GB2421718A - Rail system with tracks on different levels - Google Patents

Abstract

The system has vehicle sets each comprising a passenger cabin connected between motor carriages, the set being capable of moving between tracks located on stepped supports at different levels and laterally displaced. To move from one track to another adjacent higher track, the set is raised on columns to be level with the higher track and then displaces laterally to align with the track. To move to a lower track, the operations are reversed. The sets can move along tracks with rails beneath and to one side or be suspended from overhead rails.

Description

Rail bound traffic

Background

It is the scope of the invention to create a traffic system which will be able to displace the car and broad gauge in passenger and transport of goods and big portions of the air traffic by a widely ramified rail system apt for small cabins. For this, an individual rail traffic is strived which fall back, relating to the passenger traffic, upon the narrow gauge by the parallel conducting of several gauges preferably stepped and staggered in the height. Nevertheless, the major part of the speedy goods traffic should also be mastered thereby under a frictionless transition from the conditions of today. The plurality of the systems of similar traffic conveyances shall be overcome by the plurality of the possibility for applications of the invention. Getting in and exit shall be possible about at any chosen place without to be restricted to designated stops for the short-distance traffic.

The traffic should be shaped more frictionless, more secure, more ecologic, more economic and should also do justice to socio-psychological expectations. It may be supposed, that the model maker, at first, take interest for the proposed system, which should be therefore protected also in the form of toys.

Prior Art

Staggered-up rail vehicles are known but restricted to stopping-stations or rail switch adjustments, almost it is a matter of large vehicles on wide and expensive rails; the freight traffic is only separately considered.

Essential features A narrow-gauge railway system is presented which preferably has several parallel running rails or gauges according to the invention, whose are, preferably again, each of these ascending in steps with regard to the height but also vertically staggered on members (pillars). Cabins are provided, at least for the passenger traffic, which carry a jig (device) which allows the transgression from one of the named gauges to a neighbouring one, and this is possible at nearly all places along the traffic line. Because each leaved vehicle is immediately filed again into the traffic flow, one is able to efficiently encounter to the shortage of parking places of today; besides, the frequency of accidents may be essentially diminished.

The jig (device) consists of a lifting tackle for the cabin - as far it is not moved in tubes - which is connected at with at least one second device for a cross-sliding (platform) for motor driven wheels or sleds which are brought in a sliding connection with a other gauge before the cabin has changed. The device, as variation, may be also enabled to connect the shifting in the height and the sideward movement in a common swinging motion. The staggering up of the parallel conducted rails on vertical members (pillars) is strived for the most part; but this may be omitted because of the expenses, and if it may be for any distance.

Flexible rails, that will say ropes, may be employed instead of firm rails. At least two moving-on devices - below motor carriages named -, independent one from other with regard of the rail seat, are provided which are connected one with other by a frame in such a way, that a cabin, embraced from these, together with at least one of that moving-on device may be brought by a lifting tackle up to the level of one of these rails whereby thereby carried along moving-on device by a horizontal thrustmovement and for the getting of a meshing under the outer rail - if required - with a tilting (tipping) movement of its mount is brought in contact with the neighbouring gauge. After that, the remaining moving-on devices are brought back from the prior occupied gauge up to the level of the neighbouring new occupied one by the operation of the lifting track in the opposite direction and they are united with the new placed by traction (device) from these.

The even mentioned variation of the rail arrangement of the same gauge with a displacement in the height of the outer rail not only is able to multiply the number of gauges, when the pillar span is pre-defined, but it permits also the apply of suspended cabins on the outer side of the pillars, the passenger is thereby not longer exposed to the view of moving past pillars.

All technically known means are claimed are drawn near according to the invention without point out singularities: this means e. g. with regard of energy electricity, fluid- or gas pressure, or for the mechanical movement motors, of linear electric kind, screw- or spindle drive, power transfer over electric lines, ropes over rolls too. For the simplicity, the motor axis was drawn as means for moving on regularly united with the wheel axis, although the wheels and their axes are separated mostly as undercarriage from the motor. It was tempted in each case, to reproduce at least two examples, but variations, coarse schematic and for a better functional pointing out without a more exact taking in consideration of the dimensions. Mainly, the diversity of wheel flanges and the coordinated rail and sorting gates (switches) forms and the railway and automobile technology on the whole are presupposed.

Each wheel of a running device being presented as rectangle, par example, stands for a wheel with a tracing rime as shown perhaps in Fig.38, above, to the left.

Suspended as well as standing vehicles are described also and such moved as well on two rails as on monorail, on rigid tracks, as funiculars running on ropes over or under move-on devices as wheels or sleds. As examples for the staggering up on vertical members of rails and ropes such on straight and vertically elevating columns or pylons are specified and such on haunches or bends (harp bows) and mainly such as bridge-bows or arcade of different heights and breadth. As a average norm for the multiply rail employment is assumed the a ground or stop track is provided on the flat on which a landing or branching track follows for which a average velocity of not more as 10 kmlh is proposed for the case of a higher traffic density to prepare the descent to the landing track respectively the transfer through the next, if suitable sorting gate-less, rail branching from the main-track. On each higher track, the average velocity, which is held there, could be nearly doubled in each case to guarantee a friction poor traffic flow. The traffic control ensues fullautomatically over sectoral centrals, supplemented by self-assurance perhaps by evaluation of a kind of radar sounding toward each next situated vehicle, exceptionally regulated from the user itself too. A rope system and a roping down device are described with a braking adapted to the distribution of loads on the rope for the security perhaps in the case of rail breaks. The change from track sections of a lower to a such of a higher number may be completed by a lifting of the track par degrees and a feed in to the next track plane. Additional scattering devices on the wheel of the moving-on devices with friction augmenting substances may be employed. The pressing on of supporting wheels is able to increase the security. The approach of supporting wheels in a distinct different angle position in front to the bearing wheels against rails or ropes serves, at first, to the securing of the rail seat also in case of an alteration of weight balance and against lateral wind pressure perhaps during the climbing operation.

On renounces a device for the track exchange (without direction alteration) in connection with the goods traffic exceptionally in extraordinary cases. The load cabin may be supported on several tracks through separate move-on devices: they may be expanded according to the functional spaces which are provided for the required tracks. More weighty and longer goods may also be distributed on several goods cabins, with the employ of suspended move-on devices distributed along rails by rope-tows permitting a functionally adapted distribution of the load between the rails. Draughts and lifting tracks in connection with the move-on devices, controlled by measuring devices, permit a functional favourable load distribution to the latter and therewith on the rails; whereby the main load is allocated to the ground or stop rail on the flat, when included in the transport task. Special rotation and tilting devices on the motor compound machineries and freight cabins or containers are provided for the transit to tracks without staggering on vertical members. Automatic switches are mounted on all rail branching places which are used for the transport of goods. The cabin carrier scaffolds may roofing the staging construction with vertical members like a riding saddle for the transport of goods, when a arcade construction is chosen. Thereby the stop track or at least a higher, preferably the highest track should be held free for the passenger traffic.

The vertical members or pillars for the supporting of rails, ropes or tubes, but also the latter theseself, may be consist of iron, steel, reinforced conrer but in the future as possibly, not only for toy, of especially plastic materials perhaps designed with bionics and weight saving applied.

The functional and structural features, indicated for toys (as folded bellows, valve constructions etc.) are also able to be principally used in and transferred to the employ system in a larger scale and should be protected in all such employ and vice versa; Even though, all features of the invention may be composed in any combination at pleasure and should be protected thereby.

Further problem solution proposals should be drawn out of the description of examples and out of the claims.

Advantages of the invention The presented invention mainly offers the preference compared with the prior realized and proposed solutions, that the flowing traffic may be brought up to elevated members as pillars together with the possibility to get in and out on nearly all desired places. The need of parking lot, as it is typical today, has finished for the passenger traffic, the number of passenger traffic units may be diminished because they are brought in circulation on the respective places as calculated by the sectoral centre (directing station) and may be parked on lower occupied parking lanes.

The traffic security may be essentially increased by the banishment of cars to sporting lanes for the user of the new transport facilities but for cyclists and pedestrians and mainly for children, the traffic handling may also be essentially accelerated avoiding eddy and stops before cross roads. These advantages may be fully exhausted only thereby that proposed system may supersede the individual car traffic inclusive the lorry traffic from the street under flowing transition from the conditions of today. Only industry and trade are compelled to place at disposal a specialized park which relate to her own indigence and are restricted to the traffic poor time periods which are allowed by the centre, the transport period being nevertheless essentially shorter.

