EP3707048B1 - Monorail - Google Patents

Description

technical field

The invention relates to a carriage for a monorail with one main direction of travel, comprising four load wheels, each with a load wheel axle and a free space for a central guide, the four load wheels being arranged in pairs as a coaxially mounted first pair of load wheels and a second pair of load wheels, with the two load wheels of the first pair of load wheels being arranged between them and of the second pair of load wheels, the free space is designed for a central guide.

State of the art

The invention relates to a monorail which runs on a single rail or a single traveling beam for the transport of passengers or goods.

The design of a monorail involves a variety of aspects to consider. Important criteria are, for example, the maximum number of people, volume or weight that can be transported per linear meter of monorail. The higher this value, the shorter the monorail can be built. This in turn means that train stations can also be designed to be shorter, which means that overall costs can be saved. In particular when used to transport people, this essentially means with regard to the construction of the carriage that the largest possible free space must be provided per running meter.

Another criterion lies in the construction of the track or the running gear of the monorail. On the one hand, the rail should be designed for a sufficiently high speed and, on the other hand, it should be constructed as easily and simply as possible. Furthermore, points of the rail type should be constructed as simply as possible. Even small weight savings can save large amounts of material and thus money.

In a way, the running gear is the link between capacity requirements and rail type requirements. With the simplest possible and low-maintenance construction, the drive should on the one hand enable smooth running, high resilience and on the other hand a sufficiently high speed. Furthermore, the smallest possible curve radii should be able to be negotiated with the drives, even with the lowest possible friction and smooth running. Last but not least, the carriage should be of compact design, so that it takes up as little space as possible 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 the carriage is laterally supported with guide wheels.

Such a carriage is, for example, by the DE 28 07 984 A1 disclosed. This relates to a monorail with derailment-proof turntables guided on rail beams by means of wheels and lateral guide elements. The rail beam has an asymmetrical double-T cross-section, which has a foot part that is wider than the head part and the head part is arranged between the running wheels, while the two lateral faces of the head part form running surfaces for guide wheels. The side surfaces of the head part, which serve as running surfaces for guide wheels, lie essentially above the running wheels. The axes of the guide wheels are directed vertically and the axes of the running wheels are directed horizontally. This achieves a low center of gravity for the vehicle. Furthermore, the center of gravity of the rail beam is close to the running surfaces of the supporting wheels.

The switch consists of a platform with a single track of rails at one end and two tracks of rails at the opposite end. The two rail tracks, into which the head part and the web of the rail beam fork, have two segments connected with a pivot pin, which can be rotated about axes perpendicular to the platform.

Also the GB 896 154 A discloses a monorail system with support wheels and horizontal side wheels, which achieves a low overall height of the carriage and the rail, as well as simplified lateral guidance. The rail has an inverted T profile. The rail is made of reinforced concrete. The carrying wheels are guided on the surface to the side of the rail. The upper part of the rail can be made of structural steel, for example as an I-beam. This is particularly advantageous when steel wheels are used instead of rubber wheels. The drive is provided by electric motors. Side wheels are also provided, which can be exactly vertical or inclined by 10-15°. A wagon includes two load wheels and at least one pair of stabilizing wheels on each side. The technical environment will continue to the U.S. 3,399,629 A and the FR 2 163 829 A referred

The known monorails have the disadvantage that they run too slowly. This disadvantage in turn has the consequence that the running gear is unsuitable for tight cornering and that the running gear is exposed to high mechanical loads.

Presentation of the invention

The object of the invention is to create a carriage for a monorail which belongs to the technical field mentioned at the outset and which has a very smooth running while being compact in construction and at the same time having a high load capacity.

The solution to the problem is defined by the features of claim 1. According to the invention, the first pair of load wheels is connected to the second pair of load wheels via a pivot axis in such a way that the first pair of load wheels can be pivoted relative to the second pair of load wheels, the pivot axis being arranged at right angles to the main direction of travel and at right angles to a load wheel axis.

A running gear is understood below as a component of a carriage or railcar of a monorail, which carries the car body or the railcar body. In the case of an electrically powered monorail, the carriage can also include the electric drive, including the electric motor.

The term monorail means a railway for passenger and/or freight transport that runs on or under a single rail, i.e. a narrow track. In a preferred embodiment, it is a monorail in which the car body or, if applicable, the motor car body lies above the rail during operation.

The term main direction of travel is to be understood as meaning a longitudinal direction of the rails in which the running gear or the monorail can travel. In principle, two main directions of travel are possible, which are not differentiated below unless explicitly stated.

The term "a and/or b" includes a non-empty subset of elements a and b.

The term “arranged in a fixed manner relative to one another” in relation to wheel arrangements means the wheel axle in each case, while the wheel can be rolled freely or, in particular, can be driven by a motor.

