EP4069907A1 - Weichenanordnung für ein spurgebundenes fahrzeug - Google Patents
Weichenanordnung für ein spurgebundenes fahrzeugInfo
- Publication number
- EP4069907A1 EP4069907A1 EP20838458.6A EP20838458A EP4069907A1 EP 4069907 A1 EP4069907 A1 EP 4069907A1 EP 20838458 A EP20838458 A EP 20838458A EP 4069907 A1 EP4069907 A1 EP 4069907A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- switch
- switch arrangement
- guide
- segment
- arrangement
- 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
Links
- 239000004567 concrete Substances 0.000 claims description 25
- 230000007246 mechanism Effects 0.000 claims description 8
- 239000012530 fluid Substances 0.000 claims description 7
- 239000011178 precast concrete Substances 0.000 claims description 4
- 239000000725 suspension Substances 0.000 description 10
- 230000008901 benefit Effects 0.000 description 9
- 230000005540 biological transmission Effects 0.000 description 4
- 238000000034 method Methods 0.000 description 4
- 230000008569 process Effects 0.000 description 4
- 229910000831 Steel Inorganic materials 0.000 description 3
- 230000009471 action Effects 0.000 description 3
- 238000013461 design Methods 0.000 description 3
- 238000005339 levitation Methods 0.000 description 3
- 239000010959 steel Substances 0.000 description 3
- 238000005516 engineering process Methods 0.000 description 2
- 239000000463 material Substances 0.000 description 2
- 229920000136 polysorbate Polymers 0.000 description 2
- 229910000906 Bronze Inorganic materials 0.000 description 1
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 description 1
- 238000013459 approach Methods 0.000 description 1
- 239000010974 bronze Substances 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- KUNSUQLRTQLHQQ-UHFFFAOYSA-N copper tin Chemical compound [Cu].[Sn] KUNSUQLRTQLHQQ-UHFFFAOYSA-N 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 229920001971 elastomer Polymers 0.000 description 1
- 239000000806 elastomer Substances 0.000 description 1
- 229910002804 graphite Inorganic materials 0.000 description 1
- 239000010439 graphite Substances 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 230000007257 malfunction Effects 0.000 description 1
- 239000002184 metal Substances 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000000284 resting effect Effects 0.000 description 1
- 238000007665 sagging Methods 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
- 238000012546 transfer Methods 0.000 description 1
- 238000013519 translation Methods 0.000 description 1
Classifications
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B25/00—Tracks for special kinds of railways
- E01B25/30—Tracks for magnetic suspension or levitation vehicles
- E01B25/34—Switches; Frogs; Crossings
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B7/00—Switches; Crossings
- E01B7/02—Tongues; Associated constructions
- E01B7/08—Other constructions of tongues, e.g. tilting about an axis parallel to the rail, movable tongue blocks or rails
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B2202/00—Characteristics of moving parts of rail systems, e.g. switches, special frogs, tongues
- E01B2202/02—Nature of the movement
- E01B2202/021—Turning or tilting or elastically bending
- E01B2202/024—Turning or tilting or elastically bending about vertical axis
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B2202/00—Characteristics of moving parts of rail systems, e.g. switches, special frogs, tongues
- E01B2202/02—Nature of the movement
- E01B2202/025—Pure translation
Definitions
- the present invention relates to a switch arrangement for a track-bound vehicle having at least two articulated switch segments which are movably mounted with respect to a base area, at least one switch segment having a drive.
- lane-bound vehicles can be routed from at least one route through the switch to one of at least two additional routes.
- DE 2247551 A1 discloses a switch arrangement with a plurality of switch segments connected to one another in an articulated manner and movably mounted with respect to a base area, a switch position of the switch arrangement being able to be influenced by means of drives arranged on each switch segment.
- the disadvantage here is the limited flexibility of the switch arrangement, which manifests itself, for example, in the fact that the switch arrangement can only be moved in one direction, or that in the curved position there are comparatively large gaps between the switch segments, which are or are problematic for the suspension technology cause shocks when passing through.
- the object of the present invention is thus to further develop the switch arrangement according to the prior art in such a way that the disadvantages mentioned are overcome.
