EP3707048A1 - Monorail - Google Patents

Monorail

Info

Publication number
EP3707048A1
EP3707048A1 EP17797608.1A EP17797608A EP3707048A1 EP 3707048 A1 EP3707048 A1 EP 3707048A1 EP 17797608 A EP17797608 A EP 17797608A EP 3707048 A1 EP3707048 A1 EP 3707048A1
Authority
EP
European Patent Office
Prior art keywords
pair
wheels
guide
load
guide wheels
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP17797608.1A
Other languages
German (de)
English (en)
Other versions
EP3707048B1 (fr
Inventor
Peter Keller
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Derap Monorail Systems AG
Original Assignee
Derap Monorail Systems AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Derap Monorail Systems AG filed Critical Derap Monorail Systems AG
Publication of EP3707048A1 publication Critical patent/EP3707048A1/fr
Application granted granted Critical
Publication of EP3707048B1 publication Critical patent/EP3707048B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B13/00—Other railway systems
    • B61B13/04—Monorail systems

Definitions

  • the invention relates to a drive for a monorail with a main direction, comprising four load wheels, each with a Lastradachse and a free space for a center guide, wherein the four load wheels are arranged in pairs as a coaxially mounted first load pair and second load pair, wherein between the two load wheels of the first load pair and the second pair of load wheels of the free space is designed for a center guide.
  • a drive for a monorail with a main direction comprising four load wheels, each with a Lastradachse and a free space for a center guide, wherein the four load wheels are arranged in pairs as a coaxially mounted first load pair and second load pair, wherein between the two load wheels of the first load pair and the second pair of load wheels of the free space is designed for a center guide.
  • the invention relates to a monorail, which runs for the transport of passengers or goods on a single rail or a single moving beam.
  • the construction of a monorail has a variety of aspects to consider. Important criteria are, for example, the maximum number of persons or volume or weight that can be transported per linear meter of monorail. The higher this value, the shorter the monorail can be built. It follows, in turn, that even stations can be constructed shorter, which overall costs can be saved. In particular, when used for passenger transport, this essentially means with regard to the carriage construction that per running meter the largest possible open space is to be provided.
  • the rail should be designed on the one hand for a sufficiently high speed and on the other hand be as light and simple as possible. Next switches of the rail type should be as simple as possible. Already by small weight savings can be saved large amounts of material and thus money.
  • the drive is, as it were, the link between the capacity requirements and the rail type requirements.
  • the drive should allow for a simple and low-maintenance construction on the one hand a high smoothness, high load capacity and on the other hand a sufficiently high speed.
  • Next should be possible to drive through the drives with the least possible friction and smoothness as small as possible curve radii.
  • the drive should be made compact so that it occupies the smallest possible space inside the car.
  • a particularly compact carriage can be achieved in that load wheels are guided on lateral running surfaces of a T-rail, while with guide wheels of the carriage is supported laterally.
  • Such a carriage is disclosed for example by DE 28 07 984 A1.
  • the rail joist has an asymmetrical double-T section, which has a foot part which is wider than the head part and wherein the head part is arranged between the wheels, while the two side faces of the head part form guide wheel bearing surfaces.
  • the wheels are the side surfaces of the head part, which serve as running surfaces for guide wheels.
  • the axes of the guide wheels are vertical and the axes of the wheels are horizontal. This achieves a low center of gravity for the vehicle. Further, the center of gravity of the rail rail is close to the running surfaces of the supporting wheels.
  • the switch consists of a platform with a single rail track at one end and two rail tracks at the opposite end.
  • the two rail tracks in which the head part and the web of the rail bar fork, have two segments connected to a pivot pin, which are rotatable about axes directed perpendicular to the platform.
  • GB 896 154 A discloses a monorail system with carrying wheels and horizontal side wheels, whereby a low overall height of the car and the rail, as well as a simplified lateral guidance achieved.
  • the rail has an inverted Ts profile.
  • the rail is made of reinforced concrete.
  • the carrying wheels are guided laterally of the rail on the surface.
  • the upper part of the rail may consist of structural steel, for example as I-beam. This is particularly advantageous if instead of rubber wheels steel wheels are used.
  • the drive is via electric motors.
  • a cart comprises two load wheels and at least one pair of stabilizer wheels per side.
  • the known monorails have the disadvantage that they have too low smoothness. This disadvantage in turn means that the drive is unsuitable for tight cornering and that the drive is subjected to high mechanical loads. Presentation of the invention