Under the load wheels those wheels are understood, which carry the main load of the monorail, especially when the running gear is stationary. The load wheel axles are aligned horizontally and transversely to the longitudinal direction of the rails. The load wheel axles of a pair of load wheels are aligned coaxially. However, the two load wheels of a pair of load wheels are not connected to one another via a physical axis. Between the two load wheels of a pair of load wheels there is free space for a central guide, in particular for a central guide comprising a double T-rail. Any upper flange of the double-T rail can serve as a so-called hold-down flank, with guide wheels of the carriage bearing from below in order to prevent the carriage from being lifted off the rail.

The load wheels preferably include external storage. Due to the fact that a free space is provided between the load wheels of a pair of load wheels, the carriage is supported more broadly transversely to the longitudinal direction of the rail, with which the carriage can be guided more stably. But also in the construction of the rail, in particular the central guide, there is the advantage that only the running surfaces of the rail have to have the load-bearing capacity for the monorail. The center guide can be used exclusively to guide the carriage does not have to be designed as a supporting element of the rail.

Due to the fact that two pairs of load wheels are provided, a running gear according to the invention can carry particularly heavy loads. In order to enable smooth cornering despite the at least four load wheels of the running gear, according to the invention a pivot axis is provided between the first pair of load wheels and the second pair of load wheels. In this way, the pairs of load wheels can be aligned in the direction of travel, particularly in a curve, so that lateral forces (transverse to the direction of travel) on the load wheels can be minimized. This in turn reduces wear on the load wheels and loading of the drive, which extends the service life of the drive and of the load wheels can be increased. A low-maintenance drive is also achieved with it.

Of course, a carriage can also have more than four load wheels. If necessary, more than one pivot axis can be provided, with ideally one pair of load wheels being pivotably connected to one or more adjacent pairs of load wheels via a pivot axis.

One arrangement comprises a running gear, as well as a first vehicle body and a second vehicle body, the first vehicle body and the second vehicle body being pivotable relative to one another via a vehicle pivot axis arranged at right angles to the main direction of travel and at right angles to a load wheel axis, the vehicle pivot axis being arranged coaxially with the running gear pivot axis. This arrangement creates a monorail that manages with a particularly small number of drives. Since two vehicle bodies can be parked on a single carriage, the number of carriages with n vehicle bodies is reduced from 2n carriages to n+1 carriages. A monorail can also consist of several vehicle body pairs, triplets, etc., each of which has three or four running gears. This type of running gear is known in particular on conventional railways as a Jakobs bogie, abbreviated as JDG, or as a Jakobsachse.

However, it is clear to the person skilled in the art that the vehicle body does not necessarily have to be pivotable relative to one another via a single, clearly defined pivot axis. These can also be designed to be movable relative to one another more freely via a less defined connection, for example via a number of pivot axes, a bellows or the like. The Jakobs bogie can also be dispensed with, which means that the car bodies can be handled more easily. In this case, a vehicle body would include two running gears.

Preferably, the first vehicle body and the second vehicle body each comprise at least two doors as an entrance and/or exit for passengers, with a total length of the arrangement between two doors constant distance. Stations for monorails today typically have safety walls between the platform and the rails, so that the risk of accidents due to improper behavior by passengers can be avoided. Such safety 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, particularly in such stations, the doors can be distributed evenly in the safety walls, which in turn results in greater variability for a stopping position of the train in the station. There is also the advantage that the doors, which are regularly spaced over the entire length of the train, allow the passengers to be optimally distributed on the platform when boarding and alighting. Furthermore, the passengers are optimally distributed when boarding. Overall, passenger turnover at the station can be carried out more efficiently. This in turn enables a more dense timetable, increases the efficiency of the system and reduces costs.

In variants, the doors can also be distributed at irregular intervals over the length of the train, in particular in a conventional manner, the distance between two doors of two adjacent vehicle bodies being narrower than between two doors of a single vehicle body.

In order to further promote a distribution of the passengers within the train and, above all, to increase the capacity of the train for accommodating passengers, the vehicle bodies are preferably designed in such a way that there are no bottlenecks. This means that the vehicle bodies for the passengers are preferably designed in such a way that there are no bottlenecks for passengers due to a passage width transverse to the main direction of travel.

For this purpose, a minimum passage width in the main direction of travel of the vehicle bodies is preferably greater than 1000 mm, in particular greater than 1200 mm, particularly preferably approximately 1400 mm. With a large passage width, a quick and comfortable distribution of people in the vehicle body is made possible. According to the invention, this passage width is achieved in that the drive is arranged below the floor of the vehicle body. This also keeps the center of gravity of the monorail low, which in turn improves smoothness, but also a curve speed can be increased. The drive, in particular the electric motor, is preferably arranged directly in the running gear. Alternatively, the drive can also be arranged between the drives, with the torque being transmitted to the load wheels via a cardan shaft, for example.