- switch arrangement according to the invention for a track-bound vehicle with at least two jointly connected switch segments and movably mounted with respect to a base area, with at least one switch segment having a drive, it is proposed that at least two switch segments are connected to one another by a joint that has at least two degrees of freedom of rotation and / or at least one degree of translational freedom, which is optionally designed with at least one additional degree of rotational freedom.
- the possible combinations of the degrees of freedom of movement of the joint allow, for example, the switch arrangement to be moved in different directions. As will be shown later, this also enables an X-shaped switch, for example, next to a Y-shaped switch. Furthermore, torsional moments that may act on the switch arrangement can be at least partially avoided with a joint with the corresponding degree of freedom. Asymmetrical weight loads when a vehicle is passing through can also be absorbed by the joint. A degree of translational freedom allows the switch arrangement to be stretched or compressed. On the one hand, a gap width between the switch segments can be set in each position. On the other hand, it is thus possible to make the switch arrangement more compact, since the switch arrangement does not necessarily have to follow a circular path during movement.
- An axis of rotation can, for example, run parallel to the plane of the travel path or parallel to the base area and at the same time essentially parallel to a direction of travel of the vehicle. This degree of freedom can prevent a transfer of the torsional moments already described between the switch segments of the switch arrangement.
- a further axis of rotation can, for example, run level parallel to the travel path or parallel to the base area and at the same time essentially perpendicular to the direction of travel of the vehicle. This degree of freedom can intercept the already described asymmetrical weight load when driving through the vehicle.
- the switch segments are made of steel and / or concrete, for example. They can be shaped similarly to fixed routes before and after the switch arrangement.
- the switch segments can be essentially U-shaped, in particular with an overhanging section on the underside of which a reaction rail of a suspension system can be arranged.
- the individual switch segments can all be the same Own length. However, it is also conceivable that individual turnout segments are longer or shorter. In particular, one end segment of a switch arm can be made longer than the other segments.
- a single, longer segment can, for example, be made up of several segments that are firmly connected to one another.
- the joint is preferably arranged centrally on at least one end face of the switch segments.
- the vehicle is, for example, a magnetic levitation train and, in particular, a magnetic levitation train that works on the short stator principle.
- the active elements of the levitation system and the drive of the vehicle are arranged, for example, exclusively in the vehicle.
- the roadway and in particular the switch arrangement have in particular a current-carrying rail for transmitting energy into the vehicle.
- the base of the switch arrangement can be formed by one or more concrete slabs.
- a concrete layer or one or more steel girders can be arranged underneath, for example. If the turnout arrangement is part of an elevated track, the base is arranged, for example, on supports or supports.
- the drive is preferably designed as an electric motor with a corresponding power transmission device.
- the switch arrangement has exactly one drive for each movable switch arm.
- the drive is in particular connected to the end segment of the switch arm.
- the force transmission device can be a threaded rod, for example.
- the drive can be rotatably mounted in order to move the driven to enable a segment along a curved path. In an emergency, for example in the event of a power failure, it is advantageous if the drive can also be adjusted manually.
- the switch arrangement can in particular have a movable switch arm.
- a Y-switch can be implemented that guides the vehicle from a fixed route to one of two other fixed routes.
- the switch arrangement can have four movable switch arms.
- an X-switch can be implemented that enables vehicles on two parallel fixed routes with a very small track center distance to change lanes on both sides, without having to widen the track center distance in the switch area. This in turn enables high speeds in the narrow parallel travel path.
- the joint is designed as a ball joint or ball joint.
- a ball joint allows movements around three independent axes.
- the advantages of the possible degrees of freedom of rotation described above can be realized with the ball joint at the same time.
- a ball-and-socket joint allows a translational movement.
- the ball and socket joint has three degrees of freedom of rotation and one degree of freedom of translation. The switch arrangement can therefore be stretched or compressed.
- At least one switch segment in particular an initial segment, is mounted on a pivot bearing.
- the starting segment means the first segment of the switch arrangement from the point of view of an entering vehicle.
- the rotation around an axis of the pivot bearing is sufficient here.
- at least one switch segment in particular a special end segment, is connected to the preceding switch segment by means of a toggle rod.
- the end segment means the last segment of the switch arrangement from the point of view of the entering vehicle or the last segment of one of several switch arms. In the latter case, the end segments are those segments that connect a switch arm to another switch arm.
