EP0235086A1 - Tracks for toy vehicles - Google Patents

Abstract

The roadway system contains straight and curved (4) roadway sections, at the ends of which reference points (6, 7) have to match a roadway module M with points of symmetry of a roadway grid (1). For this purpose, the length of each straight, diagonal lane section parallel or to the lane grid (1) is a multiple or √2 times multiple of the lane module M. The curved lane sections (4) consist of a longer circular arc (8) and a shorter straight one ( 9) section together. The center (ZI-ZIV) of the arcuate section (8) is offset from the center (ZO) of a partial circle (RI-RIV) which defines the angular range of the curved track section (4) and is located at a point of symmetry of the lane grid (1). The radii (3, 3 ') delimiting the pitch circle (RI-RIV) go through the points of symmetry with which the reference points (6, 7) correspond. The center (ZI-ZIV) of the arcuate section (8) is through the intersection of the bisector (WI-WIV) of the tangents (T) placed in the reference points (6, 7) at the ends of the track section (4) with one of the two the radii (3, 3 ') delimiting the pitch circle (RI-RIV).

Description

The invention relates to a roadway system for toy vehicles according to the preamble of patent claim 1.

In known carriageway systems for toy vehicles, in particular in track systems for toy trains, in which straight and curved carriageway sections or track sections have different lengths or pitch circle angles, and which are built directly on a floor by connecting straight and curved carriageway sections or track sections, there are generally none particular difficulties in order to form closed configurations with a geometrically correct course. This is all the more the case since there are usually straight and curved compensation pieces for such systems, which make it possible to maintain the correct geometry of the desired course or track course without exerting any mechanical constraint on the connections of the track sections or track sections.

However, lane systems are also known in which the individual lane sections or track sections are not only among themselves, but at the same time mechanically connected to a base plate or building board, which has a uniform, preferably square grid. Such base plates form basic elements for toy building systems, in which the assembly of individual, numerous components is based on the fact that the components have primary and secondary coupling members, as a result of which the components can be mechanically connected to one another by being plugged on one another and can also be separated from one another again. In numerous embodiments, components are known in this regard that are box-shaped or plate-shaped and are provided on one main surface with coupling pins and on the opposite surface with mating coupling elements, for example correspondingly shaped wall projections. The base plate is then also provided with primary coupling elements, for example coupling pins, with all coupling elements naturally being arranged in the same manner and at the same intervals in accordance with a construction module on which the relevant construction system is based.

If, in such a construction system, sections of roadway on one or more contiguous base plates are to be built up in the same way as other components of the type mentioned, in order to form a roadway system connected to the base plate, this results for all curved ones Pieces of roadway fundamental difficulties, since it is known that it is not possible to geometrically overlap circles and squares. Thus, in the known lane systems, the connection of straight and curved lane sections with the base plate, which has a uniform, square grid, is disadvantageously possible only by accepting mechanical constraint on the lane sections or, if need be, by adding very special compensation lane sections. Both the one and the other of these measures, however, significantly impair the play value and utility value of such a roadway system.

The object of the present invention is to provide a roadway system of the type mentioned in the introduction, in which at least the two ends of each curved roadway section correspond to grid points of the square grid of the base area.

According to the invention, the carriageway system has the features specified in the characterizing part of patent claim 1 for fulfilling this task.

The design according to the invention of the straight and curved lane sections makes it possible for them to be exactly matched to a base plate provided with a square grid of coupling members without difficulty with this grid, so that a connection that can only be brought about by force is completely avoided.

Since in the roadway system according to the invention the curved road sections are different, depending on whether it is a right-hand bend or a left-hand bend, and since the straight road sections can also differ in length by a factor of √2, depending on whether these road sections are parallel or are used diagonally to the grid of the base area, it is advantageous to use a mechanical, ie formal, or to be provided with a visual coding. As a result, the assembly of several pieces of roadway to the roadway system is made possible automatically and without any consideration, which makes the use of the roadway system accessible even to inexperienced persons, in particular small children.

• Fig. 1 ein Diagramm von konzentrischen Kreisbogen mit unterschiedlichen Radien und Winkelbereichen auf einem quadratischen Raster, wobei das Zentrum der Kreisbogen in der Ecke eines Rasterquadrates liegt;
• Fig. 2 ein Diagramm zur Erläuterung der erfindungsgemässen Ausbildung von vier einen Winkelbereich von 45° umfas­senden gebogenen Fahrbahnstücken mit unterschiedlichen Teilkreisradien gemäss Fig. 1;
• Fig. 3 ein weiteres Diagramm eines der gebogenen Fahrbahnstücke der Fig. 2 zur Erläuterung der Bestimmung des Radius des gebogenen Abschnitts und der Länge des geraden Abschnitts des Fahrbahnstücks;
• Fig. 4 ein Diagramm sämtlicher gebogener und gerader Fahrbahn­stücke gemäss einem Ausführungsbeispiel der Erfindung;
• Fig. 5 bis Fig. 26 Diagramme einzelner Fahrbahnstücke aus der der Fig. 4;
• Fig. 27 bis Fig. 29 schematische Darstellungen von Codierungs­elementen an Fahrbahnstücken der erfindungsgemässen Fahrbahnanlage;
• Fig. 30 bis Fig. 32 eine Seitenansicht, teilweise im Schnitt, eine Draufsicht und eine Unteransicht eines geraden, parallel zum Raster der Grundfläche zu verlegenden Fahr­bahnstücks;
• Fig. 33 und Fig. 34 eine Draufsicht und eine Unteransicht eines geraden, diagonal zum Raster der Grundfläche zu verle­genden Fahrbahnstücks;
• Fig. 35 und Fig. 36 eine Draufsicht und eine Unteransicht eines um 45° gebogenen Fahrbahnstücks für eine Rechts­kurve;
• Fig. 37 eine Draufsicht eines um 45° gebogenen Fahrbahn­stücks für eine Linkskurve;
• Fig. 38 und Fig. 39 eine Seitenansicht, teilweise im Schnitt, und eine Draufsicht eines geraden, unteren Rampen-­Fahrbahnstücks;
• Fig. 40 und Fig. 41 eine Seitenansicht, teilweise im Schnitt, und eine Draufsicht eines geraden, oberen Rampen-­Fahrbahnstücks;
• Fig. 42 und Fig. 43 eine Seitenansicht, teilweise im Schnitt, und eine Draufsicht eines geraden, mittleren Rampen-­Fahrbahnstücks; und
• Fig. 44 eine Seitenansicht, teilweise im Schnitt, eines Fahr­bahnabschnitts mit geraden Rampen-Fahrbahnstücken ge­mäss Fig. 38 bis 43.