  • the object of the invention is to provide a the aforementioned technical field belonging drive for a monorail, which has a high level of smoothness with a compact design and high load capacity.
  • the first pair of load wheels is connected via a pivot axis with the second pair of load wheels in such a way that the first pair of load wheels is pivotable relative to the second pair of load wheels.
  • a drive As a drive is hereinafter understood a component of a car or railcar of a monorail, which carries the car body respectively the railcar body.
  • the drive may also include the electric drive including the electric motor.
  • monorail a train for passenger and / or freight transport, which is on or under a single rail, i. a narrow track, is guided.
  • it is a monorail, in which the car body or, where appropriate, the railcar box is in operation above the rail.
  • main travel direction is understood to mean a rail longitudinal direction in which the drive or the monorail can travel.
  • two main driving directions are possible, which are not distinguished below, unless explicitly stated.
  • a and / or b includes a non-empty subset of elements a and b.
  • fixedly arranged relative to one another is meant in relation to wheel arrangements in each case the wheel axle, while the wheel is freely rollable or, in particular by a motor, driven.
  • the load wheels are understood to mean those wheels which carry the main load of the monorail, in particular when the drive is at a standstill.
  • the Lastradachsen are aligned horizontally and transversely to the rail longitudinal direction.
  • the Lastradachsen a pair of load wheels are aligned coaxially.
  • the two load wheels of a pair of load wheels are not connected to each other via a physical axis.
  • a possible upper flange of the double T-rail can serve as a so-called hold-down flank, with guide wheels of the drive abutting from below to prevent lifting of the drive from the rail.
  • the load wheels preferably comprise an outer bearing. Characterized in that a clearance is provided between the load wheels of a pair of load wheels, the drive is supported wider transversely to the rail longitudinal direction, whereby the carriage can be performed more stable. But even with the construction of the rail, in particular the -Mittel entry results in the advantage that only the running surfaces of the rail must have the load capacity for the monorail.
  • the center guide can serve exclusively to guide the drive does not have to be designed as a supporting element of the rail.
  • a drive according to the invention can carry very high loads.
  • a pivot axis between the first pair of load wheels and the second pair of load wheels is provided.
  • the pairs of load wheels can be aligned in particular in a curve in the direction of travel, so that lateral forces (transverse to the direction of travel) can be minimized to the load wheels. This in turn reduces wear on the load wheels and load on the drive, reducing the life of the drive and drive the load wheels can be increased. Likewise, this achieves a low-maintenance drive.
  • a drive may also have more than four load wheels.
  • more than one pivot axis can be provided, wherein in the ideal case in each case one pair of load wheels is pivotably connected via a pivot axis to one or more adjacent pairs of load wheels.
  • An arrangement comprises a drive, as well as a first vehicle car body and a second vehicle car body, wherein the first vehicle car body and the second vehicle body via a perpendicular to the main direction and at right angles to a load axle arrangedsammlungwagenschwenkachse are pivotable to each other, wherein the vehicle carriage pivot axis is arranged coaxially to the drive pivot axis.
  • a monorail is created, which manages with a very small number of drives. Since two vehicle bodies can be parked on a single drive, the number of drives in a vehicle's vehicle body is reduced from 2n drives to n + 1 drives.
  • a monorail can also consist of several pairs of vehicle trolleys, triplets, etc., which respectively comprise three or four drives.
  • the first vehicle box and the second vehicle box each comprise at least two doors as entrance and / or exit for passengers, with an overall length of the arrangement between two doors constant distance lies.
  • railway stations for monorails typically have safety walls between the platform and the rails, so that an accident risk due to improper behavior of the passengers can be avoided.
  • Such security walls usually include doors, in particular for example sliding doors, which open when the train is stationary.
  • the regular arrangement of the doors has the advantage that, especially in such stations, the doors in the security walls can be evenly distributed, which in turn results in a greater variability for a holding position of the train in the station.
  • the passengers over the entire train length regularly spaced doors can be optimally distributed on the platform when getting in and out.
  • the passengers are optimally distributed when boarding. Overall, the turnover of passengers at the station can be completed more efficiently. This, in turn, enables a tighter schedule, increases the system's efficiency, and reduces costs.
