DE1413005C3 - 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 desired target 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 Ilolzbügel, which in

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 further developed and already for

according to Fig. 1. Here, at the location of the streets, there are tracks 11, 12, 13, 14, 15 and 16, which are in a north-south direction and tracks 17, 18, 19 and 20, which run in a west-east direction, are drawn. the 5 arrows next to the tracks indicate in which direction the tracks are from the locomotives, below called car for short.

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

Mesh networks suitable control systems is from the io amount, above the tracks in the east-west direction U.S. Patent 2194 057 is known. Every driver at the intersections. The simpler representation

because of this, the example of an overhead conveyor has been chosen. In this case there is only one rail

To this end, adjustable control elements are assigned that are suitable for fixed control devices at intersections or junction points and stations required to transmit coded destination addresses. These 15 the small arches 21, 22, 23 and 24 represent the Destination addresses are in the fixed facility for turnouts 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;

The points where they intersect or the straight tracks must be slightly more than the Car height, 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. Such a high turnout structure is

Formation of output signals evaluated, which the switches of the crossing points in the direction of the set target to be approached. With this well-known track

however, if the network at the crosses 20 increases when the network is expanded, then he can drive westwards

points required disproportionate effort, the switch 22, rail 14, switch 23 to the rail 19

because the new ones arrive at all intersections.

the destination addresses must be taken into account. It is also possible to reverse the direction of travel

The invention is based on the object to achieve a device via switches 25, which the car

fully automatically controlled path with a control 25 ^of . ^the rail 18 in a curve over the tracks to

to create a system in which the control effort leads to track 17,

is less dependent on the size of the network. Via the switch 26, the car from the

In a fully automatically controlled path of the one-rail 13 to the rail 17, from the rail 17 via the aforementioned type, the aforementioned object is the switch 27 to the rail 12, via the switch 28 according to the invention achieved in that the actual 30 of the Rail 12 to rail 18 and from the borrowed vehicle location on the one hand and the desired rail 18 via switch 29 to rail 13 gelan destination station in the meshed route network on the other
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 35
and that the target station by means of the transmission
and receiving devices influenced control device in such a way that
the existing setpoint / actual value

deviations are used to control the turnouts and 40 are not absolutely necessary in practice,

when the destination station is reached, the target station that disappears.

The actual value deviation for the shutdown of the traction vehicle let the wagon is possible, are expedient

serves on the branch line. next to the main driving tracks and are used by the

This makes it possible to reach wagons via the switches 30 even with a strong expansion. About the

change of the network, the effort per intersection or 45 stops at each stop is decided by the

To keep branch point considerably lower than in general the economy. ;

the comparable previously known train. The ϊη ^{shown in} Figs. 3, 4 and 5 is an exemplary embodiment

beat control system allows a simple way to play a car of a suspension track, the z. B. to

the control of the destination is used for the shortest possible passenger transport, shown in three views

Ways. This ensures short travel times and a good 5 °,

economic utilization of the entire system achieved. A running rail 31 is by means of struts 32 on Ma-

The track according to the invention offers the most possible 33 fastened. On insulators 34 on the masts

speed of individual transport with z. B. One or carriers 35 of the overhead line 36 are attached. Of the

Two-person cabin vehicles, where electricity is also supplied by a roller or a grinding hanger

a train formation removed by coupling several 55 ³⁷ , which is mounted on a support 38.

small cabin vehicles is intended. This support 38 is on the chassis 39 of the car

Attached isolated in the subclaims.

Designs of the invention with regard to the signal transmission, the setpoint specification, the setpoint actual values zen wheels 40, the flanges 42 of which a lateral preprocessing, the possibility of external interventions in 60 slide from the track. On the right-hand side of the chassis, the control device and the vehicle provision, two drive units are seated in the context of the exemplary embodiments in the follower motors 43. Angle 44 prevent sideways movement, explained in more detail. Skidding the car. The car can also be Fig. 1 shows a section of a city by means of one located under the car, to the plan. The roads are marked by straight lines, which are guided by 65 masts 33 attached rail, for the sake of simplicity at right angles. Seat 46 and the desk 47 with the control device Fig. 2 shows a section from the city map go in particular from Fig. 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):

Located on every station or in every car or in the permanent possession of every passenger 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 at the intersection of the north-south route 102 with the west-east route 101 is located, see that its goal, e.g. B. the station marked 56, is at the intersection of the north-south route 107 with the west-east route 108 is located.

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, d. i.e. that ζ. Β. in window 61 no longer the number 102, but 107 can be seen, the axis 64 of a lever 65, which is mounted on a disc 66 by means of an axle 67, by a ring 68 which is fixed to the roller 57 sits, pressed out of a groove 69 of the ring 68, and the lever 65 takes the oblique position drawn a.

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 A b b. 8 a, 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 axle 77 (Fig. 7).

If the passenger puts a switch 80 on contact 81, the current goes from the overhead line 36, which is taken from the pantograph 37, via the switch 80 to the motor or to the motors 43, which are connected to the chassis and thereby to the running rail 31 as a current return conductor. At the same time, a switch 82 is also switched on. The current then goes from contact 83 to one 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 disc 66 (A b b. 6). Under the Contacts lies on the disk 66 an insulation plate 89 (A b b. 7).

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 cdcr to a slip contact 92.

The sliding contacts 90, 91, 92, 93 and 94 are insulated on the chassis of the car. 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 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. Does the If you are traveling in a south-north direction, the disc 76 is at each control point of the route in the direction of arrow 63 emotional. 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. Embodiments will be discussed later on the basis of Ab b. 33 to 44 explained.

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, Stelleo). 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 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 aligns itself on, d. that is, it is now in the direction of the auxiliary line 115. The leaf spring 70 between blocks 116 and 117, the space between which is partly covered by 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 But now 70 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. Of the Current now passes from the contact spring 121 to a slip ring 122 next to the disk 66, from there a slip spring 123 and a slip spring 124 on 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). .

