DE1413005B2 - Fully automatic controlled path - Google Patents

Description

The invention relates to a fully automatically controlled path with a meshed track via switch devices Route network and with driverless locomotives each with a programmable control device, which enables an automatic control of the desired switch stations, whereby in the meshed Route network Main routes only for through traffic and secondary routes only for Holding and parking of the traction vehicles in the target stations are provided and the control device also causes the traction vehicles to maintain a safety distance.

The proposal to make an electrically powered train fully automatic, i. H. without the intervention of a driver, Steering to a specified destination while driving is already from one in the ETZ, (Booklet 34, p. 877) published article known. After that you can use driverless accumulator locomotives provided with a purely mechanically acting control device, which is located at the departure station Experienced pre-programming by rings, which can be selected on the frame of the locomotives Hooks were attached. These rings attacked corresponding levers between the tracks, whereby predetermined points were adjusted. In the destination station reached automatically in this way The locomotive was braked, just as if two vehicles were not allowed to approach each other by means of a feeler-like wooden bracket, which is inserted in

14 13 ΟΟδ

Direction of travel protruded a considerable distance beyond the locomotive and when it hit an obstacle caused the shutdown and braking of the drive motor.

Such a fully automatic control system is of course only for the simplest and with very little ones Driving speeds used for railway systems.

A control system that has been further developed and is already suitable for meshed networks is from the U.S. Patent 2194 057 is known. For this purpose, adjustable control elements are assigned to each vehicle, which are suitable for fixed control devices at crossings or junctions and stations to transmit coded destination addresses. These destination addresses are used in the fixed facility Formation of output signals evaluated, which the switches of the crossing points in the direction of the set target to be approached. In this known railway, the network at the crossing points increases when the network is expanded The effort required is disproportionately high, since the new ones are added at all intersections Destination addresses must be taken into account.

The invention is based on the object of providing a fully automatically controlled path with a control system in which the control effort is less dependent on the size of the network.

In the case of a fully automatically controlled path of the type mentioned at the outset, the aforementioned task becomes solved according to the invention in that the actual vehicle location on the one hand and the desired Destination station in the meshed route network, on the other hand, with two coordinates each as setpoint and actual values for the control of the locomotive and the switch devices can be input into the control device and that the target station by means of the control device influenced by the transmitting and receiving devices can be controlled automatically in such a way that the existing setpoint / actual value deviations during the journey serve to control the turnouts and, when the target station is reached, the disappearing target actual value deviation serves to bring the locomotive to a standstill on the branch line.

This makes it possible to reduce the effort per intersection or intersection, even if the network is greatly expanded. To keep the branch point considerably lower than with the comparable previously known railway. The proposed The control system enables the destination to be controlled as quickly as possible in a simple manner Ways. This achieves short travel times and good economic utilization of the entire system.

The train according to the invention offers the possibility of individual transport with z. B. On or off Two-person cabin vehicles, whereby also to a train formation by coupling several small cabin vehicles is intended.

Embodiments of the invention characterized in the subclaims with regard to signal transmission, the setpoint specification, the setpoint / actual value preprocessing, the possibility of external interventions in the control device and the vehicle provision are explained in more detail below in the context of the exemplary embodiments.

Fig. 1 shows an excerpt from a city map. The streets are crossed by straight lines cut at right angles for the sake of simplicity, marked.

A b b. 2 shows an excerpt from the city map according to Fig. 1. Here are the streets tracks 11, 12, 13, 14, 15 and 16, which are in the north-south direction and tracks 17, 18, 19 and 20, which running in west-east direction, drawn. The arrows next to the tracks show in which direction the tracks are used by the locomotives, hereinafter referred to as vVagen.

The tracks in one direction, e.g. B. the north-south direction, are a little more than the height of the car

ίο is above the tracks in the east-west direction everyone at the intersections. For the sake of simplicity, the example here is an overhead conveyor chosen. In this case, only one rail is required.

The small arches 21, 22, 23 and 24 represent the switches and connecting tracks that require a change the direction of travel of the car. Comes z. B. on the rail 13 a carriage, so he can reach the rail 18 via the switch 21; however, if he is to go west, he can go over the switch 22, rail 14, switch 23 reach the rail 19.

It is also possible to reverse the direction of travel via switches 25 that support the wagons lead 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 over the switch 27 to the rail 12, via the switch 28 from the rail 12 to the rail 18 and from the Rail 18 reach rail 13 via switch 29. The turnout bends must be where they are or Cut the straight tracks, a little more than the height of the car, lie on top of each other.

The switches 26, 27, 28 and 29 can be arranged at every crossing of the tracks. Can also Switch 25 as often as required, depending on the technical or economic necessity, along each route be provided. In practice, however, such a high turnout structure is not absolutely necessary.

The stops at which it is possible to get on and off the car are conveniently located next to the main tracks and are reached by the car via the switches 30. About the distances of the stops from each other generally decides the economy.

In Figs. 3, 4 and 5 is an embodiment of a carriage of a suspension railway, the z. B. to Passenger transport is used, shown in three views.

A running rail 31 is attached to masts 33 by means of struts 32. On insulators 34 on the masts carriers 35 of the overhead line 36 are attached. The electricity is supplied by a roller or a grinding hanger 37 removed, which is mounted on a support 38. This support 38 is on the chassis 39 of the car isolated attached.

On the left side of the chassis (A b b. 4) there are running wheels 40, the flanges 42 of which are on the side Prevent sliding off the running rail. On the right side of the chassis sit two drive motors 43. Angle 44 prevent a lateral Skidding the car. The car can also be attached to the Masts 33 attached rail are guided.

The structure of the carriage, its base plate 45, the seat 46 and the desk 47 with the control device can be seen in particular from A b b. 3 (longitudinal section AB in

A b b. 5). From A b b. 5 the outer shape and the interior of the car can be seen. The entrance located at 48. Details of the carriage will be described later.

First embodiment of a control device (Fig. 6 to 10):

At every station or in every car or in the permanent possession of every passenger there is a list of the stations in the form of a table or book. From this, the passenger who z. B. from the station 55 (Fig. 1), which is located at the intersection 'of the north-south route 102 with the west-east route 101 , see that his goal, z. B. the station labeled 56 is located at the intersection of the north-south route 107 with the west-east route 108 .

In the desk 47 (A b b. 3 and 5) there are two rollers 57 and 58. By cranks or handwheels 59, which can also be located on the front wall 60 of the desk, the passenger turns the rollers. He looks through the window 61 at the rollers with the serial numbers or on their surface Carry roads or routes. One roller bears the running numbers of the north-south routes and the other roller shows the running numbers of the west-east routes.

In A b b. 6 is part of the roll 57 for the north-south stretches, in elevation and in A b b. 7 in plan shown. The small lines 62 above the roller 57 show the distance between the route numbers at.

If this roller 57 is rotated by five consecutive route numbers in the direction of arrow 63, ie that ζ. Β. In the window 61 no longer the number 102, but 107 can be seen, the axis 64 of a lever 65, which is mounted on a disk 66 by means of an axis 67, is made of a ring 68 which is firmly seated on the roller 57 a groove 69 of the ring 68 pressed, and the lever 65 assumes the oblique position drawn .

A leaf spring 70 now presses a contact spring 72 with its own block 71, which is isolated from it Contact on a contact 73. This determines the direction of the control current and thus the direction of travel of the car determined on a route.

In Fig. 8a the two rollers 57 and 58 with their disks 66 and 76 are shown schematically. Both rollers and disks are identical in their construction. Each disk sits on an axis 77 (Fig. 7).

If the passenger places a switch 80 on contact 81 , the current goes from the overhead line 36, which is picked up by the current collector 37, via the switch 80 to the motor or to the motors 43, which are connected to the chassis and thereby to the rail 31 are connected as a current return conductor. At the same time, a 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 three contacts 73, 86 and 87, which sit on the disk 66 (A b b. 6). An insulation plate 89 (A b b. 7) is located on the disk 66 under the contacts.

The contact spring 72 is pressed against the contact 73 by the leaf spring 70, as in A b b. 6 outlined. The current now goes to slip ring 88 via a slip spring to a slip contact 92.

The sliding contacts 90, 91, 92, 93 and 94 are attached to the chassis of the car in an insulated manner. These sliding contacts lead the switch contacts 95, W O, S, N at the crossing points b, c, d, e and / of the A b b. 8b electricity too. The designation of the switch contacts with letters shows immediately which direction of travel is reached by the corresponding switch.

Controls regardless of the position or direction of travel of the car

the sliding contact 90 the car to the stop, the sliding contact 91 the car to the west,
the sliding contact 92 takes the car to the east,
the sliding contact 93 the car to the south,
the sliding contact 94 the car to the north.

If the car is traveling in a west-east direction, it will be marked with "control points" at certain points , the distance the disk 66 and thus the lever 65 is moved by a number in the direction of arrow 63 (Fig. 6).

If the carriage travels in an east-west direction, the disk 66 is moved in the direction of arrow 113 . If the car is traveling in a south-north direction, the disk 76 is moved in the direction of arrow 63 at each control point along the route. If the carriage drives in the north-south direction, the disk 76 is moved in the direction of arrow 113 .

The control points can be at different points along the route. Every control point must, of course correspond to a number on a reel 57 or 58. Here, in the first example of a control device, where each number on reel 57 or 58 is simultaneously the number of a certain route corresponds, the control points at which the movement of the disks 66 and 67 takes place, expediently shortly before the switch contacts 95, which can lead the car to the stops.

The control points mentioned can also be located just before each intersection or when at the intersections There are switches that allow the direction of travel to be changed, just before the switches. This will be explained in more detail in the course of the description.

The movement of the disks takes place at the control points by moving pawls that are in ratchet wheels intervention. Exemplary embodiments are explained later on the basis of FIGS. 33 to 44.

First trip from station 55 (Fig. 1) to station 56:

As previously described, the motors received power by turning on switch 80 (A b b. 8 a). So the car has started moving and is leaving the stop. It now reaches the point of arrow 114 (Fig. 8b, Stellet). The sliding contact 92 now, as already mentioned above, supplies power to the switch contact O , the switch is switched over by the electromagnet, and the car drives from the north-south route 102 to the west-east route 101. Before each intersection, the west -East route 101 with the five north-south routes 103, 104, 105, 106 and 107 , the movement of the disk 66 in the direction of the arrow 63 takes place at the control points.

The last movement causes the axis 64 (A b b. 6) to reach the groove 69, and the lever 65 stands up, ie it is now in the direction of the auxiliary line 115. The leaf spring 70, which is between blocks 116 and 117, the space between them partly from a plate

118 is covered, is guided, assumes a stretched position.

The contact spring 72 is now released and no longer lies on the contact 73. The leaf spring 70 , however, now presses on the insulation plate 119, and a contact 120 lies on the contact 87 (A b b. 8 a). 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 and a slip spring 124 to a slip ring 125, which sits next to the disk 76. This slip ring is connected to contacts 73, 86 and 87 (A b b. 6).

As the roll was rotated 58 at the beginning of the journey by the passenger in the direction of arrow 63, so that that window is no longer the number 101, but the number is 108 to see the lever 65 and the leaf spring 70 takes on the disk 76 the same position as in A b b. 6 is drawn on disk 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 a slip ring 126, via a slip spring 127 to the slip contact 94, which supplies power to a switch contact N in the part of FIG. 8b. At the intersection of the west-east route 101 with the north-south route 107 (Fig. 1), the car drives over a switch and makes a turn to the north and now drives on the north-south route

107 further.

At the intersection of this route with the seven west-east routes 102, 103, 104, 105, 106, 107 and

108 , the movement of the disk 76 takes place at the control points mentioned.

As from A b b. 6, the lever 65 on the disk 76 in the groove 69 is the last to be erected, and the leaf spring 70 assumes an extended position. It releases the contact spring 72 and presses the contact spring 121 downwards. The control current now goes (A b b. 8 a) from contact 87 via contact spring 121 to a slip ring 128 next to disk 76. The current then goes from a slip spring 129 to slip contact 90 which, when a switch contact 95 is reached, supplies current to an electromagnet , who surrounds a switch and thus leads the car to the stop.

The car has now reached station 56 (Fig. 1), which is shown in A b b. 8 b is designated by 135 . Here, the motors are de-energized again by automatically switching off switch 80 (A b b. 8 a), and the car comes to a standstill. The passenger can now leave the car.

If a passenger wants to use the same or a different car from the same station 56 (Fig. 1) z. B. to a station 136, which is at the intersection of the north-south route 109 with the west-east route 104 , he must set the roller 57, which is number 107 , to number 109 , ie (A b b. 6) turn in the direction of arrow 63. The roller 58 must be set to number 104 , ie (A b b. 6) rotated 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, ie the same direction of the control current as during the first trip.

If, after switching on the switch 80, the car leaves the stop 135 (Fig. 8b, point d) for the second trip, the next switch contact O on this route receives power from the sliding contact 92 , and the electromagnet changes the switch so that the car follows moves to the right, ie in a west-east direction.

