DE2132795A1 - RAILWAY SYSTEM, WITH SPECIAL TRUCKS ON RIGID POINTS - Google Patents

Description

S c h i e n e n b a h n 5 y s t e m, with special trolleys on rigid Switches.

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The invention b e t r i f t a S c h i e n e n b a h n -s y 5 t e 1, with special trolleys on rigid switches. The latest w e rk e and the new S t a r r @ W a i c h e n s they have to walk on are both ideas of equal rank. The progress sought is guided by them and benefit from and one cannot be used without the other0 The third main component The driving system trilogy to be described here forms a new logic of the route control and route safety.

These three system components are listed one after the other in the description illustrated and discussed. Namely the different types of vehicles assigned to them Types of rigid turnouts, and the ones required on them for a targeted operation controlling and. securing logic.

In the area of transport and traffic, new rails are opening up Bahnsystem many applications, conventional and also new.

In addition to the transport of freight, animals and people at a slower speed City and local traffic or in faster and ultra-fast long-distance traffic here also preferred - with new aids - the transport of loaded and Sprovhen empty people and trucks. The conventional and relative cumbersome motorail traffic should be more flexible, cheaper 'with container solutions faster and more rational, insofar as they are designed to be more effective in advertising. Any smaller Railway station should be accessible to this new solution.

The wagons are handled in and out of the moving train. The effort for this process is remarkably small.

The chassis and vehicles in question can also be partly on the conventional tracks and chassis of the Bundes- or Reichsbahn as well as others Railway companies at home and abroad operate, with only minor additions determine the cost question at the transhipment point.

Special modifications are made on electrified mainline lines of landing gear and points are required, which are also described and the larger ones Use part of the text. Because they are the way to the optimal solution , namely the new mixer switches and mixer bogies, which add value to the new system Determine the vehicles and driving systems for local transport that are very up-to-date at the moment of the cities that z.3. as a "gondola taxi" with linear motor drive from the planning became known, learned from the application of the new switches, chassis and logic components Promotion in the direction of greater traffic density, closer-meshed networks and smaller ones Demands on the mentality of the passenger o The no less up-to-date cooking high-speed railway long-distance traffic on special routes with pneumatic or electronic transmission Suspension of the vehicle masses, taking into account the new switches and chassis a close-knit hold network without obstruction of the ultra-fast Through traffic zuo Even without using the problematic rendezvous procedure and with the inclusion of an intensive handling of goods, also with a departure from conventional ones Shunting procedures, with the new switches and bogies made close together lined up wagons from moving train vzw. loaded onto the moving train, got on and get off.

At the same time, there was also a strong mindset for plant and equipment Foreground, container solutions are preferably involved in these modifications In general, result for container traffic when transporting people, goods, animals and e-vehicles when transferring from rail to rail rail to truck, Rail on road, and vice versa, new perspectives from the new turnouts and Chassis 0 The coordination of rail and road, including wagons for environmental protection, are in the foreground.

All in all, all are currently being planned or tested in this regard urban and long-distance rapid transit systems impulses from the new points, the new running gear and the new drive operation logic received, preferably also with regard to the process computer. New components of the computer periphery, namely the control organs integrated in the chassis should reduce the effort help to significantly restrict the computer.

The transshipment of conventional large containers is also to come from the new Experience support for switches and their chassis. It should be designed so that without the use of hoists, even on small train stations, also on industrial and trading yards, the container is effortless, quick and risk-free, even without larger ones Investments can be unloaded, reloaded and unloaded or loaded0 However The use of these switches, trolleys and logic systems is not exclusive limited to local and long-distance rail systems. Even the manifold ones Tasks for the transport of workpieces, containers, tools, shipping goods, etc. in the field of commercial and industrial production and warehousing or the From this, rational solutions in automatic transport systems learn how to prepare for dispatch on roads, transfer lines, dispatch warehouses, etc.

The new rigid turnouts have several distinguishing features, which they are not only structurally but also qualitatively unrigid or rigid from conventional ones distinguish0 You are zoBo free from the influence of the climate. You are insensitive to Pollution. They cannot be maliciously manipulated from outside. Because They have no actuator 0 The route is selected or keyed in in the vehicle. In this respect, they are also hardly subject to human error. Nor are they Bottleneck for the driving speed, the driving frequency, the maneuvering process, the transfer and transshipment operations. On the contrary, they promote these important parameters. the end a chain of wagons can drive out of the.

individual wagons can be pulled out of the train without shunting 0 If not wagons, then just containers, the new ones are partly at full speed passable. The new turnouts have been modified three times, namely into the pure one VW switch, the passing VW switch, and the VW mixed switch.

The trolleys assigned to these switch types are different Construction methods own. For example a design in which the main landing gear is the auxiliary landing gear and the cabin or

the cargo area are an integrated unit. Furthermore, a way of doing which leads to a two-part structure, namely a main landing gear and Carrier and a partial unit consisting of auxiliary landing gear and cab. Thirdly, there is a version that is characterized by the division into three. Namely Beam + main landing gear as the first, cabin as the second, and auxiliary beam with auxiliary ... landing gear as the third partial unit of the railroad system.

The latter two versions in particular can be used in the timetable traffic on tracks of the Federal and Reichsbahn, also on tracks of other railway companies, and also on special routes and unplanned traffic, valuable innovations to. But also in the local transport of the cities and in the area of industrial and commercial Transport and manufacturing systems provide these two solutions to the problem so far under much more effort with much less flexi.

had to be solved.

In contrast to 3. to a known system of rigid turnouts 2.) those described below have the advantage that they can be used, among other things, on drives of all types is, i.e. also on wheel trolleys with motor drive, including linear motor drive Wheel chassis or suspension chassis also on propeller drive etc. And also In contrast to the previous one, the new switch has no change, and the path is at the fork Can be selected in the vehicle0 In this respect, the rail vehicle coordinates them Road vehicle in which the driver himself determines the exit direction at an intersection from the intersection decides and controls, or this function also remains an autopilot, which the route is keyed in or digitally with a ticket is read in, whereby the reader, digitizer and validator are a simple unit are.

In this respect, this vehicle can already do more than a road vehicle The current state of the art can also only be based on a two-part process Road fork the decision of the route to be neither keyed in nor read in.

In application to new types of motorail trains of the Federal Railroad in one or two-level container stacking can be done in any ridges and without having to move in and out Each member of a train, each vehicle, can be individually loaded and picked out However, thanks to the unproblematic system of getting in and out of the car, driving can which also allows transshipment at small train stations, his Pernfahrten at will Mix in a colorful mix of road and rail kilometers and turn your day into driving hours Classify and dormant finds The current types of motorail trains allow this due to the lack of a suitable system of entry and exit not yet closed.

For industrial and commercial subsidies for automation result in solutions whose diversity and flexibility with conventional handovers, E.g. angular transfer, roller conveyor etc. would not be achievable.

With regard to the three main ideas, doio switch, chassis and logic, The aim now is to find the 5 as a switch system the so-called V e r t i k a 1 w e i c h e VW, in pure or modified training, as chassis the so-called S p u r w e c h s e 1 chassis, and as a control system for route selection on switches and route safety either a route image and turnout sequence manually operated lane changing device (4,6,44,75) or (6a), and / or a mechanical or magnetic detachable coupling between cabin and auxiliary landing gear, and / or one with the trip card in the on-board validator serving as the on-board computer read-in track selection program is used on turnouts, with these aids aB - purposeful manual or automatic driving comfort at the same time the effort on the route safety process computer 0 Under the term "V e r t i k a 1 w e i c h e VW "is a in the figures of the drawing in several modifications to understand schematically shown fork system, in which the two Fork branches in whole, or in part, or mixed in a vertical plane lie come0 Among these three types, the first is referred to below as "pure VW" , the second addressed as "passing VW", and the third as "mixed VW". The abbreviation "VW" means vertical switch.

A reinelVW is made up of a conventional lower lane and an overlying one Upper lane, with a height clearance of more than cabin height, formedO The passing VW arises from a conventional under-lane, and one with only a small difference in height overlying upper track, or a conventional lower track, and one with it narrower track lying in one plane in such a way that the upper or the wider one in the switch zone rises up to the level of the pure VW, or the lower one or the narrower one descends to the appropriate height distance, e.g. into the ground; and the mixed VW is made up of a lane and one that changes to the left or right Side lane formed, with the upper track and the lower kusaimmun on the side lane are wholly or partially in a vertical plane 0 Under the key term "S p u r w e c h s e 1 - Trolleys are to be understood as trolleys or wheel sets which are assigned to the three types mentioned of a VW, while driving from a lane on a C upper lane and vice versa or from a lower or upper lane to a two lane and vice versa, you can skip over only or at the same time maintain the traction drive.

Furthermore, the railway trolleys and the railroad system are independent of the type three VW on which they are to run, in the design of the vehicle the i n t e g r i e r t - one-piece, the disintegrated - two-piece, and the disintegrated three-part design. In the former, the cabin, main landing gear and auxiliary landing gear are fixed assembled. The second is the main landing gear and carrier wagon, as well as auxiliary landing gear and cabin each have a separate linkable group. The third design is (main landing gear + Carrier wagon), cabin, (Holfswagen + auxiliary carrier) each one connectable group of these Systems components and modes are shown schematically in the figures of the drawing. Some of the representations are symbolic.

The proportions of the graphic representation are immeasurable, constructively detailing Features only relatively symbolic, and gradients or angles zoTo strongly distorted indicated There are shown.

In Fig.1. The front view of a pure VW with assigned integrated Wagon and lane change chassis, namely with under-track and upper-track chassis, namely at the moment of a transition from the under-lane to the upper-lane run, i.e. in a switch entrance0 Both wheelsets, the lower and the upper, are already engaged in Fig.2. One Front view of the same system, but at the moment pure sub-lane operation, doho in front of or behind the switch, also outside a pure VW if it is a Route according to Fig. 61.

The upper lane undercarriage is disengaged.

In Fig.3. A front view in the middle of a pure VW. e.g. is A stop at the top and through traffic conceivable below 0 The vehicle above is driving on the upper lane, the lower one on the lower lane.

Above you can get on and off or cargo can be handled0 In Fig. 4. The same front view as in Fig. 3, but applied to an H S 3 with pneumatic or electromagnetic suspension on the main track (sub-track), and rolling operation on the auxiliary lane (upper lane), and with linear motor operation on the Main track. On the back track is, because of the low speed and stopping operation, a push trolley is permitted.

In Fio5o a front view as in Fig.2. at the point entrance 0 The upper track wheel set is not extended and retracted laterally but vertically0 He is out of engagement in Fig. 6. A front view as in Fig. 50, but in the Switch centers The upper track wheel set has run up and is engaged.

In Fig. 7. A front view and a system as in Fig.1. and 20 however the distance between the upper and lower lanes is smaller. The main and auxiliary landing gear are engaged.

The illustration therefore refers to the center of the turnout in Fig. 8. The front view of a vehicle in the driveway of a passing VW. , in fact in the turnout entrance. The main and auxiliary lanes are still in one joint Level OHanpt and auxiliary landing gear are still engaged.

If the auxiliary lane rises in the turnout exit or the main lane falls off, the main landing gear disengages and the vehicle rolls up Auxiliary track next 0 in Fig. 9. On a larger scale, a construction of the lane change chassis to the passing VW of Fig0B. , in the extended state of the Hilfsfahrwerksp corresponding to the state of Fig.8.

In Fig. 10. The same as in Fig. 80, but in the retracted state of the auxiliary undercarriage wheel.

In Fi.ii0 a side track chassis on a VW mixing switch with side track9 namely in the turnout entrance or exit.

In Fig. 12. The same system as in Fig. 11, but in the switch ~ middle, the side-track undercarriage is engaged, the main-track undercarriage is still engaged, After some increase in the side track, the main landing gear will disengage lift up, In Fig. 13. The same system as in Fig. 12. The vehicle runs in the mixing switch exit on the right-hand side lane 0 The main landing gear has picked up.

In Fig. 140 while Fig. 11. to 13. to one-sided side-track mixing bogies is a two-sided one is drawn here. Both side-track landing gears are still out of engagement. The vehicle rolls into the turnout on a lane, in Fig. 15. The system of Fig. 14. in the turnout entrance 0 The right side-track landing gear is engaged, the main landing gear still engaged.

In Fig. 16. The same system as in Fig. 140 and 150, but when retracting into a left mixing switch. The left side-track landing gear is engaged.

In Fig. 17. On a larger scale, a section from the side-track gear group of Fig. 13. in front view.

In Fig. 18. A side view of Fig. 17.

In Fig. 19. While Figures 1. to 18. Vehicle types with the mentioned integrated, one-piece structure of main landing gear, auxiliary landing gear and cabin showed a component of the two-part version is shown here; Namely the one in the hallway unloaded container with top track chassis in side view In Fig. 20. The front view to Fig. 190 with retracted upper lane pools.

In Fig. 21. The same system as in Fig. 20 *, but with the extended Top track chassis.

In Fig. 22. The container of Fig. 190 equipped with auxiliary trolley up to 21§ but on the carrier vehicle consisting of platform and under-track chassis lying, in side view. i.e.

the complete two-part system in a pure VW switch.

In Fig. 23. The front view of Fig. 22.

In Fig. 24. A side view of the container of Fig. 19. on the turnout exit0 It rolls onto the upper lane and pulls out of the main line on an elevated basis.

In Fig. 25. The front view of Fig. 24.

In Fig. 26. Figures 260 to 31. show the three-part vehicle systems, consisting of platform trolley with main chassis, bare container without chassis, and subcarrier with auxiliary landing gear, the container from the upper track subcarrier being magnetic is grasped. Here the side stitch of the blank container unloaded in the hallway In Fig. 27. The front view of Fig. 26.

In Fig. 28. The complete system in the VW switch. A side view0 In Fig. 29. The front view of Fig. 28. In the switch, the upper track rises, the one on Upper lane auxiliary carrier magnetically hanging container detaches itself at the base of the lower lane platform truck, which scrolls on alone O in Fig. 30. A side view 0 The container hangs on the upper lane, Magnetically gripped 0 The under-lane vehicle continued to roll.

In FIG. 31 a front view of FIG. 300 In FIG. 32, FIGS 37. show the same three-way division of the vehicle as Figures 26. to 3t ,, with the Difference, that the container is not magnetic but mechanically according to the principle "Tongue and groove" is grabbed by the subcarrier, which happens while driving.

Here is a front view of the coupled three-part system in the Entry of a VW. The upper landing gear is already engaged 0 in Fig. 33. One Side view of Fig. 32.

In Fig. 34. A front view of the system0 The container opens the under-track Elatform car. He is hacked out of the upper lane ~ auxiliary carrierO That Upper track auxiliary undercarriage continued to drive or swerved out of the switch.

In Fig. 35. A front view of the three-part SystemOSit shows the Upper lane auxiliary carrier driving on upper lane.

The container moved on on platform trucks.

In Fig. 36. For the three-part system, a front view of the on the upper-track auxiliary carrier postponed as the VW switch for a rolling container drove on.

In Fig. 37. The three-part system detailed0 A front view0 In FIG. 380 In FIGS. 380 to 50, it is divided into two parts, analogously to the representations Vehicle systems on a pure vertical switch according to Fig. 19. to 25th, the dichotomy the vehicle types for the mixing switches, i.e. the side-track vehicles, are shown0 Here the front view of the container unloaded on the corridor with a two-sided side track chassis, In Fig. 39. The side view of Fig. 38.

In Fi? .40. The front view of the complete system with the mixing switch. The right side-track landing gear is already engaged. The under-track main landing gear is also in action. The container is still on the platform truck, In Fip: .41. The system is still in the switch. The side track is pedicled and as a result the container hanging on her with side track has already been removed from the platform truck picked up.

In Fig. 42. A front view of the one on the right hand side lane from the The switch and main line of the sheared container of Fig. 41. It is now in a another train set or loaded onto a truck, sometimes driven down to the corridor -and discharged. This situation can also occur on a factory or trading yard, In Fig. 43. The same situation as with Fig042. But the container is on the left On the pure side, extended out of the mixing switch in Fig. 40.

In Fig. 44. The front view of a vehicle container rIdansporter in two-story Stacking on a two-tier mixing switchO The mixing switch can be used on both sides0 According to this procedure, a moving vehicle container car train can be used without shunting each vehicle from the two-story series singled out for itself and without Lifting gear can be unloaded with the container on the auxiliary landing gear and immediately becomes usable after unloading on another train0 The system is also suitable for small stopping points, also with regard to the picking up of motor vehicles0 In Fig. 45. A slightly differently designed side-track landing gear.

A front view in the two-sided mixing switch.

the under-lane car continued. The container moves on the right Side lane out of the switch.

In Fig. 460 the same condition as in Fig. 45. However, the side-track landing gear is the same thing, but the side track in two parts.

In Fig. 47. A trajectory wagon of the type shown in FIG. 44. in side view.

In Fig. 4. In the front view it is again a somewhat different one Side-track landing gear, driving outside the switch on the right-hand side # ur. The top want to have double flange, the lower single flange.

