100 assumes the position shown in Fig. 66 and the part 1104 of the Zipplangestan "en 1101 penetrates the holes 1105 of the rotor 1075 .

The threaded bushing 1094 now follows the rotation of the rotor. The nut 1106 is now screwed in the arrow direction 1126 , the pressure on the helical spring 1112 ceases and the oblique notches = springs 1120 are compressed, the brake disc 1113 is shifted in the arrow direction 1126 and now works as a friction clutch. It attaches itself more and more tightly to the flange 1127 of the book 1074. The brake disk - now also the Uapplunger disk - 1113 rotates with the socket 1074 and thus with the rotor of the motor. The disc 1115, which sits firmly on the axle 1070 , is now taken along and with it the axle and the running wheels. The car is now in motion.

The housing 1077 is drawn in section in Fig. 64 , as well as the Matter 1106, bushing 1074, their puddle 1127, brake or Mxpplumgaucheibe 1113, as well as the threaded bushing 1094 in part. In Fig. 65 is the Gehäune 1077 and the Gewindebuohse 1094 and 1074 in the BuOhne 1Whe the slot 1089 -Fig, ten geaebnitu 64. The Bohrune in the threaded bushing 1094 in which the Mippm lungeotanger 1101 are 'movable, are shown in Fig. 65 labeled 1130. The prong 1087 is mounted between two L "iucrbZici # -oli li #) i which are attached to the housing 1077. The electromagnet 1080 is attached to the housing with the help of the angle 1132 .

In Fig. 66 the Planooh 1093 is partially cut open to reveal the groove 1123 with the helical spring 1122. The ring 1092 is partially cut open to reveal the groove 1102 in which the pin 1100 runs. The impeller 1073 protrudes from the recess 1133 in the housing 1077 at the bottom.

Fig. 67.

Braking device, with increasing brake pressure in which the tLus = moving of the brake body is done by Pederkraft.

In Fig. 67 a braking device is shown in which the friction clutch, as it is used in the braking device in Fig. 64, is omitted. The impeller 1135 sits firmly on the axle 1136. The second impeller and the motor * which sit on the broken off part of the axle 1136 , which is not shown here, are not shown here. The brake disk 1137 and the nut 1138, which is provided with the thread 1139 , are axially displaceable and are guided on the wedges 1140 so that they join the rotation of the axle 1136 in the direction of the arrow 1141. If the pawl 1142 is released by a sheet magnet whose drawing is superfluous here, it falls under the shoulder 1143 of the ring 1144, which is fastened to the socket 1145. The inside of the socket has a thread U2-2 into which the thread 1139 of the nut 1138 engages.

The socket 1145 is now prevented from rotating by the pawl 1142 and the nut 1138 screws itself in the socket in the direction of the Bramsseibe 1137. I # he coil spring 1146 is compressed by the nut and, depending on the length of the braking distance, increasing pressure the helical spring the 'hot 1137 is pressed more and more against the brake pads in the ring 1147 brake. On the side wall of the housing 1150, which is firmly fastened on the axle 1136 , one end of a helically wound leaf or dandy spring 1151 is fastened. The other end of this leaf spring is attached to the extension 1152 of the socket 1145. Because the bushing 1145 remained stationary while the housing 1150 continued to twist, the spiral spring 1151 was closed. 'Dird the Sperrklinice 1142 back, 2; czot!. # en "so you practice the 1145 free. This is turned by the pull of the 1151 in the direction of the arrow 1141 until the spiral spring has lost its tension in each case. The mother 1138 is screwed back into the position shown by turning the bushing 1145. The pressure of the helical spring 1146 gives the torque disk 1137 to an end and the screwing 1154, which lies on the shoulder 1155 on the impeller 1135 , presses the brake disk 1137 in the position shown. The Bremoung the carriage is now finished.

The approach 1152 of the socket 1145 runs between the ring 1156, which sits firmly on the Aabße 1136 , and between the housing 1150. In order to reduce the friction of the socket on the housing during braking, balls 1157 can be used here. The housing 1150 is covered with an annular disk 1158 .

Fig. 68.

Brake device with gradual and slowly increasing brake pressure. In Fig. 68 the coil spring 11'51, as it is used in Fig. 67 , is replaced by a coil spring 1162. At the same time, it is shown here that the braking devices as shown in Figs. 62 to 67 are not necessarily on the impeller = achaet, which is denoted here by 1163 , need to sit. In this example, Fig. 68, the braking device is set next to motor 1164.

If the motor and thus the impeller 1165 rotates in the direction of the arrow 1166, the gear 1167daz engages the gear 1168 in the direction of the arrow 1169. The gear 1168 is attached to the axis 11 # 63 and the gear 1167 to the axis 1170 . The one. The end of the coil spring 1162 is fastened to the gear 1167 by the bolt 1171 and the other end of the coil spring is fastened to the nut 1173 by the bolt 1172.

If a metal magnet whose drawing is unnecessary, the pawl 1175 loops, so it rests on the mothers 1173 and the ana-atz 1176 of the matter strikes against the pawl. The mother comes to a stop. Since the carriage and thus also the gear wheel 1167 is in motion, the helical spring 1162 is tightened by winding it onto the axle 1170. At the same time, the nut 1173 screws onto the thread 1178 in the direction of the web 1179, onto its bolt 1180 the Liebel 1181 is lamgert. Since the nut 1173 takes the bush 1182 with it when it is screwed onto the thread 1178 , the lever 1181 is lifted onto the Palz 1183 of the bush 1182 and the brake block 1184, which is attached to the Lao arm -1185 of the lever 1181 - u r work against the impeller 1165 gedrZ! cl-t. Pc- # tx-Lf3 of course the brake pad is not attached directly to the plane 11,31. An exact construction is not necessary here, however, since it is only important to explain the principle. -Depending on the form of Ualzes) 1183 karji the brake pressure gradually increase or remain the same or decrease again. it may be useful to raise the lever 1181 to the larger circumference 1188 of the Baobße 1182 so that the Brontid pressure becomes so strong ... that the Vlage definitely comes to a standstill.

If the pawl 1175 is pulled again by the metal magnet, the nut 1173 is released and screwed back on the element 1178 by the tension of the helical spring 1162 and the lever 1181 returns to the position shown, for example by pressing it again, so that the brake pad 1184 runs rad 1165 releases again.

The bushing 1182 is guided on the bushing 1189 fastened to the gearwheel 1167 bo =. The pawl 1175 is mounted on the axle 1190, which is inserted in the bracket 1191. The bracket is attached to the chassis, the drawing of which is not necessary here. The axle 1190 is supported by the bracket 1192 which is attached to the housing 1193 .

Since during winding (tensioning) of the coil spring 1162, the single-= nen transitions are not wrap in practice evenly to the axis 1170, the axle with loose-fitting sleeves or rings 1194 is surrounded, on which the screw = f Eder hangs up, if gie is completely wound up with a long braking distance Fig. 69 -, 71.

Mechanical braking device without friction surfaces.

In Fig. 69 there is a mechanical braking device, in which no the axle 11961 on which the impeller 1197 is firmly seated. If the rotor rotates in the 2-arrow direction 1198, the extension 1199 on the rotor rests against the surface 1200 of the extension 1201 on the impeller - and takes the impeller and thereby the car with it.

If the motor is switched off, the rotor is rotated back by a helical spring 1202 on the axis 1196 according to the same principle as shown in the braking device Fig. 62 to 63. The extension 1199 hits the surface 1203 on the Ansat "-1201. The coil spring 1202 is fastened at one end in the flange 1204 of the bushing 1205 and at the other end to the rotor 1195.

The bushing 1206, which can be pushed forward in the axial direction on the axis 1196 and is guided by the wedges 1207 which are inserted in the axis, is shifted in the direction of rotation 1210 by the rotation of the rotor. This displacement takes place by unscrewing the bushing 1206 from the extension 1211 in the same way as that shown in Fig. 63. The thread is designated here by 1212. The bushing 1206 now pushes the bushing 1205 to the right so that the teeth 1213 on the face 1204 -in teeth 1214 of the ring gear 1215, which is attached to gear 1216, engage.

The gear 1216,. which is rotatably mounted on the axis 1196, now makes the rotation of the axis. The gear 1217 which engages in the teeth of the gear 12,16, axle rotates now in 2feilrichtung 1220. 1221 on the gear 1217 be =. is fixed and in whose grooves 1222 the rods 1223 are slidably located, to which the disc 1224 is attached, a strong helical spring 1225 now winds closer and closer together with each rotation.

The outer circumference of the helical spring is now getting smaller and smaller, while the number of turns of the spiral spring increases * o that the disc 1224, in which the helical spring 1225 is fastened at one end, is displaced in the direction of arrow 1210. The other end of the coil spring is fastened in the housing 1226. The car, which after switching off the engine with slower coasting of the screw spring 1225 more and more on the axle 1221, comes to an end as a result of this work. Since the entire braking work or braking force is stored in the helical spring, the helical spring is able to pull the whole car backwards a little. This forward movement can be prevented by a device as shown in Figs. 70 and 71 and described below.

If the motor again loses power, the rotor turns again in the direction of the arrow 1198 and screws the 'D'uc.'Lise 1206 back into the attachment 1211. The screw feed 1227 is pressed together and the bush 1905 with - left G U 1-> 1 * so that dio z 27, teeth 1213 leave teeth 1214. The bushing 1205 is closed by pressing the screw spring 1227, which is now four. # 2o further ii # - teli pushed left back # t, so that between the r7 * # * # 'u-icii _J. "L"', 13 - and 1214 there is an A.Lsitund (3-v. .with the Z., * ", 'Lule not --Inder - ochleif cil, werni now the gear 121 6 G (.- Lrci.L dic iiunl, .i # der screw conf . or 1225 z-uräck # -c #' , üicllt. Fig. 70 and 71 Vorri2lit! # Ilf # - Verhinderun, 2 des 1 2. u 'f - 0 - s - at the 1-3rem-vorricii-L-U11,9. jobb. 69.

In order to move in 1225 in Fig. 69 to prevent the carriage being pulled backwards, a locking device is installed as shown in elevation in Fig. 70 and in side elevation in Fig. 71. A gear rim 1233 is firmly attached to the flange 1204 in Fig. 69. If the coupling bushing 1205 - Fig. 69- moved to the right x so the pawl 1234 is pressed by the blade or 1235 into the teeth of the ring gear 1233 . If the brake spring 1225 - Fig. 69- tensioned and if it exerts a strong pull on the coupling in the opposite direction to the arrow direction 1198 , the pawl 1234 prevents the coupling from rotating backwards and thus the car from moving backwards. the pawl 1234, as the tooth surface 1237 is firmly pressed onto the pawl, is taken with it to the left and the leaf spring 1238, which lies on the counter-support 1239 , is pressed slightly to the left by the pawl. If the clutch is now completely disengaged and the motor starts moving, the pressure of the tooth surface 1237 on the pawl ceases and the pawl is pressed into the position shown by the leaf spring 1238; so that the nose of the pawl has a little distance from the teeth of the ring gear 1233 , so that there is no rattling noise while driving and no unnecessary grinding of the teeth and the pawl takes place.

The counter-surface is used for accurate adjustment of the leaf spring 1240. The pawl 1235 is supported with its wide bearing projection 1241 on the u axis 1242nd The axle 1242 is attached to the brake housing -Fig. 69- attached.

Of teeth 1213 and 1214 - Fig. 69 and 1237 fig. 71- only the teeth lying in front are marked.

Additive. Electric brakes, It is now also possible, without further ado, that for ilbbranisun "- the 11aGen'not only mechanically braking device # -? N, # but also a magnetic (electro-magnetic) operating bracing device, - on .J 4 Use # find.

For example, only the lever 1002 in Fig. 60 as a switching lever of a switch or toggle switch from # -e = -formed to close the motor directly or via z. The motor could also receive countercurrent vias but icur ", ei-ade with direct current operation.not -" uiz uli, # ef. # - ilirlich is wäh = rond it is harmless in three-phase operation "o-viendet vierden Likewise, on the Laufradac.- L-, o a i'i'l "etallGc.'L-Jeibe are rotated in front of a L-'lelctro." 1 "L" -not-, ystom and the eddy currents generated serve to brake the car. Eddy current = LD U brakes in connection with mechanically acting brakes according to the Sperry * system can of course also be used here can also be used with the new i3ah-n. There is no need to list them all U CD within the scope of this patent specification, because they are not the subject of the invention. A pawl can be used as the simplest safeguard to prevent the wagons from running backwards, especially in the event of a malfunction on an incline. When moving backwards, this engages the teeth of a ratchet wheel that is firmly seated on the wheel axle. The pawl is running the gperrades on the side surface of a roller which can lifted while traveling forward, in order to prevent rattling of the. When there is a backward movement, the roller pulls the left onto the ratchet wheel.

If the road rises sharply, the #lat -> s fall on the smaller wheels.

Vorrichtunf "for reducing the Gesc # Lw _ixl # i, -iccit when entering the station, without switching off the 1,1, * otors and Dreristärl .alci2 # it. During the Abbxern, -; un - "on the 1.1, ahrstrecke the <-: - enaue a = hold a non-bestirmaton Brernsviec it unbedinSt necessary, although it would still contribute to the security or at least to a geviii sen security of passengers is in the ci. Atation in which the ',' lay must come to a stop, it is necessary to maintain a certain braking distance. The difficulties that arise here are well known to experts and it 'would lead too far' to illustrate everything here. It could be shown here on the new track before entering the station or here at the start of the station the rotor t # ö #, escAted. The brakes could come into action and the # .. stick out. By a relay in the morning with a time delay the car is back in. Moved and seated and entered the station on conductor rails with low voltage, perhaps with half or even less voltage. In the station, the motor would then be supported by a holder.-Fig. 74 - which will be described later., Has been switched off. Shutdown of the engine at the start of the station could Happen = t> hen, by moving a shift lever from, wagon out = protrudes and grinds through a Anschalg.

Careful monitoring of the brakes, especially frequent tests make running the new railway much more difficult and expensive. Fig. 72 ..

In Fig. 72 a device is shown which makes any braking work to stop the car in the station superfluous. The car that reaches a speed of 45 km / h on the main routes, for example, enters the station at around 20 km / h and in the last part of the station it then only has a speed of around 2-3 km / h. If he now reaches a Volacen or a U in front of him in the station the engine is switched off by a switch shown in Fig. 74.

The reduction in speed despite the constant speed of the motor. Is achieved by reducing the diameter - circumference - of the impellers. While the carriage is carried by the wheel 1244 on the main rail, which is not shown here, it is carried by the wheel 1246 behind the switch on the rail 1245 that leads to the station, and small wheels are used in the station or the two ends 1247 and 1248 of the axle for moving the carriage on the two carriage rails 1249 and 1250.

When "leaving the station, that would be in the direction of arrow 1251 here." in reverse order of the impellers in the one speed reduction when entering the station, "an increase in speed" was achieved. take place.

as the chassis of the Viagens has isti drawn in ABB 72 half here the Positionaimimmer 1252. The motor 1253 is connected to and Där Gcjiquoc the zreilsvorrichtung ilit 125 ", for iaczeieluict 'iLbb -. 75 miles.

t n IL; t now iie deo tlui5- "o H even larger than Lii Leig. Fig. 72 #, in .. #, c. was taken, so there is finally even more * translation ratio from one wheel to the other reach. If the impeller 1257 carried the Vagen on the main routes, the impeller 12-58 would carry the Vagagen on the supply route to the Statlon or where a speed reduction is necessary for other reasons.

During the further journey to the station, the two ends 1259 of the running wheel axle carry the wagon on rails 1261 and 1262. In the station itself, the wagon is carried by the two rails 1263 and 1264. The Bacliz, en 1265, which are rotatably mounted on the I "-" ufradaelise, then serve as the impeller on both rails. In each bushing there is a Za, L = ad 1267 befcst - 'L, -, t, which is turned by the S.:L-1 iri17 wheels 1269, 1270 and 1271 which is fixed on the running wheel axlev siz # -t2. The Bacilse 1265 is drawn here in section.

U The angle 1272 carries two spur gears. The motor housing is U here with 1273W, the brake housing with 1274 and the Palir frame with 1275 '.

Additive. In the case of a two-rail beam, for example a flat ball, the running wheels 1257 and 1258 also tore twice. In order to use the devices Fig. 72 and 73 for the Eint> .

travels to the station by reducing the speed L '> Lli ability to reach, the Pahrschiene or the running rails in front of the station behind the 'deep rise.

When driving over the switches, when using large and small wheels, there is temporarily a larger wheel and a smaller wheel on the rails. As the circumference of one is larger, friction and screeching noises can arise. For this reason, the small wheels are not firmly attached to Lare axles - e-'tozent but by a 'coupling with the running wheel axle to kup = Polish. In order to save a special time, the job was done. 69 used here. -A-so Juellt the Ztd = z-id 1216 the 1-, lesser represents this in the case of the threat- in: Pfcilricl-lLuii " 1193 seIhneller drelicn t-3 k-> bar in awialer hichtun on the llg, 'sits. L> 11) 1.Ir ät; t the smaller impeller the like this: UL through the lynx 1205 with its Z # -. Tlulcii 1215 into the ZLIhne 1214 and (1 as the small impeller must the 23ewe # "uii" -, the 1a-ufrnclachoc The brake disc can be attached to the small wheel. Fig - 74 ..

Switch to the dq # L_§tromlcreisos -L2'iir engine and urcmse, at Errei2li! #PU_ de o front car in the station. ' In Fig. 74 the switch is shown, which was created in the Bescl-Lre: Uüun "-, the Fig. 72 and 73. The hi,., #, Bere end of the position of a commodity i, -jt here with 12C '->' 0 Kor.rat now a second ", laGon in the station" -cfahrei-., whose chassis, in front an attachment 1281 tr # * tlG-'ü-, here L # i jc, # dicici -ine-L is so. the bolt 121j2, which is from the step # it, # Cbcnfcdor 1235 in the Gc = position- is pushed into the approach. Dor T-1 .... in, - 1284 the fe.-1t sits on the bolt 1282 and -in Cc, .l the torliebel 1285 on the axis 1286 is -'- lc # - 'L-. The Sc'Li, -jlüer = lever 1285 to the left Uni. In the slot 1287 of the sliding arm there is a flat attachment 1288 of the switch axis, the drawing of which is superfluous here.

Fig. 752 76 and 77. In order to prevent an excessive increase in driving speed, for example when driving downhill or on an incline, it is necessary to switch off the engine and let the brakes apply when the specified maximum speed is exceeded. The carriage is therefore given one or more devices, some parts of which are shown in elevation in Figs. 75 and 76. In Fig. 77 the device is drawn in plan.

In the projection 1290 of the Ioaufrades "of the example in Fig. 69 to An = set transmits 1201 is a sleeve inserted into the bore 1291 1292 determines through the hole in the bottom of the sleeve is free Move = LiOH rod 12939 at the Pitch and as a support for the coil spring 1294 the disc 1295 is attached.

As the driving speed increases, due to the centrifugal force caused by the weight 1297, the rod 1293 is pulled further and further out of the socket 1292 and the screw thread 1294 together, wlengedrücl,% - 1.-. Pahr Speed approach 1299 on lever 1300; it slides along the diagonally #, 3.Udbb-, 1302 and pushes the lever 1300 to the left.

-Now also Fig. 76 beachten-. An insulating bushing 1305 to which the leaf spring 1306 is fastened is firmly seated on the axis 1303, which is mounted three-way in the la:gerbock 1304. By pivoting the lever 1300 to the left, the insulating bushing 1305 is also rotated in the direction of the arrow 1307 and the leg 1308 of the leaf spring 1306 is moved to the left, so that the contact piece 1309 is lifted off the contacts 1310 and 1311.

The current that goes to the motor and the brake magnet and is routed via the two contacts 1310 and 1311 is therefore interrupted.

If the end 1297 of the rod 1293 leaves the surface 1312 of the attachment 1299 ", the Liebel 1300 cannot move to the right, due to the pressure of the leg 1313, the leaf spring 1306, which lies against the bolt 13147 because the attachment 1315 of the axis 1316 stands on approach 1317 of lever 1300.

Since the speed of the bearing is now reduced and the leaning force movement of the weight 1297 subsides and the pressure of the helical spring 1294 pulls the rod 1293 back into the socket 1292, after a few turns of the impeller the disc 1320 reaches the disk 1320 , which sits firmly on the rod, e 1293, the approach 1321 of the axis 1316. The approach is moved down, the axis 1316 rotated a little in the direction of arrow 1322 , the approach 1315 goes down, gives the approach 1317 of the lever 1300 free and the lever is pressed to the right by the pressure of the leg 1313 of the leaf spring 1306 , so that the connecting piece 1309 the two contacts 1310 and 1311 ver = binds. The motor is now getting power again and the brakes are put out of action.

The two legs 1323 of a leaf spring which is attached to a block 1324 and between which the extension 1325 of the axis 1316 is located, press the axis 1316 and its approaches into the position shown where the lever 1300 is pressed to the left by the rod 1293 . In Fig. 77, the upper Selienkel is 1323 131, attfeder abt - # - eselmit = U th to the block 1524 sits in your pin 1314 and 1325 around the neck to erlIcennen l # .- TOZ; s. The two bearing blocks in which the axis l "16 wiL its pin 1326 loosened one of which Bock 1304 is cut open in the upper part of Fig. 77- to show the bearing of the axle 1303 . The disk 1327, which is firmly seated on the axle 1303 , is used to approximate the axle. The rod 1293 is shown in section in Fig. 75 . It is therefore only shown the -end 1298th The axis 1316 is cut in elevation Fig. 75 between the nose 1315 and 1321 , the extension 1290 of the impeller u: Üid the bushings 1292 are drawn in section = not. The same goes for the coil springs 1294. In Fig. 76 , the axis 1303 is cut between the leolier bean 1305 and the disk 1327 . The bearing head is cut off from lever 1300 in Fig. 77.

The connection 1309 is isolated from the leg 1308 of the leaf spring by the washer 1328 and 1329. The contacts 1310 and 1311 are fastened to the angle 1331 on the insulation plate 1330. Additive.

While the regulator device shown in Figs. 759 76 and 77 works mechanically, ie mechanically interrupts the current, it is also possible to use an electrically working regulator device alone or in addition. For example, the armature of a power generator could be attached to the impeller shaft. The rotation of the armature generates such a strong current or voltage in the stator of the power generator if the impeller axle rotates too much that a relay switched on in these circuits interrupts the operating current for the position motor and brakes. When the Vlaengeaoh Speed decreases, i.e. when the voltage drops, the relay - the working current - switches on again.

Fig. 78 .-- 1W2plEgß the carriage. If several passengers, for example family members, are traveling to the same destination at the same time and if they have to drive in small cars that are only used to transport one adult, it may be desirable, in particular, for smaller children who are also transported '.tagen tight zusar # "irien injury. be is located in the front and rear part of each' Chasing a to the rear because of a Mipplumgavorrichtung. in Fig. 78 is the right carriage and linlw the front part of a carriage part Darge = represents. the car roofs in 1335 and 1336 as well as the front wall in 1337, the back wall gezeieluiot on average. From the pages = wäMen 1339 and 1340 1a1-. part shown. dio in holes 154-3 and 1344, each of which eii-11121 can be seen, -n # -, mature and thereby determine the Ilobel 154-5 and -1346. Lun pitching of - Ilebel is thereby prevented.

ilCuiselit der L, 'LIirt # ast in the front via: -If the car standing behind him in the station is coupled with his "hunting", he pushes the Ilebel 1346 into the position shown. By the pressure of a leaf spring 13477 the one at the top Part of the lever 1346 is attached, the clutch lever 1348 is pressed down into the position shown so that it engages with its nose 1349 behind the clutch lug 1350 on the front part of the rear via.

The clutch lever 1348 is movably mounted on the axle 1353, which sits firmly in the lever 1346 and is supported in two bearing blocks 1354, one of which is shown. Desired by the passenger in the rear 'hunting that its' hunting is not coupled front with or is disengaged, he must set the lever 1345 to the right, the resilient pin so that the handle 1341 in the 1,343 hole designated penetrates and, the nose 1355 Lifts the coupling lever 1348 over the coupling attachment 1350 on the lever 1356 which is firmly attached to the Ällebel 1345. If the front car hits, he cannot take the second car with him.

Desired by the passenger in the front carriage no coupling with the rear car, he must set the lever 1346 to the left so that the resilient pin in the handle 1342 in the 1344 Marked = designated hole penetrates and the nose 1357 to the lever 1346 the clutch = hehel 1348. so that it is at an angle to the top left.

Fig. 79.

Coupling circuit._ If, as described in the description of Fig. 78 , several carriages are coupled to one another, it is necessary to couple the electrical system of the carriages to one another; because when using the safety rail (signal rails) as shown in Fig. 58 , the second and all other hitched chases would be switched off and the brakes would be activated when the first car of the train moves from one safety rail to the other skipped In Fig. 79 a clutch shift is shown which prevents the off-U shift. Now also note Fig. 5ä. In Fig. 79 three carriages are coupled together schematically - (1 #.

1 The front walls of the wagons are marked with 13609, the back walls with 1361 and the floor panels with 1362 .

The current goes from the overhead line 935 via rollers or grinding bars 942 to the motors L in each car and to the Blektromag = line or as shown in Fig. 58 described on the safety rail 937 and then continue on the safety rail 938 to current feedback =, can be thus directed to the 'Race-track, here goes in Fig, -97, not directly, as in Fig. 58 to the electromagnet 94 -8, but via a contact 1364 and a contact spring 1365.