Since the roller 58 was also rotated in the direction of arrow 63 by the passenger at the start of the journey, i. H. so that in the window no longer the number 101, but the number 108 can be seen, so the lever takes 65 and the leaf spring 70 on the disk 76 in the same position as shown in FIG. 6 on disk 66 is. 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 a switch contact N in part c 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 finally set up, and the leaf spring 70 assumes a stretched position. It releases the contact spring 72 and presses the Contact spring 121 down. The control current now goes (A b b. 8 a) from contact 87 via the contact spring 121 to a slip ring 128 next to the disk 76. The current then goes from a slip spring 129 to sliding 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), those in A b b. 8 b is designated by 135. Here the motors switch off automatically of the switch 80 (A b b. 8 a) again de-energized, and the car comes to a standstill. The passenger can now leave the car.

If a passenger wants to leave the same station 56 with the same or with a different car (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 lies, he must set roller 57, which is on number 107, to number 109, d. H. Turn (Fig. 6) in the direction of arrow 63. The roller 58 must be set to number 104; H. (A b b. 6) in the direction of arrow 113.

The lever 65 on the disc 66 is then turned back to the left, and the leaf spring 70 becomes the Press contact spring 72 against contact 73. It results the same circuit is here, i. H. the same direction of the control current as during the first trip.

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

If, while traveling on the west-east route 108 (Fig. 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. 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 in A b b. 8 b, 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 (FIG. 6) the lever 65 of the disk 76 was turned to the right, so that a contact spring 137 on the disk 76 is pressed by the leaf spring 70 onto the contact 86. It is in 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 S stream 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 will be the Disk 76 moved by one number in the direction of arrow 113. With the last movement, the aligns itself Lever 65 on, 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. The current is now on, as with the first Journey described, to the sliding contact 90, which then steers the car to station 136 at which the passenger then exits the car. The crossroad the north-south route 109 with the west-east route 104 is in A b b. 8 b, digit /.

With the circuit shown in Fig. 9, a Zigzag ferries reached. When applying the circuit According to Fig. 8, the disk 66 is determined first the direction of travel. The control current can of course also be fed to the disk 76 first, see above that this disc 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 slide spring 84 and slip ring 85 to the three contacts the disc 66 and the sliding spring 124 and the slip ring 125 to the three contacts of the Disk 76. '

The car should now undertake the same trip as the first trip. The contact springs 72 are pressed against contacts 73 (A b b. 9). During the journey, the disk 66 makes every E (east) switch contact and from the disk 76 to every iV (north) switch contact that the carriage passes, Electricity supplied.

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 N switch. At the next intersection (Fig. 8b, point c) the wa-

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gen again over the 0-point to the east. At each intersection, the car changes direction of travel until the two levers 65 on the discs 66 and 76 have straightened up and the leaf springs 70 have assumed the extended position. Then the contact springs 72 also leave the contacts 73, and the contact springs 121 are pressed onto the contacts 87. The current then goes from the contact 87 of the disk 66 via the contact spring 121 to a slip ring 122. The current then goes from the slip spring 123 via a slip spring and a slip ring to the contact spring 121 of the disk 76. It then passes over from the contact 87 of this disk a slip ring and a slip spring. to sliding contact 90, which then supplies power to the next switch contact 95 and thus directs the car to the stop.

The switch elements that determine the power supply to the slide spring 90 are both through Series connection dependent on one another.

With a circuit according to Fig. 10, the user of the car determines the first direction of travel.

The constant change of direction of travel should not always be pleasant for the passenger. Even the constant stress on the points is not very economical.

The circuit shown in Fig. 10 enables the passenger to determine the direction of travel himself. Does he have to B. go north and east and he wishes for some reason z. B. to go east first, he can determine this by the switch 140 , which he places on the contact 141 in this case.

The current, which can also come from switch 82 here, goes via switch 140 and contact 141 via slide spring 84 and a slip ring to the three contacts of disk 66. Now, as described in the description of Fig. 8, the car has If you have traveled the west-east route, the lever 65 stands up, and the leaf spring 70 presses the contact spring 121 onto the contact 87. The current then goes from the contact 87 via the contact spring 121 to the slip ring 122, then via a Slide spring to a contact 142. This contact is connected to a contact 143 through the part 152 of the switch, which is isolated from the part 140 .

The three contacts of the disk 76 now receive power via the slip spring 124 and slip ring 125. If the car has now driven the part of the north-south route, the lever 65 on the disk 76 is also raised, and the leaf spring 70 presses one Contact spring 144 on contact 145. Contact 1.45 receives current from switch 82 via a slip ring 146 and a slip spring 147. The current now goes from contact spring 144 via a slip ring and via a slip spring to disk 66 via a slip spring and a slip ring a contact 148.

Since the contact spring 121 on the disk 66 was pressed by the leaf spring 70 onto the contact 87, a contact spring 149 is also located on the contact 148 due to the pressure of the leaf spring 70. The current now goes from the contact 148 via the contact spring 149, via a Slip ring and a sliding spring on sliding contact 90, which supplies current to switch contact 95; so the car is led to the stop after the switch has been changed.

If the passenger wanted to drive north and then east, the passenger would have to place switch 140 on contact 150 . The current would then go from the contact 150 via the sliding spring 124 and via the slip ring 125 first to the three contacts of the disk 76 . If the north-south route has now been traveled and the lever 65 has straightened up, the leaf spring 70 presses the contact spring 121 onto the contact 87. The current then goes from the contact spring 121 via the slip ring 128 and via the slip spring

ίο 129 to contact 151. Through part 152 of the change-over switch, contact 151 is connected to contact 153 , and the current goes via slide spring 84 and the slip ring to the three contacts of disk 66. The car now becomes the east line controlled, and if he has traveled a certain part of this distance, the lever 65 stands up.