In Fig. 49. A side view of Fig. 480 in Fig. 50. In connection with the loading and shunting system of Fig. 78. the container of Fig. 480 and rolls 490 briefly on the two lower wheels of the two side-track undercarriages. A front view in FIG. 51 FIGS. 510 to 54 show, analogously to the tripartite Vehicle of Figures 260 to 310 or of Figure 32.

to 370, the three-part division of a vehicle suitable for mixing switches with side track equipment. , here the three-part detailed system, consisting consisting of under-lane platform wagons, containers without chassis, and side-lane auxiliary beams with chassis, with a mechanical "tongue and groove" gripping system similar to the one of FIGS. 32 to 37, in a front view 0 In FIG. 52. The complete system of Fig051. in a mixing switch.

A front view0 The fork gripper of the side-track subcarrier has "hacked" the container coming towards him on under-lane platform trucks, d bra. gripped If the side gauge rises in the further course, it rises the container from the platform truck and shears with the auxiliary carrier on the side lane Aus0 In Fig. 53. the container sheared out in this way onto side-track auxiliary carriers in front view0 in Fig. 54. The under-lane platform carrier, on the under-lane track rolling, and the side-track auxiliary carrier with fork gripper on the side-track track rolling, without container, i.e.

the two carrier systems of the three-part vehicle, in a front view, in the VW niche switch.

Analogous to the systems of FIGS. 26 to 31 or FIG. 32. to 37.

the system of Figures 51 to 54 can be modified to the effect that that a magnetic gripper is used instead of the fork gripper. On a representation this modification could be omitted for the sake of analogy.

In Fig. 55. The front view of a shrunk on a loading frame Vehicle containers with side-track chassis for loading and unloading on mixing switches according to Fig. 44.

and 47. The new conceptual image of a motor vehicle P a 1 e t t e in Fig. 56. $ The side view of Fig. 55.

In Fig. 57. The same version as in Fig. 55, but modified according to the method of Fig. 510 to 54, and therefore equipped with grooves for gripping with the forks of a side-track subcarrier.

In Fig. 58. The side view of Fig. 57.

In Fig. 59. For the system of FIGS. 1 to 3 and FIGS. 5 to 6.

pure VW a side view of the point entrance with an approaching, one vehicle passing through below and one vehicle traveling above. Relate to this with 3-3 and C-C the sectional images of Figures 2 and 3.

In Fig. 60 the whole VW of Fig. 59. in side view, for vehicles like at Fig. 59.

In Fig. 61. A route section with pure VW from the system of Fig. 60 *, whereby it can be seen that the free ones between the switches are also Route zones are equipped with upper and lower lanes9 which in itself is hardly universal has, but an alternative is in Fig. 62. A vertical switch with entry and exit in side view. Here you can see that the free stretches are outside the switch only have a lane. this is the normal case.

In Fig. 63 * a side view of a likewise pure VWO your lane leads underground, e.g. to an S-Bahn track, some U-Bahn tracks, or to one Stop or transfer point.

In Fig. 64. Figures 64 to 66 show one in three views pure VW. In contrast to the main type in Figs. 59 to 62, this is the Stroke (h3) of the upper lane in the point entrance is only small, namely just so large, that the wheel flanges of the under-lane trolleys are lifted over the under-lane, if Driving the vehicle in an arc out of the main route to the side on the upper level pulls out. Here the view H.

In Fig. 650 the top view F to Fig. 64.

In Fig. 66. The view G to Fig. 64.

In Figo-670 the top view of a so-called clover-leaf knot, which from eight VW characters of the type of Fig. 64. to 66th has formed the task of the two unequal to intersecting opposite lane main lines M and L seemed to be knotted, in Fig. 68. The top view of 2c driving modes 68/1 to 68/20 that can be carried out in the clover leaf knot.

In Fig. 69. In longitudinal section an ascending VW, for vehicles with concentric lane change undercarriage of the type in FIGS. 8 to 10. In the point of entry all four tracks are on one level. Then take the outside broad gauge ascending course, while the inner visual track leads straight ahead.

In Fig. 70. In the longitudinal section a switch as in fig. 69., With the difference, that it is a sloping type. The inner narrow gauge leads here down into the ground, the broad gauge on the outside leads straight ahead.

In Fig. 710 a pure VW of the type of Figs. 64 to 66, which is used for envelope from rail to rail of containers of the type according to Fig. 190 to 370 into the unequal rails Crossing of two routes is built.

In Fig. 72. A pure VW of the same type, which is used to handle Rail to truck, or vice versa, or from rail to floor, or vice versa, for containers of the same type as above is attached to a track.

In Fig. 73. As a side view of the turnout exit in Fig. 72.

the handling of containers of the specified type by rail Truck, whereby the inclination of the upper lane saves the use of lifting equipment and is independent mazht from the bridge heights of the truck.

Dn Fig. 7. As a side view for the turnout exit of Fig. 78.

handling of containers from rail to road, especially the unloading of vehicle containers without the container being discarded from the upper lane are brewing, with the incline of the upper lane extending the container floor to floor level can lower.

In Fig. 76. In side view, loading a batter container for People in an RSB on the upper lane.

In Fig. 76. The end of the process of Fig. 75. in side view * in Fig. 77. A plan view of an HSB entry and transfer station for a two-way traffic line9 where boarding and disembarking or the handling of cargo with loading and unloading containers takes place, an alternative to the rendezvous in Fig. 78. A rail-road coordination, the unloading and emptying of vehicle containers from Fig.19ff.

a plan view of Fig. 740 In Fig. 79. In top view a section from a mixed switch-handling-lead system for vehicles of the type of Fig. 11. to 16. and Fig. 38. to 58., including rail-road coordination of the type of Fig. 78.

In Fig. 8o. A top view of a shunting and shunting track for Contaiher of the type shown in Figures 480 to 58.

In Fig. 81. In plan view, a shunting point for type containers 48 to 50, so only suitable for containers with a mixing carriage on both sides.

In Fig. 82. A cross section through the running body of Fig. 81.

In Fig. 83. A cross section "" "" "IN Fig. 84." "" "" "" "" In Fig. 85. "" "" "" "" In Fig.86. "" "" "" "" In Fig.87. A cross-section through the elevated one Two-way vehicles for CAT vehicles1.) Of the type in Figures 48th to 58th for City traffic, with two two-way cabs.

In Fig. 880 the top view of a right mixing switch for the traveling body of Fig. 87.

In Fig. 89. A cross section through the running body of Fig. 880 In Fig. 90. "" "" "" "" In Fig. 91. "" "" "" "" In Fig. 92. "" "" "" "In Fig. 93. "" "" "" "" In Fig. 94. "" "" "" "" In Fig. 95. The side view of the beginning of a track (9) of the type of Fig. 62. to 63. for catching (centering) the auxiliary drive wheels.

In Fig. 96. A top view of Fig. 95.

In Fig. 97. A side view of the side track of the mixing switch at the entrance, of the type in Fig. 77. up to 90., with catch delay for the wheels of the auxiliary landing gear according to Fig. 98.

In Fig. 98 * The top view of Fig. 97.

In Fig. 99. A front view of the cabin from Fig. 87. with linear motor and elevated anchor rail, retracted into a right mixing switch.

In Fig. 100. The front view as in Fig. 99 .; however, here is the cabin in the transition to a left mixing point. The side-track undercarriage is still out not changed 0 in Fig. 101. The same cabin as in Fig. 100. The side-track landing gear has been switched to the left-hand mixing switch.

In Fig. 1020 the front view as in Fig. 101. The cabin is out of the left mixing switch extended.

In Fig01o3. The top view of a right and a left blends soft to the driving system of Fig. 87. and the figures 99.

to 102.

In Fig. 104. A mixing switch system in plan view, with three exit routes, using mixing switches of the PigO103 type according to the scheme of Fig. 105.

In Fig. 105. The mixed turnout symbol for three exits to Fig. 104.

In Fig. 106. The prototype of a rail-like crossing of two routes in plan view, using two mixing switches, according to the scheme of FIG. 1070 In Fig. 107. The symbol of a rail-like intersection in Fig. 106.

In Fig. 108. A front view with partial section of the cabin of Fig. 87.

and Figs. 990 to 102o on a larger scale.

As there becomes an aid to electromagnetic routing a Seitsnpurweiche by means of a push button acting on the relay or by means of an automatic control indicated.

In Fig. 109. A side view of Fig. 108.

In Fig. 110. Din container wagon in side view, for express goods, mail or for vehicle pallets for the loading and unloading system according to Fig. 44., 47., 48., 79. with unilateral Loading opening.

In Fig. 111. A plan view of Fig. 110. with a first comfort alternative.

In Fig. 112. A top view as in Fig0111., With a second comfort alternative.

In Fig. 113 a front view of the container or the pallet of the figures 48th to 50th and 44th, 47th for motor vehicles. and other transport goods, but in a version in which both the axis (6) and the axis 4) can be adjusted laterally by means of a push magnet is.

In Fig. 114. in front view for containers and pallets to the system of Fig. 44, 47, 55, 56, 57, 58, 79, 110, 111, 112. with both axes (6m7) rigid are and the whole container on a support of the wagon laterally displaceable is 0 in Fig. 115. A front view as in FIG. 114, with the loading and unloading position on the right of the container.

In Fig. 116o the same as in Fig. 0115., In the left unloading and loading position.

In Fig. 117. The block diagram of a logical car control for the CAT version of Figures 88 to 109.

In Fig. 118. The front of the ticket to Fig.117.

In Fig. 119. The back of the ticket in Fig. 120. Logical program setting from the reading in the validator for Fig. 119.

The structure, the mode of operation and the special characteristics of the in Systems and components shown in these figures can be detailed as describe as follows: I; at Fig.1. to Fig. 18. it concerns vehicles which in a conventional manner from the cabin, main landing gear and, as a special feature, an auxiliary landing gear consist and are integrated from these three parts.

The vehicle of fig.1. consists of cabin (i), main landing gear (2) with wheels (5) and auxiliary trolley (3) with wheels (7) 0 The main travel axis is with (4), the auxiliary travel axis with (6). The lane has rails (8) that Upper track rails (9) which on the threshold (10) or the stand (11) of the gate-like Are mortised. The upper edge of the rails (8) is around the dimension (ho) and the upper edge of the rails (9) by the measure (hl) above the floor. The upper axis has from the lower one a distance (h4) o The auxiliary trolley wheels (7) can be extended and retracted. Here they are extended in directions (p5, P6) and are in engagement with the rails (9), because the vehicle is in the turnout entrance to the pure VW and es had been programmed to "transition to continue driving on upper lane (9)" before entering 0 If the upper track now rises in the further course according to Fig. 2 in direction P, the wheels (5) will lift off (8).

4 In Fig. 2. was another similar vehicle in front of the point entrance has been programmed to "continue to travel on under lane" o This means that the auxiliary landing gear wheels (7) were drawn in in directions (P1, P2) before the vehicle leads into the switch The width (b) when retracted is smaller than the clear width (a), so that the upper wheels did not come into engagement with (9) 0 The arrow P indicates the 3 direction in which in the turnout exit in Fig. 1. the vehicle back on lane will go. By extending or retracting the wheels (7) in this system, the Vehicle even when passing a VW one way or the other at the fork chosen.

Section k-A relates to Fig. 6 ', section BoB to Fig. 59.

The Fig.3. shows a vehicle (i / i) in the middle of the switch, which one drives into the upper lane or stops there for the transshipment of people or goods without opening up the under lane to obstruct through traffic. Another vehicle (1/2) is driving through on lane. The upper track wheels of (1/2) have different from the lower track wheels of the Vehicle (1/1) a distance (c) and here in the middle of the turnout the upper track rails have a height (h2) above the floor, based on which (c) becomes so large that both vehicles do not hinder. The upper track wheels are retracted on the lower vehicle and the upper one are they extended0 In Fig.4. is the same as in Fig.3. shown for an HSB 1.) with pneumatic or electromagnetic suspension and linear motor drive. However, the auxiliary chassis (6,7) and the auxiliary track (9) are conventionally designed, as it is usually a shunting or stopping lane and only low speeds demands. The auxiliary landing gear is on the lower vehicle, which is currently driving through the switch moved in. With (13) is the back rail and with (14) the suspension magnet or 0 the linear motor inductor.

In Fig. 5. is similar to Fig. 2. the lane change vehicle before Entry into the pure VW (8,9) has been programmed to "drives through on lane "0 The auxiliary landing gear (7) therefore remained retracted and disengaged from (9). In contrast to the vehicle of FIG. 1.

to 4. but here the auxiliary landing gear is not horizontal but vertical extended in direction P4 and retracted in direction P3.

The Fig. 6. shows the same vehicle. It was before entering the VW programmed to "continue on upper lane", i.e. the auxiliary landing gear was Raised it in the direction of P4 before entering and therefore came in when entering Engagement with the top track (9).

In contrast to the lane changing vehicles shown in FIGS on pure VW, in which the upper lane is above the cabin, are with the figures 7. and 8. in the turnout entrance, the upper lanes just above the lower lane or in Mounted on a common level with it, so are the trolleys.

or is nier the type "passing VW".

In this type the large height (h2) of Fig. 3 develops. and the distance (c) only after the point of entry, i.e. the point only goes behind the entrance to a VW, where e.g. parking in the upper lane and driving through on the lane as in Fig. 36 becomes possible.

In the vehicle type of Fig. 70 which is here before the point of entry to " Continue to upper lane "is programmed, as the arrows show, Both the main and the auxiliary landing gear are designed to be retractable and extendable 0 With (h4) is the distance between the two axes, which is relatively small, and with (h5) the track height of the upper lane in the middle of the turnout0 in Fig. 8. are the two bogies (5,7) Concentric and at the point of entry, the tracks (8, 9) lie in one Level.

The landing gear (7) has been extended before the point of entry, doh. the vehicle was programmed to "continue to drive on upper lane" It rises to the top lane (h5) and can stop there or swerve, while vehicles can pass under it.

Figures 9 and 10 show the concentric chassis to Figure 8.

on a larger scale. This is shown in Fig. 9. the state of Fig. 8, doho the upper track chassis (auxiliary chassis') is extended in direction P5 0 with As mentioned above, (6) is the axis of the main landing gear, with (6a) that of the auxiliary landing gear marked0 In Figo 10. the auxiliary wheel (7) is retracted in the direction of P1, which would mean that the vehicle is programmed to "continue on under-lane" before entering the points war o With (t) the extension length of the auxiliary track, with (s8) the track width of the main track so s9 = the track width of the auxiliary track (s8 + 2t) isto In the figures 11. to 18. Integrated vehicles with side-track undercarriages on mixing switches are shown.

The niche switch as the third version of the VW is characterized by that a change from under-lane to side purely applied in the fork in the route or vice versa, with a left and a right side lane being considered. But it can also be switched directly from the left to the right side lane, or overturned. The side-track or mixed-track vehicles are accordingly bound.

You can get around with conventional engines, in the field industrial conveyor technology and automation can also be operated with drag chains In the traffic area, however, see Fig. 85. @ Ioo.

linear motors are also possible. The types of drive described here Lane changing vehicles are generally not affected here.

All that needs to be said here is that the ones described so far are Vehicles and switches, namely the pure VW and the passing VW and the them assigned trolleys, only suitable for routes that do not have an electrical overhead line have doho for either non-electrified or for side power rail like it comes into question in urban transport systems0 There are ways, these types too suitable for a catenary operation.

But they seem too complicated.

On the other hand, all types of applications for side-track vehicles, zoBo the handling of goods from moving trains, also on electrified rail routes with overhead lines so that the mixing point is not only used in city traffic and in industrial automation, but also on overhead lines of the federal and Reichsbahn and other railways will find. This is why inside is here also devoted to the wider space.

In Fig. 11, the lane changing vehicle, integrated from the cabin (1), rolls Undercarriage (5) and side-track undercarriage (19) with retracted in direction P2 Side-track wheel on the under-track rails (8) into the switch. It was before the enema programmed into the switch to "continue on the under-lane". The side track rail is denoted by (22).

In contrast, in Fig. 12. before entering this mixing valve Vehicle programmed to "transition to side-lane travel", doho the double flanged wheel (19) had been extended in the direction of P6.

It now rolls on the rail (22) and is also supported by the on roller fist (21) mounted rollers (20) against the rail (22). If now what belongs to the switch system, the rail (22) rises, then the under-track wheels rise (5) as in Fig. 13. off the under-lane tracks and the vehicle rolls with them (19) and (20) continue on the right-hand side lane. It has risen towards P4 and can now without the flanges of (5) hindering the crossing of the track (8) ZOB leave the main line in the direction of P1.

Then the rail (22) will descend again and the vehicle will descend in l; ichturig 1 \ approach the ground again, When it comes to figures 11. to 130 the vehicles have only one-sided side-track chassis, here ZOBO right-sided, Similar types of Fig0 140 to 16 are mixed-age vehicles with double-sided side track chassis. Such vehicles can come from a main route (8) accordingly swerve both to the right and to the left when you enter a mixing switch retract, which is also set up on both sides as in Fig. 14. until 16.

At Fig. 14. the vehicle is still outside the turnout0 The two side track wheels (19a) and (19b) are retracted in directions P and P. The vehicle rolls on 1 2 under lane (8) on the open road.