In the second and third V days, no connection to the electromagnet 948 can be established via the 11 contacts 1364 and the contact spring 1365; for the front carriage presses with its pin 1366, which is fastened to the rear wall of the layer, behind it on an insulation 1367 and thus lifts the contact spring 1365 off.

If the first wagon is switched off by switching on the electromagnet via the safety rail 937, the following wagons of the train are switched off at the same time by switching on their electrical magnets 948.-The connections of these Elektroinagnete with the safety rail 937 takes place over the line # Sen 1370 '.. line 1371, 1372 on the front wade, SteeldiUlso 1575 on the following wagon and i Q over the line 1370. The plug-in contact 1572 is surrounded with insulation .1374. The connection of the Schloifbügcls on the safety clip 938 with your car is shown in Fig. 58 and is not necessary here.

If the passenger in the rear car wants his car to be uncoupled during the journey, he presses the clutch lever 1348 - Fig. 78- up through the lever 1556, as shown in Fig. 78 .

The lever 1356, which is in the position shown in Fig. 78, presses on the bolt 1375 , which is attached to the contact spring 137ü 'in an isolated manner, but now lets the bolt 1375 go up. The contact spring 1376 rests on contact 1377.

Dor current from the electromagnet 948 - Fig. 79- the one in the attached car does not use the contact spring 1565 -Fig. 79- and the contact 1364 to the safety rail 937 -Fig. 79- can go, is now guided via the 11th contact spring 1376 and the - #, - on-.takt 1377 when the carriage is uncoupled. The contact 1377 is therefore connected to the Xon-Gakt contact 1364 and the Könu-akt spring 1376 with dc-r-ir.dn = clock spring 1365.

The Blektroniai-, net 948 in the second "entli: uppelten car is now brre, -t. The 'L, #'ont" ilctfeder 943 - Fig. 58- i- # iii-d and fully Xontakt 944 from., # EL-praise. The engine is dead and the car is "oinnit" to stop. Only when the first Ihagen reaches a -üldere Sic £ -iorh (-, i'Lisschiene 933 -, Vob. 58- , the safety rail 937 is de-energized again and The electromagnet 948 -KQb. 58- lets go of the Zontakt spring 943. The motor in the uncoupled car receives power again and the chase continues in Fig. 80-93 .

Construction of the stations and devices and switching units for in the stations.

Figs. 80 - 89 show the structure of the stations and the Fig. 80. Station.

The platform in the construction example for a suspension railway is labeled 1380 in Fig. 80. the stairs 1381p 1382 are to the left and right. The small files on the stairs indicate the direction of walking. Part of the platform is divided into small chambers - e = divides. In Fig. 80 there are 8 chambers labeled 1383. The width of the IC chambers corresponds to the length of the trolleys 1384, the partitions 1385 are chosen so high that it is not possible to climb over them. Since it is advisable to cover the station on elevated or flat railways, the partition walls extend up to the roof. In the chambers 1383 doors are installed which are shown in Fig. 83 and described later. The Pahrschienen are here designated 1386 * Fig. 81 * Beiayiel of a larger station.

While. In Fig. 80 the carriages can be driven one behind the other in Fig. 81 if the rail is occupied by carriages, g the rails 1390 and 1391 can be occupied by carriages. The continuous Fahr = Pahrschieneg, i.e. the main route, is here with 1392 Fig, 82 ..

Connection to Fig. 81.

If the rail 1389 is occupied by the trolleys 1384, the chassis 1394 press the lever 1395 into the position shown and the lever arm 1396 presses the contact spring 1397 and the contact 1398. The lever arm 1396 carries an insulation 1399. The pivot point of the Tiebel is Payed with 1400, left: Lut5en now eianrül: Loho IContaktfedern 1397 on the contacts 1398, so the current goes from a power source - expediently it will be the overhead line - through the electromagnet 1401 with the negative pole of the power source - e.g. the rail The electromagnet attracts the contact spring 1402 and the current coming from the overhead line via the stop loop on the Vlagen and via the stop contact 1407, here labeled plus, goes via contact 1403 to a contact spring such as the contact spring 14029, which is not shown here, via a contact such as contact 1404 and then to a Blektroma-net such as Blektromagnet 1405, which is used here for Actuation of the 'Jeichen 1406 serves. The next arriving% - "layers" are directed to another station track, which in the example in Fig. 81 is designated as 1390 ; because the switchover magnet 1405 is switched off and the switch 1406 cannot be switched over by it. If the carriage rail 1390 is also filled with sheets9, the carriage is redirected to the stationafe-br-E:, rail 139 1 -Fig. 81- in the same way as is described in Fig. 82. The sheet magnet 1405 is connected behind with the rail.

Plus and minus signs are used to make the current flow easier to see. the. Fig. 83 -. = -87 * Doors and 8- errvorrich1,2 ## in Abbe 83 are the Türon, which in the Besolireib = g of Fig. 80 mentioned. Parts 1410 and 1411 of the right side wall of a car that arrives at the station with a passenger and a guest are marked out vei # = #shift. in the direction of the arrow l, 'r14. Fig. 85-87.

By opening the carriage door 1413 in the filing direction 1414, the lever 1425 - Fig. 85- raised; because its approach 1426 is now no longer in the door cutout 1427, but on the upper edge 1428 of the door. The lever 1425 is mounted on the axle 1429, now Fig. 869 note the side elevation of Fig. 85. The axis 1429 is attached to the upper 1Xibrungsplatten 1430 and 1431 for the viagentür. The panels are attached to the car roof 1432 and to the side wall. In Fig. 85 the guide plate 1431 has been omitted.

By lifting the lever 1425, the rail 1433 was lifted. With its two braces 1434 and 1435, which are shown in section in Fig. 65 , the rail 1433 is pivotable on the frames 1420 and 1421 - Fig. 83 - stored. The storage of the Strem ben is not shown. Now also Fig. 87, note the plan in Fig. 86. The bolt 1436 is attached to the rail 1433 and the washer 1437o on the bolt. The bolt 1436 moves freely through the hole in the eyelet 1438. If the rail 1433 with the bolt 1436 is lifted, the pressure of the screw = spring 1439 The eyelet 1438 is also raised and the ', Aase 1440 at the eyelet 1438 moves into a Zalm 1441 of the TUr 1419.The strut 1442 is guided between the struts 1443 and 1444, if the passenger now wants the room. 1422 - Fig. If you leave it, he must now turn the door 1419 in the direction of the arrow 1445. But in order to trigger the locking of the door by the nose 1440, it is forced to close the vagabond 1415 completely, so that the lever 1425 and thus the rail 1433 with its bolts 1436 can lower down and the nose 1440 also Tooth 1441 is moved out '.

It is now possible to turn the door 1419 in: Pfeilriohtunc 1445. The door 1419 and thus also the door 1416 are now in the position shown - Fig. 83- * the 2-passenger can now leave room 1422. 'Is the 1422 by a driving, tuit br-, trc'uc.i Luii den W # ige.1-1 -ocsteigeiit so he, -matures-bd.er PDiirli: 7itst the handle 1446 and dn-iljt; the two doors in the direction of arrow 1417, so the "jug" ing for but is only possible if a 14r2.gen stands as it is drawn in Fig. 33 and Fig. 80 . Then the approach expresses 1450 0 ae,; t -Fig. 84 on the chassis 1451 of the '.' gens attach, -. goes out and the door can be rotated. By the pressure of a leaf spring, the pawl 1453 is pressed into the teeth of the ring gear 1454 when the ..car has left. Now Icaim the passenger after opening the flag door 1413 enter the # '[agen. If the viagentür is closed, the contact spring 1456 is pressed against the contact spring 1457 by the shoulder 1455 - note Fig. 85. This enables the circuit of the 1, -lotors, which is used to drive the Viagens, to be closed. The parts labeled 1459 and 1460 are insulating material.

The division of the stations into X-chambers Fig. 80 as well as the use of the doors Fig. 83 and the necessary use of the parts in Fig. 84 - 87 is not absolutely necessary, but you increase the safety of passengers and rail operations. This can also be achieved by other types of construction of the parts Fig. 80 - 87 . In principle, the way of working will be the same.

Fig. 88 and 89.

In order to achieve regular rail operations, it is necessary to prevent the stations from being overcrowded with wagons. So it is # necessary that space is created for newly added Viagen. The necessary circuit for electrical operation is shown in an example in Fig. 88. At the public stations it is also to be prevented that all cars leave the station. In Fig. 89 an example of a circuit is shownp that enables automatic reserve vehicles to be brought in from the next station behind. It is also possible to request the car from a special reserve station automatically or by the passenger by activating a signal.

In both circuit diagrams, the 21us and minus signs should make the current flow easier to see. Fig device for pushing off superfluous trolleys.

Each carriage 1465 that is in the station, with the exception of the - last carriage, for example, presses with its palirggotell, here referred to as 1466, a lever 1467, which is otherwise perpendicular to the rail through # or = force, # to the right into the position shown . As a result, the love arms 1468 with their insulation 1469 press the contact of the spring 1470 to the r,., Contact of the spring 147t. The stream coming from terminal 1472 from the overhead line, is now entering all the contacts 1470 and 1471 to 1473. If the door is Ilontakt 1416 'from Fig. 83- opened, it pushes with the approach 1474 against the pin 1475 at the isolated Contact spring 1476 sits and lifts its contact from the '! Contakt 1473.

As already described above in Fig. 83, “ the door 1416 is almost echlose when a passenger has left the car, for example. Then the IContakt 1476 is on the Xontakt 1473. The current now goes on to the magnet 1477, which is connected to * the driving loop - which is regarded as a 'blinuspoi'. “ When this magnet is pulled, it triggers the stop 1478, which is located between the two ends 1479 '. This stop is in front of the chassis of the first car and presses against the switch built into the front part of the chassis, which is shown in Fig. 74. When the stop is triggered, the switch is re-engaged by its pedal. The current circuit to the Lotor can be closed when the # `Hunt = door is closed and the switch in Fig. 85 is connected. So the vague man is now moving, # "g ...

The car can now drive to the next station or to a reservation as will be described later. When the first car has left, the second car moves, whose switch in the chassis now moves back. Also, all other cars move up and the last. "## totaled 1,480 closes the circuit via the contacts in 1470 and 1471, it is again the Erreeung of Blektromagneten 1477 and die'Auslösung the Anochlags 1478. The foremost coaches of the station so drives off again, all the wagons back on again.

If no new car enters the station, the last lever 1467 is in the direction of the line 1481 and the contact = spring41470 and 1471 are separate. From here there is no further triggering of 4es'Anachlage 1478 for a further_% Yagen. to deport. If a passenger is sitting in the car, the current from the overhead line via a 1, rontakt 1482, on the car to contact 1483 is supplied directly from the passenger with a special holder or via the money counter by inserting money or litertma ken, as will be described later guided. From here the current goes to the contact spring 1473. lut the door 1416 - Fig. 83- closed here too, the current continues. Badly dio 'contact spring 1476 on the' corner tromagnet 14779 the stop 147E3 is triggered and the chase goes off.

Instead of the ' Xontaktes 1482, a pin can also be pushed out of the Vlage, which presses the contact 1483 onto another iContakt and thus supplies the current from the contact line. Fig-82.

Circuit diagram for the SI & nalüberertrLiaun £ # from one station to the one behind it = Lassenenderi -, - Statl # on to request an empty Viagen . ' In Fig. 89 two stations are shown. In the left station there are four carriages 1488. Two striated places'1489 for two carriages are free. In the right station there are two hunts, while four dotted lines are free. In the left and right stations, however, there should always be three reserve cars in the front part of the stations.

Because a reserve car has left the station on the right, the two reserve cars have moved forward. The third car space is now free. By pulling the helical spring 1491, the double-armed lever 1492, which is otherwise pushed to the side by the car - as shown in the left station, is positioned perpendicular to the rail, Now receives power from dör overhead line via the 71,> - Ontakt 1504, and the 1 ntaktfeder 1502 power. The electromagnet 1477 from Fig. 8 that triggers the stop 1478 is used to receive power from the overhead line via the contact spring 1503, IC-ontakt 15059 -L "% On = taht 1473 from Fig. 88 -and when the door 14.16 in Fig. 83- is closed as mentioned in the description of Fig. 88 the Zontakt spring 1476 establishes the connection to the electromagnet.

The stop 1478 is triggered and releases the first Viagen. Before the ila, -en completely leaves its position, it interrupts the contact 1501 and 1501 electrically or, preferably, mechanically, as will be described later, by pressing against the pin 1506 1500. the Blektromagnet 14-99 is characterized ohlie-stream, and outputs both contact springs 1502 and 1503 so that they freig the irContakte 1504 and exit 1505 ', it is possible to the signal current from the ontalct 1 "1 498 according to a further underlying station or to a special station occupied by a reserve car and at the same time to give the signal current to an electromagnet which, shortly before the signaling station, directly or indirectly influences the control of the empty car arriving and directs it to the signaling station the electromagnet is triggered by the carriage, as is done in Fig. 89 with the electromagnet 1499 by moving the contact part 1500.

In the left part of Fig. 89 , the lever 1492 is connected by a rod 1507 to several levers 1508 , which together perform the same movements. If the carriage stops at lever 1492, the lever cannot give a signal if there is still a carriage on one of the levers 1508 which can then move up.

Fig. 90.

Money Eini rf apparatus which a car entering the VU g permitted.

V [Urde when using the circuits #Fig. 88 and 89 a passenger climb the Vlagen and the door 1416 and the Vagenür 1413 - Fig. 83- close, so the JUlschlEig 1478 - Fig. 88 and Fig. 89- ) because the electromag- # 1477 k = n by the overfill signal -Fig. 88- and the request signal or!. 'Achschubsi #; iizL1 -lkbb-89- are excited.

The 2-passenger can leave without inserting money. But he did not Virft before det next station money in the self cashier which will be described later, the "% is ttagen directed to nächstexi station. This free l'alut is prevented by means as in the illustration in a Ausfährungsbei. 90 = game is shown.

The passenger who wants to get on the car finds the car door closed. He throws it into a slot in the viagen wall 1411 - Fig. 83- a coin or token 1510. after the ax, as happens with known self-cashing devices , the inserted coin is checked. If the lint is in order, it falls into the channel 1511, the front wall of which has been removed in the drawing. While the upper part of the left side wall 1512 and the right side wall 1513 of the crane are fixed, the lower part of the left side wall 1514 is movable in the right direction, is held in the position shown by the leaf spring 1515 and can be rotated on the riveted axis 1516 . Part 1517 of the rear wall is shown. After throwing in the fuel, perhaps after sounding a bell in the self-checkout, the passenger grabs the handle 15id or steps on a foot lever, both of which are attached to the rail 1519 and emerge from the side wall 1411 - Fig. Protrude 83-, while the other hidden in Fig. 90 parts illustrated in the interior of the car, of course, on the side wall 1411 and the door 1413 -Fig. 83 - are appropriate. The rail 1519 is moved down in the direction 1520 . The lever 1521, which is rotatably mounted on the rail 1519 , tries to push the movable side wall 1514 of the coin channel to the right by the pressure of the leaf spring 1522 which is fastened to the rail 1519. Since the 1 ounce cannot leave the anal and rests on the surface 1523 of a rail or disk, as will be described later in the description of the self-cashier (money counter), the lever 1521 is pressed to the left through the approach 1524 of the side wall 1514. With his nose 1527 he lies on the nose 1528 of the rail 1529 and pulls this rail down with it. The pawl 1530 which is mounted with the axis 1531 in the side wall of the car goes down with its left part 1532 and, with its nose 1533, leaves the slot 1534 in the car door.

With the nose 1537 the lever 1519 pushes the lever 1538 to the right. With OCE nose 1539 of lever 1538 pushes on the car door slightly so that the nose 1533 of the pawl 1530 of the surface 1540 overlying the Viagentür.

The passenger no longer exercises a pull on the 1519 rail. The Vland 1511 - Fig. 83- the other wave t2äi # t) is not shown.

Instead of the lilLinze 1510 fig. 90- a bolt or a key can also be inserted from the outside through the ilaGenwanduriZ into the VKInz canal in order to prevent movement of the 4eitenviand 1540 of the coin canal to the right. Elenso can press part of a lock into the Wünzkanal with the key and do the work of the coin 1510 there. For public rail transport, that might be less in Pra-o'blan, but it could be, for example Equip inspectors with such a key.

By opening the car door, a rail on which the can is V1Unze 1510 l of the area "523, sideways beviegt to drop to the Künze in a money counters or money collection box. Abbe- 31-S £ errvorrichtuni., Which prevents the doors Fig. 83 from opening, when the Vienna drives out to the station.

If the stop 1478 has been triggered as shown in Fig. 88 , it is advantageous to use the outer door 1416 -Fig. 83- to be locked. In Fig. 91 the stop 1478 receives a strut 1570 which carries the insulation 1571. If the stop has given the "hunting release", the insulation 1571 presses the contact spring 1572 against the contact spring 1573. The current from the overhead line now goes through the electromagnet 1574, which is connected to the rail. The sheet magnet pulls the lever arm 1575 of the locking pawl 157ö and presses it against the zr7jWlne of the ring gear 1454 -iVob. Ea: st when the carriage has left the station L- "before the connection, -back, the Krontakt 1572 and 1573 is interrupted and the pawl Triggered in 1576 by the leaf spring 1577. Only now can the door 1416 - Fig. 83- opened. Fig. 92.

Locking device that prevents the VaLiens from being pushed backwards. In the station there are, for example, toothed rails 1580 under the wagons. In the wagon wall, in this example, in the wagon floor, the pawl 158-9 is in the slot 1581. The pawl falls by its own weight into the teeth of the Schieiu 1580. This prevents the carriage from being pushed backwards in the direction of the arrow 1583. The slot 191: 31 is covered with a plate 1584 which serves as a stop for the part 1585 of the pawl. The # 7agenwandung is designated here with 1586 and the bearing of the pawl with 1587 .

Fig. 93.

Vorrichtunr, which switches the engine 'when the doors Fig. 83 Open are. At the moment the first liln leaves the station, it is possible that a passenger wants to enter the second car. He has already opened door 1416 - also note Fig. 83. The motor of the car would now receive electricity "because the switch in the front part of the chassis is no longer pressed in by the chassis of the front, in this case the first", hunting. By opening the door 1416 in the direction of the arrow 1590 , the extension 1591 on the lower part of the door has moved the rail 1592 in the direction of 1593 . The partially toothed rail 1594, which is fastened to the rail 1592 with the supports 1595. Now the pawl 1596 under the carriage is enough. The pawl is mounted on a lever 1597, the position of which, however, LD is not shown. If the car is now moving because the rotor engages> c = switches is slow, the pawl engages in teeth 1594. The pawl is moved with the lever 1597 in arrow position 1583 by the moving car until it hits the stop 1598. This movement entrained the insulation 1599 and lifted the contact of the leaf spring 1600 from the contact of the spring 1601. The circuit to the motor that goes through these contacts is interrupted. The hunting now comes to a standstill.

If the passenger has entered the car, he must close the door 1416. The toothed rail 1594 with the rail 1592 is now withdrawn from the door or pushed back by the pressure of the leaf spring 1602 so that the pawl 1596 is released and no longer hampers the forward movement of the carriage. The leaf spring 1603 is attached to the lever 1597 which is pulled back into the drawn lame by pulling springs. The bolt 1604 serves as a stop for the pawl. The storage of the slide = Line 1592 is not marked.

Fig. 94-97.

Circuits and devices to bring the special S + - +, lon to the lieJnip # eli unC1 Fig. 94-97.

Circuits, gene and around the lia s to bring devices for special station for cleaning and overtaking, The - Clean the car is expediently during 7verkehr, -, = # weak time, eats in power against LIIor.en.

Since the stations also have to be cleaned, they can be done straight away be cleaned in the station. It is generally more convenient and before all things be more economical, the Wagor in a special cleaning station to be cleaned and possibly disinfected.

From b # 94 - The easiest way to get di4 Viagen from the individual stations is shown in Fig. 94, on the cleaning station the button or the switch knife 1608 is placed on contact 1609 for a longer period of time. The current then goes from switch 1608 to a number of stations and in each station to contact 1473 - Fig. 88 note-. If the doors 1416 are now closed, as shown in Figs. 83 and 88 , the carriages can leave the stop = magnet 1477 - Fig. 88- remains excited as long as it holds the stop 1478 -Fig. 88- triggered until the power from the cleaning station is interrupted. At the same time, the doors 1416 could be locked by a metal magnet inserting a pawl into the teeth 1454 - Fig. 84- presses. The wagons would now drive from one station to the other and through this station, as nervorgelit a3w-the description in Fig. 8v -89 , until they have reached the cleaning station and are intercepted there and are directed onto certain cleaning tracks. Device to steer the car directly to the cleaning and overtaking station.

It is of course convenient. Not to let the wagons pass through the stations first, but to drive on the shortest route, i.e. on the main route to the cleaning relocation station. Fig. 95 shows an example that enables this direct drive. The current that comes from the cleaning station also goes to contacts 1473, as shown in Fig. 94. In the individual stations, however, the current also goes to a magnet 1612 at the same time.

This pulls the lever 1613 on. With its attachment 1614, the lever arm 1615 pushes the bolt 1616 back out of the carriage wall through the pressure of a leaf spring 1617 , so the pawl 1618 through the pressure of the leaf spring 1619 with its. Aase reaches behind the approach 1620 and holds the lever 1621 in the position shown.

With his arm 1622 , the lever presses against the insulation 1623. He lifts it off with its contact 1626. The control current that comes from switch 82 , for example in Fig. 8 , is now from The contact spring, 1624 is not routed via the contact 1626 to the control device and from there to the sliding contacts that are to supply the switch contact with power, but rather, elit from the contact 1627 to a sliding spring 1628 which is next to the stop loop spring- 90 -Abb, 8- can be attached. This 5chleiffeder 1628 directs deh cart to the next Iteinigungs = station, because just before the main switch to the cleaning station grinds the spring 1628 via a contact and-fo-bxt steeping = electro-magnet to flow. the pawl 1618 of the after cleaning The car was released by pressing the head 1629 to make the car ready to drive again. In the position shown, the lever 1613/1615 simultaneously actuated a pawl that opened the door 1416 - Fig. 83-prevented .. of course, the switch can also be changed mechanically here according to the principle as shown in Fig. 54. At the same time- u when the cleaning station calls for the car, the current from contact 1627 can go to a small Elektro = Z magnet, which prevents the insertion of money to open the car door -Fig. 90- by blocking the slot.

In addition, a sign can be triggered at the same time that shows that the car is empty and unmanned when it is driving to the cleaning or overhaul station. The shield is best connected to the lever arm 1622. Fig. 96 and 97. Obtaining the yes gene for overhaul. At a certain time, preferably after a long period of operation, each car must be examined and overhauled. In Fig. 96 in elevation and Fig. 97 in plan a device is shown that automatically sends the car to the overhaul if it has a certain one through operations - or traffic regulations stipulated .., has driven the mileage counter. Lewegun, - of the impeller on a toothed number disc 1633 About = trajeng which rotates in the filing direction 1634 .. On the Aciise 1655 sits a smaller gear 1636, which the movement in 'L; b - r = set.zungsverhUltnis 1 : 10 on a second number disc 1637 over = träcrt. The movement, #; transferred to a third number disk 1638. Further number discs can now be attached and moved in the same way. The two files on the number discs indicate the direction of rotation.

This counter would now be used to count the total number of kilometers traveled by the car. covered / .dicnen over a long period of time. Part of the counters., - j, here in this pallet the first three number disks, with their pins 1639 serve to actuate the device that sends the car to the overhaul station. ## If the approach 1639 of the disk 1633 reaches the approach 1640, he pushes the nose 1641 of the pawl 164: # down. For example, if disk 1633 has made 100 revolutions, disk 1637 has made 10 revolutions and disk 1638 has made one revolution.

If the projection 1639 of the disk 1638 has triggered the pawl 1645 and the slide 1646 is pulled by the helical spring 1647 to the right in the direction of the arrow 1648, it is stopped by the pawl 1649. If the shoulder of the disc 1637 lifts the pawl 1649, the carriage can move a little to the right again until it is held in place by the ratchet 1642. Now the shoulder of the disc 1633 slowly moves back to the pawl 1642 and triggers it. The slide 1646 now moves further to the right as far as the pawl 1650. When the passenger opens the viagentoor, the pressure of the helical spring 1651 against the ring 16529, which sits firmly on the bolt 1653 , moves the bolt in the direction of the arrow 1654. The approach 1655 on the bolt goes over the approach 1656 square meters of the pawl 1650 and triggers this pawl so that the carriage 1646 can go further to the right.

With its angle 1657 the carriage pushes against the insulation 1623 on the 'i'. 'Ont, -iktfed.er 1624 -from Fig. 95- and L; eU> on Clie Isolation 1658 on the 1659. Both contact springs are interconnected, the connection-; is labeled with 1 660 # Iulei. Both contact springs lie against their contacts 1627 and At the same time as the slide spring 1628 -Fig. 95 Stroni receives # ontact 1627 and the carriage * iil leads to -lohsten tion also receives a- an.dere # chleiffeder.yp.m Strotii and deflected in the cleaning-ungs # station to Va, -en ztf ö : Uri7cff UWcr = holaili # s the one, nschlaL, ma ", net 1,477 -Fig, 88 is in the station power to lcicher time with the brush spring 1628 and Ur special Sel'aleiffeder directs the Lberholungsstation when the foremost.. 1) takes up space in the station, so the bolt 1482 - libb. 88 - is connected to the 1 ntakt 1627. Here, j L, -o 0 , as described in Fig. 95 , the blocking takes place best of the throw-in slot.