If, while traveling on the west-east route 108 (A b b. 1), the car reaches the intersections of this route with the north-south routes 108 and 109, the disk 66 is moved by one number each. During the second movement, the lever 65 has reached the groove 69 and straightened up. As with the first trip, the second disk 76 now also takes over the determination of the control current direction. The intersection of the north-south route 109 with the west-east route 108 is shown in Fig. 8b, point e .

As already described, the roller 58 was rotated in the direction of arrow 113 at the beginning of the second travel. As a result, the lever 65 of the disk 76 was turned to the right (A b b. 6), so that a contact spring 137 on the disk 76 is pressed by the leaf spring 70 onto the contact 86. It is then the control current (A b b. 8 a) of the contact 86 of the disk 76 via the contact spring 137 76 to a slip ring 138 adjacent the disc via a slide spring of the power is supplied to the sliding contact 93, of the next soft contact 5 Current feeds.

The car now drives from the west-east route 108 over the switch to the north-south route 109. At the intersections of the north-south route 109 with the west-east routes 107, 106, 105 and 104 , the disc is 76 moved by one number each in the direction of arrow 113 . During the last movement, the lever 65 straightens up, the leaf spring 70 assumes the extended position and presses the contact 120 onto the contact 87, while the contact spring 137 leaves the contact 86. As described during the first trip, the current now goes to the sliding contact 90, which then controls the car to the station 136 , at which the passenger then leaves the car. The intersection of the north-south route 109 with the west-east route 104 is in Ab b. 8b, digit /.

The circuit according to Fig. 9 achieves a zigzag ferry. When using the circuit according to A b b. 8, the disk 66 first determines the direction of travel. The control current can of course also first be fed to the disk 76 , so that this disk determines the first direction of travel.

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

The car should now undertake the same trip as the first trip. The contact springs 72 are pressed against the contacts 73 (A b b. 9). During travel, power is supplied from window 66 to every E (east) switch contact and from window 76 to every N (north) switch contact which the car passes.

If the car drives z. B. from the point of arrow 114 (Fig. 8b, point b) , it drives over the next O-switch to the east. At the next intersection (Fig. 8b, point c) he drives north over the ΛΓ switch. At the next intersection (Fig. 8b, point c) the wa-

409 584/130

9 10

gen again over the O-switch to the east. At each passenger the switch 140 at the contact 150 intersection, the car changes the direction of travel until put. The current would then go from the contact 150 via the two levers 65 on the disks 66 and 76 to the slide spring 124 and via the slip ring 125 and the extended leaf springs 70 go first to the three contacts of the disk 76. Have taken position. Then also leave the 5. If the north-south route has now been traveled and the contact springs 72 have the contacts 73, and the contacts - the lever 65 is erected, the springs 121 are pressed onto the contacts 87. Leaf spring 70 the contact spring 121 on the contact The current then goes from the contact 87 of the disk 87. The current then goes from the contact spring 121 66 via the contact spring 121 to a slip ring via the slip ring 128 and via the slip spring 122. From the slip spring 123 goes the current then io 129 to the contact 151. Through the part 152 of the switch via a slide spring and a slip ring, the contact 151 is connected to the con-contact spring 121 of the disc 76. From the contact 87 clock 153 , and the current passes over He then passes this disk via a slip ring slip spring 84 and the slip ring to the three contacts and a slip spring to the slip contact 90, the clocks of the disk 66. The car is now steered to the east, then the next switch contact 95 current, and if he has led the specific part and thus steers the car to the stop. traveled this distance, the lever adjusts itself

The switch elements that feed power to 65 on.

the slide spring 90 determine, both are through. The leaf spring 70 of the disc 66 now also pushes

Series connection dependent on one another. the contact spring 149 on the contact 148 again.

In a circuit according to Fig. 10, the leaf spring 70 of the disc 76 determines the first direction of travel. spring 144 also presses on contact 145 , so will

The constant change of direction of travel should also now be supplied with current to sliding contact 90,
not always be pleasant for the passenger. The contact spring 149 is also attached to the contact spring 121 in a manner that is insulated from the constant stress on the points of the washer 66, and the contact is economical. 25 spring 144 is on the contact spring 121 of the disc

The circuit shown in Figure 10 allows 76 to be mounted in isolation. On the contact springs 149 and

the passenger, the direction of travel itself to determine insulating sheet 144 are fixed, to which the

men. Does he have to B. travel north and east press leaf springs 70.

and does he want for some reason z. B. first second embodiment of a control device

To drive eastwards, he can do this by following the 3c circuit (A b b. 11 to 16):

Determine switch 140 , which in this case it is on On the cylinders of the first control device

contact 141 sets. (A b b. 6) can only be a limited number of

The current, which is also applied here by the switch 82 grain route numbers, because the

Men can go through the switch 140 and contact diameter of the cylinder must not be too large

141 via the slide spring 84 and a slip ring 35, so as not to take up too much space in the car.

to the three contacts of the disc 66. Now has, like sayings.

in the description of Fig. 8, but if it is necessary to drive a larger number of cars on the west-east route, the route numbers in the control device will also be set up here by lever 65 , and the leaf spring may be selected, So it is useful, at the point 70, the contact spring 121 presses on the contact 87. 4 ° of a cylinder an endless belt that runs over rollers Actuator spring 121 to slip ring 122, then over a may from one roll to another roll-slip spring to a contact 142. This contact is wound to use. The movement of the RoI is carried out by the part 152 of the switch, which from the part len can be done by turning handwheels. 140 is isolated, connected to a contact 143 . 45 Fig. 13 shows part of a band 160. The

Now get the three contacts of the disk 76 part 161 of the tape bears the route numbers. the

Electricity via the slip spring 124 and slip ring 125. Small rectangles represent the route numbers

The part of the north-south route from the car is now in the form of holes.

departed, it is also based on the disc 76 . B. the holes between the auxiliary

the lever 65 on, and the leaf spring 70 pushes a 50 lines 162 of the number 488, between the auxiliary lines

Contact spring 144 on contact 145. Contact 163 of number 495, between auxiliary lines 164

145 receives a slip ring 146 and one of the number 502 and between the auxiliary lines 165

Slip spring 147 current from switch 82. Corresponding to number 511. With the tens or

the contact spring 144 now passes the current over a hundred rows instead of the small ones

Slip ring and via a slip spring to disk 66 55 rectangles the long rectangles 169 step,

Via a slide spring and a slip ring to a base, which is expediently made of steel

Contact 148th tape are number drums. A number

Since the contact spring 121 of drum 166 is on disk 66, it is shown in FIG. Since the leaf spring 70 was pressed onto the contact 87, route numbers in the example described are also composed of three digits a contact spring 149 due to the pressure 60, so three number drums of the leaf spring 70 are on the contact 148. The current is required. The first number drum, the one now goes from contact 148 via the drum contact spring, is described in more detail later at control points on the line, such as 149, via a slip ring and a slip spring, e.g. B. shortly before each the sliding contact 90, which moves the switch contact 95 station by one digit. Each drum carries electricity supplies; so after conversion 65 ten digits in the form of holes (depressions) 167. the switch is led to the stop. Is the first, the ones drum, by ten digits

If the passenger wishes to be turned north in one direction first, it takes the second

to drive that and then to the east, the drum, the drum of ten, would have to move one digit

worth with. When the drum of ten has been rotated ten digits in one direction, it takes the third Drum, the hundreds drum, to a digit with.

Two gears 170 and 171 are attached to the single drum (Fig. 11). Each wheel has ten 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 wheel 171 is used for counterclockwise rotation of the single drum. Transport pawls engage in the teeth, as described later in the description of A b b. 33 to 44 will be described.

The other two number drums have a toothed ring 172 instead of the gears. Fig. 14 shows the surface of a number drum unwound in a stretched position.

The two pins 173 are used to move drives that engage with their teeth in the teeth 172 and thus transmit the movement of one number drum to the other number drum, as is the case with, for. B. is the case with known counters. j, There is no need to draw in the shoots.

The black rectangles in Fig. 14 represent the depressions 167 into which pegs 180 of levers 181 descend, as can be seen in Fig. 12, when the holes in the tape coincide with the depressions in the number drums, that is, when the holes in the number drums that z. B. correspond to the number 495, are at the top and the tape is set to route number 495, ie the holes between the auxiliary lines 163 (Fig. 13) are 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 are located on the axis between the individual lever sets.

With the aforementioned setting to number 495, the fifth lever falls in the first set of levers, the ninth lever in the second set of levers and the fourth lever in the third set of levers. The first set of levers is shown in Figs. 11 and 12. The V ^- I sixth to tenth levers are for the sake of clarity in A b b. 11 and 12 omitted.

Each of the falling levers 181 presses a contact spring 187 downward onto a contact strip 188 by the pressure of a leaf spring 186. Instead of individual contact springs, a wide contact spring can be used for each set of levers, on which an insulation plate 189 is attached. A rail 190 with an insulating layer 191 is used to attach the contact strips and springs.

The hundreds and tens number drums are rotatably mounted on an axis 192. The single number drum is firmly seated on the axle 192, which is mounted in two bearing blocks 193 (A b b. 11).

The switching device in the control circuit works as follows:

In addition to a washer 195, a washer 196 is mounted on the axle 192. Its edge 197 is worked into ten teeth 198 on the inside. Outer teeth 199 engage holes 200 in portion 201 of band 160 (Figures 11 and 13).

If the tape 160 is z. B. moved in the direction of arrow 203 , then a lever 204 is placed laterally by a tooth 198 (in the drawing to the right). Characterized presses a leaf spring 205 with its pins 206 on an insulated rivet 207, and a contact spring 208 inserted with their contact 209 on a contact 210. The lever 204 is on the pin of an axis 212 mounted, which is riveted fixed in a disc 213 . The disk 213 sits firmly on the axis 192 and carries 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

On axis 192 there is an insulating material ring 219, which carries slip rings 220, 221 and 222. 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, a return of the lever to the basic position (zero position) is prevented by a lever 230 which is movably mounted on the disk 213 and which is placed under the lever 204 by the pressure of a leaf spring 231 . The lever 230 and the leaf spring 231 are guided in a slot 232 of the axis 192 (Fig. 11).

In Fig. 12 the number drum 166 is part and the parts shown in A b b. 11 are drawn to the right of the number drum, cut out to reveal the penetration of one of the pins 180 of the lever 181 into the number drum. The contact 216, the insulating block 215 and the contact spring 217 are not and the leaf spring 218 is only partially drawn in Fig. 11. The slip rings 220, 221 and 222 and the insulating material ring 219 carrying them are shown in A b b. 12 not shown.

In the circuit diagram according to Fig. 15, the contact springs 187 are not shown as wide contact springs, but in the manner mentioned as individual contact springs connected in parallel.

The control current that comes from the switch 82 goes 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 goes from the contact spring 208 via a Slip ring 222 and a slider spring 236 to a sliding contact, which supplies power to the next switch contact O, which is reached by the car on its way.

At each control point of the route, the unit number drum 166 is rotated by one digit in the direction of arrow 238 (Fig. 12). At the point on the route where the holes in the number drums match the holes in the belt 160, ie with the set route number, a lever falls down in each set of levers.

The control current now goes (Fig. 15) from switch 82 to contact strip 188 of the first lever set, via contact spring 187 to the contact spring of the second lever set and its contact strip, then to the contact strip of the third lever set and via its contact spring 187 to an electromagnet 240, which is connected to the chassis 39 and thereby to the running rail 31 (A b b. 3) as a current return conductor.

This electromagnet 240 (Fig. 11) attracts an iron disk 241 , ie to the right. A bolt 242, which is riveted into the iron disk and has a guide in a hole in the axis 192 , pulls the lever 230 to the right. As a result, the lever 204 is released and takes its home position

the pressure of the leaf spring 205. Then the contact spring 208 also leaves the contact 210, and the upper one Control device (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 in theirs Construction same as the first control device. Is now when setting the second control device on a certain route number the belt 160 is also moved in the direction of arrow 203, so is here the contact spring 208 is placed on the contact 210.

The control current then also goes via a slip spring 235 to a slip ring 220, to both of them Contacts 210 and 216, via the contact spring 298 to a slip ring 222, via the slip spring 236 to a sliding contact, which is connected to the next AM switch contact that the carriage passes, Supplies electricity. At the point of the north-south route, which is now being used by the car, where the holes in the number drums match the set route number on the belt 160, lower one lever in each lever set of the second control device. The electromagnet now receives it 245 of the second control device, and the lever 204 is also here in the basic position brought. At the same time, the control current also goes to the sliding contact 90, which takes the car to the next station directs.

In Fig. 11 the washer 213 and the axis 192 are cut out in order to see the guidance of the bolt 242 allow. Behind the lever 230 is a washer 246. Next to it goes through the bolt a split pin 247.