In Fig. 15. was the same vehicle before entering the double-sided Mixing switch (22a, 22b) has been programmed to "Wbit travel on right side lane". This means that the right side track wheel (19a) was extended before it entered the switch was moved in direction P6 while at the same time the left one (19b) was drawn in in direction P1. When entering the switch, the wheel (19a) now rolls secured by two flanges on the side track rail (22a), while the left wheel (19b) with the left Side track rail (22b) does not come into engagement. If now in the further course in the switch the rail (22a) rises, the main landing gear (5) rises from the Main lane (8) and the vehicle can pull out of the main line. At this In addition, the cabin weight is supported by the rollers (20a) against the rail during travel (22a).

When entering the switch, the two-sided roller sets (2ß a and 20b) also for centering the vehicle, i.e. the double flange rollers (19a or 19b), onto the rails (22a or 22b).

With (11a and 11b) the two-sided columns are the side track Route marked0 In Fig. 16, the vehicle was before entering this mixing switch programmed to "continue driving on the left side lane" which means that before entering the left side-track bicycle (19b) extended in direction P5 and the right (19a) was drawn in in the direction of P20 It rolls here in the turnout entrance with baths (19b) on rail (22b) and is supported against with roller set (20b) (22b) abO The again (19a) remain except for interventions with splint (22a) 0 analogous to What has been said in Fig0 15c, it can in the further course to the left of the main route (8) shear0 Fig. 17. shows the right side-track undercarriage on a larger scale such a vehicle in front view Fig. 180 shows it in side view K. Each vehicle come as well as is shown in Fig. 180, with smaller dimensions two right and awvi left wheels (19) and also two sets of rollers (20, 21) on both sides II +) Figures 19. to 37. lead back to the pure VW with their upper and under-lane chassis O After all, based on the fully integrated vehicle construction the three types of VW, namely the pure, the ascending and the mixed principle are made known, it is now about the introduction of the disintegrated vehicle construction methods also for all three types of turnouts.

In Fig. 19 to 25, the upper and lower track change vehicle is adapted to the pure VW of Fig. 1. disintegrated into two parts, separable and connectable One upper part, consisting of the cabin or the loading space (15), the bumper frame (16) and the upper-track chassis (7) with retractable and retractable wheels.

And a lower part, consisting of platform support (1) and on it attached under-track chassis (5) 0 The first group is shown in Figures 19. to 21st, lying on the floor, and in Figures 24th to 25th driving on the upper lane shown.

The latter shows the coupling state in Figs. 22. and 23o 19. shows the "container" (15) with top track wheels (7) and bumper frame (16) in side view . FIG. 20 shows it with retracted wheels (7) in front view0 FIG. 21. shows the same front view with # efahreren wheels (21) or similar In the Fig. 220 is a side view of the container placed on the platform truck (1) (15). According to the front view of Fig. 23. are instantly like at Fig. 21. the wheels (7) both retracted in directions P1, P2, i.e. the vehicle is moving with the programming "Drive on to the under lane without separating the container from Car "in the pure VW (8,9) 0 it drives against it with the programming" separation from container (15 from the carriage (1) and discarding (15) from the line "into the VW on, then, as in Fig. 24, in a side view and in Fig0250 in a The front view is shown, with the wheelset (7) extended, the vehicle into the switch retract, the wheels (7) come into engagement with the upper track (9), this is in the further course as in Fig. 13 increase in direction P4, with the whole container (15) lifts off the platform truck. At Figo240 and 25. the car is meanwhile moved further, and the container (15) rolls on the upper lane to the transhipment point or to Transfer to another train0 He can, provided the route is not electrified is with catenary wire, also pull out of the main line to the side. With overhead line operation the outer rail of the upper gauge track would become the upper one at its Ausoherkurve tunge pick-up bracket in the way of the locomotive. That doesn't need any special explanation. The locomotive would get stuck with the bracket on the upper track.

The disintegration of the lane change vehicle corresponding to the pure VG of Fig.1. in three parts, namely in the bare container (15) with a bumper frame (16), as well as the carrier as in Fig. 19.

up to 250 serving platform wagons (1) with main track chassis (5), and thirdly, show the auxiliary carrier (18) traveling on the upper lane with upper lane undercarriage (7) FIGS. 26 to 370, namely FIGS. 26 to 31, show this disintegration using a magnetic coupling between the auxiliary carrier and the container, while FIGS. 32 to 370 show a mechanical coupling based on the groove and principle Spring ".

Fig0 26. shows the bare container (15) on the floor in a side view lying e The same is shown in Fig. 27. in a front view0 With (17) is the magnetic Designated container ceiling, zOM a steel plate.

The Fig. 28. shows the complete three-part system in the and that in side view. 29o shows it in front view. When entering the switch the vehicle was programmed to "clean the container from the P @ attformwagen and shunting the container from the main line out of the upper lane " when entering the switch The upper track wheels (7) of the auxiliary beam (18) extended and came into engagement with the upper track (9).

In the further course this rises and the container undersurface loosens from the carriage (1), finally according to Fig. 30. and 31.

after driving away from (1) to continue rolling on the upper lane to the transhipment point or for loading onto another wagon. The ceiling (17) of the container (15) is magnetically coupled to the bottom of the auxiliary carrier (18), including in the carrier (18) E.g. an electromagnet is installed, which is not designated and described in more detail here needs to be.

The container (15) from the load carrier can be used to turn the container (18) also solve what happens when the magnetic circuit is interrupted. In particular, the system can also be used in such a way that the container without (18,7) on (1) standing in the train and only an auxiliary carrier at the Bischlag or reloading point (18) rolling onto the upper lane the container (15) magnetically grips and in the said Way from the carriage (1). In the same way, the payload can weigh on one (1), after which (18) separates again from (15).

The tripartite division according to the gripping principle "tongue and groove" in FIG. 32.

to 37. has the following structure and operating principle: Fig. 32. shows the complete three-part system in a front view of the pure VW im Inlet, and Fig. 33 shows the side view.

Before entering the VW, the vehicle was programmed to continue driving on top lane with separation of the container (leave from platform truck (1) and shear of the container from the main line ". As a result, were before entering the switch the wheels (7) of the auxiliary carrier (18) extended and are now in engagement with the Tracks (9) o ES can also be so that the container (15) lying on (1) in the Train arrives, then the auxiliary carrier cutting into the main line on the upper lane (8) (18) the Beh older fasat and lifts it from (1) as the track (8) climbs and pulls out. The gripping takes place in such a way that the spring-like gripper (37) of (18) moves into the matching groove (36) vsn (15) with a lot of play0 when rising of the track (9) (37) then acts as a lifting gripper either move containers (15) lying on the train (1) towards the upright carrier (18), or the other way around. Both can travel in the same direction, but the train (1) faster than the auxiliary carrier (18) o And the reverse is true for unloading from (15) from the stationary or moving train (1).

Fig. 34 shows the bare container without (18.7) on the platform car in the train on the main line rolling in a front view Fig0 35o shows rolling the auxiliary carrier (18,7) alone on top lane over the main line (8), and 36 shows the container (15) removed from (1) hanging on the auxiliary carrier (18) and rolling on top of the main line on the way to loading This main lane arrives the train, or for transshipment by pulling out of this Main line.

Fig. 37 shows the complete three-part system in detail O! JT Similar to the disintegration of the vehicle in adaptation to FIGS. 19 to 37e to the pure VW, and accordingly also to the rising V4, was shown, it will also be used below with reference to FIGS. 38o to 58 for the mixing switch and discussed the side-track mixing bogies that go with it0 and although it should be discussed how that in Fig.11. until 18.

The fully integrated vehicle shown is driven on mixing points and handled can be if it is first divided into two main components, namely platform trucks and Container with side-track landing gear, and secondly in three main components, namely Platform car, bInker container, and auxiliary carrier with side-track chassis, divided is.

Figures 38 to 50 show the former in several embodiments, the latter the figures 510 to 540 in application of the gripper principle "groove and Feder "0 The turn of the magnetic gripping can by analogy from the system of Fig026. to 310 are derived and transmitted0 A separate illustration and discussion is thus superfluous0 Fig. 39. shows in a side view the container on the floor, equipped with side-track trolleys on both sides lying.

Fig. 3. shows the same in a front view 0 The details (16,19,2o) are the same as in Fig. 14. or Fig. 19.

In FIG. 40 the complete two-part is in a front view The system is about to enter the mixing switch. The cabin was programmed before entering on "transition to side lane driving and swerving to the right o As a result before entering this switch the side-track chassis (99a) and (19b) in the way mövriert that the wheels (19a) are extended and the wheels (19b) are retracted. It is sufficient for this that in the arrow directions P1 P6 the entire axis of (19a, 19b) is pushed to the right 0 In the entrance the vehicle rolls with (19a) in side lane (22a) and is supported by rollers (20a) against (22a). The wheels (19b) are not engaged with (22b). After climbing (22a) a little, the vehicle can go in the direction of P1 pull out of the main line.

the platform truck (1) can then continue unloaded.

Fig. 41. shows the moment in which when driving over the switch the container (15) lifts off the platform truck and continues to roll in the right-hand side lane.

At Fig. 42. the same container is sheared off the main line and rolls on the right-hand side lane of a rail-rail transfer point or a transfer point Rail - truck or a transhipment point rail-corridor toO This situation can also be for an industrial yard, any storage space or Randelshof, but also for a freight transshipment point of the railway apply0 The same shows for the unrolling on the left Side lane Fig. 430 goes to the same container. Here he rolls his wheels (19 b) on the left side lane (22b) and the rollers (22b) counter the torque this track from the side.

The Fig. 44. shows the same system applied to the two-story loading of a platform wagon of the railway with motor vehicle containers or Truck pallets.

The outer container is marked with (15/1), the lower one with (15/2). The vehicle (1) is on a switch with two-story side tracks on both sides O The right ones are labeled (22al) and (22a2), the left ones (22b1) and (22b2). Accordingly, the flange wheels are on the right with (19al) and below with (19a2) and numbered at the top left with (19b1) and at the bottom with (19b2).

The support rollers are at the top right with 20a1), at the bottom right with (20a2), indicated at the top left with (20b1) and at the bottom left with (20b2).

The side view of such a vehicle container or vehicle pallet w 470 also shows schematically, the pallet wheels for clarity because of are omitted. You can see a section of four platform trucks Hold two Kfs containers on each floor. You're up with (15/11), (15/12) to (15/16) and below with (15/21), (15/22) to (15/26) and they are behind the side track rails (22a1) or (22a2) only partially visible.

The particularly characteristic feature of this vehicle loading system is it can be seen that from the row visible in figo 470 two-sided stacked Vehicle pallets without special lifting equipment and without scrapping any desired container or its contents of the respective wagon, e.g. the motor vehicle, can be pulled out individually on the side lane without the train stopping. This The process is not just related to vehicle containers and pallets, it is also different and can be used in a variety of ways, for example for loading and unloading mail and express goods etc, in containers and pallets on platforms, where there is a lot of time spent on the train and personnel can be saved * The effort required for this is relatively small. It is also worthwhile on smaller Behnhöfe, e.g. in health resorts, for post, express, and Motor vehicles. Such containers can be discarded manually or programmed-automatically done * Zoho manually by adjusting the axis (6) in Fig.1o80 by the Postohaf French people, railroad workers, car owners.

Programmed by reading the destination into a control logic, which the axis (6) pushes 0 with push button manually over a push magnet.

By reading in the destination, the automatic at the relevant Target switch the thrust axis aur "lifting scissors right" or 0 "swerve left" set0 When entering the target switch, the container is on the right side lane or extended to the left by extending the wheels (19a) in the direction of P6 at the right soft and come into engagement with the track (22a) in the turnout, in the case of left turnouts on the other hand, the wheels (19b) are extended in the direction of P5 and are connected to the track (22b) come into action0 Such a container does not initially need to be discarded own drive that he is scrapped from the moving train is not alone Justified in the saving of time, but is part of the system dynamics. Because the moving train moves the outgoing container out of the main line, the side gauge track kinematically converts this kinetic energy by pulling out the container to Part in a component perpendicular to the direction of pulling movement as follows: 1.) The relevant wagon of a train on which the container to be disposed of is standing, enters the target switch with the wheel set (19a) or (19b) extended reduced The wheel set (19a) or (19b) runs at travel speed, depending on whether it is is a right or a left turnout on the track (22a) or (22b).

This track has some increase up to the exit, e.g. by 20 to 30 cm; This increase is part of the system theory and function of all VW switchesO As a result, after entering the switch, the container lifts off the carriage and shears left or right on the side-tracking track0 20) Pulls when lifting scissors the track (22a) or (22b) over the wheelset (19a) or (19b) the lifted container from the area of the trolley chain from the side 0 The container is continued Drive straight through the wagon via the bumper (16) until it is out of its range lies0 3.) From then on, the container continues to roll with its kinetic energy. the The range of this unpowered movement to the transhipment point can be achieved through a gradient 0 Starting at the Zugspitze, when entering such a transshipment station without stopping all containers or vehicles programmed for this station successively pulled out of the train, then without interrupting the engagement between the Upper track wheels and the side track rail are transferred to another train or unloaded, after which the container rolls onto the track for new use. Unloading several days Container pulls according to Fig. 440 and 470 are guaranteed by this lateral shearing0 Occasionally, it can also be discarded on two sides if the stations are on the right and left turnouts, or mixed right and left turnouts.

Even if the length of the train after the container to be disposed of bunm are mixed into the total number of turnouts, discarding them is not a problem and feasible while the train is moving.It is so certain that it seems reasonable to For example, to scrap motor vehicles and their occupants in this way. but not just that0 It can be advantageous because of this security also apply for people, transport with person-containers, whereby at a combination with C O U p 10) is thought 0 This application, as well as the use for freight transportation from containers or pallets, is equally suitable for long-distance transport on railroad tracks as in the local traffic of the cities on special routes, the latter case also the question Currently, 9 vehicles on pallets will be driven from cities or through 5 cities, to demolish, de-constipate and degas the inner-city zones To serve environmental protection0 In contrast to supporting the moment of inertia by rolling (20a) or (20b) in the case of a side-track vehicle, this moment can be determined according to the Figures 45 to 5o. also record differently.

In Fig. 45, a side-track container with undercarriage on both sides is in Front view paved on a raised route outside the main route (8) Driving side lane. Except for the well-known overhead double-flanged wheels (19a, 19b) instead of the support rollers (20a, 20b) there are also double-flanged wheels (23a, 23b) below arranged, which from below on the side track ~ rails (22a, 22b) resting can absorb the moment, while only the upper R ;; which absorb the load.

In contrast, Fig. 46 shows an even better solution when viewed from the front, . The wheels are the same as in Fig. 45. However, there are both sides instead of one Side track rail two are arranged on the right with (22a1, 22a2) and on the left with (22b1, 22b2) here, both the upper and the lower wheels bear load and moment alike. by placing the top wheels on top and bottom Wheels run on the lower rail above.

FIGS. 480 to 50 show an even better arrangement.

The lower wheels here are those with only one conventional flange used, which can also run on a conventional railroad track if necessary.

At Fig. 48. such a container rolls outside the main line (8) on the right elevated side track0 The wheels (19a) run on the side track rail (22a1), the wheels (23a) on side track rails (22a2), the latter also a conventional one Can be railroad track.

This note is important for integrated side-track vehicles from Type according to Figures 110 to 180 including wheels according to Ffgo 48e to 50., if, according to the system from Figo860 to 90o outside the points on the two Wheels (23a, 23b) and in the switch alternatively run on (19a + 23a) or (19b + 23b) FIG. 490 is the side view of FIG. 480. FIG. 50 shows the same container when driving on the wheels (23a23b), outside a switch in the system of figures 860 to 9o. * And in a switch in the system of Fig. 101. to 1o5o Figures 51. to 540 show a disintegration of the side-track vehicles into three parts, doio Platform wagons, bare containers without baths, and auxiliary carriers with side-track chassis0 The gripping system "tongue and groove" is used, similar to the system according to Fig. 320 to 37.

Fig. 51 shows the three-part system in detail. As is above with (1) the platform truck with track wheels (5), with (15) the wheelless container, with (4o) denotes its gripper catch holes. The gripping forks grip them (39) of the auxiliary carrier (38) traveling on side track wheels (19a) or 0 (23a) o Fig. 52. shows the complete system in front view when it is rolled into a mixed soft the process proceeding as follows: 1.) Loading the trolley (1).

Outside the main line (8), the person driving in the side lane takes hold Auxiliary carrier is the one lying on the corridor or lying on a truck or one on a rail platform car lying container (15) with its forks and promotes it alongside the track (8) on a platform truck on the main line. The tracks (22a1 und22a2) so that the container settles on (1). The car (1) drives with him further, the subcarrier stays behind and then pulls out on the side lane0 2.) Unloading of the carriage (1) The auxiliary carrier (38) travels lengthways on the side lane from the front of the wagon to the main lane and chop your forks into the holes of (15) ein0 Then the wagon or train drives against the original direction of travel of the hi-fi carrier and pulls it with you. When pulling out of the auxiliary vehicle in the arc of (22a1,22a2) this with the en forks pulls the meanwhile from the platform wagon by the rise of the tracks (22a1,22a2), the container lifted off the side of the car and rolls with it under kinetic energy or under a gradient of its tracks zum Umschlagort0 This state is shown in front view in Fig. 530, namely at Exit on a right switchO Fig. 54 shows the platform truck on the main route (8) and the auxiliary carrier on side lane nr (22a1,22a2), without container.

