DE2237640A1 - DEVICES FOR DRIVING OPERATION FOR ELECTRIC TOY AND MODEL RAILWAYS, FURTHERMORE FOR ALL ELECTRICALLY DRIVEN TOY VEHICLES (RACING TRACKS, ETC.) USED BY AN EXTERNAL POWER SUPPLY OR POWER SUPPLY - Google Patents

Description

Description

Devices for driving operation for electric toy and model trains, furthermore for all electrically powered toy vehicles (car runners etc.), by means of external power supply via floor ladders, overhead lines or combined operated so that a) the two-rail, two-rail system on all track figures Polarity adjustments between separate electrical circuits, b) for the first time with the three-conductor rail system unrestricted and independent multi-train operation using all track figures is made possible, c) a new type of transformation switch a meaningful train control enable, whereby technical, effort is avoided and a considerable part of cabling work Not applicable, foreword: The two-rail, two-wire system, as made by Fleischmann etc., so far had the serious disadvantage that important Gleistigurent like. Reverse loops According to Fig. 1 - double turning loops in the shape of an eight according to Fig. 2 and track triangles According to Fig. 5 could only be driven on with considerable shifting tricks. To the with X 1 marked points of the figures of Fig. 1 to 3 would be when plugged together the rails short-circuit. Up to now, polarity reversals had to be switched on the track be made.

These circuits require a considerable technical. Effort, besides are they too complicated for the layman.

In the case of the three-conductor rail system with two-train design, like system Trix (circuit 1 - outer rail to center conductor and circuit 2 = inner rail zu Mit @ elleiter) could not drive on the figures in Fig. t * 3 at all will. No switchover on the rail track helped here either, as this meant two-train operation was canceled, The cancellation also occurred when the locomotive was on a turntable turned 180 degrees. It was impossible for a child the locomotive up in the opposite direction of travel, as this is a cumbersome one Change of power consumption (grinder or wheel sets) became necessary.

The advantage for the offered two-train operation was shown by the Disadvantages completely lifted.

The invention now has the task of addressing the disadvantages indicated in the simplest and easiest way to fix, with the two-wire and three-wire rail system have the same devices, so that the layman does not buy a system faced with the problem two-wire or three-wire.

Subdivide the devices for the track figures as shown in Figs. 1 to 3 into four areas: a) a special intermediate rail b) a special one Arrangement of the locomotives c) a special arrangement of the turntables d) one Changed power consumption for the car lighting.

a) Description of the intermediate rail Fig. 4 The ends of the intermediate rail According to Fig. 4 (left) are diagonally connected to conduct electricity. The middle rails No. 1 are made of non-conductive material. In the inner part of the intermediate rail two permanent magnets, the pole transfer to the locomotive was drawn in as shown in Fig. 4 (right). The magnets have the task of operating two changeover switches attached to the locomotives. When setting up the track figures according to Figs. 1 to 3, the is marked with X1 Only provide this intermediate rail, which is included in all further descriptions X1 is marked * to be used. There is nothing more to do with the construction of the track system to be observed. It also remains completely irrelevant from which side the rail is is plugged in, as there is always the right pole for the corresponding rail track meets. In all other descriptions for the two-wire system, the rail is Outer radius marked with S1, the north pole is always at this point) rail for the intermediate rail X1 The color coding of the north pole of the intermediate rail X1 and from the connection of the rail S1 (outer radius) is red, on the other hand it is blue South pole of the intermediate rail X1 and the connection the rail S 2 (inner radius).

b) Arrangement at the locomotives with appropriate cabling so that both Systems (two- and three-wire) can be driven over, the individual axes are Molten in plastic bushings at the wheels so that there is no conductive connection around locomotive chassis.

The same insulation also applies to any rods that the wheels connects to each other, whether the current is drawn by means of a grinder or via a corresponding one Impellers takes place, remains completely irrelevant. All locomotives have a front one and a back stream collection. The distance between these two current draws is greater, than the wetness of the intermediate rail X1 according to Fig. 4. In Fig. 5, the current is drawn the drawn locomotive over the corresponding wheels. The front power take-off is marked with VSt 1 - VSt 2 and the rear power take-off with HSt 1 - HSt 2. A permanent magnet is located at the level of the respective current consumption (VSt and HSt) (M). These magnets are respectively. attached to a pendulum.

The other ends of the pendulums are with the two toggle switches (U1 and U2 marked) connected. The permanent magnets from the pendulum give to the rail the south pole and this south pole is colored red. When rerailing the locomotive just make sure that the magnets (M) from the pendulum in the direction of the rail Show outer radius S 1 (red connection, red intermediate rail X1).

Description of the two changeover switches as shown in Fig. 7 The pendulum is on one non-conductive ring attached. Two contact bridges are incorporated in the switching ring. In the switching position shown, contact K 1 is connected to contact K 3 (front Current consumption VStl connected to the line L 1/1), the other contact bridging takes place between contacts K2 and K4.

(Front power take-off VSt2 and line L 2/1). In the other switch position the contacts K 3 are connected to K 2 and K 1 to Kz4.

Wiring of the locomotive according to Fig. 6 If the adjusting button of the transformer no. 1 is moved to the right, the following DC circuit is closed for driving and the current flow is as follows: Red terminal 1 from transformer 1 - line L 1 to the red connection rail S 1. Takes place from the S 1 rail the power consumption of the locomotive via the front (VSt 1) and rear (list 1) power consumption.

The further current flow runs through the two changeover switches U 1 and U 2 (the contacts K 3 and K 1) to the line L 1/1. This line ends at the Driving current socket F 1 The current path described so far will be used in the event of further circumferences labeled with current path 1/1.

The plug of the line L5 is in the traction current socket F. 1 and thus the further flow of current runs: Line L 5 via winding from the Permamotor (M) - Line L 6 to the plug of this line, the plug is in the traction power socket F 2. The current flow described below is used in further descriptions marked with current path 2/1, namely: traction current socket F 2 - line L 2/1 and the respective two changeover switches U 1 and U 2. The two jumpers connect the Contacts K 2 with K 4 - from here over the front (VSt 2) and rear (HSt 2) otromabnahme to rail S 2 (blue connector) - line I 2 to the blue connector from Transformer 1. The circuit is closed, the locomotive moves in the weighting intermediate rail X 1 In this description there was another circuit for the locomotive lighting closed: current path 1/1 to traction current socket F 1. The line L 5 leads not only to the motor, but also to the lighting socket B 3. The plug of the light line L 9 is located in the lighting socket B 3. The line L 9 ends at the sockets for the front and rear lighting of the locomotive. The opposite line is line L 10 and the plug of this line is located in the lighting socket B 4. Here the further current flow: Line L 6 - traction current socket F 2 - now the current path 2/1 to the blue connection socket of transformer 1. The circuit is closed. The gap lighting burns by means of traction current.