Exemplary embodiments of the subject matter of the invention are explained below with reference to the drawings. Show it:

• 1 shows a diagram of concentric arcs with different radii and angular ranges on a square grid, the center of the arcs being in the corner of a grid square;
• FIG. 2 shows a diagram for explaining the design according to the invention of four curved roadway sections with an angular range of 45 ° with different pitch radii according to FIG. 1;
• 3 shows a further diagram of one of the curved lane sections of FIG. 2 to explain the determination of the radius of the curved section and the length of the straight section of the lane section;
• 4 shows a diagram of all curved and straight road sections according to an embodiment of the invention;
• 5 to 26 show diagrams of individual road sections from that of FIG. 4;
• 27 to FIG. 29 are schematic representations of coding elements on roadway sections of the roadway system according to the invention;
• 30 to 32 show a side view, partly in section, a top view and a bottom view of a straight track section to be laid parallel to the grid of the base area;
• 33 and 34 are a top view and a bottom view of a straight section of roadway to be laid diagonally to the grid of the base area;
• 35 and FIG. 36 are a top view and a bottom view of a section of roadway bent by 45 ° for a right-hand bend;
• 37 is a plan view of a lane section bent by 45 ° for a left curve;
• 38 and 39 are a side view, partly in section, and a top view of a straight, lower ramp section of the lane;
• 40 and 41 are a side view, partly in section, and a top view of a straight, upper ramp track section;
• 42 and 43 show a side view, partly in section, and a top view of a straight, central ramp section of the lane; and
• 44 shows a side view, partly in section, of a road section with straight ramp road sections according to FIGS. 38 to 43.

1 shows a diagram from which it can be seen which deviations exist between end points of different circular arc pieces with different radii and different angular ranges of symmetry points of a square grid.

1 shows a square grid 1 with a grid module M, the module M having the unit size, that is to say the side length of each square of the grid 1 has the unit value one. Circular arcs 2 are drawn into this grid, the radii of which start from a centrom Z0 lying in the corner of a square. The circular arcs 2 shown in FIG. 1 have radius values of 1.5.M, 2.M, 2.5.M etc., that is, O, 5.kM, where in FIG. 1 k = 3, 4, 5 ,. .. is. Furthermore, three different angular ranges for circular arc pieces of 22.5 °, 30 ° and 45 ° are indicated in FIG. 1 by correspondingly inclined straight lines 3, which also start from the center Z0.

Symmetry points of the square grid 1 are corner points, center points or bisecting points of the squares of the grid. In order to ensure that curved lane sections in a roadway system exactly fall within the given grid, these lane sections must be designed so that at least their two ends, defined by a center line of each lane section, geometrically coincide with a point of symmetry of one of the squares of grid 1. Since such a covering with arc-shaped road sections and a square 1 is to be shown below with reference to FIG. 1 how large the deviations from the desired geometric coverage are as a function of the size (radius and angular range) of the circular arc pieces.

In the diagram of FIG. 1, the one, lower end of each circular arc piece with an angular range of 22.5 °, 30 ° and 45 ° in a corner point (M integer) or in a bisecting point of a square of the grid 1 along the common of all circular arc pieces lower, horizontal radial line 3 'placed, each in a point of symmetry. For the other end of the circular arc piece in question, that is to say for the intersections of the three straight lines 3 with all circular arcs 2, the following can be seen:
- For the straight line 3 with the angle of inclination of 22.5 °, only the intersection with the circular arc 2, which has a radius of 6.5 M, comes to lie almost on a point of symmetry of a grid square, namely on a point bisecting a square.

- For the straight line 3 with the angle of inclination of 30 °, no intersection with an arc 2 comes to lie approximately in a point of symmetry of a grid square.

- In contrast, for straight line 3 with an inclination angle of 45 °, intersection points with several circular arcs 2 come to lie near a respective point of symmetry of a grid square. These cases are labeled I to V in FIG. 1 and are explained in more detail below.

It is understandable that for larger radii of circular arc 2, not shown in FIG. 1, further favorable intersection points of the three straight lines 3 with such circular arcs could be found, that is to say intersection points which come approximately to lie in a symmetry point of a grid square. However, it must be taken into account that in such cases the effective radii of the curved road sections become relatively large and are therefore usually undesirable for a road system of the type mentioned at the beginning. As an example, it should be mentioned that in a known toy building system, the grid module M, which is system-related in other respects, has a value of 64 mm. For the case of the intersection of the straight line 3 with the angle of inclination of 22.5 ° with the circular arc 2 of the radius 6.5 M, this results in a radius of 416 mm or a diameter of 83.2 cm, which is excessive requires a large footprint to fasten the lane sections for the purpose of building a lane system.

In addition, it should be noted that the play value of a roadway system of the type mentioned at the outset is particularly high when a certain roadway course can be achieved with a relatively small number of roadway sections in terms of total number and different types. For this reason, therefore, lane sections that have an angular range of 22.5 ° and 30 ° according to FIG. 1 are of less interest. As a result, only curved road sections that have an angular range are explained in more detail below in the sense of exemplary embodiments have from 45 °, that is to say in FIG. 1 with I to V.