Regarding the system of Figures 38 to 470 or Figures 510 to 54o FIGS. 55 and 560 show the modification of the container cabin to the pallet, zOBO Motor vehicle pallet, and Figures 570 and 580 the same for training without wheels. The former version corresponds to the disintegration into two main parts of the system, the latter in three main parts.

In both cases, the palette consists of the em Bofem and an in-or two-sided frame for wheels or w. gripper slots.

550 shows a front view with a symbolized motor vehicle. The Fig0 g. 66. shows this from the side view0 Here the pallet only has one side ig side wheels of the type shown in Figures 48 to 50. But it can also be bilateral be wheeled.

Figures 570 and 580 leave the known gripper holes (40) of the Recognize undeveloped pallet for the gripper system of Fig. 51. And with ei Fig. 57. in a front view and in fig. 58. in a side view.

Figures 59 to 105 show systems of pure, transitional, rising, and of mixed vertical turnouts in plan views, side views, sections and some application sketches.

.IV.) In Figures 590 to 68. the pure VW is shown, where it is about the application of the upper and lower track 0 at Fig059. to 63rd lie both tracks in the course of the switch parallel one above the other. At Fig064. up to 68th shears one of the two lanes from0 Both cases can occur0 In Fig0 59. is the entry zone a pure VW shown in side view. The section B-B also relates to them of Fig. 2. and section C-C of Figure 3. On the open track, the upper lane (9) a height (h1) and the lane (8) a height (ho) above the floor. The lane runs continues horizontally in the switch, while the otter track rises to height (h2) 0 in the entrance area (f) is (9) parallel to (8), also in the middle of the switch, doio in the zone (i). In zone (i), a vehicle can be placed below a vehicle parked above drive through, or vice versa. This type of turnout is used to create stops especially in passenger traffic on HKB routes.

In the rising zone (g) there is a programmed upper track Vehicle with (1/1) in the entrance a vehicle with (1 / o), in zone (i) a vehicle marked with (1/2). You should see the traffic on such a switch from the side illustrate.

In Fig. 600 a whole switch of the q gf) 590 type is shown. It is a side view with an entry zone, ascent zone (g), and descent zone (k) and exit zone (m). The zone between (g) and (k) can be used as required have greater length.

In all of the pictures, the gradients are drawn in a greatly exaggerated manner.

Fig. 61 is the side view of a route with two switches of the type of FIG. 6oo, with the moving body also on the free route is not only equipped with a lower lane (8) but also with an upper lane (9), what will hardly be the rule in and of itself. (L) denotes the free path Der Section A-A refers to Fig Fig. 62 leaves the normal case one. recognize such VW. In the side view you can see that apart from the bifurcation zone of length (o) and a relatively short inlet zone (p) and outlet zone (q), i.e. outside of the points marked (Z1, Z2) and the turnout length (r) Switch zone, the route is only laid on a single track, namely here as a lane (8). The free path is again marked with (() on both sides.

In the side view of a VW according to Fig. 63. leads the under lane (8) in the underground. The upper lane (9) continues straight on in the hallway, it exist the alternatives that as with a switch according to Fig. 062.

the lane leads back up and with (9) to a Wbichenende united, or the lane under the floor shears off and to another route or a transshipment point. In the latter case, similar to FIG. 64. to 66th, behind the turnout entrance (Z1) a new lower pure laid, in their The upper lane then ends, so that the lower lane becomes the new main line shows 64. shows in side view H, FIG. 65. shows in plan view F and FIG. in side view G a switch in which the upper lane (9) from the main line pulls out of the way and a branch line or alternatively into another main line flows out.

After the turnout entrance, the upper lane (9) first rises (h3), so that when the vehicle pulls out into the upper lane, the lower lane flanges of the wheels come over the under-track rails.

This rise has a length (g) from D to E. The upper lane also falls up to the run-out point (J) again by a height (h3).

Before the 1No point J, in the run-out of (9), a new sub-lane (8b) laid as a secondary line, or the sub-lane of the main line appears here into which (9) opens.

The main lane (8) continues in the main line as a (8a) straight line The arrows indicate the course of the journey. The switch can also be used in the opposite direction to be used.

The structure of a trefoil crossing according to the plan view Fig. 76.

for the junction of a two-way traffic route with a other is the following: The two double-track lines M and L cross rails unevenly with points N-O, P-Q, laid out in a wide arc, R-S, and T-U, the ends of which are N, O, P, Q, R, S, T, U of the VW type according to Figures 640 to 66. it should be noted that, for example, N is around that from Fig. 03.

known measure (c) is higher than 0, accordingly S higher than R, u.s.f. so that the points from N to 0 slope, from R to S rise #, from Q to P rise, from U to T have a fall0 depending on the direction from which a vehicle is coming comes on which of the four routes it comes, and in which of the four cardinal points if it wants to go further when it enters the node, the results in de # Fig. 68. shown 20 driving modes 68/1, 68/2., 68/3.

and so on until 68/20.

The Madus 68/1 says, for example, that the vehicle arriving at L is without Change of direction and path change in the old path through the node wants to go 0 The arrows provide information on how to navigate the node and its four points. The entrance arrow is on all 2o N6di, i.e. the direction in which and from which the vehicle enters the node as indicated by the exit arrow.

The path reversal modes according to Fig. 68/50 to 68/8, and are characteristic Parking modes 68/17 to 68/20. After the latter, the vehicle can go to the Kleeblattkoten park fahrena until the desired exit is free0 Any exit can be selected which is why the exit arrow is missing in modes 68/7 to 68/20, this shamrock knot is known per se from EraftfahrtiStrassensystemen0 Here it is in use Rail transport systems # modified by the eight pure BS of this system, anticipating it must be said that there are these 20 modes and this shamrock knot also on let the mis # hiches transferred with side-track undercarriages, Figures 690 to 70. show in longitudinal sections the entrance of a passing VW from the system of figures 7th to loo The passing VW of Fig. 70 would be like a pure VW of the type shown in FIGS. 39 to 660, with the difference that with consideration A greater difference in altitude must be obtained for the smaller distance (h4), until the size (c) shown in Fig0 3. is reached, so another vehicle under the parked on upper lane can drive through or thus as in Fig. 64. until 66. the upper lane can shear sideways in the arch without going straight ahead on the lower lane to hinder other vehicles moving further. For drive with electrical overhead line As mentioned at the beginning, this switch is unsuitable anyway.

On the other hand, in Fig. 8. , the typical case of a passing VW, the two pairs of tracks concentric-level-equal, parallel next to each other first after entering the points, either according to Fig. 69, which shows a side view, the outer pair of tracks of larger gauge its rise from height h to h and 0 5 reaches the height difference marked in Fig. 30 by the ss (c) in the switch (h3), while the inner pair of smaller track gauge continues straight ahead, or after entering the switch, according to Fig. 70, which shows a longitudinal section, the inner pair of tracks of smaller gauge (9) a sloping course into the ground and there reaches the required height difference (h5), while the outer pair of tracks larger track width runs straight ahead.

VI. ) Figures 71 to 76 show partly in plan views, partly In side views, types and applications of pure and transitional VW.

In Fig. 71 is a plan view of the intersection of two main stretches or a main line with a secondary line, such as the d ## cloverleaf # knot of Fig. 67. underlying.

The track-sub-lane (8) leads straight from direction P8 to Not device P8 over the uneven track intersection with route (32), which from P7 straight on leads to P7. The transfer VW starts at Z1 and ends on the route (32) at Z2, namely as upper lane (9) e The vehicle (15/1) of the type of Fig. 1. comes from direction P8 and continue over the upper lane (9) in direction P9 to (32) as (15/2) to then continue in direction P7 on the under lane (32) pre-condition for this scrapping from (8) and entry to (32) was that before entry at Z1 in the switch the vehicle or the container was programmed to "pull out" than 8 ". That means, on the vehicle bzvo container of the type of Fig01 the upper track chassis (6,7) in the directions P6, P5 are extended so that it is with the upper track (9) came into engagement. Had that not been the case, it would have meant programming to "continue straight ahead on under lane 8" and the container or the vehicle would be on (8) in the direction of P8 via Z1 drove a distance.

72 shows the same switch as a plan view, but not in use on the linking of an unequal crossing of two routes, but rather to discard a container (15/1), which then as (a5 / 2) on the street stationary truck (33) is to be loaded without using a hoist0 This means a new type of coordination between rail and road.

If the according to Fig. 22. Containers loaded on a platform truck (15/1) of type (15) of Fig. 22. before entering at Z1 in the sense of Fig. 21. programmed was on "unloading at Z1", then his top track chassis (7) was in direction (P5, p6) vol retract at Z1 extended and came into engagement with (9) at the beginning of the upper lane Then, after some ascent from (9), pull out the container in a curve towards P9 leaves. The platform truck drives straight on (8) in the direction of P8 empty. According to From the side view of Fig. 73, the upper track (9) has a lot when pulling out in the outlet Gradient. As (15/2) the container hanging on (9) then rolls onto the truck (33) and The IICW then drives towards P9 on the road to the upper lane ends0 Then he can continue on the road.

At Fig. 73. it can be seen that this handling process is not only independent of hoists. Rather, it is also independent of the amount of the Truck bridge (hl). The truck (33/1), for example, has a greater bridge height than the truck (33/2). Nevertheless, both can be loaded equally from this discharge lane (9) by namely the higher one (33/1) further back, the lower one (33/2) further forward The slope of (9) mediates this balance.

The Fig. 74. conveyed as a side view of Fig. 78. filing a Vehicle container or a vehicle pallet according to the same principle as in Fig. 73., but with the difference that the container is set down at the corridor level without However, losing the engagement with the upper lane, so that after emptying can be recycled immediately and without the use of lifting equipment on the upper track. A vehicle is driven out of the container on the street. The container travels as (15/1) when unloaded, it is lifted off the corridor by climbing the track and drives as (15/2) for further utilization, namely in the direction of Pl1o The motor vehicle (31) continues in the direction of P10 on the street.

The top view of this is shown in FIG. 78. This begins at Z1 the VW, i.e. the upper lane (9) of the route. In the direction of P8 drives on the lane (8) a loaded with vehicle containers #### r platform truck train a 9 to in the direction of P8 on (8) continue straight ahead. It must be noted that apart from vehicle containers too other containers or pallets of the same system can be loaded and maneuvered0 The Qberspur (9) shears in a wide arc in the direction of P9 and leads to the vehicle unloading station, d.ho to the street (30). A container (15) is unloaded here. As (15/1) shears he climbs from (9) to upper lane in the direction of P9 from the platform truck and lands as (15/2) on corridor level on the street. The vehicle (34) is extended and rolls in directions P10 on the street, the empty container is continued from (9) reloaded or maneuvered into a trainO With (15/3) is the transition state symbolized by (15) when being pulled from the wagon is a pure lateral movement, caused by the sideways turning of (9) o The longitudinal movement provides (8).

FIGS. 75 to 78 clearly illustrate the application of the same Principle of Fig071. up to 730 on boarding and disembarking operations or

handling cargo on an HSB without using Rebdezvous when the train is moving.

Fig. 75 shows a side view of an HSB on suspension vehicles The HSB is with (28), its linear inductors with (25) Your direction of travel with P12, and the anchor rail of your car body with (24) designated.

At its end or, like here, in the middle, it has an empty one Compartment of length (a1) the side walls of which are denoted by (26) Furthermore are lateral Cut-outs for inserting the container axis are available, the roof is on the Long (a1) can be pushed off or folded out so that the transfer container (15) can be seen from above can be let into the compartment and pulled out of it. Entering or taking off is synonymous with getting people on or off or getting on and off Unloading of cargo and is with the upper lane (9) according to the system of Fig. 730 in the following is done quietly: a.) Boarding: From the platform (29) of Fig. 770 the transfer container (15) rolls onto the upper lane (9) with a gradient on the route (24), Before he took people on the 3ahnsteigaifo Das Fach (a1) of the HSB is before entering this maneuvering zone by discarding the empty one or with disembarking people occupied container (15) has been emptied. as can be seen in Fig. 75, rolls in direction P12 the HSB continues with this "entry-level operation", e.g. at around 50 to 100 km / ho Your speed on the open road is 300 to 400 km / ho The container rolls into the top lane at roughly the same speed, is driven by a driver the HSB recorded, accelerated and lowered onto the through the gradient of the upper lane Bottom of the compartment (a1). At F # gur 76.

the entry container is loaded and standing on the floor of the compartment shown. The roof of the compartment is open, the upper wheel track wheels are retracted, and the side slits are covered 0 The passengers who have moved into the car then leave into the com # ort cab of the ESBo The loading container is without comfort.

b.) The disembarkation proceeds in reverse order When the station arrives, the passengers willing to disembark go into the disembarkation bins (15) o The top track wheels are extended and come at the beginning of the top track (9) it engages the rails (9) when the vehicle is slowing down 4 The roof opens, The upper track rises and lifts the container, which at the same time in the arch (9) as the route swerves towards the train station. Shortly after that there is a loaded one or empty transfer container (15) loaded onto the HSB.

The upper track ends at point Z3 in FIG. 76.

770 shows the HSB boarding and disembarking station in a plan view or transfer point with through traffic. The two main routes, marked through anchor rails (24 / 1,24 / 2) lead in direction P12 and back in direction P1 * ¢ Die Suspending agents are not indicated here. It can be magnetic or pneumatic Trading elements. The route (24/1) is from the Hahnsteig (29/1) and the route (24/2) served from the platform (29/2), the former with the Auslade-Oberspur -Strang (9/11) and the loading line (9/12), the latter with the unloading line (9/21) and the loading line (9/22), namely in the directions (P15, P16, P17 and P18) in the above using the Figures 750 to 760 described willow.

Similarly, the KSB could, from the side instead of from above, in the driving condition also with side-lane containers on mixed soft # n of the two Platforms are served from, which sometimes has advantages in terms of operational safety can have0 In principle, as mentioned at the beginning, the HSB basically has both Alternatives because they don't need an electrical overhead line.

VII.) Figures 79 to 116 show partly in plan views, partly in Side views and cross-sections the types and applications of the mixing switches on the side lane, whereby however, the application to the BOD by the above is considered treated and not further more is listed.

In the top view of Fig. 79. hamdelt it is a mixed turnout Ums Dough or goods transfer point sthiene-rail and rail road, for goods, people and Kfzo There are two two-way traffic main routes (8/2) and (8/1), marked by direction of travel arrows, and currently occupied by platform truck trains (1/1) or (1/2). The road offered for transshipment rail-road is with (3c).

The two mixing switches (22/1) are used for rail-rail transshipment and (22/2), the envelope Sghiene-Strasse the two niche switches (22/3) and (22/4).

Here it is, as indicated with movement arrows, for example in the The moment the task a.) To transfer from rail to rail from the moving Train # 1/2) unload the container (15/3) and place it on the mixing gate (22/1) on the standing one or the moving train (1/1) or the container out of the moving train (1/1) (15/1) to be unloaded and onto the niche switch (22/2) in the stationary or moving train (1/2) overload. This is done in such a way that before the arrival of the container (15/3) carrying car at the point entrance (22/1) the container was programmed to "pull out to the right switch (22/1)" and before the arrival of the container (15/1) The container has been programmed to carry the carriage at the point entrance (22/2) "Pull out on the right Hischweiche (22/2)".

Then the axis (6) from Fig. 108 moves in both cases. To the right, and the wheels (league) come into engagement with the auxiliary track rail (22/1) or (22/2) which the container lifts slightly from the wagon and pulls it out of the wagon chain, or rather it transferred to the train («/ 1). The process takes place automatically.

b.) For transshipment from rail to road from the moving train Unload the motor vehicle container (15/5) and place it on the switch rail as (15/6) to the street where it reaches floor level at (15/7) and the vehicle (31) can roll out onto the street, or the empty container or full container (15/8) of the road on mixed turnout rail as (15/9) to transfer to the moving or stationary train (1/1), and / or from here via mixing switch (22/2) to train (1/2). Accordingly, the container in question had to be taken before the vehicle in question entered programmed.

With (15/2) in Fig. 790 the container is older (15/1) shortly before its transition on the train (1 / X), and with (15/4) the container (15/3) just before its transition denotes the train (1/1).

In the top view Fig. 80. is a transfer point for containers of the type of Fig. 48. to 50. The two mixing switches (22a 11,22a 21) or (22a12,22a22) in connection with the normal route (8). Related and Compared with the assigned cross-section of FIG. 99. up to 1o2. is it according to these indices both times around turnouts of the a-type, i.e.

"Right" mix soft. This is also possible with the movement arrows P17 and Recognize P18. It can also be a stop of a CAT car 1, for example.) of the type of Fig. 87. or FIGS. 99 to 182.

Act. This cabin is designated here with (16) and is located on the Stop with the wheels (23a, 23 / b) on the rails (22a11) #w.