If the passenger is to be able to determine the first direction of travel himself, the in The circuit shown in Fig. 16 can be selected.

The current coming from switch 82 is fed to switch 260. Now would be the first Control device »g« for controlling a north-south route serve, the passenger must, if he wants to drive the north-south route first, the switch 260 to a contact 263. Then a switch 261 is applied to a contact 264 at the same time and a switch 262 connects a contact 265 to a contact 266.

From contact 263 the current goes to slide spring 235, to slip ring 220 and then on as in Fig. 15. At the same time, the current also goes to contact strip 188, and if in each of the three Lever sets a lever 181 is pressed down, as shown in the description of Figs. 11 and 12, so the current goes on via the contact spring 187, via a second contact spring, to the second Contact strips, to the third contact strip, to a contact spring and from there to the electromagnet 240, which is connected to the chassis 39. At the same time, the current goes to the contact 265, via switch 262 to contact 266.

From here the current goes to the second control device "A". The current goes through the sliding spring 235 to slip ring 220 and then on, as shown in the circuit diagram according to A b b. 15 can be seen. At the same time goes the current also to the contact strip 188. If a lever is pressed down in each of the three sets of levers, so the current goes via the contact spring 187 to a contact spring, to the second contact strip, to the third contact strip, to a contact spring and from here to the electromagnet 245, the r. the chassis 39 is in communication. At the same time, the current also goes to contact 264, via d Switch 261, to the sliding contact 90, which supplies power to the next switch contact 95 (A b b. 8) After the switch has been changed, the wagon then arrives at the station.

If the three switches are thrown one after the other, i. i.e., the passenger wants the Wes first

ίο driving on the eastern route, switch 260 a Contact 267, switch 261 on contact 268, and switch 262 connects contact 269 to the Contact 270.

Now the current from switch 82 first goes to the second control device "&". Here is the verbii tion via the contact strips 188 and the Kontaki springs 187 is made, so the power goes to the EIe! tromagneten 245. At the same time the current goes to de contact 270, via switch 262 to the Kontali 269 and from here to the first control device "g" is the connection via the contact strip ei 188 and contact springs 187 made, so de current goes to the electromagnet 240 and to the Kon clock 268, which via the switch 261 the current to the dei Sliding contact 90 leads.

Third exemplary embodiment of a control device (Fig. 17 and 18): "

If the railway system consists of a large number, perhaps thousands of routes or stations a control device according to Figs. 17 and 18 is to be used.

The part that lies lirlks from auxiliary line 290 in Fig. 18 is referred to as the shift drum. The part to the right of auxiliary line 290 is called the number drum. Number drum and switch drum together form a unit. In Fig. 17 the number drum is not shown, and an axis 291 and tubes 318, 292 and 310 are cut in the direction GH . In Fig. 18 the whole number drum and the switching drum is partially drawn in section EF.

Each control device consists of several units. Is the number of eligible candidates Routes or stations in the north-south or west-east direction e.g. B. 900, three units are to be added a control device is necessary. The three units are rotatably mounted on the axis 291.

The tube 292 is rotatably mounted on the tube 318. A gear wheel is firmly seated on this tube 292 293, four insulating washers 294 and slip rings 295, 296, 297, one metal washer 298, the insulating washer 299 and three bell-shaped or pot-shaped switching disks 300, 301 and 302. With insulating disks 305 and 306, the switching disks are separated from one another. An insulating washer lies on the switching disk 302 307 and a metal washer 308. These whole parts are pressed tightly together and from onto the Pipe pressed on or welded or screwed washers 309 held. About the pipe 292 is up an insulating bushing 310 is drawn to gear 293. The gear 293 is drawn in section.

In Fig. 17 you can see sections in the bell rims of the switching disks. From the switching disks insulated sit in these cutouts on an insulating plate 337 two contact angles 311, 312, riveted to each other. The slip ring 295 is connected to the switching disk by a connection 315 300. Slip ring 296 is connected by a

Connection 316 is connected to the switching disk 302 , and the slip ring 297 is connected to the contact angles 311 and 312 .

The number drum consists of the tube 318, which is rotatably mounted on the axis 291 . An insulating tube 319 sits on the tube. A disk 320 is attached to the tube 318 , on which pins or teeth 321 sit. Next to the disk 320 are insulating washers 322 and 335, metal washers 323, 324, 325, insulating washer 326, metal washer 327 and two washers 328 pressed or welded onto the pipe, which hold the entire parts tightly together. Nuts can also be used in place of the washers 328.

An angle 329 is attached to the disk 325. This angle is used to guide a switching cone 330, which is so named because of the shape chosen here. Through a shoulder 331 of the disk 323 , the switching cone is pressed with its lens-shaped part 332 against the disk 425 , in the bore of which the switching cone is movably mounted.

A separating disk 336 is located between the indexing drum and the number drum. Between the units, that is, between the number drum as the one unit and the indexing drum as the next unit, there are 291 spacer tubes on the axle. The head 340 of the switching cone, the cross-section of which is oval and which is slotted for better resilience, serves as a sliding contact on the sides of the bell rims of the switching disks.

The switching and number drums work as follows:

The first, i.e. the one-number drum, is firmly connected to two gear wheels 170 and 171 , as shown in Fig. 11. If the gears are now moved by one tooth at the control points of the route, the first number drum rotates by one digit. The circumference of the disk 320 is divided into ten equal parts, which correspond to the digits from 0 to 9.

If the first number drum is rotated ten digits in one direction, the second number drum becomes rotated by one digit. Has the first number drum made ten revolutions in the same Direction, the second number drum has also turned completely once and takes the third number drum around a digit with etc., depending on the number of number drums.

The transfer of the movement from one number drum to the other takes place through known drives. A disk 343, which sits firmly on the tube 318 , is used with its two pins 344 to move a drive which transmits the movement to the teeth 321 of the next number drum.

The gear 293 is rotated by means of a rack 349 (Fig. 19). The rack is provided at one end with a handle which protrudes from the end wall 60 of the desk 47 (Fig. 3). This handle is used by the passenger to set the desired route or station number. The number bar therefore has the numbers from 0 to 9 visible to the passenger on its surface. These numbers can also be located next to the handle on the front wall 60 of the desk 47 . Then the number bar is appropriately given a small pointer, which enables the precise setting.

If the switching drum is now rotated out of the position shown in Fig. 17 or the switching cone is rotated out of the position shown, the head of the switching cone is moved from surface 346 of the central bell edge to the inner switching disk 302 or from surface 347 to the bell edge of the outer switching disk 300 led.

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 removal.

In Fig. 19 the control device according to Fig. 17 and 18 and the circuit are shown schematically. Slip rings and slip springs are not shown, just the three bell rims as well the two contact angles and the head of the switching cone.

The three drum units /, k, I represent the control device that is used to control the carriage on a west-east route. The position of the switching cone shows at which station, i.e. in front of which north-south route the car is before the start of the journey. That would be station 085.
The passenger now wants to go to the station, for example

ao 857, going north. The passenger now sets the first rack 349 to 8; as a result, the contact angles of the shift drum i move to 8, and the shift cone head 340 is pressed against the shift disk 302. The second rack is set to 5. As a result, the contact angle of the switching drum k is 5, and the switching cone head is pressed against the switching disk 302. The third rack is set to 7; as a result, the contact angle of the shift drum 1 is set to 7, and the shift cone head is pressed against the shift disk 300.

The control current coming from the switch 82 goes to the switching cone at i, via the switching disk 302, to an electromagnet 350, which is connected to the chassis 39 . The electromagnet pulls a 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 cone rotate when driving north in the direction of arrow 353. If the switching cone in i reaches the switching angle, the control current goes from the switching angle to the switching cone in k. Now, since the number of drum must make one complete revolution in k, so that the switching to the next digit cone engaged in i, the switching cone has been performed in it by the movement in the direction of arrow 353 to the switching disc 300th The control current now goes to the electromagnet 355, which is also connected to the chassis 39 .

If the electromagnet 355 were to place the contact spring 356 on the contact 357 , the switch contact, which carries the current to an S (south) switch, would also receive current. But that must be prevented. The electromagnet 350 , when it was energized, attracted a lever (the mechanics of which will be explained in more detail later in connection with Figs. 32a and 32b - reference number 555 ) and locked both contact springs, so that the contact spring 351 was attracted, but the contact spring 356 cannot be attracted.
Now reaches into k in further driving the switching angle k of the switching cone, the control current now goes to the shift in cone /. By turning the number drum and thus the switching cone in I in the direction of arrow 353 , the switching

409 5R4 / 130

IS

cone on the switching disk 300. The current now also goes to the electromagnet 355. Even now, the contact spring 356 cannot be attracted because it is still locked. So the current is still going to switch contact N.

The car keeps its direction of travel to the north, and the number drum with its switching cone in / continues to rotate in the direction of arrow 353 until it reaches the switching angle in / and the control current then from here to the second control device that controls the car on a west-east route serves. The current does not have to go straight to the second control device; he can also to Excitation of an electromagnet 560 (Fig. 32 a, 32b) are used, which places two contacts next to one another, via the the control current goes. The electromagnet 560 then also triggers a pawl 559 at the same time, which a lever 555 holds.

This pawl 559 can be omitted if a contact piece 358 (Fig. 19 and 32a, 32 b) is attached, which after the locking of the contact springs 351 and 357, the two contacts 359 and 360 connects. Then the electromagnet 3 receives £ fi during the control activity of the first control device always electricity, regardless of whether it comes from switching disk 300 or 302.

Both control devices are identical in their construction and mode of operation. Is the second control device expired, the control current then goes directly to the sliding contact, which is the next stop switch contact Supplying electricity and directing the car to the stop. The control current can also serve to excite an electromagnet that places two contacts next to each other, via which the current is used for actuation the stop switch goes from the overhead line directly to the switch.

If the passenger determine the first direction himself, he has the switch in Fig. 20 operate, consisting of three levers 365, 366 and 367, which are connected * ° comparable to each other by an insulator. If the passenger wants to first let the control current go to the left control device, which is used to control the car, for example on the north-south routes, he puts the switch to the left.

Power then goes from switch 82 to switch lever 366, contact 368 to the left control device. After he has gone through this, as already described in the description of Fig. 19 is, the current goes to the contact 369, which is connected to the contact 370 through the switching lever 365 is. From here the current goes to the second control device on the right in Fig. 20, the control device of the car is used on the west-east routes.

Once the current has passed through this control device, it goes to contact 371 via the switch lever 367 to sliding contact 90 and from here to the next stop switch contact.

If the passenger wants to supply power to the right control device first, he puts the switch to the right. Then the current goes from the switching lever 366, to the contact 372, to the right control device, then to the contact 373, via the switching lever 365, to the contact 374, to the left control device and from here to the contact 375, which transfers the current to the sliding contact 90 via the switching lever 367 leads. ⁶ p

If there are not just one but several stations on each route between the route crossings, especially when the intersections are far away from each other, the last drum unit determines in each control device, i.e. the one-switch and number drum, only the stations, while the others, So the tens, hundreds and thousands, etc. -Drum units are used to select the route. Depending on the number of stations, in addition to the single drum unit, the tens, etc. The drum unit is used to select the station.

Fig. 21 shows how the single units are used in the control device for station selection, while the other units serve to select the route.

The control current that comes from switch 82 goes to contact springs 380 and 381. While now a the racks 382 and 383, which serve to rotate the single shift drum, is set to 0 the other is placed on one of the numbers 1 to 9. In this example it is assumed that the Rack 382 is set to 0 with its arrow or nose 385. Then the rack 382 presses with it an insulating piece 386, a contact spring 387 on the contact spring 380.

The control current then goes to switching cone 388 through all drum units of the control device, and from the contact angle 389 of the last switching drum he goes to a contact spring 390, which is in this Example is lifted from a contact 391 and rests on a contact spring 392 by the pressure of the Rack 382.

From here the current goes to a contact spring 393, which in this example is not on the opposite one Contact spring 381 lies. The current goes from the contact spring 393 to the switching cone 394 and through the drum units of the second control devices and from the contact angle 395 of the last Switching drum of the second control device to the contact spring 396, which in this example on the Contact 397 is located. From here the current goes to the switching cone 398 of the single drum unit of the second Control device and its contact angle 399 to the sliding contact 90, which the car to the next Station directs.

The switching disks of the single drum are switched in Fig. 21 as in Fig. 19 Switching disks in /.

Should the passenger now use the control device as shown in Fig. 21, the Determine the first direction of travel yourself, a circuit according to A b b. 22 to use.

The drum units, which are used to select the routes, are then switched as shown in Fig. 20 shown. The passenger must then also operate a switch here. The control current that after A b b. 20 last reached the shift lever 367, goes to A b b. 22 not to sliding contact 90, but on contact springs 405 and 406.

It should now be assumed that the rack 382 is set to 0 while the rack 383 is on one of the digits 1 to 9. Then the insulating piece 386 of the rack 382 presses a contact spring 407 to contact spring 405, and the control current goes to switching cone 398.