• - Im Fall I liegt der Schnittpunkt der Geraden 3 mit dem Kreisbogen RI, der einen Radius von 3,5 M hat, gering­fügig radial nach innen vom nächsten Symmetriepunkt des Rasters 1, nämlich dem Mittelpunkt eines Quadrats.
• - Im Fall II liegt der Schnittpunkt der Geraden 3 mit dem Kreisbogen RII, der einen Radius von 3 M hat, radial etwas ausserhalb des nächsten Symmetriepunktes des Ras­ters 1, der ein Eckpunkt eines Quadrats ist.
• - Im Fall III liegt der Schnittpunkt der Geraden 3 mit dem Kreisbogen RIII, der einen Radius von 2 M hat, radial etwas nach innen vom nächsten Symmetriepunkt des Ras­ters 1, der wiederum der Mittelpunkt eines Quadrats ist.
• - Im Fall IV liegt der Schnittpunkt der Geraden 3 mit dem Kreisbogen RIV, der einen Radius von 5 M hat, wie im Fall II radial etwas ausserhalb des nächsten Symmetrie­punktes des Rasters 1, der der Mittelpunkt enes Quadrats ist.
• - Im Fall V liegt schliesslich der Schnittpunkt der Gera­den 3 mit dem Kreisbogen RV, der einen Radius von 5,5 M hat, wie in den Fällen I und III radial etwas nach innen vom nächsten Symmetriepunkt des Rasters 1, der ein Eck­punkt eines Quadrats ist.

In Fig. 1 intersection of the straight line 3 with the angle of inclination of 45 ° and the respective circular arc 2 with a ring are shown, while the obvious points of symmetry of the square grid 1 are shown with full points. The following can be seen from this:

• In case I, the intersection of the straight line 3 with the circular arc RI, which has a radius of 3.5 M, lies slightly radially inward from the next point of symmetry of the grid 1, namely the center of a square.
• In case II, the intersection of the straight line 3 with the circular arc RII, which has a radius of 3 M, lies radially somewhat outside the next point of symmetry of the grid 1, which is a corner point of a square.
• - In case III, the intersection of the straight line 3 with the circular arc RIII, which has a radius of 2 M, lies somewhat radially inward from the next point of symmetry of the grid 1, which in turn is the center of a square.
• - In case IV, the intersection of the straight line 3 with the circular arc RIV, which has a radius of 5 M, as in case II radially somewhat outside the next point of symmetry of the grid 1, which is the center of a square.
• - In case V is finally the point of intersection of straight line 3 with the circular arc RV, which has a radius of 5.5 M, as in cases I and III, radially somewhat inward from the next point of symmetry of grid 1, which is a corner point of a square .

In the cases I to V cited, the geometrical coverage of one end point of each lane section with a point of symmetry of the square grid (1) is complete and that of the other end point of the lane section is only slightly different. "Slightly" here means that the radial deviation from the geometric coverage is less than half the length of the diagonals of a grid square. The present invention is therefore based on the idea that it is possible to achieve a geometrical coverage of at least the two end points of a curved lane section with one of the symmetry points of the given grid 1 if the curved lane section has a simple, reproducible, slightly circular geometry different form is given.

Exemplary embodiments of the solution according to the invention are explained below with reference to FIG. 2. This figure relates to cases I to IV of FIG. 1, the case V being omitted on the one hand for reasons of clarity and on the other hand because it is based on an already considerable circular arc radius of 5.5 m.

2 shows, on a larger scale, again the square grid 1 with the grid module M, which is referred to below as the roadway module. Furthermore, FIG. 2 contains the straight line 3 starting from the grid center Z0, which is inclined at 45 ° and therefore diagonally, and the circular arcs RI to RIV which are decisive for the four cases I to IV in FIG. 1. The points of intersection of the straight line 3 with this circular arc are again denoted by rings, while the points of symmetry of the grid 1, with which reference points located at the ends of the carriageway sections are intended to cover, are shown with full points.

In FIG. 2, for the cases I to IV of FIG. 1, roadway sections 4 are shown schematically as curved strips with a maximum width 5, these designations being entered only for the case I for reasons of clarity. The two ends of a center line, not shown, of the strip-shaped track sections 4 (cf. also FIG. 3) are defined as reference points for these track sections 4, which accordingly coincide with the symmetry points of the grid 1 and are designated 6 and 7. As shown, each piece of roadway 4 according to the invention consists of a circularly curved section 8 and a straight section 9, which is shown hatched.

According to the invention, the circular section 8 of each track section 4 is determined by the following definition of its center. In the two end points 6 and 7 of each lane section which correspond to the symmetry points of the grid 1, a tangent condition must be fulfilled by in the present case of a lane section extending over an angular range of 45 °, the tangent to the lane section or its center line in one end point of the lane section must be parallel or perpendicular to the grid 1 and in the other end point of the lane section in the diagonal direction of the grid 1 so that further lane sections fit get connected. Since the straight sections of the carriageway sections provided according to the invention have no influence on the tangent direction at the ends of the carriageway sections, the geometrical location for the fulfillment of the mentioned tangent condition is the bisector of the two tangents placed in an end point 6 or 7 of the carriageway section 4. These tangents are designated T in FIG. 2 for case I. In FIG. 2, the respective bisector WI to WIV of these tangents are also shown for all cases I to IV.

According to the invention, the center of the arcuate section 8 of each lane section 4 results from the intersection of the relevant bisector with one of the radii delimiting the angular range of the lane section, that is to say with reference to FIG. 2, from the intersection of the respective bisector WI to WIV with the straight line 3 or horizontal radial line 3 ′. This results from the fact that each lane section consists of a curved and a straight section and therefore one end of the lane section is the end of its curved section, which consequently coincides with one of the limiting radii mentioned.

2, these intersection points, which define the centers of the arcuate sections 8 of the lane sections 4, are denoted by ZI to ZIV. Decisive for these intersections is the fact that virtual intersections of the bisector WI to WIV with extensions of the straight line 3 and the radial line 3 'beyond the center Z0 are no solutions, since in any case the corrected radius from the specified center ZI to ZIV to End point 6 or 7 of the lane section 4 must be smaller than the uncorrected radius of the original circular arcs RI to RIV. Thus, the bisector WI and WIII of the lane sections 4 of the cases I and III intersect the straight line 3 in the centers ZI and ZIII, while the bisector WII and WIV of the lane sections 4 of the cases II and IV intersect the radial line 3 'in the centers ZII and ZII, respectively. ZIV cut.

By defining the centers ZI to ZIV of the arcuate sections 8 of the lane sections 4, the straight sections 9 of the lane sections 4 are also fixed, since each circularly curved section 8 extends over an angular range of 45 ° around its center ZI to ZIV. Thus, each arcuate section 8 is supplemented at that end by a straight section 9, which is opposite to the other end coinciding with the radius containing the center in question. The straight section 9 extends here to the other radius and has a length that is equal to the vertical distance of the center in question from this other radius.