The leaf spring 70 of the disk 66 now also presses the contact spring 149 onto the contact 148 again.

Since the leaf spring 70 of the disk 76 also presses the contact spring 144 onto the contact 145 , current is now also supplied to the sliding contact 90.

The contact spring 149 is secured to the contact spring 121 of the disk 66 in an insulated manner, and the contact spring 144 is secured to the contact spring 121 of the disk 76 in an insulated manner. Insulation plates, on which the leaf springs 70 press, are attached to the contact springs 149 and 144.

Second embodiment of a control device (Fig. 11 to 16):

On the cylinders of the first control device (A b b. 6) only a limited number of Route numbers must be attached, because the diameter of the cylinder must not be too large so as not to take up too much space in the car.

However, if it is necessary to select a larger number of route numbers in the control device it is advisable to replace a cylinder with an endless belt that runs over rollers running, or a tape that is alternately wound from one roll to another as required is going to use. The rollers can be moved by turning handwheels.

Fig. 13 shows part of a band 160. Part 161 of the band bears the route numbers. The small rectangles represent the route numbers in the form of holes.

It would e.g. For example, the holes between auxiliary lines 162 correspond to number 488, between auxiliary lines 163 correspond to number 495, between auxiliary lines 164 correspond to number 502 and between auxiliary lines 165 correspond to number 511. In the case of rows of tens or hundreds, long rectangles 169 can take the place of small rectangles.

Number drums are located under the band, which is expediently made of steel. A number drum 166 is shown in Fig. 11. Since the route numbers consist of three digits in the example described, three number drums are required. The first number drum, the single drum, is set at control points along the line, as will be described later, e.g. B. just before each station moved by one digit. Each drum bears ten digits in the form of holes (depressions) 167.

Is the first, the ones drum, by ten digits

rotated in one direction, it takes the second drum, the drum of ten, 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. 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, and in the second Lever set the ninth lever and in the third lever set the fourth lever down. In Fig. 11 and 12 the first set of levers is shown. The sixth to tenth levers are for a better overview because of omitted in Fig. 11 and 12.

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 one-number drum sits firmly on the axle 192, which is mounted in two bearing blocks 193 (Fig. 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 shown 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 aforementioned manner as individual contact springs connected in parallel.

The control current that comes from the switch 82 goes through a sliding spring 235 and the sliding ring 220 to the two contacts 210 and 216. As already described, the contact spring 208 is on the contact 210. The current comes from the contact spring 208 Via a slip ring 222 and a slip 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 (Fig. 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

13 14

the pressure of the leaf spring 205. Then, and from here on, the electromagnet 245, which is with

the contact spring 208 the contact 210, and the upper to the chassis 39 is connected. Simultaneously

Control device (Fig. 15) no longer determines the current also goes to contact 264, via the

a change in the direction of travel. Switch261, to the sliding contact90, which is the next

The direction of travel of the car is now supplied by the 5th switch contact 95 (Fig. 8),

second control device determined. After changing the points, this is then reached by the wa-

Construction same as the first control device. gen the station.

When the second control device is set, move the three switches to the other side

the tape is transferred to a specific route number, d. i.e. if the passenger wants to take the western

160 is also moved in the direction of the arrow 203, so the east route is also traveled, so the switch 260 is on

here the contact spring 208 on the contact 210, contact 267, the switch 261 on contact 268, and

lays. the switch 262 connects the contact 269 to the

The control current then also goes through a contact 270 here.

Slip spring 235 to a slip ring 220, to which now the current from switch 82 goes first to the contacts 210 and 216, via the contact spring 15 second control device "Λ". Here is the conn-208 to a slip ring 222 through which. Sliding spring over the contact strips 188 and the contact 236 to a sliding contact that is made to the next spring 187, the current goes to the electrical switch contact / where the car is passing, tromagneten 245. At the same time, the current goes to the Strom feeds. At the point of the north-south route, contact 270, via switch 262 to the contact which is now driven on by the car where the Lö- 20 269 and from here to the first control device "g". rather in the number drums with the set. Here, too, the connection via the contact strips Line number on the belt 160 match, 188 and contact springs 187 made, so goes the In each set of levers, the second control current to the electromagnet 240 and to the con device is reduced a lever. It now receives the electric clock 268, which via the switch 261 the current to the Gnet 245 the second control device current, and 25 sliding contact 90 leads.

the lever 204 is also here in the basic position. Third exemplary embodiment of a control device

brought. At the same time, the control current also goes to (A b b. 17 and 18):

Sliding contact 90, which takes the car to the next station.

tion steers. maybe from thousands of routes or stations,

In Fig. 11 is the disk 213 and the axis 192 30 so is a control device according to Figs. 17 and

cut out to use the guide of bolt 242 er ^1S .

to let know. Behind the lever 230 is the part that is to the left of the auxiliary line in Fig. 18

Washer 246. Next to it goes through the bolt 290, it is referred to as a shift drum. Of the

a split pin 247. Part to the right of the auxiliary line 290 is called

If the passenger is to be enabled, the first 35 number drum is designated. Number drum and

To determine the direction of travel yourself, the switching drum must form a unit. In

The circuit shown in Fig. 16 can be selected. Fig. 17 the number drum is not shown,

The power that comes from switch 82 comes in and an axis 291 as well as pipes 318, 292 and 310

a switch 260 performed. The first would now be cut in the direction of G H. In A b b. 18 is

Control device »g« to control the number drum on a north 40 and the switch drum to

Serving the south route, the passenger must if he is drawn part in the section EF .

first wants to drive the north-south route, the scarf. Each control device consists of several Einter260 to a contact 263. Then calm down. Is the number of people admitted to selection at the same time a switch 261 to a contact 264 nen routes or stations of the north-south or west and a switch 262 connects a contact 265 with 45 east direction e.g. 900, so three units are closed a contact 266. 'of a control device is necessary. The three units

