EP4335714A1 - Aiguillage passif pour système de trafic sur rails, châssis pour système de trafic sur rails et système de trafic sur rails - Google Patents

Aiguillage passif pour système de trafic sur rails, châssis pour système de trafic sur rails et système de trafic sur rails Download PDF

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Publication number
EP4335714A1
EP4335714A1 EP22194799.7A EP22194799A EP4335714A1 EP 4335714 A1 EP4335714 A1 EP 4335714A1 EP 22194799 A EP22194799 A EP 22194799A EP 4335714 A1 EP4335714 A1 EP 4335714A1
Authority
EP
European Patent Office
Prior art keywords
rail
wheel
track
impeller
guide
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.)
Pending
Application number
EP22194799.7A
Other languages
German (de)
English (en)
Inventor
Franck HEINRICH
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Ottobahn GmbH
Original Assignee
Ottobahn GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Ottobahn GmbH filed Critical Ottobahn GmbH
Priority to EP22194799.7A priority Critical patent/EP4335714A1/fr
Priority to PCT/EP2023/074710 priority patent/WO2024052523A1/fr
Publication of EP4335714A1 publication Critical patent/EP4335714A1/fr
Pending legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B3/00—Elevated railway systems with suspended vehicles
    • B61B3/02—Elevated railway systems with suspended vehicles with self-propelled vehicles
    • 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
    • E01B25/22—Tracks for railways with the vehicle suspended from rigid supporting rails
    • E01B25/26—Switches; 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