In Fig. 2, the resulting straight sections 9 of the road sections 4 for cases I to IV are shown hatched. From this it can be seen in particular that when the intersection of the relevant original arc RI ... RIV with the center ZO with the 45 ° straight line 3 comes to lie radially inward from the next point of symmetry of the grid 1, the straight section 9 is on the Side of the horizontal radial line 3 'is located, and vice versa. It can also be seen that the greater the deviation from the geometric coverage, the greater the length of the straight section 9. As explained below, this circumstance can be a criterion for the selection of a specific design of the lane section for a lane system.

3, it is explained below how the position of the respective center of the arcuate section 8 of the lane section in the grid 1 and the radius of this section 8 are determined in practice. FIG. 3 again shows the square grid 1 with the roadway module M corresponding to FIG. 2. The curved lane section 4, which has the lane width 5, corresponds to that of case I in FIG. 2, which is explained here for example. Z0 in turn denotes the center of the original circular arc RI of FIG. 2, not shown in FIG. 3. The track section 4 has a first end point 6 with respect to a center line 10, which is at a distance of 3.5 M from the center Z0 on the radial line 3 ', that is to say in a point of symmetry of the grid 1. The other end point 7 of the track section 4 lies in the center of a square of the grid 1 on the diagonal straight line 3. Furthermore, in FIG the two tangents T to the center line 10 in the end points 6 and 7 are shown. Its bisector WI intersects, as already explained with reference to FIG. 2, the straight line 3 at point ZI, which forms the center of the arcuate section 8 of the road section 4. In FIG. 3, x also denotes the distances of the end point 7 from the center ZI measured in the directions of the grid 1. With y the radius of the center line 10 of the arcuate section 8 is designated, while with z and z 'in the directions of the grid 1, the distances of the center ZI of section 8 from the original circular arc center Z0 are indicated. In the present example, z = z 'for reasons of symmetry.

From Fig. 3 it can be seen that on the one hand y = M + x and on the other hand y = x √2, and that z = 3.5.M - y. From this you get the values for y and z, namely:

The size of the roadway module M can be determined by the component system for toy building models in which a roadway system of the present type is to be built. For example, the roadway module can therefore be M = 64 mm, as has already been mentioned. Such a roadway module is in a component system, for example, by the modular assignment of streets, groups of houses and the like on the Base area determined. It follows that for curved lane sections 4 according to FIG. 3, the corrected radius y of the arcuate section 8, based on its center line 10, has a length of 218.5 mm, and that the displacements z and z 'of the center ZI of the arcuate section 8 or the length of the straight section 9 have a value of 5.5 mm.

Similarly, values y and z or z ′ can also be determined for other cases, in particular cases II to IV according to FIG. 2. For cases II and IV of FIG. 2 and similar cases, it is clear in advance that z '= 0, because the respective center ZII or ZIV lies on the radial line 3'.

• 1) Zu berücksichtigen ist einmal die totale Breite der vorgese­henen Fahrbahn. Auf alle Fälle muss sie kleiner als der Fahr­bahnmodul M sein.
• 2) Wichtig ist sodann die Wahl des unkorrigierten Radius des Kreisbogens. Je grösser dieser Radius gewählt bzw. zugelassen wird, desto grösser sind der Platzbedarf an Grundfläche und und der Materialverbrauch für die einzelnen Fahrbahnstücke. Für jeden der anhand der Fig. 1 und 2 diskutierten Fälle sowie für alle weiteren denkbaren Fälle kann eine Zahl bestimmt werden, welche die Anzahl der für einen gegebenen Fahrbahn­radius einschliesslich der Breitenabmessung der Fahrbahnstücke benötigten Fahrbahnmodule M angibt.
• 3) Von Einfluss ist ferner der bei einer bestimmten Ausbildung eines gebogenen Fahrbahnstücks ermöglichte Fahrbahnabstand paralleler Fahrbahnen. Unter Bezugnahme auf Fig. 2 ergibt sich dieser minimale Parallelabstand dadurch, dass an die in Fig. 2 dargestellten, nach rechts gebogenen Fahrbahnstücke entsprechende nach links gebogene Fahrbahnstücke angefügt werden, so dass eine Parallelität beidseitiger angeschlossener, gerader Fahrbahnstücke erzielt wird.
• 4) Schliesslich kann noch von Bedeutung sein, ob eine Anordnung mehrerer gebogener und gerader Fahrbahnstücke einen stetigen, "harmonischen" Fahrbahnverlauf ergibt. Dies ist nicht der Fall, wenn die Länge der geraden Abschnitte 9 der gebogenen Fahr­bahnstücke 4 (Fig. 2) relativ gross ist und wenn sich zudem ein gerader Abschnitt 9 am um 45° geneigten Ende eine Fahr­bahnstücks befindet, vgl. die Fälle II und III bzw. II und IV in Fig. 2.

Which embodiment of the roadway system according to the invention is advantageously to be selected for a specific, given component system depends on various factors, which are listed individually below.

• 1) One has to take into account the total width of the intended lane. In any case, it must be smaller than the lane module M.
• 2) It is then important to choose the uncorrected radius of the arc. The larger this radius is selected or permitted, the greater the space requirement and the material consumption for the individual road sections. A number can be determined for each of the cases discussed with reference to FIGS. 1 and 2 and for all other conceivable cases which indicates the number of roadway modules M required for a given roadway radius, including the width dimension of the roadway sections.
• 3) The lane spacing of parallel lanes made possible with a specific formation of a curved lane section is also of influence. With reference to FIG. 2, this minimum parallel distance results from the fact that corresponding lane pieces that are bent to the right are added to the lane pieces that are bent to the right in FIG. 2, so that parallel, straight lane pieces connected on both sides is achieved.
• 4) Finally, it can also be important whether an arrangement of several curved and straight lane sections results in a continuous, "harmonious" lane course. This is not the case if the length of the straight sections 9 of the curved lane sections 4 (FIG. 2) is relatively large and if there is also a straight section 9 at the end of a lane section inclined by 45 °, cf. cases II and III or II and IV in FIG. 2.