(22a22) 0 The car leads e.g. from point B of the main line (8) in the direction of P18 on the right side lane, doho on the rails (22a12,22a22) with wheels (19a, 23a) to A2 ° there the rail (22a12) stops0 It also stops on the other Mixing switch at A1 the rail (22a11) open, from A2 onwards the cabin moved with it the under-track wheels (23a, 23b) and then stopped. There are passengers there and got out. She then travels back on the wheels (23a, 23b) in weighting P17 to point A1. The axle (6) is extended to the right. The track begins at A1 (22a11). From A1 onwards, the car continues to move on the wheels (19b, 23 / b) B1. The rail (22a11) ends behind B1, so that a # f of the main line (8) then the Cabin on wheels (23a, 23b) continues to roll.

This means that with this system the cabin is open on the open road Undercarriage (8) with the side-track wheels (23) rolls while it is in the niche switch moves to the side lane in order to be back on the under lane at the bus stop. This system can be used equally for the CAT Demag type and the CAT Bölkow type use.

This system has the advantage that the double flanged wheels (19a, 19b) of Fig. 108. only used for a short time, i.e. only within the mixed switch zone and insofar are spared. The cabin opens conventionally on the open road Lane. But it can also be a conventional hanging track, elevated, E.g. with the CAT -DEMAG-Type, which on a raised cup upper and lower track used.

In contrast, a CAR-type cabin uses a mixing switch the design according to Fig. 81. drives up to 860, the pure side lane on the open road, and only in the switch zone does it briefly drive on standard gauge.

The Fig. 81. shows a plan view of this track system, consisting of free entry route,, free exit route and switch, and Figures 82. to 860 show the characteristic track combinations in cross-sections o This version is, albeit on a different body, with other aids and other switches, also represented in the C A T-DEMAG type, the main section leading to the mixing switch 19 cross section H1-H1 according to FIG. 82 can be seen with arrow P19. It is one Side lane from the tracks (22a1,22a2) and the system is suitable for cabins from Type of Figures 480 to 500 of Figure 87, Figures 990 to 102 and 1080 to 109. At D the track (22b2) begins on the left, and a few 50 to 100 meters further it stops Ei the track (22a1) on, so ## that from Ei to G # 1, F1 the car is on the lane (Normal gauge) (22a2,22b2) with the 1wheels (23a, 23b) rolls what the section J-J of Fig. 83. can be closed. The track (22al) begins again at G1 and that at Fi Track (22bi) according to section K1-K1 of FIG. 84.

If now between E1 and C1 the vehicle has been programmed to "pull out" to the right ", then the pair of wheels (19a) came into engagement with the rail (22a1); during the pair of wheels (19b) does not come into engagement with the rail (22b1). It means that the cabin moves from G1 onwards on the right side track, i.e. with the wheels (19a) and (23a) on the rails (22a1,22a2), according to section L l-Ll of Fig. 85., And that it veers out in the direction of P22, whereby the free distance of this branch again from the Rails (22a1,22a2) according to Fig. 85. is formed.

If, on the other hand, the vehicle has been programmed to between E1 and F1 "Swerve to the left," then the pair of wheels (19b) came into engagement with the rail (22b1), while the pair of wheels (19a) does not come into engagement with the rail (22ai) This means that the car moves straight ahead from F1 in the direction of P20, i.e. over the left turnout branch according to section M1-M1 of Fig.86., the Tracks (22b1,22b2) form the free route.

In Fig. 870, an oncoming traffic C A T is elevated on (11) - Track with the side track pairs (22a1,22a2) resp.

the side spiders (19a, 23a) of the two in opposite directions running cabins (1/1) and (1/2) are shown. Both cabs have side-track undercarriages on both sides Their construction corresponds to the principle of a switch system according to FIGS. 810 to 86.

That means that they are on the open road with side-track landing gear, and You only drive on the two under-track wheels (23a) in the switch zone can pull out in a switch of the type of Fig. 81 in the directions P22 / 1 or P22 / 2 and then with the side-track vehicle on the other side on a similar elevated one Continue driving T-race. It is here hinted at linear motor vehicle cabins. The anchor rail of the route is with (411 and the inductors built into the cabins are marked with (42a) or (42b).

Similar to FIG. 800, the route and the switch are involved from Fig. 880 to 92. To a driving system with side lane, in which the free route Under-track type, but the switch is side-track type. Accordingly, one drives on this Driving system running on the tracks, e.g. of the type shown in Figures 108 and 109.

on the free stretch with the two pairs of wheels (23a, 23b) according to standard gauge, while in a switch with the two side-track wheel pairs (19a, 23a) or 0 (19b, 23b) wrong0 at Fig088. FIG. 3 is a plan view from the direction P20 and FIG straight ahead to P21 running normal under-lane section with one over mixing switch P22 leading branch shownODhe sections for this show the figures 89th to 94th, which to explain the conversion from side lane to under lane, and vice versa, in this one System can serve. Cabs of the type can also be used on this track system Fig. 108. or 0 to 9 operate.

Fig. 89. shows the cross-section T1-T1 through the free section P20, with Undercarriage tracks (22a2) and (22b2) on which the wheels (23a) and (23b) roll The side gauge tracks begin at N1 and ° 1 (22a1) and (22b1), like the cross-section U1-U1 in Fig. 90.

reveals. The pair of tracks (22b1,2b2) then continues straight ahead as a side track set, while the pair (22a1,22a2) overturns in the right arc. This can be seen in the sections V1-V1 in FIG. 910 and X1-X1 in FIG. 930.

At the straight-ahead branch of this mixing switch, which leads to P21, begins at 9 the missing under-gauge track (22a2) on the right curve, while at P1 the Oberspurgleis (22b1) ends.

On the other hand, at the right branch at S1, that starts again at the beginning of Bogen's omitted lower track track (22b2), while at R1 the upper track track (22a1) ends. This is shown by the sections W1-W1 in Fig. 92. and Y1-Y1 in Fig. 94.

With the driving system of Figoio3. on the other hand, a top view of a mixing switch shown as similar to Fig. 81. looks like a switch, which is designed like this that cabins of the type of Fig. 108.

on the open track with side lane, but in the switch on under lane At the same time, as situation front views in Figures 99. to 102. the cabs driving on the current lane shown after sections F -P2 to E2-H2o 22 At A2, for example, a car comes into the side lane in the direction of P19 according to section F2-F2 of FIGS. 99. at. She comes into the right side lane. This means, the axis of the wheels (19a, 19b) had previously been moved to the right in direction F6. The wheels (19a) mesh with ((22a1); the wheels (23a) run on (22a2).

This cab therefore drives in side lane on the open road. Whether on the right or left side lane, that depends on whether you last from a right or a left turnout came. In this way it travels to the start of the turnout at D2 and 320 The sub-lane (22b2) begins at D2 on the left and ends shortly afterwards at 32 on the right the upper lane (22a1) 0 Now can and must therefore from here onwards according to section J2-J2 the Fig0ioo. first of all roll the car on the lane. In Fig. 100a is first the upper track axis of the wheels (19a, 19b) still unchanged as in Fig. 990 in the direction P6 located in section G2-G2 of Fig. 101. against it she is already switched to direction P5. This means that the cabin is about to exit in the direction of P23 programmed.

Now the left upper gauge track (22b1) begins again at E2 and at G2 the right one (22a1).

As a result of the axle change, the pair of wheels (19b) comes into engagement at E2 with (22b1), while the pair of wheels (19a) with (22a1) remains out of engagement. According to the cut Accordingly, the car rolls in the direction of the left side lane in H2-H2 in FIG. 102 P23 off the switch.

If the axis of the wheels (19) were unchanged in the zone between 32 and C2 as in Fig. Ioo. remained, then that would have meant that they were heading for P25 should extend. The wheels (19a) would then be in engagement again with (22a1) at C2 come, the wheels (19b) at S2 remained out of engagement with (22b1), the cabin would have pulled out in the direction of P25 on the right-hand side lane.

Fig. 104 shows a top view of a mixed track switch with three exits, as it is then interpreted as a symbol in Fig. 105. 0 With this turnout one has the Choice, e.g. to drive in at P20 and alternatively on the turnout as an exit route Select P23, or P25 or P26. The arrangement is the same as the rails. she is off two series-connected mixing p ## soft of the type of Fig. 81 combined. how The car moves into the triple switch in the right-hand lane B2 and C2 it drives on normal under-lane. If between B2 and C2 the axis of (19) moved to the left in the direction of P5, then the car moves out in the direction of P23 the soft one.

If the axis between 32 and C remains unchanged, the car moves straight on from B2 to E2 on the right-hand side lane further between K2 and M2 it is back on the under lane. In this zone, the car becomes with an immovable axis left by (19), then it continues on the right side lane at M 2 and moves out of the switch in the direction of P25.

But if the axis is not located in the direction of P5 between K2 and M2, then From N2 the cabin moves in the left side lane and moves out of the soft in the direction of P26 In principle, this is a series connection in short succession two mixing points.

The railroad mismatch between two C A T routes on which just as in Fig. 1o4. Cabins of the type shown in Figures 87 and 1080 can operate, FIG. 106 shows a plan view, which is interpreted by its symbol according to FIG. 1070 will.

This is also a series connection in quick succession lying two mixing switches of the type of Fig0 810 as in Fig. 104, but with one different type of intermediate zone.

For example, you want to come from P25 on this double-dual mixing switch on the turnout have the choice to either continue to: P25 'or to P26t, and coming from P26 you want to have the choice, either to P26 'or to P25' to drive.

And that same track.

Free at Figo1040 are the free stretches with side lane routes (22a1,22a2) or (22b1,22b2). In the alternative zone there is only the Undercarriage (22a2,22b2) 0 In this zone of choice, the cabin travels on the wheels ( 23a, 23b) 0 If you come from direction P25, for example, and you want to continue in direction P25 then you have to move the axis of the wheels (19) in the alternative zone in the direction Change P60 I, on the other hand, if you continue to drive in the direction of P26 ', then you leave the Axis unchanged in the alternative zone.

Or if you are coming from P26 and want to continue in the direction of P25 ' then leave the axis in the intermediate zone unchanged. Want but if you continue to drive in the direction of P26 ', then you set the axis in the selection zone around.

This and all of the previously mentioned conversion files are used at C A T cabins Easily automatable by means of a switch counter in conjunction with a starting point of the ticket read in turnout selection logic.

But also for federal railways and other applications of these systems a similar automation is possible.

The Fig.1o8. shows in a partial section from the front on a larger scale the above-mentioned CAT cabins for automatic travel or push-button switch selection.

This is supported against the cabin cell (1) by means of suitable springs (43) Design shows a linear magnet (44) as a servo element for sliding the adjusting axis (6) in directions P5 or P6 for turnout selection O The operation is either manually via a push-button switch or from one of the read-in memory downstream automatic control. With (45) the coil and with (46) the core of an inductive switch button mounted at the bottom of the frame, which over slides on the rails with an air gap. in a system of FIGS. 104 and 105 at points D2, B2, E2, C2, L2, K2, N2, M2 Pulses in turnout counting circuits of the Bordahlage, which are the logic circuit of the On-board computer and its control serve as peripherals.

The Fig. 109. shows the side view of this construction.

Finally, there is a side view in FIGS. 1100 and in FIG. 111.

and 1120, alternatively, the equipment of the vehicle carrier car in a plan view gons treated by the principle of Figures 440 and 470.

The progress of this vehicle maneuvering system with containers or pallets th of the type of Figures 480 to 500 550 to 56. in the type of loading according to Fig. 440 and 470 is that loading and unloading without lifting equipment, that it is without maneuvering of the wagons, and that it is done laterally, i.e. perpendicular to the broad side of the wagons can0 This also has the advantage that Zig are moving in and out of the motor vehicles be loaded and unloaded and also smaller ones thanks to low service costs Stations can serve0 Decisive for increasing the advertising impact and also the practical supply and disposal of cars and passengers in the sense of car in Passenger train "is not only the question of how to get fast and cheap cars transported and transshipped, as well as taking care of the passenger during the transport time resp. s # s # rgt, without charging him the burden, this supply and disposal with it to have to pay that it only finds a station about every 200 to 300 km.

Using the above container solutions is initially the rational one Transport system secured with a close-knit network of stops and transfer points. The supply and disposal issue can be resolved by 10) The passengers are loaded and unloaded on board their car together with him, in and out of the moving train.

20) Passengers do not have to sit in their car on this trip.

This would be a temperature issue in winter. because the notors shouldn't run on the wagon.

In this respect, solutions according to Fig. 111 and 112 are possible, with 30) According to the plan view Fig. 111. similar to the Postgut-Bundesbahn-Wagen of the Bundespost the side of the car opposite the open loading side (32) is a closed one Aisle (40) which is heated and disposed of by toilet (51) with washing facilities, and in the directions P31, P32 with transition P29 and P30 to the adjoining wagons, Passenger car, sleeping car, dining car is accessible and provided for, if necessary the passengers in the lounge of the coupled passenger car can use 0 40) Or apart from the supply and disposal facilities from 30) according to Fig. 112. Compartment (53) next to the cargo holds (52) is also present in the carrier car that are only available to vehicle passengers.

In the rooms of Figures 111 and 112 there are sliding doors and passage arrows P28 and P32. After loading, passengers can leave their car and Go to cabins or wash rooms, toilets, sleeping cars and dining cars. Before getting off they go to your car and will be with you automatically unloaded.

In the case of C A rl cabins of the type shown in FIGS. 108./109o, it is sufficient and also permissible that the axle (6) with its wheels (19) in directions P5, P6 is adjusted in order to choose the path in the switch, while the axis (4) with their images (23) remains stationary.

For vehicle containers and pallets of the type shown in Figures 48th, 49th, 50th, 55th, 56th, and also with containers or pallets of this type which mail, express and freight goods etc., it may sometimes be necessary to also move the axis (4) with its Wheels in the same direction as the axle (6). Because, as is well known, serves to Lifting the container off the wagon floor, before the beginning of the deflection of the Side lane, an increase of the same by about 10 to 20 cm compared to the main lane Wagons Not only the track set (22a1,22bl), but also do (22a2,22b2). But if now the axle (4) and the wheels (23) always remain immobile, then they run into every side-lane shunting switch the rails (22a2,22b2) and also lift the at all those soft points Palette on which it was not programmed at all, i.e.

where it should not be discarded.

With this insight it is useful and necessary between pallets and containers of the above-mentioned 5 types and the cabins of the C A T types to make a constructive difference by 1.) Either the axes (6) resp. their wheels (19) as well as the axles (4) and their wheels (23) have the same displacement in directions P5, P6 20) Or it is omitted, the axis (6) or 0 adjust their wheels (19) and also the axle (4) together with their wheels (23) and instead, the whole pallet or the whole container in the named ones if necessary Directions P5P6 is offset.

Several basic and constructive solutions can also be found for this to offer.

For example according to Fig. 113. the simultaneous shifting of (4) and (6), which in itself is already derived from the transitioning soft type son Fig. 7. by the arrows P1, P2 was known.

Or for example according to Fig. 114. the waiver of a sliding one Formation of (4,6,19,23) at the expense of the construction of the carrier wagon (j) of Fig. 110., 111., 112., By placing the pallet or the container in this wagon (15), which has rigid axles and wheels, comes to rest on a transverse support (75), which the container or its wheels programmed laterally in its target travel by shifting it P5 or 0 P 6 This support is activated either manually or indirectly via a push button, or pre-programmed via a control on the biischweiche of the route, at which its container is to be unloaded, moved in directions P5 or P6. This movement is made by the container, which is locked on it, and thereby becomes also its rigid wheels (19a, 19b, 23a, 23b) on their tracks (22a122a2) or, (22b1,22b2) aligned In this latter construction, the container or the Pallet cheaper and requires less maintenance and care. The carrier wagon on the other hand becomes a bit more complex and maintenance is then concentrated on it.

However, this solution makes more sense, also with regard to preprogramming a targeted transport of the containers from a central train line, the better on the wagon than on the pallet 0 If it is done on the wagon, i.e. on the support (75) is, then this can be permanently laid and across the row of cars to the driver's compartment through-coupled multi-core control lines are used, which are from the control desk of the train driver to be able to address each individual support when loading a pallet needs then not only a plug connection is made to it and this when it is unloaded not # first to be resolved.

In the front view of FIG. 1140, the container or the Pallet, with (1) the wagon, with (4,6,19a, 19b, 23a, 23b) the rigid axles and wheels of (15) and (75) denotes the cross support of (1), on which (15) is locked It can be moved in a locked position in directions P5, P6, either manually or via Manual or remote push button, or via a central control0 If, like ZOBO for the wagon in Figs. 1100 to 112, only unloaded to one side and is invited from one side, then the support has only two positions M # and L # or M3 and R 3 But if you maneuver on both sides, you have three Positions, and R3.

In Fig. 115 the moment of unloading or loading is from the right and in FIG. 1160 the moment of loading or unloading links. In the former case the support (75) has moved into position R3 of the wheels (19a): The wheels (19a) This means that you come to the elevated loading or unloading switch in the driveway on (11a), in engagement with the rail (22a1) and the baths (23a) in engagement with (22a2). As soon as loading or unloading is finished, the support is activated with the push button or withdrawn to position M3 by remote control from the driver's cab. It is extended again in front of the b "in- or unloading pathway.