Definitions

  • the invention relates to a passive switch for a track system of a rail-bound transport system, which has at least three tracks, the switch enabling a track change from a first track to a second or a third track, and, when the direction of travel is reversed, a track change from the second and the third track into the first track.
  • the invention further relates to a chassis for a rail vehicle which can run on a rail-bound transport system with the passive switch according to the invention, a rail vehicle with the chassis according to the invention, a rail-bound transport system with the passive switch according to the invention and the rail vehicle according to the invention and a method for operating the rail-bound transport system.
  • Another task is to provide a rail-based transport system that is based on a classic track system and makes it possible to place the transport load below the track level.
  • Another task is to provide a chassis for the switch and the rail-based transport system.
  • a first aspect of the invention relates to a passive switch for a track system, comprising a first track, defined by a first wheel rail and a second wheel rail, a second track, defined by the first wheel rail and a third wheel rail, and a third track, defined by the second wheel rail and a fourth wheel rail.
  • the first intermediate wheel rail, the second intermediate wheel rail and the first intermediate wheel support rail are arranged so that each one does not intersect a track center line of the second intermediate track.
  • the third intermediate wheel rail, the fourth intermediate wheel rail and the second intermediate wheel support rail are arranged so that each one does not intersect the track center line of the first intermediate track.
  • the axis of the guide wheels is at least substantially perpendicular to the at least one wheelset shaft when the guide wheels are in engagement with the guide rails.
  • a switch in the sense of the invention is a track changing device that enables a vehicle to change track from a first track to a second or third track and vice versa, whereby the second or third track, instead of turning opposite the first track, also turns in the direction of the first Track can continue.
  • a passive switch in the sense of the invention is preferably a switch that enables a vehicle to determine, through vehicle-side manipulation, whether a track change is being made and which track is being changed to, without a switchover being necessary on the switch itself.
  • a wheelset in the sense of the invention preferably consists of a wheelset shaft and at least one wheel at each end of the wheelset shaft.
  • the wheels can be rigidly connected to the wheelset shaft or can be designed as loose wheels, that is, they can be rotated relative to the wheelset shaft.
  • a track in the sense of the invention preferably refers to a pair of essentially parallel rails.
  • a track width in the sense of the invention is preferably the distance between the two essentially parallel rails of a track.
  • a rail does not cross the track center line in a projection onto a plane that is parallel to the track plane, which is spanned by the rail, among other things.
  • the invention is based on the knowledge that a rail-based transport system can be made less susceptible to failure by having switches that do not require moving parts. Such moving parts represent a weak point in a rail-based transport system, especially when switches are exposed to the weather.
  • a so-called passive switch which has two intermediate tracks, each of which is defined by a wheel rail, two wheel intermediate rails and a support wheel intermediate rail, and which interact with a wheel set consisting of wheels and support wheels.
  • the wheel rail is continuous and absorbs the supporting force of the outer wheels (in relation to the switch) of a wheelset.
  • the two impeller intermediate rails and the support wheel intermediate rail absorb the supporting force of the inner impeller and support wheels.
  • the two intermediate wheel rails and the intermediate wheel support rail of both intermediate tracks are arranged in such a way that the track center lines of both intermediate tracks are not intersected by the intermediate wheel rails and the intermediate wheel support rail of the other intermediate track, in particular in a way by the intermediate wheel rails and the support wheel intermediate rail are spaced apart so that a device for suspending a cabin, which penetrates the track level in the vertical direction, can pass without contact when passing through the switch.
  • a running wheel of a running gear that is located on the inside of the switch is initially supported on a running wheel intermediate rail.
  • the support wheel intermediate rail, on which a support wheel is supported begins with the end of the impeller intermediate rail, offset vertically in relation to the direction of travel.
  • the switch according to the invention also has external guide rails.
  • safe, particularly derailment-free, blunt and sharp driving is made possible.
  • driving at an angle you can choose the direction to the left or right.
  • the chassis according to the invention is set up to drive on the passive switch according to the invention.
  • the lateral guidance devices of the chassis interact with the guide rails of the switch in such a way that manipulation on the vehicle can determine whether a track change takes place from the first track to the second track or to the third track.
  • the running wheels and/or the support wheels of the chassis support gravity and possibly a centrifugal force or a component of the centrifugal force of a rail vehicle with this chassis.
  • An advantage of the transport system according to the invention is that it can be designed as a monorail system, which means that the passenger cabin can be positioned below the track level, and at the same time a chassis with rigidly coupled wheels with outwardly tapering wheel profiles can be used, which is an advantageous Self-centering of the wheelsets when running straight ahead.
  • the first intermediate wheel rail, the second intermediate wheel rail and the first intermediate wheel support rail are arranged so that each one is at a distance of at least approximately one Twentieth of the track width of the first track and at most about a quarter of the track width of the first track, in particular about a sixth, are spaced from the track center line of the second intermediate track, and the third intermediate wheel rail, the fourth intermediate wheel rail and the second intermediate wheel support rail so arranged so that each one is spaced at the same distance defined above from the track center line of the first intermediate track.
  • the first and second intermediate tracks are designed in such a way that an uninterrupted force absorption normal to the track level of both wheels of a wheelset is guaranteed in the direction of the track center line. This offers the advantage of a safe and shock-free journey of a rail vehicle through the switch.
  • the first intermediate wheel rail and the second intermediate wheel rail are each arranged in such a way that, in a direction parallel to the second wheel rail, they overlap or connect to the first intermediate wheel support rail
  • the third Impeller intermediate rail, the fourth impeller intermediate rail are each arranged in such a way that, in a direction parallel to the first impeller rail, they overlap the second support wheel intermediate rail or connect to one another.
  • a track width of the first track between a switch start and the first intermediate wheel rail and the third intermediate wheel rail is increased compared to a nominal track width of the track system. This allows the intermediate wheel rails to be positioned in such a way that the wheels of a wheelset can engage in the intermediate tracks formed by the wheel rails and intermediate rails.