• - in der ersten Kolonne der Wert des unkorrigierten Radius des betreffenden Kreisbogens RI bis RV (Fig. 1);
• - in der zweiten Kolonne die bereits erwähnte Anzahl der unter Berücksichtigung der Fahrbahnbreite benötigten Fahrbahnmodule M;
• - in der dritten Kolonne der Fahrbahnabstand bei Parallelfahr­bahnen;
• - in der vierten Kolonne der korrigierte Radius des kreisbogen­förmigen Abschnitts 8 des jeweiligen Fahrbahnstücks 4, wie er aufgrund der beispielsweisen Erläuterung anhand von Fig. 3 bestimmt wurde;
• - in der fünften Kolonne die Länge des geraden Abschnitts 9 des betreffenden Fahrbahnstücks 4, dessen Bestimmung anhand von Fig. 3 beispielsweise ebenfalls schon erläutert wurde; und
• - in der sechsten Kolonne eine Verhältniszahl, die sich als in in Prozenten ausgedrückter Quotient der Länge des geraden Abschnitts (fünfte Kolonne) und des korrigierten Radius des kreisbogenförmigen Abschnitts (vierte Kolonne) des Fahrbahn­stücks ergibt.

For the cases I to V shown in FIG. 1 or for the cases I to IV shown in FIG. 2, data are given in the table below according to the criteria mentioned in points 2, 3 and 4 above, namely:

• - In the first column, the value of the uncorrected radius of the relevant arc RI to RV (Fig. 1);
• - In the second column, the already mentioned number of lane modules M required taking into account the lane width;
• - in the third column, the lane distance for parallel lanes;
• - In the fourth column, the corrected radius of the arcuate section 8 of the respective lane section 4, as was determined on the basis of the exemplary explanation with reference to FIG. 3;
• - In the fifth column, the length of the straight section 9 of the relevant lane section 4, the determination of which has also already been explained, for example, with reference to FIG. 3; and
• - In the sixth column, a ratio which is expressed as the quotient, expressed as a percentage, of the length of the straight section (fifth column) and the corrected radius of the arcuate section (fourth column) of the road section.

This dimensionless ratio is a useful indicator for the section of road in question by indicating what percentage the straight section has with respect to the arcuate section. This ratio number is therefore a measure of the relative deviation of an impossible geometrical coverage of the intersection of the arc in question with the 45 ° straight line and the assigned point of symmetry of the lane grid for the reference point at one end of the lane section, cf. Fig. 1. With a complete, but not possible geometric coverage, this ratio would be zero. In practice, it is advantageous to choose a road section whose ratio is minimal, because then the relative length of the compensating straight section is small and the corrected radius of the circular section deviates only slightly from the uncorrected circular radius.

The data recorded in the table can be briefly commented on as follows:
- The two criteria "number of required lane modules M" (space requirement) and "lane distance for parallel lanes" make Case III appear advantageous. A serious disadvantage, however, is that the straight section of each lane section in case III has a considerable relative length, which is reflected in the high value of the ratio. It is therefore not possible to create a closed lane with eight lane sections from case III, which has only a somewhat circular shape.

- The next larger case II offers no advantage over case III, but only disadvantages, because firstly the number of required lane modules M is 1 M larger, secondly the lane distance for parallel lanes is twice as large, and thirdly the ratio is the same.

- Overall, favorable data shows a lane section according to Case I. With four lane modules, the space requirement is again somewhat, but only slightly larger than in Case II; The distance between the carriageways for parallel carriageways is also 2 M greater than the minimum distance. However, as is evident from the data for the corrected radius of the circular arc-shaped section and for the length of the straight section, and in particular from the value of the relative number in this respect, the road section extending over an eighth-arc gives way according to case I only very little from the circular shape; in this respect it is almost ideal.

- The section of the lane according to Case IV also has an equally low ratio, that is, a good approximation to the circular shape. However, in case IV the space requirement (number of required lane modules M) and the lane spacing for parallel lanes are already so large that the use of such lane sections is only of interest and advantage if the given lane module M is relative in absolute lengths in the toy building system in question is small.

- Finally, case V, which is not shown in FIG. 2, is practically of no interest compared to case IV, because with a somewhat higher number of required roadway modules M, the ratio is approximately three times greater.

In summary, it can therefore be stated that curved road sections according to Case I offer the most advantages. The following description of embodiments of curved lane sections is therefore restricted to lane sections of the configuration according to Case I in FIG. 2, but without the present invention being restricted to this case.

In Fig. 4 are in the lane grid 1 with the lane module M all possible curved lane pieces in this grid according to Case I and all straight lane pieces, in each case positions rotated by 45 °. The curved road sections shown do not require any further explanation following the preceding description. The straight lane sections shown have a length which, according to the invention, is in a fixed relationship to the lane module M of the lane grid 1. In the exemplary embodiment shown in FIG. 4, all straight lane sections that are parallel to the lane grid 1 have a length of 3 M, and those straight lane sections that lie diagonally to the lane grid 1 have a length of 2 √2. M. Instead of a factor k = 3 or k = 2, other factors k can also be used for the lengths of the straight lane sections, insofar as this fulfills the condition that reference points at the ends of the lane sections come to coincide with points of symmetry of the lane grid 1. The factor k can accordingly have the values 0.5-1-1.5-2-2.5, etc., so that the reference point previously defined for the curved road sections in the layers according to FIG. 4 is always in a point bisecting point, a center point or a corner point of a square of the lane grid 1 comes to lie.

In Fig. 4 coding elements 11, 13 and 12, 14 are indicated schematically at the ends of all straight and curved road sections. The purpose of these coding elements is to ensure that a specific section of the roadway of the type according to the invention can only be connected to a roadway section of this type if, owing to the design of the further roadway section, the defined reference point at the end of the first-mentioned roadway section matches a point of symmetry of the roadway raster 1 is continued by the further lane section. It can be seen that the curved lane sections can be divided into two groups of different designs, namely right and left lane sections, and that this also applies to straight lane sections, namely whether they are intended for grid-parallel or grid-diagonal laying. Thus, a carriageway installation of the type according to the invention, insofar as it is built up in a single plane, will basically comprise four different groups of carriageway sections, each of which relates to the curved and the straight carriageway sections.