if the locomotive has now reached the intermediate rail X1 then it remains first the switch U 1 in the switching position shown, since the pole forces south (Pendulum magnet) to north (intermediate rail X 1) unpull and no switching movement carry out. But if the pole is now crossed by the intermediate rail X 1, then it takes place the sh @@ t movement by the repelling Polkråfte (south to South) and the attracting polar forces south to north. During the switching process can no tear-off spark occurs because the switchover takes place on the de-energized central part of X1 takes place. The changeover switch U1 is now in the other switch position, so that the line L 1/1 gets back into contact with the rail S 1, the rear one Changeover switch U 2 switches in the same way, with the current decrease of the Locomotive was never interrupted, actuation of the electr. Remote coupling on the locomotive, the black one AC connection terminal 4 from transformer 1 is connected to line L 4. These Line connects the two blue DC connections of transformers 1 and 2 and the line L 2 »which leads to the blue rail connection of the rail S 2 How from here can be seen, an alternating current phase flows through the rail S. 2. This phase is used for automatic train control (rail contacts) and for operating the remote coupling on the locomotive. On line 14 are also all switches for turnouts, signals, lighting connected. Depending on the load two return lines (not shown in Fig. 6) are connected separately to the individual transformers 1 and 2 connected to the white AC connections 3, Am Line L 3 is connected to connection 3 of transformer 1 (alternating current). Between A capacitor (C 3) is connected to this line as a direct current block. Farther the two buttons Tal and Ta2 are connected to line L 3. Going to happen now the Tal button is pressed, then the following closes at the moment the contact is touched AC circuit: White terminal 3 from transformer 1 - line L 3 via button Valley - line L 1 - current path 1/1 (according to sheet 4) to the driving socket F 1 - line L 5 to the winding of the front remote coupling (v.K.) - line L6 to the winding the rear Eernkupplung (h.K.) (coils are connected one behind the other.) afterwards the capacitor (C2), again as a direct current block, to line L 6 - traction current socket F 2. From here the current course as current path 2/1 - line L 2 - line L 4 to blue AC connection from transformer 1. The circuit was at the moment the contact was touched by pressing the valley button and both coils of the remote coupling v.K- and h.K.) have been closed excited. The drawn Hook at the v.K. is magnetized. As soon as the same polarity arises, the hook is repelled and leads the Uncoupling off.

Conversion of the locomotive for overhead line operation - power supply via Transformer 2 as per Fig. 6 Only one change is required for this: the plug of line L 5 into traction current socket F 3. If the control knob is now from Trafo 2 turned to the right, then the following traction circuit closes: Red Terminal of transformer 2 line L 8, the locomotive takes the power from the overhead line via pantograph St 3 and the current flow continues via line L 7 -drive socket F 3 - line L 5 via winding Permamotor line L 6 to traction current socket F 2. From here the Stromwe @ 2/1 via rail S 2 - line L 2 - power L 4 to the blue one Connection socket 2 from transformer 2. The circuit is closed, the locomotive is moving in the direction of the intermediate rail X 1. here the known changeover of the switch takes place U 1, so that after crossing the intermediate rail X 1 the front power take-off VSt 2 - Connection with the now left-hand rail S? receives.

By switching off the line L 1/1, the previous polarity reversal switches are used U 1 and U 2 have become pure universal switches. With the described circuit was the other circuit for the locomotive lighting is also closed.

if the button Ta2 for the remote coupling is actuated, dinn closes the below. Exchange of rice described: Elße terminal 3 from Transformer 1 - line L3 via capacitor C 3 to button Ta 2 - line L3 via catenary pantograph St 3 - line L 7 - traction current socket F 3 - line L 5 to the front remote coupling (v.K.) - Line L 6 to the rear remote coupling (h.K.) via capacitor C 2 to the traction current socket F 2. From here the Stromeg 2/1 via rail S 2 - line L 2 - line L4 to the black one AC connection terminal 4 from transformer 1. The circuit ict closed, the coils for remote coupling are energized.

Should the catenary locomotive be the other Tension decrease from the overhead line to the rail S @@ vor @ hmen, then only would an additional connector change is necessary and although: the plug of the line L 6 into the traction current socket F 1, this would cause the line L 2/1 switched off.

c) Arrangement at the turntables according to Fig. 12 The connecting rails are on the non-moving ring A made of non-conductive material or with insulation material overdrawn.

Between the connecting rails there are permanent magnets which form the rail S 1 the north pole and to the rail S 2 the south pole.

The color coding coincides with the intermediate rail, north pole red, south pole blue. The running rails S1 and S 2, which are attached to the slewing ring B. are, have corresponding sliding contacts under this wreath, so that these rails always have the same polarity as terminals 1 and 2 of the transformer, The ends of the rail on the turntable are colored as shown in Fig. 12 marked, red is on rail S 1, blue on the other hand on rail 5 2. Before When the locomotive starts up, the slewing ring B must be brought into the position that a The colors match (permanent magnets to the rail on the turntable B) The circuit of the turntable could be designed so that after actuation With an up button, it is only possible to hold the pane if it matches is, while another operating lever for the rotary movement on any Place stops because the corresponding switchover occurs when the turntable leaves the turntable takes place through the south pole on the rail S 2. (This means the connecting rail on Wreath A).

Here is an example: A locomotive leads from transformer 1 to the turntable.

You can never drive up, as the color-coded markings match. The U 1 and U 2 changeover switches do not change over during the ascent, as the pendulum magnet to the direction of rail 5 1 and south to LT. ord attracts and no switching movement triggers.

If the Lolr is now rotated 13o degrees, then it takes place on departure in the area of the connecting rail of the ring A, the switchover, because the @endelmagnete hit the South Pole now. The turntable thus fulfills the same function as the intermediate rail X 1, despite @ changed direction of travel no change of polarity on the rail line.

d) Changes the current consumption for the car lighting Fig. 20 on the rail shows a bogie from an express train carriage. One wheelset has two semi-axles, which in turn are electrically connected to the wheels. the Both semi-axles are fixed in the non-conductive socket no. 1. A touch of the axes is not possible, so that no current flow to the two runways (p 1 and S t) is given. Over the two axes No. 2 and No. 3 are two magnetic ones Sanding plates no. 4 and no. 5 to which the lighting is connected. The isolated stop plates no. 4 and 5 each have a contact K 1 and K 2 which can be designed to switch the direction of travel.

If the bogie now rolls in the direction of the intermediate rail X 1, then the car lighting is switched on for fractions of a second on the currentless intermediate piece of rail X 1 interrupted because the Z intermediate rail X 1 (currentless center piece) is only a few Millimeter larger than the distance between the axles and the bogie, whoever has this little one Do not want to have blemishes> the arrangement for the tender locomotive according to Fig. 10 meet. The description will be given later.

What an advantage the new arrangements from a to d for the two-conductor rail system should be shown on the basis of the track system in Fig. 16. The outer circle is connected to transformer 1, the inner circle to transformer 2 and the overhead line to transformer 3.

So that there are separate circuits between the outer and inner circuit, the track S1 was interrupted at the two crossing points No. 3 and also, as shown in the margin on the right (No. 5), using scotch tape or insulating tape stripped.

The insulation length, which is only on the rail S 1 at the two transition points No. 3 corresponds to the dimension of the intermediate rail X 1 according to Fig. 4.

Continue to Fig. 16. Terminal 2 of transformers 1, 2 and 3 are connected to each other by the line L 4 and thus the connection also exists to the rails S 2 from the inner and outer circle. This association is important so the buttons for the remote locomotive coupling (Tal, Ta2 and Ta3) work and thus the The driving range of the catenary locomotive can extend over both circles.

When building the track system, only the two with X 1 The intermediate rail X 1 can be used at the points marked.

