EP3477004B1 - Rail system having expansion joint - Google Patents

Description

TECHNICAL AREA

The present invention relates to a rail system for a transport system, comprising at least one rail which has at least one expansion joint construction.

STATE OF THE ART

Transport systems for rail-bound vehicles are known to have a rail system along which the vehicle or vehicles are moved and from which they are guided. The rails can be designed in different variants, e.g. B. as a regular rail track with two parallel rails, as a roller coaster rail, as a monorail in a support structure or with a drive-over tube and a guide tube arranged underneath, etc., etc.

With temperature fluctuations, length changes occur in practically every rail system. The changes in length are often absorbed by a support structure of the rail system. If the support structure is not able to do this, joints can also be provided between rail sections, which act as expansion joints when the rails are extended.

However, the provision of joints between two rail sections is also necessary, for example, in the case of sliding points in which a rail section is temporarily offset transversely from the rail track of a route section. For example, in the roller coaster area, but not limited to this area, due to maintenance work, it is imperative to provide a maintenance or buffer area for vehicles in which the vehicles can be removed from the route. A sliding switch can be used for the discharge, in which a rail section movable transversely to a route section is provided. This rail section must have two ends, each with a gap / joint between the ends and the respective end of the adjacent track section. The gaps must be dimensioned in such a way that even at higher temperatures with linear expansion of the rail system, a smooth lateral transfer of the movable rail section is possible without jamming the ends of the rail section.

At the same time, however, the gap should not be larger than necessary in order to avoid a blow when driving over the gap, so that the occupants are not burdened and the load on the wheel and axle construction of the vehicle is reduced. To prevent large bumps, use the joints often driven at reduced speed. This can limit the speed characteristics of a roller coaster ride.

Another problem of joints that are too large at lower temperatures can arise if a positive drive, e.g. a gear drive is used. Toothed racks, chains or other engagement elements attached to the rails have a maximum permissible division error, the exceeding or falling below of which leads to an incorrect, because imprecise, engagement with great play and thus to a faster wear of the toothing or the drive rollers. In addition, the vehicle cannot absorb the maximum driving force when passing the transition point and can overrun it at maximum speed. From this point of view, the size of the gap would be as accurate as possible at a given target value.

Taking into account the permissible division error on the one hand and the required, minimum gap width on the other hand, a compromise for the gap width would have to be found that meets both requirements. This narrow line and the high precision required are often not technically feasible in conventional systems.

The publication EP 2 307 617 B1 discloses a known device for expansion compensation for a guide rail, which among other things has a plurality of transverse strips between which compressible modules are located.

The publication EP 3 014 021 B1 shows a rail crossing, wherein at least one of the crossing rails of the construction has an actuating means for extending and contracting an extensible rail section lengthways.

OBJECT OF THE INVENTION

Proceeding from this, the object of the present invention is to provide a rail system for a transport system which meets the requirements both with regard to an expansion joint and the permissible division error of a form-fitting drive.

TECHNICAL SOLUTION

This object is achieved by a rail system for a transport system according to claim 1. Advantageous embodiments of the invention are the subject of the dependent claims.

A rail system according to the invention for a transport system comprises at least one rail which has at least one expansion joint construction, the expansion joint construction at least one Includes adjustable element movable in the longitudinal direction of the rail. The adjusting element or the adjusting elements each comprise at least one engagement element for a toothing of a gear drive. In particular, the expansion joint construction has at least one elastic element that applies force to the adjusting element. In particular, an elastic element can be arranged on both sides of the at least one (or more) adjustment element. In a preferred embodiment of the invention, the elastic element can be a passive elastic element.

The expansion joint construction can be used for roller coasters and pipe rails, for example, but in general it can also be used for all rail-guided transport systems (including e.g. crane systems).

For example, with roller coasters there is a so-called maintenance or buffer area for vehicles, into which vehicles e.g. can be removed for maintenance via a sliding switch. A certain gap must be present in order to ensure a smooth shift. Taking into account the thermal expansion, the gap must be dimensioned so that it works in every season without jamming at a certain maximum temperature and unnecessary customer and wheel load when driving over as a result of the gap at a predetermined minimum temperature. To prevent large impacts, conventional systems drive over this point at a reduced speed. In order to avoid these restrictions, the gap is bridged at least partially or in sections by an expansion joint construction according to the invention.