- the end segment can have a length that differs from that of the other switch segments. There may also be different requirements for the storage and management of the end segment compared to the other segments.
- the articulated rod is used to transmit the drive force from the end segment to the remaining switch segments.
- At least one spring element connects two switch segments to one another.
- a push or pull of the Federele element can ensure a defined guidance of the switch segments.
- the spring element is designed, for example, in such a way that permanent pressure is exerted by a guide member on a guide element (see below).
- the spring element can for example comprise a spring, a pneumatic cylinder or an elastomer cushion.
- the spring element can be designed as a tension spring or a compression spring element.
- the spring element can be arranged laterally on the switch segments.
- two successive spring elements can be arranged on opposite sides of the switch segments. It is also conceivable that two switch segments are connected by two spring elements. It is particularly advantageous if each switch segment is supported on at least three support points. Three support points allow stable positioning of a flat object. Preferably, at least two of the support points are arranged on an underside of the switch segment. In particular, the end segment is supported on four support points.
- One of the support points is particularly preferably formed by the joint between the switch segments. In this way, an additional support point can be saved and the material and labor required for the turnout routing can be reduced.
- the joint is consequently designed to transmit a weight force between two Wei chensegmenten in addition to actuating forces of the switch arrangement.
- the support points can be displaced essentially parallel to the base area. This enables, in particular, an adjustment process for the switch arrangement.
- At least one sliding surface on which the support points are movable is arranged between the base surface and the switch segments.
- At least one of the support points has at least one degree of freedom of rotation.
- this is advantageous in the case of the pivot bearing already mentioned above, in particular of the start segment.
- a guide member (see below) is integrated into the support point. When the guide member interacts with a curved guide element, a rotation of the support point may be necessary.
- At least one of the support points has at least one roller and / or a slide bearing and / or a fluid bearing.
- the role offers little friction when moving the turnout arrangement, but at the same time has to withstand high loads and be correspondingly massive.
- the roller can possibly have one or more guide flanks similar to the wheel of a rail vehicle and thereby additionally guide the switch segment during movement if it interacts with a corresponding rail.
- a plain bearing can be a cheaper alternative with poorer friction properties.
- the plain bearing can for example be made of a metal and in particular of bronze with graphite contained therein. Since there is potentially greatly increased wear on the plain bearing, it is preferably exchangeable.
- a fluid bearing is a bearing in which the switch segment slides on a constantly replenished fluid film.
- the fluid film can here, for example, be an air cushion.
- the fluid bearing has the comparatively best friction properties, but is technically the most complex to implement and requires a constant supply of energy during operation.
- the fluid bearing has the additional advantage that when the energy supply is switched off, the greatly increased friction causes the switch arrangement to be locked.
- a support point has at least one redundant support.
- the redundant support can prevent the switch segment from sagging.
- the redundant support can be designed in the same way as the support point. In order to reduce friction, however, it is advantageous if the redundant support is made somewhat shorter and thus does not touch the sliding surface in normal operation.
- At least one guide device is assigned to each turnout segment, the at least a guided guide member, in particular a guide roller or a guide pin, and a leading guide element, in particular a guide rail or a groove or a link, comprises.
- the guide device ensures the correct sequence of movements during an actuation of the switch arrangement. Due to the multiple degrees of freedom of movement made possible by the joint, it is advantageous if each switch segment is guided individually.
- the guide device is preferably arranged between the base surface and the switch segment, the guide member being at least indirectly connected to the switch segment and the guide element to the base surface.
- the guide member is designed as a guide roller and the guide element as a guide rail, the guide roller for example resting laterally on the guide rail.
- the guide element On an upper side of the guide element, in particular the guide rail, there is, for example, the already mentioned sliding surface on which the support point, in particular the sliding bearing, is movably supported.
- the support point and the guide member can be designed as a structural unit.
- the guide device has at least one redundant guide means for at least one guide member.
- the redundant guide means can prevent uncontrolled movement of the switch arrangement in the event of failure of the guide member.
- the redundant guide means only has to be designed to be essentially the same as the guide member in order to be able to interact with the guide element.
- the redundant guide means is arranged in such a way that it does not touch the guide element during normal operation.
- the redundant guide means can also prevent the switch arrangement from being moved beyond a designated area, for example in the event of a malfunction.