In the latter case, the support (75) is in position L3 of the wheels (19a) moved. The wheels (19a) come into engagement with the rail (22b1) of a left one Switch and wheels (23b) come into engagement with (22b2).

In Fig. 115. (76) is a prismatic-conical center groove on Called Bhalterboden. It traces the length of the floor. When @ aden in a wagon according to Fig. 110. it comes on the conical-conical prism guides (77) of the wagon supports (75) which center the container, i. E.

da @ ur guarantee that he will, without any further locking, against nervous shock always correct by centrifugal force etc. with its wheels (19a, 23a) (19b, 23b) runs on the rails (22a, 22b) when he is from support in the positions L3 or R3 is extended.

The support (75) rolls on linear roller or needle bearings or uf Wheels (70) which are part of (75) and are firmly connected to (75), e.g. about roller cages. The rollers run on the running surface (78), which is connected to the Aggin connected is.

In Fig. 111 the support and the container are in the middle position M3.

In this position he walks past every side-track wake.

For scrapping in a sideways direction, as well as loading one Container, the pair of tracks (22a1,22a2) must be and (22b1,22b2) have an increase of slightly more than (h25) 0 'Eit this increase When loading and unloading the container, it is above the height (h25) of the guide prisms (76) lifted p doho removed from centering or inserted into it when he cuts in and out of the wagon.

In contrast to a CAD booth according to Fig. 1i8. 'In which in the at Fig. 80. to 1o7. shown switches and moving bodies only the two positions R and R of the axis (6) are required, the unloading and loading system of the 1140 to 116. also a third position, the middle position M3, and to this extent a somewhat different control than in Fig. 117. through 120. is indicated in the figures 950 to 980 show other centerings between track in side and top views and wheels, some of which are already shown in FIGS. 620 and 63. for track ends of the pure VW are shown.

FIG. 950 shows a side view and FIG. 960 shows a plan view of track ends, which in the entry direction P8 both wheels (5) of the under-track bogies set up on pure VW Center on the rails (#) as well as the wheels (7) on the rails (9). You center but also wheels (23) of the side-track trolleys on tracks (22a2,22b2) e.g. on the Points (D1, D2, Q2, S2, L2) of Figures 81, 88, 103, and 1040 for the tracks (22a1,22b1) on the other hand, the double flange wheels (19a, 19b) are centered in interruption zones According to Figures 97 and 970, pointy track ends are taken into account. Figure 970 is a side view, FIG. 98, a plan view. The arrow P20 shows the direction of travel in which you have a centering effect 0 z, B, at points E1, F1, G1, N1, O1, P1, R1, C2, E2, M2, N2 of the above mentioned figures and switches. They are also particularly important when maneuvering and maneuvering of the containers of Figs. 108 to 116 is necessary In Figures 117. to 1200 is a schematic control for the in Figures 87. bis 1020 shown version of a local transport Kabinentai system shown 'which on Mixing points wrong.

1170 shows the block diagram of the built-in on board a C A T Control, the Fig. 118. the front of the ticket bought off board in the machine (Ticket), Fig. 119. its back, and Fig. 120. the impulse mark scheme the reading, z0B. visible if it is a punch card holder, invisible if it is a magnetic memory. The Einless and control device on board the C A T is combined with the either, the ticket is placed in the validation gap introduced, thereby invalidating it and reading in the driving program at the same time, then the ticket was withdrawn, as with the Strassenbehnentwerter.

The front of the ticket shows the network and the required route, symbolically like on a streetcar map, old-style. It is irrelevant for the control, But it shows the points and thus forms the basis for the rear.

The back leaves on the abscissas (G = straight ahead), (R w right drive in the switch) and (L = drive to the left in the switch) and below the number line recognize the points. They are read in the validator and coded in the scheme of Fig. 120.

The validator contains the on-board computer and the automatic switching system and ranges from (57) and (60) to (65) and from (68j to (70) or from (72) to (74) (66) are track ends which act as inductive sensors, with (67) and (71) INDUSI beacons at the point entrances, similar to those on the main lines of the Bundesbahn are provided.

The day, hour and end of time are stamped with "E" in the cancellation.

the black edge of the back (56) serves to relieve the claims to the mentality of the passenger, the alignment of the electronics, so that no specific Insertion regulations on the validator are necessary.

The program read in at (57) goes to the Digitiser ((58) in Binary logic over. They are saved in memory (59) from the Stoll actual value comparison of the branch (57-59) with the branch (60-62) results in (63) the signal "right ausscheren "as a point in the R line of Fig. 119., or" left-ausscheren "as Period in the I line. If no command comes, then it was a point in the G line O But if the expected command is stored in (63) except for "Abeuf", then there is a blocking signal of the INDUSI beacons coming from (67) or (71) 3 °) responsible, i.e. a route safety signal before turning into another # inie, because this line is not free at the moment 0 If, on the other hand, the identifier free is available, then the command "right" or "left" from (63) goes via the Amplifier and before (64) to Weiohenstellschalter (65) which is a changeover switch is for "right" or "left" 0 In a system according to Fig. 1140 to 1160 needs a switch with zero position S M3.

This switch acts e.g. on the linear magnet (44) of Fig. 108.

and 1130 In Fig. 114. to 1160 it acts on the pneumatic cylinder, which actuates the support (75) via a solenoid valve.

If, on the other hand, (67) is a blocking signal, then that is pending at (63) Command stored in (63) until the free signal comes. In addition, via (74) the right linear motor (42a) of the cabin braked and switched off. But if (71) Blocking signal applies, then the command pending at (63) is also stored in (63) until free signal comes. At the same time, the left linear motor is braked at (74) and switched off until the free signal comes.

As soon as the lock is released by the release signal, this goes with (63) Stored command via (64) to (65). (65) Holds the left or the right Linear motor on depending on whether a right or left command is pending and which type of turnout installed 0 The brake is released at the same time.

The Fwei or blocking signal is provided by a central line operations process computer to the INDUSI-Bakon (67) (71) of the switches via the indicated inductive coupling.Es are couplings such as the inductive member (45a, 45b, 46a, 46b) of Fig. 108./109., Similar to INDUSI of the Federal Railroad.

The coils (45) and cores (46) are used in Fig. 108/109. the calculator as turnout counter and are designated in the block diagram as (66).

The free or operr signal from (67) picks up the coil (68) is a similar sensor coil as the coil (45) in Fig. 108.

It is coded in (69) into a free or blocking signal and in the direction of the arrow continue weaving at (63) or (70) o The free or blocking signal from (71) is the same Via the Fühletspuls (72), the Diditiser and Former (73) in the directions of the arrows at (63) or at (74).

The track ends, z, b. the ends at points R2, K2 uOsOfO in Fig.

104., give as (66) the impulses in the counting circuit of the logic the coils (45) of FigoloS. corresponding organs (6o) of the vehicle. you will be Coded at (61), shaped and reinforced at (62) and go in the direction of the arrow to Setpoint actual value comparison with the program version (59), in which, among other things, a subtraction and Division event occurs.

The on-board computer is a small, undemanding unit. He can against it to greatly simplify the process computer of the route0 -.-.-.

Notes in the text 1.) C A T cabin taxi in local traffic. To MBB-Ottobrunn and DEMAG-Wetter / RUhr. VDI.NAchr.

No. 12/1970 and No. 40/1971.

u 0 U p Container cabins for people and goods, above and below ground Transport on urban and long-distance trains. Fried. Krupp GmbH Essen.

VDI-NachrO Nr, 44/1970 H 5 B high-wire-Sehnellbahn with electromagnetic suspension and electric linear drive.

up to 500 km / h according to HSB-Studiengesellschaft MBB-KM, Ottobrunn. VDI message No. 44/1970 and No. 19/19710 2.) D O S No. 1 963 505 3.) INDUSI- Inductive train protection DEUTA, SEL, SIEMENS, installed on the main lines of the DB, has an inductive effect on the locomotive's tachograph and also provides emergency braking.

Claims (6)