But if a passenger enters the car while taking another bib, for example the second bib in the station, he presses a button. The bolt 1664 on this knob pushes the pawl 1650 downwards. The pawl goes over the inclined surface 1665 of the approach 1666 on the jehlitten 1646. This pushes the slide slightly to the left so that it releases the contact springs 1659 and 1624 again and lets go of the 1661 and 1627 contacts. The control device is now receiving power again, as shown in Fig. 95 .

It is advisable to connect the carriage 1646 with a shield, that to the passenger or the control staff from the outside or inside the car shows that the car is to be steered to the pick-up station.

The storage of the pawls is designated 1667, the axes of the second and third number discs 1668 and the storage of the pawl 1650 is designated 1669.

After the overhaul of the flag, the slide 1646 is pulled to the left again and the pawls 1642, 1645 and 1649 go back into the locked position.

The lower part of the lever arm 1622 -Abb, 95- is shown in section = is shown in Fig, 97 with. The bolt 1653 is shown in Fig. 96 in Selm # tt 2 . The side walls 1670 and 1671 are not shown in the elevation -Fig # 96-. The necessary draws. Instead of several number discs that are used to trigger the 3 lock pawls, only one number disc and one pawl can be used to lock the carriage 1646.

The notification, i.e. the setting of the specific number of kilometers, # would then not be possible as precisely as when using several number discs as in Fig. 96 - 97. Fig. 98 and 99.

Locomotion of the car by human power in the event of ongoing operational disruptions by bombs may #ecile been -esetzt a b, -ihnstroakü außor In such operation, it is the Pällen 2ahr = not possible to wait until the Appendices #;. wiedur c in Trim-Li 1-3 is His aim 'it. -be able to leave the Ja's'en mör "lichit quickly. With a flat track or with an under or round track, it will be relatively easy to leave the Wa, -en. In the case of an Ilochbahn, which is generally designed as a suspension railway, it is not possible to get off on the largest part of the route. Jumping out of the car would easily cause damage to health. Equipping each layer with a rope ladder or a collapsible ladder would be practically possible. The ladders could possibly roll back when the passenger no longer loads them. It is better to move the passenger's car to the next station or to a place the parking route, where disembarking is possible without danger. In Fig. 98 in elevation and in Fig. 99 in side elevation, a construction example of a device is shown which is used to move the 1st lathe, with the help of which the passenger can move the lever 1675 back and forth, which is here in the case of the Example of a suspension track protruding through the roof into the viagen interior, which Jagen is moving. By moving the lever 1675 , the lever arm 1676 is raised. The pawl 1677 which is mounted on the axis 1678 of the lever arm 1676 is lifted. The PUhrungewinkel 1679 on the With every movement the impeller is moved by one tooth. The locking mechanism is built into the chassis. The ilaGendach marked 1687 has a slot 1688 in which the lever 1675 has freedom of movement. The slot is covered by a thin plate 16899 which is guided in the docking plates 1690 and 1691. Of the May; erböokon lo92 between which the lever 1675 is mounted, only one is shown in the side elevation -Abb, 99-. The impeller is not shown in the side elevation, Fig. 100. A.

A, 1 place from left and smile, it is also possible to move the car by turning cranks or handwheels, as shown in Fig. 100 = "ci ..-.,: Uortzubewet, #, en 1695 is marked, has the tooth wheel 1696 on the side in whose teeth the gear wheel 1697 uni # matures. The axis 1698 with the hand wheel 1699 doesn’t do the rotations of the gear wheel 1697. It would be possible to nuszukuppein the Ilimd wheel 1699 and only then to engage it, if the second guest does not want to move the situation in the event of a malfunction.

U on the part of the axle 1698 in spite of the mentioned, ui) plung always:. 'Ewegung of üalu-lr, - ides participates 1697 sits a A3roi, loscheibe 1700 tai of the PalirGast when Versa -, - -en the t: -Lu-tom, -1 = table brake presses a brake block 1701 and thereby brings it to a standstill. The brake disc and Drems block is expediently covered by -i'D ".

The automatic brakes as they were earlier o ("sciirieben" -, rurden, masoen - are released by the guest when he wants a 1, -i-en with his own Eraft for-Lbevie-en. E.g. with the simple brake -Fig. 60- the brake block would be lifted by the clinch 1677- Fig. 98/99-abijohoben #ierd ("iij viemi this goes up. In the example job. 100 " the brake block could be raised by a special lever operated by the passenger. This lifting or moving of the lever could be made dependent on an electro-magnet which, in conjunction with a pawl, only allows the lever and thus the brake pad to be moved when the power is off.

Figs. 101 and 102 . With today's means of transport, the staff is generally overloading and possibly damaging the Know how to prevent vehicles from being carried by objects that are too heavy. With the new means of transport, the vehicle and the track body are automatically estimated by a weight scale. In principle, the scales on the double-track railway will be the same as the scales of the monorail, as shown in Fig. 101 in elevation and Fig. 102 in side elevation.

At the foremost square of the station, the Pahrschieneg is designated here with 1704, divided. The middle part 1705 is movable and is held so high by the weights 1706 that it does not rest on the extensions 1709 and 1710 of the two rail parts with dci = ile attachments 1707 and 1708 , if the layer does not bear a total weight due to too heavy a load Exceeds.

The weights 1706 oitzen on the L-aigen 'Llcbclarm 1711. The #mrze .lebelarm 1712 is in the Ii'# tiu-se.Llienteile 1705 Zviei such levers 1711/1712 carry the middle rail part. In Fig. 101 J.ic attachment of the short lever 1712 by the '£' iictenköpfe 1713 13eid-e # liebel sit feß, j #t on a rotatable shaft 1714. Between two rear and front straps 1715 and 1716, the tui the 1 , 1 "irscliiencnteileii 1704 are attached, the middle part 1705 receives guidance, -. From the left front L2 If the car were to be excessively loaded, the middle part in 1705 would look a little lower until it rests on the approaches 1709 and 1710 . ' The weights 1706 would go up, push against the insulation 1717 ' and. Lift the "L 'on-uatctfeder 1718 from the -, contact spring 1719 and press against the contact spring 1720 , the line marked with minus to the electrical system in Fig. 88 or also 69 is led to the contact spring 1719. The current = The circuit to the electromagnet 1477 - (Fig, 88-89) - is only closed when the contact spring 1718 is on the contact spring 1719 . If there is ± 'but the' .Tl.7, * ontaktfeder 1718 on the contact spring 1720 as already described, it closes the circuit for an electromagnet that triggers an optical or acoustic signal in the car or, preferably, next to the car in the station and makes a sign visible that clearly shows the passenger that the Ylagen is overburdened and therefore cannot drive off.

The stop 1721 serves as a support for the weights 1706. Fig._l032 1042 105 lighting_ and safety lights.

Everyone receives signal lamps in front and behind. Inside the chasing light sources around the passenger receives the setting of the control device and. to enable the undertaking of activities such as loosing, writing, etc. when the natural day-time is no longer sufficient, or at night or when driving through tunnels.

r # 's would now be easily possible in the carriage a simple rotary switch to be installed which is operated by the passenger. The 2i # i = switching of the signal lamps I can't be made dependent on the guest's #illlcilr in the interests of the guest the reliable = lie Lt. When the signal lamps are switched on, 11-Lönnte vom Personttl vov = to be.

Is it the on or off t-LtnL # 1% of the Siu-nallampen and one Carry out soldering lighting in the car automatically, while = rc, nd * die, 11, -tuptbeieuchtung in the lia-, en the passenger operates according to his needs.

Fig. 103-The lighting current - pay attention to the number sign - is connected to a lr "n = clock spring 1725, via a contact 1726 to two 1, r-contacts 1727 and -1728. The door is located on the outside of the li'Iac "En the push button 1729 which is pressed by the passenger against the IL - # 'Ontaic" t 1728 $ so that the main lamp 1750 in the car receives power. The Pahr = --ast can thus observe the inside of the hunt from the outside - and, for example, maliciously detect pollution in the Vi.igen or Lie-engebl-Leben Gregen = U ti status and notify the local staff or the police before he throws money into the lilagentur opens.

A contact spring 1731 is installed in the floor of the van, which is pressed onto a contact 1732 by the passenger's elasticity, similar to telephone booths, and establishes the connection to the main lamp 1730 . If the passenger inside the van puts switch 1733 on contact 1727, the main lighting 1730 is now switched on. This switch is placed inside the via-en next to the door.

If there is enough daylight or if, in the case of war, for example, because of the risk of lying down, the car should also drive at night without any noticeable light, the main lighting and perhaps also the signal lamps must be switched off. In order to be completely independent of the Pa'Lir6aot and also to switch off the lighting at 1 "when the car is empty, it can be attached to various 2-point rails 1736 on the route by electromagnets, whose: 3iiizeichnuii, L; o I have to, fold down or has been pushed so that the bolt 1737, which is isolated on the contact spring 1725 and protrudes from the viagenwandung, slides over the inclined surface 1738. The bolt is thereby placed so far down that the pawl 1739 is behind lays the approach 1740 on the bolt 1737 and prevents the bolt from being pierced again, so that the contact 1725/1726 remains interrupted.

It was only when the lighting of the Viagens was permitted again that the rails were folded up again in 1736. Depending on the Schifl - ni) 1136 or by special sheet metal magnets, e - - bolts 1741 are now set down, which press the lever 1742 downwards. This lever 1742 sits firmly with the pawl 1739 on a rotatable shaft 1743. The pawl 1739 now goes to the right and releases the bolt 1737 again, so that the contact 1725/1726 is closed again.

The lever 1742 sits to the side of the bolt 1737. The activation of the electromagnets for moving the rails 1736 and bolts 1741 is carried out by a special monitoring or signaling system. The movement can also be carried out mechanically by the personnel, for example by means of wire pulls. In the event of war, these parking facilities must also be accessible to the police.

The 1744 emergency lighting remains on when the main lighting is switched off. A switch can be installed in the emergency lighting circuit so that the passenger can switch off the emergency lighting during the day. Of course, an automatic switch-off is possible as with the main lighting. The signal lamps 1745 can be switched in the same way as the emergency lighting. You will then receive electricity via the dashed connection 1746. If, in the event of a failure, they represent a danger due to excessive light, they are connected to the main lighting circuit and receive electricity via the dashed line. th connection 1747.

Fig. 104-In the stations in which the carriages stand still, the rails 1736 and bolts 1741 mentioned in Fig. 103 are replaced by long rails 1750 and 1751- Everything that was said in Fig. 103 about the rails 1736 and bolts 1741 was / also applies here to the rails 1750 and 1751. The rails can also be moved by motors whose direction of rotation can be reversed.

Fig. 105.

The rails 1750 and 1751 can also be omitted entirely and only a fixed rail of the shape of the rail 1750 can be used in the station to move the bolts 1737 .

The main car lighting then does not receive any current from the contact spring 1725 , but the contact 1726 receives current from a slide spring 1753 , which is located on a station conductor line 1754. The station lighting 1.755 'can also be connected to this conductor line the stationary lighting are monitored by the rails 1750 and 1751.

In Fig. 105 , the car and station lighting can be switched off during the day or at night if there is a risk of flying by switching off the electro-magnet 1756, which only supplies power to the line 1754 when the contact spring 1757 is energized by the contact 1758.

When the carriage leaves the station, a bolt 1741 releases at the end of the station, as in Fig. 1039, the pawl 1739 and the bolt 1737 goes up, so that the contact 1725/1726 - Fig. 103- is closed. The bolt 1741 can be engaged and disengaged by means of an electromagnet 1759.

Whether the 103 in figures - 105 Blektromagnete with working mentioned. or work quiescent current is the same here.

If there is a risk of thief, sirens sound everywhere, indicating to the passenger that he has to turn off the lights. - In private cars, the light switch can be brought in depending on an electricity meter with a self-cashier.

To put that in the Fig. 103 - to make the devices shown schematically 105 for automatic = switch off and switch on the lighting unnecessary, can go parallel to Fahretromleitung a special grinding line from which the power to illuminate wipers 1753 -Fig. Is taken 105-, Input and Ab = circuit this contact line is at a particular Beobaöhtuhgestation.

Fig. 106. Heating In the cold season of the year, heating of the car is essential. In the car where the passenger's feet rest and perhaps also under the seat, which is here marked 1761 , stimulation resistors 1762 are installed. The seat can be mounted at the point 1763 in such a way that it goes down slightly to the rear under load and presses on the insulation 1764 and the contact spring 1765 is pressed onto the contact 1766. If the passenger turns on the switch 1767/1768, the heating resistors receive power. The regulating device is marked 1769 . In winter, some of the stimulus resistances can always remain switched on. He must it be independent of the depicted in Fig. 106 switches. Schaltuna and device for directing the Viage'.is to and from the high-speed lines.

In Figs. 1 and 2, the course of the routes, which are now referred to as normal routes .. are shown. 2arallel "u = sen normal routes or at least a part of the normal routes especially where heavy traffic can be iulgelegt still special tracks, fast tracks where a speeding is possible. From the central points of the city. . from points where the economic life is concentrated, the cultural life, where there is heavy traffic, high-speed routes can radiate out, on which the outskirts of the city in particular can be reached quickly In the case of electrical operation, the motors can run at a higher voltage, for example. All other devices that are necessary for operation on normal routes can also be used here. Control devices and the switches are necessary here , because the express routes have their own stations and can also be connected to one another via ring routes be bound. The metering points at which the control metering units are transported are also necessary here. These metering points can match the metering points of the normal routes. So, where a high-speed route intersects a normal route, the number of this normal route is set in the control counter. This is especially necessary if the carriages are to drive on both routes, on the high-speed routes and on the normal routes and if the passenger wishes to use the same car without changing, e.g. from a normal route where the car drives at low speed can get on a fast track. In addition to the high-speed routes, normal routes can also be used diagonally to the normal routes shown in Fig. 1.

Fig. 101. If the carriage were to be provided with a control device, the circuit of which is shown in Fig. 20, he would switch the control device in such a way / if he wanted to go to the Solmall line that two slide springs always supply current to the switch contacts obtain.

-Now in Fig. 8 mark the left upper part. If the one control device in the carriage would supply power to the slide spring 94 and the second control device to the slide spring 92. to the Viagen north and east drive, so were in Fig. 107, the wipers 94 and 92 via contacts in 1773 the small electric = magnet out 1,774 current.

After setting the controller also equal to a key or better, a switch 1775 is set wor from the passenger = the "supplying 1,775 current of a wiper. At the same moment 0" in which the Blektromagnete get 1,774 current through the IrLontakt 1777 the, solenoid 1778 Electricity supplied. Each of these small electromagnets attracts a contact spring 1779 "so that the electromagnet, which is used to change the Which and is denoted here with 1780 , receives current via the contact springs 1779 and via the contacts 1781.

The polygamy converted in this way would then become the cradle of a normal route lead to the express route) the Li north-east direction runs.

hn 111111 of Pahrgast at the beginning of the journey immediately So ell a - #; t) lwlgen and the Schtiell-Streckon from the Stauervor = r * iituug the selection of the direction of travel make laosen, he presses the button 1782 and fWirt a So-hleiffeder 1703 to the Koii, # act 1784 current, so that the Elektrowignet 1780 is excited also on divuam ',' laye and switches the switch.

Cej, # II11 the passenger leave an express route and continue on a journey before the control device = tut.tij ode - as described later, after the fare has expired, the passenger is directed to the 31uation or to the llorinal route in order to get there to the GtaLlun he operated diese.1. Blektromagnet the the supplies be key in 1782 or in construction e "key corpse in the same way to Weichenumstellun3 dient.Strom Dio ßet.Utlgu-ag of the buttons 1775 and 1782, in Abhäugigkult ge = to be brought from the money slot in order to demand a special payment for the use of the fast-return items.

Line special key like the key 1782 with clon # alben Stromz run, can also be operated by the passenger to steer the car to the station if the control device and the money counter -Abb, 3-nooh has not expired.

To increase the speed on the high-speed routes, -Ylie in Fig. 73 , is shown). The carriage can be equipped with various large wheels. An increase in the speed could be achieved on the high-speed routes by running (read cars with large running wheels. On the lioriaal routes, the car would then run with smaller running wheels. Using stops or guide rails that run parallel to the rail go), clutches can also be engaged and, as a result, corresponding gear ratios, which now transmit the motor revolutions to the impeller, the Umlaufge = speed of the impeller can be increased. When leaving the express route, the clutch is disengaged again by means of stops or by leaving the guide rail and the motor movement is transmitted again to the impeller without translation.

The motor of one of the running wheel axles could also have a higher level than the motor of the other running wheel axle. While one motor is moving the car on the high-speed route, the other motor is switched on on the normal route. Switching from one motor to another could be done by a switch as shown in Fig. 103 . The 'contact = spring 1725 fig. 103 note - would then supply current to one motor and another time to the other motor. The shifting of the contact spring from one contact to the other would take place with Be-LLU2 of the high-speed section from a stop 1736 -Abbv 103- by moving the bolt 1737 and when leaving the high-speed section of a bolt 1741 by moving the pawl 1739 . Fig. 108. It is also possible to equip the motors with an additional Wicklwiz 1788 , which receives electricity from a special conductor line 1789 via a Lichleiffeder 1790 when the high-speed section is reached. This conductor line runs parallel to Fahrstrot-i # - leiturij which is designated here with 1791. Fig. 109. The tram line 1791 can also end at the beginning of the Selmell-Striz # cice and a tram line 1792 can connect the motors ' 1793 via slip springs 1794 z, 11. Apply a higher voltage. The motors are not connected in series. If a higher voltage is switched on, the current for the control device and for the lighting can be brought to the desired voltage using resistors. This can be done by voltage relay or a switch as shown in Fig. 103, and is moved from the stops 1736 and 1741 "of the current switches the lighting = via resistors. .Fig. 110. fl gekli.Upelter exit Vial :, and automatic decoupling, 1.'ie the jiekuppclt- stay in the station coupled and back coupled to the front., want to drive off the andexz, reil Viagen in front of you. Since it is generally not to be expected that the disembarking passengers the car. uncoupling, the uncoupling must take place automatically4 when the carriages fall off again individually.

If the first of the front carriage in the station is set in motion, the stop electromagnet 1477 in Fig. 88 is de-energized again before the carriage has passed the stop 1478 . The stop 1478 assumes the position shown in Fig. 110 .

The i ", upplurig lever 1348 -from Fig. 78- which takes the second car with it, slides with the lower inclined surface of its lateral attachment 1798 over the extension 1478. The coupling lever 1348 is thereby lifted and the carriages are uncoupled.

The second car, which as already described in Fig. 88 automa. table up until it takes first place in the station, now with its approach 1799 on the side of its chassis, which is designated here as 1800 , reaches the stop 1478.-The bolt 1801 with the bolt 1282 -in Fig. 74 - is firmly connected "is pressed into the approach 1799. The motor is thereby switched off and the% Vagen stops. If the second car is to remain coupled, however, the stop 1478 must ring after 1 £ nks before the approach 1798 reaches the stop therefore pin 1482 -Fig. 88- to the stop-Blektromagnet 1477 -Fig. 88- over the contact 1483 as long as flow to .. until the shoulder 1799 on .Ulschlag 1478 is over. If children are transported in a locked car, it is advisable for the Illagent to lock the control device and the clutch lever tightly. The device in the manner of a lock is operated from the outside of the Viagen. The key is only accessible from the outside and remains in the lock. If the first coupled car is occupied and ready to drive while the second ViaGen is still the front door 1413 - Fig. 83 and 85- is open or the door 1416 -Fig. 83- is still open, so that the carriage can be removed from the 1594 -Fig. 93- is held, the engine on the first car must be switched off again.

The more powerful pull that the rated Ylagen exerts when approaching its ad) plun, ga lever 1348 "is used to switch off the motor. The Irupl) .litr4" ollebeL 134Q Ny # j ## d_doslialb with a small axis Axis .1353 -Fig. 78- stored in fork 1811 . In strong train of iCapplungshebel 1348 pulls the fork in Pf eilrichtung 1810th

The socket 1812, which sits firmly on the fork, is connected to the bolt 1282 - Fig. 74- coupled and moves the bolt in the direction of the arrow 1810. As a result, the motor, as already shown in Fig. 74, is de-energized.

If the harvest is now uncoupled or the second wagon is ready to drive and starts to move ", the pressure of the helical spring 1813 causes the fork 1811 to move into the position shown. The holder bolt 1282 - Fig. 74- is reduced by the pressure of its helical spring 1283 the position shown and the motor on the first car receives power, the guide bolt for the coil spring is marked with 1814 the stop for the 'fork strut 1815 with 1816 and the chassis' on the front car with 1817. The clutch lever 1348 is only partially drawn The distance between the locked carriages during travel is so great that the switch bolt 1282 can take the position shown in Fig. 74. Money counter: All the facilities for the railway that have been drawn and described so far are sufficient for operation.

Z For all public transport for the transport of people, goods, etc., it is customary to collect payment for the transport work performed. In the present invention, the payment of the Tran port = money should take place automatically. The driving of the car, the steering and the steering of the car to a station can be made dependent on the cash register device.

Fig. 111 - 1190 self-cashers that are used here by the railway, that is, who pick up and check the coins "can be built in the manner of the known self-cashers Fig. 111 - 119. This money counter is built in such a way that it enables you to pay for a long journey, for example 100th of kilometers.

After the coins, depending on their size, have been inserted into certain insertion slots and have passed through the coin checking device, they fall into coin channels 1820 Fig. 111 # and 112 and lie on the lever arm 1821 of the pawl 1822. The pawl 1822 which loads a coin is / lies in the position shown in the side view Fig, 112, so that the pin 1823 which is attached to the bell-shaped drum 1824 can pass when the passenger pulls the hand crank 1825 -Fig. 114- 'is rotated in the direction of arrow 1836.

The shaft 1826 of the hand crank is mounted in the wall 1d27 of the box in which the money counter is installed. The disk 1828 is attached to the axle 1826 . Through the pressure of a helical spring 1829 , the disk 1830, which is attached to the bush 1831 , is pressed against the disk 1828 j. "Cirlril # eict, The disk 1830 makes the rotary movements of the iiiit. The bush -1831 iu whose lines 1 the wedges 1632 dür jiai, # ja 1,333 liegt nimt dio Achao 1833 with, Von den Kollar. 1834 d -,% r 1833 the socket 1835 di #! A: zial J '# Uf der Achße shiftbi # Lr isz # 1 ## 22 im uri-itan # It # r four Ab, t # ile In L #, t # 11-1 - 1. r11 Now, under the locking pawl, the drum can now be turned.

Inside these drums there are several leaf springs 1837 , two of which are shown here. These leaf springs press on a disk 1838, the end face of which can be roughened or toothed in order to enable the leaf springs 1837 to safely take the disk 1838 along when the drum 1 1824 rotates. The disk 1838 sits firmly on a bush 1839 which is firmly connected to the gear wheel 1840. The dental ad 1840 grelft in a smaller gear 1842 is stuck on the axis of the 1,841th The movements of the axle 1841 to be a gear Differentialge = consisting of the sun gear 1843 and the gear 1844 Planetezige = number drums transmitted marked in Fig NEN, 117- 119th These number drums show the passenger how much money he has put in.

So-called metering points are located at certain points along the route. Exactly as with the control devices to the control = the # route points, the number drums of the control devices rotated by moving Tran port klinken in the car, they are also the shot on the disc 1847 act of the planetary gear on the differential gear "the number drums back by transportation catches, so that the consumption of the fare is displayed to the passenger. Depending on "the distance between the metering points", the consumption of the fare is rapid. In individual areas of a country or part of the world where the fuel, for example electricity, is particularly cheap, the metering points could be set far apart. While in other areas where the fare is kept higher, the metering points have been brought closer together. If the back rotation of the number drum not jerky SUC = gen such as with the use of Tran port klinken the case, for example, movement of the wheel axle via a countershaft to the Dlffe, .Aürit - 'L # -LL "" etriebe ilbertragen.

Did the driver cLie Handkarbel 1825 - Fig. 114- once herura, - e - = drehtg as the # .c2ommel has made 1824 a Umdrehun & and now proposes init the journal in 1823 against the pawl 1822 a bridge in 1851 and the attachment in 1852 to the slide in 1848.

While the pin 1823 passes under the pawl 1822 , a pin 1853 - Fig. 111 and 113 note the attachment 1854 on the slide 1848 and pushes the slide to the right. While the approach 1855 prevents a second coin from falling, it pushes the first coin with it to the right so that it can fall out of the recess 1856 in the slide and fall into a collecting container, as will be described later.

When the drum 1824 rotates, the pin 1853 reaches the lever arm 1857 and swings the lever arm 1858 to the left, which presses against the approach 1854 and thus pushes the carriage back into the position shown. Now a new coin can fall into the recess 1856. In its rest position, the slide is held in 1848 by a leaf spring 1859 .

Have the coins of the first order of magnitude been counted and should LD fourth, the bell-shaped drum 1824 is to be shifted to the right so that the leaf spring 1837 takes one of the disks 1860 with it when the corresponding pawl in the second, third or fourth compartment above the drum 1824- in Fig. 111 is loaded by a coin and the rotation of the drum 1824 is permitted.