  • the doors can also be distributed at irregular intervals over the train length, in particular in a conventional manner, wherein a distance between two doors of two adjacent vehicle body box is narrower than between two doors of a single car body.
  • the vehicle trolley are designed such that no needle tube exist. That is, the vehicle car bodies for the passengers are preferably designed such that there are no bottlenecks for passengers due to a passage width transverse to the main direction of travel.
  • a minimum passage width in the main direction of travel of the vehicle body boxes is preferably greater than 1000 mm, in particular greater than 1 200 mm, particularly preferably approximately 1400 mm.
  • This passage width is inventively achieved in that the drive is arranged below the bottom of the vehicle body boxes.
  • the center of gravity of the monorail is kept low, which in turn the smoothness, but also a cornering speed can be increased.
  • Vorzugswiese is the drive, in particular the electric motor arranged directly in the drive.
  • the drive can also be arranged between the drives, wherein the torque is transmitted for example via a cardan shaft to the load wheels.
  • the drive is preferably designed as a hub motor.
  • the hub motor is preferably externally connected to the load wheel, that is, the load wheel is arranged transversely to the direction of travel between the free space and the hub motor.
  • the load wheels and / or the guide wheels are preferably designed as rubber tires, in particular as pneumatic tires. This achieves a high level of smoothness, since these can absorb any unevenness in the rail. Furthermore, good friction values are made possible, with which an optimal acceleration and braking behavior can be achieved.
  • the skilled person is clear that depending on the rail training and a solid rubber tires or metal wheels can be provided.
  • a rail in particular for a drive described above, preferably comprises a Schienengroundkorper with a load wheel tread and a center guide with a specialistssradlauf phenomenon, wherein the Schienengroundkorper is formed in a cross-section substantially V-shaped.
  • the Schienengroundkorper may for example be about 1500 mm high and equally wide - the dimension is, however, determined depending on the carriage and can thus be larger or smaller.
  • the V-shaped design a stable and compact design is achieved.
  • the compact design in turn allows a cost-effective production.
  • the rails can thus be manufactured with a relatively low weight per length. Thus, the construction can be simplified and soil pollution can be reduced.
  • the cross section of the rail main body does not necessarily have to correspond exactly to a V-shape, but may also have a more general trapezoidal shape, in which a first, longer main side forms the running surface for the load wheels and the second, parallel and shorter main page opposite the first main page.
  • the trapezoidal shape with the parallel main sides is used only for straight rail sections - in the case of rail main bodies of a curved section, the running surface can also be tilted to the second main side.
  • the rail base body comprises two mutually V-shaped oriented plates, which are interconnected by transverse struts.
  • the treads are preferably formed by upper edges of the plates, which may be about 300 mm wide, for example. This can be achieved with a relatively lightweight construction, a particularly stable rail body.
  • the two plates preferably do not protrude in the region of the tip of the V-shape, so that no water or dirt can accumulate in the cavity.
  • the rail body can be created in solid construction.
  • the rail preferably comprises a rail main body with a concrete element, in particular a concrete full element.
  • the rail base can thus be made particularly inexpensive and easy.
  • the concrete elements can be reinforced in a known manner, in particular reinforced.
  • the production of the rail base body takes place in a single casting process. This allows the rails to be manufactured efficiently.
  • the plates can also be produced in separate methods and then mounted.
  • the center guide is formed of steel. This achieves a lightweight construction.
  • the center guide may for example be mounted on struts between the plates of the rail main body. Two center guides are preferably mounted so that a change in length due to temperature variations can be accommodated.
  • the center guide made of steel also has the advantage that a switch can be made particularly simple. For this purpose, a portion of the center guide can be designed to be pivotable, with which a drive along the center guide can be directed in a different direction.
  • the center guide is preferably designed as a T-beam, in particular as a double-T beam.
  • T-beam for a particularly stable and easy to produce center guide is achieved.
  • L-beams or the like may be provided as a center guide.
  • the skilled person is further clear that the dimensions of the rail and the center guide can be varied without departing from the inventive idea.
  • the pivot axis is preferably arranged at right angles to the main direction of travel and at right angles to a load wheel axle.
  • the changes in direction of the horizontal direction of travel can thus be optimally absorbed.