In particular, the adjusting element is acted upon on both sides by elastic force.

Preferably, the adjusting element or several adjusting elements have elastic elements on both sides, which adjust the adjusting elements.

In particular, the elastic elements are spring elements, in particular cup springs, coil springs, friction springs, ring springs, leaf springs and / or rubber springs.

Instead of or in addition to the passive elastic components mentioned, passive double-acting compact cylinders can also be used, which are interconnected. In the event of compression due to heating, the cylinders are compressed and the hydraulic oil escapes into a tank. In the case of an enlargement of the gap e.g. As a result of the rail cooling down, the cylinder can again absorb hydraulic oil from the tank. The valves are designed so that the driving force of the vehicle does not lead to oil loss, but the cylinders give in when the force is exerted due to the thermal expansion.

As an alternative or in addition to elastic elements, the expansion joint construction can have at least one active component or one active component for displacing the adjusting element or the Have adjustment elements. The active component can comprise, for example, a compact cylinder or alternative actuators, a distance measuring system being generally required for the control.

The adjusting element or the adjusting elements can be designed as rail sections.

In the case of transport systems with a positive drive, an engagement element is arranged along the route (at least in sections), e.g. a rack or chain, e.g. a gear of a drive attached to the vehicle engages in the engagement element and drives the vehicle. If the engagement element is firmly attached to the rail construction, the permissible division error can be exceeded in the area of the gap in conventional rail systems. Exceeding or falling below the value inevitably leads to incorrect engagement and thus to faster wear of the toothing or the drive rollers. At the same time, the requirements for an expansion joint for length compensation due to temperature fluctuations must be taken into account.

With the help of the present invention, both requirements can be met. In addition to compliance with the requirements regarding the division error, the transition point can absorb the maximum driving force at any time and can be run over at maximum speed. At the same time, linear expansions can be compensated for without the gap or the division error becoming too large. The solution according to the invention can also be viewed as a combination of an expansion joint and a distribution of the division errors over a certain length.

The expansion joint construction can have a drive, the expansion joint construction being elastically reversibly compressible in the longitudinal direction of the rail by actuation of the drive in order to produce a gap between two rail sections.

The drive can include kinematics (e.g. knee joint), a gear drive, a cable drive, a toothed belt and / or an actuator, which in particular comprise an actuating cylinder or hydraulic cylinder. The drive or the power transmission can also take place in any other sensible manner known to the person skilled in the art.

The drive (actuator) can be arranged in or outside a rail / tube. For example, it can lie in the gap between the adjacent rail ends. It can also be integrated in the expansion joint construction in another way.

The rail system may have a first fixed rail section and a laterally / transversely displaceable rail section, the expansion joint construction being arranged to create a gap between an end of the first fixed rail section and a first end of the laterally displaceable rail section. In this case, the expansion joint construction serves to close the gap between the fixed rail part and the movable rail section Lock the switch during operation and open when the switch is actuated to enable the switch rail piece to be moved. Under lateral / transverse displacement, a displacement of the entire displaceable rail section, for example into a position parallel to the fixed rail section, can mean (as in the case of a transfer platform, for example), or a lateral displacement of one end of the displaceable section (as in the case of a passage switch). In the latter case, the displaceable section is generally pivoted by a few degrees, so that its end is moved laterally from the end of the fixed rail section into a position (for example towards the end of a further fixed rail section).

In addition, the expansion joint can also be used to compensate for stresses in the rail track due to thermal expansion. In the case of a positive drive with engagement elements arranged in the area of the expansion joint construction, there is also no excessive pitch error in the rack when closing or changing the gap and enables a good tooth engagement in every expansion joint position.

The rail system may have a second fixed rail section, and the laterally displaceable rail section may have a second end, wherein the expansion joint construction or a further expansion joint construction is arranged between one end of the second fixed rail section and the second end of the laterally displaceable rail section. The advantages described are realized in this embodiment by an expansion joint construction on each of the two columns.

The expansion joint construction is designed and arranged in particular to compensate for changes in length of the rail system.

The expansion joint construction can be designed and arranged to reduce the gap width of a gap in the area of a switch or transfer platform.