An ecological disaster would may be expected by traffic without an avoiding of exhaust gas even in regard to the quickly increasing automobilization in East-Asia, which could be prevented by this invention. Fewer biotops would be cut to pieces by the bringing of expanded parts of the traffic net to elevated members as pillars. On the other side, the combination with the rail installation at the ground level allows an economical employment for the regions with single houses and such in borderland too. Already three-lane track way each in both directions may meet the need of connection with the next town for whole villages when intermediate stops are dispensed. A maximum of traffic density may be reached by the close spacing of pylons (pillars) with a rail arrangement one over the other, when the possibility of rising and descending and stopping at bottle necks are restricted to few tracks. An access may also made possible additionally by higher situated sidewalks and track branches The use of an under and an over rail renders technologically possible a lever suspension of cabins and may be mentioned as advantageously for the application of more tracks when the given breath over all is limited..

The functional and structural features, indicated for toys (as folded bellows, valve constructions etc.) are also able to be principally used in and transferred to the employ system in a larger scale and should be protected in all such employ and vice versa..

Further advantages will be mentioned in context with the description of the examples

Description of the examples

Figure 1: To the left, above, the vertical section relates to a motor carriage (14) with the outlines of the motor (1), of the wheel axis (2), two of the altogether four telescopic column (3) and the hinged column (4) in the middle with hinged joint (24) as well as the tube pair of the slide (5) which stands for the carrier element for the crossing transport of the motor compound machinery to the next situated track.

The cross-section, to the right, besides, brings a vehicle type whereby all vehicle portions are surrounded of the common outer frame (17); a blanc remains open before the motor carriage (16) for the moving out of the slide (5) with the carrying telescopic tubes which approach the motor compound machinery, that is wheels, wheel axis (2), motor (1) and gear as push and pull device laterally to the track. At this vehicle type, the telescopic columns (3) as vertically working push and pull devices or stroke device stand between the cabin (21) - borne from the inner tubes (8) of the telescopic columns through the upper roof frame (13)- and the motor carriage (16) between which those the swivelling movement is made possible by means of the hinged column (4). The frame (17) is also somewhat pivotal around the joints (19) as demonstrates the enlarged detail below. The hinged columns are extended during the moving upward of the cabin with the motor carriages (16), because the hinged column (4) but the hinged joints (24) between the motor carriages (14) and (16) stand on the frame.

Under the cross-section, in the longitudinal section A, the vehicle in the customary condition of travel is shown, under that again, at B, after the vehicle cabin has been elevated together with the next situated motor carriages (16).

The means for the operation of the push and pull devices - they might be pneumatic or hydraulic pistons, rope tows or telescopic threads - will be described later. The dashed- dotted drawn outlines (27) point to an aerodynamic design. The motor carriage (16) is higher as the motor carriage (14) caused by the compressor or circulation pump (15) over the motor.

Figure 2 shows the ascent of a vehicle according to Fig. 1 from one rail pair to the next higher one whereby the rail pairs follow one to other rising step-like with identical differences of height on a carrier with the shape of a half-arcade (in the future also named harp-bow). The uppermost incomplete step is propped by a supporting pillar (26). Whereas the one track rail is fitted on a crossbeam in front., the second track rail is mounted a little higher on the rising beam and is functionally strained from below because of the lever effect.

The detail below shows in an enlargement that the left of the wheel pairs on the motor axis (2) stands on the lower track rail (22) whilst the right one has contact with the bottom face of the laterally and angled mounted track rail (23). Additionally, a horizontally fitted supporting wheel (25) is arranged against the side surface of the lower track rail.

The stages A - D in Figure 2 describe in the vertical section an ascent of the vehicle by the elevation through the telescopic columns. It follows the lateral moving out of the slides (5) which draw after the remaining vehicle. The second track rail is mounted a little higher on the raising beam in this example and is loaded from below because of lever working. This is clearer from the enlarged vertical section detail, to the right, below, with the rails (22,23), motor (1) , axis (2) and a supporting wheel (25) against the tipping off.

Figure 3 shows, for the operation of the telescopic column by means of pulleys, to the left above a cross section with rope sleeves projections at a scale of I: 20, to the right in a vertical section the detail of a rope drum in connection with a motor compound machinery. In the middle and to the right of that - to the right near over the whole length of the page - longitudinal sections through a motor carriage with joined telescopic column is drawn, to the left in a compressed (A), to the right in an expanded (B) condition. The scale is about 1: 10 for the last mentioned portions.

Above, at a scale of 1: 20, a vertical section through a motor carriage with the portions essentially for the rope drive is given, to the right, at a scale 1: 10, a variation of the rope sleeves arrangement on a telescopic colunm lii a cross-section. Only the portions essentially for the function of the pulley are considered After its clutching on to the motor (1), the rope sleeve (30) operates a pulley block, whose roll guidance at the end of the telescopic tubes is demonstrated in variations. The rope runs in a kind of circuit over the smaller rope sleeve (29) in opposite direction for the lowering of the telescopic column.

Figure 4 offers three phases A - C the apply of two pulley blocks (31,32) during the sideward movement of the motor (I) in the slide of the motor carriage in a longitudinal section, at a scale of 1: 20.. The movement of the rod (33) of the double working hydraulic pump is trebled with regard to the work length in both directions and the motor is dislocated from its outer positions (A, C) for the slide moved to the right, respect, to the left, on B into the middle position whereby the track rails have the same level.

Figure 5 shows, above, to the left, in a longitudinal section, at a scale of 1: 10, with a large shortening of the length, the telescopic threaded tubes (262), which may serve over the motor drive of the toothed wheel for the push-pull device instead about of the hydraulic pistons (Fig.9) or pulley blocks (Fig.3,lO).

Beginning in the middle, the figure shows, in horizontal sections, at a scale of 1: 40, fluid drive cylinders only for the explanation of the lateral shifting movement of the motor compound machinery with the slide toward both lateral directions, this is done inside of the outline of a motor carriage. Laterally, the essential functional elements are drawn again at a scale of 1: 20, for space saving turned about 90 degrees.

To the right, above, a plan-sketch still is given of a layout for the pump function with a 5/2- way-valve.

The two telescopic colunm (3) are lying arranged in the slide (5) and they are apt to moving out that as well to the left (B) as to the right (D) it depends which locking switch (36) clings which of their ends during their expansion by fluid pressure; they function mainly of the carrying slide frame. The hydraulic double pumps (34,35), being staggered to prolongation the stroke by means of the sliding hinge (37), also permit, because double working, the moving back of the slide out of both directions. (The big black points mark each the fixation of the cylinder- piston elements on the connecting plates.) Figure 6 shows a solution for a lateral leading outward of the slide with the motor carriage, for a better demonstration of portions which may mounted one over the other a little enlarged, above, to the left, in a cross-section in a moved out, to the right of that in a moved in condition, at a scale of I: 40. To the left, under the cross-section, in vertical section details, the schematic demonstration of the tilting function of the motor axis is given for the positioning of the wheels between the lower outer (22) and upper inner (23) track rail.

The power transfer leads from the motor (1) through the cardan shaft (39) , the clutch (42) and the gear (40) to the paired screw (41). The screw nut (43) which is firmly connected with the tube of the slide (5) effects the driving with of that slide. The motor and the wheel axis are thereby tipped through an angle tracer (45) on a firmly standing raising and descending main driving link (44) in thus a manner that the wheel under the upper rail (23) is able to solve and the other wheel is able to move over the rail (22). A telescopic slide at the angle tracer permits the lifting of the wheel and the axis still before the motor is token with on the way from the stage A to B, from the right to the left, out of the final position, as shown in the details A - D, below.

Figure 7 reproduces above in a cross-section, at a scale of about I: 40, an pulled out motor carriage demonstrating the variation of the track rail change; a separate there and back moving slide is thereby applied for the tilting of the motor axis. Over that, to the right a variation of the crankshaft is shown in a longitudinal section detail, which drives the small bolt. Below, tot the left, a very enlarged detail of the crankshaft. Below of that again, a vertical section through the motor carriage is shown before the wall which lies aside of the motor at the end of the cardan shaft as a variation of the drive of screw (46). The belonging clutch is shown below, to the right, in a longitudinal section.

The variation to the solution in Fig.6 consists on that feature that, apart from the slide (5), a second pendulum slide (46) with motor and wheel axis is moved there and back coordinated with the necessity of the tilting of wheel axis. This is effected by the rope circulation (48) on the pendulum slide mediating there and back motion by the crankshaft (47), driven on through a gear from the screw (41). The axis tilting in stages A - D is effected by the sledge displacement on the pendulum slide.

