EP4069907A1

EP4069907A1 - Switch arrangement for a track-borne vehicle

Info

Publication number: EP4069907A1
Application number: EP20838458.6A
Authority: EP
Inventors: Stefan Porten; Stefan Boegl; Bert Zamzow
Original assignee: Max Boegl Stiftung and Co KG
Current assignee: Max Boegl Stiftung and Co KG
Priority date: 2019-12-20
Filing date: 2020-12-18
Publication date: 2022-10-12
Anticipated expiration: 2040-12-18
Also published as: EP4069907C0; JP2023507631A; CA3165287A1; CN115038839A; EP4069907B1; US20230024195A1; DE102019135569A1; WO2021123215A1

Abstract

Switch arrangement (1) for a track-borne vehicle, having at least two articulatedly interconnected switch segments (4) mounted so as to be movable with respect to a base surface (16), wherein at least one switch segment (4) has a drive (6), wherein at least two switch segments (4) are interconnected by means of an articulation (5) which has at least two degrees of rotational freedom and/or at least one degree of translational freedom (T), which is optionally formed with at least one additional degree of rotational freedom.

Description

Switch arrangement for a track-bound vehicle

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.

Track-bound and, in particular, rail-bound mobility is almost unthinkable without switches. In the course of time, a large number of different turnout concepts with individual advantages and disadvantages have emerged. What they all have in common is that lane-bound vehicles can be routed from at least one route through the switch to one of at least two additional routes.

Special challenges for switches arise with suspension vehicles, since a route for suspension vehicles usually has a special shape and the suspension vehicle must of course also be kept in suspension when passing through the switch. The safety of the vehicle must also be guaranteed in the event of a failure of the suspension technology when passing the switch.

It has been shown that it is advantageous, particularly in the case of switch arrangements for suspension vehicles, to build the switch arrangement from several segments. For example, 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.

The object is achieved by a switch arrangement with the features of the independent claim.

For the 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.

In addition to the degree of freedom of rotation from the prior art, in which the axis of rotation runs perpendicular to a route plane or perpendicular to the base area, further degrees of freedom of rotation with axes of rotation parallel to the route plane or parallel to the base area are conceivable.

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. For example, 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.

As already indicated, the vehicle is, for example, a magnetic levitation train and, in particular, a magnetic levitation train that works on the short stator principle. In this case, 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. In particular, 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. However, it is also conceivable that there are several drives. 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. In this way, a Y-switch can be implemented that guides the vehicle from a fixed route to one of two other fixed routes. Furthermore, the switch arrangement can have four movable switch arms. In this way, 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. It is also advantageous if 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. In addition to the rotations around the three independent axes, 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.

It is also advantageous if 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. For an adjustment of the switch arrangement according to the invention, only a slight shift of the starting segment is necessary. The rotation around an axis of the pivot bearing is sufficient here. It is particularly advantageous if 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. As already described, 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. In particular, the articulated rod is used to transmit the drive force from the end segment to the remaining switch segments.

It is also advantageous if 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. For this purpose, 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. In particular, the spring element can be arranged laterally on the switch segments. In addition, 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.

It is advantageous if the support points can be displaced essentially parallel to the base area. This enables, in particular, an adjustment process for the switch arrangement.

For example, at least one sliding surface on which the support points are movable is arranged between the base surface and the switch segments.

It also has advantages if at least one of the support points has at least one degree of freedom of rotation. On the one hand, this is advantageous in the case of the pivot bearing already mentioned above, in particular of the start segment. On the other hand, it is conceivable that 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.

It is also advantageous if 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.

It is also extremely advantageous if a support point has at least one redundant support. In the event of damage or other failure of the support point, 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.

It also has advantages if 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.

Particularly preferably, 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.

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.

As already indicated, the support point and the guide member can be designed as a structural unit.

It is also advantageous if the guide device has at least one redundant guide means for at least one guide member. As in the case of redundant support, the redundant guide means can prevent uncontrolled movement of the switch arrangement in the event of failure of the guide member. For this purpose, 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. In this case too, it can be advantageous if 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.

It also brings advantages if 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. On the one hand, 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.

It has particular advantages if 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.

In particular, the curvature of the guide element describes several arcs of a circle with different radii.

It is also advantageous if the guide element runs parallel to the base area. The switch segments are thus also guided parallel to the base area when they move

In particular, 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.

There are also advantages if the base area is formed by at least one concrete slab, in particular a precast concrete slab. This makes the switch arrangement stable and inexpensive. Flea differences can be avoided and the switch arrangement can be set up in a short time, especially with a precast concrete slab. It is in particular conceivable to provide several concrete slabs of different shapes. It is also possible to arrange several small concrete slabs on a large concrete slab.

It is also advantageous if 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.

With a structure of the base from a large concrete slab and several smaller concrete slabs arranged thereon, the bases are preferably arranged on the smaller concrete slabs. In particular, the bases are already provided when the smaller plates are being cast.

It is also advantageous if 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. In particular, 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.

It is advantageous if 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.

Advantageously, 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. Preferably 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. Likewise, the bolt and, if necessary, the motor can be arranged on the fixed track section and the switch segment can have the sleeve. Alternatively or in addition, it is conceivable to provide a self-locking drive for the switch arrangement, which also has a locking effect. For the release to drive on the switch arrangement, 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.

Further advantages of the invention are described in the following exemplary embodiments. It shows:

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,

Figure 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, and FIG. 8 shows a schematic representation of an embodiment of the switch arrangement as an X switch.

In the following description of the figures, the same reference symbols are used for features which are identical and / or at least comparable in the various figures. The individual features, their design and / or mode of action are usually only explained in detail when they are first mentioned. If individual features are not explained again in detail, their design and / or mode of action corresponds to the design and mode of action of the already described identically acting or identically named features. 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. For example, 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. In the present case, 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. In the present example, 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. For the same reasons, 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.