  • the pairs of load wheels or two groups of pairs of load wheels can be aligned independently of one another in such a way that they can optimally follow the course of the rail, in particular in curves.
  • the pivot axis can also be oriented elsewhere, or it can also be provided more than one pivot axis, so that other changes in direction of the rail can be accommodated.
  • the pairs of load wheels are pivotable relative to each other about an axis in the direction of travel.
  • the front pair of load wheels in the direction of travel already occupy the inclined position when entering the curve, before the second pair of load wheels leaves the horizontal rail section.
  • a pivot axis can also be oriented parallel to the loadwheel axle between the loadwheel pairs, whereby a change in direction in the vertical plane can be accommodated. It is clear to the person skilled in the art that the different pivot axes can also be combined with one another.
  • the drive comprises at least one guide wheel, in particular for the lateral guidance of the drive on the center guide, wherein a guide wheel axis of the guide wheel is oriented at right angles to a plane formed by the Lastradachsen.
  • the drive is preferably guided on a rail, which comprises a vertical running surface for the at least one guide wheel.
  • the at least one guide wheel guides the drive particularly stably on the rail.
  • the running surface need not necessarily be aligned exactly vertically, but can also be present as an inclined surface, which for example to a running surface of the load wheels an angle of more ("inclined surface") or less (“overhanging") than 90 ° includes. Accordingly, the guide wheel axis does not necessarily have to be aligned at right angles to the load wheel axis.
  • variants can also be dispensed leadership wheels.
  • a guide can be achieved transversely to the direction of travel, for example, by magnetic force, air pressure, etc.
  • the skilled person to other variants are known.
  • the guide wheel is arranged above a support plane of the load wheels.
  • This achieves a structurally simple and compact drive.
  • it can thus also be provided with a simply constructed rail for the drive, which essentially comprises a running surface for the load wheels and a guide surface arranged above the running surface for the guide wheel.
  • the guide surface for the guide wheel does not have to meet the high demands on the stability, which must meet the treads, especially since a load on the guide surfaces is typically less than that of the treads.
  • a rail of such a monorail can be produced much cheaper than a rail, in which the little-loaded guide surfaces are arranged below the treads.
  • switches of the rail for deflecting a direction of travel of the drive are structurally simpler and cheaper to produce.
  • the switches may only comprise an adjustable guide surface for the at least one guide wheel, wherein the tread may remain stationary at a switch position.
  • the at least one guide wheel can also be arranged at or below the contact plane of the load wheels.
  • it comprises a first pair of guide wheels with two guide wheels, wherein the two guide wheels of the first pair of guide wheels are arranged opposite to the main direction of travel opposite, wherein between the two guide wheels of the first pair of guide wheels, the space for the center guide.
  • the drive can be optimally performed on a center guide by the guide wheels are guided on opposite sides of the located in the space center guide.
  • the at least two guide wheels of a pair of guide wheels can also be offset relative to the main direction of travel.
  • the first pair of guide wheels is arranged with respect to the main direction of travel between the first and the second pair of load wheels. This arrangement allows symmetrical guidance of the drive in both main directions of travel.
  • the first pair of guide wheels is arranged with respect to the main direction of travel in the middle between the first and the second pair of load wheels.
  • the first pair of guide wheels may also be arranged with respect to the main direction of travel before or after the two pairs of load wheels.
  • the first pair of guide wheels is arranged pivotable independently of the first pair of load wheels and in particular independently of the second pair of load wheels on the pivot axis.
  • the first pair of guide wheels forms in a particularly preferred embodiment, a separate unit which is pivotable on the pivot axis.
  • the first pair of guide wheels can thus independent of the Load wheel pairs accommodate changes in direction of a support surface. This can be a particularly high smoothness of the drive can be achieved.
  • the first pair of guide wheels may also be fixed relative to the first pair of load wheels.
  • the first pair of guide wheels, the second pair of guide wheels and the first pair of load wheels form a unit whose wheels are fixed to each other.
  • the drive further comprises a second pair of guide wheels with two guide wheels, wherein the two guide wheels of the second pair of guide wheels are arranged transversely to the main direction opposite, wherein between the two guide wheels of the second pair of guide wheels, the free space for the center guide, said first pair of load wheels between the first pair of guide wheels and the second pair of guide wheels is arranged, in particular, the second pair of guide wheels and the pair of load wheels are fixed relative to each other.