As soon as the adjusting knobs of transformers 1 and 2 show the same travel display all trains can be changed smoothly, even if the trains. take different basic directions of travel due to the track figures. In order to the catenary locomotive did not briefly bridge the crossing point no. 3 brings between the outer and inner circle, the line L 1/1 according to Fig. 6 was attached a point between the two switches U 1 and U 2 interrupted. The wheel sets From the bogie of the express train wagons according to Fig. 20, there is also no bridging connection create, because for this reason alone, the rails S 1 provide the insulation on the two Transition points has been obtained, you can still use the two transition points No. 3 improve by placing a plunger coil between the rail interruption (A to B) starts with high resistance. In the rest position (between ends A and B none Voltage - transformers 1 and 2 'have the same basic position) the plunger bridges two contacts, which only enables a switch to be set in the event of an excitation The two contacts of the moving coil are interrupted, thus no switch switching possible.

According to the conventional method, the construction of the system according to Fig. 16 a switching expert with large techn. Effort must go to work. Despite everything Pole reversal manipulations on the rail track would be the flowing change of trains for different ones Direction of travel not possible, because there is always the polarity problem between the two circles would occur. For the polarity reversal, route sections and sometimes driving restrictions would have to be imposed.

The play operation of the child would be through the techn. Necessities not exactly promoted and without exaggeration one can state that through the new arrangements make the two-wire rail system really playful in the first place The construction of the track system using the figures in Fig. 1 to 3 and the use of turntables are due to the new arrangements with the fixed connections just as easy on the rail track as it is with the systems that enhance the simplicity of the Moving-in operation only received through a co-manager. Both runways take this the same current phase, while the middle conductor forms the opposite phase, Three-wire linear system with unrestricted two-train operation with the same driving voltage (direct to direct or alternating current to alternating current.

Should the previously described two-wire system be expanded into a three-wire system then the point contacts must be attached to the rail track. Fig. 24 branches off two design options for the co-leader. The thresholds have corresponding recesses, so that this conductor is only pushed in. Also the intermediate loop X 1 according to the Fig. 4 and the rail part of the slewing ring B of Fig. 12 receive these center contacts, The connection of the three-wire is shown in Fig. 11. The central leader forms thus the common return conductor for all three circuits, locomotive 1 from the transformer 1 takes the voltage from the rail S 1 to the secondary conductor, the locomotive 2 from the transformer 2 receives its independent circuit from the rail S 2 to the Mitelleiter and the Overhead line locomotive 3 receives the driving voltage from the overhead line to the center rail through transformer 3. The black AC connections of transformers 1 and 2 are connected to the Line L 4 connected. The line L 4 also has a connection to the central conductor. The alternating current ## part of the transformer 3 is fed to the two rails (S 1 and S 2) connected to the power supply for the independent train lighting, for DC protection the choke (Dr.) is attached to the line L 1, while the capacitor C 1 represents the protection for the alternating current unrestricted two-pass operation, without techn. Effort an independent train lighting created. Each Ldg still has the remote coupling. The two geten pipes to line L 4 (not shown in Fig. 11) are separated according to load led to terminals 3 of transformers 1 and 2, switching the locomotives to the individual ones Driving areas as shown in Fig. 6 First of all, all locomotives have center pickups. The grinder have a connection to the locomotive chassis so that no connection is required, locomotive 1 with Voltage decrease from rail S 1 to the center conductor.

Insert the plug from line L 6 into traction current socket F 4, The socket F 4 is connected to the chassis and thus also to the center slider.

For the independent locomotive lighting (for connections see Fig. 11) the two plugs from the light lines L 9 and L io into the lighting sockets B 1 and B 2 stuck. This is over Lighting socket B 1 and B 2 stuck. This completes the changeover of the locomotive. The current flows follows: - From the rail S 1 - current path 1/1 to the traction current socket F 1 - line L 5 via motor cable L .6 via traction current socket F 4. - Short to ground to the lock chassis 1 middle grinder to the middle rail of the three-rail track.

The AC path for independent train lighting is as follows: (For rail connections, see Fig. 11). Rail S 1 - current path 1/1 to the traction current socket F 1. From here to the lighting socket B 1 - line L 9 via the lighting to Opposing line L 10 - lighting socket B 2 via capacitor C 1 (direct current block) to the traction current socket F 2 - from here the current path 2/1 to the rail S 2 with the opposite phase Alternating current. The circuit is thus closed. The remains for the train lighting described path constant for the two locomotives described below. The voltage is only taken from transformer 3 (AC part) for all locomotives (according to Fig. 11) The circuit for the remote coupling flows exclusively through the AC part from transformer 1 according to Fig. 11.

Current course: Rail S 1 - Stromvreg 1/1 to the traction current socket F 1 - Line L 5 for winding the front clutch - Line L 6 over the rear Winding via capacitor to the plug of this line - traction current socket F 4 - ground to the center grinder.

Locomotive 2 with voltage drop from rail S 2 to the central conductor of the traction current plug the line L 6 into the traction current socket F 4 and the traction current plug of the line Plug L 5 into traction current socket F 2. The light cable plugs of the lines L Plug 9 and L 10 into the lighting sockets B 1 and B 2 Changeover finished ( Line L 1/1 was switched off for driving.

Locomotive 3 with voltage decrease from the overhead line to the central conductor Den Plug the line L 6 into the traction current socket F 4 and the plug of the line L 5 in the traction current socket F 3. The light cable plugs of the line L 9 and L lo change over into the p, -lighting sockets B1 and B 2 completed. This made the two lines L 1/1 and 1 2/1 for the driving area switched off. The cables are only used for independent train lighting.

The locomotives make all sorts of changes to the track connections ohnc Conversion with, e.g. if the rail is used as a common return conductor for the three circuits S 1, or the rail S 2 or the overhead line should be laid out. It requires only the corresponding changes to the two traction current plugs. Even if you can the polarity would change through the transformer connections, the basic direction of travel can can be determined arbitrarily, it only needs to change the connector from L 5 and L 6 at All three versions also showed that through the corresponding change the driving plug, also each time the two remote couplings on the correct connections be exchanged.

All of the locomotives with the various circuits will be the same tracked. Red pendulum devices of the switches U 1 and U 2 to the direction of the rail Set S 1 (outer radius). The rerailing in the opposite weighting (pendulum magnets to the rail S 1) every child can do it.

Car lighting.

At the track connections as shown in Fig. 11, a direct current voltage is generated from rail S 1 to rail S 2, if locomotive 1 is forward and locomotive 2 is backward (also in the opposite sense) drives.

(Plus-Minus-Plus-Minus or Minus-Plus-Minus-Plus) The two mean values lie thinly on the common return conductor.

In order to make the car lighting completely independent, everyone Car interposed a capacitor as a DC block.

Other switch versions in connection with intermediate rail X 1 according to Fig. 4.

With this arrangement, the locomotives can be vertical and horizontal Switching movements are triggered, initially examples of high-zonal switching movements. The line designations and the contact designations correspond to the versions to Fig. 6.

A pendulum design is also shown in Fig. 8. Of the The permanent magnet (M) on the pendulum (P) is on a non-conductive disc, which rotates is stored, attached. The two flexible contact arms are on the rotating disc l'fr. 2 and 3 attached. The line L 1/1 is attached to the contact arm No. 2 (Flexible connection The line L 2/1, on the other hand, is connected to contact arm no. At the ends of the conductive plates No. 4 and No. 5, contacts are embedded, the Plate no. 4 is with the front power take-off (VStl) and plate no. 5 with the front power take-off (VSt2) connected. The switching position shown corresponds to after driving over the intermediate rail X 1 The switch is in a plexiglass housing, only the pendulum and the switching magnet are located outside of the housing. The magnet (M) has two switching limits No. 6 and No. 7. The stops are used simultaneously for adhesion, so that a perfect contact closure (3 to 5 and 2 to 4)) is reached, in the other switch position the line is the line L lfl with VSt 2 and the line 2/1 with VSt 1 connected.