The current goes from the contact 263 to the sliding- are rotatably mounted on the axis 291,
spring 235, to the slip ring 220 and then on. The pipe 292 can be rotated on the pipe 318 as in Fig. 15. At the same time, the current is also connected. On this tube 292 a toothed wheel sits firmly the contact strips 188, and if in each of the three 5 ° 293, four insulating washers 294 and slip rings 295, lever sets a lever 181 is pressed down, 296, 297, a metal washer 298, the insulating washer as in 299 and three bell-shaped or pot-shaped changes, the current continues via the contact spring switching disks 300, 301 and 302. Through insulating disks 187, via a second contact spring, to the second ben 305 and 306, the switching disks are separated from each other by contact strips on the third contact strip at 55. An isolating contact spring lies on the switching disk 302 and from there to the electrical disk 307 and a metal disk 308. All of these parts 240, the parts in connection with the chassis 39, are firmly pressed together and from there on. At the same time, the current goes to the contact tube pressed or welded or screwed-265, via the switch 262 to the contact 266. th washers 309 held. Via the pipe 292, an insulating bushing 310 is drawn from here to the second control device 60 to the gear wheel 293, direction "Λ". The current goes through the sliding spring 235 The gear 293 is drawn in section,
to slip ring 220 and further on, as shown in Fig. 17, excerpts in the bell ring circuit diagram according to Fig. 15 can be seen. At the same time, the switching discs can be seen. From the switching the current is also sent to the contact strip 188. If a lever is insulated in these cutouts on each of the three lever sets, an insulating plate 337 presses two contact angles 311, 312, the current goes through the contact spring 187 are riveted to each other. The slip ring 295 is connected to a contact spring, on the second contact strip, by a connection 315 with the switch on the third contact strip, on a contact spring washer 300.

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 325 , 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 (A b b. 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 to supply or remove power. ■■ · ■ '■ "■

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, only the three bell rims as well as the two contact angles and the head of the switching cone. ^:; ...

The three drum units i, k, I represent the control device which is used to control the car 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, for example, to go to station 857, specifically to the north. The passenger now sets the first rack 349 to 8; as a result, the contact angles of the shift drum / 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; this sets the contact angles of the shift drum / 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 /, 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 k 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 would now place the contact spring 356 on the contact 357 , the switch contact, which carries the current to a 5 (SUd) 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 peeling cone in /. By turning the number drum and thus the switching cone in Z in the direction of arrow 353 , the switching

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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 I continues to rotate in the direction of arrow 353 until it reaches the switching angle in / and the control current then goes from here to the second control device, which is used to control the car on a western Serves east route. The current does not have to go straight to the second control device; It can also be used to excite an electromagnet 560 (Fig. 32 a, 32b), which places two contacts next to each other through which the control current passes. The electromagnet 560 then simultaneously triggers a pawl 559 which holds a lever 555 in place.

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 solenoid 350 receives during the control operation of the first controller always electricity, regardless of whether it comes from the 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 is to determine the first direction of travel himself, he must turn the switch in Fig. 20 operate, which consists of three shift levers 365, 366 and 367, which are connected to each other by an insulating piece are. If the passenger wants to let the control current go to the left control device first, the to control the car z. B. serves on the north-south routes, he puts the switch to the left.

Then power goes from switch 82 to the Shift lever 366, contact 368 to the left control device. After going through this like this is already described in the description of Fig. 19, the current goes to the contact 369, which through the switching lever 365 is connected to the contact 370. From here the current then goes to the second control device on the right in Fig. 20, which is used to control the car 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 afterwards to the right. Then the current goes from the switching lever 366, to the contact 372, to the right control device, then to contact 373, via switch lever 365, to contact 374, to the left control device and from here to contact 375, which leads the current to sliding contact 90 via switching lever 367.

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.

In Fig. 21 it is shown how the units units

ίο are used for station selection in the control device, 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 indexing disks of the single drum are switched in the same way as in Fig. 19 the indexing disks in I.

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 finally reaches the switching lever 367, according to Fig. 22 it does not go to the 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 the sliding contact 90, which directs the λ car to the stop.

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

If there is now an area 400 (shown in dashed lines in A b b. 1) from the route network, because Here maybe a lake or a larger building or a park or the like is located, which is not or At times it is not possible to drive through or run over, so must all cars that during their journey Reach area 400 on west-east routes 105, 106 and 107 and on north-south route 105, drive around it if you want to continue driving in the same direction.

This bypassing can easily be done by continuing the route; she's going around in a bow the area 400 passed around if the area 400 is permanently omitted. However, the range is 400 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 be uneconomical now guide the car around area 400 in a northerly arc. One would be more correct here choose the smaller arch to the south.

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

45

Example 2

j Doesn't the car that arrives on j west-east route 105 as in the first example just have to follow East, but e.g. also drive north, this will be the case when using the circuit according to ; Fig. 9 over the switch 29 (Fig. 2) on the North-I Drive south route 104 north. If the car now reaches the intersection of this route with the West-east route 107, so he drives over the switch 21 to the east again. At the next switch 29 the car would then drive north again until it reached its destination.

I fourth embodiment of a control device! tion (Fig. 23 and 24):

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

The portion of the shift drum to the right of line 421 in Fig. 24 is omitted in Fig. 23. as well 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 sit firmly on a tube 428 which is rotatably mounted on the axis 420. Stuck on this A disk 429 sits on tube 428. An insulating disk 430 lies on this disk and one on the tube Isolating bushing 431. On the disk 429 is. a bearing block 433 attached with insulated rivets, in its Slot 434 finds a switching cone 435 guide. The switching cone is rotatably mounted on a pin 436. '... ■■■

The shift drum consists of a gear 440, insulating rings 441, 442, 443 and 444, and also from the Slip rings 445, 446 and 447 and a guide ring 448 and a metal ring 449, in which Countersunk holes in the heads of rivets 450. The rivets come with an insulating sleeve 451 surround and hold the listed parts of the shift drum together. Between the guide ring 448 and the slip ring 446 there is an insulating ring 452.