  • the first pair of load wheels is thus arranged between the first pair of guide wheels and the second pair of guide wheels.
  • the first pair of load wheels is optimally guided by the pairs of guide wheels, so that contact between the pair of load wheels and the guide surfaces, in particular arranged in the free space center guide can be avoided.
  • the two pairs of guide wheels can also be arranged on one side with respect to the pair of load wheels in the main direction of travel.
  • the two pairs of guide wheels and the pair of load wheels can also be fixed relative to each other, thus creating a structurally simple drive.
  • the drive further comprises a third pair of guide wheels with two guide wheels, wherein the two guide wheels of the third pair of guide wheels are arranged opposite to the main direction of travel, wherein between the two guide wheels of the third pair of guide wheels, the space for the center guide and wherein the second pair of load wheels in the main direction of travel between the first Pair of guide wheels and the third pair of guide wheels is arranged, in particular, the third pair of guide wheels is fixed relative to the second pair of load wheels.
  • the third pair of guide wheels can also be dispensed with.
  • the drive further comprises a fourth pair of guide wheels with two guide wheels, wherein the two guide wheels of the fourth pair of guide wheels are arranged transversely to the main direction opposite, wherein between the two guide wheels of the fourth pair of guide wheels, the free space for the center guide, said second pair of load wheels between the third pair of guide wheels and the fourth pair of guide wheels is arranged, in particular, the first pair of guide wheels and the fourth pair of guide wheels are fixed relative to each other.
  • the first pair of guide wheels is disposed between the first pair of load wheels and the fourth pair of guide wheels.
  • the first pair of load wheels and the second pair of guide wheels are arranged on a first main frame, wherein the second pair of load wheels and the third pair of guide wheels are arranged on a second main frame, wherein in particular the first main frame and the second main frame are interconnected via the pivot axis.
  • the first and / or the second main frame are outer rotor frames.
  • the two main frames are preferably formed O-shaped, wherein the load wheels are arranged within the main frame.
  • the guide wheels can also be arranged in a separate frame to the frame of the load wheels, wherein the drive may comprise more than one pivot axis.
  • the load and guide wheels can be assigned to individual frames.
  • the first pair of guide wheels and the fourth pair of guide wheels are fixed relative to each other via an auxiliary frame, wherein in particular the subframe is pivotally mounted on the pivot axis.
  • the subframe may also be firmly connected to the first or the second main frame.
  • the first pair of guide wheels can also be fixedly connected to the first main frame and the fourth pair of guide wheels fixedly connected to the second main frame, so that the auxiliary frame can be dispensed with.
  • the main and / or subframe comprises a primary suspension, which is arranged at right angles to the main direction of travel on the axis of the load wheels.
  • the primary suspension may also comprise a plurality of spring elements, which are arranged adjacent to the load axle axes or otherwise.
  • a primary suspension can also be provided on the pivot axis.
  • the guide wheels are preferably located in a plane defined by the load wheel axes.
  • the guide wheels have in the guide wheel axis on a guide wheel width, which is defined by a maximum width on the outer 50% of réellesradradius.
  • the above-mentioned level is within the axial extent of the guide wheels.
  • a span in which the guide wheel can lie, thus corresponds to the foundedsradbreite.
  • the guide wheels are thus oriented approximately centrally to the Lastradachse. This arrangement has the advantage that the support frame can be made compact, since the center of the horizontal bearings for the load wheels and the center of the vertical guide wheel bearings with respect to a support plane of the load wheels are at approximately the same height. This is especially true when the guide wheels are mounted on both sides. However, the guide wheels can also be mounted only on one side.
  • the guide wheels can also be above or below the plane.
  • the pairs of guide wheels and pairs of load wheels do not necessarily have to be provided.
  • a pair of wheels instead of a pair of wheels, only a single wheel may be provided on one side of the center guide.
  • an alternating arrangement of wheels on the two center guide sides can suffice.
  • Fig. 1 is a schematic side view of a arranged on a rail
  • FIG. 2 shows a sectional view along a vertical plane according to FIG. 1;
  • FIG. 3 shows a schematic top view of a drive arranged on a rail in the direction of the guide wheel axes
  • Fig. 4 is a schematic bottom view of a rail arranged on a
  • Fig. 5 is a schematic sectional view through the pivot axis, in one