The rotation of the disks 1860 and 1838 is transmitted from each disk by a special gear ratio, corresponding to the value of the coin, on the axis 1841. If the car has entered a station but the fare has not yet departed, this is as will be described later , the passenger is forced to set the counter that shows the fare to zero. This is done by adjusting the drum 1824 so far to the right that the leaf spring 1837 causes the disc 1861 to accept the threat of the drum 1824. Via the socket 18629 the gearwheel 1863v gearwheels 1864 and 1865 the movement is transmitted via a small Zabn ad that sits firmly on the axle 1841 to the differential gear and from here to the number drums, the displacement of the bell-shaped drum 1824 in the axial direction takes place here in this Example by the passenger. The button 1868 - Fig. 115-. The passenger grasps this loop, shifts it at hand and pushes the bolt 1869 down into one of the grooves 1870. A device, e.g. a pointer, which is attached to the bolt 1869 , can be attached to the money deposit strands shows which coin size the money counter is set to. The corresponding slot can also be open. while the others are locked at the same time.

With the bolt 1869 attached to a frame or bushing 1871 - Fig. 114- is attached, the bush 1871 is also displaced in the axial direction at the same time. Did the drum 1824 - Fig. 111 - and also note Fig. 116 - if a complete revolution has not yet been completed, the ring 1872, which sits firmly on the drum 1824, runs in a groove 1873 of the rail 1874 and prevents the drum 1824 from being displaced in axial direction. But adjusts the spring 1875 - Fig. 114-.

If the drum 1824 has been rotated so far that it has made a full turn, the groove in the ring 1872 - note Fig. 116 - reaches the rail 1874 and the drum 1824 is opened by the pressure of the helical spring 1875 - Fig. 114- shifted to the right until the socket 1876 reaches the approach 1877 of the socket 1871 .

The ratchet wheel 1880 sits firmly on the axle 1833. A backward rotation of the axle 1833 by turning the hand crank in the opposite direction to the arrow direction 1826 is prevented by the ratchet 1881 which engages in the teeth of the ratchet wheel 1880 .

The side and partition walls for the coin compartments above the Troel 1824 are marked with 1849. The carriage 1848 - Fig. 112 and 113- are of different sizes in the individual coin compartments depending on the size of the coin. The slots in the slides are marked with 1879 . The necessary spacer tubes or discs between the discs 1838v 1860 and 1861 are not shown.

Fig. 117-112, Number drums and switches.

The movement of the disk 1847 in Fig. 111 and the movement of the axis 1841 are, as already mentioned, via the differential gear # e purchase the number drums 1882-Fig. 118-transmitted. Figs. 117 and 119 show parts of the elevation Fig. 118 seen from the right. In Fig. 117 a number drum is drawn in section to show the groove 1883.

If the number drums are at zero, the is in each groove gen the lugs on the outer circumference of the number drum. As soon as the first number drum rotates, a rail 1865 is raised by its pawl in 1884. This schiune is i20liert attached to a wide leaf spring 1886 . This leaf spring is also lifted and its contact is lifted from contact 1887 and placed on contact 1088 .

The current can go from the leaf spring 1886 via the contact 1888 to the control device. It can be guided simultaneously or only directly or indirectly via a sheet magnet and contact springs to the large sheet magnet 1477 , which is used to trigger the stop 1478-Fig. 88-dIent.

If the number drums are set to zero, for example, the fare has expired, so Megt, as shown in the drawing, the contact of the leaf spring 1886 is on the contact 1887- From here the current goes to the slide spring which directs the car to the next station.

A window 1890 is inserted in front of the number drums in the Vland 1889 of the IC box in which the money counter is built. In order to prevent the passengers from recording the numbers after malicious destruction of the window, the counter Fig. 118, which is used to switch the current, is not installed behind the window, but a counter that is connected to the counter Fig. 117/118 is connected and "provided that no violent intervention takes place, shows the same digits as the main counter.

As described in Figs. 111 and 114, the counting drum can be set to zero by turning the hand crank a locking disc 1892 fixed ver = prevented. From the pin 1893 on the Schtene 1885 the locking = « So that the number drum stops, the differential gear and the gear behind it up to the coupling disc 1830 in Fig. 114 would now also be stopped while the hand crank can be turned further. This would possibly result in a heavy load on the gear if it was turned very quickly the 'handcarbel takes place. It will therefore be advisable to use a friction clutch between the differential gear and the first number drum in the counter, Fig. 1.20.

Compulsory device for zeroing the number drums.

It is possible that a passenger does not take the inserted fare. The next passenger who uses the Ylagen could leave without inserting money. 118- to be set to zero with the help of known mechanical or electrical devices such as those used in speedometers for autotaxes. It is then only needed bel entering the Station'ein bolts are moved in 1897 by the pressure when sliding a wrong e Uber level that actuates the mentioned devices directly or indirectly, for example, by turning on the solenoid. In Fig. 120, the movement of the bolt 1897 is used to actuate a device which forces the passenger by turning the crank 1825 -Fig.114- and adjusting the bell-shaped drum 1824 -Fig. 111- the number drums - Fig. 118- to set to zero before he throws in the transport money he owes.

As already mentioned, the bolt 1897 is moved at the entrance to the station. It slides over the surface 1898 of an attachment on the lever 1899, which is thereby pushed to the left. The pawl 1900 pivoted on the lever 1899 is pressed into the position shown by the leaf spring 19019 which presses on the lever arm 1902 of the pawl 1900 and locked by the pawl 1894 -from Fig. 119-. There, the bolt 1897 returns to the position shown by spring pressure , the lever 1899 cannot move to the right before the pawl 1894 is pivoted down and the pawl 1900 releases. The downward pivoting of the pawl by bolt 1893 has been described in Figs. 118 and 119 . The zero position of the Zablex drums would have been reached. The strong pressure of the leaf spring 1903 against the lever 1899 can push it to the right. The leaf spring 1903 rests with its contact 1904 against contact 1 905. The current in Fig. 117 - 118 from contact 1888 to the stop magnet - Fig. 88- going 120 is guided Ilber the leaf spring 1903, through the contact Qer 1-905 by the insertion apparatus Fig.. Isolation between leaf spring 1903 and lever 1899 is labeled 1906.

The rail 1907, which is mounted on the lever 1899. , (Serves with i73ren lugs 1908, when the lever 1899 assumes the position shown, to set the pawls 1822 -Abbe 112- to lock. The planing arms 1821 of the pawls 1822 are made by the lugs 1908 The lever arms 1821 are drawn in section in Fig. 120.

If there is still money on the pawls 1822 - 1821 that was not counted by the passenger with the rotation of the drum 1824. in Fig. 111 , this money has not yet expired. This money can take the passenger back by a Vorriclitung, as shown in Figure 126 - shows 125th. There is no need to describe this device here, as it will happen later. It would at the cash counter 111. Fig more devices fig 126 -.. 125 coupled together to move in all four compartments to the drum 1824 in Figure 111, all four Lfänzkanäle 1820th. . The movement of the pin 1897 in Figure 120 could be at the entrance to the station and for movement of the device fig 126 -. Be used 125 to drop to the money from the Mlinzkanälen in the Geldeammelkasten or the passenger the removal of not yet worn To make money possible.

Fig. 121.

If the passenger wants to cover such a long distance with a car that paying in coins is too cumbersome or if he does not have metal money but wants to pay with rapiergeld, he can pay for his journey at a special station on a main station. The money is expediently made there, if there are no self-cashers available, by a railway official on his Workplace the car comes to a standstill.

The officer takes the money from the passenger from the car is served. The official's hegistrierkasse also provides a receipt at the same time issues for the passenger, is connected to a counter that so far is rotated until it reaches the distance paid for by the passenger or the number of Counting points on the paid route.

Through the tube 1911, which is pulled out of the cash register, in which it is coupled to the counter described, the counter in Fig. 118 is coupled to the counter in the register and then shows the same digits. The tube 1911, which is finely toothed at the front, is pressed against the fine toothing by the wall of the carriage, which is designated here as 1912. In the beginning 1913 of the ten ades 1914 "which is coupled to the gearwheel 1915 .

The pipe 1911 is so firmly pressed "that the tooth ad in 1914 is slightly shifted to the right in the direction of arrow 1916th In the I? Ractice about 1.2 mm to the first result, the fork is 1917 istjmit supported on the shaft 1918 to the right It now pushes the disk 1919 which is firmly seated on the bushing 1920 "to the right. The clutch disc 1921, which is firmly seated on the bushing, 1920 is thereby removed from the clutch attachment 1922 of the gear wheel 1915. The axis 1923 in tubular form is firmly connected to the disk 1892 and the first number drum in the counter Fig. 118. The tubular axis 1924, which is rotatably mounted in the bracket 1925 , is connected to the differential gear Fig. 111. If the counter Fig. 11E correctly adjusted from the cash register y so the tube 1911 is pulled out of the carriage again. By the pressure of the coil spring 1926 the disk 1921 is coupled again with the gear wheel attachment 1922. The stop 1478-Fig. 88-is now triggered by the officer , the car starts moving and carried to the counting points via the differential gear d ie backoff, of the counter -ung in the car. the axis 1924 with wedges 1927 versehendie in the grooves of the sleeve run the 1920s.

The decoupling of the disk 1921 with the help of the fork 1917 and by shifting the gear 1914 in the direction of 1916 may be unnecessary in practice if the friction clutch 19219 1922 is adjusted so easily that the coupling parts can be rotated individually. In Fig. 121 the coupling surfaces are toothed very flat (wave-shaped).

The hole in the Wagenwanjung 1912 can be closed by a flap, the opening of which is only possible if the counter in Fig. 118 is at zero, 9 ie if z, B. the rail 1885 in Fig. 118 assumes the position shown. The rail would then be brought into the appropriate connection with the closure flap. You could e.g. Trigger a pawl in the position shown, which prevents the flap from opening as long as the Zuhlwerk is not at zero.

Fig. 122.

VOrriihtung has already been described for jerky rotation of l'ransporträdern._ How ", the rotation of counting drums or discs in the counters, die'in the control devices Guch here in the money counters use f indene, of an impeller or ron the motor axis z, B . achieved through gear ratios.

'Ei would then a uniform rotation of the number drum, as in the course of the description explains wurdejist useful only at certain points of FaarsGrectr # c-3, the rotation of the numbers = drums carried out by means of Wransportklinken which are moved to the designated points. The cooperation of the Wranz = port klinken with transport or ratchet wheels (ratchets) often gestaltat very difficult in practice and are easily rise to errors.

In Fig. 122 a device is shown # which is intended to move the planetary gear in Fig. 111. The ratchet wheel 1847 is provided for at the side or on the Stirnfläohe with the zigzag shape extending in zig = groove 1930th A 1931 mandrel runs in the groove. This mandrel is attached to a lever which, like a transport pawl, is operated at the counting points along the route. It would have to be moved to the left so that the mandrel reached the 1932 point in 1931. The lever can now be pushed back by spring force, i.e. to the right, so that the mandrel reaches point 1933 in groove 1930 . In this way a rotation of the disk in the direction of the arrow 1934 is achieved. The pawl 1935, which is pressed by a leaf spring 1936 into the teeth 1937 of the wheel or disk, prevents the disk from going backwards when the mandrel 1931 moves to the left rising groove merges into a rising groove to the right * Fig. 123, 124, 125. In this illustration another principle of a money counter is shown. Fig. 123 shows the front elevation, Fig. 124 the plan, Fig. 125 shows the side elevation and Fig. 126 shows parts of the side plan in the plan. The coins 1940, which fall into the coin channel 1941 after the test and are lying on top of each other, are transported individually at each counting point of the route into the money collecting box, which is still to be described Counting pointers of the route moved a bolt, the movement of which was transferred to a slide in 1942. When moving to the left - arrow direction 1943- the nose 1944 of the slide goes under the coin 1940, # while the lower coin 1945, which is shown here in Fig. 123 with broken lines, is pushed to the left by the slide by moving the slide 1946o - Now also note the floor plan. On the side wall 1947 of the carriage 1946 is a leaf spring secured 1948 * The pin 1949 to the boss 1950, the leaf spring leaves by the movement of the carriage to the left the cutout 1951 of the feutstenden guide pad 1952. The three FüMer 1953 of the leaf spring, the through slots 1954 on the side wall 1947 of the sledge go lie down against the blünze 1945.

The approach 1949 goes under the approach 1955 of the leaf spring 1956 and lifts the leaf spring. Due to the pressure of the leaf spring 1960 , the lever 1961 with its attachment 1962 is placed under the attachment 1963 of the strut 1964, which is attached to the leaf spring 1956 . Now leaves the approach the 1949 approach in 1955, so now the leaf spring 1956 can not go back down, because it is held by the lever 1,961th If the coin has now reached the coin channel 1965 in 1945, it becomes pushed out of the slide by the feelers in 1953 by the pressure of the leaf spring in 1948 and falls through the mu = kari 1 in 1965 into the money collection box. If the counting point on the route has been passed, the slide moves back to the right in 1942 by pressing helical springs, which do not need to be drawn in here. If the approach in 1966 on the slide reaches the approach in 1967 on the slide, the slide is also moved to the right and then takes up the position shown again. The 1940 coin can now fall down and is in place of the 1945 coin.

The approach in 1949 went back to the position shown on the inclined surface of the fixed guide block in 1952. When walking backwards he has the leaf spring 1969, which is attached to the lever 1961 with the upper end, lifted off the lever but then released it again without moving the lever 1961 , i.e. without triggering the leaf spring 1956.

Since the leaf spring 1956 at its forward part of delineation is erübrigti here an isolated from their contact bears, which, as in Fig, = represent 118 of the contact on the contact spring 1886 once the contact 1887 and eium 1 contact 1888.9 So once the holding -Slip spring and 1 to the stop magnet Fig. 88 supply current.

The stop loop spring is supplied with current when the leaf spring 1956 is down, ie in the position shown. Then the release must only take place by moving the lever in 1961 , This happens with, movement of the slide in 1942 and the slide in 1946 with the leaf spring in 1948 at the Uhlpunkt der Stredke, when there is no more coin on the slide, the Approach 1949 the leaf spring 1948-does not then go under the approach 1955 of the leaf spring 1956, but he now takes the leaf spring 1969 and thereby the lever 1961 with $ because without a coin on the slide, the FÜMer 1953 penetrate through the side wall 1947 of the slide, while the approach in 1949 over the Gehrä = ge area of the FWu-ungsk: Lotzes 1952 goes.

The Viland 1970, which serves as a guide for the slide and the coin, is cut off in elevation Fig. 123 from the frame 1971 which carries the device. The walls 19729 1973 serve to support and guide the lever 1961. They are not shown in Fig. 124 and a part of the wall 1973 is shown in Fig. 123. The 1941 Yiünz Canal is not shown in Fig. 124, its rare = wall 1974 is omitted in Fig. 123.

The approach 1975, which is attached to the wall in 1970 , serves as a guide on the right-hand side in 1945 - Fig. 123- and can also serve as a guide for the 1942 slide in its slot 1976. The 1947 side wall of the 1946 sledge is drawn in section in Fig. 125 so that the three PUhlers 1953 can be fully recognized. Fig. 126 and 125. Device for repaying overseas money. It will often turn out that a passenger wants to interrupt the journey for whatever reason, although the desired destination has not yet been reached and the fully paid fare has not yet departed. The passenger wishes to receive the money not yet driven back. By means of a device as shown in Fig. 125 in elevation and 126 in plan view From the box in which the money counter is installed. # Protrudes a button 1977. The passenger pulls this button out a little and thereby takes the fork-shaped frame 1978 with him to the right. The coin channel of the two leaf springs 1979 is taken to the right and the coin 1940 and the coins above it look over the side wall 1970 into the coin channel 1980, which is shown in Fig. 124. The passenger can take the money from this coin channel.

By the pressure of a coil spring 1981 around the bolt 1982 in which the money counter is built-in, the fork frame is pushed back into the position shown in 1978 when the driver releases the button. The leaf spring 1979 and 1983 prevents damage to the 1, junior and 1, fünzkanal when jamming occurs when the button is vigorously moved in 1977 .

Fig. 127 and 128.

Money collection box. As mentioned in the description of the cash counter, like everything f the money in a Saiiuiielkasten, which is mounted in the Viagen in the bottom plate or below the car floor. Above all, it is necessary that the two rollers in 1986 protrude from the wall of the car, preferably from the floor of the car. At certain points along the route, most expediently where there are larger covered stations, the rollers run over the side surfaces of the rails in 1987 in Fig. 128 in 1966. The two levers 1988 are thereby spread apart laterally and the money box, the side walls of which are here designated with 1989 and which are attached to the levers 1988 will be opened. The two lower parts 1990 of the side walls, which represent the bottom of the money box, are removed from each other and allow the money to fall through. The money falls into a funnel-like collecting device which is several meters long between the rails in 1987 is. The money is then transported to a specific place on inclined sliding surfaces or on a moving belt) where it is best counted, registered and sorted by machine.

If the rollers leave the rails in 1986 in 1987, they are pushed back into the position shown by the rails in 1992 - with their levers in 1988 - so that the cash box is closed. Strong leaf springs in 1993 prevent the cash box from opening automatically Geldkanal 1965 from Fig. 124 is shown in Fig. 127 . The front ends of the cash box and money channel are not shown. Special pawls could also be installed that prevent the cash box from opening automatically or by unauthorized persons. In the moment in which the rollers reach the rails 1986 1987 / da = ought these pawls are triggered, z * B. by a fixed slide rail.

Fig. 129.

If a plurality of cars coupled to each other each of which has its own money counter, so it is necessary to steer when the gan s train to the station in a cart the fare is traversed, En erbÄIt- "jpder cart at the rear of a socket 1996 and in the front part a Plug 1997 - socket and plug are connected to each other In Fig. 129 , the contacts 1887 from Fig. 118 and the stop slider springs 90 from Fig. 8 are connected to each other in three coupled carriages.

If a contact 1887 in a carriage receives electricity after the carriage has expired, all stop loops = dern 90 of the blocked cars receive electricity at the same time. Car without cashier on public routes. Wagons that are private or that are only used for the transport of goods, for example, only need to be equipped with a Z-Llometer counter will. After certain time intervals, the trips can then be billed after the kilometer counter has been specified. Special special railways that belong to armaments factories, for example, and whose entry should only be permitted with ID, are provided with automatic ID control devices that are attached to the stations. Fig. 130. Mechanical control device ".

In the Figure "130 is broken away in Fig. 131 in side elevation from the right, a control device geseheng shown, the working directions, in contrast to the drawn electrically operating tax advantage = mechanically, The Weichenumstellvorrichtung as shown in Fig. 8, of the mechanical control device mechanically adjusted. In Fig. 1329 135-140, individual parts of the control device are shown. The control device essentially consists of two counters that are plugged into one another. While the outer counter, which consists of the three drums 2000, 2001 and 2002, is switched automatically at the control points of the line and indicates on which line or on which line the car is located, there is another counter, here than the inner counter designated, set by the passenger on the desired route or station. The number drums of the internal counter are labeled 20039 2004 and 2005 .

The number drum 2002 of the outer counter is drawn in section. The counter is transported in the same way as the. Electronic control device, for example, by moving transport. The pawl engages in the teeth of the rings serving as ratchet wheels , 2006 and 2007 .

The leve is released from the first number drum after one revolution. transmission via a drive wheel "consisting of the gears 2008 and 2009 and a socket 2010, to the second number gate" -al 2001. If the first number drum has made ten ounces of rotation, the second has made one turn, and the third number drum 2000 has been rotated by one number.

From the second number drum 2001, the movement is transferred to the drum 2000 via the drive wheel 2011, 20129 2013 . The driving wheels run on one axis 2014, between the two drives. wheels lies a spacer tube 2015. The ring-shaped extensions 2018 on the drums are used to guide the drums in corresponding grooves in a housing in which the control device is installed. Parts 2019 and 2020 of the housing are shown on the first drum 2002.

Inside the drum, ring-shaped approaches 2021 and 2022 are worked out, as can be seen in the cross-sectioned drums 2000 and 2002 »The approaches in drum 2001, which are fully drawn, are narrower than the approaches in drum 2000. The approaches 2023 and 2024, the latter shown in cross-section, are again narrower than the approaches described in the drum 2001.

There are two pins 2025 and 2026 in each of the inner drums. Since the inner drum 2003 is only partially drawn in, the two pins 2025 and 2026 are free in the drum 2000 in order to show their position.

The transmission of the movement from the first inner drum to the second takes place via the drive wheel 2027. From the second drum, the movement is transmitted to the third drum = times by a drive wheel consisting of the gears 2028 and 2029 and the bushing 2030 consists. These drive wheels are mounted on the axle 2031 , the inner drums are mounted on the axle 2034.

nTotzt also 'Fig, 1J2- note-. The first imere number drum 2005 has a socket 2035 on the right which is drawn in section. In the socket are inserted Führungeschienen 2036 "Those - rails running in the axial direction freely in the grooves of a worm wheel 2037 which is shown in section. The worm 2038 engages in the teeth of this Schnackenrades from the driving. gastwies is later turned on. Were the inner number drums z * B. rotated in the direction of the arrow 2039 "so the pins 2025 and 2026 go first into the drum 2002 via the inclined surface 20409 on the side surfaces 2041 of the approaches 2023 and 2024. With the pins, the inner drum 2005 is also pushed to the right Drum, GeL. "En the ring 2042 -Abb" 132- which is fixed on the axle 2034 -, 3itztg the axle is taken to the right, which takes the other inner drums with it through the ring 2043, which is firmly seated on it If the second inner drum 2004 is taken along in the filing direction 2039 and the third is also rotated by a number, for example, the pin 2025 in the third Trowmo12000 takes the position 2044 and the pin 2026 the position 2045.

On the last inner drum 2003 there is a disc 2048 - Fig. 132- enabled. lii the groove 2049 a disk 2050 which is attached to the axis 2031 runs. The Aclioe 2031 and with it the drives for the inner drums follow the movement of the inner drum in the axial direction to the right. If the drum was to be shifted to the left, the shoots would be driven by the disc 2051 - Fig. 130- which sits firmly on the axis 2031 with it taken to the left. The groove 2049 in the disk 2048 is covered by a disk 2052 and a ring 2053 . A spacer tube on the axis 2031 is denoted by 2054.

When driving on the route, as already described, the outer counter is transported. If the outer counter shows the same route number as the inner one, the set route has been reached. The pins 2025 and 2026 in the inner drums go through the pressure of the leaf spring 2055 against the ring 2056, which is firmly seated on the axis 2034 / in the space between the beginning and end of the annular lugs 2021 and 2022 and 2023 and 2024 and the lugs in the drum back in 2001.

If the inner counter is turned in the opposite direction to the arrow direction 2039 d, h ", the car should now drive in the opposite direction again, the inner number drums are moved to the left. When the car has reached the set route or station number, the inner counter is followed by the leaf spring 2058 right u -drawn into the drawn starting position, an Awohlag for both leaf springs is denoted by 2059.

In the side elevation Fig. 131 , the drum 2001 is shown without the outer guide ring. The inner drum 2004 is drawn in section R. The drive wheel 2028 is removed from the socket 2030 = -9Ohnitten, -The drive 2008g, 20099 2010 is niql% t qinographed. drawn to reveal the left guide ring for pin 2025 . The rounded tooth tips of the shoots are darkened in Fig. 130.

The numbers on the inner counter must be visible to the passenger. This can also be achieved e.g. is driven by a further counter "which by the screw 2038 -Fig. 132-, An dle point of shoots in Fig. 130/131 and transport can occur = pawls, which rotate about sliding gears, the number drums. The pins 2025 to 2026 are advantageously rotatably mounted in the inner drums.

Fig. 135-137-.

In Fig. 53/54 a device is shown which is used for the mechanical changeover of the switches. The setting of the bolts 897 is carried out by the bolts 907 which are moved by the electromagnet. Here with the mechanical control device, the switch set-up bolts are mechanically adjusted by bolts which take the place of bolts 907 and which are attached to rails 2063-Fig. 137 attached to or coupled to them. Four such rails 2063 are controlled by a device as shown in Fig. 135 in elevation, Fig. 136 in plan and Fig. 137 in side elevation. controlled the car on the west-east routes, a disk 2064 is attached to the right of the counters in Fig. 132 on the axis 2034, which takes the position shown when the control device has expired. If the control device has not expired, disk 2064 takes up space 2065 or 2066 , depending on the set direction of travel.

In the second control device, which takes over the control of the car on the north-south routes, the disk 2064 - Fig. 132 - is located to the left of the counters. In Fig. 136 these two disks are shown.

The axis of the second mentioned counter is referred to in Fig. 136 to 2067 and the disc 2064 are corresponding with Scheihe 2068 bezeichnet.Auf the axes pivotally movable by -'- rt Scharn-Lerbändern two rails 2070 and stored 2071st

Y a the slots of the bearing eyes 2072 and 2073 are the:; discs 2064 and 2068. The rails 2070 and 2071 thus make the movements to the left and right with.

-Now the side elevation of fig, beachten- 137th At the counting points of the routes, a bolt 712 is always moved as it is, for example. is shown in Fig. 38 . The upward movement of these bolts is transmitted to a slide, the strut 2074 of which is against the lugs 2075 on the rails. 2063 presses and takes the rails 2063 upwards. When the counting point has been passed, the strut 2074 goes into the rest position shown. The four rails 2063 go down by the pressure of coil springs. If the rail 2070 is shifted to the left and the rail 2071 to the right as shown in Figs. 135 and 136-, ie if both control devices have not expired, the feeler lever 2076 can pass through the groove 2078 on the left and the feeler lever 2079 on the right the groove 2080 go down so that they sit with their lugs 2081 -Abb, 137- on the stop bracket 2082. The two feeler levers 2083 and 2084 cannot go through the grooves 2078 and 2060 and are deflected to the right by the rails 2070 and 2071 - Fig. 137- and sit on the stop-. area 2085. The last two feeler levers are lower than the first two. Your rails 2063 and the bolts coupled to them are lowered so far that they assume the rest position and do not bring the switch switching bolts into the working position. The first two feeler levers 2076 and 2079 , however, put two switch switching pins in the working position, so that the corresponding switches can be switched and thus the direction of travel can be changed. If a control device or both have expired, the grooves 2078 and 2080 are between the FühlhebeWAla # 50WL-- 2084 and 2079. Now all four feeler levers are deflected .. as the dashed feeler lever in Fig. 137 shows and go down on the stop surface 2085. Now, however, the two grooves 2088 and 2089 are superimposed and allow a fifth feeler lever 2090 to assume the position of lever 2076 shown in Fig. 137 . This feeler lever 2090 sets a bolt via its rail 2063 , which brings the switch switch bolt, which is used to switch a station switch, into the working position. The carriage now drives to the station.