The detail, to the right, above, shows a drive variation of the continuous rope through the transposition of the movement of a gear rack at the tube of the slide (5).

The longitudinal details through a slide, to the left, below, deal with motion transfer from the motor to the gear and then with the clutching on (here as disk clutch) for the screw motion through a switching stick by means of the auxiliary motor (50).

Figure 8 describes with the stages A - G schematic, in longitudinal sections, at a scale of 1 20, the combination of hydraulic pistons working together with the aim to transport the motor with the motor axis and the wheels up to and under the track rails, above using three, below, using two hydraulic cylinders.

In the lower line, the length of the cylinder for the left and the right piston was enlarged, each piston being connected with an end of the motor axis (2) through one hinged fitted bar (50).

The middle piston overtakes the balance of height difference during the rail transverse by the lifting of both outer cylinders, as it will be necessary mainly on account of the supporting wheel. (25). In the lower line, the cylinders are higher constructed and overtake tilting (A) and lifting function (C).

Figure 9 reproduces, above, vertical sections, at a scale of 1: 40, through a motor carriage (16) as in Fig.1 and 11 in both functional stages A and B of the variations A and B to remember for the lowering of the spring supported frame into the motor axis by weight influence, which is her effected by a lifting because of the wheel impact from below.

In the longitudinal sections below the mechanism for the tilting on of an supporting wheel for the securing of a stabilized rail position, likewise in two functional stages, to the left AA, BA to the right AB, BB. In AA, BA the supporting wheel (25) lies under the motor and presses against the outer and lower rail (22).

in AB, BB the supporting wheel is turned from above toward the inner and upper rail (23).

Quite to the right, below, in a longitudinal section detail, a variation of the affiliation of the tilting mechanism to the motor axis for the supporting wheel is figured the housing wall (see the longitudinal section over that) thereby being omitted, that ensues in the longitudinal section details of the two stages A and B with a furthermore restricted vertical section detail.

The vertical section detail to the left of BB shows an supporting wheel (25) which is pressed on against the rail by means of the double working hydraulic piston; a carrying back ensues through the lifting of the rope loop (56) at the switching tongue (55). A rigid connection, direct or indirect, of the hydraulic pump with the slide (5) - symbolized by the strong line - results in a functional independence from the springing lowering of the vehicle.

The rotation axis (53) for the swivelling arm (54) of the supporting wheel is transported in at AA. AB from the motor slide; it is congruent with motor axis at the detail, to the right, below, for a supporting wheel, which works from above upon the rail (23) 50 that additional space is not necessary toward the carrying pillar.

The small detail, above, Bc, in a longitudinal section, makes clear, in what a manner the swivelling arm u-formed evades and permits the supporting wheel (25) to be swivelled on over the wheel (58). (The function of both even described springs could also be overtaken here by the switching tongue (55) which serves par example to the function analogue to AB, BB.) Figure 10 shows above, to the left, an in the middle, in each case a longitudinal section through a motor carriage, whereby only the sliding hinge, which carries the motor axis and two hydraulic pistons, as reproduced in Fig.8 for the tilting of the motor axis, are shown, furthermore, the clutching on of compressor or the pump to the motor is elucidated. The scale is 1: 40. The disc-clutch is drawn as detail below, to the left, and the sliding hinge in the middle, the first enlarged to 1: 10. The lateral shifting of the motor compound machinery ensues as shown below on the a bit stronger enlarged both vertical sections, the left of these before, the right after it is lowered on the track rail, which vertical sections allow to see further singularities.

The second longitudinal section, above, touch with the possibilities of a shifting to the left.

To the right of that, as a variation of the drive of the lower hinge ledge by means of an electromotor, a dislocation to the right of the hydraulic cylinder for the motor axis tilting and the silhouette of a hydraulic cylinder aggregate is shown, as nearer displayed in Fig.33 to the right.. To the left, below, beside of the left vertical section, a detail is repeated, it clearifies the surrounding for the supporting during springing. To the right, above, a vertical section detail out of the upper portion of the motor carriage is reproduced at a scale of 1: 35, to elucidate the variation A for the drive of the sliding hinge with a stationary electromotor and the tilting mechanism for the motor axis as it relates to the longitudinal section to the left of this. To the left, above, under the longitudinal section detail of the sliding hinge, a cross- section with a variation B of the sliding hinge drive is given with carried along electromotor.

Over that, to the left, the variation C of the sliding hinge drive is drawn from the standing upper ledge, in a vertical section detail.

On the longitudinal section to the left, above, inside of the breaking off (with dashed-dotted lines), the motor axis (2) and the gear (60), the meshing of the toothed wheels and their function for a reduction of number of tuming; related with the transfer of the movement from the motor axis to the clutch (61) is elucidated. The switching mechanism (62) for the clutch is specified only as a box because it is known and customary in the trade.

The compressor, respectively the circulation pump (15) may be clutched on in such manner for the steered on operations. The upper edge of the sliding hinge (63) runs on rolls (64). The hydraulic cylinders with the pistons (7 1,72), which may effect the tilting of the motor around the axis (54, see on the right vertical section detail) are affixed. The repeat of the sketch, to the right, is directed against the placing of thehydraulic cylinder combination with the smaller piston (66) as described in Fig. 13, to the right, above, in the same aligning. For a symmetric placing of two of such cylinder combinations, the latter are turned about 90 degrees in the lower vertical sections, so that there only the bigger piston (67) is visible. The slide is borne from the telescopic rails (57).

To the right, below, both longitudinal sections show the stages A and B of their lowering to the rail (22). Thereby the two double pumps (34,3 5, cp. Fig.5) and with them both half shells are sunk and pressed against the circulation pump and therewith the wheel and motor axis is fixed against tilting motions and displacements although they are hanging on ropes (as shown above). It comes thereby to an electric circuit closing for a feedback to the computer.

The load is thereby let down through the springing and the big hydraulic pistons to the wheel and motor axis. The broadly drawn ledge (70, being fitted bilaterally in reality) fixes the big double pump cylinder on the motor carriage wall, the smaller ledge, being fastened at the end of the slide, moves out of the motor carriage housing together with the smaller piston. The motor compound machinery is independently moved along to the longitudinal axis of the slide by an auxiliary motor (50). In the even mentioned examples, this motor displacement takes place by means of two pulley blocks (31,32, see Fig.4) which works pulling toward the lower hinged ledge, operated by the auxiliary motor (50) with rope circuit.

On the partial longitudinal section, to the right, above, the auxiliary motor (50) stands firmly at bilateral plates (72) which project to the hinged ledges (63) due to the lowering of the springing of the vehicle frame during the setting up on the track, that auxiliary motor displacing the lower lege by gear rack drive. As a variation for the motor axis tipping, an auxiliary motor with rope drum (30) and a tow rope leading over idlers are still shown (A).

At the variation B quite below, to the left, the rotation of auxiliaiy motor (50), hanging below, is transferred through toothed wheels to the upper hinged ledge while the lower hinged ledge stands firmly. At the variation C', over that, the auxiliary motor stand outsides on the upper hinged ledge and works through a notch by means of a toothed wheel into the lower hinged ledge.

Figure 11 shows very schematized, to the left, above, in a vertical section, to the right in a cross-section, and under that in the longitudinal section, the functional stages A and B of a vehicle variation to that presented with Fig. 1. The scale is 1: 40. To the left, beside of the longitudinal sections, a further cross-section and below of that both functional stages A and B in longitudinal sections are reproduced, the latter only with its left half, at a scale of 1: 80 for the representation of position of the outer and the inner frames. Over that, quite above, still the detail of a cross-section is seen, which demonstrates the cabin interlocking with the frame.

The telescopic extractable hinged column (4) has been transferred between both motor carriages (14,16). The outer frame (17) generates the connection between the outer tube of the telescopic columns and the motor carriages (14). The motor carriages (16) and the cabin (21) originate a functional unit through the inner frame and its connection with the inner tube of the telescopic columns. The hinged joints (24) serve to the fastening between the motor carriages (16) and the cabin (21).

The motor carriage (16) has been drawn to the right on the cross-section in a deflected position as on a rail curve. The task is evident from that to restore the straight-line movement of the total vehicle axis.

The task has been solved by the interconnecting of the tow-lines (137,138) between the motor carriage (14) and the end of motor carriage (16) and by the drop-in tongue meshing with the biased arresting switch (139), which fixes the vehicle in a straight position.