The rail system is locked in normal driving operation, ie in this state it is possible to drive over the gap bridged by the expansion joint construction at maximum speed and maximum driving force. The drive, for example in the form of a hydraulic cylinder, moves a tensioning or locking bolt into a locking area, which is arranged in the end area of the adjacent stationary rail section, up to a stop. The hydraulic cylinder is then depressurized and the valves opened in both directions. In this state, the mechanics are in passive mode and the expansion joint construction serves as an expansion joint. The existing bridged gap represents the initial state, which corresponds to a previously calculated installation temperature of the switch. In the event of an expansion or a reduction in the gap width, this difference is taken up by all adjustment elements mounted on both sides by elastic elements or to the intermediate distances between the Distributing elements distributed. In this way, a permissible division error can be achieved. The drive force when driving over the switch mechanism is completely absorbed by the disc springs without any noticeable shift taking place. Larger linear expansion due to thermal expansion can be absorbed by several modules / expansion joint constructions connected in series.

The number of adjustment elements and their spacing are to be selected depending on requirements and general conditions.

In an unlocked state, in which the laterally displaceable section of the switch or the sliding platform is to take place, the clamping or locking bolt of the actuating element of the expansion joint construction is moved out of the connection piece of the adjacent stationary rail section by, for example, a hydraulic cylinder. In this state, the hydraulic cylinder tensions the entire mechanics via the tensioning or locking bolts, so that an unbridged (open) gap is created between the stationary rail section and the laterally movable components of the switch or the transfer table. In the following step, the turnout segment can be pushed to the side of the maintenance track (relative to the longitudinal axis of the rail). In order to connect the turnout segment again with the connection piece to the fixed rail, the turnout segment is moved back into the original position. The hydraulic cylinder is extended again so that the mechanism relaxes again under the influence of the disc springs and closes / bridges the open gap. In the last step, the tensioning or locking bolt moves back into the connector of the stationary rail section.

The system is useful for use with rail-bound transport systems, especially for amusement rides such as roller coasters etc.

BRIEF DESCRIPTION OF THE FIGURES

Figur 1

eine Schnittansicht eines Abschnitts eines ersten Schienensystems;

Figur 2

eine Schnittansicht eines Abschnitts des erfindungsgemäßen Schienensystems in einer Ausführungsform;

Figur 3

ein Abschintt eines Schienensystems in einem ersten Zustand;

Figur 4

den Abschnitt eines Schienensystems aus Figur 3 in einem zweiten Zustand.

Further advantages and features of the invention will become clear from the description of preferred exemplary embodiments with reference to the figures. Show it:

Figure 1

a sectional view of a portion of a first rail system;

Figure 2

a sectional view of a portion of the rail system according to the invention in one embodiment;

Figure 3

a deposition of a rail system in a first state;

Figure 4

the section of a rail system Figure 3 in a second state.

DETAILED DESCRIPTION OF A PREFERRED EMBODIMENT

The Figure 1 shows a sectional view of a section of a rail system 1.

The rail system 1 has a stationary rail section 2 which is interrupted by a gap. The gap is located between a first end 2a of the rail section 2 and a second opposite end 2b of the rail section 2.

An expansion joint construction 3 is arranged in the gap, which bridges the gap.

In this case, the expansion joint construction 3 has four adjustment elements 30a, 30b, 30c, 30d, which are designed as rail sections. This means that the adjusting elements 30a, 30b, 30c, 30d essentially have a cross-sectional profile corresponding to the rail section 2. On the sides adjacent to the first end 2a and second end 2b of the rail section 2, the expansion joint construction 3 has connection elements 31 and 32 (in this case in the form of projections) which fit into corresponding connections 20a, 20b of the rail section 2 (in this case in Intervene in the form of complementary depressions matching the connecting elements 31 and 32). Between the adjustment elements 30a, 30b, 30c, 30d are arranged elastic elements, in this case disc springs 33a, 33b, 33c, which generate an elastic tension that presses the connection elements 31 and 32 apart along a longitudinal axis L of the rail section 2. When the gap width is reduced, the elastic elements 33a, 33b, 33c are compressed. The plate springs 33a, 33b, 33c can be compressed such that when the width S of the gap changes, at least some of the adjusting elements 30a, 30b, 30c, 30d can move along the longitudinal axis L. The change in the gap width, e.g. Due to a (temperature-related) change in length of the rail section 2 on the left and / or right side of the gap, the movable adjusting elements 30b, 30c are distributed according to the number of movable adjusting elements 30b, 30c arranged in the gap. The change in the resulting gap width between adjacent adjustment elements 30a, 30b, 30c, 30d is smaller the greater the number of movable adjustment elements 30b, 30c.