This switch according to Fig. 8 could be used for small locomotives or for the Lay out the tender as a double switch. At turntable no. 1 there will be a second disc rotatably mounted on its own. The two contact arms No. 2 and no. 3 and the pendulum attached with magnets. The magnet points to the rear and contact arm no.2 is now on plate 5, while contact arm no. 3 of the second disc is on plate no. At the plate no. 4 is now the line L 1/1 connected, while the front power take-off VSt 1 the connection at contact arm no. 2 The line L 2/1 is now connected to the contact plate no. 5 connected and the VSt 2 is connected to the contact arm no. 3. The rear power take-off HSt 1 is connected to the second contact arm no. 3, while HSt 2 is connected to the contact arm No. 2 is coming Fig. 9 shows a permanent magnet that is highly zonal on an axis is movable. The magnet transfers the south pole to the rail.

With round magnets the magnetization can be recorded like inks a) and b) be. A square magnet should have the polarity of c). The two jumpers are attached to the magnet in an isolated manner. In the position shown, the contact is int K 3 connected to K 1, while the contacts K 2 are also connected to K 4.

In the other switch position, the following contact bridges are created K 1 with K 4 and K 2 with K 3. In the execution, the switching axis can also be omitted come and the magnet movement from the switching bridge on which the two bridges are attached (high-zonal sliding safety strip), can be taken over.

In the embodiment according to Fig. 10, the two changeover switches are U 1 and U 2 have ceased to exist. T2s is a self-switching one Power consumption, which would be extremely suitable for tank locomotives. Description: The four Axles No. 1 to No. 4 are in plastic bushings on the wheels, so that none Conductive connection from the rail S 1 to the rail S 2 can arise. A »f the Round permanent magnets are attached to the axes so that they can be moved vertically.

The magnets then have a conductive connection in the respective switch position to the wheels. Corresponding grinders * which are insulated and attached to the bottom of the tender take over the power consumption from the magnets. The grinders are made by the Magnets attracted, so that a perfect current consumption is given. The magnets of axes no. 2 and no. 4 give off the south pole on the outer circumference, these are also red colored. In contrast, the blue magnets on axes no.1 and no. 3 on the outer circumference from the north pole.

This switching position is therefore always on the rail S 2, runs Now the tender over the intermediate rail X 1 »then all magnets jump into the change to another current pick-up position and the entire switching process is ended.

The arrangement can also be adopted for the car lighting Axis No. 1 and No. 2 would then be the front, and Axis No. 3 and No. 4 would be the one form the rear bogie of an express train wagon.

For this, reference is made to the explanation under section d).

With the arrangement of the intermediate rail X 1 according to Fig. 4, you can also perform vertical switching movements. Here are a few examples of execution.

Fig. 13 shows the running wheel of a locomotive. No. 2 is that Mentioned wheel, No. 1 represents the flange. Axle No. 3 is insulated in the impeller. The magnet no. 4 is at a small distance from the impeller on the vertical sliding shift linkage No.

5 attached, in de4 position shown is the front power take-off (VSt 1) (current consumption from rail S 1 via the drawn impeller) with the line L 1/1 connected. The opposite Impeller (current consumption VSt 2) is connected to line L 2/1 in the switch position. Will now be the South Pole vpn over the intermediate rail X 1, then the switching magnet jumps into the upper one Switch position and the two lines L 1/1 and L 2/1 have the correct connection again to get their respective rail In Fig. 14, magnet No. 1 performs its fulcrum no. 2 a rocking movement during the switching process. At the respective Magnetic ends are the insulated contact plates No. 3 and No. 4. The contact plate no. 4 is with the line L 1/1 and the contact plate no. 3 connected to the line L 2 / i. The four K @ ntakt connections are in the transparent housing No. 5 let in. The two connections from the base plate are connected to the front one (VST 1) Current consumption. The two counter contacts are connected to the front power take-off VAT 2.

The design according to Fig. 15 shows a magnetic grinder design.

This simple arrangement would be ideal for the three-conductor rail system suitable. For this, however, the intermediate rail X 1 according to Fig. 4 would have to be changed Experienced. The two permanent magnets would fall away, but the neutral middle rails would No. 1 according to

Fig. 4 magnetized with the same pole output. To the connectors interruptions are made so that the current flow is only weighted diagonally given is. Go to Fig. 15.

The two permanent magnets are attached to rocker arm No. 1. Both Magnets give off the south pole to the rail. Earth at both ends of the south pole two non-magnetic grinders attached, which apart from the power take off the air gap between permanent organ and rail. As in Fig. 14, the switchover then takes place on the intermediate rail X 1, - due to repulsive and attractive pole forces south South and South to North.

With the magnetic switchovers described so far, permanent mag net zu permanent magnet, there are two basic rules for the rerailing of the locomotives: 1.) With High-zonal switching operations according to the exemplary embodiments in Figs. 7, 8, 9 and 10 the red magnets (south pole) on the locomotive are placed on the S 1 rail. An additional Measure requires Fig.10. Eggs have to put the blue magnets in the opposite one, direction be moved to the rail S 2.

2.) In the case of vertical switching movements, the red magnets must be on the locomotive occupy the lowest switching position to the rail S 1, see. In this regard, the exemplary embodiments of Fig. 13, 14 and 15, so that the two basic rules can still be forgotten, a special rerailing rail has been shown in Fig. 23.

The magnet arranged between the rails can be rotated. In the other Position is the north pole on the rail S 2 - the south pole on the rail S 2. In the position shown in Me a) the magnets receive the following text information: rerailing in a clockwise direction.

If the poles are now changed (rotation of the magnet) then the following is the case Text to read: Rerailing in the opposite direction from clockwise. By this arrangement will be any switching magnets or magnetic grinders when rerailing brought into the correct rail position, further switching examples.

In the arrangements of the following examples up to Fig. 18 are on the locomotives the two actuating devices for the changeover switches, as well as on the already described version of Fig. 13 - attached on one side. It deals around the side where the switching magnets in Fig. 5 are located, the one-sided Arrangement is extremely important for the function of the turntable.

The embodiment of Fig. 17 is designed 80 that the switching process is only carried out with repulsive polar forces.

On both sides of the intermediate rail X 1 is the magnet No. 1, which uniformly gives the south pole to the locomotive. Is now when the intermediate rail is crossed the switching magnet pushed upwards, the shift linkage no.3 actuates the switch, With the Uxechalier, the four contacts with the two jumpers are the same as with the Fig. 18 attached. A new switch position is reached every 1/4 turn. That Shift linkage No. 3 and the magnet No. 2 go into theirs after the switching movement Back to the starting position without moving the switch again There are no changes to the turntable, see Fig. 12 below.