For the description of the soluble interlocking of the cabin, the small detail is drawn out above, to the left, at a scale of 1: 40. A hatched drawn plate for the guidance of the horseshoe-formed bolt (147) is shown which is pushed into the respective counter retaining plate of the catch (148), which is connected to the cabin wall. The small circle lies between the fittings (149) for the pulling out of the bolts. In practice, these locks shall be opened and the bolts shall be retreat automatically for a cabin or motor carriage change.

A distinct separation of the outer frame (17) and inner frame(18) are shown below in a cross- and a longitudinal section, at a scale of 1: 80; both may be lifted in the height one through the other.

Figure 12 reproduces, as Fig. 11, above a cross-section and below two longitudinal sections for two functional stages A and B for a further variation of the vehicle type, which differ mainly thereby from the hitherto described type, that the motor carriages (14) are united with the cabin on the outer frame with the cabin and are raised with the outer tube of the telescopic columns (stage A), whilst the motor carriages (16) is raised (stage B) and lowered with the inner tube of the telescopic column. Accordingly, the telescopic column has been placed to the "point" turned about 180 degrees. It seems that the load is more favourably distributed on the wheels. Nevertheless, the taking with of the compressor or circulation pump (15) causes an elevation of the motor carriage (14) as projecting part, but which would no result in such extent as figured. Likewise, fluid could be supplied through hoses out of a pump of the motor carriages (16). At both types, only two instead four telescopic columns in a middle position are apt to replace the hinged columns. The hinged joint (24) has been fastened at the frame avoiding the telescopic construction what could also be performed for the hinged column (4, c. p. Fig. 14).

Figure 13 represents in partial vertical sections, at a scale of 1: 80, exceedingly schematized, from under the middle, to the left up to the right, below, and to above, to the left, functional stages A and G of the ascent of a such climbing vehicle according to Fig.1,13,14 on a two step palisade. All slides of all four motor carriages must be horizontally moved out temporary (in stage D) for this purpose.

To the left, in the middle, three vehicles are figured running on rails at the ground. To the right, above, on a multiple-step palisade, two vehicles are in an different climbing position, the upper Being about similar to the stage E below, the lower to the stage C below., but the upper with suspended cabin (21).

The cross-section of a for such an use suitable vehicle is shown to the left at a scale of 1: 80.

The telescopic column (3) also takes over thereby the function of the joined hinge between the motor carriage (14) and (16); the latter is rigidly fastened with the cabin (21). One recognize, that a doubled level would be necessary for such employment in a suspended position. That is the reason why this suspended type has been further developed with Fig. 16 and following. To the right, on the multiple-step palisade two vehicles are drawn in. To the left, tilting positions of tone of heir motor compound machinery are demonstrated.

The three vehicles to the left, in the middle, are running over rail sleeper (82) with draining ditches (83) among of these.

The necessity of a securing against a tilting off from the rails as a result of a unbalance from both sides, not at last also by wind pressure, is valid for all track pairs conducted on the same plane - although not mentioned in all others examples. At the left of the motor carriages which are brought in action at the ground, the possibility of lateral supporting wheels (25) was sketched with swivelling arm; at the subsequent right motor carriage, the problem is solved by the alternately apply of inner supporting wheels, as demonstrated in the cross- section detail, to the left, below, in a exemplary distribution in relation to the track rails (22,23). (Both kind of supporting wheels are arranged about horizontally.) If a supporting wheel is applied running with in rail contact one at each axis - preferably that would be two inner supporting wheels at a bigger axis breadth in reality - curves may also be mastered with motor carriages, which have solely one axis, as shown at the left motor carriage; this may be useful for a length shortening. The lowest of the cross-section details, drawn subsequently below, lets recognize that.

The schematic scale of a vehicle descent according to type of Fig. 1 or 11 begins in the ground position A with wheel contact of all compounds on the same both track rails and finishs at G, above, to the left. where the motor carriages (14) together with the cabin have been drawn upward to the higher track. To the left, at C, a counter pillar exists opposite the lower rung with a rail carrying rung for the purpose of change to a parallel track. To the left, at G, a counter pillar still is drawn in, which carries two pavements (332) for the getting in and out in different stories, the siding railings (333) are each locked one against the other, except, when a cabin fills up the blank (see the cross-section below too).

Above, in the cross-section, at a scale of 1: 40, in the stage A, Figure 14 shows a vehicle with stilt props, whose wheels and axes are stretched out in front and rearwards on the same track and permit an erecting of the vehicle with an approaching up to the vertical position (see stage B, in the middle, to the left in the longitudinal, to the right in the vertical section C) by a fluid swivelling motor (jneumatic or hydraulic) up to over the level of the next higher track. The swivelling arms which correspond functionally to the slides (5) are also fitted with swivelling motors (rotors), all with limited swivelling area (see the symbol therefore quite to the right), which nevertheless work not in the vertical but in the horizontal line.

To the right, besides the cross-section B, above, is demonstrated on a detail by means of a swivelling arm in which maimer the wheel axis is held permanently parallel to the track by a bar connection from a fixed standing strap to the wheel axis, the latter projecting from the joint of the swivelling arm. An elliptic lead groove on a kind of balcony provides that the distance between the wheels and the vehicle is shortened during the lateral moving out. (This distance could also be controlled by means of a screw for the adaptation to different track distances.) In the cross- section of the stage C of the swivelling arm being turned to the next higher track, the groove guidance is transferred into the longitudinal direction. (This could also be avoided by a telescopic construction of the swivelling arm.) Whereas, at B, above, in the longitudinal section, the wheels of the middle portion and the stilt props (the swivelling arms are omitted for the distinctness) stand still over the rail edges with the flanges, they are let down to the track, at C (see the vertical section) by the straddling away of the stilt props (not shown).

The cross-section D shows in what a maimer in two steps during the straddling back movement of the swivelling anns the vehicle is finally drawn near the higher track. It is not demonstrated that the stilt props are slightly lifted up to theirs lowering to the new track.

Figure 15 reproduces, to the right, in a vertical section, to the left in a longitudinal section, at a scale of 1: 40, in two functional stages A and B, a device which serves to the track change of a suspended vehicle running on two rails of one track. Lifting and slide movement are joined into a single motion. The idea in Fig.17,18 is anticipated with that. Each "motor carriage" is carried from two bow arms there being swivelling motors on its terminal points with reduced swivelling area (see the symbol). Six of such motor carriages have been drawn in (see the longitudinal section); if two of these would be applied, the middle ones would be chosen; it could also be more. The middle ones are demonstrated fitted with sleds for linear motor drive, with which all swivelling arms would be fitted to be placed on und under the respective rails (see rail cross-section over that).

In the stage A, the vehicle suspends with two bow arms on the lower track with lever like loaded over and upper rail, while two other pairs are swivelled upwards and already contact with the higher track. The vehicle at which all motor carriages are brought to the higher track and all bow arms folded in theirs middle joint is drawn with dashed lines in stage B (in the vertical section). To initiate the change, the motor carriage after a short lifting by the swivelling motor on the cabin roof - needs to be drawn outwards by the movement of that swivelling motor in a rail guidance against a compression spring so far that the outer wheel (or sled) leaves the rail.

With the moving upwards of the end of the bow arm pairs the motor carriage, being rotatable on this, needs to be tipped downward.

Instead of the on the bow arms borne swivelling arms whose supply lines are not represented, tow-lines are able to be applied. This alternative is also drawn in; the rope drums (28) are drawn one besides the other in the vertical section for the clearness and it is come from a single supplying of each drum with an electromotor.

One could apply, of course, also in this case, as also mentioned in Fig. 17, the climbing-over- device of the folding bow arms instead at the roof area in the bottom area of the vehicle letting inserting these on the wheel axes; the bow arms, or then bow legs, could also swivel in the horizontal plane and additionally be fitted with telescopic members. A track change would be possible even between rails on the ground. in this manner.

Figure 16 shows, above, to the left, in the vertical section, at a scale of 1: 40, a suspension vehicle being constructed analogue to that one of Fig. 15 but having a cabin which extents over two parallel tracks; its ascent to a higher track has also been demonstrated.

To the right, in the middle, the belonging longitudinal section is reproduced. The arms with swivelling motors being synchronized in function have been transferred through supporting beams to outward of the cabin. A such extension toward still more tracks, when intended, is possible, of course, and may also be transferred, on principle, to vehicle standing on tracks.

In the vertical section, wheels and motor compound machineries are still additionally drawn in as they could be significant especially for suspension cabins if the tracks continue installed at the ground. The power supply could ensue also from the motors above analogue to Fig.39. Below, in the longitudinal section, is demonstrated, that vehicles, of course, could be coupled one with another like a train in row.