The drive is preferably designed as a hub motor. The hub motor is preferably connected externally to the load wheel, ie the load wheel is arranged transversely to the direction of travel between the free space and the hub motor. This means that the center of gravity is low on the one hand and distributed over a large area on the other, which can increase the running smoothness of the drive.

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 unevenness in the rail. Furthermore, good friction values are made possible, with which an optimal acceleration and braking behavior can be achieved.

It is clear to the person skilled in the art that, depending on the rail design, a solid rubber tire or metal wheels can also be provided.

A rail, which is not part of the invention, in particular for a carriage described above, preferably comprises a rail base body with a load wheel running surface and a central guide with a guide wheel running surface, the rail base body having a substantially V-shaped cross section. The basic rail body can, for example, be approximately 1500 mm high and just as wide - but the dimension is determined depending on the carriage and can therefore also be larger or smaller. Due to the V-shaped design, a stable and compact design is achieved. The compact design in turn allows cost-effective production. Finally, the rails can thus be manufactured with a relatively low weight per length. This simplifies construction and reduces floor loads. The cross-section of the rail body does not necessarily have to correspond exactly to a V-shape, but can 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. It is clear to the person skilled in the art that the trapezoidal shape with the parallel main sides is only used with straight rail sections - with rail base bodies of a curved section, the running surface can also be tilted to the second main side.

The rail base body preferably comprises two plates which are oriented in a V-shape relative to one another and which are connected to one another via cross braces. The running surfaces are preferably formed by the upper edges of the plates, which can be approximately 300 mm wide, for example. A particularly stable rail base body can thus be achieved with a relatively light construction. The two plates preferably do not protrude together in the area of the tip of the V-shape, so that no water or dirt can accumulate in the cavity.

In variants, the rail base body can also be made in a solid construction.

The rail preferably comprises a rail base body with a concrete element, in particular a solid concrete element. The rail base body can thus be manufactured in a particularly cost-effective and simple manner. The concrete elements can be reinforced in a known manner, in particular reinforced. The rail base bodies are preferably produced in a single casting process. This allows the rails to be manufactured efficiently. Alternatively, the panels can also be manufactured in a separate process and then assembled.

The center guide is preferably made of steel. A light construction is thus achieved. The central guide can be mounted, for example, on struts between the plates of the rail base. Two central guides are preferably mounted in such a way that a change in length due to temperature fluctuations can be accommodated. The central guide made of steel also has the advantage that a switch can be designed in a particularly simple manner. For this purpose, a section of the central guide can be designed to be pivotable, with which a carriage can be guided along the central guide in a different direction.

The central guide is preferably designed as a T-beam, in particular as a double T-beam. This achieves a particularly stable center guide that is easy to produce.

In variants, L-beams or the like can also be provided as a central guide. It is also clear to a person skilled in the art that the dimensions of the rail and of the central guide can be varied without departing from the idea according to the invention.

With conventional drives, it is known that when more than two load wheels are fixedly arranged in curves, tension occurs between the rail and the wheels, which results in unsteady driving behavior. As a result, the running gear and in particular the wheels are subjected to higher loads, making the running gear more susceptible to maintenance.

In order to counteract these disadvantages, the pivot axis is arranged according to the invention at right angles to the main direction of travel and at right angles to a load wheel axis. In particular, the changes in direction of the horizontal direction of travel can thus be optimally recorded. The pairs of load wheels or two groups of pairs of load wheels can thus be aligned independently of one another in such a way that they can optimally follow the course of the rails, particularly on curves.

In variants, more than one pivot axis can also be provided, so that other changes in direction of the rail can also be accommodated.

In particular, when the rail is inclined in the curves, it can be advantageous if the pairs of load wheels can be pivoted relative to one another about an axis in the direction of travel. This means that the front pair of load wheels in the direction of travel can already assume the inclined position when entering the curve before the second pair of load wheels leaves the horizontal rail section. Alternatively, in particular in the case of small changes in inclination, this can also be dispensed with. Such inclinations can possibly already be absorbed by the suspension of the load wheels or by the tires of the load wheels.

Furthermore, a pivot axis can also be oriented parallel to the load wheel axis between the load wheel pairs, with which a change in direction in the vertical plane can be accommodated.

The carriage preferably comprises at least one guide wheel, in particular for the lateral guidance of the carriage on the central guide, with a guide wheel axis of the guide wheel being aligned at right angles to a plane formed by the load wheel axes. The carriage is preferably guided on a rail which includes a vertical running surface for the at least one guide wheel. The carriage is guided particularly stably on the rail by the at least one guide wheel. The running surface does not necessarily have to be aligned exactly vertically, but can also be present as an inclined surface which, for example, encloses an angle of more ("sloping surface") or less ("overhanging") than 90° to a running surface of the load wheels. Accordingly, the guide wheel axis does not necessarily have to be aligned at right angles to the load wheel axis.