Since the car has now reached an intersection, the single drum unit now determines that Direction of travel. The switching cone 398 now has the contact angle 399 when the carriage continues reached, the control current now goes to sliding contact 90, which directs the car to the stop.

14 13 ΟΟδ

The control current does not have to go directly to the sliding contact 90 , but can also serve to excite an electromagnet that connects the contacts and switches on a special circuit that is used to operate the stop switch.

If an area 400 (shown in dashed lines in A b b. 1) is left out of the route network because there is perhaps a lake or a larger building or a park or the like that cannot be driven through or driven over at times, or not at all, all wagons that reach area 400 while traveling on west-east routes 105, 106 and 107 and on north-south route 105 must bypass it if their journey is to be continued in the same direction.

This bypassing can easily be done by continuing the route; it is guided around the area 400 in an arc if the area 400 is permanently cut out. However, if the area 400 is only to be bypassed as an exception, the measures described below must be taken.

example 1

A car arrives in a west-east direction on west-east route 105 . It would now be uneconomical to steer the car around area 400 in a northerly arc. It would be more correct to choose the smaller curve to the south.

The switches 22 (A b b. 2) are continuously set so that they direct all cars to the south on the north-south route 104. When using z. B. the control device or circuit according to A b b. 9 the control device for the selection of the west-east route now comes into action, and at the next east switch, as shown in A b b. 2 is represented by the switch 28 , the car is directed to the west-east route 104 . Now the control device for the north-south routes comes into operation again, and the car is steered via the switch 29 to the north on the north-south route 106. Now the control device for the west-east routes comes into operation again, and the car drives to the east at the next east switch 21.

45

Example 2

If the car that arrives on the west-east route 105 , as in the first example, has to drive not only to the east, but also to the north, for example, it is switched via the switch 29 (Fig. 2 ) drive north on north-south route 104. If the car now reaches the intersection of this route with the west-east route 107, it drives again to the east via the switch 21. At the next switch 29 , the car would then drive north again until it has reached its destination.

Fourth embodiment of a control device (Figs. 23 and 24):

In the embodiment of a control device according to FIGS. 17 and 18, the switching cone is horizontal, that is, parallel to the axis 291; in this example according to A b b. 23 and 24 the switching cone is perpendicular to the axis 420. As a result, the drum unit, which also consists of the switching drum and the number drum, is not as wide as the construction according to Fig. 18, and the entire control device does not take up as much space in the desk 47 (Fig. 3 and 5).

The portion of the shift drum to the right of line 421 in A b b. 24 is in A b b. 23 omitted. Likewise, a disk 422, which serves as a slip ring, an insulating disk 423 and a disk 424 with teeth 425, all parts of the number drum, are not shown in Fig. 23.

The disk 424 and a disk 426 with two pins 427 are seated firmly on a tube 428 which is rotatably mounted on the axis 420 . Firmly seated on this pipe 428, a disk 429. In this disk is an insulating washer 430 and the tube 431 to an insulating bushing on the disc 429 is mounted with insulated rivets, a bearing block 433, in which slit 434 is a circuit cone 435 guide. The switching cone is rotatably mounted on a pin 436.

The switching drum consists of a gear 440, insulating rings 441, 442, 443 and 444, also of slip rings 445, 446 and 447 as well as a guide ring 448 and a metal ring 449, in whose countersunk holes the heads of rivets 450 are embedded. The rivets are surrounded by an insulating sleeve 451 and hold the specified parts of the shift drum together. An insulating ring 452 is located between the guide ring 448 and the 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 and a further metal block 458 are fastened with insulated rivets 459 to the gear wheel 440 , on which an insulating plate 460 lies. The head 461 of the switching cone 435 ″ is again specially drawn in in the lower part of Fig. 24 in order to reveal its position between the metal plates.

If the number drum is now rotated in the direction of arrow 462 , the inclined guide surface

463 the switching cone is guided to slip ring 447 . However, if the number drum is turned in the opposite direction, the switching cone is guided to the slip ring 445 . The slip ring 446 is connected to the metal plates 455 and 456 (Fig. 24). The two ends of the guide ring 448 are slotted

464 in order to achieve a lateral evasion when passing the switching cone.

Instead of the switching rings or slip rings, as used in the control devices according to FIGS. 17 and 18 and 23 and 24, contact springs 470 and 471 can also be used, as shown in A b b. 25 is apparent.

Instead of the contact angle, the contact 472 is used. The switching cone is replaced by the contacts 473 and 474 and contact springs 475 and 476.

The number drum here consists of a disc 477 which is covered with an insulating plate. It is useful to provide this disk 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 contacts and contact springs are attached to insulating parts 480, 481, 482, 483, 484 and 485 on this disk. The number drum is mounted on an axle 469. On a tube 486, which is attached to the number drum, there are four isolated slip rings.

The switching drum consists of a ring 487, in whose teeth 488 the teeth of the rack intervene, which is used to adjust the control device.

If the switching drum is moved in the direction of arrow 490 or the number drum is moved in the direction of arrow 491, then a pin 494 and thus an entire lever 495 is turned to the right on the surface 492 of a groove 493, and a leaf spring 496 with its insulated rivet 497 presses the contact spring 470 against the contact 473. If the direction of movement of the index or number drum is reversed, the leaf spring pushes 496 the contact spring 471 to the contact 474. If this control device has expired, i. h., has If lever 495 reaches groove 493, the lever straightens up and both leaf springs press the contact springs 475 and 476 to contact 472.

A b b. 29 shows the course of the current in the control device according to FIG. 25. The current also comes here from switch 82 or from the preceding control device. The current goes to contacts 473, 474 and contact spring 475 via a slip spring and one of the slip rings, which are not shown here . B. N or W lead. The contact spring 471 can then lead the control current to the switch contacts 5 or O.

If the control device has expired, both contact springs 475 and 476 are pressed against contact 472, and the control power goes to the slide spring 90 or to the next controller like this has already been described for the other control devices.

If the diameter of the control device is to be kept as small as possible, it is advisable to those in A b b. 26 construction shown.

The switching drum 500 also consists in this case of a ring which is inside with a groove 501 and is provided with teeth 502 on the outside. The number drum is also appropriately pot-shaped here. Of the Edge 503 of this pot is covered on the inside with an insulating layer 504. A metal strip lies on top of this 505. Next to this metal strip are insulating blocks 506, the contact springs 507, 508 and 509 wear. If the lever designated here by 510 is thrown over, a disk 511, whose Teeth 512 engage teeth 513 of lever 510, rotated, and lug 514 exits arch 515 the contact spring 507, and this leaves the metal strip 505.

Depending on the direction of rotation of the disk 511, either the projection 516 now presses the contact spring 508 or the extension 517 the contact spring 509 on the metal strips 505. The metal plates with the extensions 514, 516, and 517 are isolated from disk 511.

If the control device has expired, i. That is, if the lever 510 has reached the groove 501, the Train a leaf spring 518, which engages in the slot 519 of a projection 520 of the ring 511, this ring pulled back into the position shown, 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. A pipe 522 carries four slip rings that are insulated from the pipe.

The approaches 514, 516 and 517 can also be used to short-circuit two contacts each. then the contact springs 507, 508 and 509 are omitted.

A b b. 30 shows the current flow in the control device according to Fig. 26. The control current, which comes from switch 82 or the preceding control device, goes via slip ring and slide spring to metal strip 505. If contact spring 509 is pressed, the current goes via slip ring and slide spring, as described for the other control devices, e.g. B. to switch contact N or W. If the contact spring 508 is pressed, the current goes via slip ring and slide springs to the switch contact S or O. If the slide spring 507 is pressed, that is, if the control device has expired, the current goes through slip ring and Slide spring to slide spring 90 or to the next control device.

In the control devices explained so far, the movement was based on a number drum the other transmitted by means of instinct.

In Fig. 27 a construction example is shown, that works on the principle of creeping counters, as is sometimes the case with gas or water meters be used. A control device consisting of three units is shown in A b b. 27 shown. Here, too, each unit consists of a switch drum and a number drum. It can here z. B. the construction forms according to A b b. 26 apply. The drums are mounted on axles 525 and 526. The movement of the transport pawls is, as shown in A b b. 33 to 44 is shown on gears 527 and 528 transferred. The gears are attached to a tube over which an insulating tube 523 is pulled, that carries slip rings 529, 530, 531 and 532.

The movement of the first number drum is from a gear 533 to a gear 534 and thus transferred to the second, that is, the number drum of ten. The gear ratio is 1: 10. The Movement of the second number drum is carried out by a gear 535 on a gear 536 and thus on the third, that is, the number drum of hundreds. The transfer of movement can be accordingly be done on a thousand drum, etc.

If, for example, the first number drum has now made ten revolutions in the direction of arrow 537, then the second number drum has one revolution in the direction of arrow 538 and the third number drum carried out a tenth of a turn in the direction of arrow 537. Since the direction of rotation of the second Number drum is opposite to the direction of rotation of the first number drum, so must be done when setting of the control device, the direction of rotation of movement of the second shift drum 500 is opposite to the direction of rotation be the first switching drum. Therefore, as shown in Fig. 28, the movement of the rack 540, which is used to adjust the second switching drum of the control device, to the second Switching drum 500 are not transmitted directly, but via an interposed gear 541. As a result, the direction of movement of the switching drum is opposite to the direction of movement of the rack 540

In Figs. 31, 32a and 32b is an embodiment a device for maintaining the control current direction set first is shown, which corresponds to the lower part of the device according to Fig. 19. The two electromagnets 350 and 355

sit on a base plate 550. If, for example, the electromagnet 350 is excited, it pulls an iron armature 551 and pivots a lever 552 about the perpendicular axis 569 from the one shown Standing out. As a result, the contact of the contact spring 351 is placed on the contact 352. A pole piece 553 of the electromagnet 350 acts at the same time on an iron armature 554, which is below a lever 555 is attached. The lever 555 can now, after the lever 552 is drawn from its Position is pivoted, lower down, and on the lever 555 located pins 556 and 557 lock the lever 552. A pawl 559 is pressed to the right by a leaf spring 558, and the lever 555 is locked. Now becomes the electromagnet

350 de-energized (as described in the description of Fig. 19), the lever 552 cannot move into the position shown Go back position, and the contact spring

351 remains at contact 352. In the rest position, the two pins 556 and 557 are above the sight 583 and 584 of the lever 552. At the same time, the contact piece, which is designed as a bridge, also connects 358 the two contacts 359 and 360.

If the control device has now expired, an electromagnet 560 is excited and pulls an iron armature 561 at. As a result, the pawl 559 releases the lever 555, which is released by a leaf spring 562 is pulled up. Both electromagnets 350 and 355 are now without power, as is already shown in FIG Description of Fig. 19 is shown. By pulling the two contact springs 351 and 356 that If you want to adjust yourself to their vertical position again (Fig. 32a), the lever 552 is in the drawn position, and the contact spring 351 is no longer on contact 352.

The two contact springs 351 and 356 carry insulating bushes 565. The insulating bushes are surrounded by a sheet metal sleeve 566. The contact springs are guided through openings 582 in the base plate and attached to insulating blocks 567 which are located under the base plate 550. Both contact springs are located with the insulating bushes in cutouts 568 of the lever 552. The already mentioned axis 569, which is mounted with its two pins 570 in the base plate 550 and in a strut 571, is firmly seated in the lever.

The leaf spring 562 is riveted to the strut 571. This leaf spring engages a hook 572 on the lever 555 . An insulating plate 573 lies on the lever, on which the bridge 358 is fastened with insulated rivets 574. Contacts 359 and 360 are attached to angles 575 . Insulating plates 576, which carry the brackets 575 , are attached to the base plate 550.

Struts 577 and 578 carry the contacts 352 and 357. The struts lie on the insulating plates 579 and are fastened to the base plate 550 with insulated rivets 580. The two bearing blocks for the axis 581 of the lever 555 are not shown here.

If the control device is adjusted after setting the device according to Figs. 32a and 32b, z. B. by turning the hundreds drum, the control device has not yet expired, so has not yet assumed the position in which the electromagnet 560 is supplied with current so that ei the pawl 559 can trigger.

It is therefore necessary to shift the racks to adjust the control device to be allowed only if the control devices are without power and the device according to A b b. 32 a and 32 b assumes the drawn rest position.

Move around the racks (e.g. 540 in Fig. 28) To be able to do so, it is necessary that the passenger attach a rail 585 (Fig. 31) to a button pulls up. A bolt 586 on a rail 587 lies in a guide slot 588 of the rail 585; the upward movement of the rail 585 causes the bolt 586 and thus the rail 587 to move shifted to the right. The lugs 589 on the rail 587 leave the teeth in the racks 540, see above that these can then be moved. At the same time, a pin 545 on the rail 585 has one Leave cutout 546 at an attachment 547 which is attached to the pawl 559. The pawl is thereby pressed to the left, in the position shown in Fig. 32a and 32b. A contact spring 548 has now also left a contact spring 549, whereby the circuit of the control device is interrupted will.