To the left, under the vertical section, at a scale of I 80, a further such a vertical section is demonstrated which offers as a track variation a staggering up of double tracks on the same level in this way that each higher track level balcony like rises above the respective lower one for one track breadth. Cabins of double brealh may be applied in this manner. On level step A, such a broad cabin is shown; on the level step B a further one being moved outwards for one track for the aim to permit perhaps space to pass for a smaller single cabin or for the aim to change the track, in this case to the step C. The necessary instruments, as motor carriages, for that may easy derived from the hitherto described. In step D, two small normal cabins are demonstrated one besides other. One may fitting the cabin height in such a extent that a track change is enabled between the outer and inner track.

The balconies may also be propped (see C) and the broad cabins may be separated in two halves to normal cabins and eventually displaced one after the other during the change over to other tracks (not more shown).

Figure 17 pass for a suspension version of the invention. Above, in a longitudinal section, at a scale of 1: 80, an arcade as vertical carrier member is drawn with a suspension vehicle (slightly over-dimensioned), below the side view of a suspension vehicle at a scale of about 1 and above, to the right, a suspension cabin for the post and parcel service as detail enlarged at the scale of 1: 20.

Under that, as stage A, in a schematic longitudinal section, at a scale 1: 40, a suspension cabin with four motor carriages are shown, to the right of that, as stage B, the left half of the vehicle after the ascent of the telescopic tubes to the next higher track. In the middle, the longitudinal sectional detail of one of the paired telescopic bow ends are shown with motor drive in two functional stages (A,B), the belonging sliding spindles with step motors to the left and to the right of these. Below, a bow apparatus is shown in the stages A and B as variation to that which is over it. Motor carriages may be replaced in such a manner at suspension vehicles.

To the right, below, at a scale of 1: 80, a vehicle variation is sketched, which permits to get along with two motor compound machineries by means of balancing out of the cabin weight.

The paired track rails (21,22) are pendant mounted, as visible above, to the left, on the side view of a arcade bow as track carrier (182). The claws (183) are around the rail cross-section enclosed thereby being with regard of the size a little overdrawn and as shown in the stage B under the term in detail. The enlarged detail of the cabin for the post and parcel transport (181) makes use e. g. of a monorail (184) with rolls driven by the motor (1) of its T-rail. The gear for the power transfer between motor axis and rolls was only outlined by bevelled wheels.

The small detail cross-section quite above, to the right, shows that the bearing for both wheels (102) over the vehicle cabin is rotatable each around the hinged axis of the inner telescopic tube (8). The swivelling axes (186) serve to the lateral deflection of the telescopic column (3) of the motor carriage (14) - we wish to keep the marking for comparing - and the carrier arm (187) of the motor carriage (16). The frame (17) is reinforced by the (intermediate) inner frame (18) which is interrupted by hinged joints, which overtake the function of the hinged columns (4) in Fig. 1 so as the motor carriage (14,16) are laterally pivoting one against the other and adapt to the rail curves. The partial longitudinal section, to the right, shows the telescopic colunm extended and in seat on the next higher track rail.

In the detail of the longitudinal section under the figure term, a motor carriage (14) is nearer described. The nut is shifted by turning of the screw and approaches the right wheel to the rail (22) from stage A to B. The vehicle must hanging over for that to be able to prop against the upper rail (23). The power transfer to the wheels ensues through the driving belts (305) from motor (1); the circulation pump (15) for the lowering of the telescopic bar under that (not shown).

Below, still the variation of the swivelling of the motor with wheel axis to a rail and a device for the locking after that (stage B) are still shown as demonstrated to the upper figure.

To the right, below, a vehicle variation is expressed, in which two motor carriages are sufficient, one each of the type (14) and one each of type (16), thereby that the wheel axes reach - rotatable again around the carrier sleeves - approaching one to other gallows like over the cabin roof. The tow rope (196) extend from the wheel axis on the carrier arm (187) to the right end of the cabin roof. The further retaining rope (195) is spoiled up from the rope barrel (28) in the extend as the telescopic column raises on the outer edge of which it is fastened, what is performed by a functional coupling of movement (similar as in Fig.3). The cabin is held in the horizontal line in such a manner, also when one of the motor carriages leafs the track.

Correspondingly, a stand version (here not shown) could be elaborated too, at which the motor carriages are also arranged under the cabin. The tow rope (196) might be replaced by a telescopic bar and the rope barrel (28) might be used for the drive of said telescopic bar or replaced by another drive for that.

Figure 18 shows a variation to the suspension vehicle of Fig. 17 by applying only a single track rail for each track line. To the left, in a cross-section, at a scale 1: 20, the stage A of the suspension in the track is shown and the stage B the deflection to the next rail, to the right of that enlarged details of the motor compound machinery are reproduced.

Under that, the ascent of a suspension cabin is made visible at the inner side of a track carrier arcade in the stages A - D, expressed at a motor carriage, in the cross-section too, at a scale of 1: 40. Quite to the right, the lateral wheel closing around a track rail by the weight of a rolling standing vehicle is sketched.

In the stage A, to the left, the swivelling mechanism of the telescopic column is shown. The thread spindle moves by rotation from an only outlined motor with gear a thread bush, below, which meshes through hooks into slots of guide lamellas (197, dashed drawn, above represented in a larger detail). In the stage B, the outer telescopic tube, which is able to be shifted around a bar in the swivelling axis (186), has been tipped to the right in such manner.

Above, to the left, the tilting of a telescopic column is shown serving as carrier of a motor carriage around an axis which is fitted lowly at the cabin, operated by a driving along to cross screw in the stages A and B. To the right, next it, the enlarged detail is drawn to explain the lateral moving on of the left wheel (101) to the rail through its tilting into the horizontal line by means of a spiral guidance on its sliding axis and the tension rope working during the lowering of a sleeve by the cabin weight.

In the detail to the right, in a cross-section, the possibility of the apply on a monorail way similar to said of the HAL WEG-railway, that is a standing railway, is sketched.

Above, in stage A, the lateral support or supporting wheels are swung out each around a rotation axis whilst the driving wheel on the axis o the motor (1) lean on to the rail. In stage B, the angle arms continuing the supporting wheel axes have been loaded, what is symbolized by the lowering of the bar, whici' is drawn through the axis of rotatable short tube pieces (203).

The stages of the vehicle ascent are understandable from the matter discussed concerning to the vehicles with wheels, the equipment with hydraulic double cylinders from Fig. 5. The position of the telescopic column (3) and hinged column (4) is indicated.

Figure 19 gives an example for a sled vehicle for linear-motor drive in the stand-form on two track rails.

Above, the stages A - C of the ascent from the lower to the middle rails are shown in a partial longitudinal section (the right mirror-inverted halves of the arcades are omitted).

To the right, in the middle, a cross-section is presented and over that a cross-section, both at a scale of 1: 80 with an deviating variation of only two but therefore elliptic telescopic columns and with the slide moving out two sleds. Below, at a scale of 1: 30, the enlarged and slightly detailed and altered reproduction follows.

The stages of the ascent are understandable from that what has been explained over the vehicles with wheels, the equipment of the slide with hydraulic double cylinders is clear from Fig.5. The positions of the telescopic column (3) and hinged columns (3) are indicated.

The sleds (102,103) are exposed as comprising u-formed the rail without nearly enter into the problems of the magnetic fitting and controlling. The motor carriage (14) may be drawn upwards first when the rest vehicle runs ensured on the next track.

On the vertical section, to the left, in the middle, a third higher mounted rail is drawn in, against which a third sled props, which is transported in portions with the vehicle along to their total lengths, while the piston at the slide balcony (104) was moved upwards.

The moving out of the slides ensues analogue to Fig.9 by means of two cooperating double- pistons from whose one pair is respectively drawn out. The shifted together pump pair is destined to the moving out of the slide toward the counter-side (here upward on the page).

For the change to the new track type with elevated inner rail, the left, lower rail is continued for a distance and then omitted. For the chance to the counter-side of the track on the same level (perhaps to a secondary arcade, c. p. Fig.27, above), a fourth elevated sled may also be carried along (not shown).

If the sleds for the lower rails are fitted with a lifting device for the higher rails (here the hydraulic pumps in the slide balcony are not necessary (here not hydraulic pumps at the slide balcony as being necessary for the presented higher sled).

The sleds are elastic flexible for rail curves.

Figure 20 brings, at a scale of I: 40 an example of two sleds (102,103) whose are able to be laterally transported by a crawler-tread, this is done above in a cross-section, under that in a longitudinal section for a demonstration, that the sleds may be arranged in echelons. The motion mechanisms for the rail sleds is elucidated in the middle longitudinal section, below in a cross-section, at a scale of 1: 20 with an enlarged chain detail to the right of that.