In variants, guide wheels can also be dispensed with. Furthermore, instead of the guide wheels, guidance transverse to the direction of travel can also be achieved in some other way, for example by means of magnetic force, air pressure, etc. Further variants are known to those skilled in the art.

The guide wheel is preferably arranged above a support plane of the load wheels. This achieves a constructively simple and compact drive. In particular, a simply constructed rail can also be provided for the carriage, which essentially comprises a running surface for the load wheels and a guide surface for the guide wheel arranged above the running surface. The guide surface for the guide wheel does not have to meet the high stability requirements that the running surfaces have to meet, in particular since the loading on the guide surfaces is typically lower than that on the running surfaces. A rail of such a monorail can thus be produced much more cheaply than a rail in which the less stressed guide surfaces are arranged below the running surfaces.

Furthermore, this results in the advantage that switches on the rail for deflecting a direction of travel of the carriage can be produced in a structurally simpler and more cost-effective manner. Thus, the points can only comprise an adjustable guide surface for the at least one guide wheel, with the running surface being able to remain stationary when the points are set.

In variants, the at least one guide wheel can also be arranged on or below the support plane of the load wheels.

It preferably comprises a first pair of guide wheels with two guide wheels, the two guide wheels of the first pair of guide wheels being arranged opposite one another transversely to the main direction of travel, with the free space for the center guide being between the two guide wheels of the first pair of guide wheels. By forming two opposite guide wheels, the carriage can be optimally guided on a central guide, in that the guide wheels are guided on opposite sides of the central guide located in the free space.

In variants, the at least two guide wheels of a pair of guide wheels can also be offset with respect to the main direction of travel.

The first pair of guide wheels is preferably arranged between the first and the second pair of load wheels with respect to the main direction of travel. This arrangement allows the running gear to be guided symmetrically in both main directions of travel. The first pair of guide wheels is particularly preferably arranged in the middle between the first and the second pair of load wheels with respect to the main direction of travel.

In variants, the first pair of guide wheels can also be arranged before or after the two pairs of load wheels with respect to the main direction of travel.

The first pair of guide wheels is preferably arranged such that it can pivot on the pivot axis independently of the first pair of load wheels and in particular independently of the second pair of load wheels. In a particularly preferred embodiment, the first pair of guide wheels thus forms a separate unit which can be pivoted on the pivot axis. The first pair of guide wheels can thus be independent of the Pairs of load wheels record changes in direction of a support surface. A particularly smooth running of the drive can be achieved in this way.

In variants, the first pair of guide wheels can also be fixed relative to the first pair of load wheels. In particular, for example, the first pair of guide wheels, the second pair of guide wheels and the first pair of load wheels can form a unit whose wheels are arranged fixed to one another.

Preferably, the carriage further comprises a second pair of guide wheels with two guide wheels, with the two guide wheels of the second pair of guide wheels being arranged opposite one another transversely to the main direction of travel, with the free space for the center guide being between the two guide wheels of the second pair of guide wheels, with the 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 arranged fixed relative to each other. In this embodiment, the first pair of load wheels is arranged between the first pair of guide wheels and the second pair of guide wheels. The first pair of load wheels is thus optimally guided by the pairs of guide wheels, so that contact between the pair of load wheels and the guide surfaces, in particular the central guide arranged in the free space, can be avoided. A particularly optimal guidance of the first pair of load wheels is thus achieved.

In variants, the two pairs of guide wheels can also be arranged on one side in relation to the pair of load wheels in the main direction of travel. Furthermore, the two pairs of guide wheels and the pair of load wheels can also be arranged in a fixed manner relative to one another, with the result that a structurally simple running gear is created. Finally, the second pair of guide wheels can also be dispensed with.

Preferably, the carriage further comprises a third pair of guide wheels with two guide wheels, with the two guide wheels of the third pair of guide wheels being arranged opposite one another transversely to the main direction of travel, with the free space for the center guide being between the two guide wheels of the third pair of guide wheels and with the second pair of load wheels in the main direction of travel between the first Guide wheel pair and the third guide wheel pair is arranged, in particular the third guide wheel pair is fixed relative to the second pair of load wheels.

In variants, the third pair of guide wheels can also be dispensed with.

Preferably, the carriage further comprises a fourth pair of guide wheels with two guide wheels, with the two guide wheels of the fourth pair of guide wheels being arranged opposite one another transversely to the main direction of travel, with the free space for the central guide being between the two guide wheels of the fourth pair of guide wheels, with the second pair of load wheels between the third pair of guide wheels and the fourth pair of guide wheels is arranged, wherein in particular the first pair of guide wheels and the fourth pair of guide wheels are arranged fixed relative to each other. Thus, in a preferred embodiment, the first pair of guide wheels is arranged between the first pair of load wheels and the fourth pair of guide wheels. This arrangement allows the drive to be guided in a particularly stable manner.