In order to prevent lateral displacement of the adjusting elements 30a, 30b, 30c, 30d, a guide (not shown) can be provided which limits the movement of the adjusting elements 30a, 30b, 30c, 30d to a linear movement in the direction of the longitudinal axis L.

Due to the construction, larger gaps S in the rail section 2 can also be bridged without the vehicle receiving a blow when crossing the gap and stressing the occupants become. In addition, a load on the wheel and axle construction of the vehicle is reduced. In addition, a limitation of the speed characteristics, for example of a roller coaster ride, is avoided, since the gap does not have to be run at reduced speed even at low temperatures.

In the Figure 2 An embodiment of a section of a rail system 2 according to the invention is shown, the same components of the system 1 being designated with the same reference numerals. The above descriptions also apply to the corresponding components of the second embodiment.

In contrast to the first embodiment, however, the adjusting elements 30a, 30b, 30c, 30d (possibly in addition to their function as rail sections) are equipped with tooth elements which are provided for carrying engagement elements 34 of a positive drive. In the present case, each adjusting element carries two tooth elements, but it can also be only one or more than two. The track-side engaging elements 34 (in the Figure 2 if only one of the engaging elements is marked with an arrow, for example) can be chain links, for example, which can interact with a toothed wheel of a vehicle (not shown).

In conventional rail systems, a gap can be provided which acts as an expansion joint. The problem with this can be that the size S of the gap varies as a result of the thermal expansion, as already described. By changing the gap width S, a division error is generated between the left and right-hand engagement elements 34. In order not to make it too large, it is not only folded over onto a rack element, but distributed over the “adjustable” (or movable along the longitudinal axis L) engaging elements 34 attached to the adjusting elements 30a, 30b, 30, 30d. The adjusting elements 30a, 30b, 30, 30d or toothed rack elements, chain holder, chain holder receptacles and / or engagement elements are, for example, directly or indirectly separated from one another by disc springs. When the rail expands, the change in length of the rail 2 is distributed over a plurality of movable adjustment elements 30b, 30c, in the present construction over the two middle adjustment elements 30b, 30c. Of course, the construction can be modified by also providing disc springs between the connection elements 31 and 32 and the adjacent adjusting elements 30a, 30d. The division error could thus be distributed to all adjustment elements 30a, 30b, 30, 30d.

In the event of an expansion or a reduction in the gap width S, depending on the construction, the mechanical system can absorb a fraction of the total gap expansion / reduction. The pitch error is divided between several rack elements and can be reduced to a value within the permissible tolerance. The driving force when crossing the gap is completely absorbed by the plate springs 33a, 33b, 33c without a noticeable shift taking place.

Larger changes in length or changes in the gap width due to the thermal expansion can be compensated for by several modules / expansion joint constructions 3 connected in series.

The Figure 3 shows a section of a rail system 2, wherein the same components of the system are denoted by the same reference numerals as in connection with the previous embodiments. The above descriptions also apply to the corresponding components of the third embodiment.

In this embodiment, the expansion joint construction 3 is shown in connection with a switch or a transfer platform.

In this case, the rail system 2 has a stationary rail section 21 and a rail section 22 which can be displaced transversely or perpendicularly to the longitudinal direction L. A first end 20a of the stationary rail section 21 faces an end 20b of the second rail section. In between is an expansion joint construction 3 with components as described above. In this case, however, four plate springs 33a, 33b, 33c, 33d are arranged on both sides of the adjusting elements 30b, 30c and 30d. In this embodiment, an actuating slide 34 is provided instead of the connecting element 31. The actuating slide 34 is with a drive, for. B. a hydraulic cylinder 35, coupled to be driven by this.

Im in the Figure 3 In the illustrated state, the actuating slide 34 is extended and engages in the receptacle 20a of the rail section 21. In this state, the construction 3 bridges the gap between the ends 2a and 2b of the rail sections 21 and 22. The construction can serve as an expansion joint as described above.

However, in order to move the movable rail section 22 transversely or perpendicularly to the longitudinal axis L, as indicated by the arrow q, the gap between the end 2a of the stationary rail section 21 on the one hand and the movable rail section 22 and the retracted expansion joint construction 3 on the other hand must be enlarged in such a way that that the lateral movement of section 22 is ensured even with a minimal gap width S. In other words, the longitudinal expansion of the expansion joint construction that bridges the gap S in the first state) must be reduced so that a sufficiently large open gap S 'is created between the stationary and the laterally movable components.