  • the switch has a first guide rail, which runs parallel to the first wheel rail, and a second guide rail, which runs parallel to the second wheel rail. In conjunction with lateral guidance devices, this makes it possible to change tracks from the first track to the second or third track.
  • the switch has guide rails, which each extend to the start of the switch and to one end of the switch. This enables safe, guided passage through the switch.
  • the guide rails are arranged outside the tracks. This simplifies the design of the switch and the chassis.
  • all components of the switch are designed to be stationary. This offers the advantage of a low susceptibility to faults.
  • a chassis for a rail vehicle has two wheel sets, each of which has two running wheels with, in particular internal, wheel flanges and two wheel flangeless support wheels. This allows the advantageous combination of lateral guidance through wheel flanges and support through support wheels in areas of the switch.
  • Both wheels and both support wheels are rigidly coupled or designed as loose wheels, in particular via a common wheelset shaft.
  • a rigid coupling offers the advantage that, in conjunction with a wheel profile that tapers outwards, the wheel sets stabilize themselves in a sinusoidal manner.
  • a version with loose wheels offers the advantage that different wheel speeds can be set when driving through curves, which makes cornering easier and reduces wear.
  • the two support wheels on the wheelset shaft are each positioned outside the wheels. This is an advantage in conjunction with wheels with internal wheel flanges, since when a track is split into two tracks in a switch, recesses must be provided within the wheel flanges.
  • the running wheels and the support wheels are set up in such a way as to support a force in a first direction on rails
  • the chassis has a first lateral guide device which has at least one first guide wheel, the axis of which is at least substantially perpendicular to the at least one wheelset shaft stands, and is set up to support a force in a second direction against a first guide rail.
  • the first direction and the second direction are aligned at least essentially perpendicular to one another.
  • the chassis has a second lateral guide device, which has at least one second guide wheel, the axis of which is perpendicular to the at least one wheelset shaft, and which is set up to support a force in a third direction against a second guide rail, the third direction and the second direction are at least substantially aligned in opposite directions.
  • the at least one first guide wheel and the at least one second guide wheel are preferably each arranged movably in such a way that they can be brought into engagement with the respective guide rail.
  • the running wheels and the support wheels are designed and formed in one piece on each side of a wheel set in particular a common tread. This offers the advantage of low component complexity and simplified production.
  • the at least one first guide wheel and the at least one second guide wheel can each be moved independently of one another into and/or out of a plane spanned by the guide rails. This offers the advantage that the guide rails can be made stationary and the track change can be determined by manipulation on the vehicle.
  • the first lateral guidance device and the second lateral guidance device are arranged such that all guide wheels are further apart from the chassis longitudinal center axis than the running wheels.
  • a rail vehicle with the chassis according to the invention has a cabin which is arranged below the chassis. This offers the advantage of positioning the rails and chassis of a rail-based transport system in narrow urban spaces above ground-based traffic to save space.
  • a rail-based transport system has at least three tracks, each with parallel rails, at least one switch and at least one rail vehicle.
  • the chassis has at least two wheel sets, which are aligned in such a way that they can absorb forces essentially perpendicular to the track level, and at least two guide wheels, which are aligned in such a way that they can absorb forces essentially parallel to the track level, with the running wheels of each wheel set being rigidly coupled or designed as idler wheels and having a wheel profile that tapers outwards, and interacting with the rails in such a way that the wheel sets stabilize themselves in a sine wave.
  • the switch has at least two guide rails, which interact with the at least two guide wheels in such a way that the rail vehicle can be guided from a first track into a second track and vice versa and from the first track into a third track and vice versa .
  • the switch has at least two intermediate tracks, each comprising two intermediate rails, which are arranged in a manner and interact with the chassis in such a way that there is uninterrupted wheel-rail contact on each running wheel when passing through the switch, the intermediate rails are each spaced at a distance of at least about a twentieth of the track width of the first track and at most about a quarter of the track width of the first track, in particular about a sixth, from the track center line of the respective intermediate track.
  • the rail vehicle has a device for transporting loads or people, in particular a cabin, which is arranged below the track level.
  • the first wheel intermediate rail and the first support wheel intermediate rail are from the first wheel rail
  • the second wheel intermediate rail is from the third wheel rail
  • the third wheel intermediate rail and the second support wheel intermediate rail are from the second wheel rail
  • the fourth wheel intermediate rail is spaced from the fourth wheel rail in such a way that the wheel flanges can pass without contact with a tolerance.
  • the wheel-rail contacts of the wheels and the wheel rails are designed such that they have an equivalent taper of less than 0.6, and the wheels have a wheel profile that tapers outwards. This allows the wheelsets to advantageously stabilize themselves in a sinusoidal manner.
  • the first wheel intermediate rail, the second wheel intermediate rail and the first support wheel intermediate rail, as well as the third wheel intermediate rail, the fourth wheel intermediate rail and the second support wheel intermediate rail are at a distance from the respective track center line, which is sufficiently large to allow a car suspension penetrating the track level to pass without contact with a tolerance.
  • the switch 100 has four wheel rails 1, 2, 3, 4, with the wheel rails 1 and 2 forming a first track in the area of the switch start WA, and the wheel rails 1 and 3 forming a second track and the wheel rails 2 and 2 in the area of the switch end WE 4 form a third track.
  • a rail vehicle 300 travels over a first intermediate track, which is formed by the first wheel rail 1, a first wheel intermediate rail 5a, a second wheel intermediate rail 5b and a first support wheel intermediate rail 7.
  • a rail vehicle 300 travels over a second intermediate track, which is formed by the second wheel rail 2, a third wheel intermediate rail 6a, a fourth wheel intermediate rail 6b and a second support wheel intermediate rail 8.
  • the track width of the first track is increased in the area between the start of the switch (WA) and the first wheel intermediate rail 5a and the third wheel intermediate rail (6a) compared to one nominal track width of the track system.
  • WA start of the switch