As indicated schematically in Fig. 4, the coding elements consist of projections 11, 12 arranged at each end of the road sections and depressions 13, 14 corresponding to these projections. Any two road sections of Fig. 4 can therefore only be connected to one another if the desired one Composing the projecting coding element 11, 12 of the one lane section opposite the recessed coding element 13, 14 of the other lane section in order to bring these mutually corresponding coding elements into mutual engagement. If this is not possible because a protruding coding element 11, 12 of one lane section is opposite a likewise protruding coding element 11, 12 of the other lane section, the user merely has to select the other of the two different and differently encoded lane sections of the same group of curved or straight lane sections and add. So the structure is a roadway system according to the invention possible without any training, knowledge or experience.

In addition, there is a very simple basic rule for ensuring the correct connection of two pieces of roadway to be connected with respect to the formation of the coding. The coding at the ends of the carriageway sections only has to be different, depending on whether the end in question is parallel or diagonal to the carriageway grid 1.

This basic rule is clearly evident from FIG. At those ends that are parallel to the lane grid 1, the projecting coding element 11 is located on one side of the end surface of the lane section, and accordingly the recessed coding element 13 is located at the other end of this end surface. At those ends that are diagonal to the lane grid 1, the arrangement of the coding elements 12, 14 on the end faces of the lane sections is exactly opposite.

Practical embodiments of the coding elements 11, 12, 13, 14, which are only shown schematically in FIG. 4, are explained below with reference to FIGS. 27 to 29. Further designs of the same coding for road sections which are intended to form slopes or ramps will be described later with reference to FIGS. 38 to 43.

5 to 26, several lane examples are highlighted on the background of the compilation of FIG. 4, namely on the one hand individual lane sections and on the other hand lane sections assembled to crossings and switches.

FIG. 5 shows a straight lane section arranged parallel to the lane grid, and FIG. 6 shows a straight lane section arranged diagonally to the lane grid.

7 and 8 each show a 90 ° intersection formed from two straight pieces of roadway, which is parallel or diagonal to the roadway grid.

9 and 10 each show a 45 ° intersection in the right or left position with respect to the straight section of the road running parallel to the lane grid.

FIG. 11 shows a curved lane piece running to the right, and FIG. 12 shows a curved lane piece that runs to the left.

FIG. 13 shows a composition of the two curved lane sections from FIGS. 11 and 12 in the form of an arch switch, the axis of symmetry of which lies parallel to the lane grid. Fig. 14 shows the same crossover, but the axis of symmetry is diagonal.

15 to 18 show compositions of a straight and a curved track section in the form of left turnouts (FIGS. 15, 17) and right turnouts (FIGS. 16, 18). 15 and 16, the straight lane section lies parallel to the lane grid, while in the embodiments of FIGS. 17 and 18 it lies diagonally to the lane grid.

Compilations of a straight lane section and two curved lane sections are shown in FIGS. 19 to 24.

19 and 20 each show a double switch, in which the straight track section is parallel to the lane grid or diagonally to the lane grid. The branches consist of a lane section bent to the right and left.

21 to 24 show designs of composite switch assemblies which, in addition to the passage over a straight section of the carriageway, permit branching to the right (FIGS. 21, 24) or to the left (FIGS. 22, 23). In FIGS. 21 and 22, the straight lane section lies parallel to the lane grid, while in FIGS. 23 and 24 it lies diagonally to it.

Finally, FIGS. 25 and 26 show two 45 ° crossovers with branches to the right and to the left.

In the lane examples of FIGS. 11 to 26, the curved lane sections are each designed in accordance with the case I in FIG. 2 and in accordance with FIG. 3, or with the opposite direction of curvature. Furthermore, in all of the roadway examples in FIGS. 5 to 26, the two ends of the respective straight and curved roadway sections are provided with coding means (not shown) in an arrangement as shown in FIG. 4.

Practical exemplary embodiments of the coding means provided at the ends of the road sections are explained below with reference to FIGS. 27, 28 and 29. In these figures, the end regions of two road sections 15 and 16 are shown, which are to be strung together on their end faces. As can be seen from FIGS. 27 and 28, the end faces of the two road sections 15 and 16 are each provided with a projection 17 and 18 and a recess 19 and 20, respectively. The projections 17, 18 and the depressions 19, 20 are designed such that when the two carriageway sections 15 and 16 are pushed together, a projection 17, 18 engages in the opposite depression 20, 19. The embodiment of FIG. 28 differs from that of FIG. 27 in that the projections and depressions lie on the lateral edges of the end faces, while in FIG. 27 they are provided on the inside of the end faces with respect to the lateral edges.

The projections and depressions shown in FIGS. 27 and 28 of course have no holding action, that is to say that the two track sections 15 and 16 cannot be coupled mechanically firmly, but releasably, by means of the projections and depression. The mechanical fixation of the carriageway sections takes place rather in that they are plugged onto a base plate provided with coupling elements, for example coupling pins, and / or are detachably connected to one another by means of small-area coupling elements, for example plates or the like provided with coupling pins.

In the exemplary embodiment in FIG. 29, projections 21, 22 and corresponding depressions 23, 24 are designed in the manner of a dovetail, so that the two track sections 15, 16 can be coupled from above or below by inserting the projections 21, 22 into the corresponding depressions 24, 23 and thereby be held in their longitudinal direction.

Coding of different road sections that are not intended to be connected by means of the coding elements designed as projections and depressions takes place in that the projections and correspondingly the depressions are provided at different locations along the end faces of the road sections. For example, in the plan views of the lane sections 15 of FIGS. 27 to 29, the projections 17, 21 arranged on one edge are moved to the other edge, so that a second coding is achieved which is the same as the first coding of the lane sections 16 of FIG. 27 until 29 is no longer compatible. Such lane sections cannot then be placed next to each other. These two coding elements are shown schematically in FIG. 4. A third type of coding, the application of which will be explained below, can be achieved by providing the end face of one lane section with two projections and the end surface of the other lane section provided for connection to this lane section with two corresponding depressions. Roadway sections provided with such coding elements can only be combined with roadway sections of the same type.