If the stations are not only to be located at the intersection points of the routes, but each route is to contain intermediate stations, the last or the last number drums in each control device are used, depending on the number of intermediate stations, for setting and thus for selection, ie for control u-w- .After the Zwischen'stationen. setpoint 'of the cart for example, be directed to an intermediate station which is situated at an east-west distance, so in the control device, the distances Viest-East to control the intermediate stations must serves be adjusted. the other tax advantage = direction of the z ur control to the north-south routes serves to measure the positions for selecting the intermediate stations serves be set to zero, so that after the portion of the control used to select the Streeicen, the control device at rest = position goes.

The first number drum 2005 - Fig. 130- of the inner counter is therefore firmly seated on the axis 2034. Each counter axis 2034 and 2067 has wedges 2091, which are freely inserted through the grooves 2092 -Fig. 138, the discs 2095 and 2094 go. While the axis: only the rotation of the axes with.

Is the number drum 2005 - Fig. 130 - on the right counter, which is used to select the intermediate stations. On zero, the disc 2093 takes the position shown in Fig. 138. Fig. 138 shows the side elevation of the plan of the disk 2093. In this position, an obtuse = angled wedge 2096 penetrates into the groove 2095 of the disk 2093 . This wedge sits on the head end of a rail 2097 which is mounted on an axle 2098 in the manner of a hinge.

The same rail 2099 as the rail 2097 for the left counter is also mounted on the axis 2098 . The penetration of the wedge 2096 and the wedge 2100, which is attached to the rail 2099 iStg in the grooves 2095 of the washers 2093 and 2094, he = follows through the pressure of coil springs 2101 and 2102, the left and right of the fixed bearing block 2103 on the Axis 2098 and press against the bearing eye 2104 of the rail 2097 and against the bearing eye 2105 of the rail 2099 .

The bearing eye 2108 on the strut 2109 of the rail 2097 lies between the bearing eyes 2110 and 2111 of the rail 2112 - Fig. 137-, j, which participates in the axial movement to the left and right of the rail 2097 . If the wedge 2096 penetrates into the groove 2095 of the disc 2093 , the rail 2112 goes with it to the right - Fig. 135- and IHRC approaches 2113 and 2114 direct the two SENSOR 2076 and 2083 by right -Fig, 137-9 so that they go all the way down and. corresponding switch set-up bolts are not held in the working position. The right control device, which in the example shown is only intended to be used to select the routes and whose parts are in the case of 2005 fig. 130 - which is used to select the intermediate stations, to zero st (-. Ht, takes over the control of the car until the control device has driven off.

With the five feeler levers 20769 2083,0 2090, e 2084 and 2079 the strut 2074 # -Fig. 137 - another double feeler lever 2115 - Fig. 136- moved. If, for example, the right counter has expired, the groove 2080 of the rail 2071 is between the two FUhlhebeln 2084 and 20799 , the pin 2116 on the rail 2071 assumes the position 2117 shown in dashed lines and the left attachment 2118 which takes the form of the "bmatzes 2081" Fig 137- has., slides over the pin 2116 and directs the double sensing lever in a direction from, as shown in Fig. 137 on the sensing lever 2076 in the ge = dashed position 2119th however, the double sensing lever to right after when distraction Assume the high positiony while it is in the low position g.ehp if it is not deflected - In the high position the double feeler lever has moved the two wedges 2120 and 2121 in Fig. 13-9 together when going down. Fig. 1391 shows parts of the plan Fig. 136 in elevation.

The two wedges 2120 and 2121 are attached to rails 2122 and 2123 . These rails are attached to the bearing eyes 2105 and 2104. The two rails 2097 and 2099 in Fig. 136 are moved from the Double Lever 2115 in the position shown and the wedges 2096 and 2100 are drawn from the grooves 2095, now the rail can -Fig 2112. 137 - with their approaches 2113 and 2114 - Fig. 135- Do not prevent the left counter from steering, because the rail 2097 has moved the rail 2112 into the position shown in Fig. 135 .

From the left counter, the control of the right counter can be influenced in the same way by the rail 2124, which is coupled to the rail 2099 . If the approaches 2081 of the feeler levers are in the position shown, i.e. under the rails 21129, 2070 and 2071p , all or some of them that do not go through the grooves in the rails will fold up these three rails when the feeler levers. be raised. If the approaches 2081 have reached the position 2125 shown in dashed lines, the three rails are pushed back into the position shown by the pressure of leaf springs 2126 until the lower rails 2112 and 2124 rest on stops in the direction between the sensors. There is no need to draw the attacks. The necessary guide devices, e.g. for the rails 2063 and 2100 or the discs 2093 and 2094, are also not shown. The wedges 2096 and 2100 are not shown in Figs. 135 and 137.

The leaf spring 2127 -Abb, 137-, which is attached to the rail 2063 , has the task of pushing the feeler lever into the position shown. The grooves in the rails 2070, 20719, 2112 and 2114 are shown hatched in the elevation Fig. 135. If the car is to get to the destination station more quickly, it expediently uses a high-speed route on which it can reach a higher speed, as described in the description of Figs. 108 and 109 .

If the high-speed sections are parallel to the normal sections, a special bolt is set by hand which, in conjunction with one of the four control bolts from Fig. 135, enables the switch that leads to the high-speed section to be changed. If the high-speed sections are diagonal to the normal sections, a special bolt is set by hand which, in conjunction with two control bolts from Fig. 135, changes the switch that leads to this diagonal high-speed section. Does the passenger want e.g. Drive to the north-east and use a high-speed route that runs in the north-east direction, so in one control device, for example in the left "from the feeler lever 2076 of the turnouts # - set'der the east turnouts surrounded. on computationally = th counter, the FUhlhebel 2084 a Weichenumstellbolzen one that surrounded the North Iffeichen. in order to make both control devices control to choose from a diagonally-en route at the same time = th setting of the special in the success of hand Dolzens, who is also used to adjust the switch that leads to the diagonal section, at the same time pulls a slide in the shape of the rail 2115 down from the double sensor in Fig. 139 , which moves the wedges 2120 and 2121 together in the same way as the double sensor thereby bringing the rails 2112 with their approaches in 2113 and 2114 and the rail 2124 -Fig. 135- in the drawn rest position .. so that control of the sensing lever only by the rail 2070 and 2071 he follows If the diagonal distance is reached, the set of 'Hand Weicheilumstellbolzen is no longer held in the working position and the wedges 2120 and 2121 may after linlw and go right again, the control parts that is, in Fig. 135 übernohmen again the automatic control of the Dial .

Are the control devices, as already described, for the selection of Intermediate stations set up, so must after a control device both Drive on the diagonal route the car can be steered to the normal route.

If, for example, after the right control device -Abb, 136-the pin 2116 were to assume the dashed position 2117 , then, as already described in Fig. 139 , the double feeler lever 2115 would not only move the two wedges 2120 and 2121 together, but it would adjust the type of other Pühlhebel'a special turnout change-over bolt that surrounds the turnout that leads from the diagonal route to a normal route.

It is necessary to mention again that the guide rings 2023 and 2024 in Fig. 130 are narrower than the guide rings 2021 and 2022. This is particularly no # weudigyvenn, for example, the last drum 2005 in Fig. 130, as already described above, to choose from the intermediate stations would then dient.Es in this control device Fig. 130/2034 this counting mechanism in the back then the other drums for selecting the routes dienennach sequence of these drums, the axis right and to such an extent that the pin 2130 -Fig. 136- assumes the position shown. This control device would now have run halfway / d, h, the last drum or drums that are used to select the intermediate stations must still be run. The position of the pin - 2130 is enough to deflect the double feeler lever and, as already described, to steer the carriage from the diagonal route to the normal route Stretch. Then the washers 2093 and 2094 and the wedges 2096 and 2100 - Fig. 136 and 138- superfluous. But in order not to let control both Steuervorrichtwigen at the same time and thus a zig-zag down to reach from the passenger list it is necessary to first determine the direction it so the two rails 2097 and 2099 beib @ m keep been to las = SEN6. The displacement of these rails is necessary for adjusting rails 2112 and 2124 - Fig. 137 and 135- are used by the passenger who sets a hand lever 2131 according to the direction of travel desired first. The axis 2132 of the hand lever goes through the front wall 2133 of the 1st branch in which the control devices are installed and transmits the movements u of the hand lever to the part 2103 in Fig. 135 referred to above as the cradle.

Since this movement is also transmitted here via the helical spring 2101 and 2102 to the bearing eyes 2104 and 2105 , the double sensor 2115 can steer the flag after a control device has elapsed, as already described. However, it would then be necessary to attach the two coil springs 2101 and 2102 with their ends to the part 2103 and to the Mrer # -hö6sen 2104 and 210-5. In practice, it may be necessary to choose a slightly different construction for this, but this does not change the principle and whose drawing only unnecessarily enlarges the font. Fig. 133.

Mechanical changeover of a switch that leads to a diagonal route. In Fig. 133 four cattle change pins are shown, which are labeled 21369 21379 2138 and 2139 . The Vieichenum = adjusting bolt 2136 should, for example, be set by the feeler lever 2076 in Fig. 135 and the bolt 2138 from the feeler love 2084 in the working position shown. The switch set-up pins 2137 and 2139 are in the rest position when driving through the switch, as shown in Fig. 133 . The turnouts = Umstellbolzen 2140 set for travel after a diagonal distance presses at the same time with the bolts 2136 and 2138 against rails 2141. By moving the rails to the right, each rail takes a strut 2142, 2143 and 2144 with it To save Fig. 133 , the heads of these struts are drawn at different heights. In the position shown, these heads release a rail 2145, which is moved upwards by a bolt 2146 on the viagen by the pressure of a spring 2147, thus surrounding the switch, as described in the description of the switch illustration. The leaf springs 2147 press the struts 2142, 2143 and 2144 and the rails 2141 back to the left in the rest position when the carriage has passed.

Fig. 134-209815/ 0076 The control device as shown in Fig. 130-132 , Fig. 134.

The control device as it is shown in Fig. 130-132 can also be used to switch the electrical connections. 12, one of the two leaf springs 2055 and 2058 from Abbo 1329, when the control device is set , presses against the insulation 2150h of a Koi., Clock spring 2151, which supplies a contact spring 2152 with current. From here the current goes, for example, to a slide spring, which feeds electricity to the 1,11seal electromagnet via a sliding contact. Fig. 140.

Device for setting the internal counter. In Fig. 140 will. ei, -, 1Zonstruict-i.oiisbeis -, r) icl of the device ge = shows that the passenger with the # l-It3, nd moves. Is z. B. the rotation of the inner wheel or the first drum by only a few numbers is necessary, the passenger will only turn the knob 2154 , which sits on the axle 2155 , which carries the worm 2038 - Fig. 132 - . Is the movement of zwel Gt2 --- # i Zahlentrorimiel several figures notviendiG, rotates the .15iirg "is expedient to 1 # opf 2156 sitting on the axis 2157 of the gear 2158th By a larger transmission behaves = nis a fast rotation of the axis 2155 reached. Iluß.auch the third number drum or if the Steuervorrich = tung is still greater than # a fourth or fifth, etc. number drum are -edrelit, it is necessary to use even greater Translation = relationships, such as the example on the left Part of Fig. 140 is drawn in, instead of a button 2159 that sits on the shaft 2160 , a crank 2161 can also be used. It is also possible to turn the shaft 2155 with the help of a small motor that is made by the pressure is switched on on a switch knob and its direction of rotation can be switched.

It is also possible to transmit the rotation of the carriage wheel axle to the axle 2102 by engaging a friction clutch via a corresponding intermediate gear. Additive. , The drums shown in Figs. 130 and 131 are appropriately fixed (locked) after the movement at the control points q by a rail that engages in the teeth of the drives. The rail is also lifted by the pawls when switching.

Likewise, the inner drums, after they have been set by the passenger, can be determined by a rail that engages the teeth of the drives of the inner counter. This splint is pulled out of the teeth when the device Fig. 140 is rotated. The indications of these two devices are superfluous. Addition to page 85, section 3t on the figures. 96 and 97. If the passenger does not consider it necessary to observe the sign mentioned, which indicates that the car is to go to the overhaul, he should at least press the button 2ß29 that is on the bolt 1664. He could also press this button by loading the car floor or the seat in the car with his body weight, the button z, B. is connected to the floor or seat by rods. to page 95, section 5, to figure 110- Appropriately, it is the control devices in all gekup = set Viagen to the same station numbers. If this setting is not made by the Pallz guests, the facilities shown in Figures 55 and 56 prevent the polygamy from being changed by a coupled car # de = the preceding car prevents the car from moving with its bolts 921 and 922 - Figures 55 and 56 - as long as the rails 920 and 923 up or down. until the angekappelte carriage with its bolts 921 and 922, the rails 920 and 923 has reached and even now each adjustment of these rails 920 and 923 is prevented. The bolts 921 and 922 could be arranged elastically. Turnout devices, Idigur 141 to 147.

So far, the use of turnout constructions of the well-known Types, as well as a switch has been proposed in which the heads of the running rails be raised or lowered in order to - the direction of travel of the Viagens. change i.e. to steer the car onto another track.

Although the changeover of the Which parts is not jerky, but can be carried out moving means, it seems appropriate to make disappear each movable part of the diverter to the Be = operational reliability of the installation of an automatic train, or other transportation equipment in which the switch for changing the direction of travel are necessary to increase.

The switch device creates the possibility of changing the direction of the purple-colored moving parts on the carriage rails and moving the lines to another track. bring. Pigur 141 and 142.

Pigur * 141 shows in elevation and Pig, 142 in plan a device that can be used to change the direction of travel, e.g. is used to leave a main runway 2170 . On this main running track, derriagen runs with running wheels 21711. If the direction of travel is to be changed, running wheels 2172 are pushed to the right into the position shown and the vagina is raised so high on the slightly rising part 2174 of running rail 2175 that the edges 2176 of the runners 2171 are above the Schlenenkopf 2177 and the Viagen-z, ß, can drive to the right. The running wheels 2172 can also have a different diameter, eg a smaller diameter than the running wheels 2171. The rail head 2178 of the running rails 2175 must be higher. The support rollers 2180 hold the chassis in the required position when the carriage is supported by the castors 2172 . The guide rollers 2181 with their axis go at the same time or shortly afterwards, when the running wheels 2172 are shifted to the right p in the position 2182, in order to move the carriage to the right , ie to leave the main runner 2170, enable = 1-ichen.

The cart for example -Soll again gelange to the main running rail 2170 9 so he drives the wheels 2172 on a gradually = increasing running rail to the wheels-2 171 again rest on the Hauptfährschiene 2170 and l #, Ziliri # ngoro12.eii 2181 with . their Ichoc again from the lower position, - 2182 1.11 (Iie upper The wheels 2172 then go back to] Jaiks in the position shown in dashed lines, 2184, The Fahrgekotell that the car is with 2183 Should the, 'Versc # hie = buu & the roller 2181 in the position 2182 are superfluous, then the 11.9 main runway 2170 at the point at which the Ilaixl) l1-1:. * The shifting of the wheels and possibly the guide pulley x1 .. k.-3., In olnie reduction and "the driving speed is so slow that you work with the greatest safety" because the shift is solloji long before the reach and the Vieiche can begin, or after leaving, the vic-irhe and re-reaching the main driving position, the wheels 2172 can go into the starting position 21J34 on odaler lärier Wegotrecke.

The fissure Fahroichiene 2175 in Fig. U 141. 142 as the rail 2187 may also be arranged werdeil sib in Fig. Which is here about (ler Fahrschlene 22170 14-31. The impeller ähillich the wheel 2172 of FIG. 11- 141 142 is here in Pig. 143 designated with 21188 and can alternatively take the positions 2190 and 2191 el-unehmen. FiGur 144 * Lt, 7 145.

Pig. 144 Zelgt in elevation and ptig. 145 in a side elevation an exemplary embodiment of a device which enables the moving wheels 2172 and 2188 on the Viagen to be shifted. While the Iaufrad 2172 or 2188 by means bekaiuite the rotation of the Laufradach; se, which is moved by the motor, takes part, a Bucluge sits loosely on the 2195 Iaufradachse 2196. The threads 2197 can BuCl-we 2195 in the fixed part 2198 screwed, no that through the flange 2199) which protrudes into the flange 2200 on the impeller 2172 or 2188 , the impeller is shifted. Two sockets 2195 are coupled to one another on the carriage by a rack 2201, so that the two running wheels 2172 and 2188 of a Vlagens perform the same movement when they are moved in the axial direction.

14 The movement of the rack 2201 according to Fig. 145 could, for example, be effected by sheet metal magazines that receive power from the control device of the Wagena or the control device could activate a device and a transmission gear that monitors the movement of the motor axis on the rack 2201 It is also possible, for example, to use a device as shown in FIG. 146 in order to positively move the toothed rack 2201. A bolt 2205 is pushed out of the chassis of the car by a device that is activated by the control device, or adjusted so that it slides under the surface 2206 or on the surface 2207 of the attachment 2208 of the parking rails 2175 or 2187 Ünd the ilebel 2210 moved so that the lever arm 2211 can assume the position shown or the position 2212, whereby the coupled with it The car drives to Pig. 141 and 142 - from the rail 2175 or 2187 back onto the rail 2170, so the wheels leave: he 2172 respectively. 2188 the Pahrsoj # iene 2175 or 2187, the last part 2215 of which is designed without a head 2178. In this last rail portion 2215, an approach sitting 2216 "of the bolt over its area 2217 in 2205 of Fig. 146 again inevitably leads, so that u via the lever 2210th 2211, the rack 2201 is moved so that the wheels 2172 and 21 $ 8 go to the starting position .. so that the% Vagen at the next switch is not removed from the main rail again.

At the location of the rack 2201 and the bushes 2195 also a linkage may be used, the "the two impellers or 2172 of a carriage 2188 moves axially parallel.

Devices that work according to the principle of devices could also be used to move the running wheels. as in -Fig. 61 are used, for example, to move the brake pad 1020. Also according to the principle of the devices that serve to change the brake pressure, -and which are shown, for example, in Figures 64 to 67 -j-the running wheels could be shifted in the axial direction in order to move the vehicles from to guide one ear rail to another. The devices for moving the running wheels could also be operated from the outside by personnel or by the passenger manually using a corresponding gesture or electrically using switches and 1st magnets. Devices working hydraulically or with compressed air could also be used to move the running wheels and these devices could be operated from dor, Itouervorrichtungen- or externally by 2orso = nal. .upplungsgleis zur zvi, -mgsweise 1, u plun "##, the wagons to trains. P- C.> As shown so far, the coupling of two a, en or several wagons becomes a wagon train of the driving,;: iLs = th or, in the case of goods transport, by the users of the 117agen and also by the supervisory staff of the automatic railway.

Coupling the Viagen to form trains significantly increases the traffic performance of the automatic j3ahn. By means of devices according to the Pi "" uwen 148 to 159 ka = the coupling of the ViaGen reaches four regardless of the wishes of the passengers or the users of the the wagons are set up by the supervisory staff.

This forced coupling can take place, for example, by automatically operating devices that come into action at certain times of the day with high traffic density and are dependent on Furthermore, if a track is heavily occupied or the feeder tracks assigned to this track, the forced coupling can be carried out and maintained until a lower occupancy of the tracks is registered by counting devices that register this heavy occupation and then activate the corresponding switching devices.

These automatically working devices for the forced clutch can can also be put into operation and decommissioned directly by the supervisory staff.

FiZur 14 The route 22309 the z. B. those on a larger route network 2231, 2232p 22339 22349 22351 2236 incoming Ylagen to take the next trip so112 is via connection ", #, ', sgleise 2240t 22419 2255 22569 22572 2258 and there forced to trains coupled. The r - 'leis 2244 can also serve as a coupling track. The turnout in 2259 will upplungsgleisen the 1 # to besti ned times of the day so that they are "the example on the tracks in 2232 and 2234 drives each car, remove from the tracks in 2232 and 2234 and lead to eiii Nupplungsgleis. With a turnout = installation in 2259, at If the turnouts have no moving parts, the parts on the vehicle that are used to switch to the turnouts are set by suitable devices in the car that can be switched from the Schlenenanla # "; e. In general, the coupling tracks 2250 or 2255 must be occupied first and then the other coupling tracks one after the other.

rigur 149 and 150.

Pig. -14-9 shows a - # iOlDP1ungsg leis in elevation u "l # l 'Fig. 150 ial plan. 1" - comes z.-u. a carriage on the Palirschienteil 2260, the turnout 2259 , so he is on the uleicteil. 226.1 , on which the car slows down, as already described.

U _, the journey takes place on the gliding part. Another slowdown 2262t 2263, on which the car, 01.B. on the ends of the wheel = eight drives, like that in Pig. 72 shown- is-.

The actual: jxpplungsgleis is here for example movably arranged. Its two Schienellteile 2266 and 2267 are mounted on the Hebe-Iii 2268 , which are pivoted on bolts 2,4 * 69. 1) The counterweights 2270 hold the rail parts 22G6 and 2267 so high that the first arriving 'carriage pushes the' rail-L-eij # (- " 2266 and 2267 next down, so that they are almost the same or almost the same . same Höh6 with the rail members 2262p 2263 are the downward movement is, for example, limited by stops 2272, the Ansätz -. intercept e 22.73 of the rail members 2266 and 2267, the first carriage Sets in BOwegung, -SO the Imschläge be 2272 from the ends of 2274. tripped running wheel axles of the car, which can happen, for example, by the fact that the ends 2274- of the Iaufrad = axles slide under the surfaces 2275 of the stops, whereby the stops are raised and the locking parts 2276 of the stops 2272 the lugs 2273 of the Schlenenteile 2266 and release 2267th the stops 2272 are mounted on bolts 2277th the rails = parts 2266 and 2267 now go down so that the running wheels Mongolo cart put a train on the track member 2279 simultaneously .

1111an note in this context once again what is said about Figs. 72 and 73 and in addition to Pig. 69 is said. If each axle on the car has its own motor, the initiation of load protection in the directions is to be closed, it will result that with different possible timings, rotation numbers of the first and second carriages = axis of the overload protection comes into operation until both running wheels, i.e. the first and second axes, are on the same track parts and both axes can have the same number of revolutions here.

This overload device should expediently supply current to the motor with a switching time delay, and possibly also reduce the current with a delay. Figure 151.

The first entering car 2280 on the coupling track is stopped at the front end of the track by the locking device 2281 , which pushes back the bolt 2282 of a motor switch in the car so that. the contacts 2283 and 2284 are separated and the power supply for the drive motor is interrupted. Contacts 2283 and 2284 are separated from wagon to wagon. The wagons receive power as in Fig. 58 and 79. Figure 152. If the coupling tracks are occupied by two or more wagons, then in 1.1, coupling part 2287 on rear part of a car, the IC: coupling part 2288 latched to the front part of a car. This .1 "" lip coupling should work mechanically, for example. However, other, for example, electrically or magnetically operating couplings according to known principles can also be used. The coupling according to FIG. 152 could, for example, be used in addition to the coupling according to FIG. 78 . The coupling parts 22879 2288 could be latched into one another by the weight of these parts or by counterweights. In the stations without the positive coupling, as it is to take place on the coupling tracks according to Fig. 48, the coupling parts 2287 and 2288 on the E - # nklinke-n are prevented by guide rails 2289 and 2290 on which the bolts 2291 'and 2292 slide along the coupling parts. If a car is braked on the open road and possibly comes to a standstill, a following car can drive up so close that the coupling parts 2288 and 2287 engage and an undesired coupling of the car occurs. A bolt or a rail protrudes from the rear part of the front car on the open road, which hold up the coupling part 2288 and prevent it from latching into the coupling part 2287. On the Kubplungsgleise'n according to Fig. 148 these bolts or rails are placed in the rear part of the car in such a way , e.g. - pulled back into the car by means of slide rails, so that the coupling part 2288 does not latch into the coupling part 2287 can prevent. When the car If you leave the coupling part, the bolts or rails cannot push the coupling part 2288 out of the 1, lipped position shown in FIG. 152 and can only stand at the side next to the coupling part 2288 . When the coupling parts 228T and 2288 are uncoupled, the bolts or rails return to the locking position by spring force and prevent the undesired latching of a coupling extension part 2288. The longitudinal locking device according to FIG. 78 ... which is operated by hand can be set up so that it can also be used for the positive clutch application.

Fi23r 153.

Each carriage on the coupling track presses a contact 2301 to a Xcontact 2302 with its bolt 2300 , so that a circuit is closed, the tB can be used to operate a device 23039, e.g. an electromagnet or a motorop, which triggers the locking device 2281 in Fig. 151 will.

The Bolt. 2282 in Pig. 151 can thus go to the right and the flow circuit of the drive motor in the first carriage is closed via the contacts 2283, 2284 in FIG. 15-1. FiELir 154.