  • Fig. 6 is a schematic front view of a rail arranged on a
  • Fig. 7 is a schematic oblique view of a rail
  • Fig. 8 is a schematic sectional view in a plane transverse to
  • Fig. 9 is a schematic sectional view in a plane transverse to
  • Fig. 1 0 is a schematic side view of an arrangement comprising
  • Vehicle cart on drives 1 1 a is a schematic oblique view of a crossover with a curved center guide in a first position
  • Fig. 1 2a is a schematic perspective view of a crossover with multi-part
  • FIG. 1 shows a schematic side view of a drive 100 arranged on a rail 200 in the direction of the load wheel axes.
  • the drive 100 herein comprises three main components, namely a first main frame 1 1 0 with a pair of load wheels 1 1 1 and a pair of guide wheels 1 1 2, a second main frame 1 20 with another pair of load wheels 1 2 1 and a pair of guide wheels 1 22, and an auxiliary frame 130th with two pairs of guide wheels 1 31 and 132.
  • the two main frame 1 10 and 1 20 and the subframe 130 are pivotally mounted on a common pivot axis 140 in pairs independently.
  • the first main frame 1 10 and the second main frame 1 20 are constructed substantially identical and differ only in the coupling region of the pivot axis 140.
  • the main frame 1 10 and 1 20 (ie, the first main frame 1 10 and the second main frame 1 20) have a rectangular Frame up.
  • the load wheel pair is mounted within the main frame 1 10 and 1 20 on two opposite sides of the rectangle, so that the load wheel axles are aligned perpendicular to the direction of travel (or rail longitudinal direction) and parallel to the running surface of the rail.
  • the drive in particular the hub motor (not shown in detail) is presently located within the main frame 1 10 and 1 20 and drives the load wheels of the pair of load wheels 111 and 121 on.
  • the first and the second main frames 110 and 120 each have, in two adjacent corners of the rectangular frame, a wheel of the pair of guide wheels 112 and 122, respectively, whose axes are aligned perpendicular to the running surface of the rail 200.
  • the guide wheels are positioned approximately at the level of the axes of the pair of load wheels 111 and 121, respectively.
  • the pairs of guide wheels 112 and 122, respectively, are disposed at the front and rear ends of the carriage 100 with respect to the rail length direction, respectively.
  • the rectangular frames of the main frame 110 and 120 have on the opposite side of the pair of guide wheels 112 respectively 122 a tab 113 respectively 123, via which the first main frame 110 is pivotally connected to the second main frame 120.
  • the tabs 113 and 123 have a bore through which a shaft 140 is guided, which forms the pivot axis.
  • the first main frame 110 and the second main frame 120 are pivotally supported on the shaft 140.
  • the two main frames 110 and 120 have a Z-shape transversely to the direction of travel, so that the frame region which comprises the tabs 113 and 123, respectively, is raised.
  • the subframe 130 is pivotally mounted below the tabs 113 and 123, and also mounted on the shaft 140.
  • the auxiliary frame 130 is formed substantially rectangular, wherein at the corners of the subframe 130 each have a guide wheel of two pairs of guide wheels 131 and 132 are mounted.
  • the axes of rotation of the guide wheels of the two pairs of guide wheels 131 and 132 are aligned at right angles to the running surface of the rail or at right angles to the axes of rotation of the load wheels. All guide wheels of the guide wheel pairs 112, 122, 131, 132 are in the same plane.
  • the rail 200 has a rail main body 210 and a center guide 220.
  • the rail base body 210 forms the running surface for the pairs of load wheels 111 and 121 and is in the present case made of reinforced concrete.
  • the center guide 220 is arranged, on which the drive 100 is guided over the guide wheel pairs 112, 122, 131, 132.
  • the two guide wheels In all Guide wheels pairs 1 1 2, 1 22, 1 31, 1 32, the two guide wheels to each other at a distance which substantially corresponds to a width of the center guide 220 transverse to the direction of travel.
  • the drive 100 is thus aligned and steered via the guide wheel pairs 1 1 2, 1 22, 131, 132 on the center guide 220.
  • FIG. 2 shows a sectional view according to FIG. 1 along a vertical plane A - A, which is shown in the following FIG.
  • the rail 200 is thus cut in front of the center guide 220, so that the center guide is not visible. From this representation, it can be seen that the rail main body 21 0 has cavities in the middle, which are interrupted by struts 2 1 1. For a lighter construction of the rail 200 is achieved.
  • FIG. 3 shows a schematic top view of a drive 100 arranged on a rail 200 in the direction of the guide wheel axes. It can be seen that the air spring pairs 1 1 and 1 24 are arranged on the respective main frame 1 10 and 1 20 over the axes of the load wheels. For a stable mounting of the vehicle body is achieved.
  • the shaft 140 is arranged centrally between the pairs of load wheels 1 1 1 and 1 2 1. Furthermore, it can be seen that the pair of load wheels 1 1 1 and 1 21 in comparison to the pairs of guide wheels 1 1 2, 1 22, 13 1, 132 have a relatively large distance, whereby the drive 100 is supported on the rail 200 wide.