Fig. 18 shows a purely mechanical switchover. The rack No. 1 is located on both sides of the intermediate rail X 1 against it it is attached to the turntable (@bb. 12) only to the connecting rail S 2 of the Xranz A. The two changeover switches with the ring gear are again attached to one side of the locomotive. The ring gear engages in the rack when it is driven over and the changeover switch is activated adjusted by a quarter turn with the two contact bridges, instead of the rack there would also be an elevation bracket on the intermediate rail and an elevation bracket on the turntable conceivable, there would then be two microswitches on one side of the locomotive with corresponding ones Operating levers, The last embodiment in Fig. 19 is again a purely mechanical switchover. The intermediate rail X 1 has the two Guide grooves No. 1 and No. 2. On the turntable (Fig. 12?), On the other hand, runs the Guide trough no. 2 on rail S 1 straight. A guide flap can be used to Open turntable B, while on departure the flap by a stop takes over the lead to the diagonal channel no. 1. The two switches As shown in Fig. 7, guide pins are now provided instead of the switching magnets (M). the Guide pins grip into the guide troughs and thus perform the switching movement, Both. new arrangements for the track figures were previously in order to achieve a uniform To achieve the description, Perma motors with direct current operation are always described.

With the new arrangement, field motors can of course also be used used, it does not matter whether the driving voltage is direct or There is alternating current, with combined traction current operation (alternating and direct current) can, as is well known, on one track (traction current voltage decrease from the two running rails) two trains can be driven independently, the new arrangement means that the three-conductor thus, for the first time, unrestricted 4-train operation on the main track is possible unrestricted 4-train operation also results for alternating current with half-wave control, where, as is well known, the locomotives for positive or negative wave control by means of Stron valves be separated, c) Novel transformation switches Universal switch that is used for all switching operations, this switch can be converted as follows: 1) from changeover switch to double changeover switch 2) from the touch switch (calibration, signals) to the additional switch, also closed additional double switch.

3), from the hand switch to the remote switch.

Description of the switch as per Fig. 21 In plastic housing no.1 are the iron cores No.

Take in 2 and number 3. Both iron cores have a hole so the two switching axes no. 4 and no. 5 can move vertically, to the the two non-conductive sc @ altaxles No. 4 and No. 5 are the two permanent magnets No. 8 and No. 9 attached, the iron cores No. 6 and No. 7 are used to guide the shift shafts No. 4 and No. 5 each have a hole, so the switch has a large part of the wiring there is no need for three plug connections, which are designated with B 4a - B 3 and B 4 are.

The two magnets No. 8 and No. 9 and thus also the two switching axes No. 4 and No. 5 are connected to rocker arm No. 9 * so that every time you switch the opposite shift rod moves into the other end position. Between four iron cores of No. 2, 3, 6, and 7 and the two permanent magnets No. 8 and No. 9 are the contact plates No. 8, which apart from the contact closure the air gap between the permanent magnet and the iron core, these are the ones inserted in the inner housing Contact plates of connections 1, 3, 4 and 6 meant, the middle connections no .. 2 and No. 3 are designed as sliding contacts in the housing, except for the resilient effect there may also be a liability to the shift solenoids No. 8 and No. 9, In the In the normal version, the switch only has contacts 1 * 2 and 3, instead of these The switch can also switch over arrangements with a Peitachenkontaktari No. 11 This whip contact arm is attached to rocker arm No. 9 and receives connection em - ######### - Nrv-9 to connector B 4. The two resilient ones Mating contacts no. 12 and no. 13 are on the side towards the middle of the switch and on the bottom isolated, so that when the whip arm is switched back, there is no renewed contact knows but only the opposite contact from above receives contact, the contact 12 is connected to terminal 1 and contact 13 to terminal 3, in this case Execution is missing the center contact No. 2, in the position shown is the Center contact 2 bridged with connection 1. If the shift linkage No. 5 is now operated by hand, then the described contact bridging is interrupted, but found one renewed contact closure between 2 and 3 takes place. The magnet no. 9 thus leads a double function from: 1.) Switching bridge with only one friction surface to the center contact and 2.) liability to the switch position, which in turn serves as contact closing pressure, Should the switch now become a double switch (also double changeover switch with whip contact arm possible), then the contact plates of connections 4 and 6 inserted into the housing and attached the center contact 5, at the foot below The switch has a hole in the base plate so that one can get from the center connections can easily create connections to the plug-in connections B 4a and B 4. Also will This makes it possible to wire connections 1 with 4 and 3 with 6, now for the automatic train control the switch is required as a remote switch, then two coils are pushed over the two iron cores No. 2 and No. 3 from the outside and in the switch the pendulum contact no. 10 is attached to the rocker arm no. 9. The pendulum contact No. lo is connected to connector B 3. The right mating contact from the pendulum No. lo is connected to coil W 1 and the left mating contact to coil W 2. Thus, the switch has been converted into a remote switch, at the connector B 4 becomes the line L 4 according to Fig. 6 and the connector B 3 becomes the Line L 3 (Fig. 6) is connected, a rail contact is now made on rail S 2 attached and the connection to coil 1 &, W 1 from the switch. made, then occurs when the wheels or grinders drive over the rail cone a contact bridging to the rail S 2 and this closes the following alternating current circuit: (Fig. 6 and 21) Terminal 4 transformer 1 - line L 4 - line L 2 - rail S 2 - wiper or wheel to rail contact - line to coil W 1 from switch - pendulum contact P 10 to plug connection B 3 - line L 3 to antiphase 3 from transformer 1, the winding of the coil W 1 is energized as soon as the north curve comes, the switching magnet no. 8 is repelled and at the same time attracts itself to iron core No. 6. the Switching magnet No. 9 exerts the same attraction to the non-excited iron core No. 3 off. The described circuit is automatically switched off the Pendulum 10. so that no excitation of the coil by subsequent wheels or grinders W 1 is given.

The switch as shown in Fig. 22 is a solenoid version. Instead of the iron cores, the brass cylinders TTr. 2 and no. 3 on the t3odenplatte from the housing. Lr. 1 let in. The rocker no. 9 is made of non-conductive material a ratchet attached, w @ three jumpers are attached. The respective three Mating contacts to the individual switching bridges are inserted sideways @ on the inner housing. The contacts are spring-loaded on the ratchet. From the outside, the two coil windings are again pushed over the brass cylinders No. 2 and No. 3. If the coil W 1 energized, then the iron core of shift linkage No. 5 emerges due to the attraction force in the cylinder. The self-disconnection from the circuit by the lower three contacts, The circuit diagram in Fig. 25 proves that the switches are universal are to be used for every train control switching process and at the same time the most complicated circuit operations with low tech. Effort is done, Task of train control: On the two crossing lines (separate circuits), from A to A1 or Al to A and from B to B1 or in the opposite direction can be driven on, the one train should give way, which is first crosses rail contact V (right of way), the opposite train follows immediately (any direction of travel), then this should be at section b (braking section) braked and at the corresponding rail sections a (stopping distance) to Halton come. The priority train should reactivate the opposite train. All trains are braked when driving over the route sections a1 and a2 (intersection area), so that there is no risk of derailment, rails and switch connections: the transformer 1 is responsible for section A, transformer 2 for section B. It is about to separate circuits and for this reason are at the transition points between The S 1 (S 1/1 and S 1/2) rails are separated for the driving circles. The AC terminals 4 of the two transformers are connected to the lines L @@ and Semite to the track S 2 (S 2/1 and S 2/2). The line L 4 continues to the plugged together switches A to F to connector B 4. On the other hand, receives the plug connection B 3 from the switches through the line L 3 connection to the alternating current opposite phase 3 from transformer 1+ The third connector B 4a never receives a connection from the outside, but the connection to connector B 4 is through the inserted resistor This resistor can be used for any number of braking sections, should a separate resistor is required for another section of the route, then, for example, a new resistor would be plugged into switch A and here only the plug connection B 4a remain interrupted., Conversion of the switch for the individual task areas, allocation, switch F = responsible for the two stopping areas al and a2, conversion to double and remote switches. The center contact Connect 2 with the connector 4a. The section al through the line Connect L 5 to terminal 1 of switch F. From terminal 3, the line leads L 6 to section a2. The line, L 7 leads from connection 4 to the winding 1 from switch E, the winding 2 from switch E receives 8 connection through line L to connection 6 from switch F.