Patent "claims. Claim 1. Rail system, with special trolleys on rigid characters, including a modification of the known CAT, COUP and HSB rail systems, characterized in that the switch system is the so-called V ertica 1 oak VW, in pure or modified training, as Trolleys the so-called # -called S purwechsel trolleys, and as a control system for the route selection on oak trees and for the route safety either a manual switch organ (4,6,44,75) and / or (6a), or according to the route layout and turnout sequence / and a mechanical or magnetic detachable coupling between the cabin (is) and the auxiliary chassis (18, 7), and / or a lane selection program read into the validator serving as an on-board computer with the ticket is used on switches, these aids of purely manual or automatic driving comfort at the same time the effort on the route safety freeze computer reduce claim 2. S p u r w e c h 5 e 1 f a h r w e r k to the rail system according to claim 1, assigned to the departure of the three types of a VW, and characterized in that d a s s with them on rigid switches VW ta vehicle from the driver or from Bast bw. by a programmed autopilot, uninfluenced by the possible fork branches of a VW, the desired one is selected and driven on claim 3. or from under-lane travel to side-lane travel or vice versa, or from upper-lane travel to side-lane travel or vice versa, in which the route selection on a VW is exhausted in the system of the three types of a VW. that the vehicle forms a three-part integrated system in which the cabin or loading space, main landing gear and auxiliary landing gear are a permanently assembled unit, whereby in a VW no separation of these three components can take place o claim 5. Rail system according to claims 1. to 3., regarding the Vehicle constructions characterized in that the vehicle forms a system that is disintegrated into two couplable and detachable groups, namely the group (carrier wagon + main track chassis) and also the group (cabin or cargo space + + auxiliary track chassis), whereby in a VW depending on the request and program both groups stay together or are automatically separated main track undercarriage), and the group (cabin without undercarriage or loading space without undercarriage) and the group (auxiliary undercarriage with auxiliary carrier), whereby in a VG, depending on the request and program, the entire three-part system can remain coupled or can be separated into two groups, e.g. in the two groups (carrier wagon + main landing gear + cabin (loading space)) and (auxiliary landing gear k + subcarrier), or in the two groups (carrier wagon + main chassis) and (auxiliary chassis + auxiliary carrier + + cabin (cargo space)), but conversely, in the same synthesis, these two groups can also be combined into a system unit in a VW In a VW, for example, when a group (auxiliary chassis + auxiliary carrier) intervenes, an incoming group (carrier wagon + main chassis + cabin) can be divided, whereby the groups (carrier wagon + main chassis) and (auxiliary chassis + auxiliary carrier + cabin) are created in the switch different exit routes have claim 7. Schicnenbahnsystem according to claims 5 and 6 * characterized in that the coupling and separation of such groups takes place in particular while driving on a VW and thus an on-off and transfer operation in the passenger traffic, a transshipment operation in the goods transport operated wird0 claim 8. V ertika 1 soft VW to the rail system according to claim 1., and suitable t for driving on with lane-changing bogies according to claims 20 to 70, characterized by the design as a pure VW, or as a transitional VW, or as a mixed VW, with the tracks of a turnout exit route assigned to these three types alternatively or partially lying on top of each other wisely or mixed. Claim 9. V e r t i k a 1 w e i c h e according to claim 8, characterized as a pure VW, characterized in that zoBo according to Fig. 1. to 6. Already in the turnout entrance, the upper lane is high above the lower lane, usually above the cabin requirement io. V ertika 1 women according to claim 8, characterized as a transitional VW, that zoBo according to FIG corresponding increase in the upper lane happens to claim 11. V ertika 1 soft according to claim 8, characterized as a transitional VW, characterized in that, for example, according to Fig.8. The two lanes in the turnout entrance lie in a common horizontal plane, but have different gauges, and until the middle of the turnout claim 110 either the broad-gauge rises so far that it is above the cabin driving on the narrow-gauge, or the narrow-gauge descends so far, e.g. into the ground that the broad gauge is above the cabin traveling on narrow gauge. Claim 12. V ertika 1w eiche according to claim 8, characterized as a mixed VW, that zoBe according to Fig. 810 and 1030 on the open road operation on two-track side lane, the tracks of which are approximately vertically one above the other, but in the switch briefly operation on the under lane whose tracks lie in a horizontal plane prevails, or zoBo according to Fig. 88. Conversely, on the open track, operation on the under-lane, the tracks of which are in a horizontal plane, and, in the switch, brief operation on the side lane, the tracks of which are approximately vertically one above the other, prevails. Claim 13. S expensive 5 y 5 system according to claim 1, for the targeted driving of pure or transitional or mixed Vw ~ s with Spunwechselfahrwerchen and vehicles according to claims 20 to 12, characterized in that without using a conventional switch actuator in the sense of a rigid switch on a VW using the gauge change procedure, the exit route is selected by, for example, by simultaneously shifting the upper lane wheels in directions P5, P6 according to FIG P1, P2 according to Fig. 2. the lane change is prevented, or for example after the lane change by simultaneously moving the wheels (6) in the direction of P5, P6 and the wheels (5) in the direction of P1, P2 or forced by simultaneously moving the wheels (6) in the direction P1, P2 and the wheels (5) in the direction P5, P6 is prevented, or, for example, according to FIGS , P2 is prevented, or zOBO according to Figo 1080 the lane change from the lower lane to the left or right side lane is forced by extending the wheels (19) or the axle (6) in the direction of P5 or P6 * but the lane change is prevented by pulling them in Middle position, with this shifting of wheels or axles or supports either by hand, or mechanically via a push button actuation, or automatically via a program control Characterized by the fact that, taking advantage of the fact that a lane-changing vehicle can be used to exit the vehicle itself, a pure binary logic is applied to the automatic control, the use of which in a simple on-board computer exhausts the route finding, and also an automatic route safety system , with or without the use of an external process computer, it is only the issue of release or blocking signals at points entry and exit points. Claim 154 o c h i e n e n b a h n - system according to claims 10, 40 and 9, and according to FIGS. 10 to 3, in which the vehicles have rolling operating means on the upper auxiliary landing gear and on the lower main landing gear, according to FIG. 3. characterized in that 6g as shown in Fig. 60. to 62. over the entire length of the pure Bf the upper lane (9) and the lower lane (8) lie one above the other, whereby the switch is used, for example, to set up drive-through operation on the lower lane and stopping operation, entry and exit operations or goods handling on the upper lane. Claim 160 S c h i e n e n b a h n s y s t e m according to Claim 150, according to FIG. 4. in application to a HSB, characterized in that the lower lane has the known suspension system for the suspension chassis of the HSB below, the upper lane as a stopping and transfer lane but rolling system because only low speeds occur there, claim 17. characterized in that according to Fig.3. and 40 as well as according to Fig. 59. The upper lane in the middle of the turnout is so high above the lower lane that the vehicle below (1/2) can pass under the vehicle parked above (1/1) at a distance (c). Claim 18. 5 c h i e n e n b a h n - system according to claims 15 to 170, according to FIGS. 50 and 6o, characterized in that in a system according to FIG. and 630 before entering the VW, the upper lane undercarriage is raised vertically in direction P 4 if it is to come into engagement with the upper lane beginning at the switch, but remains drawn in in direction P3 if the intervention is to remain prevented. Claim 19. S c h i e n e n b a h n system according to FIG. #. to 8., characterized in that the linear and pure VW type mentioned in claim 15 is also used on these chassis. Claim 2o. Rail track system with a chassis according to Fig. 7, and in the formation of the passing VW according to the principle of knsl: ruch 15., characterized in that the wheels (5) on the under-track chassis in the directions P1, P2, P5, P6 Rail track system according to FIG. 8 can also be immovable. to 10., characterized in that the wheels (5) always have a constant track width, but the wheels (7) have variable track widths by shifting the wheels (7) in the wheels (5) laterally by the Mase (t) in the latter earth can claim 22. Railroad system for driving systems according to Figures 1 to 6, to achieve a state according to Figures 30 and 40 and according to Claim 150 in the sense of setting up both transit and parking operations on a route, characterized in that according to FIGS. 590 to 620 and FIG. 69. either the lane () straight ahead and the lane at the start of the turnout up and down again at the end, or according to Fig. 63 and 70. the track (8) at the beginning of the turnout goes down, preferably into the ground, at the end back up again , and the track (9) leads straight ahead, claim 23. Railroad system according to FIGS. 64 to 66, in the application of pure or transitional VW in contrast to claim 150 and FIGS. 60 to 62. characterized in that the switch serves to form a branch from the main line (8) by, after a corresponding increase, the upper lane (9) of the main line veers sideways in direction J, the lower lane (8) of the main line continues straight ahead, the outward one behind J. descends again and is provided with a new sub-lane (8a) to form the branch line. Claim 24. Rail system according to FIG. 710, using the principle of FIG. 64 to 66. characterized in that the upper track body (9) in the direction of P9 and vice versa to link the main line (8) and the Secondary or main line (32) is used, according to Fig071. In particular, it can be about intersecting main or secondary lines, in that the upper lane (9) ending at Z1 and Z2 forms a switch on all the intersecting tracks (8) and (32) which is passable in the direction of P and vice versa, which means A vehicle of the type in FIG. 7o or 70 coming from direction P8 can be parked at Z2 on track (32) and transported on to P7, or a vehicle coming from P7 can be parked at Z1 on route (8) and transported in direction P8t 0 claim 250 rail system according to the principle of claim 240 and Fig. 71. according to Fig. 67. as a so-called cloverleaf knot characterized by application to the knotting of two intersecting two-way traffic lines L and M by means of four track-unequal switches NO, QP, UT and RS, whereby these points as upper lanes (9) according to the principle of Fig. 65. and 71. have slopes from N to 0, from P to Ws, from U to T and from S to R. Claim 26. Sys system with K l e e b 1 a t t k n o t e n according to Fig. 67. and claim 25, according to Fig. 68. characterized in that the driving modes 68/1 to 68/20 can be driven on this node, with Behnwechselnel, turnaround, parking on the node including driving straight ahead, from all directions and in all Directions of the intersection becomes possible. Claim 27. Railway system according to claims 230 to 260, characterized by the application of this branching principle also to consecration forms of Fig. 63., 690 and 70. the underground track or both can serve as a link, and in particular when applied to a clover-leaf knot in Fig. 67. in the note area the line can run up to the floor, but the line X can run under the floor, thus avoiding the elevation of the intersection and the switch . Claim 28. S c h i e n e n b a h n s y s t e m with mixing switches according to claim 12, characterized by vehicles of the type in FIGS. 11 to 130 in one-sided wheeled construction, or by vehicles of the type in FIGS. 14 to 160 in both-sided wheeled construction. Claim 29. S o h i e n e n b a h n s y s t e m with mixing switches according to claim 28, characterized in that at the top right or left or on both sides side double-flanged wheels (19) for load bearing and guiding, cones (20) for supporting the torque are used. Claim 300 S chienanbahn system according to Claims 28 and 290, characterized in that conventional under-track wheels are used below to take loads. 0) claim 320 rail track system according to claims 280 to 31 = characterized in that the wheels (19a) and rollers (20a) for side-track travel on a side-track track (22a), the wheels 1 (19b) and the rollers (20b) ur Side-track travel on a side-track track (22b) is used in a mixing switch of the type shown in FIG. 71, if the track (22b) is used instead of the upper track (9) in a right switch and the track (22b) is used in a left switch and the task as with the intersection of Fig. 71. or with the cloverleaf knot of Fig. 67. is performed by a vehicle that is inseparably mounted from a cabin (1), under-track chassis (5) and side-track chassis (19, 20) g from the main line lane (8) with a side gauge track to the main line lower lane (32), with the vehicle on the main line on the wheels (5), and in the switch on the wheels (19a) and (20a ) at Rachtsweiche the wheels (19b, 2ob) at linksweiche, rolls. Inspruch 330 rail track system according to Figures 14 to 16, characterized in that according to FIG Wheels (5). Claim 34. Rail track system according to FIGS. 14 to 16, characterized in that the vehicle pushes out its wheel (19a) in direction P6 before entering a right mixing switch (22a), but the wheel (19b) in direction P1 retracted if it was programmed to pull out in this stretching point, so that according to Fig. 15. the wheel (19a) engages the rail (22a). Claim 35. Railroad system according to Claims 28 to 340 and Figures 14 to 160, characterized in that shortly after the start of this engagement between (19a) and (22a) the rail (22a) rises slightly, or with the same effect Track (8) drops slightly, so that the vehicle (1) with the wheels (5) is lifted slightly from the track (8) and when the track (22a) pulls out of the direction of (8) the flanges of ( 5) over the track (8) - come across without contact and obstruction, and then the vehicle (i) with (19a) hanging on (22a) and with (20a) on (22a) supported on (22a) continues rolling0 claim 36. Railroad system according to claims R80 to 35. and Figures 14 to 16, according to Figure 16. characterized in that with a left turnout it pushes out its wheel (19b) in direction P5 shortly before the start of soft # travel, but retracts or retracts the wheel (19a) in direction P2, provided it is programmed to pull out in this left turnout 160 the wheel (19b) comes into engagement with the rail (22b), as in claim 350, as soon as the rail (22b) rises slightly or the rail (8) falls slightly, and then the vehicle (1) in the direction of (22b) veers to (22b). Claim 37. Railroad system according to claims po to 31, applied to the construction methods of Figures 190 to 25. in a pure or transitional VW with a vehicle that can be coupled and separated into two groups according to claim 50, characterized in that this Procedural calculation to transfer a vehicle from an under lane for route selection on a switch to an upper lane, is used to separate the two groups of this vehicle type in the switch and to steer them both depending on a different exit branch of the switch. Claim 380 Rail track system according to Claim 37, according to Figures 19 to 230, characterized in that on the main section (8) the container (15) equipped with the upper-track chassis (7) and replacing the cabin or the loading space is on the container (15) with the lower "Spurfahrwerk equipped platform wagon (t) Ruh2pmd its upper track wheels (7) are retracted in directions P1, P2, so that they do not come into engagement with the upper lane track (9) in a VW if the vehicle does not recognize a separation of (15) and (t Claim 39. Rail system according to Claim 38, according to FIGS. 210 and 22, characterized in that the upper track wheels (7) of the container are extended in directions P5, P6 when the vehicle (1) enters a VW it was programmed for, so that the wheels (7) engage with the top track (9), then the top track rises slightly, thereby lifting the container (15) slightly from (1), then the top track from the main street cke (8) to the side and then the carriage (1) continues on the main route, the container according to Fig. 24. and 25. but continues on the upper lane to Umschlag0. Claim 40. Rail system, according to claims 37. to 39., characterized in that, in reverse order, the driving and system is used to transport the container (9) of a VW via the upper lane (9). 15) onto the wagon (1) moving on route (8), the track (9) having such a gradient when cutting into the route (8) that when you sit down from (15) on (1) the wheels ( 7) come out of engagement with (9) and can be drawn in0 claim 41.S ahienenbahn - system according to claims 37. to 400 and according to Fig0 710 characterized in that this system for reloading a container (15/1) as (15 / 2) from a wagon on the route (8) to a wagon on the route (32) or vice versa, with the upper lane arch (9) serving for this purpose. Claim 42. S c h i e n e n b a h n system according to Claims 37 to 410, using the method and system of FIG. characterized by the reloading of containers (15) in the sense of the 20 modes of Fig. 68. on a clover-leaf knot formed with pure VW according to Fig. 670 from one of the two routes EI to one of the two routes X, or vice versa by application to the turning of such a container (15) by means of the upper lane (9) from a wagon of the main line (8) to a truck (33). Claim 44. Railroad system according to claim 43., according to FIG. 73. characterized in that the unloading from (15) to (33) takes place with the gradient of the upper lane (9), this gradient replacing a hoist by the Can compensate for differences between the bridge heights (hl) of the trucks (33/1) and (33/2). Conversely, on the basis of the gradient, a container is also reloaded from a truck of any height (h2) onto a container (15) hanging on the upper lane (9), and thus onto a wagon on the route (8), and the container ( 15) never comes with its wheels (7) except for engagement with the upper track (9). Claim 45. S c h i e n e n b a h n system according to Claim 43, according to FIGS. 74 and 78. based on Fig. 72. and FIG. 730, characterized in that, according to this method and with these aids, a container which rolls as (15/1) on the upper track (9) from the track (8) by means of the gradient of (9) as (15/2) is lowered to street level without its wheels (7) disengaging from (9), then the container is emptied directly on the street, for example by driving out the motor vehicle (31), and then the empty container via a Rise from (9) in the direction of P11 to the new mission is conveyed on0 claim 46. Railway system according to claims 370 to 45., applied to an HSB according to Figures 75. and 76. characterized in that the in claims 37 . to 45. named methods and tools num loading, unloading and reloading a container (15) of the two-part disintegrated vehicle type from one wagon (i) to another, or from a wagon onto the street or the platform, or onto a truck, be i the RSB is used for transferring people and goods by means of transfer and transfer containers while driving without using the rendezvous procedure0 claim 47. S h i e n e n b a h n - system according to claim 46., according to Fig. 075. and Fig. 76. characterized in that on the HSB or other express trains there is a cell (a1) free for loading and unloading cabins (15) in the wagon body, preferably in a roofable and enclosed design, from which a transshipment cabin is provided during the journey by means of an upper lane (9) (15) removed in direction P, or in which a transfer booth rolling onto (9) can be deposited in cell (a1) after P3 during the journey. Claim 48. Railroad system according to claims 46 to 47 and according to FIGS. 75 and 760, characterized in that according to FIG (15), then roll in directions P13, P17, P18 at (9) hsmgend on the main line (24) to the HSB, be lowered in direction P3 into the cell (a), and then while the HSB continues (28) the contents are moved from (into) the hold of the train or the passengers who have climbed with (15) some of them move from (15) into the comfort cabins of the train so that the transshipment container is immediately free again for unloading and alighting, or after Unloading and disembarking at the next station, the cell (al) is free for new loading. Claim 49. Railroad system according to claims 460 to 48., and according to Figures 75. and 76., characterized in that when the HSB approaches the next transshipment point (29) of the route, the passengers willing to disembark in the meantime empty transshipment cabin (i5) or the cargo intended for unloading is brought there, then the wheels (7) of the container (15) in the sense of FIG. and 6. or in the sense of Fig. 20. and 210 are extended so that they come into engagement with the upper lane (9) on the station, and as the container (15) rises from (9), the container (15) is pulled out of the moving train in direction P7 and on (9) to (29) rolls to be emptied there or loaded onto another train from there. Claim 50. Railroad system according to Claim 12, characterized in that the method mentioned in Claims 37 to 49 in application of the two-part disintegrated vehicles operating on pure and passing VW and its auxiliary means also apply to the two-part disintegrated vehicles of the mixing switch Type, ie the side track containers of Figures 38 to 50. Fig. 55. to 6, Fig. Still claim 50. 11o. to 116., and the line systems or mixing switches in FIGS. 79 and 80, are used, with loading, unloading and reloading of the containers onto the wagons and from the wagons or trains via the approach directions instead of in directions P3, P4 or departure directions P17, P18 in directions P19 or 220 takes place laterally. Claim 51. S c h i e n e n b a h n system according to Claim 50, with regard to the design of the containers (15) of the two-part integrated vehicle system according to FIGS. 38 to 50. FIG. to 56 and Fig. 113. to 1 # 6. known by upper double flange rollers (19), which on the one hand support the vehicle weight, on the other hand in a side track of the container, e.g. according to 42nd and 43rd, which prevents laterally surface marks from the guide rail (22a1) or (22b1) . (20b) with a vertical axis. Claim 53. S c h i e n e n b a h n system according to claim 510, and according to Yig, 450 and 46. characterized in that the lower wheels are also designed as double-flanged wheels (23a) and (23b). Claim 540 S c h i e n e n b a h System according to Claim 51, characterized in that according to FIG. to 50 and according to Fig. 55, 56, 113, 114, 115. and 1160 the lower wheels of the container (15) are conventionally designed as wheels with a flange (23a, 23b) on one side and on the one hand carry weight, on the other hand support the moment. Claim 550 Railroad system according to Claims 500 to 540s in analogy to the one-piece-integrated vehicle construction of the version of Fig. 11 to 130, characterized by only one-sided side-track wheels, for Umechlagnetnet with only one-sided points, or for traffic systems in which the Containers are rotated by 18o degrees so that their wheels face the right or left type of destination switch so that they are correctly positioned for their destination and transhipment point on the wagon, one to the right, the other to the left, despite one-sided wheels . Claim 56. S c h i e n e n b ah n system according to Claims 500 to 5409, characterized by side-track wheels on both sides according to Fig. 38 to ##., And Fig. 113. to 116. where only one-sided wheel use occurs in the side-lane shunting run, but two-sided switches are n ## zable. Claim 57. Railroad system with wheels according to Claim 54, according to Figures 48 to 50, characterized in that such a container (15), after being discarded from the carrier wagon (1) of Figure 40, is optionally equipped with the wheels (19a, 23a) on the right side lane (22a1,22a2), or on the left side lane (22b1,22b2) with the wheels (19b, 23b), or on a sub-lane (22b2,22a2) according to Fig. 500, whereby in Fig . 