The drive motors 2305 in the coupled car could receive power from the first car 2306 via the contacts 22, 83, 2284 in the first car. and from one cart to another via contacts 2307 on the rear of the carts and contacts 2308 on the front of the carts. - .bligur 155. However , it is more practical if each drive motor receives power from its own pantograph. If the motor switch 2282, 22839 2284 on the first car is switched on, then the current goes, for example, via an electrical device 23109, e.g. The circuit for the drive motor 2305 closes via contacts 2311 and 2312. At the same time, the current goes from the contact 2284 via a contact 2315 on the rear part of each car, via eiR contact 2316 on the front part of the coupled car to the device 2310, Pigur 156. It is also possible to use the switch bolt 2282 from FIG. 151 as long as the bolts 2320 in Fig. 156ed.hp they go through the entire carriage in its longitudinal direction. The bolts 2320 then all move as a function of the movement of the bolt 2320 in the first carriage and the contacts 2283 and 2284 are switched at the same time. Contacts 2283 are isolated from bolts 2320. The bolts are elastically designed to compensate for manufacturing tolerances. If the locking device 2281 in Fig. 151 is triggered, e.g. by a device 2303 as shown in Pig, 153 , the locking device. 2281 can only be in the locked position again. go when the whole train with the coupled wagons has passed, with the locking device 2281 being able to slide along, for example, over guide or slide rails that are attached to the wagons. Since the first car of the train takes control -abar =, the power supply to the control and safety devices is interrupted or switched over by the pushed-in position of the bolt5 228Z or -2320 in the attached car, e.g. B, by separating or rearranging the relevant contacts. Figure 157.

The triggering of the locking device 2281 -Fig. 151- can be agig of a certain length of the train, as shown in Fig. 153 . However, it can also be triggered independently by timers (time switches), possibly in conjunction with the device in FIG. 153 .

In Fig. 157 , the timer 2322, for example at certain time intervals, closes the circuit for putting the device 2303 into operation, which triggers the locking device 2281 -Fig. 151- d. * Aent. A switching device 2324 can also be used, for example, by the supervisory staff to close this circuit by hand. Coupling track from the other., Ensure that the triggering of the locking device 2281 ensures an orderly flow of traffic.

If z. If, for example, the locking device 2281 is triggered on a coupling track 2252 in FIG. 1489, the circuit which is used to operate the devices 2303 on the other 1-upp = control tracks can be interrupted. Only the blocking devices 2281 then need to be connected to contacts which are interrupted by the triggering of the blocking devices and these contacts would have to be switched or switched on all blocking devices of a route or several routes one after the other. be connected in series.

Fiaur 158.

The timers can also only be put into operation when a carriage 2280, 2325 has the locking device 2281 from FIG. 151 reached. The carriage then continues via a switch 2326, or - the timer into operation by mechanical or magnetically operating means 2327, or by inductive or capacitive influence. The timers can be, for example, mechanical clockworks with an electric winding mechanism or synchronous motors with counting devices that come into action after the set time has elapsed and trigger the 2281 locking device.

rigar-159 * -If the device 2303 from Fig. 153 is put into action, which can be done, for example, by timers and timers, then at the same time a circuit is closed via switch parts 2330 for a device 2331 which brings a pivotable stop 2332 into a position which allows the bolt 2282 or '2320 to open and move in the first fourth layer of a second train, as shown in FIGS. 151 and 156. If the first train leaves the station, the influencing of the device 2331 is ended and the lever 2333 with the stop 2332 releases the bolts 2282 or 2320, so that the carriage or the second train start moving can and moves forward in the station up to the blocking direction 2281. Purpose = moderately. It will be if a timer (timer) is inserted in line 2334, which is activated via device 2303p 2330 and, for example, after a few Seconds the device 2331, 2332., 2333 influenced and so the release of the bolt-2282-or. 2320 takes place. Another time meter can simultaneously supply power to device 2303 so that the second train can continue through without stopping. The loading of the coupling tracks with wagons, e.g. the coupling tracks 2250, 22519 2252p 2253 in Pig, 1489 takes place one after the other. If track 2250 is fully occupied, a contact such as contact 2301, 2302 will be made from the last viagen. Fig. 1539 closed., Which supplies electricity to the devices mentioned above, which at the switch to the second IC: coupling track or shortly before the switch in the wagon itself guide the wagons to the second coupling track "The process is repeated for the other coupling tracks. Coupling track devices like track parts 2266, 2267 in FIG. 149" can be located several times one behind the other, and only one locking device 2272, 2275p 2276 and 2277 could then possibly be used for all of them. These additional track parts 2266 '2267 can stand so long in Arbeltestellung, seen alleg in the direction of travel, one behind the other track parts of "Viagen are occupied and this occupation leads to the activation of a circuit similar to Figure 153, then a pivoting or lifting device, possibly a hydraulic device., for the -, track parts 2266j, 2267 in action and ' also the locking device 2272p 22759 2276 and 2277 Ausl east All track parts are then brought into the same position as described in FIGS. 149 and 150.

These processes on the coupling tracks with parts 2266, 2267 can therefore. can be controlled automatically ... but direct and indirect control by mechanical and electrical influencing via appropriate devices by the supervisory staff can also be used. Instead of co-clocking devices, as shown in the various figures or mentioned in the description, known inductive or capacitive devices for closing or interrupting circuits or for transmitting electrical energy to the devices of the subject matter of the invention can also be used be used. Figure 160.

The mechanically operated brakes $ as previously already besehrie = was Ben, and where the work frictional work to reduce the kinetic energy of the vehicle is used, made = borrowed 'it does not always die.länge the desired Üaße a limited hours = teh braking distance comply with safety . There are now proposed facilities braking = -at which the friction work here occurs during braking, not the decisive factor is # which serves to reduce the Bewägungsenergie of the vehicle, FIG 160 is at the Drive-track 2,341th a strip-2342 buildin = Untitled or worked out, which is provided with teeth 2343. This bar also means a profile reinforcement for the drive lane. A rail 2345 is mounted on the chassis between the legs 2344 of the carriage of the automatic train, which is provided with castors 2346. Fixed teeth 2347 or built-in rollers 2348 on the rail 2345 are placed between the teeth 2343 of the bar 2342 by the pressure of elastic bodies 2349, for example helical springs, during the braking process. . If the vehicle moves in arrow direction 2350, the rail 2345 with its teeth 2347 or rollers 2348 is continuously moved in the direction of arrow 2351 and 2352 ′. If the rollers 2348 'are used, or if the teeth 2347 are used, they are provided with slip or lubricant so that the friction between the teeth 2347 and the teeth 2343 can be kept low, then the elastic bodies 2349 are repeatedly pressed together the work that is done when braking and that serves to reduce the kinetic energy of the vehicle. If the rail 2345 is to be removed from the braking position shown, then, for example, electromagnets 2355 could attract the armatures 2356 and the rail 2345 would be raised via the rods 2357. Instead of the two devices with the parts 23499 23579 2356 and 2355 , only one such device in the middle of the rail 2345 could be effective. The stops 2358 hold the rail 2345 in an appropriate position when the carriage is on a part of the carriage rail 2341 that is not equipped with the bar 2342 and when the electromagnets 2355 are not in operation. The sheet magnets 2355 also receive electricity here, as was described in the braking devices already shown. The sheet magnets could also move this rail 2345 via a linkage that enables the rail 2345 to move in parallel.

Instead of electromagnets, e.g. also Druokluft = F inden application, the directly coupled DER rail 2345 who = the. In the place of teeth 2343, the bar 2342 can be provided with tenons, over which the teeth 2347 or the rollers 2348 slide. The different possible tooth shapes are not shown here.

The devices shown and described, which are here in FIG. 160 above the strip 2342, are, for example, attached to the chassis of the car. If the chassis is resilient on the axles of the running wheels, the chassis is pulled down when the car cabin is heavily loaded and the rail 2345 will therefore press harder on the bar 2342 during braking and thus shorten the braking distance accordingly. When using the construction shown, the rail 234.'e- when going down in the filing direction 2352 will be able to have a pushing effect and thus the braking power. the facility, decrease. This disadvantage can be eliminated if the rail 2345 has a correspondingly large amount of play between the legs 2344 or, for example, the right leg 2344 can deflect resiliently to the right when the sliding movement. the bar 2345 occurs.

If the chassis of a car is equipped with several such devices according to Fig. 160 , they are expediently arranged so that they do not have the same engagement position on their teeth at the same time, so that the braking of the vehicle is less jerky than that occurs when only one such device is used. Fl 2r # 161, 162, 163 and 164. In many cases it is expedient sein.alle serving for braking parts to attach itself to the vehicle and not a rail member on the driving =, as shown in Fig. 160 ist._ Figure 161 shows a Impeller 2371 of a car, which is laterally provided with a toothing 2372 , whose> individual teeth here z, B. consist of tapered rollers that can be lagerung'drehbar in a correspondingly shaped and by means of grease or other lubricant ""# - means are slightly movable with respect to the teeth on the impeller is a similar or even identical VerzahnuÜg 2373 in a disk 2374, the.. is with its sleeve portion 2375 on a flanachälichen sleeve 2376 slidably in the axial direction. by elastic body, z, B., one or more coil springs 2377 or z, B, by pneumatic means, the disk is 2374 of her Hüleenteil 2375 against the collar 2378 pressed socket 2376. This flanächähnliche socket 2376 is tung in acheialer Rich = verischiebbar and 4uch in which are rotatably mounted with their axes 2383 2371 for limited rotation on the stationary sleeve 2380 which is fastened with its collar 2381 on the carriage chassis 2382, the impellers. Vigur 162 shows, in the sewing direction of the arrow 2384, the attached part 2385 on the disk 23749 and the attached part 386 on the flange-like bush 2376, which with their legs 2387 form a groove 2388 in which a fixed bar 2390 is inserted, which serves as a stop to limit the rotary movement of the disk 2374 and the bush 2376 . If the groove 2388 very made wide, as-shown in Fig. 162 illustrated, 9 so can in the groove 2388 elastic Mörper, for example leaf springs 2391 .. are attached to the strip 2390 and the parts referred to in the illustrated rest position.-The flange-like bush 2376 is provided with a collar 2394, which is clasped by a flange 2395, the disk 2396 with some clearance. This disk 2396 has almost the same type as the disk 2374 and the flange-like bush 2376 FU4rung on the bar 2390, but it only has so much leeway on this bar 2390 that it cannot turn and can only be moved in the axial direction. On the toothing 2397 of the disk 2396 lies the disk 2400 with its toothing 2401. This disk 2400 is rotatable on the stationary bush, 2380. 163 shows, viewed in the direction of the arrow 2403, the disk 2400 with its toothing 2401. On the outer circumference, the disk 2400 can have toothing 2404, into which a toothed rack 2405 engages, which is attached to the part 2406 of the carriage chassis is attached or stored .. on which the car cabin hangs.

and this part 2406 of the carriage chassis is resiliently suspended from the frame already mentioned, in which the running wheels of the carriage are mounted. Depending on the size of the load, the part 2406 will be higher or lower and this bleeding is transmitted from the rack 2405 to the disk 2400. The toothing 2401 of the disk 2400 accordingly slides along the toothing 2397 of the disk 2396 and the disk 2396 is thus shifted more or less in the axial direction. This shift was measured by the bush 2376 and the washer 2374 with its sleeve part 2375 is also shifted in the direction of the arrow 2384 via the helical springs 2377, Corresponding to the displacement of the gearing-2401 werdeü the teeth, here in this Xonstruktionsbeispiel the tapered rollers 2372 and 2373 more or less interlocking, as the impeller rotates 2371 with the Kegelrollen.2.372, so must the lZegelrollen 2373 evade to the right, that is, the Disk 2374 with its sleeve part 2375 is shifted to the right and compresses the coil spring 2377 and the work done here will reduce the kinetic energy of the vehicle and also bring the vehicle to a standstill. The duration of the braking of the vehicle or the length of the braking distance could be determined and regulated with the devices described, depending on the load on the vehicle by people or goods. The ones in Piz. 163 illustrated rack 2405 could also transmit its movement C.1 via a gear transmission to the disk 2400, thereby z, B. to increase the rotational movement of the disk .2400. The rack and also such a gear drive could be replaced by a lever drive, as shown in the left part of Fig. 163 , the lever arm 2410 is movably mounted in the disc 2400 - the lever arm 2411 is essentially movably connected: - -den with the rod 2412, which like the Zabnstange'2405 is attached to a part 2406 of the carriage chassis, which is resiliently suspended =. The lever 2410, 2411 can be pivoted in the fixed bearing 2413.

Figure 164. M # (p - could the rack 2405 or the rack 2412 -Fig, 163- subdivide into an upper part 2418 which is connected to the part 2406 -Fig. 163- and a lower part 2419 which the function of the rack 2405 or the rod 2412 according to Fig. 163. The part 2418 is connected to the part 2406 of the carriage chassis, as shown in Fig. 167 and will assume positions of different heights depending on the load on the vehicle the braking device according to Figures 1619, 162 and 163 come into action, for example, a wedge-shaped part 2420 could be pushed to the left by an electromagnet or spring force or air devices, so that the lower part 2419 of the rack 2405 or the Rod 2412 after shifted down and the disk 2400 is rotated. If the braking activity is to be ended, the wedge-shaped part 2420 is pulled to the right again, which can be done by spring force, for example, and the part 2419 of the bar 2405 or the bar 2412, .could be upward by spring force are pressed, whereby the disk 2400 goes back to its starting position and at the same time, the disk 2396 can now move to the right, x = what z..B ", dur " 011, # ien pressure of leaf springs 2424 against the protrusions 2425 of the disk 2396 can be done.

According to what has been described so far - in the case of the braking device according to Figures 161 to 164 - determines the movement of the disk suggested that the beginning of the braking work no longer depends on the movement of the disc 2400. This can be achieved if, for example, electromagnets 2407 or compressed air devices-24-29 have been attached to the flange-like socket 2376 , which pull the disk 2374 with its litilzente: LI 2375 to the right so that the screw nut 2377- is pressed together and the toothing 2373 cannot penetrate into the toothing 2372. The electromagnets 2407 or the compressed air devices 2429 do not necessarily need to be attached to the bushing 2376 , but can be attached to a stand-alone frame. With such a free-standing type of fastening, it is also possible to have the sheet magnets 2407 or the compressed air devices 2429 act in reverse and thus engage the toothing 2373 in the toothing 2372 . While the compressed air device 2429 pushes the disk 2374, the sheet magnets 2407 could move the disk 2374 to the left via armatures and push rods, but with this mode of operation of the compressed air devices 2429 and sheet magnet 2407, the helical spring 2377 would not have to act as a compression spring , but rather act as a tension spring.

If you regulate the size of the force of the compressed air devices or the metal magnets as a function of the load on the vehicle, then you could determine and adjust the amount of braking work on the gears M2 and 2373 and then the disks 2396 and 2400 with their toothing and the devices according to Figures 163 and 164 are superfluous. The part 2406 -Pig.163- of the Viagen chassis could be connected to the valve for the compressed air devices 2429 or to regulating devices for the sheet magnets 2407 and actuated or regulated according to the position of the part 2406. 61 shows a braking device which can work with increasing or decreasing brake pressure. The parts of this braking device which regulate or uniformly change the braking effect could also be used in braking devices based on the principle of Pig, 1-60, in particular Pig, 161 . The regulating brake parts according to Fig. 6j # could in the braking device according to Fig. 161 # - «4-gyi..160pdie. Operate valves for the compressed air equipment or the Regul14ere-in = directions, such as regulating resistors for sheet metal magnets.

Devices for changing the braking effect "as they are shown in other braking devices, for example, in FIGS. 64, 65, 66 , could also be used here in the braking devices according to FIGS . 160 and 161 all shown and described braking devices, e.g. if the power supply for the electromagnets, which serve as brake air magnets or hold the valves as holding magnets, e.g. for the compressed air devices or the regulating devices for brake magnets in the rest or initial position this context means 59.in which safety rails are again according to the figures 58 and- displayed on the routes and in the stations. .bremseinrichtungen of FIG. 160 could stand a web are applied at C>, wherein the toothed ledge 2342 as a brake = Rail can be arranged between the two rails of the track system and the one to the braking device time are attached to the vehicle itself via this brake rail. Figure 165.

4-n the junction points of the running rail, the gaps between the rails should not cause any jolts to the running wheels of the wagons. The running wheels are shown, for example, in FIGS. 3.48, 499, 50e, 69s, 72 and 73 and are designated differently. In the pig. 165 the impeller is numbered 2431. Its flanges 2432 and 2433 run at the joints between the running rails 2441 are attached.

The upper surfaces of the support strips could be at the same height and the guard rails could have the same height * so that unit = borne dimensions can facilitate the ivionage of the Fahritisten * The inclined surfaces 27442 and 2443 are the contact surfaces for the wheel flanges, the diameter of which is the same for all vehicles of the automatic lane is to be kept. Have lying contact surfaces for the driving strips and on the driving strips could - the lower surface w.erden held at an angle in order to be able to adjust the running surface 2445 of the driving strips to the required height by moving the - driving strip on the supporting strips. The running rails can be attached to the running rails, for example, by screws, rivets and pins2 or by welding to a running rail.

Fio # r 166.

According to Fig. 2 it is proposed to build the track system so that the The tracks in the north-south direction are higher or lower than the tracks in the Viest-Ost-R-Ichtung and the tracks in one direction with those in the other direction by ascending or - descending curved tracks are connected, with tongues at the openings the tracks the course of the rail system is similar to the course of the modern car-road crossing systems.

With the automatic train, there is also a traffic flow at the track crossings possible .. as it is drawn as ice traffic = traffic on roads, whereby the The tracks are all at the same height and are connected by a track at the same height that does not necessarily have to have a circular shape.

In Fig. 166 , for example, the connecting rail 2451 serves to connect the tracks 2452, 2453, 24549, 2455 and? "# 5§." are indicated by the 2feile 2457. Illenn the turnout devices on the tracks z.ii. after -the Pig. 47 and 1419 1422 143 or the devices on the wagon itself, z * BO according to Figs. 489 499 50 and 141t 143 are used - then the various rails 2458 are used, which are fixed in these areas. The rail head and other parts of the rail are recessed on the connecting rail 2451, as has already been described at the other switch points.

FL; ur 167.

In the place of the safety rails, as shown in the fibrures 58 and 59 .. induction elements for L-bertra = to regulate the safety distance between the separately moving wagons.

The transmission induction element 2465 is located on the side of the car, which inductively transmits the current to the induction elements 2466, which are installed on the rail, for example. The induction elements are electrically connected to one another and the row 2466a in the drawing below is through the connection 2467 connected to the top row 2466b of induction elements. The receiving induction element 2468, which is attached to the side of the following vehicle and absorbs the induction energy, is directly or via electrically operating amplifier devices with the braking devices in connection, which are used to trigger or regulate the brakes . Amplifier devices from the field of electronics can also be used here.

According to the illustration in FIG. 167 , the induction elements 2465 and 2468 are kept so long here that they are always in full inductive coupling with an induction element 2466. The division of the signal current Transmission device into several induction elements 24669 is not absolutely necessary and a continuous, uniform induction element or two such elements with a connection 2467 could be used. It should be mentioned that it is possible to work here with work and closed-circuit current devices. According to the type of safety or signal rails, according to the prop. 58 and 59, electrical conductors can be in ribbon or cable form, to which, for example, high-frequency currents are transmitted from one car and can be picked up by the following car, in order to use suitable devices that are known to brake the car from here . With the devices of the automatic tracks shown so far, which are used to control the days and, in connection with this, to operate the various devices on the rails or in the wagons themselves, all current transmissions could be inductive, but also capacitive. The sliding contact rings etc. could be replaced by induction elements or capacitor plates. The electrical energies transmitted here could be amplified by known electrical devices, for which purpose again electronic equipment come into use. Since the counting points of the control are on the rails 1, induction elements are attached to the rails, from where the control devices are operated directly or via amplifiers. The movement devices for the control drums are also z, B. operated by sheet magnets.

The braking devices axi the running wheels could electromagnetic = table work and also electromagnetic rail brakes could be used.

The switch devices on the running rails and on the vehicle itself, can be moved electromagnetically.

The money counting devices and the devices for measuring the amount covered The number of kilometers of the car could be switched electromagnetically, whereby this Electromagnets directly or through amplifier devices. Current from the induction elements received at the switching points of the rail or from there relays could be actuated that feed the sheet magnet special work stream.

The security doors in the stations could be locked purely electromechanically and triggered accordingly. The doors on the car itself can also be locked electromagnetically. The carriages can be coupled together electromagnetically. Locking devices on the routes, which are used to redirect the wagons if part of the route network is not to be used, can be operated electromagnetically, which can also be done remotely, and the locking devices can inductively use the energy to actuate or trigger the corresponding control elements on the wagon transfer. The money collecting boxes on the car can also be operated electromagnetically and this operation could also be controlled inductively from the driving route at the money collecting points. In summary, it can be said that on all devices of the automatic train, energy., # For actuation or control can be transmitted inductively and also capacitively. Then, in order to strengthen the energy facilities, many applications would also have to be found in the field of electronics. Mechanically working power amplifiers, such as pressure = air and hydraulic devices .. could also be put into action via electrical control devices, which could be used, for example, in the case of the brakes. light rays and also ultraviolet rays could be used in devices such as dead cells and, for example, monitor the safety distance between vehicles and regulate it in conjunction with generally known devices, but this could also be done using sound waves and ultrasound waves, for example . It must be mentioned that wireless transmitting and receiving devices can also work between the -A-, n ', for example to monitor and regulate the safety distance of the viagen. It is technically possible to use known electronically working counting devices instead of the counter and control devices proposed by the b * Isher, which operate the control of the car or the control organs already described via relays and amplifiers. In the case of the automatic railway, the wagons could be guided and carried like the wagons in the suspension railway with wheelless vehicles that are guided along iron suspension rails by means of magnetic fields, whereby the devices used to move the wagons can also be used., which is shown in the patent specification 643,316 $ class 20k, group 39 and the associated additional patents. The electrical energy for the drive motors of the automatic train could be transmitted inductively.

The running rail itself could serve as a StromzufUh ungsschiene, with they would have to be fastened in isolation and the vehicle cabins would have to be separated from the chassis isolated se in.

'The station tracks could be under the rails of the main line =' But ken also lie above these Eahrschienen and by curve = shaped verb indentation achienes be connected to the switch equipment with the carriage rails.

-The station tracks could be performed are g so deep that one can comfortably enter from the earth aus.zB in the amount of roads that Wagenkabienen. The descending and ascending rails that lead to and from the Stationaschienenj ', - can be provided with toothed racks or chains in which a gear driven by the drive motor of the carriage engages, which possibly has such a low number of revolutions via a gearbox. thinks that the xotor of the car does not need to have an excessively strong torque to cope with inclines on the pedestrian streets, which will contribute to the economic efficiency of the automatic train. In addition to racks and chains, cable pulling devices with appropriate brackets could also be used. that hold the car on the rope, are used. Such devices are known. There could also be tranaport chains and ropes on these parts of the parking routes continuously or if necessary by known, automatically operating devices in which the vehicles can be integrated in a known manner. or append, whereby the drive motors of the vehicles can be switched off Switching off the motors could be done, for example, by activating KippsQhalter or resilient contacts in the chassis from the outside, which could be done by turning levers when sliding the same over slide rails that are arranged next to the running rails. Regarding the coupling track devices, it should also be said that these devices can be used in every station, which can be put into operation as required, which can also be done remotely. The control devices can also only be used to steer the car to stations. Then they would not be used for steering to other crossing routes. In this case, however, the passengers would often have to change trains.

Technically it is also possible to use the steering current to move the rudders on small ships or boats. Above the channels there could be the conductor lines or Induction systems etc. for traction and signal currents. A roundabout could take place at the junction points of the Xanal routes, unless other known traffic regulating devices are used that allow vehicles to drive straight ahead in different directions.

The track systems of the automatic train can be used in cities via, Arranged inside and outside of the buildings for residential, office and other purposes be.

The trolleys can be connected in special stations where newspaper purchases and other things are to be made possible. Each has its Vlagen S chlüs s el is taken from the passenger most appropriate a castle. For each car there is a short station rail with appropriate switches.

For long-distance railways, the carriages can be fitted with appropriate conversion equipment to convert the car into a sleeping car. wele.fon, e.g. wireless, can be built into the car. Telephoning can also be made possible via conductor lines. - Also can see for delivering or receiving mail items or other gegenstän = while driving use in automatic path known devices. Car as a trailer, for example. are used for the transport of goods., do not need a control and 'no money counter. The cars can be as low gewähl * t "that the on and off = the car roof rise hoohgeklappt or the seat can be pushed out sideways to facilitate Mussum disembarking. It not only can one-man car" but also larger vehicles are used. Special stations can be set up for cars with special equipment and possibly a higher fare. In the case of coupled cars, the front and rear car windows can be pushed open to close the upper parts of the car. connect and to enable a linguistic connection of the passengers. This may of course also be achieved by phones, -or computationally tubes by S, in areas where icing 9 and drifting snow can lead to otörungen Betriebest., Is nioht just a monorail zweck.4 moderate, but also the roofing of the routes.