  • the first intermediate wheel rail 5a to be spaced from the first wheel rail 1 and the third intermediate wheel rail 6a to be spaced from the second wheel rail 2 in such a way that the wheels 11 of a wheel set can engage in the intermediate tracks formed by these rails.
  • the impeller intermediate rails 5a, 5b, 6a, 6b and the support wheel intermediate rails 7, 8 are preferably arranged in such a way that there is continuous wheel-rail contact on both sides of a wheelset when the switch passes.
  • the impeller intermediate rails 5a, 5b, 6a, 6b and the support wheel intermediate rails 7, 8 are each at a distance d of at least approximately one Twentieth of the track width of the first track and at most about a quarter of the track width of the first track, in particular about a sixth, spaced from the track center line M of the respective intermediate track. This makes it possible to fasten a cabin below the track level, with the fastening device intersecting the track level.
  • the impeller intermediate rails 5a, 5b, 6a, 6b each preferably have a bent profile. This has the advantage that the distance d to the track center line M is maintained and an additional support surface is provided for the wheels. In the case of the impeller intermediate rails 6a, 6b, the kinked course also enables the distances between the impeller intermediate rails 6a, 6b to each other and to the impeller rails 3, 4 to be maintained.
  • a first guide rail 9 runs parallel to the first wheel rail 1 and a second guide rail 10 runs parallel to the second wheel rail 2.
  • the guide rails 9, 10 each extend to the start of the switch WA and to the ends of the switch WE. This enables safe, guided passage through the switch.
  • the guide rails 9, 10 are arranged outside an area which is defined by the first impeller rail and the second impeller rail. This simplifies the design of the switch 1 and the chassis 200.
  • FIG. 2 shows an exemplary embodiment of a chassis 200 and the exemplary embodiment of a switch 100 in a sectional view.
  • the representation of the switch 100 corresponds according to a section AA Fig. 1 .
  • first impeller rail 1 the second impeller rail 2
  • first guide rail 9 the second guide rail 10
  • first lateral guide device 15a with the first guide wheel 16a
  • second lateral guide device 15b with the second guide wheel 16b.
  • the wheels 11a, 11b preferably have internal flanges. This ensures lateral guidance when driving through the switch and also in the rest of the track system outside the switch.
  • the support wheels 12a, 12b are designed without flanges. This offers the advantage that the support wheels 12, 12b can move up and down on support wheel intermediate rails 7, 8 that are arranged rotationally offset from a direction of travel of the chassis.
  • the two support wheels 12a, 12b are preferably positioned on the wheelset shaft 13 outside the wheels 11a, 11b. This is advantageous in conjunction with wheels 11 with internal wheel flanges, since when a track is forked into two tracks in a switch, recesses must be provided within the wheel flanges.
  • the guide wheels 16a, 16b are set up in such a way that they support a force in a direction essentially perpendicular to the track plane on the guide rails 9, 10.
  • the second lateral guide device 15b When changing tracks to the right, the second lateral guide device 15b is brought into engagement with the guide wheel 16b, with the guide rail 10.
  • the first lateral guide device 15a When changing tracks to the left, the first lateral guide device 15a is brought into engagement with the guide wheel 16a, with the guide rail 9.
  • the lateral guide devices 15a, 15b are positively controlled in such a way that at any time only a single lateral guide device 15a, 15b can be in engagement with a guide rail 9, 10 and/or in the plane spanned by the guide rails 9, 10 can be located. This offers the advantage of greater operational reliability.
  • a track change is described as an example from the first track to the second track when the switch is driven over the switch by a running gear.
  • a chassis would be in Fig. 1 move from bottom to top.
  • the first guide wheel 16a of the first lateral guide device 15a enters the first guide rail 9 in the area of the switch start WA and remains engaged until the switch end WE.
  • the second impeller 11b changes from the second impeller rail 2 to the first impeller intermediate rail 5a.
  • the first support wheel intermediate rail 7 begins with the end of the impeller intermediate rail 5a, offset vertically with respect to the direction of travel, on which the second support wheel 12b is supported.
  • the second impeller intermediate rail 5b begins, again offset vertically with respect to the direction of travel, on which the second impeller 11b is supported.
  • the second impeller 11b and/or the second support wheel 12b are supported on the second impeller intermediate rail 5b up to the end of the latter.
  • the third impeller rail 3 begins, on which the second impeller 11b is supported.
  • the first impeller 11a changes from the first impeller rail 1 to the third impeller intermediate rail 6a.
  • the second intermediate support wheel rail 8, on which the first support wheel 12a is supported begins with the end of the third intermediate wheel rail 6a, offset vertically with respect to the direction of travel.
  • the fourth impeller intermediate rail 6b begins, again offset vertically with respect to the direction of travel, on which the second impeller 11a is supported.
  • the first impeller 11a and/or the first support wheel 12a are supported on the fourth impeller intermediate rail 6b up to the end of the latter. Before the end of the second impeller intermediate rail 6b, the fourth impeller rail 4 begins, on which the first impeller 11a is supported.
  • Figure 3 shows an exemplary embodiment of a rail-bound transport system 300 and the exemplary embodiment of a chassis 200 in a top view. Related to the Fig. 1 A position is shown outside the switch 1, in front of the switch start WA.
  • Two wheelsets can be seen, each with a wheelset shaft 13 with wheels 11a, 11b and support wheels 12a, 12b.
  • the running wheels 11a, 11b are in engagement with the first running wheel rail 1 and the second running wheel rail 2.
  • two first lateral guide devices 15a and two second lateral guiding devices 15b are also visible, each with first guide wheels 16a and second guide wheels 16b.
  • Figure 4 shows the exemplary embodiment of a rail-bound transport system 300 with a chassis 200 and a switch 100 in a sectional view, the representation of the switch 100 corresponding to a section AA Fig. 1 .
  • the representation of the chassis 200 and the switch 100 corresponds Fig. 2 . Additionally is in Fig. 4 a cabin 18 to recognize in which people or goods can be transported.
  • the cabin 18 is attached to the chassis 200 by means of a cabin suspension 19 and is located below the chassis 200.
  • the cabin suspension 19 intersects the track level.
  • the rail-based transport system 300 is mounted on stilts (not shown), corresponding to an elevated or overhead railway.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Transportation (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
EP22194799.7A 2022-09-09 2022-09-09 Aiguillage passif pour système de trafic sur rails, châssis pour système de trafic sur rails et système de trafic sur rails Pending EP4335714A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP22194799.7A EP4335714A1 (fr) 2022-09-09 2022-09-09 Aiguillage passif pour système de trafic sur rails, châssis pour système de trafic sur rails et système de trafic sur rails
PCT/EP2023/074710 WO2024052523A1 (fr) 2022-09-09 2023-09-08 Dispositif d'aiguillage passif pour un système de trafic ferroviaire, bogie pour un système de trafic ferroviaire et système de trafic ferroviaire