- the redundant guide means can thus define an end position of the switch arrangement.
- the guide device has at least one spring which is designed to press the guide member against the guide element. Especially when driving through a vehicle and the associated loads, it is advantageous if the contact between tween the guide member and the guide element is not interrupted.
- the spring can contribute to this, but in particular also the spring element described above. A certain redundancy based on this can contribute to the safety of the switch arrangement.
- the guide element is straight or curved, the curvature preferably describing at least one arc of a circle.
- the guide element mainly controls the movement of the switch segments and thus the switch arrangement. Depending on the desired sequence of movements, the guide element may have to be shaped differently.
- the curvature of the guide element describes several arcs of a circle with different radii.
- the guide element runs parallel to the base area.
- the switch segments are thus also guided parallel to the base area when they move
- the guide element is arranged on the base in the form of a guide rail. It is also conceivable that the guide element runs in the base area. It is advantageous if the elements of the guide device are exchangeable and / or adjustable. Since wear inevitably occurs in the guide device during a large number of adjusting operations of the switch arrangement, readjustment or replacement of elements of the guide device is advantageous for low-interference operation of the switch arrangement. With elemen th of the guide device, above all, the guide member and its wear parts are meant.
- the base area is formed by at least one concrete slab, in particular a precast concrete slab.
- the base area has several bases for receiving the guide elements.
- the base can be used to compensate for differences in fleas and any unevenness when pouring the concrete slabs. They can also help to create space between the base and the switch segments, for example to accommodate the drive, the locking mechanism and / or other infrastructure facilities.
- the base can, for example, already be seen when the base is poured and, in particular, be sanded off after pouring in order to ensure uniform fleas.
- the base can have receiving means such as in particular drill holes, preferably with additional dowels for fastening the guide elements. Clamps are also conceivable as receiving means, in particular of the type used for fastening rails to sleepers.
- a base can be provided for each guide element. However, it is also conceivable that several guide elements are arranged on the same base, or several bases are provided for one guide element. In the latter variant, it is possible, for example, to provide T-shaped bases on the end faces of the guide elements for dissipating lateral forces.
- the bases are preferably arranged on the smaller concrete slabs.
- the bases are already provided when the smaller plates are being cast.
- the switch segments each have at least one rail section, the rail section tapering to a point on the rail section of an adjoining switch segment. Due to the pointed approach, only comparatively small gaps are formed between the rail sections when the switch segments move against each other.
- the rail section forms a set-down rail on which the vehicle comes to rest in an emergency, in particular if the suspension system fails.
- the rail section can also be a busbar or a reaction rail for the suspension system of the vehicle.
- the rail section is sloped at its ends, in particular rounded. This avoids abutting edges between tween the rail sections. If the vehicle slides on the rail sections in an emergency, the runner sliding material is protected.
- At least one switch segment has a locking mechanism, with the help of which a switch arm can be locked on a fixed track or on another switch arm.
- the locking mechanism can for example have a bolt that can be extended in particular by means of a motor.
- the bolt is designed to penetrate into a sleeve of an opposing switch segment of a further switch arm or a fixed section of the track.
- the bolt and, if necessary, the motor can be arranged on the fixed track section and the switch segment can have the sleeve.
- a self-locking drive for the switch arrangement which also has a locking effect.
- the correct locking can be determined, for example, by a proximity sensor that detects the correct position of the bolt.
- the motor of the locking mechanism can preferably be actuated manually in an emergency, for example by means of a crank and a corresponding maintenance staff.
- Figure 1 is a plan view of a switch assembly according to the invention
- FIG. 2 shows a section through a joint between two switch segments
- FIG. 3 shows possible degrees of freedom of rotation of the joint
- Figure 4 is a plan view of a base of the switch arrangement
- FIG. 5 shows a section through two switch segments in a side view
- FIG. 6 shows a section through two switch segments in a top view
- FIG. 7 shows a front view of two switch arms of a further embodiment of the switch arrangement
- FIG. 8 shows a schematic representation of an embodiment of the switch arrangement as an X switch.
- FIG. 1 shows a switch arrangement 1 according to the invention as a Y switch with a movable switch arm 2.
- a vehicle (not shown) can optionally be routed from a fixed route 3 to one of two further fixed routes 3.