The motor does not have to act directly on the running wheels. The use of automatic starters is also possible. The starters are regulated by the movement of the running wheels and are set to their starting position when the motor is de-energized. Not only electricity can be used for operation, but also gasoline, gas oil, steam, etc. Equipped with existing bolts. allowing only the conversion of the points "for certain stations to = at fault in the control device-.to are not directed to a public 2ersonen station Inside the cities, especially where little space in de;. r # The stop, which is electrically moved in Fig. 88 , can also be moved mechanically by the passenger by means of a lever. The circuit for the drive motors of a car could be interrupted by the load on the car or by the load on the seat in the car by actuating or breaking contacts. The closing of the circuit for the drive motors could take place when the Viagentür is closed or

when money has been inserted, the inserted coin making contact Actuated directly or via known switching elements and so the motors are supplied with power leaves. On the other hand, it is also possible when using smaller cars the capacity of a 2-S0A and also for larger cars with the capacity For example, depending on the number of coins, two 2-person insertions of money to make-of the load of the seats of the Viagens, whereby also a jump seat in the small one Trolley with the capacity of a person normally considered will. The load on the seats then does not need to close the circuit for the motors to fill, but the money counting device closes automatically this circuit, even if the Vlagentür is closed. In bigger cars e.g. each seat could have its own money counter. The money counters could then only close the circuit for the drive motors together or prepare. The male throw-in and also the burden or the occupation of the seats with people. could so outwardly at.die-Wagenwandung, visible or palpable can be made "that this feeling e.g. Serve cams, mechanically or electrically to actuate signaling devices can, which may automatically lead the car to a control track .. its Switch is operated accordingly.

If several viages are coupled to a train, the closing is the Circuits for the motors in each individual car initially depending on the working position the coupling elements and also depending on the position of the car doors and the Money = counting devices in the individual cars, from the control devices could be mechanical or elec ---. trisoh made visible or palpable to the outside world will, Every wagon can have a wagon number, e.g. in ilorrn of holes punched in a sheet of metal. The arrangement of the holes could be similar to the perforation on a Hollerith = card (the "v sheet metal plate is attached to the outside of the car.

At certain points of the railway system there are entry control points directs, in which Abfühlhebgl are attached, which brush over the metal sheets and fall into the holes in the sheet metal.

If the sensing levers are set to a certain number, i.e. to a combination of holes, then these sensing levers mechanically or electrically close a connection to a signaling device when the corresponding car with this set number drives through the control point. The functioning of this control device is the same as that of the automatic ID card roll device according to patent no. 703 187 class 43a. Actuation of the signaling device can prompt the supervisory staff to take appropriate measures; But it can also lead to the automatic actuation of switch devices on the track or on the wagon itself - and thus lead the wagon to special control tracks where passengers or loads or other properties of the wagon can be checked.

In the case of the automatic train, which is designed as a suspension monorail, the viages run on rails that are supported by pillars in open terrain and in correspondingly wide streets. The rails can also be carried by brackets that are attached to stable walls of buildings. The railway system with its tracks and also with its stations can be located inside buildings. 1-Jan could e.g. Set up a floor of long rows of buildings for the automatic train installation. If the buildings are not too high, the track system could also be placed on the roofs of the buildings. At the road crossings and other spaces between the rows of buildings, bridges could carry the tracks. That the railway system is completely or z.1.2. can be used as a subway or tube railway, should be mentioned. Progress verkellromitteln gen by the "automatic path" to the today '= the, is achieved. The most important 5 characteristics of the means of transport are: fast =, keitg safety, punctuality 'and a regular and also cheap traffic.

Albeit at the railways and at the other surfaces = these properties transport more or less. So united but not transport all of these self-sheep = th in the desired favorable Weise'o When au + omatischen web Selnielliakeit is greater than with today's railways and omnibuses without a higher driving speed. The travel speed Since the Babn. Has its own track structure that is not touched by others, vehicles or pedestrians, collisions with it are not possible. Appropriate devices also prevent the carriages from moving onto one another. The security is therefore greater than with the known means of transport. Derailments etc. are caused, so # the damage to the health or life of the passengers and the material damage under the same circumstances is not as great as with today's means of transport # because each vehicle is only occupied by one person.

Regarding punctuality and regularity, it can be said that the station is permanently operational, because the stations are automatically filled with cars when other cars with passengers leave the station.

For the sake of cheapness, the following: - The savings in wages for driving staff, the possibility of cheap electrical operation, low insurance sums, etc. enable a ride and transport price that is below that of today's means of transport.

The new- # Lu, # pmati..s-like path would therefore have the desired 5 properties to a high degree.

Claims (1)