500 the two under-track rails (22a2,22b2), as can be seen from the designation1, however, the rails of the left and right side lanes can still be used0 on open pallets Also Fig. 5: 'and 56. with one or both sides wheeling. Claim 59. Rail track system according to Fig. 44. and 470 also by multi-level loading of wagons (1) with containers or pallets after An Proverbs 50 to 58, for which the side loading and unloading of this system can be used ) and container (t5) characterized in that, instead of displaceable axes (4, 6), the container 1 is built on the carrier supports (75) which are manually positioned on suitable bearings (79) in directions P5, P6 laterally on wagon rails (78) or can be moved via pneumatic or electric drive, the containers or pallets (15) standing on the support (75) taking part in this lateral movement and in this way, on the one hand, a central position M3 ', on the other hand, a left-hand failure position i or a right-hand R3 on the container is set can be so that alternatively according to Fig. 114. the container drives past all side lane switches without intervention, or according to Fig. 115. with the right side-lane undercarriage from a rec hten turnout is discarded, or according to Fig. 116. is discarded with the left side-track undercarriage on a left switch which centering fits the conical-prismatic-longitudinal groove (77) of the container or pallet floor, whereby the height of the track (22a and 22b) in the side track switch corresponds approximately to the rise of the tracks (22a and 22b) in this Rise or fall zone of the container from the centering. Claim 61 is lifted or read into it before it is entered on the wagon, or before it is discarded on the wagon, this centering at the same time the container against displacement forces secures while driving, zOBO against centrifugal force9 claim 620 Rail track system according to claim60. to 610 and Figures 1140 to 116., in which the carrier wagons have supports (75) as fixed components of their equipment, characterized in that the positioning of the supports in the direction of P5 or P6 takes place via permanently laid control lines coupled through from wagon to wagon, in particular centrally from a train driver's or switch attendant's cabin in that, for example, these lines run on solenoid valves which control the associated compressed air cylinders in each wagon of this type, from which the supports are moved, and that this control takes place automatically according to the switch plan that the train driver or switch attendant from Loading point added to loading point. Claim 630 Rail system according to Claims 60 to 62, characterized by application to freight and personal containers of all types of the two-part, disintegrated vehicle construction, but in particular to containers and pallets, which are used for moving mail, express goods and motor vehicles during the journey of trains serving on stations. Claim 640 Railroad system according to Claims 600 to 63., according to Figures 110. to 11ßo, characterized by carrier wagons (i) for mail, express goods, but especially for motorail trains, which have the following travel comfort with one-sided loading and unloading side (47): Still Claim 64 64.1. on the closed long side of the wagon a covered and winter heated aisle (4o) with windows, accessible in directions P31, P32, with connection via sliding doors (48) to the hold (52), with connection P29, P30 to the adjoining passenger wagons, with Wash basin and toilet (51). 64.2. Cabins (53) for the freight or mail personnel or for the motor vehicle crews. 64.3. Locking the open loading side (47), zoBo through rail doors, trap doors or shutters and heating the loading space. 64.4. Loading of vehicles with crew on board Unloading of the same with crew Stay of the crew in the Kaaft vehicle during the trip Stay of the same in cabins (53) Stay of the same in the cabins, dining and sleeping rooms of the adjoining wagons and transfer them before unloading into the motor vehicle. Claim 65. Railroad system according to claims 6, 9, 10, 11, using the three-part disintegrated vehicle types according to Figures 32 to 37 on a pure VW, characterized in that the vehicle from the wheelless container (15), also azs the upper-track auxiliary carrier (18) with the upper-track chassis (7), which can be coupled to the container with a tongue or groove (36,37), and from the wagon (1) as a carrier of (15) with the under-track chassis (5) is formed where (15) is separable from (1) and from (18). Claim 66. S c h i e n e n b a h n system according to claim 650 when loading the B # holder (15) onto the wagon (1) according to FIG. 36. characterized in that (15) hanging from (18) on the upper lane according to Figo 320 and 33. travels over the wagon, sets down the container on (1) with a gradient from (9), after which (1) continues with (15), (18 ) but pulls out of the groove (36) as soon as the spring ((37) is pulled out of the groove (36) by relative movement between (i) and (18), the driving state of the loaded wagon looking like Fig. 34. Claim 670 Railroad system according to Claim 64. and 65., when unloading the container (15) from the wagon (1) according to FIGS. 33, 32 and 36, characterized in that the auxiliary carrier of FIG ) moves, its spring (37) moves into the container groove (36 #, with the rising track (9) the container (15) is lifted from (18) and then (18) together with (15) according to Fig. 36. on the upper lane ( 9) pulls out in order to then unload the container onto another wagon, or onto an LE4 or onto the ground, by (18) pulling its tongue (37) out of the groove (36) as soon as (15) is set down is, wherein the carrier (18) does not lose its engagement with wheels (7) on rails (9) and can then continue to roll on (9) empty. Claim 680 Railroad system according to claims 650 to 67o, characterized in that the maneuvering principles of the three-part disintegrated vehicle type defined in these claims and according to FIGS. 32 to 37 are also used in the three-part type of FIGS. 26 to 31, in that in this type only the coupling method is different from the first-mentioned type, namely in that an electromagnetic coupling from (18) to (15) is used instead of the tongue and groove. Claim 69. Railroad system according to Claims 65 to 670 and Figures 32 to 37, with vehicles of the three-part disintegrated system, applied to the vehicles of Figures 510 to 54. for their traffic on mixed switches, characterized in that the on Wagon (1) standing container (15) can be coupled in its lateral grooves (¢ o) with the forks (39) of the side lane auxiliary carrier (38), and insofar as the principles of claims 65 to 67 apply to maneuvering with this set. and Figures 32 ¢ to 70 are to be used, with the difference that here the auxiliary carrier is on the side of the wagon on the side lane (22a1,22a2) or (22b1,22b2) with wheels (19a, 23a) or (19b, 23b) operated on a rolling basis. Claim 70. S c h i e n e n b a h n system according to FIG. 55 to 580, characterized in that the containers (15) of the two-part side-track vehicle according to FIGS. 38 to 50 according to FIG. to 56. are modified to a side-track pallet with wheels on one or both sides, which is used for maneuvering and conveying freight, mail and motor vehicles. Claim 71. Rail track system according to FIGS. 57 and 58, characterized by the application of the modification of FIGS. 550 and 56 and according to claim 70 also to pallets without wheels based on the principle of the three-part system of FIGS. 51 to 540 claim g20 railroad system according to claims 65th to 71o of the three-part disintegrated vehicle type for pure VW, transitional VW and mixed VW, characterized in that the method features of maneuvering with two-part disintegrated vehicles mentioned in claims 37 to 500 on pure VW, transitional VW and mixed VW also on the three-part disintegrated vehicles of the pure VW according to claims 65. to 68. and Figures 26 to 37. as well as the passing VW, as well as the mixed VW according to claims 690 to 710 and Figures 510 to 56. are used, with the difference that after loading a container (15) onto the wagon, the auxiliary carrier (18) is released again from (15) and pulls out, and after being dismantled or w. Reloading a container after it has been set down, the auxiliary carrier also detaches itself from (15) and continues elsewhere. Claim 750 S c h i e n e n b a h n system Tom type C A T according to Fig. 087., 99., 100., 101., 102. and Fig. 108. to 109., for local traffic, in particular operated on an elevated route with linear motors, which are designed for side lane operation because they are characterized by the fact that for suitability for traffic on mixed switches of the type in Figures 80th to 86th, 880 to 98th and 1030 to 107. the cabins are equipped with (19, 23) wheels on both sides and have linear motor inductors (42b, 42a) on both sides, with (42a) or (42b) alternately serving for the drive depending on the traffic on the left or right side lane. Rail track system according to claim 73, characterized in that the axis (6) in directions P5, P6 manually, or via gesture; Routing is shifted on a mixing switch. Claim 75o s c h i e n e n b a h n - system according to claims 73 to 74o, according to FIG. 108. on the cab (1), which is conventionally suspended on the axles at (43,45), characterized in that the thrust axle (6) does not rotate but only the wheels mounted on it, that furthermore this axle only has a left and a right end position, has no central position and inductive sensors (45a, 46a) or (46a, 46b) are mounted on the cabin or on the chassis, which sense over the lower rails (22a2,22b2) and / or over the upper (22a1,22bl) with an air gap distance count the points and in the circuit of Fig. 1t7. with (68), and that further such inductive sensors are mounted in a similar way, which, in Fig. 117. labeled (68,72), on the INDUSI beacons, which are mounted on mixing points next to the tracks, pick up the blocking or release signals, whereby the sensors (45,46,66) alone are sufficient for both tasks in a special design of sensor and control can. Claim 76, S c h i e n e n b a h n system according to Claims 73 to 75, characterized in that the cabins on the open route according to FIGS. 88 to 94, which represents the type of such a mixing switch4, as in FIG. shown on their under-track wheels (23a, 23b) on the track (22a2,22b2), which can be seen for the free section in the sections of Fig. 92. and 94., and that they are in the mixing switch with the wheels (19a , 23a) on the tracks (22a1,22a2), or. only drive for a short time with the wheels (19b, 23b) on the tracks (22b1,22b2), so that their long-term operation is an underpour operation. Claim 77. 5 rail track system according to claims 73. to 75. in still claim 77. in contrast to claim 76. and Figures 880 to 94. according to Figures 81. to 86., and Figs. 103. to 107. characterized in that that the cabins on this type of idi switch with their wheels (19a, 23a) or (19b, 23b) drive on the side track tracks (22a1,22a2) or (22b1,22b2) and only briefly in the mixing switch their baths (23a, 23b) run on the under lane (22a2,22b2) according to section Fig. 83 and Fig. 101, so that their long-term run is a side lane run, as in Fig. 87, for example. to 75., specifically designed according to claim 770 for long-time running on the side lane, according to FIGS. 810 to 86. characterized in that the vehicle of the type in FIG. 108. in the direction P19 according to Fig. 82. q enters the tracks (22a1,22a2), the track (22a1) ends at E1 and begins at D1 (22b2) according to Fig. 83, so that from E1 the car with its wheels (23a, 23b ) on the under lane as shown in Fig. 83. and Fig0 101. that furthermore at the fork at F1 the track (22b1) and at G1 the track (22a1) begins again according to Fig. 84. so that a.) when the axis (6) has moved to the left between E1 and G1 from G1 the cabin on the left side lane (22b1,22b2) according to Fig. 86. and Fig. 102 moves out of the switch in the direction of P20, or b.) if the axis (6) between E1 and G1 remained immoved on the right as when entering the switch, from G1 the car follows on the right side lane (22a1,22a2) Fig. 85 and 89 moves out of the switch in direction P22. Claim 79. S c h i e n e n b a h n system, according to claims 73 to 75e and specifically according to claim 77, according to FIG. a vehicle enters this mixing switch in the direction of P19, for example, on the right side gauge track, track (22a2) ends at B2, track (22b2) begins at D2, track (22b1) begins at E2, track (22a1) begins at C2 ) begins again, so that as in Fig. 81. a.) the vehicle moves out of the mixing switch in the direction of P25 on the right side if the axis (6) of Fig. 108. unchanged as it remained set to the right when entering the switch, or b.) the vehicle moves out of the switch in direction P23 on the left side lane when the axle (6) is moved to the left between D2 and E2, with that between B2 and C2 Vehicle drives on the lower pure. Claim 80. Railroad system according to Claims 73 to 750 and Claim 77, with long-term side-track running and short-term under-track running as in claims 77e to 79. and Figures 81 to 86., and in Fig. 103., According to Fig 104. and 105. identified as so-called T ripe 1 mixing switch, which has an entrance P20 and three ### drives P23, P25, P26, and the system of two mixing switches of the type in FIG. 81 placed in Re ## e . or Fig. 103. is formed. Claim 81o @ rail track system according to Claim 80 and Fig. 104., Characterized in that side lane (right (22a1,22a2) is laid from direction P20 to B2, ends at B2 (22a1) and begins at D2 (22b2), starts anew at C2 (22a1), starts at E2 (22b1), starts at L2 (22b2), ends at K2 (22a1), starts at N2 (22b1) and starts at M2 (22a1) Claims 80 to 81 according to Fig. 104. characterized by the following driving modes on this triple mixing switch: 1.) Entry in direction P20 on the right-hand side lane. 1.1. Exit to P23: wipe B2 and C2, turn axis (6) to the left 1020 exit to P26 t Set axis (6) between K2 and M2 to the left, 1030 exit after 225: between K2 and M2 axis (6) as well as between B2 and unchanged Let right0 2.) Entrance towards P23 'on the right side lane. 2010 Exit to P20 ': Switch between the E2 axis (6) to the left0 2.2. Exit to P26 ': between E2 and D2 stop. Change the axis (6). Rexersieren. Switch between K2 and M2 axis (6) to the left. 2.3. Exit to P25: Switch between E2 and D2 axis (6) to Left, Stop.Reverse #. Do not change the axis anymore. Still claim 82. 30) Entrance from direction P26 'on the right side lane. 3.1. Change the exit to P25s iischen N2 and L2 Stop0 axis (6) to the left. Reversing0 3.2. Exit to P23s between N2 and L2 axis (6) switch to links. Between C2 and B2 stop. Change the axis (6) to the right. Reversing0 3.3. Exit to P20 'between N2 and L2 axis (6) switch to links. 4.) Entrance from direction P25 'on the left side lane. 4.1. Exit to P26 ': Stop between M2 and K2. Move axis (6) to the right. Reversing. 4.2. Exit to P20 ': Between M2 and L2 and between C2 and B2 Leave the axis (6) unchanged. 4.3. Exit to between C2 and B2 stop. Adjust axis (6) after to the right. Reversing. so a total of 12 driving modes can be used. Claim 83. S c h i e n e n b a h n system according to FIGS. 107 and 106. marked as a rail-like intersection and formed from the parallel posture of # two side track switches of the type shown in Fig. 81. Claim 84. S c h i e n e n b a h n system according to claim 830 and naxh Figo 106., as an intersection on the same rail as the following can be used alternatively Intersection driving modes: 1.) Entrance from direction P26 on the right side lane. with further travel to P26 ': Switch between C3 and D3 axis (6) to the left. 3 3 and entrance from the direction of P25 on the left side lane 0 with further travel after P25 ': between A and B axis (6) switch to right 3 3 2.) Entrance off Direction P25 '' 'on the left side lane. with further travel to P25 '': Switch between D and C axis (6) on the right. 3 3 and entry from direction P26 '' 'on the right side lane and continue According to P26i, 1 between B and A3 switch axis (6) to the left. 3 3 and marked as a triple turnout with the following driving modes: 3.) Entrance from direction P26 in the right side lane. 3.1. Exit to P25 '': Stop between C2 and D3. Change the axis (6) to the left. Reversing. 3.2. Exit to P261: Switch between C3 and D3 axis (6) to Left. 3.3. Exit to P25 ': Pass through without shifting (6). Still claim 84. 4) Entrance from the direction of P25 on the left side lane 4.1. exit after P26 ': drive through without moving (6). 4.2. Exit to P26 '': between A3 and B3 stop. Change the axis (6) To the right. Reversing0 4.3. Exit to P25 ': Between A3 and B3 axis (6) move to the right. 5.) Entrance from direction P26 'on the right side lane. 5.1. Exit in direction P25 ': Drive through without moving (6). 5.2. Exit in direction P26 '' ': Switch between 3 and A axis (6) on links. 3 3 5.3. Exit towards P25 ': Stop between B3 and A3. axis (6) move to the left. Reversing. G.) Entrance from direction P25 '' 'on the left side lane 6.1. exit after P26: drive through without shifting (6). 6.2. Exit to P25 '' ': Shift axis (6) between D3 and C3 To the right. 6.3. Exit to P26 '' ': between D3 and C3 stop. Move the axis (6) To the right. Reversing. Claim 85. S c h i e n e n b a h n system according to claims 73 to 75. and in particular according to claim 76, as a side-track switch with long-term under-track operation and side lane short-term run according to the figures Still claim 850 88. to 94. characterized in that in the direction of entry P20 to and N1 according to Fig. 89. the under-lane tracks (22a2,22b2) lie as a free route, and the vehicle with the Wheels (23a, 23b) runs on them, at N1101 the tracks (22b1) or 0 (22a1) according to Fig. 9o. begin, at P1 the track (22b1) ends and at 9 the track (22a2) begins, the track (22a1) ends at R1 and the track (22a2) begins at S, so that at N1 the vehicle drives on the left side lane (22b1,22b2) with wheels (19b23b), if between entry and N1 the axis (6) was moved to the left1 and from P1 and Q1 continue on the lane (22a2,22b2) in the direction of P21, on the other hand at O1 on the right Side lane (22a1,22a2) moves with wheels (19a, 23a), provided that the axle is at the entrance (6) was moved to the right, and then the vehicle from R1 and S1 to the under lane (22a2,22b2) with wheels (23a, 23b # continues in direction P22., Whereby this Not only switch from P20 to P21 or P22, but also from P21, coming to P22 or P20 ', or coming from @ 22' to P21 or P20 is passable if you applies corresponding positions of (6), stop and reversing, and also with this system is a rail-like crossing or a rail-like triple switch can be formedO claim 86. S c h i e n e n b a h n system according to Fig. 8 #., Suitable for maneuvering Unloading and unloading a container (15) of the two-part disintegrated system from Fig. 48. to 500 and Fig. 114o to 116., or for maneuvering a one-piece integrated vehicle of the type of Figures 14 to 16a, or of containers of the three-part disintegrated system of Fig. 51 to 540, characterized in that that transversely to the main route (8) from b2 to A2 is a side lane route runs as (22a12), which consists of the tracks (22a1 and 22a2), and from A1 after B1 an equally single (22a11) which consists of the tracks (22b1 and 22b2), while from to C1 only the track (22a21) is located, which is equivalent to the under-track track (22b2), and from Ao to C2 only the track (22a22) which is synonymous with Underside track (22a2), so that there is a double-track underside track (22a2,22b2) from A1, A2, and Yet Claim 86. the side-track vehicle (15) with wheels on both sides or the one on both sides Wheeled side-lane container (15) at B2 through side-lane switch from the wagon of the route (9) removed via I1A2, and from there, to stop and switch the axis (6), with reversing in direction P17 to another wagon on the route (8), even after unloading at A1, A2, can be shunted or optionally continues in the direction of C1, C2 on this sub-lane section. Claim 87 S c h i e n e n b a h n system for vehicles which to operate on pure or passing or mixed VW, with regard to centering of the wheels on the tracks at track breaks according to FIGS. 950 and 96 by bending the ends which according to Fig. 95. lie in the vertical plane, and through V-shaped bent ends whose bend according to Fig. 96. lie in a horizontal plane. Claim 88. S c h i e n e n b a h n - system for vehicles which use mixing points run, with regard to the centering of the wheels (19a and 19b), with double flange, on the track ends of an interruption, marked by pointed tracks (22a1 and (22b1) according to Fig. 97. and Fig. 98., Fig. 98. Top view is. Claim 89. S c h i e n e n b a h n system, especially for C A T vehicles according to claims 73 to 85 and Figures 81 to 109, according to Fig. 117. characterized by a logical control of the targeted driving program, wherein according to claim 14, the control of the vehicle via the mixing switches in the vehicle itself is done by a validator (57), which is used as a reading device on the Ticket (56) programmed route and destination is used, and this single reader downstream on-board computer, with digitiser (58), memory (59), switch counter and Sorter (60), (61), (62), setpoint actual value comparison and command Yet Claim 89. level (63) with memory for blocked commands, with amplifier (64) and Umsohalter (65) for moving (6) by means of a magnet (44). Claim 9oo S c h i e n e n b a h n - system with control according to claim 89. and Figures 117. to 120., for C A T -wEIischweiß "gondola lifts regarding the inductive train protection against collisions on points characterized by that the inductive sensor @@ (66) on the right side lane, and the sensor (72) on the left Side lane from the INDUSI- @ aks mounted on switches next to the lane before extending eua take up a mixed way of blocking or free signals, which vo @ central line operations process computer can be delivered to each switch9 and these via amplifier and pulse shaper (69,73) on the one hand the command and storage stage (63), on the other hand the on-off and brake switches (70,74) forward as free or blocking signals, or blocking commands, whereby the switches (70,74) act on the right linear motor (42) or the left (42b) of the cabin and can switch them on, off, toggle (reversing) and brake while a blocking signal that is currently pending from (68,72) at (63) in (63) causes the control command "right" currently pending at this turnout or links ", which would act on the magnet (44), is stored and not after (4.4) comes through before the lock at (65) is not removed and the free signal comes, whereupon the stored command from (63) is passed on to (4). Claim 91. S c h i e n e n b a h n - system according to claim 90o and Fig0 117., characterized in that the inductive sensors (68,72) in the inductive sensors (60) are subordinated and together with them on the right and left side of the cabin form a multi-purpose system that counts the points on the one hand and the INDUSI'Baken on the other scans0 Claim 920 S c h i e n e n b a h n system, for C A T driving systems according to claim 730 to 850 and a logical control of the target-pure Traffic on mixing switches according to claim 1S90 and Fig. 117, according to Fig. 118. and Fig. 119. characterized in that the from a machine Ticket drawn from the starting point by selecting a destination an analogue front page (55) with symbolic route and turnout network, but the back has one of them in the ticket selection and payment system of the local station derives @ s and printed Binary scheme on the flip-flop abscissas (L = left) and (R = right), while the command-free turnouts are on the abscissa G = straight ahead, so that the binary logic of the command axes L and G in stages (58), (59) and (63) in connection with (60,61,62) allow a relatively undemanding flip-flop arithmetic in the actual setpoint computer, Claim 93o S c h i e n e n b a hn system according to Claim 92, with regard to the back of the ticket (56) characterized by optical or perforated or electrical or electromagnetic Marks e.g. the black or light stripes of the border in Fig. 119, which for Reduction of the demands on the mentality of the passenger, the electronics or optics be able to turn at (57) in such a way that the reading of (56) into (57) is independent of the insertion position of the card (55) on the validator (57) is always correct.