The following is a description of stepping devices for moving or rotating the number drums at the control points of the routes.

As already mentioned several times, the first number drum turns over at every control point along the route rotated a digit. This can be done by devices as described below.

1st embodiment (Fig. 33 to 35)

For example, assuming the control devices shown in Figs. 17 and 18 and 23 and 24, so, as can be seen from Fig. 33, the transport wheels designated here with 590 and 591 each have ten Teeth. Both wheels are firmly seated on a tube 592 that is attached to the first number drum. Will If a carriage 593 moves in the direction of arrow 594, a pawl 595, which is attached to a tooth 596, rotates of the transport wheel 590 engages, the number drum by one digit in the direction of the arrow 597. With the surface 598 the next tooth rests against the pawl, and one more rotation of the wheel is thereby prevented. The surface 599 of the frame 600 serves as a stop for the slide 593.

Fig. 34 shows parts of the device according to Fig. 33. Fig. 35 also shows parts of Fig. 33, in relation to this seen from behind.

During the movement of the carriage 593 in the direction of the arrow 594, a pin 601 (A b b. 34) of a lever 602 bent at an angle engages under a shoulder 603 (position 604 of the pin 601) on a lever 605. The lever 605 is thereby pressed to the left . Since the pin 601 protrudes further over the shoulder 603 (position 606), the lever 605 is pressed again to the right by a leaf spring 607 and, when the transport of the number drum has ended by one digit, lies in a groove 608 of a locking disk 609, which sits firmly on the tube 592. If the carriage 593 with the transport pawl 595 now returns to its rest position, an automatic rotation of the number drums due to vibrations or a rotation due to the setting of the switching drum is prevented.

When the slide 593 goes back, the pin 601 of the lever 602 rubs over the surface 610 of the attachment 603. When it has reached the position 601 again, it is again under the attachment 603, i.e. at the same height (Fig. 35) as a pin 611 of a carriage 612 on which a transport

409584/130

pawl 613 is located, which in Fig. 33 is in the rest position is drawn. The transport pawl 613 is used to move the number drums in the direction of the arrow 614.

The lever 602 is mounted in a groove in the slide 593 which is covered by a rail 615. Of the short legs of the lever 602 become when the pin 601 passes over the surface 610 of the lug 603, i. H. is raised slightly, guided between ribs 616, 617 and 618. From a leaf spring 619 is the Lever 602 is then pushed back into its rest position.

The locking lever 605 is guided between two webs 620 and 621, which consist of a plate 622 are worked out. This plate 622 is cut out in Fig. 33 and can only be seen in the right-hand part. The lever 605 is mounted on an axle 623 which is let into the webs 620 and 621. In locked position the lever 605 lies against a disk 625 (A b b. 34). Between the two conveyor belts 590 and 591 there is a disk 626, which is expediently given a larger circumference in practice and serves to guide the transport pawls. In the rest position, each transport pawl is from one Leaf spring 627 pressed against a stop 628 on slide 593 or 612. The transport latches are mounted on pin 629. In practice, the noses 630 of the transport pawls are appropriately rounded, and the tooth base of the teeth of the transport wheels is rounded.

2nd embodiment of a stepping device (Fig. 36 and 37)

In Figs. 36 and 37 a stepping device is shown in which instead of the transport wheels 590 and 591 (A b b. 33) a gear wheel occurs. Becomes a sled at the control points of the track 635 is moved in the direction of arrow 636, a plate 637, which is mounted on the carriage 635, takes a nose 638 and thereby rotates a disk 639 in the direction of arrow 640. The lug 638 thereby displaces one Slide 641 by the pressure against a shoulder 642 in the direction of arrow 636. By this movement teeth 643 of a rack 644 mesh with teeth 645 of a spur gear 646. At the same time one tooth leaves 647 the teeth of the gear wheel 646 on a web 648 of the carriage 641. The carriage 635 moves now further in the direction of arrow 636 and receives a pin 651 in its slot 650. This journal 651 is riveted into rack 644. The rack 644 is now shifted to the right in the direction of the arrow 652. If the pin 651 has reached the part 653 of the slot 650 in the slide 635, this has Spur gear 646 executed a tenth of a turn and also the number drum (e.g. Figs. 17 and 18) taken by one digit.

When the lower edge 654 of the plate 637 has reached the line height 655, the nose 638 of the disk 639 is released again and can go back into the drawn rest position if by the Pressure of a leaf spring 656 pushes the carriage 641 back into the rest position shown. the Movement of the slide 635 in the direction of arrow 636 is now also ended; the sledge goes into the drawn one Position back and pushes the rack 644, the teeth of which are the teeth of the gear 646 again have left, back to the rest position, in which it is held by two leaf springs 657 and 658, which lie against a pin 659. The two leaf springs are on a web 660 between two Plates 661 attached by rivets 662.

When the carriage 635 goes back, the plate 637 (Fig. 37) is in the direction of arrow 665 on a beveled surface 666 of the nose 638 is raised. The plate 637 goes over the nose 638, while this remains in the position shown. Now the plate 637 is through the pressure a leaf spring 667 attached to it, which rests on the cover 668, is pressed down again, d. H. in the Position shown (A b b. 37).

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

If the left slide 675 is moved in the direction of arrow 636, the rack 644 is moved to the left in The direction of arrow 676 is shifted and the gearwheel 646 is rotated in the direction of arrow 677. When moving the left Slide 675 results in the same mode of operation of all the relevant parts as in the case of the movement of the right sled.

In a cutout 680 of the carriage 675, the nose 681 of the disk 682 and in the cutout 683 of the carriage 635 the nose 638 of the disk 639 freedom of movement. The rack has grooves 684 and 685 644 freedom of movement. The rack 644 is between the lugs 686, 687, 688 and 689 of the slide 641 out. The carriages 635 and 675 are on lugs 690, 691, 692 and 693. The Carriage 641 runs between lugs on the base plate 694. The whole device is with the help of the Plate 668 covered, which is not shown in Fig. 36.

The axis is in a bore in the cover 668 and in a bore in an attached ring 695 696 of the disc 682 mounted.

The gear wheel 646 is firmly connected to the first number drum by a tube 698. The left one Slide 675 is not shown in Fig. 37. The legs 699 of the rack 644 are shown in A b b. 36 cut out to the tenons 700 and 651 and the 'length of the slot between the legs 699 and 701, in which the carriages 675 and 635 penetrate, to be recognized.

A device for moving the carriages 593 and 612 to A b b. 33 to 35 or the slide 675 and 635 according to Figs. 36 and 37 is shown in Fig. 38. At each control point of the lines is on A rail 710 is attached to the running rail or to the masts that carry the running rail. at the drive of the carriage is a bolt 712, which at its lower end 713 a roller or a ball can carry, moved on the inclined surface 711 of the rail 710 in the direction of arrow 714. This becomes a Bolt 715, to which one of the mentioned carriages is attached, moved in the direction of arrow 714; the sled then works in the manner described. If the work path in the direction of arrow 714 of the slide is finished, d. i.e., it has reached its stop and the bolt 712 is raised even further, which is in the Practice is required because the movement of the bolt 712 is not precisely tuned to one tenth of a millimeter can, a bolt 716 now penetrates into a bore 717 of the bolt 712.

If the bolt 712 leaves the rail 710 again,

27 28

which in practice is about 200 to 300 mm long, so in order to be on the clear road after leaving

If the bolt 712 is pressed by a screw z. B. the rail 748 an automatic further turning benfeder 718 on a collar 719 on the bolt 712 of the disc 745 z. B. brought to bewieder in the drawn rest position by vibrations. To prevent it, it is necessary to have a locking device

A washer 720 on the end of the bolt 716 will provide 5 for the washer 745 . In A b b. 43 and 44 of a collar 721 in the bore 717 of the BoI- an embodiment of such a device zen 712 is taken and the slide is shown in his. On the axis 757 of the disc 745 , the rest position sits retracted. A coil spring also has a washer 758 that faces four grooves 759- 722 now holds the bolt 715 back in the right place.

Distance from bolt 712. io A peg 760 engages one in the open

A tube 725 receiving the device is land 761 in one of the grooves. If the car reaches z. B. with a flange 726 on a base plate 727 of the rail 748, a beveled approach grinds the box or frame, which the control device 762 on the web 761 via a rail 763, which carries on the, attached. This base plate can lie on the rail 748 , and the pin 760 protrudes from the base plate or on the side wall or on the roof 15 groove in the disc 758 . The window of the car has now been attached. This part is designated here with 728 745 (A b b. 42) its rotation at the recess 753 . executed, but not yet left track 748

In the embodiment according to Fig. 39 occurs, the shoulder 762 on the web 761 falls into the place of the rail 710 (Fig. 38) a bolt cutout 764 of the rail 748. The legs 765 730, which during the journey of the car in arrow direction 2 ° ^and 766 are pressed by leaf springs 767 back to device 731 a mounted on a bolt 736 below, and the pin 760 penetrates the lever 732, which with its one leg through the next groove 759 and thereby blocks one slot 733 in the carriage wall 734 from this disc 758.

protrudes, pivoted. When swiveling the He- The changing of the track-side turnout

lever 732 is a leg 735 of the lever 732 and 25 directions can be raised electrically with the help of a motor of this the bolt 712 (Fig. 38). or electromagnets (Fig. 51). If the lever 732 is resiliently mounted or if the current is drawn from the carriage by rolling or grinding, for example from a strong leaf spring, then springs 860 can be guided on long contact rails 861 or short bolts 712 directly with a slide (Fig. 33 contacts 862 , which are connected to the running rail or or 36). 3 ° attached to the supporting masts of the running rail in an insulated manner

Another embodiment of the previously described are. The current goes from these contacts directly to the devices shown in Fig. 40. When ^the solenoid 863, passes through this and is this is a pivotally mounted to the carriage wall 740 ^dan n mounted on a contact spring 864 and contacts and from this in ^{865 u} n ^{d 866} z through a slot 739 ^to the chassis and from there outstanding for an inclined position Rail 737 by means of 35 rails.

of the bolt 730 is moved against the carriage wall 740 . The moment the electromagnet is excited

This movement is controlled by a contact spring 867 on the rail 737. This attaches articulated and with the bolt 712 (A b b. 38) is transferred with its contact 868 to the contact 869 and bound intermediate lever 738 on this. leads the current from the overhead line 870, which is otherwise used a device to move the numbers 4 "over the slide spring 860 to the electromagnet over drums according to Figures 41 and 42, so ^{that the} contacts 861 and 862 come, the electric come the stepping devices directly after the magnet 863 so that it does not remain energized in self-holding fig. 33 and 36 with its slide.

Tracht, since a toothed disc 745 is only used when the car has driven over the switch

is used, which is rotated at the control points of the route 45 and an attachment attached to the chassis or BoI-step by step and operated via gears zen 871 with its inclined surface over one of the od. The like. The first number drum. Fastened contact spring 864 to an insulation 872

The disk 745 has four wide teeth (z. B. 746) grinds bolts 873 and pushes them away to the side, so and four teeth at about half the width (z. B. 747). that the contact 865 must leave the contact 866 , if the car passes 5 ° while traveling in the direction of the arrow, the circuit of the electromagnet 863 is interrupted. 731 the control points on the route where broke; the contact spring 867 goes into which a rail 748 is shown, so the wide rest position slide back, and the switch tongues teeth 746 and 749 on the left part of the are moved into the off-rail 748 by weight or spring force Tooth 750 the initial position withdrawn. Stop 751 of the rail 748, so the disc 55. However, instead of the weight

745 rotated in the direction of arrow 752. The wide tooth or spring force to a second electromagnet

746 penetrates into a recess 753 in the rail, for example in the manner of the same 748 and in the stop 751 . The wide tooth 746 circuit as shown in Fig. 51 energized and switched off again now leaves the recess 753 and is looped after the carriage run over the diverter has on the ^{accounting-6o} together with the wide tooth 754th

th part of the rail 748. The disc has is thus portrayed in As before, the current passes from the environmental quarter overhead line 870, running the pitch shown here on the slide springs, contacts rotation. Electromagnets, via contact springs and contacts If the carriage is opposite to the rail, which serves as a power return, the direction of travel at a control point on the route is a 65, as is known, for example, from the direct current 756 rail of the same construction as the driven railways. If, for example, rail 748 were to be used, then disk 745 is rotated in the opposite two-phase alternating current to operate the path in arrow direction 752. are used, the electricity would be used by one

Traction current conductors via the slide spring, contacts, electromagnet, contact springs and contacts are not to the running rail, but the contact 866 in Fig. 51 would be with the second traction current conductor get connected.