The contact angles 311 and 312 in Figs. 17 and 18 are replaced by the Metal plates 455 and 456. There is a metal block between the two metal plates, the one not here is drawn. These three parts as well as another metal block 458 are with isolated rivets 459 on the Gear 440 attached, on which an insulating plate 460 is located. The head 461 of the switching cone 435 is in the lower Part of A b b. 24 again specially drawn to show its position between the metal plates to reveal. . '

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, so the switching cone is guided to the slip ring 445. The slip ring 446 is with the metal plate 455 and 456 connected (A b b. 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 they are in the control devices according to Fig. 17 and 18 and 23 and 24 are used, contact springs 470 and 471 can also come out, like this A b b. 25 is apparent.

Instead of the contact angle, there is contact 472. 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. Appropriate is to provide this disc with a rim 478 so that this disc 477 with the rim has a bell or pot shape. The inside of the edge is covered with insulation 479. On this disc the contacts and contact springs are attached to insulating parts 480, 481, 482, 483, 484 and 485. the The number drum is mounted on an axle 469. On a tube 486 that is attached to the number drum is, there are four isolated slip rings.

21 22

The shift drum consists of a ring. The approaches 514, 516 and 517 can also be used for

487, in whose teeth 488 the teeth of the rack serve to short-circuit two contacts each. then

intervene, contact springs 507, 508 and 509 are not required for setting the control device.

serves. _; . . '' Fig. 30 shows the current flow in the control unit

If the switching drum is moved in the direction of arrow 490 or 5 in accordance with Fig. 26. The control current, which from the

the number drum moves in the direction of arrow 491., so switch 82 or the preceding control device

If a pin 494 comes on the surface 492 of a groove 493, goes over slip ring and slip spring

and thus a whole lever 495 to the right around the metal strip 505. Is the contact spring 509

lays, and a leaf spring 496 presses with its iso, so the current goes through slip ring and

rivet 497 lined the contact spring 470 on the conical slide spring, as with the other control devices

clock 473. Is the direction of movement of the switching or described, z. B. to the switch contact N or W.

The reverse of the number drum, the leaf spring presses. If the contact spring 508 is pressed, the

496 the contact spring 471 to the contact 474. · Is current via slip ring and slide springs to the

this control device has expired, that is, the switch contact has 5 or O. Is the slide spring 507

Lever 495 reaches the groove 493, so the 15 is directed pressed, d. i.e., the control device has expired,

Open the lever and both leaf springs press the con - so the current goes through the slip ring and slide spring

clock springs 475 and 476 to contact 472. to slide spring 90 or to the next control input

A b b. 29 shows the current profile in the control device.

Direction according to Fig. 25. The current comes here, too. In the previously explained control devices from switch 82 or from the previous control 20, the movement was from a number drum to device. Transferred via a slide spring and one of the other by means of propulsion.
Slip rings, which are not shown here, go. In Fig. 27 there is now a construction example of the current to the contacts 473, 474 and to the contact, the clock spring 475 according to the principle of creeping counters. The contact spring 470 can now work as they are sometimes used with gas or water meter control speed via slip rings and slide springs, such as 25 sern. One of three units bebercits explained to a switch contact, z. B. N standing control device is in A b b. 27, or W, lead. The contact spring 471 can each unit also consists of a switching and control current to the switch contacts S or O of a number drum. It can here z. B. the configuring, structural forms according to Fig. 26 are used. If the control device has expired, both 30 The drums are mounted on axles 525 and 526. Contact springs 475 and 476 are connected to contact 472. The movement of the transport pawls is as shown in FIG. 33 to 44, to gears 527 and 90 or to the next control device, such as 528 transfer. The gears are already on a pipe with the. other control devices schil- attached, over which an insulating tube 523 is pulled that was changed. 35 that carries slip rings 529, 530, 531 and 532.

Should the diameter of the control device be possible. The movement of the first number drum is controlled by lent be kept small, it is expedient to put a gear 533 on a gear 534 and thus choose the construction shown in Fig. 26. on the second, i.e. decimal number drum over the die Shift drum 500 is also worn in this case. The gear ratio is 1: 10. The from a ring which is inside with a groove 501 and 40 movement of the second number drum is through is provided with teeth 502 on the outside. The numbers - a gear 535 on a gear 536 and thus on Here, too, the drum is appropriately pot-shaped. The third, i.e. the hundreds-number drum over the edge 503 of this pot is equipped with an insulated bearer on the inside. The transfer of the coating can be done accordingly 504 covered. On this there is a metal movement on a thousand drum, etc. strip 505. Next to this metal strip there is now, for example, the first number drum insulating blocks 506, the contact springs 507, 508 made ten turns in the direction of arrow 537, and 509 wear. If this is now referred to as 510, the second number drum will have an umnete If the lever is thrown, a disk 511, its rotation in the direction of the arrow 538 and the third number teeth 512 engage teeth 513 of lever 510, drum a tenth of a turn in the direction of the arrow rotated, and a lug 514 leaves the arc 515 50 537 executed. Since the direction of rotation of the second the contact spring 507, and this leaves the metal number drum opposite to the direction of rotation of the strip 505. first number drum is, so must when setting Depending on the direction of rotation of the disk 511, the control device presses the direction of rotation of the movement now either the approach 516 the contact spring 508 second switching drum 500 opposite the rotary or the approach 517 be the contact spring 509 on the 55 direction of the first switching drum. Therefore must, Metal strips 505. The metal plates with the appearance as shown in Fig. 28, the movement of the sets of teeth 514, 516 and 517 are against the disc 511 rod 540, which is used to set the second switch insulated, drum serves the control device, on the second the control device has expired, d. i.e., the shift drum 500 has not directly but via a If the lever 510 reaches the groove 501, transmission will be carried out through the gearwheel 541 connected therebetween. Train a leaf spring 518, which is in the slot 519 of a thereby the direction of movement of the switching current approach 520 of the ring 511 engages, this ring mel opposite to the direction of movement of the tooth again pulled into the position shown, and the rod 540.