Switch E = responsible for the four braking sections bl - bl and b2 -b2. Convert to double changeover and remote switch. The center connection 2 with the plug connection Connect B k and the center connection 5 with the plug connection B 4a, the connections Connect 1 with 4 and 3 with 6. The line L 9 now leads to the terminal 1 to the two route sections b1 (braking routes), on the other hand, the line L 10 leads from Connection 3 to the two route sections b2.

Plug-in element D = braking resistor - just plug in, this way again the connection between the connectors B 4 and B 4 a created.

Switch C = responsible for switching off the automatic right-of-way control. This switch is not converted. The center contact 2 is only connected to the plug connection B 4. From connection 1 the line: L 11 leads to the connections 2 the switch A and 3.

Switch B = right of way guard for route B. Convert to Double changeover and remote switch. The winding 2 with the line L 12 and this Sriederum connected to the two rail contacts N2 (neutral position). From the winding 1 leads the line L 13 to the two priority rail contacts V 2, from the connection 3 leads the line L 14 to terminal 6 from switch A. The line L 15 creates Connection between connection 5 from switch B to! Coil connection 2 from the switch F.

Switch A = responsible as right of way guard for route A. Retrofitting. to double changeover and remote switch. The winding 2 is connected to the line L 16 to the two rail contacts N 1 (neutral position). The line L 17 leads from two priority rail contacts V 1 to coil 1 from switch A. From terminal 3 to Terminal 6 from switch B leads to line L 18. Line L 19 connects the Terminal 5 from switch A to the winding t vem switch F. The line L 20 connects among each other all 8 rail contacts B 1 and B 2 (braking section on and off switch) with the center contact 5 of switch F. The lines L 21 and L 22 are pure bridging cables, so that there is a perfect flow of current in spite of the interrupted rails, In the shift position shown (all shift rods No. 4 in Figs. 21 and 22 are located in the lowest switch position) is the automatic right of way control (through Switch C) is switched on and route A has right of way, now a locomotive is allowed from direction A to A 1, then no Circuit closed (line L 16 to coil 2 to switch A. In the switch position The coil has no contact with the connector B 3 - L 3).

If the rail contact V 1 is now passed, then the next one is Circuit closed: V 1 - line L 17 - winding 1 from switch A to the opposite phase 3 3rd coil is energized, switch A switches to the other position - as described Circuit interrupted, no further circuit is closed because the coil 2 from switch F in the switch position no connection to plug connection B 3 has, (line path = B 4 - connection 2 of the switch C via connection 1 to line L 11 - Contact bridging of connections 2 and 3 from switch A - Line L 18 to line L 15 via the contact bridges from switch B. Line L 15 to winding 2 from switch F). When the brake contact B 1 is overrun, none new circuit closure (line L 20 to connection 5 from switch F - via connection 6 - line L 8 to coil 2 from switch E - no connection to 3 3). Come now the locomotive on the braking section »1, then it retains full speed the line L 9 and via the connections 1 and 2 from switch E to the route connection B 4 - line L 4 - line L 2 to the two direct current connections 2 of the transformers 1 and 2. In the section al, the locomotive is now braked - line L 5, via the two contacts 1 and 2 from switch F to route connection B 4a via resistor D to route connection B 4 - line L 4 tlsw, the rail contact fll does not trigger a circuit, the locomotive gets full again in section bl Drive (the current flow via switch E has already been described). The rail contacts B1 and V1 do not close a circuit, only the rail contact r (neutralization) would switch the approach guard A back again.

Before this rail contact N1 is run over, the return train should come from direction B1 to B, the Schienenkont @ kt N 2 with the line L 12 to Winding 2 of switch B does not close a circuit, the rail contact V 2 closes a circuit via line L 13 to coil 1 from right of way guard B. In the switch position the coil is excited, switch K @ omms in the other switch position. Right of way guard B cannot continue to work because the right of way guard is A is already switched (current path B 4 via contacts 1 and 2 of switch C - line L 11 via contacts 2 and 3 from switch B via line L 14 - this line is switched off at contact 6 at the priority guard A and @@ ann therefore not via the Line L 19 toggle the hold switch F.) When crossing the rail contact B2 tird the lines L 20 and L 8 to winding 2 from switch E no circuit is closed. On the route section b2 the locomotive wi + t braked over line L to and over Connections 3, 6 and 5 from switch E to connector B 4a via a resistor D to line L 4. On route a2, which brings the locomotive to a stop, since line L'6 at switch.F at contact 3 is switched off. Now the return train runs over the Rail contact N 1 (neutralization of the right of way of route A), then the following circuit closes: rail contact N 1 - line L 16 to Coil 2 from the priority switch A. The switch A switches back to neutral Switching position, interrupting the described circuit, but closing a new circuit namely: Line L 4 via switch C to line L 11 - priority switch B via Contacts 2 and 3 to line L 14 via contacts 5 and 6 of the pre-travel switch (real) A to line L 19 and to winding 1 from manual switch Y. Coil mentioned occurs, there is a switchover and permit another circuit closes: Rail S 2 at section a2 - line L 6 via connections 2 and 3 from the switch F to line L 4a via resistor D to line L 4.

Locomotive two pulls up slowly. If the locomotive now comes to rail contact B 2, a new circuit is closed, namely; B2 Schicnenkontakt - line L 20 via connections 4 and 5 from switch F - line L 17 to coil 1 from switch E, switching takes place. If locomotive 2 now comes to the braking section b2, then it receives full voltage via line L lo - contacts 3 and 2 to line L 4. The other rail contacts B2 and V2 no longer trigger a circuit, only when the contact £ X 2 is passed If the priority switch B is switched back to the neutral switch position, all switches except for switch E would be in the position shown. If a train B would now go to B1, switches would be implemented. a) Right of way guard B, this would switch the stop switch F, the rail contact B2 does not switch the switch K via the line L 20 and the sensor contacts 5 and 4 from the switch F because it is already in the correct position, the train 2 thus receives full speed on braking distance b2, it is braked on distance a2, is given full speed again on section b2 and when rail contact m2 the priority position is canceled by switch B, the switch returns to the neutral position, the automatic system should now be switched off then only switch C is manually moved to the other switch position. Travel switches A and B continue to switch through the corresponding rail contacts. However, the switches cannot initiate further switching, since the power source L 4 is switched off by switching off switch C, it now only needs switch F from Hard to be operated through its sensing contacts 4 and 6, the braking distance switch switches through the rail contacts B 2 always in the correct position by itself. In the case of 'locomotives with field motors, the entire braking section facility (route sections and switch E can be omitted,' the stopping points a1 and a2 are made larger because the locomotives from @@ open.

less technical, effort can not influence the described driving Establish signals and switches by attaching the Peischen contact arm are switched on at switch F, The switches and the. Circuit can also are best used in car racing tracks, here the braking distance equipment can also be used can be dispensed with, and for all vehicles that use power from floor ladders or overhead lines are operated,