In variants, the fourth pair of guide wheels can also be dispensed with.

The first pair of load wheels and the second pair of guide wheels are preferably arranged on a first main frame, with the second pair of load wheels and the third pair of guide wheels being arranged on a second main frame, with the first main frame and the second main frame in particular being connected to one another via the pivot axis. The first and/or the second main frame is preferably an external rotor frame. The two main frames are preferably formed in an O-shape, with the load wheels being arranged inside the main frame.

In variants, for example, the guide wheels can also be arranged in a frame that is separate from the frame of the load wheels, in which case the carriage can have more than one pivot axis. A person skilled in the art is aware of a large number of variants as to how the load wheels and guide wheels can be assigned to individual frames.

The first pair of guide wheels and the fourth pair of guide wheels are preferably arranged in a fixed manner relative to one another via an auxiliary frame, with the auxiliary frame in particular being pivotably mounted on the pivot axis.

In variants, the auxiliary frame can also be permanently connected to the first or the second main frame. Furthermore, the first pair of guide wheels can also be firmly connected to the first main frame and the fourth pair of guide wheels can be firmly connected to the second main frame, so that the auxiliary frame can be dispensed with.

The main frame and/or the auxiliary frame preferably comprises a primary suspension which is arranged at right angles to the main direction of travel on the axis of the load wheels.

In variants, the primary suspension can also include several spring elements, which are arranged adjacent to the load wheel axles or otherwise. Furthermore, a primary suspension can also be provided on the pivot axis.

The guide wheels preferably lie in a plane defined by the load wheel axles. The guide wheels have a guide wheel width in the guide wheel axis, which is defined by a maximum width on the outer 50% of the guide wheel radius. Thus, the plane mentioned above lies within the axial extension of the guide wheels. A range in which the guide wheel can lie thus corresponds to the guide wheel width. The guide wheels are thus oriented approximately in the middle of the load wheel axis. 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 are at approximately the same height with respect to a support plane of the load wheels. This applies in particular if the guide wheels are mounted on both sides. However, the guide wheels can also be mounted on only one side.

In variants, the guide wheels can also be above or below the plane.

The guide wheel pairs and the load wheel pairs do not necessarily have to be provided. In any case, instead of a pair of wheels, only a single wheel can be provided on one side of the center guide. For example, with regard to lateral guidance, an alternating arrangement of wheels on the two central guidance sides can be sufficient.

Further advantageous embodiments and combinations of features of the invention result from the following detailed description and the entirety of the patent claims.

Brief description of the drawings

Fig. 1

eine schematische Seitenansicht eines auf einer Schiene angeordneten Laufwerks in Richtung der Lastradachsen;

Fig. 2

eine Schnittdarstellung entlang einer vertikalen Ebene gemäss Figur 1;

Fig. 3

eine schematische Draufsicht von oben auf ein auf einer Schiene angeordnetes Laufwerk in Richtung der Führungsradachsen;

Fig. 4

eine schematische Unteransicht auf ein auf einer Schiene angeordnetes Laufwerk in Richtung der Führungsradachsen, ohne Schienengrundkörper;

Fig. 5

eine schematische Schnittdarstellung durch die Schwenkachse, in einer Ebene quer zur Fahrtrichtung auf ein auf einer Schiene angeordnetes Laufwerk;

Fig. 6

eine schematische Frontansicht auf ein auf einer Schiene angeordnetes Laufwerk;

Fig. 7

eine schematische Schrägansicht einer Schiene;

Fig. 8

eine schematische Schnittdarstellung in einer Ebene quer zur Längsrichtung einer Schiene;

Fig. 9

eine schematische Schnittdarstellung in einer Ebene quer zur Längsrichtung eines Schienenkurvensegments

Fig. 10

eine schematische Seitenansicht einer Anordnung umfassend Fahrzeugwagenkasten auf Laufwerken

Fig. 11a

eine schematische Schrägansicht einer Wechselweiche mit gekrümmter Mittelführung in einer ersten Stellung;

Fig. 11b

die Weiche der Figur 11a in einer zweiten Stellung;

Fig. 12a

eine schematische Schrägansicht einer Wechselweiche mit mehrteiliger Mittelführung in einer ersten Stellung; und

Fig. 12b

die Weiche der Figur 12a in einer zweiten Stellung.