In the cross-section, above, both sleds are moved out by means of the slide (5), as well that of the motor carriages (14) as these of the motor carriages (16) too. The telescopic columns (3) are connected with the motor carriages (14) through the frame (17), which is transferred upward because of the overhanging of the crawler-treads, and are able to be lifted an lowered together (perhaps hydraulic). Thanks the inner frame and lateral strutting to the motor carriages (16) these build a motion unit together with the cabin(21), which is tied up to the end of the inner telescopic tube by the inner frame (18). The rail sled (216) is laterally lifted and has been dashed drawn. (This position could be suitable for the controlling of the lateral stability, a relating lateral rail - not drawn - being proposed.

The enlarged vertical section, in the middle, at a scale of 1: 40, shows as crawler-tread (106), which is controlled from the four toothed wheels (105) and driven by a toothed wheel on the motor (1). Two rail sleds (102,103) aie fixed upon the trawler-tread through stems and ropes on the crawler-tread in a distance of nearly a crawler-tread breadth and token with their movement. The extend of movement is marked through an accompanying outline drawn with dashed-dotted lines. Two (guide-way) toothed wheels are held by struts which project into the chain bearing (107). From the vertical section is elucidated, that except of the carrying out of the slide to the right a such to the left may also result.

The longitudinal section through the motor carriage in the level of the hydraulic pistons shows in which manner the latter are embedded between the trawler treads and come to operation lifting the sleds and effecting electrical circuit closing under a strutting receptacle (134). The special shape of the chain links, as drawn out enlarged to the right, may facilitate the chain slipping on the rigid chain bearing (107) surface by the enlarged wheel-like Over that, to the right, a variation is presented for the apply of folded bellows for the lifting of vehicles portions and for the lateral moving out of slides, with the aim to accelerate these dangerous phases. The conduction of two compressors may also be compensate by a especially powerful one. Both bellows systems are fed simultaneously by compressed gas through the sliding valve which is simplified presented. The retaining latch (110) which is adjustable at a screw prevents thestanding folded bellows to expand below as long as the pressure inside of the bellows overcomes the spring pressure of the retaining latch. Then, an explosive partial unfolding and thrust effect ensues. The motion release of the horizontal folded bellows is brought about by the retreat of the bolt (38) by means of a Bowden cable.

The folded bellows overtake herewith partially the storing function of a compression capsule as it is described in Fig.2 1, below, to the right. (The necessary guidance of the folded bellows to avoid a lateral evading before the retaining latches has been dashed outlined here as telescopic bar.) Figure 21 shows, above, in a longitudinal section, at a scale of 1: 80, the functional stages A and B of the descent of a rail sled vehicle from a higher to a lower rail track.

Besides, the mechanism of the swivelling in of an supporting wheel is explained.

It must be mentioned here that the two sleds must hanging on different, separated driven, crawler-treads and that the cabin must be dislocated more outwards with its total load to made this rail arrangement suitable, the cabin should even be shifted outwards in each case for a moving out to both sides.

The swivelling arm (145) with the supporting wheel (25) is turned back to the left around its axis. This is effected by the step motor (50), which brings in operation a rope circulation over the idlers (108,109) which are simultaneous hinged axes. That is elucidated at the motor carriage (16), above, in the stage (A) of the bending of the supporting wheel to the track rail (23). The catch (36, c. p. Fig. 11), which may also be operated electrically, is thereby meshed with its rod in a notch of the axis tube and fixes the supporting wheel in such a manner in its functional position until to the release of the catch.

Figure 22 explains the functional running up on the passenger traffic and partially on the transport of goods too and notes thereby marked examples with detail hints out of the discussed figures. Mainly, control operations are mentioned as they are further comprised in Fig.23 and Fig. 24.

In the left cleft, a vehicle cross-section is given in the belonging stages A - E of the lifting, following Fig.2.

To dispositions 1 - 5 The vibration sensor (132) is symbolized through the closing of the current circuit by the swinging of a ball-loaded metal tongue. The plug-in of a u-formed bolt into the frame for the cabin fastening (see Fig. 11) effects a belonging contact closing, which must here be performed by a further pushing-in of the bolt. First when the motor carriage is aligned straigthly, the drop-in tongue (133) on the pump rod as catch signals the correct seat by contact closing for the current flow. Because both track rails serve as conductor their correct seat of the wheels may be metered by current collection (Fig.11). The admission to the track rail ensues from below through funnels in the screen grid.

On the cabin roof (see Fig.2, to the left, in the vertical section) the telescopic rod (136) is moved out with a swivelling joint along to the cross bar (137) by means of the step motor (small ring on the longitudinal section, above, to the left) taking off the electric current from the next higher rail, when the cabin stand on the lowest rail near the ground. The enlarged detail to the right, above, still indicates an optical sensor with a small circle on the telescopic rod, which moves away the swivelling joint on the cross bar, when it comes to stay before a pillar (dashed rectangular), what is signalled to a computer and evaluated.

To disposition 6 The distance during the moving out of the telescopic column (see Fig.3) or the hydraulic pump combination (see Fig.9) for the lifting of vehicle portions may be registered by the scanning of bench marks through the sensor head (139) and may be converted in the board computer (140) to the sequence control. The relating data are also transmitted to the superior directing station (141), which destines the independent possibilities of control and of its influencing by the passenger. Thereby, a branching may take place toward the control transformers for a separate control of the motors (1) for the vehicle drive (142) and for the lifting and sliding movements (143) through pneumatic, hydraulic or electric drive (144) in the area of the motor carriages To dispositions 7 - 10 Fig.6 is quoted for the sideward sliding of the slide by means of a spindle with the alternative of a hydraulic pump application according to Fig.9; the Fig.12 is additionally quoted for the tilting of the motor axis, whereby the locking of the supporting wheel (25) is controlled by electric contact closing (not shown) perhaps belonging to the position of the tipping arm (145). Bench marks (138) are fitted along the coulisse for the tipping arm. Fig.8 solves the task with hydraulic pumps, the rods of their carry bench marks for the scanning by a sensor (not shown) or are able to effect contact closing during the passage, which is more simple, recalled to the computer for the function control. The scanning of effective distances may be obtained - by other tasks too - by means of simple current contact closing with bench marks, but also with every pretentious technique up to the apply of optical position sensors using the Position Sensitive Device (PSD) or the apply of distance sounding.

In fig. 11, the contact closing between the lowered half shells (68) an the pump cylinder (only shown as half) signals the correct position of the motor compound machinery. In Fig.22 the contact closing between the receptacle (134) with the rail slide is called on as measuring criterion. The symbolic circuit of the block diagram of circuit with the interconnection of the measuring instrument (135), which stand for the sequence control is shown over that.

To disposition 11 The fetching up of the motor carriage by pulling in of the telescopic columns (see Fig.2) respectively of the pumps (see Fig.9) are an inversion of the procedures in disposition 6.

In the following, a tabulated survey is given over the processing for the passenger traffic in the 12 dispositions Call by mobile phone to the directing station or call column with authentication by carte for identity order with tenn and destination, kind of cabin (size, pressure resistance for the change in evacuated tubes), place (eventually telephonically pursuit along to a line, which is named by the user and confirmed by the direction station, with mobile phone locating for allowing a walk during the waiting period) Directing station Survey plan over the cabins, which are set in operation in a certain region Ascertainment of the next available cabin SMS to the customer with the presumable arrival time-point and price Confirmation of order by the customer The vehicle is vectored by the directing station up to the stand track until stop place Further customer activity: Taking the seat after deposit of the luggage Bord computer 1. Laid down minimum rest interval, intercoming with possibility of speaking contact with the directing station (permanent, with costs so far as not fault signal, connected with distress call) 2. Off-position of vibration sensors (when unsuitable produced movement, punishment costs are imposed), see Fig.23 3. Testing of the locking mechanism of the cabin with the frame (permanent control, when disturbance, alarm to the directing station, bringing the vehicle axis in a straight position or in a position directed to the rail curve (see Fig.ll) 4. Door interlocking, temperature control (when the cabin is tightened, control of the air composition, oxygen content), weight control 5. Switching on of driving motors for speed uptake and clutching in of the circulating pump 6. Valve release to the telescopic columns for the lifting of cabin and motor carriages! control at the measuring point row "height" up to the stop! radar control of the distance to the next vehicle on both direction! regulation of the torque of the motor compound machinery and wheels (permanent) 7. Valve release for the slides to sideward! control on the measuring point row "breadth" in comparison with the metal detector control during their approach to the rails 8. Destination of the program for the kind and extend of the displacement of the motor compound machinery adapted to the rail position according to 9.