Lever 510 straightens up again. The leaf spring 518 in Figs. 31, 32a and 32b is an embodiment

is attached to the edge 503 of the pot. The numerical example of a device for maintaining the

drum is mounted on axle 521. A tube 522 is shown first set control current direction,

carries four slip rings which insulate against the pipe which is the lower part of the device according to Fig. 19

are. is equivalent to. 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 legs 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. Through the Train the two contact springs 351 and 356, which strive to return to their vertical position (A b b. 32 a) to set, the lever 552 is pulled into the position shown, and the contact spring 351 is no longer at contact 352.

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

The leaf spring 562 is riveted to the strut 571. This leaf spring engages a hook 572 on the lever 555 a. An insulating plate 573 lies on the lever, to which the bridge 358 is fastened with insulated rivets 574 is. Contacts 359 and 360 are attached to angles 575. Isolation plates 576 that form the angles 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 attached to base plate 550 with insulated rivets 580. The two bearing blocks for the axle 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 Fig. 32a and 32 b assumes the drawn rest position.

Move around the racks (e.g. 540 in A b b. 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

ίο shifted to the right. Approaches 589 to the rail 587 leave the teeth in the racks 540 so that these can then be moved. Simultaneously has left a pin 545 on the rail 585 a cutout 546 at an approach 547, the is attached to the pawl 559. This moves the pawl to the left, into the positions shown in Fig. 32a and 32 b depicted position pressed. A contact spring 548 has now also left a contact spring 549, whereby the circuit of the control device is interrupted.

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.

The A b b. 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 arrow 594, a pin 601 (A b b. 34) engages one at an angle bent lever 602 under a shoulder 603 (position 604 of the pin 601) on a lever 605. The lever 605 is thereby pushed to the left. Since the pin 601 continues over the approach 603 protrudes (position 606), the lever 605 is pressed again to the right by a leaf spring 607 and, when the transport of the number drum by one digit position has ended, lies in a groove 608 a locking washer 609 which is firmly seated on the tube 592. Now goes the carriage 593 with the transport pawl 595 back to its rest position, then the number drums turn automatically Vibration or rotation is prevented by adjusting the switch drum.

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

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pawl 613 is located, which is shown in Fig. 33 in the rest position. The transport pawl 613 is used for movement of the number drums in the direction of 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 of 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.

30 2nd embodiment of a stepping device

(Fig. 36 and 37)

In Figs. 36 and 37 there is an indexing device in which the transport wheels 590 and 591 (Fig. 33) are replaced by a gear. If a slide 635 is moved in the direction of arrow 636 at the control points of the path, a plate takes up 637, which is mounted on the carriage 635, has a nose 638 and thereby rotates a disk 639 in the direction of the arrow 640. The nose 638 thereby displaces a slide 641 as a result of the pressure against a shoulder 642 in the direction of arrow 636. As a result of this movement, teeth 643 of a rack 644 engage teeth 645 of a spur gear 646. At the same time, a tooth 647 leaves the teeth on a web 648 of the carriage 641 of the gear wheel 646. The carriage 635 now moves further in the direction of arrow 636 and takes in his Slot 650 has a pin 651. This pin 651 is riveted into the toothed rack 644. The rack 644 is now shifted to the right in the direction of arrow 652. If the pin 651 has the part 653 of the When the slot 650 in the slide 635 is reached, the spur gear 646 has performed a tenth of a revolution and taking the number drum (e.g. Fig. 17 and 18) 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 (A b b. 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 A b b. 36 can be seen. In the right part of ab b. 36 the plates are not shown.

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 in A b b. 37 not shown. The legs 699 of the rack 644 are shown in Fig. 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 A b b. 36 and 37 is in A b b. 38 shown. 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,

To be on the free route after leaving z. B. the rail 748 an automatic further rotation of the disc 745 z. B. to prevent vibrations, it is necessary to provide a locking device for the disc 745 . In A b b. 43 and 44 an embodiment of such a device is shown. A disk 758, which has four grooves 759 , also sits on the axis 757 of the disk 745.

ίο A peg 760 engages in one of the grooves on a web 761 in the open. If the car reaches z. B. the rail 748, grinds a beveled approach on the web 761 over a rail 763, which lies on the rail 748 , and the pin 760 emerges from the

which is about 200 to 300 mm long in practice, the bolt 712 is brought back into the rest position shown by the pressure of a helical spring 718 on a collar 719 on the bolt 712.

A washer 720 at the end of the bolt 716 is carried along by a collar 721 in the bore 717 of the bolt 712 and the carriage is withdrawn into its rest position. A coil spring 722 now holds the bolt 715 at the correct distance from the bolt 712 again.

A tube 725 receiving the device is fastened by a flange 726 to a base plate 727 of the box or frame that supports the control device. This base plate can be attached to the

Base plate or on the side wall or on the roof 15 groove in the disc 758 out. 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 to occur sen, the approach 762 falls on the web 761 in a place of the rail 710 (Fig. 38), a bolt neck 764 of the rail 748. The legs 765,730 which, during the travel of the carriage in arrow direction 20 ^{and 76} 6, leaf springs 767 again press down on device 731, which is supported on a bolt 736 , and pin 760 penetrates lever 732, one of which is through the next groove 759 , thereby blocking 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). Of the

Current is conducted from the carriage through rollers or slide springs 860 to long contact rails 861 or short contacts 862 , which are attached to the rail or 30 to the support masts of the rail in an insulated manner. The current goes from these contacts directly to the electromagnet 863, flows through it and then goes via a contact spring 864 and contacts 865 and 866 to the chassis and from there to the inclined position protruding rail 737 is moved by means of 35 rails, the bolt 730 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. conducts the current from the overhead line 870, which is otherwise using a device to move the number 4 ° via the slide spring 860 to the electromagnet via drum according to Figs. 41 and 42, so ^{that the} contacts 861 and 862 come, the electric follow the stepping devices the magnet 863 directly, so that this in Selbsthal-Fig. 33 and 36 remain energized with their sleds not in recovery.