It is obvious that numerous other embodiments of coding elements at the ends of the road sections are conceivable, for example purely optical markings, magnetic coding means etc. However, the coding elements described or similar with reference to FIGS. 27 to 29 have the advantage that, on the one hand, they each do not conform to the intended purpose Prevent connection of lane sections and, on the other hand, do not require any additional elements, but can be molded directly onto the ends of the lane.

The present coding at the ends of straight and curved lane sections and of lane sections to form a slope or ramp is described below in further exemplary embodiments of lane sections of the type according to the invention, which are shown in FIGS. 30 to 43.

30 to 32, a straight piece of road 25 is shown in a side view (partly in section), in a top view and in a bottom view. The road section 25 is intended to be laid parallel to the grid of a base area. For the sake of simplicity, a section of the roadway in the form of a flat bar is shown here and in the following figures. The track section 25 has on its upper side a smooth track 26 for the wheels of a vehicle and a central rib 27 as a guide element for the vehicle. The underside of the track section 25 is essentially hollow and provided with reinforcing ribs 28. At its two ends, the lane section 25 has on its underside mating coupling elements, which in a manner known per se consist of transverse walls 30 and hollow pins 31, around cylindrical coupling pins, which are arranged on a base plate in a grid with the building module m, when the lane piece is attached to record on this base plate in the spaces between the transverse walls 30 and the hollow pin 31. A mating coupling element 29 with the same function is also provided in the middle. The two end faces of the track section 25 are each provided with a dovetail-like projection 32 and, symmetrically thereto, with a corresponding recess 33, as is already shown in FIG. 29. It can be seen that the projection 32 is provided on the right of the center or the recess 33 on the left of the center in view of both end surfaces. The track section 25 is preferably made in one piece from plastic.

33 and 34 show a straight track section 36 in a top view and a bottom view, which is intended to be laid diagonally to the grid of a base area. The lane section 36 is in itself of the same design as the straight lane section 25 of FIGS. 30 to 32. However, it has two essential differences in that its length corresponding to the predefined diagonal position contains the factor √2 compared to the length of the lane section 25 not shown in the figures), and in that its projections and depressions are arranged differently on the end faces. In the view of both end faces, a projection 34 is provided on the left of the lane section 36 or a recess 35 on the right of the center. Thus, the diagonal track section 36 cannot be connected to a parallel track section 25.

35 and 36 show a top view and a bottom view of a lane piece 37 bent to the right, which in itself has the same structure and which according to the invention consists of an arcuate section 8 and a straight section 9 (cf. FIG. 2, case I or Fig. 3) is composed. The projections and depressions, which in turn are provided as coding elements on the end faces of the track section 37, are determined with respect to their position as follows:

- On the end surface 38, which is intended to lie parallel to the grid of the base, the position of the projection 32 and the recess 33 and the corresponding one is correct If these coding elements coincide on the end faces of the straight, parallel track section 25 (FIGS. 30 to 32), that is to say the projection 32 lies to the right of the center in view of the end face 38 and the depression 33 on the left of the center.

- On the other end surface 39, which is intended to lie diagonally to the grid of the base surface, the position of the projection 34 and the recess 35 coincides with the corresponding positions of these coding elements on the end surfaces of the straight, diagonal track section 36 (FIG. 33, 34), that is to say the projection 34 lies in a view of the end face 39 to the left of the center and the depression 35 to the right of the center.

Thus, the curved track section 37 can be connected at its one end, which has the straight section 9, only to a parallel, straight track section 25 and at its other end only to a diagonal, straight track section 36.

The same also applies to a lane section 40 bent to the left, as shown in FIG. 37. In addition, there is the case of a direct connection between two curved road sections. If the curved carriageway is supplemented to a quarter circle, then a carriageway section 37 (FIG. 35) is connected to a carriageway section 40 (FIG. 37), since the respective ge end with the straight section 9 must be parallel to the grid of the base. As can be seen, the coding with the projections and depressions also offers no other connection option for forming a quarter circle. If, however, an S curve is to be formed, two lane sections 37 and 40 (FIGS. 35, 37) must be lined up for the same reason, which connection option is the only one that permits the coding described.

If the carriageway system is also to have straight-line ramps with gradients or inclinations, special carriageway sections are required, namely

- a lane section for the transition from the horizontal to the slope of the ramp,

- a piece of roadway for the transition from the inclination to a horizontal at a higher level, and, if desired,

- One or more straight sections of road to extend the ramp in the slope of the ramp.

Suitable lane sections are shown in FIGS. 38 to 43, while in FIG. 44 a built-up ramp is shown with the aforementioned lane sections.

The section 41 of the roadway shown in FIGS. 38 and 39 is intended to form the transition from a horizontally laid section of the roadway to the inclined position of a roadway ramp. The track section 41 therefore has at its one end 42 a horizontal track which has an upward curvature up to its other end 43. In its longitudinal direction, however, the track section 41 is straight, cf. the top view of FIG. 39.

Like the track sections described so far, the track section 41 also has a hollow underside, which is provided at the ends 42 and 43 and in the middle with the transverse walls 30 and the hollow pin 31, around the track section at the end 42 on a base plate provided with corresponding coupling pins and at the end 43 and in the middle to be able to attach to pillars, which are also provided with corresponding coupling pins. According to the invention, the length of the lane section 41 is such that it corresponds to the modules M of the lane grid, that is, the length of the lane section 41 projected onto the horizontal (FIG. 39) is a multiple of the lane module M.

The ends 42 and 43 of the track section 41 are of course also provided with coding means of the type described with reference to FIGS. 30 to 37. One end 42 for horizontal and parallel to the lane grid connection to another straight or curved lane section accordingly has the same and arranged coding means, namely a projection 32 and a recess 33, such as the straight track section 25 of FIG. 31 or the curved track sections 37 and 40 of FIGS. 35 and 37 respectively. At the other end 43 of the lane section 41, a special lane section must be connected, which either continues the ramp in a straight and flat manner or forms a transition to the horizontal at a higher level. Consequently, for the compulsory assignment of such special lane sections, the end 43 is provided on its end face with a third type of coding, which consists of two depressions 44, so that this end cannot be connected to any of the lane sections previously described.