With the circuit according to A b b. 51 the current to excite the turnout magnets 863 comes from the carriage via the slide spring 860 and the contacts 861 and 862. Should now be avoided using slide springs and sliding contacts to work, a device can be used in which an electromagnet Actuates a bolt on the vehicle, which makes a trackside contact when driving past operated to close a circuit for the switch magnet. Such a route contact Fig. 57 shows.

The bolt 907 grinds when the vehicle-side electromagnet is excited and thereby out of the Chassis protrudes through a lever 925 on which the chassis slides tightly and on one Rail is mounted, which sits on a support pole. The lever 925 is raised by the bolt 907; as a result, a contact spring 926, on which an insulating block 927 sits, is lifted, and a contact 928 rests against a contact spring 929. Both contact springs are attached to an insulating block 930. The current coming from the overhead line goes to the contact spring 926 and via the contact spring 929 to electromagnet 863.

It is possible to brake the car, e.g. B. when entering the station, not just mechanically braking devices, but also electrically or magnetically (electromagnetically) acting braking devices to use. The final shutdown of the carriage drive can be done via a contact take place, which can be actuated by a stop in the station or on another carriage that is already standing there is.

In order to ensure regular rail operations, it is necessary to overcrowd the stations with Dare to prevent. It is therefore necessary that space is created for new cars will. The necessary circuit for electrical operation is shown in an example in Fig. 88.

But it is also to be prevented that at the public stations all cars from the station travel. In A b b. 89 shows an example of a circuit which makes it possible to automatically call reserve vehicles from the to move up the next station behind. It is also possible to get the car from a special one Reserve station automatically or to be requested by the passenger by activating the signal.

In both circuit diagrams, the course of the current is made easier to see by means of plus and minus signs.

Each carriage 1465 that is in the station, perhaps with the exception of the last car, presses a lever 1467 with its chassis 1466, which is otherwise at right angles to the running rail due to spring force, to the right into the position shown. As a result, the lever arms 1468 with their insulation 1469 close spring contacts 1470/1471. The current that comes from connection 1472 from the overhead line now goes through all contacts 1470 and 1471 to a contact 1473. If a door in the station that gives access to the first car is open, it pushes against it with a shoulder 1474 a bolt 1475, which is seated in isolation on a contact spring 1476, and lifts its contact from the contact 1473.
If the station-side door is closed, for example after a passenger has left the car, the contact 1476 is on the contact 1473. The current now goes on to an electromagnet 1477, which is connected to the rail, which is regarded as the negative pole.

ίο This electromagnet releases you when you pull it Stop 1478, which is mounted between guide parts 1479. This stop is before the Chassis of the first car and presses against a built-in in the front part of the chassis Switch that interrupts the traction current. When the stop is triggered, the switch is through a feather indented again. The circuit to the engine can be closed when the car door is closed, which is monitored by a corresponding switch. So the car sits down in motion now.

The car can now drive to the next station or to a reserve station, as will be done later is still described. When the first car has left, the second car moves, its switch in the chassis now indents, after. All the other cars also move up, and the last car in 1480 closes the circuit again via contacts 1470 and 1471; the excitation of the takes place again Electromagnet 1477 and the triggering of the stop 1478. The foremost car of the station moves so off again. All the cars move up again.

If no new car enters the station, the last lever 1467 is in the direction of the auxiliary line 1481, and the contact springs 1470 and 1471 are separate. There is no further triggering from here of the attack in 1478 to push off another car.

If a passenger is sitting in the car, this is done directly with a switch or via the money counter after money or tokens have been inserted, the power from the overhead line via a contact 1482 on the car led to contact 1483. From here the current goes to the contact spring 1473. Is the door contact 1473/1476 closed, the current continues via the contact spring 1476 to the electromagnet 1477, the stop 1478 is triggered, and the car drives off. Instead of contact 1482 Also, a pin can be pushed out of the carriage that connects contact 1483 to another contact presses and thus supplies the current from the contact line.

In A b b. 89 two stations are shown. In the left station there are four cars 1488. Two dashed lines Seats 1489 for two cars are free. In the right station there are two cars 1488 while four places 1490 are free. In the left as well as in the right station, however, there should always be three reserve cars stand in the front part of the station.

After a car has left the station on the right, the two reserve cars are 1488 behind moved forward. The third car space has become free. By pulling a coil spring 1491 is a double-armed lever 1492, which is otherwise pushed sideways by the carriage, as shown in the left station is shown, placed at right angles to the rail.

With the one Ann 1495 the lever pushes this movement to an insulation 1496, and a contact 1497/1498 is briefly closed. In At this moment the current goes from the overhead line via contact 1497/1498 to an electromagnet 1499, which is connected to the rail via a contact spring 1500 and a contact 1501 stands.

The lever 1492 leaves the isolation 1496 in its movement, and the connection between the Contact spring 1497 and contact 1498 is interrupted again. The lever is opposed by the carriage into the position in which the lever is drawn in the left station, the Contact spring bent to the left in 1497; it does not touch contact 1498.

When the electromagnet 1499 is excited, two contact springs 1502 and 1503 are attracted. The electromagnet 1499 now receives from the overhead line via contact 1504 and the contact spring 1502 stream. The electromagnet 1477 (Fig. 88), which is used to trigger the stop 1478, receives Current from the overhead line via the contact spring 1503, contact 1505, and, if the station-side Door is closed via contact 1473/1476 (Fig. 88).

The stop 1478 is triggered and releases the first car. Before the car takes its place has left completely, it interrupts electrically or, ideally, mechanically by pressing against a pin

1506 the contacts 1501 and 1500. The electromagnet 1499 is without current and gives both Contact springs 1502 and 1503 free so that they leave contacts 1504 and 1505.

It is possible to route the signal flow from contact 1498 to a station further downstream or to a special station manned with reserve cars and to an electromagnet to lead the shortly before the signaling station directly or indirectly the control of the empty arriving Affected car and directs it to the signaling station. At the same time the electromagnet becomes triggered by the carriage, as is done by moving the contact part 1500 in Fig. 89 with happens to the electromagnet 1499.

In the left part of A b b. 89 is by a pole

1507 the lever 1492 is connected to several levers 1508 which together perform the same movements carry out. If the carriage drives away from lever 1492, the lever cannot give a signal if it is on one the lever 1508 still has a carriage that can then move up.

If the circuits according to Figs. 88 and 89 were used, a passenger would get on the car and close both the station-side door and the car door, so stop 1478 (Fig. 88 and 89), because the electromagnet 1477 can be triggered by the overfill signal (Fig. 88) and the request signal or replenishment signal (A b b. 89) are excited.

The passenger can leave without inserting money. But he does not throw before the next station Money in the cashier, so the car is directed to the next station. This free ride will by devices such as those in A b b. 90 are shown in one embodiment, prevented.

The passenger who wants to get on the car finds the car door closed. He throws in a slot a coin or token 1510 in the wall of the car, as is the case with known self-checkout devices happens in which the inserted coin is checked. If the coin is in order, it falls into a channel 1511, its front wall is removed in the drawing. While the upper part of the left side wall 1512 and the right side wall 1513 of the channel are fixed, the lower part of the left side wall 1514 is movable to the right, is held in the position shown by a leaf spring 1515 and is open a riveted axis 1516 rotatable. Part 1517 of the rear wall is shown.

After inserting a coin, possibly after a bell has sounded, the passenger grabs one Handle 1518 or step on a foot lever, both of which are attached to a rail 1519 and exit the side wall protrude, while the others in A b b. 90 shown parts inside the car are attached.

The rail 1519 is moved down in the direction 1520. A lever 1521 attached to the rail 1519 is rotatably mounted, tried by the pressure of a leaf spring 1522, which is attached to the rail 1519 is to push the movable side wall 1514 of the coin channel to the right. As the coin can not leave the channel and rests on the surface 1523 of a rail or disk, the Lever 1521 pressed to the left by a projection 1524 of the side wall 1514.

With a nose 1527 he lies on a nose 1528 of a rail 1529 and pulls this rail with it below. A pawl 1530, which is mounted with an axis 1531 in the side wall of the car, goes with its left part 1532 downwards and with its nose 1533 leaves a slot 1534 in the car door.

With a nose 1537, the rail 1519 pushes a lever 1538 to the right. With a nose 1539 pushes the lever 1538 slightly opens the car door, so that the nose 1533 of the pawl 1530 on the surface 1540 the car door is open.

The passenger no longer exercises any pull on the 1519 rail. He lets through the pressure one Helical spring 1541 against a sleeve 1542 which is firmly attached to the rail 1519, the rail again go upstairs. The rail 1529 also goes against you by the pressure of a helical spring 1543 Ring 1544, which is attached to the rail, upwards.

The passenger now enters the car. He closes the door and thereby releases the coin 1510 from the Coin channel; the coin falls into the money counter and is added to the fare. Will the passenger get off after entering a station, he opens the car door by pulling a handle 1546 in the direction of the arrow 1547. The handle is mounted on an axis 1548. A rail 1549 is on one Axis 1550 mounted. It is pushed up by moving the handle in the direction of arrow 1547 and abuts with its angle 1551 against the approach of the nose 1533, which with this approach from the Door protrudes. The pawl is lifted and the door is opened in the direction of arrow 1547. By a helical spring 1557 pushes the handle 1546 back into the vertical position.

With the movement of the rail 1529 downwards

409 584/130

a rail was 1552 is pulled down by the pressure on the angle of 1553. A pawl 1554 places by the pressure of a leaf spring 1555 behind a shoulder 1556 of the rail 1552. The rail 1552 now does not project that far from the Wagenwandung found that it can push the contact spring 1500 to the side in order to de-energize the electromagnet 1499.

For example, if the carriage were requested by a signal from the previous station, i.e. left without a passenger and thus without inserting coins, the rail 1552 would be held in the position shown by the pressure of a helical spring 1558 against a ring 1559 that is firmly seated on the rail, ie protrude so far from the car wall or from the car roof that it pushes the contact spring 1500 (A b b. 89) to the side and thereby interrupts the replenishment signal.

But holds the pawl 1554 rail (shifted) so takes place after entering the destination station the release of the pawl 1554. This is done most simply by transmitting the movement of a bolt 1897 in Fig. 120 which moves at the entrance to the station below 1552 will. The movement of the lever 1899 to the left by the bolt 1897 can also be transferred to the pawl 1554 to release it.

Instead of a coin 1510 , a bolt or a key can also be inserted from the outside through the carriage wall into the coin channel in order to prevent the side wall 1514 of the coin channel from moving to the right. A part of a lock can also be pressed into the coin channel with the key and take over the function of the coin 1510 there . By opening the trolley door, a rail with the surface 1523 on which the coin 1510 lies can be moved sideways in order to drop the coin into a money counter or collecting box.

In the case of public transport for the transport of people and for the transport of goods, etc., it is customary to charge a fee for the transport management. In the subject matter of the present invention, the collection of the fare and transport money is to take place automatically. The driving of the car, the control and the steering of the car to a specific station can be made dependent on the cash payment device.
Self-cashers, who are used here at the railway, should be able to pick up and check the coins; they are built in the style of the well-known self-cashers. The construction example of a counter that ensures that the car only drives the paid route is shown in Figs. 111 to 119.

After the coins have been inserted into certain slots depending on their size and have passed through the coin testing device, they fall into coin channels 1820 (Fig. 111 and 112) and lie on a lever arm 1821 of a pawl 1822. The pawl 1822, which loads a coin is located in the position shown in Fig. 112, so that a pin 1823, which is attached to a bell-shaped drum 1824 , can pass when a crank handle 1825 (Fig. 114) is turned in the direction of arrow 1836 by the passenger.

An axle 1826 of the hand crank is mounted in the wall 1827 of the box in which the money counter is installed. A disk 1828 is attached to the axle 1826 . A washer 1830, which is attached to a bushing 1831 , is pressed against the washer 1828 by the pressure of a helical spring 1829. The disk 1830 follows the rotation of the disk 1828 . The socket 1831, in the grooves of which there are wedges 1832 of an axle 1833 , takes the axle 1833 with it.

From wedges 1834 the axle 1833 becomes a bushing

ίο 1835, which is axially displaceable on the axis, taken. Since the Speirklinke 1822 in the first left coin compartment of the four compartments in A b b. 111 is loaded by a coin of the first order of magnitude above the bell-shaped drum 1824 , the pin 1823 (Fig. 112) now goes under the pawl, ie the drum can now be rotated.

Inside this drum there are several leaf springs 1837, two of which are shown here. These leaf springs press on a disc 1838, the end face of which can be roughened or toothed, in order to enable the leaf springs 1837 to safely take the disc 1838 along when the drum 1824 rotates. The disk 1838 is firmly seated on a bushing 1839 which is firmly connected to the gearwheel 1840. A gear 1840 meshes with a smaller gear 1842 , which is firmly seated on an axle 1841.