Claims (18)

P a t e n t a n s p r ü c h e. (1.) Devices for driving operation for electric toys and Model railways, furthermore for all electrically powered toy vehicles (car racing tracks etc.), which by means of external power supply via floor ladders, overhead lines or combined be operated a) characterized in that the driving operation is based on the two-rail, two-wire system (Fig. 16) is just as simple and clear as it was previously only on the symmetrical one There was a three-rail, two-wire system. Polarity changes previously related to the problem the rotary movement were omitted. The conception of the new two-rail, two-wire system is characterized in that this system is continuous by attaching a Central ladder (Fig, 24) extended for operation with multiple train design (Fig, 11) can be, b) characterized in that the driving operation on the three-wire system (Fig.l1) mastered the problem of rotary motion for the first time with multi-pull design, so that unrestricted driving is possible even across asymmetrical points. The remarks on a) and b) are also applicable to other soil and to apply overhead contact line systems, c) characterized in that the driving operation can be better influenced by new types of transformers (Fig. 21 and 22). Art circuits that are used in other systems for the elimination of electrical asymmetry are to be raised, are more useful for influencing the driving with this device used. 2. Apparatus according to claim 1, characterized in that at dgn asymmetrical systems, such as two-rail, two-rail and three-rail with Multi-train design, the asymmetry according to certain track figures only thereby abolished is inserted by inserting a symmetry intermediate rail (Fig. 4) after these points will. After the pieces of track have been put together, all figures become immediately passable, These statements also apply to other vehicles with floor ladders and overhead lines to, 3, device according to claim 1 and 2 ,, characterized in that said Symmetry intermediate rail (Fig. 4) consists of three areas, namely: connecting part - neutral driving area with symmetrical command issuing - connection area. The connection area is characterized * that the connector ungen are diagonally connected in terms of current. The neutral driving area is characterized by the fact that the rails consist of non-conductive material or have an appropriate coating, In the de-energized zone, the symmetry switch is also operated (Fig.8, @, 7, 13 and 14) for the power consumption of the locomotives, a two-pole counter magnet provides to the four-pole arrangement of the symmetry intermediate rail (Fig, 4) a switching rotary movement around 18o degrees, switches, but also magnetic grinder pairs can be implemented with this The magnets on the symmetry intermediate rail or connections can also omitted. The neutral line area under the insulating layer is used accordingly inagnetized. This arrangement is particularly suitable for other ground and Overhead line systems in two- or three-wire design, the symmetrical command transmitter with permanent-magnetic mode of action it is known that d & ss always two poles on a rail or other conductor lie through the total The available four pole forces are applied to the with single-pole counter magnets Vehicles with high zonal and vertical shifting movements (Figs. 7, 8, 9, 1o, 13, 14) allows, with all four pole forces from the symmetry intermediate rail for application the operating force can be used. The comb donor works in two stages: a) leave the switch position, b) change the switch position, the invention is also not repealed by the fact that the symmetrical Commander only with a section (switching) and a pole force (Fig, 17) works, so only the switchover is carried out with repulsive polar forces, because of the overall design the counter switches on the vehicles may only be attached on one side here, The symmetrical command transmitters with mechanical operation is characterized by that instead of the permanent magnets on the inside of the rails or other Electric conductors double-sided actuating devices, such as gear rods (Fig, 18). Elevation bracket or diagonal guide troughs (Fig. 19) The remarks on Section 3 are also appropriate for others Line systems and vehicles apply. Since these vehicles usually come with a Power take-off point (pair), get by, here is the symmetry interconnection kept particularly small in the area of the neutral zone + 4th device according to claim 1 - 3, characterized in that the current collectors are connected to the outer conductors (Fig. 5 u, 6) are always mounted opposite each other in pairs, all wheels are seated isolated on the axles, the chassis is completely neutralized in terms of electricity, push rods but do not result in bridging from wheel to wheel. The current consumption from the outer conductors takes place via grinder or by means of a grinder via the corresponding wheel sets, There are basically 4 acceptance points. The distance from pair to pair is greater, than the dimensions of the symmetry intermediate rail (Fig. 6), so that even the smallest locomotive gets by with the power consumption via the wheelsets and no loss of force due to has no traction tires, an additional arrangement is made for the drive wheels indicated by that the drive wheels receive a magnetic race, or are made of appropriate material. The adhesion to the rail results in a safe power consumption (also via the wheel grinder) and the equipment allows higher Speeds when driving on bends. For other vehicles that are not operated on rails, Usually one pair of customers is sufficient. 5. Device according to claims 1-4, characterized in that the locomotives basically have two symmetry switches for the described power take-off (Fig, - 6). The actuation of this switch takes place in the amount of the respective Pantograph pair, the symmetry switches are command receivers and correspond in a permanent magnetic or mechanical way with the symmetry intermediate rail (Fig.4) or with the neutral symmetry connecting rails of the turntable «(Fig, 12). they are also manual switches for driving in the opposite direction, The permanent magnetic actuation is characterized by the fact that the magnets are single-pole or double-pole to the roadway. Single-pole magnets are attached to pendulums (Fig, 7 u, 8) or switching strips (Fig. 9 and 13) attached. There is also a rocker arrangement across to the direction of travel possible (Fig.14). Two pole magnets produce a rotary movement 180 degrees or a rocking motion (Fig. 14), only the rocker must be alongside and to the side facing the direction of travel With these arrangements, high zonal and vertical Perform switching movements, The mechanical actuation is characterized by that the actuation mechanism, such as toggle switch with toothed ring (Fig.18), switch arms, Switch pins (Fig. 19), basically only one-sided. 6. Apparatus according to claim 1-5, characterized in that with the axles of the tender (Fig, 1o) or with all axles with the same suspension The two symmetry switches are omitted and can be moved axially Permanent magnets and corresponding current sliders a symmetrically thinking slider acceptance arises. The wheels sit isolated on the axles, the magnets, at least 4 on the number, depending on the switch position, only have contact with the left or right wheel, The current consumption from the rotating magnets is carried out by the adhesion corresponding rrSleifer, Two magnets on the outer circumference give off the south pole, two the north pole. These magnets also correspond to the counter magnets of the symmetry intermediate rail (Fig, lc) and the neutral symmetry connecting elements of the turntable (Fig. 12). 7, device according to claim 1-6, characterized marked. net that mechanical rocker wiper (Fig. t5) the two symmetry changeover switches can replace. The double-sided grinder give on both Terminate the same pole. The magnetic force applied to the rail by an anti-magnetic The slider plate is weakened, the safe current consumption takes over * With the symmetry intermediate rail (Fig, 4) and in the case of the neutral symmetry connecting tracks of the turntable (Fig. 12) there are no magnets, but the neutral rails are under the insulation magnetized accordingly, so that the slider is also implemented, 8. Device according to claim 1 - 7, characterized in that with a two-pole magnet a rotating grinder conversion through 180 degrees is carried out, The Malnet, hochizontal - mounted rotatably, has different polarity at its ends. To the Pole ends are attached to antimagnetic wiper insulated, the magnetic adhesion to the Conductor dieat for safe guiding of the slider. The magnet becomes obsolete if the grinder is magnetized accordingly are, with additional design with center conductor. also in deep groove guidance, a three-wire system is created with symmetrical slider implementation, 'an asymmetrical Place in connection, the symmetry interconnection. (Authors' ribbons, etc.) The rotary movement is determined by two stops, so that flexible slider connections exist. The 180 degree rotation can also