The drawings used to explain the embodiment show:

1

a schematic side view of a carriage arranged on a rail in the direction of the load wheel axles;

2

according to a sectional view along a vertical plane figure 1 ;

3

a schematic plan view from above of a carriage arranged on a rail in the direction of the guide wheel axes;

4

a schematic bottom view of a carriage arranged on a rail in the direction of the guide wheel axles, without the rail base body;

figure 5

a schematic sectional view through the pivot axis, in a plane transverse to the direction of travel on a running gear arranged on a rail;

6

a schematic front view of a arranged on a rail drive;

7

a schematic oblique view of a rail;

8

a schematic sectional view in a plane transverse to the longitudinal direction of a rail;

9

a schematic sectional view in a plane transverse to the longitudinal direction of a rail curve segment

10

a schematic side view of an arrangement comprising vehicle body on drives

Figure 11a

a schematic oblique view of a switch with a curved central guide in a first position;

Figure 11b

the soft of Figure 11a in a second position;

12a

a schematic oblique view of a switch with multi-part center guide in a first position; and

Figure 12b

the soft of Figure 12a in a second position.

In principle, the same parts are provided with the same reference symbols in the figures.

Ways to carry out the invention

the figure 1 shows a schematic side view of a carriage 100 arranged on a rail 200 in the direction of the load wheel axles.

The running gear 100 comprises three main components, namely a first main frame 110 with a pair of load wheels 111 and a pair of guide wheels 112, a second main frame 120 with another pair of load wheels 121 and a pair of guide wheels 122, and an auxiliary frame 130 with two pairs of guide wheels 131 and 132. The two main frames 110 and 120 as well as the auxiliary frame 130 are pivoted in pairs independently of one another on a common pivot axis 140 . The first main frame 110 and the second main frame 120 are constructed essentially identically and differ only in the coupling area of the pivot axis 140.

The main frames 110 and 120 (ie, the first main frame 110 and the second main frame 120) have a rectangular frame. The pair of load wheels is mounted within the main frame 110 and 120 on two opposite sides of the rectangle so that the load wheel axes are perpendicular to the direction of travel (or longitudinal direction of the rail) and parallel to the running surface of the rail. The drive, in particular the hub motor (not shown in detail) is presently arranged within the main frame 110 and 120 and drives the load wheels of the load wheel pairs 111 and 121 on. Air springs are arranged on the main frames 110 and 120 above the axles of the pairs of load wheels 111 and 121, with which the car body is cushioned in relation to the running gear 100.

The first and the second main frame 110 and 120 each have a wheel of the pair of guide wheels 112 and 122 in two adjacent corners of the rectangular frame, the axes of which are aligned perpendicularly to the running surface of the rail 200 . The guide wheels are positioned approximately at the level of the axles of the pair of load wheels 111 and 121, respectively. The pairs of guide wheels 112 and 122 are each arranged at the front and rear ends of the carriage 100 with respect to the longitudinal direction of the rails. The rectangular frames of the main frame 110 and 120 have a bracket 113 or 123 in the center on the side opposite the pair of guide wheels 112 or 122, via which the first main frame 110 is pivotably connected to the second main frame 120. The brackets 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 area, which includes the brackets 113 and 123, respectively, is raised. Below the tabs 113 and 123, and also mounted on the shaft 140, the auxiliary frame 130 is pivotally mounted. The auxiliary frame 130 is essentially rectangular, with one guide wheel of two pairs of guide wheels 131 and 132 being mounted at the corners of the auxiliary frame 130 . 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 guide wheel pairs 112, 122, 131, 132 lie in the same plane.

The rail 200 has a rail base 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 made of reinforced concrete in the present case. Centrally between the running surfaces of the pairs of load wheels 111 and 121 is the central guide 220, on which the carriage 100 is guided via the pairs of guide wheels 112, 122, 131, 132. At all Guide wheel pairs 112, 122, 131, 132, the two guide wheels to each other at a distance which essentially corresponds to a width of the central guide 220 transverse to the direction of travel. The carriage 100 is thus aligned and steered on the center guide 220 via the pairs of guide wheels 112, 122, 131, 132.

the figure 2 shows a sectional view according to figure 1 along a vertical plane AA, which is in the following figure 3 is shown. 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 base body 210 has cavities in the middle which are interrupted by struts 211 . A lighter construction of the rail 200 is thus achieved.

the figure 3 shows a schematic plan view from above of a running gear 100 arranged on a rail 200 in the direction of the guide wheel axes. It can be seen that the pairs of air springs 114 and 124 are arranged on the respective main frame 110 or 120 above the axles of the load wheels. A stable mounting of the vehicle body is thus achieved. The shaft 140 is arranged centrally between the pairs of load wheels 111 and 121 . It can also be seen that the pairs of load wheels 111 and 121 have a relatively large spacing compared to the pairs of guide wheels 112, 122, 131, 132, with the result that the carriage 100 is broadly supported on the rail 200.