9. Tipping movements of the motor axis, if suitable, with switching commands to operating members under control at the measuring point row "motor displacement." 10. Control of the correct rail seat (current measurement) also for supporting wheels too and safeguarding of the motor compound machinery against axis displacement 11. Valve release for the drawing-in of the telescopic columns with relief of the motor carriage on the starting-rails (if necessary) 12. Valve release for the displacement of the cabin with motor carriages toward the new track under control according to the measuring points row "lateral displacement" / possibility of own change demands and alteration of the velocity after request and allowing cleared through the directing station. To the right, below, a security precaution is still described.

Figure 23 gives a wiring and connection diagram taking pattern from a vehicle cross-section in Fig. 11. The hydraulics ase represented with regard to the principal functions to the left, the electrics to the right. The fuel circulation begins at the pump (15). leads over the switching throttle (248) after the reflux control into the sleeve valve (249), which is controlled by the magnet switch (250) from the electronic phase- belt (see on the right hand side). A reflux into the tank (250) out of the back line is is prevented by the back valve (251). The feed pipe has a dirt separator, a slip loss is airless equalized by displacement by a compressed gas bolster.

The outlet tubes out of the sleeve valves are continued as lines, which reciprocally supply the double working pistons under that Back valves (252), which are controlled by reflux in cross-connection, permit the stop of the pistons on each level an hold in position without load flow. Both upright pistons above are applied for the lifting of vehicle portions, both transverse situated under these for the sideward shifting of the slide. (Instead of two pumps two pairs of these exist in the most examples.) Quite below, a circuit is given, which divides the sleeve valve (249) into the both functional suitably steps. Behind of, that will say here above of a reciprocally magnet operated 4/3-way valve with the outlets H (higher = elevating motion) and S (sideward motion = slide) are connected two 4/2-way valves at a time, which - with valve position P - A - operate the respective double working pistons forwards and - with valve position P - B - complete the reversal of the pistons. The 4/3-way valve is drawn in a zero-position, during the fluid is shorted circuit in a circulation R reflux).

The text related to the electrics has been to supply by the scheme of the modular network.

The text related to the electrics has been to supply by the scheme of the modular network.

The modules for the motor control (169), the gear control (170), for the rise and fall mechanisms and lateral slide movements (143), the control of the rack contact and the locking control (171), the control of the pivoting arm to the carrying cable and emergency devices as rope braking on the rope drum (146), central module (board computer, 140) are shown without the connections to the communication in the cabin and with the directing station (c. p. Fig.33). The modules for the door control (172, 173) as key function and door opening.

Figure 24 reproduces as a principal set up the relation among directing stations for the central controlling of the overall traffic system, and this by hand of two adjoining direction stations I and 2, and between the latter and the cabin, respectively the entire vehicle.

In the general plan, in the middle, a single cabin (21) has been sketched as a black rectangular on a wide ramified roadway line while outlines of arcades being filed one to the other as track carriers. Because the cabin lies in an area, for which the directing station 1 is competent, a signal and information exchange results from the directing station I to the cabin and from there again back as commands to the central computer (signified by the arrows at the dashed lines). Data transfer with measuring values relating to the cabin - but also to the track condition itself- in the direction of the directing station, perhaps such relating to the distance from the next arcade pillars, ensues from these neighbouring track carriers. Radar sets locate the next obstacles in front and rear on the vehicle..

In the enlarged detail, to the right of the directing station 1, is reproduced in which manner the cabin is connected with the pillars by radio, but the pillars again contacts the directing station by radio and the line connection (336). The use of frequency modulation and respective methods over the direct current for the motors for information and command transmission is nearly self-evident.

Because the denoted cabin approaches with the aim to transgress the area limited toward the direction station 2, this becomes transmitted data from the cabin too.

The distance, simplified as line, appear in the reality as composed from many track rails, as it is demonstrated by hand of two enlarged detail sections, limited by two rail carrier arcade, inside of the area of each directing station. Branching tracks (265) with or without servo sorting gates obliquely lead off above of the stand track in the area of the pillars (253) and that is done into both running directions. Approaching in front or following vehicles are persecuted with radar (254) and the measuring signals are transmitted as well to the central (cockpit) as well to the directing station.

With Figure 25, the treatment of goods traffic begins.

Above, to the left, in the functional stage A, in a longitudinal section, at a scale of 1: 40, a freight cabin (188) is represented, which is suspending fitted with two motor carriages, which mesh on different track levels. The analogue bevelled gear drive is more distinctly explained in the tipping axis (189) in the middle, at a scale of 1: 20. Below is dealt with the function of a slant laying of a quadruple gauge freight cabin is during the transition from the staggering to plane tracks, combined in a vertical and longitudinal section.

In the middle, above, in a vertical section, at a scale of 1: 160, two stages (A, B) of the tilting of a freight cabin on two tracks has been still drawn in, on which the wheel axes are horizontally adjusted by swivelling motors (figured as rings) being firmly fitted on the cabin; it is shown, that the axes - here telescopic constructed - have been pulled out in a transverse direction.

Under that, in the middle, between the staggered up freight cabin, above, and the bevelled gear, below, in a vertical section, at a scale of 1: 80, there are the stages A - D of the tipping of a frame for the freight transport when the level of pillar steps is gradually diminished up to the transition to parallel tracks at the ground and, to the right, an alternative solution A B is shown.

Under that, at a scale of 1: 15, a functional sketch is given relating to the balance control between the gears for the wheels for the moving on and the gears to the motor axes for the lateral tipping of those. To the right, in the middle, at a scale of 1: 80, a longitudinal section is given through a pillar arcade with a heavy-cargo cabin, which still permits space for the passenger traffic.

The freight cabin (188), outlined with dashed-dotted lines, is fitted with trapezoid and an around the tipping axis (189) rotatable container (190) . The gear, on the lower motor (1) to the left, for a bevelled- wheel drive (191) is outlined without the necessary clutch, under that analogue and enlarged. The pulley block with the fixed pulley pair (192) and the roller carriage (193) is applied for the power strengthening. The fixed pulley pair is fastened on the roller carriage for the upper motor by a rotation axis. (The tilting mechanism for the wheels with means of the movement of the motor axis is here omitted, because earlier rather discussed.) The lower motor is suspended on the carrier rail (194) the tipping axis being mounted on its left end. To the right, below, still the axis of the bottom clap (196). The latter is closed by the auxiliary rope (195) during the pulling up of the roller carriage. To the right, above, in the stage B, it is opened and the auxiliary rope lies at the ground. The rope drum with brake (146) serves for the letting down of the container; for the lifting, the rope drum may be clutched on the motor (1) .

The stages A - D shall elucidate the possibility of a interoperating of vertically rods, firmly mounted to the wheel axis, through sliding sleeves on a connection bar a stabilized rail position from above provided. The sliding sleeve has to be fitted with a swivelling hinge for the rods, which they-self may be shifted through the former. Screws below the sliding sleeve have been brought downwards in steps on the sketch; the frame for the loading would be laying higher as on stilts without this correction. A simpler solution is the fixation of the swivelling hinges at the level of A (vertical hinges and screws at the rods are omitted then) and the integration of the connection bar with its duplication into the coachwork mounting allocating the loading, this shall say higher in the load cabin, best by duplication and displacing to the side walls (see the longitudinal section, to the left, out).

The cross bars between the sliding collars could be transferred up to under the cabin roof; the rods which are firmly mounted on the axes could also be doubled and displaced near to the side walls. To avoid an overloading, especially in the stage A, brakes are suitable (being symbolized by wedges or triangles only in places) which are operated from the computer perhaps following to the measuring results of a device according to Fig.30. Such a brake is drawn out in a enlarged detail, at the scale of 1: 20; below, applying a gear rack with toothed wheel and pawl - it could be also other brakes, of course. The brakes could be saved if separated load container are connected each with the rods which are firmly mounted on the axes according to Fig.29, to the left, above. (only one of such containers has been drawn in at A and, to the left of that, in the longitudinal section.) If the beam would be tilted to a larger extent the distribution of the axis load should be prepared at the connection bars to the wheel axes (see the cylinder-piston symbol).

To the right of A - D, an alternative solution is presented at which the motor compound machinery respectively the wheel axis is lowered during and together with the lowering of the track steps and rails (stage B). The drive for that could be controlled by a measuring device as shown below in the detail this device initiating a balancing reaction counter a tipping up of the cabin (21), which remains horizontally positioned by that. As alternative, one may fall back to a measuring and control device according to Fig.30. Staggered hydraulic pistons (78,77) have been chosen as an exemplifying device for that, analogue to Fig.9 (c. p. Fig.29).