- the switch arrangement 1 has several Wei chensegmente 4, which are connected to one another via joints 5.
- the joints 5 are arranged centrally on the end faces of the switch segments 4.
- the joints 5 have several degrees of freedom of rotation (see FIG. 3) and, in particular, a degree of translational freedom T (see FIG. 2).
- the switch arrangement 1 is thus very flexible: gaps between the switch segments 4, which are shown here enlarged for the sake of clarity, can be kept small and the switch arrangement 1 can be designed to save space.
- the degree of translational freedom T makes it possible to stretch or compress the switch arm 2.
- the switch arm 2 can be compressed, for example during an actuating process in the area between the two adjoining Fahrwe conditions 3, so that they can be arranged closer to the switch arrangement 1 without the risk of a collision.
- the switch arrangement 1 has a drive 6 for the actuating process which is connected to one of the switch segments 4 by means of a power transmission device 7.
- the drive 6 is connected to an end segment 8 of the switch arrangement 1.
- the end segment 8 is, for example, made longer than the other switch segments 4, since there may be increased demands on stability here.
- the end segment 8 in this exemplary embodiment is connected to the preceding switch segment 4 via a joint rod 9.
- the end segment 8 is also mounted in particular on four support points 10 (FIG. 5), whereas the remaining switch segments 4 are each mounted on three support points 10.
- the starting segment 11 is, for example, mounted on a pivot bearing 12 in addition to possible further support points 10.
- the switch arrangement 1 is thus mechanically decoupled from the fixed entrance-side track 3.
- the switch segments 4 are also connected to one another via spring elements 13.
- the spring elements 13 can also exert a pressure or tension on the switch segments 4 in such a way that guide members 14 (FIG. 5) are pressed against guide elements 15.
- the switch segments 4 are movable with respect to a base 16 GE superimposed.
- the base 16 is made up of several concrete slabs th 17 formed.
- the concrete slabs 17 are designed in particular as precast concrete plates and have, for example, different dimensions.
- bases 18 are arranged, on which the guide elements 15 are in turn arranged.
- the bases 18 are preferably also made of concrete and in particular components of the concrete slabs 17.
- the movement of the switch arm 2 or the switch arrangement 1 is essentially controlled by the guide elements 15.
- the guide elements 15 are straight.
- the guide elements 15 can be curved.
- the guide elements 15 are designed for example as rails and in particular as steel rails.
- the switch arm 2 or the switch arrangement 1 can be locked, for example, by a locking mechanism 20.
- the switch arm 2 and in particular the end segment 8 are here, for example, by a bolt firmly verbun with one of the two adjoining fixed routes 3 the.
- FIG. 2 shows an exemplary embodiment for the joint 5 for the switch arrangement 1 according to the invention.
- the joint 5 is designed as a spherical thrust joint with three independent degrees of freedom of rotation (see FIG. 3) and a degree of translational freedom T.
- the degree of translati onsfreedom T of the joint 5 should be clarified in this illustration. This makes it possible to stretch and / or compress the switch arms 2 of the switch arrangement 1.
- the switch arm 2 containing the joint 5 is, for example, straight (compare FIG. 8a).
- FIG. 2b shows, for example, the situation of an angled switch arm 2, the switch arm 2 being additionally stretched (compare FIG. 1 and FIG. 8b).
- FIG. 3 shows schematically the possible independent degrees of freedom of rotation of a joint 5 for the switch arrangement 1 according to the invention.
- the axis of rotation is perpendicular to the plane of the drawing.
- FIG. 3a is a schematic plan view analogous to FIG. 1.
- the plane of the drawing is here the route plane already mentioned above.
- the axis of rotation is perpendicular to the plane of the route.
- FIG. 3b is a schematic side view analogous to FIG. 5.
- the plane of the route is here perpendicular to the plane of the drawing.
- the axis of rotation is parallel to the plane of the travel path but perpendicular to the direction of travel of a vehicle traveling through the Wei Chen arrangement 1.
- FIG. 3c is a schematic front view analogous to FIG. 7.
- the plane of the route is perpendicular to the plane of the drawing.
- the axis of rotation is also parallel to the plane of the route, but in contrast to the previous case, it is also parallel to the direction of travel of a vehicle passing through the switch arrangement 1.