  • Figure 4 shows a schematic bottom view of a arranged on a rail 200 drive 100 in the direction of réellesradachsen, without rail base 2 10. Two with respect to the direction of succession guide wheels of the subframe 1 30 are held from below via a C-shaped bracket, which integrally with the subframe 130 is formed.
  • FIG. 5 shows a schematic sectional view through the pivot axis, in a plane transverse to the direction of travel on a arranged on a rail 200 drive 100.
  • the rail base 210 is cut by a cross brace 2 1 1.
  • FIG. 6 shows a schematic front view of a arranged on a rail 200 drive 100. It can be seen that the rail base 2 10 two substantially rectangular flanks 2 1 2 and 21 3 with a parallelogram-shaped Cross section which are aligned V-shaped to each other. The flanks 21 2 and 213 are connected to one another via the transverse struts 2 1 1.
  • the center guide 220 is supported by the transverse struts 21 1, while the edges of the flanks 21 2 and 2 13, the running surfaces for the pairs of load wheels 1 1 1 and 1 2 1 form.
  • the flanks 21 2 and 213 do not protrude at a lower end (in the top of the V-shape) so that dirt and water can not accumulate.
  • the center guide 220 has a cross section of a double T's and is formed here from steel.
  • FIG. 7 shows a schematic oblique view of a rail 200.
  • the present rail 200 is approximately 25 m long.
  • a cavity between two transverse struts is approximately 4 m long.
  • the tread and the transverse struts are each about 300 mm wide.
  • the rail main body 21 0 has a width and a height of about 1.5 m each.
  • the center guide is about 700 mm high and about 100 mm wide in the guide wheel guide.
  • the flange above and below the guide area is approximately 260 mm wide.
  • This construction of rail 200 minimizes both material requirements and manufacturing cost and weight while providing an aesthetically pleasing rail.
  • the middle guide has on one side an extension and on the other side a receptacle for the extension. The connection area thus achieved serves as an expansion joint.
  • FIG. 8 shows a schematic sectional illustration in a plane transverse to the longitudinal direction of a rail 200.
  • FIG. 9 shows a schematic sectional illustration in a plane transverse to the longitudinal direction of a rail curve segment 300.
  • the present rail curve segment 300 has an angle of inclination transverse to the direction of travel of approximately 5 °. This allows an increased cornering speed.
  • FIG. 10 shows a schematic side view of an arrangement comprising vehicle trolley 400, 500 on drives 100. Two vehicle trolleys 400, 500 are parked on three drives 100.
  • the middle drive 100 carries two vehicle trolley 400, 500, whereby the middle drive 1 00 is designed as Jakobs bogie. It is clear to the person skilled in the art that a vehicle trolley can also be used on two Drives can be turned off. It can also be seen in FIG.
  • FIG. 11 a shows a schematic oblique view of a crossover 600 with a curved central guide 630 in a first position.
  • the crossover 600 is disposed between two feeding rails 200 and two discharging rails 200.
  • Two aligned rails 200 in the present configuration are each connected by a first center guide 610 and a second center guide 620, respectively, which are arranged on a platform 640.
  • the two center guides 610 and 620 are pivotably mounted on respectively diagonally opposite middle guide ends about a vertical axis.
  • a curved center guide 630 is arranged, which is mounted centrally pivotable about a vertical axis.
  • the figure 1 1 b shows the crossover of Figure 1 1 a in a second position in which a drive can change the rail track.
  • the two center guides 610 and 620 are simultaneously pivoted about their pivot axes, so that in each case one end of one of the center guides of the feeding rails and the discharging rails is released.
  • the shared ends of the center guides of the rails 200 are diagonally opposite each other.
  • the curved, in particular S-shaped, central guide 630 is likewise pivoted about its pivot axis, so that the ends of the center guide 630 now bear against the ends of the rails 200.
  • FIG. 1 2a shows a schematic oblique view of a crossover 700 with a multi-part center guide in a first position.
  • the crossover 700 is in turn arranged on a platform 750.
  • the crossover 700 is disposed between two feeding rails 200 and two discharging rails 200.
  • Two Aligned rails 200 are connected in the present configuration in each case by a first, fixed center guide part 7 10 or 730 and a second, multi-part and pivotable center guide part 720 and 740, respectively.
  • the pivotable center guide parts 720 and 740 are arranged offset one behind the other in the direction of travel.
  • FIG. 1b shows the switch of FIG. 1a in a second position.
  • the two pivotable center guide parts 720 and 740 are now formed into a curve which as a whole forms an S-curve, which connects the two parallel crawlers.
  • the advantage of the exchangers explained above lies in the fact that only one center guide part has to be moved to the switch position, but not the load-bearing parts. For a simple design and at the same time safe switch is created, which is inexpensive to produce.
  • a drive which is characterized by a high degree of smoothness and a simple structure.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)