The movements of the axis 1841 are transmitted to number drums via a differential gear consisting of the sun gear 1343 and the planetary gear 1844 (A b b. 117 to 119). 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. Just as in the control devices at the control points of the line, the number drums of the control devices are rotated by moving transport pawls in the car, so here too , the number drums are turned back again by transport pawls that act on a disk 1847 of the planetary gear on the differential gear, so that the Passenger the consumption of the fare is displayed. Depending on the distance between the metering points, the fare is consumed slowly or quickly. If the number drum is not to be turned back jerkily, as is the case when using transport pawls, z. B. transmitted the movement of the impeller axle to the differential gear via a countershaft.

If the passenger has turned the hand crank 1825 (A b b. 114) once, the drum 1824 has made one turn and now strikes with the pin 1823 against the pawl 1822 (Fig. 112), if this is not loaded by a new coin . The first coin was removed from the pawl 1822- during the described rotation of the drum in 1824 by moving a slide 1848 to the right.

Pushed in 1821 . After being thrown in, the coin 1850 stands between a bridge 1851 and an attachment 1852 on the slide 1848.

During the pin in 1823 under the pawl

1822 , a pin 1853 (Figs. 111 and 113) reaches an attachment 1854 on the slide 1848 and

pushes the slide to the right. While a shoulder in 1855 prevents a second coin from falling, it pushes the first coin to the right so that it emerges from a recess 1856 in the slide.

can fall out and fall into a collection container.

When the drum 1824 rotates , the pin 1853 reaches a lever arm 1857 and pivots a lever arm 1858 to the left, which presses against the extension 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 .

If the coins of the first order of magnitude have been counted and if coins of another order of magnitude, such as the second, third or fourth order of magnitude, are to be counted, the bell-shaped drum 1824 must be shifted to the right so that the leaf springs 1837 take one of the disks 1860 with them when the corresponding The pawl in the second, third or fourth compartment above the drum 1824 in Fig. 111 is loaded with a coin and allows the drum 1824 to rotate.

The rotation of the disks 1860 and 1838 is transmitted from each disk due to 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 been fully used, the passenger is forced to reset the counter that shows the fare. This is done by adjusting the drum 1824 to the right, so that the disk 1861 takes part in the rotation of the drum 1824 through the leaf spring 1837. Via a socket 1862, the gearwheel 1863, gearwheels 1864 and 1865 , the movement is transmitted to the differential gear and from here to the number drums via a small gearwheel that sits firmly on the axle 1841.

The displacement of the bell-shaped drum 1824 in the axial direction is carried out by the passenger. A button 1868 (A b b. 115) protrudes from the box in which the money counter is installed. The passenger grasps this button, shifts it sideways and pushes a bolt 1869 down into one of the grooves 1870 . By a device, e.g. B. a pointer that is attached to the bolt 1869 , can be displayed on the money slot to which coin size the money counter is set. The corresponding slot can also be open while the others are locked at the same time.

With the bolt 1869, which is attached to a frame or a bushing 1871 (Fig. 114), the bushing 1871 is also displaced in the axial direction at the same time. If the drum 1824 (A b b. 111 and 116) has not yet completed a full revolution, a ring 1872, which is firmly seated on the drum 1824 , runs in a groove 1873 of a rail 1874 and prevents the drum 1824 from being displaced axially Direction. But if the passenger adjusts the bushing 1871 to the right, he tensions a helical spring 1875 (Fig. 114).

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

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

The movement of the disk 1847 (A b b. 11 1) and the movement of the axis 1841 are transmitted via the differential gear to number drums 1882 (A b b. 1 1 8). If the number drums are at zero, the nose of a latch 1884 lies in each groove. When the number drums are turned, the noses are on the outer circumference of the number drum. Nice

ίο When the first number drum rotates, a rail 1885 is raised by its pawl in 1884. This rail is insulated and attached to a wide leaf spring 1886 . This leaf spring is also lifted, and its contact is lifted from a contact 1887 and placed on a further contact 1888 .

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 an electromagnet and contact springs to the large electromagnet 1477 , which is used to trigger the stop 1478 (Fig. 88).

If the number drums are set to zero, the fare has been used up and, 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.

In front of the number drums there is a window 1890 in the wall 1889 of the box of the money counter.

To enable the passenger to hold onto the number drums after the window has been destroyed the counter (Fig. 118) behind the window, which is used to switch over the Stromes is used, attached, but a display counter, which is through a friction clutch with the Counter (A b b. 117 and 118) is coupled.

As described, the number drum can be set to zero by turning the hand crank (Figs. 111 and 114). In order to prevent the number drums from turning further beyond the zero position, the first number drum on the right (Fig. 118) is firmly connected to a locking disc 1892. A pawl 1894 is taken down from a pin 1893 on the rail 1885 , which then stops the locking disk and thus the number drum. This also stops the differential gear and the gears below it up to the clutch disc 1830 (Fig. 114), while the crank handle can still be turned. A friction clutch is expediently arranged between the differential gear and the first number drum in the counter.

It can happen that a passenger does not take the inserted fare. The next passenger to use the car could therefore leave without inserting any money. It would now be possible to use the number drums (Fig. 118) with the help of known mechanically or electrically operating devices, such as those used, for. B. used with speedometers of the autotaxes to set to zero. A bolt then only needed to be moved in 1897 when entering the station, which z. B. can be done by means of an inclined plane over which the bolt slides, which the devices mentioned directly or indirectly z. B.

actuated by switching on electromagnets.

As Fig. 120 shows, the movement of the bolt in 1897 is used to actuate a device which forces the passenger to

at 1825 (Fig. 114) and corresponding setting the bell-shaped drum 1824 (Fig. 111) the Number drum (A b b. 118) to set to zero before he throws in the fare to be paid by him.

The 1897 bolt is moved when entering the station. He slides one over a surface in 1898 Approach to a lever 1899, which is thereby pushed to the left. One on the lever 1899 pivotably mounted pawl 1900 is of a leaf spring 1901, which is on a lever arm 1902 of the Pawl 1900 presses, pressed into the position shown and locked by the pawl in 1894 (Fig. 119).

Since the bolt returns to the position shown by spring pressure in 1897, the lever

In 1899 do not go to the right until the pawl has pivoted down and the pawl in 1894

1900 releases. The pivoting of the pawl down by the bolt 1893 is in connection with the Figs. 118 and 119 have been described. Due to the strong pressure of a leaf spring against the lever in 1903 In 1899 this can be pushed to the right. The leaf spring 1903 comes to an end with its contact in 1904 against contact 1905. The current that goes from contact 1888 to the stop magnet (Fig. 88) becomes by inserting the device according to Fig. 120 via the leaf spring 1903 and via the contact 1905 guided.

An insulating body 1906 is located between the leaf spring 1903 and the lever 1899.

A rail 1907, which is mounted on the lever 1899, is used with its approaches 1908 when the lever 1899 assumes the position shown to adjust the pawls 1822 (Fig. 112). The lever arms 1821 the 1822 pawls are raised by the 1908 lugs.

If the passenger wants to cover a longer distance in a car, payment is made with coins is too cumbersome or causes difficulties due to lack of change, he can go to a special one Station, e.g. B. on a main station, make the payment of his route with paper money. The money is expedient, if there are no self-collectors, from an employee received by the railway, at whose workplace the car automatically comes to a standstill comes.

The cash register served there, which also issues a receipt for the passenger at the same time, is at a standstill in connection with a counter that is turned until it reaches the length of the route paid for by the passenger or shows the number of metering points on the paid route.

According to Fig. 121, the cash register counter is slightly pulled out of the cash register Rohr coupled with the car counter in 1911, which then shows the same digits as that Cash register counter. The pipe 1911 passed through the wall of the car in 1912 is included his spur teeth against the spur teeth at the approach 1913 of a gear 1914, which with a Gear is coupled in 1915, pressed on. As a result, the gear 1914 becomes something in the direction of the arrow 1916 moved to the right. A fork 1917, which is mounted on an axle 1918, is taken to the right. It now pushes a disk 1919, which is firmly seated on a bushing 1920, to the right. One The 1921 clutch disc, which is firmly seated on the 1920 socket, is thereby removed from a 1922 clutch attachment of the gear removed in 1915.

A tubular shaft 1923 is firmly connected to the disk 1892 and the first number drum in the counter (Fig. 118). A 1924 shaft mounted in a bracket 1925 is connected to the differential gear (Fig. 111). If the counter (Fig. 118) is correctly set from the cash register, the 1911 tube is withdrawn again.

ίο By the pressure of a helical spring 1926, the disk 1921 is coupled again with the gear attachment 1922. Stop 1478 (A b b. 88) is now triggered by the station and the carriage starts moving; At the counting points, the counter is turned back in the car via the differential gear.

The shaft 1924 is provided with keys 1927 which run in grooves in the bushing 1920.

The decoupling of the disc 1921 with the help of the fork 1917 and by moving the gear 1914 in the direction of the arrow 1916 is not necessary if the friction clutch 1921, 1922 is adjusted so easily that the coupling parts can be rotated individually.

The passage opening in the car wall 1912 for coupling the counter can be through a The flap must be closed, which can only be opened when the counter (Fig. 118) is at zero stands, d. i.e. if z. B. the rail 1885 assumes the position shown. This rail would then be brought into the corresponding connection with the closure flap. You could e.g. B. in the drawn Position, trigger a pawl that prevents the flap from opening as long as the counter is not at zero.

As already described, the rotation of the number drums or disks in the counters the control devices also find use in the money counter, from an impeller or from the Motor axis off.

It has already been shown that it is advisable to only start the rotation of the number drums to carry out certain points of the route with the help of transport pawls that are attached to the th points are moved. The cooperation of the transport pawls with transport or ratchet wheels (Ratchet wheels) is often very difficult in practice and easily gives rise to errors.

In Fig. 122 a device is shown which is used to move the planetary gear (Fig. 111). The ratchet wheel 1847 is provided with a zigzag groove 1930 on the side or on the front surface. A pin 1931 runs in the groove. This pin is attached to a lever that is moved like a transport pawl at the counting points along the route. If it is moved to the left, the pin 1931 reaches the point 1932. The lever can now be pushed back to the right again by spring force, so that the pin then reaches the point 1933 in the groove 1930 . In this way the disk is rotated in the direction of the arrow 1934. The pawl 1935, which is pressed by a leaf spring 1936 into the teeth 1937 of the wheel or disk, prevents the disk from turning back when the mandrel 1931 changes from a groove rising to the left into a groove rising to the right.

Railways which can only be entered with a ticket should be, with automatic identification

39 40

control devices are provided, the bushing guide strips 2036 are used on the stations,

are attached. These bars run freely in the axial direction

Such an identification control device is z. B. the grooves of a worm wheel 2037, which is in section

described in German patent specification 703187. is shown (Fig. 132). In the teeth of this

In Figs. 130 and 131 a control device 5 worm wheel engages a worm 2038 , which

shown, which, in contrast to the one drawn, is rotated by the passenger.

Neten electrically working control devices me- Will the inner number drums z. B. in

works chanically. If the switch device is turned towards the arrow 2039, the pins 2025 slide

according to A b b. 8 is from the mechanical control input and 2026 in the drum 2002 first via a

direction mechanically adjusted. In Fig. 132 there are 10 inclined surfaces 2040 on side surfaces 2041 of the

still shown individual parts of the control device. sentences 2023 and 2024. With the pens, the

The control device consists essentially of inner drum 2005 pushed to the right. By

two counters that are plugged into each other. The pressure of the drum against a ring 2042

rend the outer counter, which is made of the three Trom- (A b b. 132), which sits firmly on the axis 2034

my 2000, 2001 and 2002 consists, at the control 15 the axis taken with to the right that through

points of the route is switched automatically and a ring 2043 that sits firmly on it, the others

indicates which route the car is on, takes inner drums with it.

will be the other counter, here as the inner counter, will now also be the second inner drum 2004

Werk referred to, taken along by the passenger on the desired in the direction of arrow 2039 and also

Route or station set. The number drums 20 the third z. B. rotated by a number, the takes

of the inner counter are with 2003, 2004 and 2005 pin 2025 in the third drum 2000 the position

designated. 2044 and the pin 2026 the position 2045 .

The counter is transported in the same way as the one at the last inner drum 2003 is a

electrical control device z. B. fixed by moving disk 2048 (Fig. 132). In a groove

of transport pawls that run into the teeth of the 25 2049 shifting disk 2050 that is attached to the axis 2031

Engaging wheels serving rings 2006 and 2007 . is attached. The axis 2031 and with it the drives

From the first number drum is followed by one for the inner drums making the movement of the

Rotation is the movement via a drive wheel that comes from the inner drum in the axial direction to the right

the gears 2008 and 2009 and from a socket with. Would be shifting the drum to the left

2010 is done on the second number drum 2001 30, so the shoots are through a disc

transfer. If the first number drum has ten um- 2051 (Fig. 130), which is firmly seated on the axis 2031,

made turns, the second has made a turn to the left. The groove 2049 in the

hung, and the third number drum 2000 disc 2048 is through a disc 2052 and a

has been rotated by a number. Ring 2053 covered. A spacer tube on the axis

From the second number drum 2001 , the number 35 2031 is denoted by 2054.