With regard to the storage 11 peculiarities can also exist for an initial segment. 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. On the other hand, 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. In this example, 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. On the base 16 or on the concrete slabs 17, 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. On the upper sides of the guide elements 15 there are, for example, sliding surfaces 19 on which the support points 10 of the switch segments 4 slide.

The movement of the switch arm 2 or the switch arrangement 1 is essentially controlled by the guide elements 15. In this example, the guide elements 15 are straight. Likewise, the guide elements 15 can be curved. The guide elements 15 are designed for example as rails and in particular as steel rails. On each concrete slab 17, for example, at least two Führele elements 15 are arranged.

For protection, in particular when a vehicle is passing through, 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. A section through the joint 5 and parts of the connected switch segments 4 is shown. 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. Above all, 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. In FIG. 2a, 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. In the three views shown, 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. In this case, 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. In this case too, 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. In the switch arrangement 1 according to the invention, 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. In this embodiment, 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.

Two 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, which in this example are designed as guide rollers, rest on the side of the guide elements 15. The guide members 14 are connected to the respective switch segment 4. For example, by means of 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. For example, 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. As before, the switch segments 4 have rail sections 21. In particular, each switch segment 4 has two rail sections 21. In each case 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. As a result, 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). In this illustration, the essentially U-shaped switch segments 4 with protruding sections can be seen. 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.

In this exemplary embodiment, 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. In addition, 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. For this purpose, for example, 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.

In this embodiment of the switch arrangement 1 in particular, 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.

The present invention is not restricted to the illustrated and described exemplary embodiment. Modifications within the scope of the patent claims are just as possible as a combination of the features, even if they are shown and described in different exemplary embodiments. LIST OF REFERENCE NUMERALS 1 switch arrangement

2 switch arm

3 track

4 turnout segment

5 joint 6 drive

7 Power transmission device

8 end segment

9 articulated rod

10 support point 11 start segment

12 pivot bearings

13 spring element

14 leading link

15 guide element 16 base area

17 concrete slab

18 socket

19 sliding surface

20 locking mechanism 21 rail section

22 Guide device

23 plain bearings

24 spring

25 redundant support 26 redundant guide means

T degree of translational freedom

Claims

Patent claims

1. Switch arrangement (1) for a track-bound vehicle having at least two articulated switch segments (4) which are hinged to one another and are movably mounted with respect to a base area (16), at least one switch segment (4) having a drive (6), characterized in that at least two Switch segments (4) are connected to one another by a joint (5) which has at least two degrees of rotational freedom and / or at least one degree of translational freedom (T), which is optionally designed with at least one additional degree of rotational freedom.

2. Switch arrangement (1) according to the preceding claim, characterized in that the joint (5) is designed as a ball joint or ball thrust joint.

3. Switch arrangement (1) according to one of the preceding claims, characterized in that at least one switch segment (4), in particular an initial segment (11), is superimposed on a pivot bearing (12) GE.

4. Switch arrangement (1) according to one of the preceding claims, characterized in that at least one switch segment (4), in particular an end segment (8), is connected to the preceding switch segment (4) by means of a toggle rod (9).

5. Switch arrangement (1) according to one of the preceding claims, characterized in that at least one spring element (13) connects two switch segments (4) to each other.

6. Switch arrangement (1) according to one of the preceding claims, characterized in that each switch segment (4) is mounted on at least three support points (10).

7. Switch arrangement (1) according to one of the preceding claims, characterized in that one of the support points (10) is formed by the joint (5) between the switch segments (4).

8. Switch arrangement (1) according to one of the preceding claims, characterized in that the support points (10) are displaceable essentially parallel to the base surface (16).

9. Switch arrangement (1) according to one of the preceding claims, characterized in that at least one of the support points (10) has at least one degree of freedom of rotation.

10. Switch arrangement (1) according to one of the preceding claims, characterized in that at least one of the support points (10) has at least one roller and / or a sliding bearing (23) and / or a fluid bearing.

11. Switch arrangement (1) according to one of the preceding claims, characterized in that a support point (10) has at least one redundant support (25).

12. Switch arrangement (1) according to one of the preceding claims, characterized in that preferably each switch segment (4) is assigned at least one guide device (22), the at least one guided guide member (14), in particular a guide roller or a guide bolt, and a leading guide element (15), in particular a guide rail or a groove or a link.

13. Switch arrangement (1) according to one of the preceding claims, characterized in that the guide device (22) has at least one redundant guide means (26) for at least one guide member (14).

14. Switch arrangement (1) according to one of the preceding claims, characterized in that the guide device (22) has at least one spring (24) which is designed to press the guide member (14) against the guide element (15).

15. Switch arrangement (1) according to one of the preceding claims, characterized in that the guide element (15) is straight or curved, the curvature preferably describing at least one circular arc.

16. Switch arrangement (1) according to one of the preceding claims, characterized in that the elements of the guide device (22) are exchangeable and / or adjustable.

17. Switch arrangement (1) according to one of the preceding claims, characterized in that the base surface (16) of at least one concrete slab (17), in particular a precast concrete slab, is gebil det.

18. Switch arrangement (1) according to one of the preceding claims, characterized in that the switch segments (4) each have at least one rail section (21), the rail section (21) tapering to a point on the rail section (21) egg Nes subsequent switch segment (4) is arranged and wherein the rail section (21) is beveled at its ends, in particular rounded.

19. Switch arrangement (1) according to one of the preceding claims, characterized in that at least one switch segment (4), in particular an end segment 8, has a locking mechanism (20).