- the offset between the switch segments 4 is greatly exaggerated in all cases shown in this figure for the sake of clarity.
- the joint 5 has, in particular, at least two of these degrees of freedom of rotation or at least one of the degrees of freedom of rotation shown and at least one degree of translational freedom T.
- FIG. 4 shows, analogous to FIG. 1, a plan view of the substructure of the switch assembly 1, but without the switch segments 4 for the sake of clarity.
- the base 16 is formed by a large concrete slab 17 and several smaller concrete slabs 17.
- the concrete plate 17 on which the starting segment 11 sits has the pivot bearing 12 already described.
- the base 18 and guide elements 15 each have after the necessary freedom of movement of the respective switch segments 4 for an adjusting process of the switch assembly 1, different lengths and arrangements. In particular, the length of the guide elements 15 and possibly the base 18 increases from the start segment 11 in the direction of the end segment 8.
- FIG. 5 shows a sectional side view of two successive switch segments 4 of the switch arrangement 1.
- the switch segments 4 each have a rail section 21.
- the rail sections 21 are beveled at their ends, for example in the area of the joint 5, and in particular are rounded (see also FIG. 6).
- the rail sections 21 can, for example, be part of a set-down rail on which the vehicle comes to rest in an emergency.
- the switch segments 4 are each supported on support points 10, for example two of the support points 10 being arranged below the switch segments 4 and an additional support point 10 being formed by the joint 5.
- the guide devices 22 are assigned to each switch segment 4, some of which are in front of the plane of the drawing.
- the guide devices 22 each include the guide member 14 and the guide element 15.
- the support points arranged below the switch segments 4 have 10 sliding bearings 23 which are slidably mounted on an upper side of the guide elements 15.
- the guide elements 15, which are designed, for example, as guide rails, are net angeord on sockets 18 as before.
- the base 16 is formed by two concrete slabs 17.
- the guide members 14 are connected to the respective switch segment 4.
- a spring 24 which presses the guide members 14 against the guide elements 15, uninterrupted contact between the guide members 14 and the guide elements 15 is ensured.
- the Guide members 14 of two successive switch segments 4 can be arranged on different sides of the guide elements 15.
- the guide members 14 can either face one another or face away from one another (as shown here).
- FIG. 6 shows a sectional top view, for example, of the switch segments 4 from FIG. 5.
- the switch segments 4 have rail sections 21.
- each switch segment 4 has two rail sections 21.
- one of the rail sections 21 of one of the switch segments 4 is tapered to a point on one of the rail sections 21 of the adjoining switch segment 4.
- the gaps between the successive rail sections 21 are kept small even in the case of a curved switch arm 2 of the switch arrangement 1.
- FIG. 7 shows a front view of a switch arrangement 1, which comprises several movable switch arms 2 (see FIG. 8).
- the base 16 is formed from a large concrete plate 17 and at least one smaller concrete plate 17.
- the bases 18 for the guide elements 15 are arranged on this. For example, two guide elements 15 are arranged on a common base 18.
- the support points 10 each have a redundant support 25. These can intercept the switch segments 4 in the event of a failure of the support points 10 and thus avoid a serious accident.
- the guide devices 22 also have a redundant guide means 26 for each guide member 14. The redundant guide means 26 can intervene in an emergency and prevent uncontrolled movements of the switch segments 4.
- FIG. 8 shows the switch arrangement 1 according to the invention schematically as an X switch. Vehicles from two fixed routes 3 can optionally be directed to two further routes 3.
- the switch arrangement 1 has a total of four movable switch arms 2.
- FIG. 8a shows the switch arrangement 1 in the basic position. Vehicles can drive straight through the turnout structure in this position.
- FIG 8b shows, by way of example, a position of the switch arrangement 1 in which a vehicle can be guided from the upper left driveway 3 to the lower right driveway 3.
- all switch arms 2 must be brought into a curved position.
- the turnout arms 2 facing each other can be stretched, for example, by the degree of translational freedom T of the joints 5.
- the switch arms 2 facing away can for example be compressed in the sense of a space-saving structure of the switch arrangement.
- the guide elements 15 are curved.
- the end segments 8 of the switch arms 2 can have locking mechanisms 20 which each lock two mutually facing end segments 8 with respect to one another.