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

The turn takes place at the control points of the route 45 and an attachment or BoI attached to the chassis is rotated step by step and operated via gears zen 871 with its inclined surface via 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 has to leave the contact 866 , if the car passes while driving in the direction of arrow 5 <>, the circuit of the electromagnet 863 is interrupted. 731 the control points on the route where broke; the contact spring 867 goes into the drawn a rail 748 is, so the wide teeth 746 and 749 grind on the left part of the
Rail 748. If the half-width tooth reaches 750 den
Stop 751 of the rail 748, then the disk 55

745 rotated in the direction of arrow 752. The broad tooth

746 penetrates a recess 753 in the rail 748 and in the stop 751 . The wide tooth now leaves the recess 753 again and grinds together with the wide tooth 754 on the right 6 °.

th part of the rail 748. The disk has as previously described, the current goes from the

the tooth pitch shown here a quarter turn.

The car now reaches the opposite

Direction of travel at a control point on the route 65 as is known, for example, from the 756 rail with direct current 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

If the lever 732 is resiliently mounted or if it consists, for example, of a strong leaf spring, the bolt 712 can be connected directly to a slide (A b b. 33 or 36).

Another embodiment of the devices described above is shown in FIG. In this one is pivotably mounted on the carriage wall 740 and inserted into it through a slot 739

Nete rest position back, and the switch blades are in the starting position by weight or spring force withdrawn.

But it is also possible to use a second electromagnet instead of the weight or spring force use which, for example, excites and disconnects in the manner of the same circuit as in Fig. 51 is after the car has run over the switch

Overhead line 870 via the slip springs, contacts, electromagnets, via contact springs and contacts to the rail, which serves as a current return line, see above

a bolt 1475, which is seated in isolation on a contact spring 1476, and lifts its contact from the contact 1473 from.

Is the station-side door closed, for example after a passenger has left the car has, 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 considered to be the negative pole.

This electromagnet triggers a stop 1478 by being attracted, which is between guide parts 1479 is stored. This stop is in front of the chassis of the first car and pushes against one built into the front of the chassis

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 comes the stream
to excite the turnout magnets 863 from the car
via the slide spring 860 and the contacts 861 and
862. Should now be avoided with slide springs
and sliding contacts to work, so a one-o
direction can be used in which an electromagnet on the vehicle actuates a bolt that
trackside contact when passing
operated to close a circuit for the switch magnet. Such a route switch that interrupts the traction current. Fig. 57 shows the takt. The switch is triggered by the stop

The bolt 907 grinds when the vehicle-side engages a spring again. The circuit to the Electromagnet is energized and this allows the motor to be closed when the car door Chassis protrudes over a lever 925, on which is closed what by a corresponding the chassis slides along tightly and which is monitored on a 20 switch. So the car sits down Rail is mounted, which sits on a support pole. in motion now.

The lever 925 is raised by the bolt 907; The car can now go to the next station or

this creates a contact spring 926 on which one can also travel to a reserve station, as will be done later Insulating block 927 is seated, lifted, and a contact is still described. Has the first car left 928 rests against a contact spring 929. Both 25 so moves the second car, its switch in the driving contact springs are now indented on an insulating block 930 ordered after. All the others too solidifies. The power wagons coming from the overhead line move up, and the last wagon in 1480 goes to the contact spring 926 and via the contact closes the circuit again via the contacts spring 929 to electromagnet 863, 1470 and 1471; the excitation of the takes place again

It is possible to brake the car, e.g. B. 30 electromagnets 1477 and the triggering of the attached Entrance to the station, not just mechanical impact 1478. The foremost car of the station drives braking devices, but also electrically. All the cars are moving again or magnetically (electromagnetically) acting braking after.

facilities to use. The final standstill If no new car enters the station, it stands still

the carriage drive can be set via a contact 35 of the last lever 1467 in the direction of the auxiliary line done by a stop in the station or 1481, and the contact springs 1470 and 1471 are can be operated on another car that is already standing there.

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

Move up to the next station behind to have a pen pushed out of the carriage. It is also possible to change the car from one to the other with 1483 contact Reserve station automatically or to be requested by the passenger by activating the signal.

In both circuit diagrams, the course of the current is easier to see thanks to the plus and minus signs
power.

For example, every car 1465 that is in the station, with the possible exception of the last car, pushes a lever with its chassis 1466
1467, which is otherwise at right angles to the 60 carriages in the front part of the station due to spring force.
The runway is standing, to the right in the position shown - After a carriage has left the station on the right,

lung. This closes the lever arms 1468 with driving, the two reserve cars 1488 are after their isolation 1469 spring contacts 1470/1471. The one moved forward. The third car seat is thereby Electricity released by the overhead line from connection 1472. By pulling a coil spring comes, now goes over all contacts 1470 and 65 1491 is a double-armed lever 1492, which otherwise 1471 to a contact 1473. Is a door that is pushed away to the side of the car, as it is in the Station gives access to the first car, left station is shown, opened at right angles to the drive, so it presses with a shoulder 1474 against the rail.

separated. From here there is no further triggering of the stop 1478 for another car to deport.

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

takt presses and thus supplies the current from the contact line.