40 and 41 show a lane section 45 similar to the lane section 41, which is intended to bring the inclination of the ramp at the end 43 of the lane section 41 back into the horizontal and accordingly has an identical but opposite curvature. Correspondingly, coding means 45 are formed accordingly at the ends 46 and 47 of the lane section: the end 46 is provided on its end face with two projections 48 for engaging in the two depressions 44 of the lane section 41, while the other, horizontal end 47 in turn has a projection 32 and has a recess 33 for connecting a track section 25, 37 or 40 according to FIGS. 31, 35 or 37.

42 and 43 show a further ramp section 49, which is provided to extend the ramp with a constant inclination. This straight and level piece of roadway is therefore provided at one end with two projections 48 and at its other end with two depressions 44 in order to be connected to the roadway section 41 (FIGS. 38, 39) or to the roadway section 45 (FIG. 40 , 41) or to an identical ramp section 49.

Finally, a complete ramp is shown in FIG. 44, which is composed of a lane section 41 (FIGS. 38, 39), a lane section 49 (FIGS. 42, 43) and a lane section 45 (FIGS. 40, 41). The horizontal end 42 of the track section 41 and pillars 50 for supporting the track sections 41, 49, 45 are plugged onto a base plate 51. It is obvious that on the higher, horizontal level 52, the roadway through roadway sections 25, 37 and 40 of the type described above (FIGS. 30 to 32 and 35 to 37) in any way and using appropriate pillars, as well as by means of another 44 descending ramp according to FIG. 44 by attaching a lane section 45 (FIGS. 40, 41) or by means of a further ascending ramp by attaching a lane section 41 (FIGS. 38, 39). Of course, curved ramp road sections are also possible, preferably those with an angular range of 90 °.

There have been previously described pieces of road that are in the form of a flat bar that may be straight and flat, or curved and flat, or straight and curved down or up, the road being a smooth surface. However, the invention is not limited to such a type of roadway, which is shown in simplified form for reasons of drawing. Rather, all types of toy carriageways, in particular also those that are designed as tracks with rails and sleepers, can easily be designed in accordance with the present invention and provided with the coding elements described in an adapted manner.

Claims (13)

1. lane system for toy vehicles, with straight and curved lane sections which are intended for mechanical, detachable connection to a coherent base area which has corresponding coupling elements in a uniform, square construction grid with a given building module m, characterized in that fixed reference points (6, 7) at the ends of the carriageway sections (4) to be connected to the base area are each assigned symmetry points of a predetermined, square carriageway grid (1) which is oriented in the same way with respect to the structural grid of the base area and has a carriageway module M that is a multiple of the construction module m that each curved track section (4) is composed of a longer, circular arc section (8) and a shorter, straight section (9), the center (ZI) of the circular section (8) compared to that in a point of symmetry of the grid pattern (1 ) lying center (ZO) of the Angular range of the road section (4) determining partial circle (RI) is offset, the radii delimiting it (3,3 ') go through the symmetry points of the road grid (1), which the reference points (6,7) to The ends of the track section (4) are assigned, and the center (ZI) of the arcuate section (8) through the intersection of the bisector (WI) of the tangents (6,7) at the ends of the track section (4) at the ends of the track section (4) T) is determined with one of the two radii (3,3 ') delimiting the pitch circle (RI), and that the length of each straight lane section is in a fixed relationship to the lane module M. 2. Lane system according to claim 1, characterized in that the symmetry points of the lane grid (1) are corner points, center points or side bisecting points of squares of the lane grid. 3. Track system according to claim 1 or 2, characterized in that the curved track sections (4) comprise two groups of left and right curved track sections. 4. Track system according to one of claims 1 to 3, characterized in that the angular range of each curved track section (4) is 45 °. 5. Track system according to claim 4, characterized in that two curved track sections (4) with an angular range of 45 ° to a track section with an angular range of 90 ° are assembled in one piece. 6. Roadway system according to claim 4, characterized in that the center (ZO) of said pitch circle is in the corner point of a first square of the roadway grid (1), and that the reference points (6,7) at the ends of the curved roadway section (4) lie in the center of a second square or in the side bisecting point of a third square of the lane grid (1), the radius (3,3 ') of the pitch circle being three and a half times the lane module M. 7. lane system according to claim 6, characterized in that the shorter, straight section (9) of each curved lane section (4) is in that end region of the lane section which is intended to be parallel to the lane grid (1), and that Radius (y) of the arcuate section (8) of the road section

(4)

. M is

while the displacements (z, z ') of the center (ZI) of the arcuate section (8) from the center (ZO) of the pitch circle in both directions of the lane grid (1) each the amount

from (3.5 -

). M towards

to the arcuate section (8). 8. lane system according to claim 1, characterized in that those straight lane sections which are intended to lie parallel to the lane grid (1) have an integer ratio to half the lane module M, and that those straight Pieces of roadway that are intended to lie diagonally to the roadway grid (1) have an integer ratio multiplied by √2 to half the roadway module M. 9. Track system according to one of claims 1 to 8, characterized in that the two ends of each track section are provided with a coding (11, 12, 13, 14) which is designed such that a track section, the reference points located at its ends agree with points of symmetry of the lane grid (1), can only be connected to such a further lane section that maintains this correspondence. 10. Lane system according to claim 9, characterized in that that end of each curved lane section (4) and the two ends of each straight lane section, which are intended to lie at an angle of 45 ° to the lane grid (1), have a different coding than the relevant ends of the lane sections which are intended to lie parallel to the lane grid (1). 11. Roadway system according to claim 9, characterized in that roadway sections (41, 45, 49), which are intended to be arranged on slopes of the road, have a different coding at their ends lying in the slope (44,48) have as the ends of the road sections that are intended to be laid horizontally. 12. Roadway system according to one of claims 9 to 11, characterized in that the coding has as projections (11, 12) and depressions (13, 14) formed as coding elements at the ends of each track section, the projections and depressions for mutual engagement with corresponding coding elements of an adjacent lane section are formed. 13. Roadway system according to claim 12, characterized in that two coding elements (11, 13; 12, 14) are formed at each end of the road sections.

Images