- a drive 6 is preferably assigned to each switch arm 2.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Railway Tracks (AREA)
- Platform Screen Doors And Railroad Systems (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102019135569.9A DE102019135569A1 (de) | 2019-12-20 | 2019-12-20 | Weichenanordnung für ein spurgebundenes Fahrzeug |
PCT/EP2020/087091 WO2021123215A1 (de) | 2019-12-20 | 2020-12-18 | Weichenanordnung für ein spurgebundenes fahrzeug |
Publications (3)
Publication Number | Publication Date |
---|---|
EP4069907A1 true EP4069907A1 (de) | 2022-10-12 |
EP4069907B1 EP4069907B1 (de) | 2023-12-13 |
EP4069907C0 EP4069907C0 (de) | 2023-12-13 |
Family
ID=74141517
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP20838458.6A Active EP4069907B1 (de) | 2019-12-20 | 2020-12-18 | Weichenanordnung für ein spurgebundenes fahrzeug |
Country Status (7)
Country | Link |
---|---|
US (1) | US20230024195A1 (de) |
EP (1) | EP4069907B1 (de) |
JP (1) | JP2023507631A (de) |
CN (1) | CN115038839A (de) |
CA (1) | CA3165287A1 (de) |
DE (1) | DE102019135569A1 (de) |
WO (1) | WO2021123215A1 (de) |
Family Cites Families (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE1025440B (de) * | 1956-02-01 | 1958-03-06 | Mentor Einschienenbahn G M B H | Gleisverbindung fuer parallel laufende Einschienenbahngleise, insbesondere fuer Spielzeug- und Modelleisenbahnen |
FR1220188A (fr) * | 1958-02-01 | 1960-05-23 | Alweg Forschung Gmbh | Aiguille de changement de voie pour chemins de fer à monorail |
FR2129119A5 (de) * | 1971-03-16 | 1972-10-27 | Barthalon Maurice | |
DE2247551A1 (de) * | 1972-09-28 | 1974-04-11 | Krupp Gmbh | Weiche mit horizontal beweglichem weichenteil, insbesondere fuer schwebefahrzeuge |
DE2305289C3 (de) * | 1973-01-31 | 1979-03-22 | Licentia Patent-Verwaltungs-Gmbh, 6000 Frankfurt | Zungenweiche für fahrspurgebundene Hochgeschwindigkeitsfahrzeuge |
DE19800908C1 (de) * | 1998-01-14 | 1999-09-09 | Thyssen Transrapid System Gmbh | Spurwechseleinrichtung für Fahrwege einer Magnetschwebebahn |
DE29917312U1 (de) * | 1999-10-01 | 2001-02-15 | WF Logistik GmbH, 86899 Landsberg | Federnde Weichen-Schaltmechanik |
US6279484B1 (en) * | 2000-06-13 | 2001-08-28 | John B. Shaw | Actuating mechanism for a transit vehicle guide beam switch |
EP3380385B1 (de) * | 2015-09-15 | 2020-11-11 | Bombardier Transportation GmbH | Einschienenbahnschalter mit schwerkraftgestütztem betätigungsmechanismus |
-
2019
- 2019-12-20 DE DE102019135569.9A patent/DE102019135569A1/de active Pending
-
2020
- 2020-12-18 JP JP2022537805A patent/JP2023507631A/ja active Pending
- 2020-12-18 EP EP20838458.6A patent/EP4069907B1/de active Active
- 2020-12-18 CA CA3165287A patent/CA3165287A1/en active Pending
- 2020-12-18 US US17/786,757 patent/US20230024195A1/en active Pending
- 2020-12-18 WO PCT/EP2020/087091 patent/WO2021123215A1/de unknown
- 2020-12-18 CN CN202080089708.2A patent/CN115038839A/zh active Pending
Also Published As
Publication number | Publication date |
---|---|
US20230024195A1 (en) | 2023-01-26 |
CN115038839A (zh) | 2022-09-09 |
JP2023507631A (ja) | 2023-02-24 |
WO2021123215A1 (de) | 2021-06-24 |
CA3165287A1 (en) | 2021-06-24 |
DE102019135569A1 (de) | 2021-06-24 |
EP4069907B1 (de) | 2023-12-13 |
EP4069907C0 (de) | 2023-12-13 |
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