be used to operate a switch will. The magnetic rotary switch is characterized in that a rotatable Magnetic disc (two-pole to the rail or track) not only the rotary movement but also the grinder adhesion at the same time. Two on the inner bore (also possible on the outer circumference) of the magnetic disc The attached contacts with flexible connections result in the adhesive counter sliders (two pieces) already the whole switching device. The two contacts with flexible The connections are in the middle of the north or south pole of the magnet disc, They are of course insulated, 9, device according to claim 1 - 8, characterized in that a guide pin is thought to be symmetrical Pantograph of a three-wire system is designed, the groove contains a bottom; en- and two side ladders. The guide pin consists of a stat magnet with a longitudinal hole, each of which has a different polarity at the ends. The bar magnet was cut in half lengthways. The missing semicircle on the two magnetic bars is replaced by an insulation layer in the bore The floor grinder is insulated and resilient from the bar magnet (1/2 magnet, 1/2 plastic). The magnet side has an anti-magnetic cylindrical grinder. This grinder is guided by the magnetic attachment to the corresponding side conductor The pantograph from the opposing vehicle. has a different polarity and therefore constantly corresponds with the other side conductor, with the symmetry interconnection the pantographs turned by Wo degrees and then excrement on the opposite side ladder to the 'adhering Current consumption, the rotary movement is determined by appropriate stops, so that There are flexible cable connections for power consumption. These versions are ideal for car racing tracks, S - and Underground trains, etc., with an independent multi-train design. 10. Apparatus according to claim 1-9, characterized in that the vehicles can optionally operate unrestrictedly on the two-rail, two-wire and on the three-wire system with multi-train design'- The switchover (Fig, 6) by means of a plug (also possible through a contact person) also includes the additional options, such as remote coupling and independent loading lighting, you will be through a special Cabling technology from the power take-off over the symmetry switch over the corresponding plug connections reached to the engine, when switching to Three-wire system is neutralizing the chassis by attaching it of a center grinder, with the three-ladder system, everyone can use asymmetrical Conductor (outer or inner radius rail) designed as a common return conductor be, the vehicle makes every change, through the overall conception For the first time, a continuous expansion of the systems is possible, ohned @@ s here from Reason to be unbuilt nut, 11, device according to claims 1 - 10, characterized in, that the neutral symmetry sidings of the turntable (Fig, 12) are in the Inside have a two-pole permanent magnet perpendicular to the direction of travel, An there is only one pole on each track. The mechanical design is therefore characterized in that all actuating devices are on one side on a rail, e.g. on the inner radius of the running rail, in contrast to the symmetry intermediate rail When the locomotive leaves the turntable, there is only a limited switching process triggered and only then * if the electrical symmetry is broken by the rotation is, the turntable has only one approach direction, so that here @@ a symmetrical one Problems occur, 12. Device according to claim 1-11, characterized in that that a rerailing rail (Ab @. 23) the setting of the counter magnets on the vehicles This rerailing rail has a two-pole permanent magnet. rotatably arranged with corresponding double-sided letteringa on. 13. The device according to claim 1-12, characterized in that on the two-rail two-rail track (Fig. 24) subsequently through recesses on the Sleepers a center conductor is inserted. The middle conductor consists of arcs Wire. Point contacts are thus created above the threshold. 14. Apparatus according to claim 1 - 12, characterized in-marked, that the distance between the pantograph pairs for further lighting on the rolling Material is slightly smaller than the dimensions of the symmetry intermediate rail (Fig. 4) and the neutral symmetry connecting tracks (Fig. 12) of the turntable, one behind the other Horizontal axles, as in the case of the bogie, etc., are given a special removal device (Fig, 20) specifically characterized in that the magnetic two-axis grinder at the same time serve as a direction switch, here each axle unit consists of two semi-axes, which are connected to a non-conductive socket, on both sides of these sockets adhere to the two axles. magnetic grinder plates. Two stop angles, which allow a small rolling movement, prevent it from running off This magnetic wiper, two one-sided attached contacts result in the Direction switch. 15, device according to claim 1-14, characterized. that A double-acting remote coupling (Fig. 6) is installed on the locomotives that has no moving parts to the existing coupling mechanism. Two coils connected in series, each on an iron rod are wound, with a short alternating current connection (alternating polarity) -to the existing ones. but magnetized coupling decoupling hooks or guide pins by the repulsive pole forces the entire uncoupling mechanism, are now these magnetized coupling hooks etc, also on the rest of the rolling stock attached so can be attached to any Place, in addition to the conventional method with elevation bracket, a purely magnetic uncoupling process triggered if at this point a winding with a corresponding iron core is appropriate. Unintentional uncoupling processes while driving not possible, 16 Device according to claim 1-15, characterized thereby that a new transformation switch all shifts up to the automatic driving influence enables, (Fig. 21, 22) The switch can be changed from simple changeover switches to subsequent Insertion of appropriate contacts, can be expanded to form a triple changeover switch, An additional whip contact arm is for the impulse circuits responsible for turnouts, signals etc. where the two mating contacts sideways and are insulated below, (Fig, 21), To save and simplify the wiring work the switch has three plug connections, which in turn switch with all of them three or four contact points can be twisted with direct current driving, one phase each direct current and one phase alternating current (automatic switching with rail contacts) The second connector receives its power supply via a resistor that has the same connectors as the switch, this one Phase is used, led via the corresponding switch contacts to the traction power supply der Bremsstrecko (n), The third phase is only required if the Switch to remote switch can be converted, 5ie then receives the opposite phase of mentioned alternating current. The conversion to the remote switch is characterized in that au Switch base (Fig, 21 and 22) two bobbin windings over the existing bodies be attached. These coils turn off automatically at a switchover point from the switch and connected to the 3, plug connection. After the changeover the switch or remote switch remains at its previous position. location. The remote control derv @@ two hand control rods, mutually are attached to a rocker, can be repulsive to the magnetized shift linkage or permanent magnets attached there (Fig. 21) The second switching method is based on the moving coil for the two shift rods (Fig. 22) The remote control is further characterized by the fact that the for the winding responsible for the switching process cuts itself off from the circuit, The rail contact does not trigger any further impulses. 17. The device according to claim 1-16, characterized in that an automatic right of way control of two routes in any direction The vehicle that passes the right of way first receives the vehicle free passage. This priority circuit triggers the activation of the opposite route a braking and stopping section, later activation of the opposite section, the vehicle pulls up slowly and switches itself off the further braking distance (Fig. 25.) 'The safety factor from the intersection area is designed so-' that even if the control circuit of the automatic system fails, a collision is impossible is, The switch described in claim 16 perform the entire automatic circuits with the following functions: 2 right of way guards (Fig.25-A-), which control each other via sensor contacts, 1 manual switch (Fig.25-C-) for switching off the automatic. 1 braking resistor (Fig.25-D-) = plug connection, 1 braking distance switch (Fig.25-E-), which has its correct switch position through the rail contacts receives the sensor contacts from the hold switch. (4 bromine lines) 1 hold switch (Fig.25-F-) responsible for all four stops with remote control via the right of way guard. With some systems, the four braking sections can be dispensed with. The switch E is then omitted. 18. The applications of the devices according to claims 1 - 1 @ result from, unless otherwise indicated in the individual sections claim 1 L e r s e i t e