Movement on the drum 2000 via a drive wheel When driving on the track, the outer

Transferred 2011, 2012, 2013. The drive wheels run counter transports. Shows the outer counter

on an axle 2014. Between the two driving wheels the same route number as the inner one, so is

lies a spacer tube 2015. Annular approaches reached the set distance. The pens 2025 and

2018 on the drums are used to guide the 40 2026 in the inner drums go through the

Drums in corresponding grooves in a housing, pressure of a leaf spring 2055 against a ring 2056,

in which the control device is installed. On which the one sits firmly on the axis 2034 , in the intermediate

first drum in 2002 are parts 2019 and 2020 of the space between the beginning and end of the ring-shaped

Housing drawn. Approaches 2021 and 2022 and 2023 and 2024 and the

Inside the drum are annular lugs 45 lugs in the 2001 drum back.

Elaborated in 2021 and 2022 , as in the section, the inner counter will be opposite to the

The drums drawn in 2000 and 2002 can be seen in the direction of the arrow rotated in 2039 , ie, the car should now

is. The beginnings in the drum 2001, which go completely opposite again, become the inner ones

is drawn are narrower than the beginnings in the number drums moved to the left. Has the car

Drum 2000. Approaches 2023 and 2024, the latter 50 the set route or station number.

drawn in cross-section, are again narrower than sufficient, so the inner counter is from the leaf

the approaches described in the drum 2001. spring 2058 to the right in the drawn starting

There are two pulled positions in each of the inner drums. For both leaf springs there is an

Pins 2025 and 2026. Since the inner drum 2003 beat 2059 is provided.

is only partially drawn, the two 55 In A b b. 131 is the 2001 drum without the

Pins 2025 and 2026 shown free in drum 2000, around outer guide ring. The inner drum

to reveal their position. mel 2004 is drawn in section R. The driving wheel

The transmission of movement from the first 2028 is cut off from the bush 2030. The inner drum on the second takes place via a drive 2008, 2009, 2010 is not shown. The drive wheel 2027. The right inner guide ring for the pin 2026 is drawn from the second drum from the transmission of the movement to the third drum, so that the left guide ring can be recognized by a drive wheel that consists of the gears 2028 for the pin 2025. The rounded and 2029 and consists of the socket 2030 . These deten tooth tips of the drives are dark in Fig. 130. Drive wheels are mounted on an axle 2031 . The created.

inner drums are 2034 on an axis. 65 The numbers on the inner counter must correspond to the

camps. . Be visible to the passenger. This can e.g. B. through a

The first inner number drum in 2005 has reached the counter on the right, that of the snail

a socket 2035, which is drawn in section. In 2038 (Fig. 132) it is driven.

14 13001

41 42

Instead of the drives, a transport trolley can also be connected to a signaling device,

pawls that control the number drum via ratchet wheels - when the corresponding carriage is set with this -

turning. The pins 2025 and 2026 are designated number drives through the control point,

moderately rotatably mounted in the inner drums. The operation of this control device is that

The control shown in Figs. 130 to 132, the same as that of the automatic ID control device, can be used to convert the electrical device according to patent 705 187.
Serve switches. One of the two leaf springs 2055 The actuation of the signaling device can cause the and 2058 (Fig. 132) to counteract, as can be seen from Fig. 134 by supervisory staff on the corresponding measures, when the control device is set; but it may also for automatic isolation Bedie 2150 of a contact spring 2151 to the io actuation of switch devices on the track or a contact spring 2152 supplies current. From here on the car itself and so the car commits the current z. B. to a slide spring, which lead over special control tracks, where passengers or a sliding contact to the switch electromagnet load or the car itself is controlled supplies electricity. can.

The drum shown in Figs. 130 and 131 is used as a

mine are carried out after the movement to the control point overhead conveyor, the wagons run up

th expediently by a splint, which in the teeth splints, which in open terrain and in accordingly

the instincts intervene, determined. The rail will be supported by pillars across wide streets. the

when switching the pawls with raised. However, rails can also be carried by cantilevers

Likewise, the inner drums, after they turn 20, can be loaded onto stable walls of buildings.

are set by the passenger, are fastened by a rail. The railway system with its tracks and

found in the teeth of the shoots of their stations can also be found inside buildings

internal counter engages. This rail will lie out. One could e.g. B. a floor long hall

the teeth pulled out when the device was built for the installation of the automatic train

(Fig. 140) is rotated. * 5 set up. If the buildings are not too high, like that

In Fig. 140 is an exemplary embodiment of the front, the track system could also be placed on the roofs in the direction for setting the inner counter. At the road crossings and on shows that the passenger moves by hand. Is z. B. other spaces between the buildings the rotation of the inner counter or the first rows, bridges could carry the tracks. Also, the drum is only necessary by a few numbers, so it is possible, according to the invention, to turn the train as a passenger only one knob 2154 , which can run on a basic track or as a tube track,
an axis 2155 sits, which the worm 2038 In the A b b. 1 and 2 is the course of the routes, (Fig. 132) bears. If the movement of the second number, which is now referred to as normal distances, is necessary to move the drum by several numbers, then it rotates. Parallel to these normal routes or neither passenger expediently the button 2156, which can be on at least part of the normal routes, the axis 2157 of the gear wheel 2158 sits. Due to an even larger gear ratio, especially where there is heavy traffic, fast special routes, high-speed routes, on which one rotation of the axis 2155 is achieved. fast driving is possible and the normal must also the third number drum or if the routes are connected via switches, applied control device is even larger, z. B. be a fourth 40.

or fifth drum, so it is From central points of a city, from points,

necessary, even larger gear ratios in which economic life and cultural life

to provide how the z. B. in the left part of the focus, where there is heavy traffic

Fig. 140 is drawn. Instead of a button, high-speed routes can radiate out

2159, which sits on axis 2160 , can also go a 45, on which the outskirts of the

Crank 2161 find application. City can be reached quickly. All facilities

It is also possible to rotate the axis 2155 as required for operation on normal routes.

With the help of a small engine that is agile, can also be done on the high-speed routes

can be switched on by pressing a switch button.

is switched and its direction of rotation is switched

can. Control counters are made here

It is also possible to rotate the car- necessary. These metering points must match the metering

Match the impeller axle by means of the corresponding additional gear by scoring the normal routes. So

Engagement of a friction clutch on the axle where a high-speed route is a normal route

to transfer the number drum setting. 55 overlaps, the

As part of the automatic control of the car number of this normal route set. That is

Each car can still have a car number, because the cars on both routes are on

hold the z. B. in the form of holes in a sheet metal - the high-speed lines and on the normal lines,

board is stamped. The arrangement of the holes should drive and the passenger, if desired, with the

could be similar to the perforation on a perforated 60 same carriage without changing, z. B. from one

map. The sheet metal is attached to the outside of the car. Normal route where the car

At certain points in the railway system, there is speed going on a high-speed route

trolling points set up in which sensing levers can be attached.

are brought that graze over the sheet metal and the high-speed routes or normal routes

fall into the holes in the sheet metal. The 65 can also be diagonal to the ones in A b b. 1 shown

Sensing lever on a certain number, so run on normal routes.

a certain combination of holes set, so the car would z. B. with a control device

close these sensing levers mechanically or electrically, the circuit of which is shown in A b b. 20th

14 13

is shown, the passenger, if he wants to go to the high-speed route, would switch the control device so that two sliding contacts that supply power to the switch contacts always receive power. If one control device in the car were to feed the sliding contact 94 and the second control device to the sliding contact 92 (see also A b b. 8 a), i.e. if the car were to travel north and east, the sliding contacts 94 would be shown in Fig. 107 and 92 supply current to the small electromagnet 1774 via contacts 1773.

After setting the control device, the passenger who wants to use the diagonal connection, a button or better a switch 1775 has been set, which feeds a sliding spring 1776 current. At the same moment that the electromagnets 1774 are receiving current, current is supplied to an electromagnet 1778 via the contact 1777. Each of these small electromagnets attracts a contact spring 1779 , so that the electromagnet 1780, which is used to switch the switch, receives current via the contact springs 1779 and via the contacts 1781. The switch then converted in this way leads the car from a normal route to the high-speed route, which runs in a north-easterly direction.

If the passenger wants to get to a high-speed route immediately at the beginning of the journey and only allow the control device to select the direction of travel on the high-speed routes, he presses a button 1782, whereby a contact 1784 is supplied with current via a slide spring 1783 , so that the Electromagnet 1780 is also excited in this way and the switch is switched.

If the passenger wants to leave a high-speed route and continue on a normal route before the car is steered by the control device to the station or to the normal route in order to get to the station, he also presses the same key 1782 or a key with the same function that is shown in the same way the electromagnet, which is used to switch points, supplies current. The actuation of the buttons 1775 and 1782 can be made dependent on the insertion of money in order to require a special payment for the use of the quick links.

An increase in speed on the high-speed routes could mean additional larger ones Impellers can be reached. The car with the smaller wheels would be used on normal routes to run.

By means of stops or guide rails in the area of the high-speed running rails, you can also Clutches are engaged or disengaged, which switch a corresponding transmission gear on or off. The motor of one wheel axle could also have a higher number of revolutions than the one Motor from another wheel axle. While the one engine moves the car on the high-speed line, the other motor is switched on on the normal route.

It is also possible to equip the motors with an additional winding 1788 (Fig. 108) which, when the high-speed section is reached, receives electricity from a special conductor line 1789 via a slide spring 1790. This conductor line runs parallel to the power line 1791.

The traction current line 1791 can also end at the beginning of the high-speed section as shown in Fig. 109, and a traction current line 1792 can supply the motors 1793 with a higher voltage via slide springs 1794. The motors are not connected in series. When switching on a higher voltage z. B. the current for the control device and for the lighting can be brought to the desired voltage by resistors. This can be done by voltage relays.

In addition 12 sheets of drawings

Claims (10)

Patent claims: 1. Fully automatically controlled railway with a network of routes meshed with switches and with driverless traction vehicles, each with a programmable control device, the one enables automatic control of desired target stations, with the meshed route network Main lines only for through traffic and secondary lines only for stopping and Parking of the locomotives are provided in the target stations and so is the control device causes the traction vehicles to maintain a safety distance, characterized in that that the actual vehicle location on the one hand and the desired destination in the meshed route network, on the other hand, with two coordinates each as setpoint and actual values for the control of the locomotive and the switch devices can be entered into the control device and that the target station is influenced by the transmitting and receiving devices Control device can be controlled automatically in such a way that the existing Setpoint / actual value deviations are used to control the turnouts and when the target station is reached the vanishing setpoint / actual value deviation for stopping the traction vehicle on the Serves branch line. 2. Fully automatic controlled web according to claim 1, characterized in that the Control devices on the routes for the transmission of information assigned as the actual value for the control tasks via the coordinates of the respective location are. 3. Fully automatic controlled web according to claim 1 or 2, characterized in that the Coordinates of the desired destination station via setpoint transmitters that can be operated by the passengers in the control device can be entered. 4. Fully automatic controlled path according to one of claims 1 to 3, characterized in that that the control of the switching devices takes place in such a way that initially the setpoint-actual value deviation one coordinate and then the target / actual value deviation of the other coordinate is brought to zero. 5. Fully automatically controlled path according to one of claims 1 to 3, characterized in that that the control of the switch devices in the sense of an alternating reduction of Setpoint / actual value deviations occur in the two coordinates. 6. Fully automatically controlled path according to one of claims 1 to 5, characterized in that that the signals or data of the control device by additional selectable by the passengers Signals can be changed and / or supplemented. 7. Fully automatic controlled path according to one of claims 1 to 6, characterized in that that the input of nominal value signals into the control device by cash payment devices for the fare can be set in motion and the cash register devices are on or in the Traction vehicles or at the stations where they are connected to the corresponding devices on the traction vehicles are connectable, are located. 8. Fully automatically controlled path according to one or more of claims 1 to 7, characterized by a control device with a sensor arrangement for the locomotives at the stops the target stations through which the drive motor of the respective foremost traction vehicle is started when the station is occupied by locomotives. 9. Fully automatically controlled path according to one or more of claims 1 to 8, characterized by a control device with a sensor arrangement at a stopping point of a target station, through which the drive motor of a locomotive in a neighboring destination station or a station manned by reserve locomotives is started if a predetermined one Number of locomotives at the stops of the destination station is not reached. 10. Fully automatically controlled path according to one or more of claims 1 to 9, characterized characterized in that a route network consisting of two superimposed approximately at right angles, the coordinates corresponding and roughly parallel route systems exists, a third Line system is superimposed, the lines of which run diagonally and over points on the ground a special control signal can be controlled, with the crossing of the routes of the first two Systems the actual values are changed accordingly.