In A b b. 89 two stations are shown. In the station on the left 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

During this movement, the lever presses with one arm 1495 on an insulation 1496, and Contact 1497/1498 is closed briefly. At this moment the power goes from the overhead line via the contact 1497/1498 to an electromagnet 1499, which is via a contact spring 1500 and a contact 1501 is connected to the running rail.

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 Fig. 89 is through a rod

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 j by devices as described in A b b. 90 are shown in i an exemplary embodiment, : prevents.

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. Is the coin in Order, it falls into a channel 1511, the front wall of which is removed in the drawing. While the upper part of the left side wall 1512 and the right side wall 1513 of the duct are fixed, is the lower part of the left side wall 1514 movable to the right, is in the position shown held by a leaf spring 1515 and is rotatable on a riveted axle 1516. A 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 weighing 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

509 637/1

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 car 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 goods, etc., it is customary to charge a fee for the transport service. 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 pawl 1822 in the first left coin compartment of the four compartments in Fig. 111 above the bell-shaped drum 1824 is loaded with a coin of the first order of magnitude, the pin 1823 (Fig. 112) now goes under the pawl, i.e. the drum can now be turned will.

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 1843 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. 1 14) 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 will. 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 goes along, a pin 1853 (Fig. 1 1 1 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 (Fig. 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 (Fig. 111) and the movement of the axle 1841 are transmitted to number drums 1882 (Fig. 118) via the differential gear. If the number drums are at zero, the nose of a latch 1884 is 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 Electricity is used, attached, but a display counter, which is coupled to the counter (A b b. 117 and 118) by a friction clutch.

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. As a result, the differential gear and the gears behind it up to the clutch disc 1830 (Fig. 114) are also stopped while the hand crank can be turned further. 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 of the bell-shaped drum 1824 (Fig. 111) to set the number drum (Fig. 118) to zero before inserting the fare to be paid by him.

The 1897 bolt is moved when entering the station. It slides over a surface 1898 of a projection on a lever 1899, which is thereby pushed to the left. A pawl 1900 pivoted on the lever 1899 is pressed into the position shown by a leaf spring 1901, which presses on a lever arm 1902 of the pawl 1900 , and is locked by the pawl 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 downward pivoting of the pawl by bolt 1893 has been described in connection with Figs. 118 and 119. Due to the strong pressure of a leaf spring 1903 against the lever 1899 , it can be pushed to the right. The leaf spring 1903 rests with its contact 1904 against the contact 1905. The current that goes from the contact 1888 to the stop magnet (A b b. 88) is generated 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 lugs 1908, when the lever 1899 assumes the position shown, to adjust the pawls 1822 (Fig. 112). The lever arms 1821 of the pawls 1822 are raised by the lugs 1908 .

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 coupled to the car counter by a tube 1911 pulled out of the cash register, which then shows the same digits as the cash register counter. The P.ohr 1911 passed through the carriage wall 1912 is pressed with its spur teeth against the spur teeth on the extension 1913 of a gear 1914, which is coupled to a gear 1915. As a result, the gear 1914 is shifted somewhat to the right in the direction of the arrow 1916. 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. A clutch disc 1921, which is firmly seated on the bushing 1920 , is thereby removed from a clutch attachment 1922 of the gear 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 1924 shaft is provided with 1927 wedges that run in grooves in the 1920 bushing

The decoupling of the disk 1921 with the aid of the fork 1917 and by moving the gear 1914 in the direction of the arrow 1916 may be unnecessary if the friction clutch 1921, 1922 is so easily adjusted that the clutch parts can be rotated individually.

The passage opening in the car wall 1912 for coupling the counter can be closed by a flap that can only be opened when the counter (Fig. 118) is at zero, ie when, for. B. the rail 1885 assumes the position shown. This rail would then be brought into the appropriate connection with the closure flap. You could e.g. B. in the position shown, 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 make certain points of the route with the help of transport pawls that are attached to the certain 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 A b b. 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 that are only to be entered with a ticket will be issued 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 703 187. 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 Fig. 8, the mechanical S expensive and 2026 in the drum 2002 first about a

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

still shown individual parts of the control device. sätze2023 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, which run into the teeth of the as 25 2049 switching a disc 2050, which is on the axis 2931

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 disk

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.

only partially shown, the two 55 In Fig. 131 the drum 2001 is 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.

COO Α77Π

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 703 187.
Serve switches. One of the two leaf springs 2055 The activation of the signaling device can cause the and 2058 (Fig. 132) to counteract, as can be seen from Fig. 134 by supervisory staff on appropriate 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 wagon itself and so the wagon commits the current, for example, to a sliding spring, which lead over special control tracks, where passengers or a sliding contact are controlled by the switch electromagnet load or the wagon itself 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. 25 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 drum is only necessary by a few numbers, so it is possible, according to the invention, to turn the train as a passenger just one knob 2154 , which can be executed 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 a 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 of teeth, 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 elec- trically, the circuit of which is shown in Fig. 20

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 91 (see also Fig. 8a), i.e. if the car were to travel north and east, the sliding contacts 94 and 92 would be switched over as shown in Fig. 107 Contacts 1773 supply current to the small electromagnet 1774.

After the control device has been set, the passenger who wants to use the diagonal connection also sets a button or, better still, a switch 1775 , which supplies a slide spring 1776 with 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 there, he also presses the same key 1782 or a key with the same function, the 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 an insertion of money in order to require a special payment for the use of the high-speed routes.

An increase in speed on the high-speed routes could mean additional larger ones

ίο wheels can be reached. On the normal routes the car would run with the smaller wheels.

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), the

As when the high-speed route is reached, it 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 be terminated at the beginning of the rapid road as shown in Fig. 109, and a traction current line 1792 can supply the motors 1793 with a higher voltage via slip 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 self-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 target value signals into the control device by Gcldkassiereinrichtungen 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.