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP22194799.7A EP4335714A1 (fr) 2022-09-09 2022-09-09 Aiguillage passif pour système de trafic sur rails, châssis pour système de trafic sur rails et système de trafic sur rails

Publications (1)

Publication Number Publication Date
EP4335714A1 true EP4335714A1 (fr) 2024-03-13

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP22194799.7A Pending EP4335714A1 (fr) 2022-09-09 2022-09-09 Aiguillage passif pour système de trafic sur rails, châssis pour système de trafic sur rails et système de trafic sur rails

Country Status (2)

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EP (1) EP4335714A1 (fr)
WO (1) WO2024052523A1 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0078751A1 (fr) * 1981-11-04 1983-05-11 Matra Dispositif de détection de dégonflement d'un pneumatique de guidage
EP0116021A1 (fr) * 1983-01-10 1984-08-15 Regents Of The University Of Minnesota Installation d'aiguillage
WO1995013948A2 (fr) * 1993-11-16 1995-05-26 Francis Cyril Perrott Perfectionnements apportes aux transports
EP1375287A1 (fr) * 2001-12-20 2004-01-02 Milan Novacek Voie de guidage et vehicule pour un système de transport
RU2433928C2 (ru) * 2006-04-30 2011-11-20 Уве ШТАН Активная рельсовая транспортная система

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0078751A1 (fr) * 1981-11-04 1983-05-11 Matra Dispositif de détection de dégonflement d'un pneumatique de guidage
EP0116021A1 (fr) * 1983-01-10 1984-08-15 Regents Of The University Of Minnesota Installation d'aiguillage
WO1995013948A2 (fr) * 1993-11-16 1995-05-26 Francis Cyril Perrott Perfectionnements apportes aux transports
EP1375287A1 (fr) * 2001-12-20 2004-01-02 Milan Novacek Voie de guidage et vehicule pour un système de transport
RU2433928C2 (ru) * 2006-04-30 2011-11-20 Уве ШТАН Активная рельсовая транспортная система

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Publication number Publication date
WO2024052523A1 (fr) 2024-03-14

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