Automatic car, 1 TZßmPortQ * and transport, with vehicles on rails or schlenenMmlicher Bahng to carry Pereionen, animals and GLIterng the tasks of railway and known. Road vehicles that are used in internal operations, larger production and operational start-ups and in public and private traffic, thereby aekenn that the activity is the Pordonaleg, which is used in the known rolling and road vehicles for stumbling and escorting of the vehicles and in the vehicles and in the stations of the Verkohr'sanlagen to the massing of the conveyors and in the switch systems ete. used Istu automatically of equipment an d facilities could have been executed # mechanically and / or electrically "Working iso that only Beaufsicht: LWanß the Verkehrennlosen and Itil: foäeintung * In the stations and interference 'in and on the systems to Verkehramittelag Personal erform derlioh Ist, 29 - Automatic railroad according to claim 1, characterized9 that the track system is supported by main rails # the switch equipment connected with side rails and # which serve as a station line * Anton & - railroad # according to claim lu characterized in that the crossing rails of the railway stations are not on the same level and are connected to one another by connecting axes via switch devices. achleittodern (W) or (0) # nondern are connected by the SchIaifkontakten (330) Uber the contact parts (311) and (312) -this Zählwerketeil the other to a control parts of a @ Be aut for controlling the North Sild -Strecken used and goes to zweitep control part after the end of the control Tellen $ then & to Steuerun en-t of the Went-East routes used and after the current to the Schleifkon # nude directs that the Wei - chenumetellvorm direction current zufUhrt, kl%. 33o (to Fig. 19). Automatic path according to Anepruoh 32, characterized in that the harvest control current direction is maintained in each control part by the hold relay (350 to 352 and 355 to 357) 9 until the control part has expired * 34o (to Abbe 20) Automatic Balm after Annpruch 5 and 6e characterized in that the Steaermtrom first to the control portion Zelenkt is through the U = Chalter (365 bit) 367) # of harvest Pahrtrichtung determine shall 35o (au Fig, 21) Automatic web according to claim 5 and 60 characterized group dating = calibration notg because in each control part a part is used to select the routes and a part e.g. (3829, 387, and 380) is used to select the stations that lie between the intersecting routes on a route * 369 (see Abbe 22) see automatic Web according to claim 35, characterized in that after the toilet in. the control points that are used for route selection # the control current curve t * B, from the rod (382) 9 when the Oeatellt is at 0 zero and the connection (407 and 405) is subsequently determined @ 37: (to Fig. 1 and 20) Automatic railroad according to claim 5 and 6, characterized in that the carriages bypass blocked parts of the track routes, additionally by switching the control currents via the contacts (412 "and 413) so that the two control panels are closed, -, current at the same time received * 330 (zu-Abb, 23 and 24) Atitomatic Balm according to Amprach! i and 69 characterized in that the sliding contact (435) is perpendicular to the ZMlwerkaollzo, so that number and indexing drums can be used by Plato. 390 (to Fig, 25 and 29) Autohatische web according Ampruch 5 and 69dagroh in that the control devices besteheng (487) partially from rings which serve to adjust the Naamer the destination station, and (495 and 494) that prints songs move the Ilber cam Still yew (496.und 497) and by Schl If the zone clocks z & B * (470 and 473) determine the direction of the control current, »men, 40, (to Fig, 26 and 30) Automatic path according to An'apruch 5 and 6, dad, .Lroh Gekenn," - calibration notg that through the inatellunj * der r% in -e (502) on the liu. = or the Zieletationg via the cam (510) the indexing disc (511) is brought into the required indexing, 41, - (to Abbo 27 and 28) Aiztomatischo track according to claim 5 and 69 characterized in that in the "eiUiliverkg" on don control points of the routes one part of the control device bildotg the Bcwojunj from one trough to the other Ubor Zahnrilder zone (533 and 534) transfers, 42, 6 to Fig. 32a and -32b) Automatic track according to claims 5 and 6, characterized. that in each control part, e.g. (Abbe 19), the direction of the control current is maintained by the A = otiertin5 of the contact parts (351 and 356) 9 until the control parts have read out the pawl (559) , 43, (to Abbe ., 31) automation .- before uahn according Ampruoh 42 "characterized i; okenuzoicbr & OTP that the control members when re-j- before expiration; triggered by separating dqr Zontakte (548 and 549) and slaichzeitig the SDerrklinkc (559) is interrupted ingitelluna the, control current and the tooth ten99 (540), which is used for Mawerlmeinetstellung, are antarrotlort. 449 (to Fig. 339 34 and 35) Autonatioche Bnhn according to claims 5 and 6 # characterized in that the rotation of the control devices takes place at the control points of the pahretrooken the movement of the Iainken (595 or 613) 45 @ (to Fig. 36 and 37) Automatic track according to claims 5 and 60 thereby connected: without the fact that the threat, 3 of the Maworke in the control device by the threat of the gear (646) takes place 'daa d is rotated by the ZahrmtanZe (644), which is pressed at the control points In the ZUhne the gear wheel (644) and shifted to the side by the slide '(635 or 675), 46, (to Fig, 38> Autom-atioche Balüm nach 5 and 6, dadart characterized # deß the movement of the pawls (595 and 613) and the slides (641, 635 and 675) z @ Be by bolts (712) , which at the control points by sliding over the rails (710 ) can be moved. 47a (to Abbe 39) Automatic track according to claims 5 and 6g, da = duxoh geken = calibrated that at the control points the plane (732) is moved by the bolt (730) and its movement via the ilebel arm (735) is the bolt ( 712) transferred to 489 (to Fig, 40) Automatic track according to Anapruch 5 and 6, then characterized by the fact that the warning to threaten the control device takes place by lifting rails (742) which lead at the control points via bolts (730) 49o (to Abbe 41 to 44), automatic track according to claim and 6e, characterized in that the movement of the control devices at the steaer points through the Drohur.S van gears & f (745) takes place »depending on the direction of travel to the left or> roohte It rotates w-er-dön " , 50". (To Fig. 45) -Auto.matinehe railway according to Anapruch 2, 3 and 45, that with the as a stand railway there is a Zweisch # * enenaleis (775 and 776) with vehicles on four Wheels, the usual known Iaeichenanlagen Anwondune find. Which by the Steuorvorrichtungen (Abbe 6 to 44) genteum place. 51, (to Fig, ß46) Automatic track according to Anupruch 29 3 and 4g daduich markedi that in the construction as-a-Schiomnen-Stand- or hanging track, the.Fahrschlünteil (783) is movable and serves as a ..- oak. 52, (to Fig. 46) Automatic train according to claim 2 # 3 and 41, characterized in that the guide rail parts (786 and 787) are inhabited at the Balaauv £ Uhrmiüe- elei single-rail stand or BUrw, -ebahn vind und.ale switch serve, ... 53 * (to Fig. 479 49 and 50) Switch device of an ilWibpobahn, applicable Vir the automatincho. Track after the Amprächen 29, 3 and 49 characterized by the fact that the Führechinnenteile '(7919 792 and 793) and (794p 795 and 796) and (800) are fixed and to the clock = & the Vezenräder, (845 and ffl bzldvt 850 and 851) movable rail parts (797 and 799) serve 54, (to Abbe 470 49 and 50) T, # aZen an Ilclinzebahn, 9 (Inwenabur fitr the automatic railway according to claim 110 by CO1COnnzOlchnOto that the 'ways my Radachnen two Laufritder hats wherein the impellers (845 bzwe 851) of the carry a series as ihiuptlaufräder the ILaUP # = fel the rails "," cLGen and (bzwe 846,850) of the impellers of the eunderen as P..eihe Nebönwheelsg on the junction where the Pahrsohiene der Waeen is carried, 55, R (to Abbe 471, 49 and 50) A Gleinmalage and carriage of a lillni; obahn, according to A = tests 53 and 549 = uond «bar £ Ur the automatic railway to the anriprUoben 29 3 and 4 and 19 characterized # that at the counter points of the sliding system and at the stops of the Pahrschlen'en the Lauta wheels ('845 and 846 or, 850 and 851) with their sides (Radm ItrtUmen) at the side rails (792 and 793 or * 795 and 796) running 56. Fig. 49) Automatic track according to Aneptuch 2 # 3 and 4, by means of which gekorthm draws @ that oin algspririgen of the wheels on the HUnbahn from the Pahrschiene is prevented by the bilgel (842 and 843) where (to Fig ', 50) automatic train after address 29 3 and 4 # thereby Zekomi = draws that at the points a jumping off the Rilder ton the Fahrcöhienen. the rails (857 and 856) is prevented, 50, (to Abbe 459 46a 479 48s 49 and 50), Automatioche Bahn according to claim 2e 3 and 4 # dArch & ex identifies .. duss the RUelmtellux4 ", deri switches by L.Icktro = magnets or by 2oderlcraft or weights done km = " 599 (to Fig, 50). Gleinanlaao and Waßen a monorail system, applicable to the automatic gear according to AnaprUchen 1, 2v 3 and 4 and-53 and 54, characterized i; ckon = oiohnot that the Laufrädor (850) in the lurch "menner are smaller than the Ißufräder (851 ) o 6o. (to Fig, 45 to 50) Autornatic track according to claim 2 bie 6 "characterized in that d, # trch the control devices Strozirreine rides et verdem # the ';,' calibrate via sliding contacts or via Elelctromtv.; note or. 1. '£ otore' which leads to the U .-, m-tollumg of the switches Werdan, 61 j, Abbe 50) 0 WaG.en an IlUaigebahn, applicable for the automatic .Bahn after Ans prach 1 p thereby shaped, -. e ichnet 9 that the laufradm axes or LaufrII-I to the drive motors coupled no EINDT that they Z, D, to the soft points in Übergan3 of a 11auptfahrachiene a abzweiZende Pahrechiene your Umdrehungem Zau unabhäne # ii; from the notor can increase #, 620 (to Abbe 50) j% uto.mtische Balin according to claim 1 ", daduxch marked" that the engines are provided with well-known overloading equipment, which is particularly useful when the equipment is overgrown others can come into action & 63. (to Fig. 51) Automatic track according to Anapruch 2 # 3 and 4, thereby so = characterizing that the ElektiromLV2, not the turnout while driving through the turnout so the reverse current gets from the car pin (873) is moved and the rontatte (# e65 and 866) Setre = t * was 64. (for Fig. 52) automation Riche web 29 nach.Anaprach 3 and 4, characterized gen kei = eichnet that the switch of the UmtellunC The sheet magnet (875) is held in the reversed position by a locking member (881) and that by this movement of the locking members the electrical circuit of the sheet metal magnet is interrupted by disconnecting the contacts (876 and 877) . " 651 Fig, 52) -Automntiebhe Bahn after Anepruoh 29 39 4 and 649 by j; ekenmeichno..t # that the BlelctroranGnet (875) can get power again when the Vagren has passed the switch and by moving the Ilebels ( 884) the locking member (881) malösto sn that the contact (877) again at the contact LVJ6J ge (; te 666 (to Abbe 53) Automatic path according to Anapruch 2, 3 and 49 thereby gekemzim draws # dad 'through wool (897) Wozen the rail * (895) is moved p z * B * ariZehobeng and your movement, for example, from the switch points (798, 834) around in Fig. 49. 67o (to Abbo "54) Automatic lift to Abbe 2a 39 4 and -66p characterized in accordance with # that. The movement of the parts (397) of Eleictromagnem th (904), which receive power from the control device, 68, (to Abbe 55 and 56) Autoonatiriche track according to address 2 , 3 and 49- gekonnn characterized characterized in that X; #q wnrend by the driving of the "ti * eicho same th in a besti = position is held by the at Wag The parts (9 # 1 and 922) that prevent the switch parts (920 # 923) from moving. 69o (to Fig. 57) Automatic track * according to claims 2, 3 and 4, 9, characterized in that the parts (897) adjoin the Ytlacene by moving the contacts (928) . the Zontakte (929) 4 on the Blektro-.mi; neten to the turnout metering power supply (your. 70 * (to Fig. 56 and 53) Automatic track after address 2 # 3 and 4, because the canal draws, that the TJ = tolling of the een yield to Steuervorrichn is beatimmt obligations or '? ahrgest by closing S tromkreinen in Waaen odor by möchanloche movement of Teilong ZOB "(921) or (897) 9 Ümstellung the soft-vorni = to 750 (to Ablo. 50 and -59) Auto.n.fitioche E'ahh to Anlipruch 71 am 74, thereby hekonna signifies that the energy via the security lines -Ubcrtra #, - ene energy, the furnishings. in bedtob's, the reduction of the driving speed the WvZons come into action 76. (to page 509, section 4) -Automati #,; this 13 "-lhh according to Anupruch 7, 8 and 99 is characterized by this that for the containment of an abutment between the separately leading Wa & cn or 'gagenzUrenp beltm = te facilities find application for the Ube-rtraeuni; of light beams or * to the wireless transmission of electrical encoders, ic and the well-known correspon Primary home furnishings. 77o (to Fig. 60) Automntit, iche path after An-, pruch 8 and 9, d., Idtirch konrin draws, dan bol atromloll become the Pii.) Irleitur4tp or in case of interruption, the Stro-az '* Lz, & t 'IllirunG by the electro: MC, # neten (940 in Fig. 58), a Poderbromso (Fig. 60) in action' 780 (to Cb. 61) path after Axi3p-, uc # b 8 and 9 "dada # I like it 870 (to Abbe 69 # 70 and 71) Autom.atioche train according to claim 85, characterized in that the motor screwing the socket (1206) into the part (1211) which the beech (1205) from the Teeth of the gear (1216) and the spring (1225) calibrated relaxed. Sab (to add page 62 # below. And page 63) Automatic track according to claims 8 and 9j, characterized by the fact that -w deceleration and for positioning the wagons well-known among other things & nettch (electro., Mnotic) 'working noemseino directions are used * 890 ( to the addition page 639, section 3) Automatic track according to claim 19, characterized in that a pawl device on the car prevents the car from automatically reversing on the ascending track, reducing the speed of the car without bromine devices. 90, a (. To fig 72) Automatioche web according Ampruch 109 thereby j: okon '= eichn nice that (1246) or moves to the Aelmenenden (1247) 1248) for Veränderuna the Fahrgoschwindigkeit the WvZon on the small wheels * 910 (to Fig. 73) Automatic BWm according to Amprach 109 characterized @ da13 of the ways with Ziviechenwheels (1265) a = Sootatteng can be done via ZahnreAaetr: Lebe anSetriebe, and are used to achieve speed limits, for example between the ends of the axles and the larger ones run up. Nice 92s (65p to the additional side portion 2) Automatioche facing = eh A = prach 10, da4urch-gekommeinbm that the GleiGenlaGes of the to Fahrgei3oh, v.-indii; '. Zoit deu VkiGenr. the Ilobol (1298) through? eder = kraft (1294) and with a U: eil (1320) through Aneahla-cu to the Nace (1321i the bolt (1316) threatens' so that doc.on nose (1315) the Ilebel (1317) frolzibt and Ln the switch-on position: ung echen 1'Lißdo (to the additional side 68) Automatic track according to claim lg, dadur, ch that-at zunch - .., on the number of revolutions of the impeller axle so coupled in one with it = Stromer- , eugor the Strom.atitrko or * -Spann rrang so increased that a well-known Rolaica device is put into action, which interrupts the power supply for the Wa & on .-. iotor and puts the braking devices into operation i: uppluncoel = Ichtumaen- am Waren. 999 - (to Abbe 78) Automatic track according to claim 14, characterized by Coken = calibrating that the vines have been coupled or uncoupled by means of the Liebel (1345 and 1346) 0 which are used for movement and sense £, . der (1346) serve * 1009 (to Abbe; 79) Automatic path according to address 149 thereby i; e * ko = draws net # that in.den seconds Waaon d ie; kignete the wern by the Signalatrom guesses wordeftg cascaded 'Uber the contacts (1372 and 1373) and not individually obtained current kö.-LNEN (948), since the Xlontal - .. to (1367) of n as contacts ( 1364) lifted off @ Linrichtun3en in the Stütionon and about Waaen. 1010 (zu, Fig. 80 # 83s 84) Auto .-- atiocho Bahn nach-, Claim 179, de. durch gekonn »draws, d40 In the stations daa entering or exiting the W £ 47, en to Beweauna (Verechlebung) der Locking doors (1416) and (1419) can be made possible. 102. (to Abbe 809 83 and 84) Automatic balm according to claim 17 and 1019, characterized in that the driver enters the tree (1422) behind eioh abuperrt by the Verechiebung dor structures (1416, 1419) a 1039 (acc. 809 839 and 84) Automatic Balm according Iaispruch 17 and 101 @ denotes gene characterized in that the Verschiebuns the door (1416) M7x possible ISTG if by a carriage the locking device (14.53.) releases the locking ring (1454) of the door (1416). 104, (to Fig. 859 86 and 87), automatic track according to claims 17 and 1019, characterized in that-only with aeuchloasoner wheel door (1413) the power supply to the motor is cut off by the bonding of the contacts (1456 and 1457) o 1050 - ( to Abbe 839 859 86) - Automatioche-Bahn according to claim 17p dadurgh gekerinzeichnett that the driver can only leave the room (1422) ka = q where = he has slipped the weighing door (1413), no that the dearel (1425) the lever (. 143 #) look down and the Sperrmw (1440) releases the Mme (1441) at the door (1419), Oße Einriohtuni; A larger station with several station platforms 1060 (to Fig. 81 and 82) .Auto. = table railway according to claim 1, * characterized in that the station consists of several tracks km = and when wetted, - one Olciaes die 'tlaz-cn by moving & uri & the lever (1395) the Zontakte (1397) and (1393) the Elektrowjepeten (1401) - current = lead the' iloichenu,. "mtellmut; zioten (1405) schajia dead and the current over the Contact (1403) .ia the UmstellmaSnem ten & he next station switch (1406) directs their stations , Abschub llbe, -, fll18vii,: mer UlaGen aum den stations, 107. (to Fig. 88) Auto., Antischo railway to Arwagh llj, marked by this notp 'dnß with denetzung the stationeh with so much Vajen that all Ilebel ( 1467) left the Xontacts (1470) 1471), the electromnenet (1477) is excited and the Anochlag (1478) is released, which releases the front Tingen for removal. 1080 (to A'bb, 88) Automatic train according to Junspruch 11 and 1079 characterized by Son that the circuit to the U-lel: trom.asoten (1477) is interrupted ... when the door (1416 Fig, 83) is opened to board and -with her Toil (1474) interrupts the Zontakt (1473) (1476), # o9. (to Fig. 88) Automatic track according to claims 11 and 107, characterized by the fact that the Elektro et (1477) receive power via the contacts (1482) and (1483) after the water supply is occupied kw4i * For the replenishment of empty wagons .. 1100 (to Fig. 89) Automatic railroad according to claim 12, thereby reken = oichnot that with to, less rieg; enanzah: L in the station of the lever (1492) when it was defeated by the- Poder- ( 1491) the IContäkte (1497p 1498) closes so that the magnet (1499) over the contacts (15039 1505) the Blektron-menet (1477) power supply and from the St.-ition an ilinecn can drive to the next station , 1116 (TO Fig. 89.) Automatic path after-Anspiuch- 12- and 1109 thereby Com kcn = eicli- ict »CaG der *! AZ; n - t (1499) go laniGe.erroSt remains by tightening the buttons (150 #), while the exiting VieGen then interrupts (15009 1501). Geldkaso 11201 (to Fig » 90) Automeitleche Dahn nerich claim 16p dtidurch gelKenr.zeich. nat "that to enter the * #, T..i-onn only DLUM kanng been ermbGlicht when the U.inIke (1527) is so ert gesteum by NUnze (1510) that triggers them and the Locked il (1530), the TUr (1561) for opening releases * Sicherheitzeinrichtun #, - en In the stations, 113, b (to Fig. 91 and 83) Automatic train according to claim 179, characterized in that at the exit of the Wetjienn nua'der station and at Anwozim dunr, the door (Fig, 83) the 411u2cre door (1416) is blocked by'die YL1inko (1576) 9 which is held by an electromagnet (1574), so lanae., 'When the stop (1478) the contacts ( 15720 1573) interrupts, 1144 Abbt 92) Automatic train according to claim 179, characterized in that the things in the station would not have rotten couches upstairs. can # z "E.g. through a pawl (1582) on the goods which - engages in a toothed rack (1580) . 1154 (to Fig. 93) Automatic track according to AnLDruch 17, characterized in that by opening the door (1416 , Fig. 83) the locking axis (1594) is so opened that " vie grips into the mink (1596) and with the forward # -, rtsbcwo, -en the vat, ens the elink moves to the left. co that the Zantakte 16009 1601) is interrupted and the motor is without power supply, V; a "" cn for li, .oinii, -vxZ ti-nd overhaul. 1160 (to Fig. 94) AutO.vitilIche Bahn Lach AnaPruch 139 marked by this, the WaL-Jen fetched all stations to visit four, "I.ril can. / the Wa-enn. 121, b (to Fig. 101- and 102) Automatic train according to AmpruQh 21 » characterized by the fact that the scales are weighed before leaving the station on a Schlonentell (1705) 9 which, if the weight is too large, is as far down as possible that it connects the circuits to the AusliJoeM.ar'net (14779 Fig. 83) by separating the Zontakto (171439 1719) undorm bridhte 122, (to Fig. 101 and 102) Automatic railway according to claim 219 characterized by the fact that the Gleiewaa £; o if the load is too great, a signal will sound through the contact (1720) to illuminate the '#lvz; cn. 1239 (to Fig. 103) Automatic track according to claim 1, characterized in that the lighting (1730) in the WaZen has been switched on from the outside kwmp by placing the key (1729) on the röntakt (1728) 1249 (to Abbe 103) Automatiocho ' Bal # n according to claim 10 in that the lighting fixture can receive power on the way Ubor the switch (17279 1733) or the switch (17319 1732) will goechloeuen aur # h Belnattuia. 125a (to Fig. 103) Automatic train according to claim 1, characterized by £; okc = drawing that the current for the laMen could be interrupted where = an Awohlag; 1736) separates the contact (1725) from the contact (1726) . 1260 (to Fig. 103) Automtitiache Bahn rit: .ch fxgpruelii 125t characterized by the fact that the 'Nontakte (17251, MM) so long at:' t - erbroc'Uon bloix ben.until a strike (1741 ') the locking clirique (1742 "17-39) allslößte 127o (to Fig, .104) , üokon = eiclmetp that in the Stutionen the place of the Anm tielildGe 0730 dio SolLionon (1750) and the place of the AXLW strikes (1741) are the rails (1751) , 1280 (to Abbe 105) AutomatJ-.cel-io Bahn nacii jUwprucli 1, thereby gekennzeiohm net # that in the stations the Zontit'L-te (1725v 1726) is continuously interrupted and the current for lighting the Vlagens via a loop line (1754) and Gtromabnehmer (1753) to the contact (MG) # ; Haizung became a host. 1296 (to Fig. 106) pruch 19, dädby gekormzegelmet, automatic Lahn after Ans that the atloi &, dunj or a Toll der IleizuziG eirk; you have been known when the Zontakte (17651 1766) were closed by Le "- do & des Sitzi (1761) are freeways' 1309 (acc 107th) Automatic Bähn by ANZ, Pruch 19 characterized Sel., ennzeichnet that the carriage is controlled to Sclmollntrecken gene or ditZonalen routes when two ZloichzeitJ.Lr z Xontakto * be (92 and 93 ) Electricity to the Woichonumstollung, lead and the ferry guest via a switch * (17759 1776) g, via a sliding contact (1777) an electromagnet (177.5) electricity calls, so that the Voss: for the electricity to the boat, *, -! Ti, 2anj, the changeover device (17S0) for the switch, over the 7 --- ontaktelle-der (1781, -1779) is set up .. 131a (to Fig. 107) Automatic train to Amprach 1, characterized by the fact that the Wagi #, n can be linked to the Schnollm odor divZon.-ler4 routes without work of the control device by supplying Current to the Welclicnumcslwc112i "i" netgn (1730) over the Zontako to (1793 and 1734) ii.-ell den (1782). Auto = table track according to Anupruch 1 "* by means of the code 0 it is necessary that the idagcn on the Selmellu routes have been carried by lj = wheels £; cm that have a larger diameter than the wheels that drive the wagons on the Ilo. -wearing malt treble. 133o (to page 94p, section 1) Automatic track according to A = pruchl » characterized by the fact that on the high-speed routes, there were medium connections on the high-speed lines, - MlipplunGen eir., Shifted and thereby the engine revolutionson via gears the running wheels have been transferred and they therefore have a higher number of threats on the fast track than on the normal tracks, 1340, (to page 949 section 2) Automatic track according to claim 1, characterized in that a motor with a higher speed is on the Solmell track Speed and a motor on normal routes. drives the impellers at a higher speed. 135a (to Fig. 108) , automatic train according to claim 1, whereby i; eko = zolchnote that the electric motors with additional 'b'iicl .-. Iuzicen (1788) alwo. Those who receive electricity on the high-speed or diaGonal routes and the electromassnotic field of the motors are in reserve. 136, (to A4be 109) Automaticcho'Dahn according to Amprach 1, characterized in that the 'notors on the minor or ditk; onalcn lines with higher etromopension fill-xcne ditkuple the #TaSens. 1370-, (za Fig. 110) Auto.matUche Bahn according to claim 1. "djudurch gokon = oic) Lnetp that the 11 own Lelbettiltig would be uncapped from the Anschles (1478) d% Lvch lifting the Zupplungeklinlau (1348) * money dividing devices. 130, (side M Abselmitt 3 and 4) Machine foramen web according Aimprach 16 "characterized in that known monetary find Selbstkascieroinrichtunjen Anwenduna, dtm of the function Abfahren'der carriage, controlling the WaCen and directing the VipaZen to the stations depend» mgig iste 1390 (to Fig. 111 bio 1116) automatic Dalm according to claim 16 "dadur ch konzoich = notu that the coin serving for the purpose" .hlur4, r "of the journey lifts the pawl (1822) no that the stop (1323) It is not paid off if the drum-eZ (1024) is rotated and with its coupling members (1837) takes one of the disks (1838) 1860) iaitm, whose Bt-.ye & uz4e, is transferred to the differential gear (16439 1844). 1400 (to Fig, 111 to 116) Automatic BaIm according to JUwprach 16 and 1 39, marked by liom that at the counting points, the routes by movement from Klin% r "en" which are used to transport the Baden (1847) . The differential gear is rotated back again 141, a (to Figs. 111 to 116) Automatic track according to claims 16 and 1399 characterized in that the drum Or24) with M = em stop (1853 ) wears the slide (1848) so that the coin is pushed by the inko (1821) and can fall into the collecting box (Abbe, 127). 142 »(to Fig, 1179 118 and 119) 6 Automatic track according to claims 116 and 1399 characterized in that the threat is transmitted to the differential gears in Fig, s 111 to oin Z," -. Hlwerk (Fig, 1179 1189 119) , which at 1'Jrull.eitellund? den Strom zur.Steuorana over the-1r ", ontakte (1836 and .1887) to the F.contakteinri-cht = g £ tUwtp the number drums (18B2), so b # el not expired Counting four, the pawls (1j34) on & ehc) lion * iuind u, -id the contact-, takt (18,96) LM the contact (1383) print $ so that the sideaaretrom to the control device; and the switchgear that can be used for departure. 143e (to Fig. 117 and 118) Automatic track according to claims 16 and 1429 characterized in that * the Zz141werl: - (Fig. 117 and 118) is visible to the driver or a counter that is associated with the ZMawerk (Fig. 117 and 118) coupled ISTG the FahrGvr, .t denStand the Pahrgeldes indicating * 1449 Automatic (Aebbe to 120) web jaach spoke 16, characterized in-a not 'that is shifted at the entrance to the station, the Sperrvorrichtun- (18999 1900), so that the £ "# ', ontakt (1934, is opened = d the circuit to the AnachlzZmaanot (14779 Abbe W) is interrupted until the Ze..Iaerk (Fig, 117 and 118) is turned to Nu21 and the pawl (1894) the pawl (190Q) is released again and the allocation of new opportunities can only take place when the rail (1903) no longer blocked the left (1821) Abbe 112) 1459 (to Abbe 121) Automatic path make claim 20, characterized by the fact that the Drohung.oder setting., the Z * "ihlworken (Abbe 117 and 118) from an external to don Wagenz Money management can take place # via the RUpplunea member (19119 19139 19149: 1915) whose DreInma is transferred to the Achoe (1924) and via ctan Diffe; rentla2 gear (Abbe 111) to the ZMIwerk (Abbe 117 and 113) . 146o (to Abbe 122) Automatiocho track according to claim 1, characterized in that the ruckaeine threat of the control and VTh1 devices occurs through the addition of a pin (1931) in a nuto (1930) the Zig-Zuck- Porm, Verlrtuft and the anutentraim gor could be prevented by a block (1935) at the littek.Yarti3beweimnS. 147. (to Fig. 123v 124 and 125) Automatic train according to claim 1, which means that the? -. T. , 127) was promoted by the displacement of the Suhlittens (1942) and that the N'Unze (1945) on the chair, the "Blztttfeder (1948) on the slide no fl * II-irt" that she the Kontaktträzer (1956 »1955) lifts, ao that it is held in the raised position by the lever (1961) and the power supply to the cold station coil spring is interrupted and only then closed again, where = the slide (1942) is moved without Mannzein-PfeilrIchtunz (1943) and its leaf spring ( 1948) leans on the slide and in this position takes the Liebel (1961) with it to the left, so that the contact carrier (1956e 1955) is released and can go down 148o (to Fig. 125 and 126) Automatic path according to claim 1, characterized by the number ## et # that the NUnzen (1940) are still in the TM = insertion channel left egen and not yet counted and by pulling on the Xhop: r (1977) me dom tiUzim-kanal can fall, 149. (to iLbb, 127 and 128) Automatic track according to claim lb characterized in that the Geldoammelknaten (1989p 1990) währond-the factory for. Can been Entleerun & Ceöffnet when Ubor geapreizte rails (1987) slide. Autnm.at.-Bahn according to Claim 1 v. 'Vagen by Zontaltte (1996 and 1997) did 1 -.' Ontakte (10B7) have been connected to each other, so that when a GeldzWilero expires at a hurry, itvn wagon stops. spot sanding springs flowed out. Mechanische Eitoaervorriclvung, 151 * (to Abbe 130 to 132 and 135 to 140) Automatis.che Bahn Anzprach 5 and 6 # thereby gel-enzim drawing that with the mechanically working control device w2S the two interlocking ZiUa-wcrke (2000v .20019, 2002) and (20039 20049 2005) bci the rotation of the Nallztstellung laterally geGeileinunder are displaced to the left or right and the shift via the axis (2034> and its ring (2064) which is then either in space (2065) or (2066) the control part (2070) is troertragen, which can, depending on its left or right shift of a Piihlhebel (2076) or (2083) or lower Aich keeps above, and thereby the development of Stoln Weichenumstellvorrichtungen.zeBt (897 in Fig, 539 54) 1521 ( to Fig. 133), Auto.matische Bahn after address 5 and 6 and 151), thereby r, okennzeichne-U., da13 for the mechanical conversion of points for the Selmell routes "i diagonal routes or other special routes, from the control deviceu ng according to claim 128, two points adjusting bolts z. B (2136 and 2138) Rait together with a special pin (2140) which is set directly by Fnhianat that Schlenen (2141), adjusted to the switch that characterized the struts (2142, 21439 2144) laterally bewegeni, -so that, Slide (2145) dio with the switch: the rest is connected and through your imagination the V. hole (z'sBe according to Fig. 479 490 50) u = -t # ellt @ can be lifted by the bolt (2146) -1536, Fig. 134) Automntische Bahn according to Anapruch 5 '"and 6 and 151 dachirch. Marked that the munchnloch working (Abbe 1309 13229 and 135 blu 140.) with 11-Xcn Blattfedcru (2055 and 2058) to-a closing of -, contacts. , e.g. (2151 and 2152) can serve to thereby ',' leicheiva.matellvoericlitüm & on elecm trisch to bot.liti, #; en. Weichen # Inrichtung., en am 'Vagen, 154, (to figures 141 and 142) .Switching device for a lane railway applicable for the automatic railway according to Ahapruch 199-characterized in that further idler wheels (2172) are added to the WvZon in addition to the running wheels (2171) For the application koa-Ang the acheial has been shifted so that in the points of the turnout they run into the Pahrechlene (21749 21759 2178) branching off next to the Uauptgloin (2170) and then carry the viagen, 1550 (for Pizur 141 and 142) turnout device -hach claim 154, because the part (2174) of the Pahrechlene (2175j 2178) runs on a stone and the carriage is raised so that the belts (2176) of the Uufwheels (2171) are above the rail head (2177) * 1569 (Pla-ur 141 and 142) - switch device according to claim 154, characterized geltennzeichm not @ that the running wheels are in transmitted Menser kept smaller (2172) as the wheels (2171) .- '1574 (to 21je 141 and 142) - Turnout device according to Anapuch 154 "by geken = eio) W notp that dah Fahrgentoll with support rollers (2180) and PWunmpm rollers (2181) provide solder 1586" (to? Read 141 and 142) the rmumiliar-olle (21,91) the 1.Jauptrahruchlene (2170) to the Volchenpunkten entsprochend nunGOGPOrt lotd, 1590 - (Pia * 143) Volchenoinrichtung Mch saying 154P characterized sekennm solchnetu that the abzwoljonde Fahrsch10120 (2187) Above the Ilauptfahrschlene (2179 ) and the Imfräder (2188) dom'onti) proe chend aw_, eordnot and achslal vorachtehbar einde 160 » (to Fise 144 and 145) switch device according to claims 154 and 159, thereby connected. that the "fr.lider (2172 or .2138) a: uf the ezm has been uniformly vorachobon. Laufradachnen a Wag 1616 (ZU Pice 146 and 147) switch device imch Anopruch 160, which means that the cm wagons. bo: r: lndUchen 'facility for the uniform. Shifting of the impellers * _ umter other z, B. by the jUwlltze (22W) bme (2216) der Fahrech: Lenen been moved Umens 1629 (to Pise 148 bin 159) Autorjatimche railway according to claims 14 and 15, thereby secondary Zwmi;, - awolne I; o., & oUhrt, on which the erate arriving BruZen and the vaguaries who may drive in with him oh = coupled , an atiGemeaaene twze tent 'held on and the in dienor time still driving vehicles to weep'. anZolmppelt werden.p 163o '(Zur Soite 124s Abeahnitt 2 and-'3) autonutteche Dahm rmeh claim 1629 thereby i; okmmoiobm notg that mittoln bok = ten -Zoitmaoom with switching devices # the UpplxMezeiton has been regulated 164s (to page 124 »Subscription 2 and 3) 168, (to Fiüe -car: .- # atic daiin according to claim 149, 15 and 162, characterized Gekonnzeichnote that each carriage to the M; LpplunZuglein einon Iron clock (2301) to a Yontakt (2 ', 302) prints and thus. a Stromkreio Gesch: Loseen can be # that was used for the operation of a facility (230 » which means that the Sporroi = ichtu» Z (2281) in Pige 15) is anojeldut and the Vaaenzug to the departure ko.-xVen 1690 (to Pia * 154) Automatic train according to claim 14 and 15g, with the corner trim “dna the drive motors In the jagged pots from the harvest lie (2306) of a train with the contacts (2307 and 23019) receiving power * 170, o (to Piae 155) Automaticche BLüm Speeches 14 and 15, dd by Gekomin drew that from the soluilter (2283 and 2284) in the front of the car a train via the contacts (2315 and 2316) that current goes from one car to the other car of a ZuGon and for the actuation of electrically working equipment ( 2310) serves # the contacts (2311 and 2312) botlitiaen and a benon whose str oakrein f-ar close the drive motor every day " 1719 (to Pia * 156) Automatic train according to claims 14 and 150 marked by the fact that the se) kilter bolts (2320) are marked by the sinner WoZen in aeiner 1, # irk; orichtanz -ehen and the movement of the Bohalterbo2 »zena (2320) in the eraten #laacnp on the switch bolt of the terntehonden" tln, 3en was transferred directly. 17241 Fij. 156) Auto.-natioche track according to claim 1719 by j; okez = oiohm notp that the Selvilterbolzen (2320) In eich olimtioch nungebilm det cind, 173 "( add. 157) Automatic track according to addendum 14 and 15, v by j ; eke = "indicates that the blocking devices (2303) can be set up by the time menses (2322) and independently of this the circuit for the blocking device (2303) can be closed by Iland using the switching device (2324) and this Furnishing can work in conjunction with the device (Fig, 153) . 174, (to page 128, section 3) Automatic track according to claims 14 and 15, characterized in that the release of a blocking weighting (2281) leads to the interruption of the circuits for the blocking devices (2281) of a group of lines. 1750 Fig, 158) Automatic train according to address 14 and * 15 "characterized by the fact that a car when it reaches a control unit = & (2281) the timepiece (2322; in Pige 157) in action Oetzt, 176a (ZU Pia, 159) Automatic path according to Anapruch 14 and .159, characterized by the fact that a device (2303 aue Pise, 153) when a blocking weighting is resolved (2281) - at the same time a -strämon krein £ Ur the device (2331) closes - q the one Brings stop (2332) into locking position * 177t, (to Fize 159) Automatic path according to claim 176, p characterized by the fact that the line direction (2331) is influenced as a function of a time menu (alarm clock) * 178 « ( Z4? Iß * 159) Automatic tooth according to Ampzuch 176, due to the fact that the device (2303) can be operated simultaneously with the device (2331) by a timer (timer) 179- (to page 129) Section 2) Auto. Matische Bahn according to claims 14 and 159 characterized, sakenn = signifies "that at vol ler Bo £ ietzuzi6 a coupling track ', at a second Zupplun #; agleie the Einrichturg; s in Serving "are set ness, the Waaen to the second Kapplungem j; loiu £ W = s. 1 481 0 (to page 1299 paragraph 3) and to Pig. 149 and 150) Automatic track according to claims 14 and 15, and 1659 because it is characterized by the fact that the mopping-line equipment (according to Figures 149 and 150) are located several times one behind the other. 1814 (to page 1299, section 3 and Figures 149 and 150) Automatic track according to claim 180 ". Characterized by the fact that there is only one locking device (2272, 22759, 2276 and 2277) Anziendurij, 182o (to page 129v, section 3 and Fig. 149 and 150) Automatiecho track to Amprach 159 as a result, the zupluzigeolointeile (22669 2267) and also the locking devices (22729 22739 2276 and 2277) can be moved by means of swivel and Ilebe devices, possibly hydraulic weighting devices. Brakes., 1839 (Zur Pig, 160) -Bremseinrichturig, arrnendbar £; for the automatic train according to address 1, rekonnzeichnotg that on the driving slit (2341) in the teeth (2343) or pins of the bar (2342) in the Bremovor , a resiliently transition -gelagerte on FahrzeuS rail (2345) with their teeth (2347) bzwe rollers (2348) einGrreifte 1844 Yise 16o) Dremsei = Ichtung according to claim 183, applicable Vir "characterized gekonnzeiehnet" Automatic train to spoke 1 Not that the resilient L; elaCerto rail (2345) on the resiliently mounted chassis of the vehicle, which changes its height depending on the load on the vehicle cabin. 185. (to Pig »160 # to page 1329, section 1) Bremseim, ichtung. according to claims 183 and 1849 applicable to the automatic track according to claim 1, characterized in that the rail (2345) leaves such a large margin between the legs (2344) that it cannot act in a pushing manner. 1860 (to Fig. 160 and to page 1320, section 2) * Bremael = iohtunj- according to J = piluch 1639, 184 and 185, applicable for the automatic tables according to claim 1, which means that one folder with several ausk means (Fig 160th); eats erUstet and these devices so-angeoi # dnet are that they do not at the same time the same BEWE & urh: exports' s 167. Zremseinrielitungl applicable. (to FIG 161 »1629 163 and 164). For the automatic tooth according to claim 1, characterized in that the toothing (2373) , which drives the motion, can be pressed into the toothing (2372) g, which participates in the movement of the impeller e-2371) (2371) doesn’t take part, and indeed it has to take place in a four-step manner in acheim äler calibration and that leads to sufficient compression of elastic bodies (2377) and the work required for this leads to a reduction in movement with the impeller (2371) , -leg (ZUPJj ", 162) braking device according to claim 1S7, applicable 'for the -car-uatijgo'. 'L'ie Biil-zn'-nac'h claim 19 characterized in that the fixed bar @ (2390 with ela et regard r., Örpeirn (2391) ausgertletet eats . .1891 (ZU piüe 163 and 161 and side 1i3 'Abed hnitt # 2) - - Bre = oinrichtur4 according Anrpiuch 1879 applicable for the car, & itiselle -Bällin according to claim 19 characterized in that "the VerzvlmunZ -that (2401) .the teeth. through radialo Verschliobur4c (2373) in the VorZahnuna (2372) GodrUckt. 190, (to Fic. 163 and 164) Brake device according to claims 187 and 1899 applicable for the Auto.mtivelle Balm "according to Anapruch 1, thereby 6okonn = draws that- the size of the width work depends on the load on the vehicle cabin and the correspondingly necessary radial displacement of the toothing (2401) via the rack (2405) or via the SIGange (2412) and Liebel (2410g 2411). 191 , (gur page 1359 Abechnitt 1) Brc = einrichtun, G according to claim 187, amlen # bar for the car: iatieclie liahn according to claim 19 characterized i; Cken = eiohnot that the toothing (2373) from the toothing (2372) zeb. by means of electromagnets (2407) or compressed air devices (2429) c, ezo, Gen wird, 192. (for So ite-1359 Section 1) BromseLnriciitunß according to claim 1a7, applicable £ tL- the automatic path according to claim 1 "by means of L.-ekem = calibrates that the Verzaluiuna (2373) in the toothing (2372) , by means of electromagnets Direction of compressed air is brought. Facilities at the joints between the running rails. 1930 (to Fije 1-651.- - # - - - - - - - - - - - - - - - - - - -Automatinelie Bahn to Antipruch l ' dadure' marked that the Running wheels (2431) with their flanges (2432 and 2433) run on guide rails (2434 and 2435) which guide the running wheels in such a way that the lukewarm curses of the running wheels do not touch those of the driving wheels. Tracks in one level. 194. (to Fi & ur 166) Automatic train according to claims 1 and 6 # characterized in that the track system lies in one level and the tracks (2Z52 to 5 2456) are connected (via a pre-binding 7, on the rail (2451 ) and '91'oiclie.-icinri-Ichturijen (2458) '0'-inductive and capacitive strobe .-. IUbertrar, .ungen. 195. (to Fir> r, 167) - Auto.maticolie Lahn according to claims 1 and 7, 8 and % characterized by the fact that induction elements (2466ag 2466b) are used for signal transmission between the separately moving vehicles and -the transmission induction elements (2465) and the l'U'mpfai-iGainducmation elements (24r'jü) are located on the vehicles. 1960- ( go to page 138o, section 2) Automatic path according to claim 195, characterized in that the inductive energy received is used to actuate the braking device. Various, 197 » (go to page 1389, section 4) Automatic path according to claim le 79 8 and % thereby « denotes there According to the type of safety or sional rails (according to Figures 58 and 59) on ribbon or cable-shaped electrical parenting, e.g. high-frequency currents between the separately moving trolleys serve to bed-fix the braking devices. 198. (to pages 139 and 140) Automatic track according to Anapruch 1, characterized in that the movement of the control systems, points, gold counting devices, etc. could take place mechanically and mechanically-electrically, also by inductive and capacitive current transmission = Z. 199, (on pages 139 and 140) Autom.atioche Bahn according to Antipruch 1989 by means of a designation necessary that the inductively and captively transmitted energy has been reduced by known linear devices or by known relay devices 200. (to page 139, section 4) Automatic track according to claim 1, characterized in that the vehicles are electro-magnetically coupled. 201 (to page 140v section 1) Automatic track according to claim 1, characterized in that L: ok denotes "'that known Linrichtuncen for transmission £; von Lichtrohlon "ultraviolet rays in connection with potocells, as well as sound waves and ultrasound wave devices and wirelessly working sex and reception devices between the separated, driving vehicles, monitor and realize the safety distance. 202, (to I., page 140, section 2) Automatic track according to claim 1, characterized in that known electronically operating auxiliary devices can be used to control the car, 203o (to page 1409, section 3) automatic train according to claim 19, characterized in that the second vehicles of the automatic train are guided and driven in this way , as proposed in German patent specification 643 3169 class 20k, group 3, and the associated additional patents.2040 (to page 1409, section 4) Automatic train according to claim 1, characterized in that the electrical energy for the drive motors Induct-iv is transmitted. 2050 (1409 side sections 6 and 7) automaticity before track after spoke 19 characterized in that the station track over bzv, -. under the chief: runners are arranged and also guided so far downwards. . 206, (at the bottom 140t below and 141 above) Automatic BaM according to spoke 1, characterized in that the descending and ascending rails with fer3tm Drive motor engages the rtagerÄs disengaged gear. 207, (to page 1419 above) Automatic train according to claim 1 » characterized in that at abs-'skoe: 1 ends and parts of the routes, trimsport chains or ropes are in operation continuously or if necessary by known automatically working devices in which hang the vehicles in a known manner. 208, (see page 143s, section 1) nn automatic railway according to claim 141, characterized in that in each station the facilities of the -, -, coupling tracks. & N #, find and control these also remotely Vierden can * '209o (to page 14j, paragraph 2) Automatic track according to address 19 characterized in that the star devices only lead the guide CUSe to stations and not to other intersecting routes. prach 1, characterized in that the Balm = location is equipped with special station systems # Ju where the Fajir vehicles park and have been locked by the drivers Unnene 211. (for rare 1429 Abochuitt 2), machine: ir, 0.1.10 train to Anapruch 10 diudurch, -okennzeichnet -v that in the Mabinen bekaluite means the Umandlung the Sitzgelegenhulten characterized in Liegegelegenhelten allow 212o (to the side 142, AbscImitt 9) Automatic Baim nach'Anupruch 1 "dadareil that calibration Uber DE41 pail calculate a treasure roof befin4otg ala ' 2134 (to page 143o section 3) AUtOMa-ti: 30he track after-h A = I) ruch 19 dud.urch gekerin: teichm notg dail the closing of the Litroiakreiaes for the drive motors 1 in AbhWVrit " tigkeit von der S'baließen der Wai; entUre.n or des Geld: einwurfee erfoket, 214o (to page 144v Paragraph 4) Auto = tiuolle Baim after A = I) ruch ip by 4; ekc = draws. ' that in larger vagaries each seat coine eii,. "one deldznUeinrichm do & has and the YÄünzonelm7ar: C outwardly over or sensible z * B, duxoh heruusraZ; ciido pins that can be used mechanically or electrically for the actuation of signaling devices