the figure 4 shows a schematic bottom view of a carriage 100 arranged on a rail 200 in the direction of the guide wheel axes, without rail base body 210. Two guide wheels of the auxiliary frame 130, which are one behind the other with respect to the direction of travel, are held from below by a C-shaped bracket, which is formed in one piece with the auxiliary frame 130 .

the figure 5 shows a schematic sectional view through the pivot axis, in a plane transverse to the direction of travel, onto a running gear 100 arranged on a rail 200. At this point, the rail base body 210 is cut through a cross brace 211.

the figure 6 shows a schematic front view of a carriage 100 arranged on a rail 200. It can be seen that the rail base body 210 has two essentially cuboid flanks 212 and 213 with a parallelogram-shaped Cross-section includes, which are aligned in a V-shape to each other. The flanks 212 and 213 are connected to one another via the cross braces 211 . The central guide 220 is carried by the cross braces 211, while the edges of the flanks 212 and 213 form the running surfaces for the load wheel pairs 111 and 121. The flanks 212 and 213 do not protrude together at a lower end (at the apex of the V-shape) so that dirt and water cannot accumulate. The center guide 220 has a cross-section of a double T and is presently made of steel.

the figure 7 12 shows a schematic oblique view of a rail 200. The present rail 200 is approximately 25 m long. A space between two cross braces is about 4 m long. The running surface and the cross braces are each approx. 300 mm wide. The rail base body 210 has a width and a height of approximately 1.5 m in each case. The central guide is about 700 mm high and about 100 mm wide in the guiding area of the guide wheels. The flange above and below the guide area is approximately 260mm wide. This construction of the splint 200 minimizes material requirements, manufacturing costs, and weight while providing an aesthetically pleasing splint. The central guide has an extension on one side and a receptacle for the extension on the other side. The connection area thus reached serves as an expansion joint.

the figure 8 shows a schematic sectional view in a plane transverse to the longitudinal direction of a rail 200.

the figure 9 shows a schematic sectional view in a plane transverse to the longitudinal direction of a curved rail segment 300. The present curved rail segment 300 has an angle of inclination transverse to the direction of travel of approximately 5°. This enables increased cornering speed.

the figure 10 finally shows a schematic side view of an arrangement comprising vehicle bodies 400, 500 on carriages 100. Two vehicle bodies 400, 500 are parked on three carriages 100. The middle drive 100 carries two vehicle bodies 400, 500, with which the middle drive 100 is designed as a Jakobs bogie. The expert is clear that a vehicle body on two Drives can be turned off. In the figure 10 It can also be seen that the doors 401 and 402 of the vehicle body 400 have a distance from one another which corresponds to the distance between the door 402 of the first vehicle body 400 and the door 501 of the second vehicle body 500. This means that all adjacent doors in an arrangement of several vehicle bodies have the same distance from one another. This ensures an optimal distribution of passengers in the train as well as on the platform, whereby the performance of the system as a whole (train, station, etc.) can be increased.

the Figure 11a shows a schematic oblique view of a switch 600 with a curved center guide 630 in a first position. The switch 600 is arranged between two incoming rails 200 and two outgoing rails 200 . In the present configuration, two aligned rails 200 are each connected by a first central guide 610 or a second central guide 620, which are arranged on a platform 640. The two central guides 610 and 620 are pivotably mounted about a vertical axis at diagonally opposite ends of the central guide. A curved central guide 630 is arranged in the middle between the two central guides 610 and 620 and is pivotably mounted in the middle about a vertical axis.

the Figure 11b shows the crossover of the Figure 11a in a second position in which a drive can change the track. For this purpose, the two center guides 610 and 620 are pivoted about their pivot axes at the same time, so that one end of one of the center guides of the incoming rails and the outgoing rails is released. The released ends of the center guides of the rails 200 are diagonally opposed to each other. The curved, in particular S-shaped, center guide 630 is also pivoted about its pivot axis, so that the ends of the center guide 630 now rest against the ends of the rails 200 .

the Figure 12a shows a schematic oblique view of an interchangeable switch 700 with a multi-part center guide in a first position. The interchangeable switch 700 is in turn arranged on a platform 750 . The switch 700 is arranged between two incoming rails 200 and two outgoing rails 200 . Two In the present configuration, aligned rails 200 are each connected by a first, fixed central guide part 710 or 730 and a second, multi-part and pivotable central guide part 720 or 740. The pivotable center guide parts 720 and 740 are offset one behind the other in the direction of travel.

the Figure 12b shows the soft of Figure 12a in a second position. Opposite of Figure 12a 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 tracks.

The advantage of the alternating switches explained above is that only a central guide part has to be moved to set the switch, but not the load-bearing parts. In this way, a simply constructed and at the same time safe switch is created, which can be produced inexpensively.

In summary, it can be stated that, according to the invention, a carriage is provided which is characterized by very smooth running and a simple structure.