Abstract

L'invention concerne un train de roulement (100) pour un monorail présentant un sens de la marche principal, comportant quatre roues sous charge ayant chacune un axe de roues sous charge et un espace libre pour un dispositif de guidage central (220), les quatre roues sous charge étant disposées par paire sous la forme d'une première paire de roues sous charge (111) et d'une deuxième paire de roues sous charge (121) respectivement montées coaxialement, l'espace libre pour un dispositif de guidage central (220) étant formé entre les deux roues sous charge de la première paire de roues sous charge (111) et de la deuxième paire de roues sous charge (121). La première paire de roues sous charge (111) est reliée à la deuxième paire de roues sous charge par l'intermédiaire d'un axe de pivotement (140), de sorte que la première paire de roues sous charge (111) peut pivoter par rapport à la deuxième paire de roues sous charge (121).
EP17797608.1A 2017-11-07 2017-11-07 Monorail Active EP3707048B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/EP2017/078462 WO2019091546A1 (fr) 2017-11-07 2017-11-07 Monorail

Publications (2)

Publication Number Publication Date
EP3707048A1 true EP3707048A1 (fr) 2020-09-16
EP3707048B1 EP3707048B1 (fr) 2022-06-22

Family

ID=60320868

Family Applications (1)

Application Number Title Priority Date Filing Date
EP17797608.1A Active EP3707048B1 (fr) 2017-11-07 2017-11-07 Monorail

Country Status (3)

Country Link
EP (1) EP3707048B1 (fr)
CN (1) CN111527018B (fr)
WO (1) WO2019091546A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102022108000A1 (de) 2022-04-04 2023-10-05 Marko Krönke Einschienenfahrzeugsystem

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB896154A (en) 1957-10-03 1962-05-09 Bo Carl Goesta Nyman Arrangement in single-rail railways and vehicles appropriate thereto
US3399629A (en) * 1966-03-25 1968-09-03 Alan B. Hawes Monorail train having articulated trucks
FR2163829A5 (fr) * 1971-12-02 1973-07-27 Merlin Gerin
FR2373427A1 (fr) * 1976-12-10 1978-07-07 Monne Maxime Perfectionnements apportes aux monorails et convoyeurs
DE2807984A1 (de) * 1977-02-25 1978-08-31 Ingenieria Transito Moderna Einschienenbahn mit entgleisungssicheren, mittels laufraedern und seitlichen fuehrungselementen auf schienenbalken gefuehrten drehschemeln
JPS6478967A (en) * 1987-09-21 1989-03-24 Hitachi Ltd Automatic steering type monorail truck
JP3011810B2 (ja) * 1991-12-09 2000-02-21 東光電気株式会社 モノレール車両
US6450103B2 (en) * 1996-05-07 2002-09-17 Einar Svensson Monorail system
JP2000264198A (ja) * 1999-03-18 2000-09-26 Hitachi Ltd モノレール車両用台車及びモノレール車両
RU2331383C1 (ru) * 2007-03-07 2008-08-20 Давид Ильич Пицхелаури Устройство "марика" для управления операционным микроскопом

Also Published As

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CN111527018B (zh) 2022-04-26
WO2019091546A1 (fr) 2019-05-16
EP3707048B1 (fr) 2022-06-22
CN111527018A (zh) 2020-08-11

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