This state with the open gap S 'formed is in the Figure 4 shown. In this illustration, the actuating slide 34 was driven by the drive 35 in such a way that the springs 33a, 33b, 33c, 33d were compressed and the distance between the adjusting elements 30a, 30b, 30c, 30d was reduced. This reduction in the distances results in an open gap S 'which is not bridged between the stationary components 21 and the laterally movable components. In the second state, laterally displaceable components are the expansion joint construction 3 and the movable rail section 22 (switch section).

The movable rail section 22 can, provided its other end (not shown) is also connected to a stationary rail section which is separated by a gap, can also have the same expansion joint construction 3 at the other end. The section 22 can thus be moved laterally across the longitudinal direction to a siding like a sliding platform if the expansion joint construction is compressed in such a way that the gap S is no longer completely bridged, so that an open gap S 'is created.

Of course, the construction is made of Figures 3 and 4 also conceivable in the case of a rail construction with engagement elements 34 for a positive drive, as in connection with the Figure 2 described.

Claims (13)

1. A rail system (1) for a transport system, comprising at least one rail (2) having at least one expansion joint construction (3),
   characterized in that
   the expansion joint construction (3) comprises at least one adjustment element (30a, 30b, 30c, 30d) movable in a longitudinal direction, wherein at least one adjustment element (30a, 30b, 30c, 30d) comprises at least one element (34) for taking up a force applied in a longitudinal direction.
2. The rail system (1) according to claim 1,
   characterized in that
   the expansion joint construction (3) has at least one elastic element which applies a force to the adjustment element.
3. The rail system (1) according to claim 1 or 2,
   characterized in that
   in the operating status the adjustment element or at least one of the adjustment elements (30b, 30c, 30d) is or are subjected to an elastic force applied to both sides of the adjustment element and adjustment elements, respectively.
4. The rail system according to one of the preceding claims,
   characterized in that
   at least one adjustment element or several adjustment elements (30b, 30c, 30d) comprise elastic elements (33a, 33b, 33c, 33d) arranged at both sides which adjust the adjustment elements (30b, 30c, 30d).
5. The rail system (1) according to one of the preceding claims
   characterized in that
   the elastic element(s) (33a, 33b, 33c, 33d) comprise spring elements, in particular disc springs, helical springs, friction springs, annular springs, leaf springs and/or rubber springs.
6. The rail system according to claim 1,
   characterized in that
   the expansion joint construction (3) has at least one active component for displacing the adjustment element(s).
7. The rail system (1) according to one of the preceding claims
   characterized in that
   the adjustment element or elements (30a, 30b, 30c, 30d) are designed as rail sections.
8. The rail system (1) according to one of the preceding claims
   characterized in that
   the expansion joint construction (3) has a drive (35), the expansion joint structure (3) being elastically reversibly compressible by actuating the drive (35) in the longitudinal direction (L) in order to generate an open gap (S') between two sections (21, 22).
9. The rail system (1) according to claim 8
   characterized in that
   the drive (35) comprises a kinematics, a gear drive, a cable drive, a toothed belt and/or an actuator drive, which comprises in particular an adjusting cylinder or hydraulic cylinder.
10. The rail system (1) according to one of the preceding claims
    characterized in that
    the rail system (1) comprises a first stationary rail section (21) and a second laterally displaceable rail section (22), the expansion joint structure (3) being arranged between one end (2a) of the first fixed rail section (21) and a first end (2b) of the laterally displaceable rail section (22) to generate an open gap (S').
11. The rail system (1) according to claim 10
    characterized in that
    the rail system (1) has a second fixed rail portion, and the laterally displaceable rail portion (22) has a second end, wherein the expansion joint structure (3) or another expansion joint structure is arranged to create an open gap between the end of the second fixed rail portion and the second end of the laterally displaceable rail portion (22).
12. The rail system (1) according to one of the preceding claims
    characterized in that
    the expansion joint construction (3) is designed and arranged to compensate for changes in the length of the rail system.
13. The rail system (1) according to one of the preceding claims,
    characterized in that
    the expansion joint construction (3) is designed and arranged for reducing the gap width of a gap provided in the area of a switch or of a transfer platform.

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