Claims (13)

1. Running gear (100) for a monorail with a main travelling direction, comprising four load wheels with in each case one load wheel axle and a clearance for a central guide (220), the four load wheels being arranged in pairs as a coaxially mounted first load wheel pair (111) and a second load wheel pair (121), the clearance for a central guide (220) being configured between the two load wheels of the first load wheel pair (111) and the second load wheel pair (121), the first load wheel pair (111) being connected to the second load wheel pair via a pivoting axle (140) in such a way that the first load wheel pair (111) can be pivoted relative to the second load wheel pair (121), characterized in that the pivoting axle (140) is arranged at a right angle with respect to the main travelling direction and at a right angle with respect to a load wheel axle.
2. Running gear (100) according to Claim 1, characterized in that the running gear (100) comprises at least one guide wheel, in particular for lateral guidance of the running gear (100) on the central guide (220), a guide wheel axle of the guide wheel being oriented at a right angle with respect to a plane which is formed by the load wheel axles.
3. Running gear (100) according to Claim 2, characterized in that the guide wheel is arranged above a supporting plane of the load wheels.
4. Running gear (100) according to Claim 2 or 3, characterized in that it comprises a first guide wheel pair (131) with two guide wheels, the two guide wheels of the first guide wheel pair (131) being arranged so as to lie opposite one another transversely with respect to the main travelling direction, the clearance for the central guide (220) being between the two guide wheels of the first guide wheel pair (131).
5. Running gear (100) according to Claim 4, characterized in that the first guide wheel pair (131) is arranged between the first load wheel pair (111) and the second load wheel pair (121) with regard to the main travelling direction.
6. Running gear (100) according to Claim 4 or 5, characterized in that the first guide wheel pair (131) is arranged such that it can be pivoted on the pivoting axle (140) independently of the first load wheel pair (111) and, in particular, independently of the second load wheel pair (121).
7. Running gear (100) according to one of Claims 4 to 6, characterized in that, furthermore, it comprises a second guide wheel pair (112) with two guide wheels, the two guide wheels of the second guide wheel pair (112) being arranged so as to lie opposite one another transversely with respect to the main travelling direction, the clearance for the central guide (220) being between the two guide wheels of the second guide wheel pair (112), the first load wheel pair (111) being arranged between the first guide wheel pair (131) and the second guide wheel pair (112), the second guide wheel pair (112) and the first load wheel pair (111) being arranged fixedly relative to one another, in particular.
8. Running gear (100) according to Claim 7, characterized in that, furthermore, it comprises a third guide wheel pair (122) with two guide wheels, the two guide wheels of the third guide wheel pair (122) being arranged so as to lie opposite one another transversely with respect to the main travelling direction, the clearance for the central guide (220) being between the two guide wheels of the third guide wheel pair (122), and the second load wheel pair (121) being arranged between the first guide wheel pair (131) and the third guide wheel pair (122) in the main travelling direction, the third guide wheel pair (122) being arranged fixedly relative to the second load wheel pair (121), in particular.
9. Running gear (100) according to Claim 8, characterized in that, furthermore, it comprises a fourth guide wheel pair (132) with two guide wheels, the two guide wheels of the fourth guide wheel pair (132) being arranged so as to lie opposite one another transversely with respect to the main travelling direction, the clearance for the central guide (220) being between the two guide wheels of the fourth guide wheel pair (132), the second load wheel pair (121) being arranged between the third guide wheel pair (122) and the fourth guide wheel pair (132), the first guide wheel pair (131) and the fourth guide wheel pair (132) being arranged fixedly relative to one another, in particular.
10. Running gear (100) according to Claim 8 or 9, characterized in that the first load wheel pair (111) and the second guide wheel pair (112) are arranged on a first main frame (110), the second load wheel pair (121) and the third guide wheel pair (122) being arranged on a second main frame (120), the first main frame (110) and the second main frame (120) being connected to one another via the pivoting axle (140), in particular.
11. Running gear (100) according to Claim 9, characterized in that the first guide wheel pair (131) and the fourth guide wheel pair (132) are arranged fixedly relative to one another via a subframe (130), the subframe (130) being mounted pivotably on the pivoting axle (140).
12. Running gear (100) according to one of Claims 2 to 11, characterized in that the guide wheels lie in a plane which is defined by the load wheel axles.
13. Arrangement comprising a running gear (100) according to one of Claims 1 to 12 and a first vehicle wagon body and a second vehicle wagon body, the first vehicle wagon body and the second vehicle wagon body being pivotable with respect to one another via a vehicle body pivoting axle which is arranged at a right angle with respect to the main travelling direction and at a right angle with respect to a load wheel axle, characterized in that the vehicle body pivoting axle is arranged coaxially with respect to the pivoting axle (140) of the running gear.

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