Below, the descent of tracks has been demonstrated in two kinds of sight projected one over the other. To the left and to the right, to a single vehicle connected freight cabins stand in a perspectively varied vertical section on staircase-like steps transporting an oblique slanting container (190), supported on bread rolls (197). Between the vertical sections through pillars, which decrease wth regard to their height in the longitudinal section, each of the descending lines symbolizes an entire track. The descent of the rails with different angle degrees has the consequence, that the total vehicle axis gradually declines and the container also approaches to a horizontal position, which is reached on rails at the plane ground.

Over that, a diagram is drawn to explain the functional control for the alteration of the motor axis position during the descent on the rail. Measuring values for the turning angle are gained from the bevelled-wheel drive (191) for the swivelling of the motor axis and transformed in the measuring instrument (125) and transmitted to the computer (198). This also gets relating measuring values with regard to the turning of the motor axis (2) by a measuring instrument and counteracts to each deviation from a axis solder (199) through the influencing of the ng velocity. (But the intensity of the motor axis swivelling could also be assimilated to the vehicle velocity.) The conditions are further discussed in Fig.32.

In the middle, to the right, in a longitudinal section, at a scale of 1: 80, a type of freight vehicle is demonstrated, which roofs horse saddle like two steel bow arcades (200) , which support each of two rail tracks on four landings, by means of the frame (201).

The latter is borne on the rail steps 2 - 4 from motor carriages on both sides of the arcade middle axis and lets open above two passages, on whose rails two passenger cabins (21) are figured., which move independently. The freight cabins are hatched represented. To the left, on the stand track, stands a passenger vehicle too. The steel bow arcades are particularly strengthened toward the pillar basis to resist to an augmented pressure, as it is contributed to the lower track rails (see Fig.30) Figure 26 brings above, to the left, in a longitudinal section, two quadruple combinations of freight cabins one below the other, as they have been shown in Fig.26, but here shifted together into a single plane. One of the sliding hinges (202) is rendered prominent above with an enlarged detail. The upper freight cabin variation shows crosswise struts; the outer frame, which encloses the container (190), is strengthened on the lower freight cabin variation.

To the right, above, in a cross-section, at a scale 1:20, at the distance section A and B, is drawn out. an interrupted track section with two single plates or stair-steps (from pillars). The transition from a rail guidance with different level shall be demonstrated to a such side on side. At the latter, on the lower track section B too, the motor axis stands in the middle of the vehicle, which needs more place toward the pillar.

To the left of the cross-section, the related vertical sections with regard to the rail fastening are drawn in detail. The inner track higher rail track must be guided on longer arm up to its omission, which makes necessary a stronger angle supporting toward the pillar (185) and a broadening of the pillar along to the distance respectively accumulation of pillars in the rail transition area.

Generally, the lateral suspension of the inner rail may be make necessary a rail rise for security of the breaking stability. When an supporting wheel (25) is thereby operated above the rail, the axis of the supporting wheel must be lifted relative to the cabin beyond this kind of climbing switch. That is here demonstrated by an eccentric axis guidance, whereby the mechanism for the turning of the eccentric disk ( 203), because technically known, is not elaborated.

The transition stage to the other rail type is also recognizable in the representation below, in the vertical section, stage A. There the moment is reproduced, in which three track rails exist before the higher one is omitted.

Above of the middle, in a vertical section, again at a scale of I: 40, a mechanical solution is represented for the cross-axis tipping in train of the slant supporting of a freight cabin, as it has been alternatively exposed in Fig.26, below, in the middle, with the switching diagram for a solution with servo-motor. The inclination of beam (209), which connects the motor compound machinery against the motor axes,, which are to held horizontally as relation line, is used therefore to let lower the sliding bush (210) on the respective connection bar (209) to the housing of the freight cabin (188) over a further there rotatable fastened bush. This downward movement leads through a tow rope over a idler at the connection bar to the right to the pivotable fork (211) for the motor axis (stage A). A prolongation of the two rope between the sliding bush and the fork (211), to the left, corresponds to the shortening on the right. The freight cabin gets tipping a motion relative to the horizontally to the track directed motor and wheel axis, which tipping is expressed in the altered angle position of the connection bar to the motor axis in stage B. In the detail sketch to the right, the ropes are replaced and symbolized by bars (212) crossing each other, which are suitable to contrive the wheel axis position with relating chosen conditions for distance of the rotatable bar end and fix points. Hinged end point may also be fastened on the beam (208) without connection bars (209). Fig.16, above, to the right, should be quoted for that.

In the middle again, at a scale of 1: 80, the descent of the track rail is sketched shown as in Fig. 28, below, but the number of the pillar steps and rails being thereby reduced. The pyramid, above, at a scale of 1: 160, shows in what extend the connecting lines of the edge points of the steps are equally dropped when the pillar steps decrease at the height about 20 percent (the demonstration being distinctly before the zero line broken off). To the left, the counter running ascent of the lines is still sketched while the steps are omitted.

Below, for that, again in a mixture of vertical and longitudinal section as in Fig.26, below, a double track freight cabin is demonstrated, which is tipped around 90 angle degrees during its descent to the plane ground level. On the hand of the beam (208) in connection with joint straps toward the motor axes, additionally the possibility is demonstrated to shift the lower (in stage A) and later the left (in stage B) motor axis with motor and wheel outwards. The transition to track rails, which are mounted on the ground in different distances, is will be able herewith, to such of different gauges too. With regard to the sliding mechanism it shall be referred to Fig.6 and 9, as far the slide movement is there concerned, with regard to the tipping of the motor axis shall be referred to Ihe Fig. 27, in the middle, to the left, and to the even above described.

The breaking off of the upper track and the lowering of the higher motor compound machinery too with axis tipping through lifting and subsequent lowering by means of the crane howk (213) would be another alternative for the goods traffic. (A supporting belt around the hole vehicle is symbolized by a dashed-dotted line.) Quite to the right, in a vertical section, still a ariation is demonstrated, at which no common connection exist to the beam from the wheel axes. Each wheel axis has on its outer end attached gallows around of theirs hinged joints, above, beams are swivellable. Firmly mounted slant rails at the container rest on these beams being perhaps transferred to the outer wall of the load container. The second beam outline (drawn with dashed lines) corresponds to a diminishing of the track steps (see the dashed double outline) from the stage A to B. The hydraulic piston in connection with the able to be shifted gallows leg shall elucidate the possibility to regulate the load distribution to the different wheel axes by measuring observation (c. p. Fig.33).

Figure 27, in a vertical section, at a scale of 1: 80, shall demonstrate with the combination of two track arcades, that heavy loads and such of big volumes may be also transported on lower pillar constructions. The vehicle units 1 -3, 6 - 8, 9 -hand 14- 16 have been represented with dashed-dotted outlines as a possible unit freight transport vehicle.

The dashed outline of the cabins in the examples 4,5 and 12,13 shall demonstrate the possibility of the transfer of passenger vehicles from one arcade leg to the other. In such a manner, track for increasing averagevelocity may also be arranged declining and low laying.

The rectangle, which is imposed to both arcade, for a freight cabin (188) shows, that bulky loads may also be transported.

In the interspace between the arcades, in the vertical section through a double track and in two cross-sections below, in the stages A and B, at a scale of 1: 40, the function of a rotatable railroad switch is represented to bring about a rail ramification at the pillar area in the same level. Therefore, the rail bow segment (214) with a platform, developing out of the stage A, by turning around the rotatable column (215), which is fastened at the pillar, comes to shore with the additional track (stage B), what is also possible with rails different in the height. The vertical sections below clearifice, that two platforms or supporting scaffolds are necessary, from which the second must be lifted below through the rail (22) by the sleeve (216) around the rotatable column; the small side view, below of that, demonstrates the slot through which the mentioned rail may pass. Alternatively, the upper rail may be swivelled by the rail carrier (217) over the vehicles away (dashed drawn).

In the middle, to the left, in the longitudinal section, the functional stages A and B, a railroad switch between two pillars is sketched for a traffic deviation downwards. For that, rotation axes (218) for the rail deflection are suitable and motorized cable winches (219) at the counter pillar with arrest and connection bolts (220). The latter are pulled back on rolls in the stage B, the upper stronger one as the lower. Two rope connections exist for that toward the track rail ends and the respective two ends of connection bolts from the drums of the motorized cable winches (219).

Below, to the left, in the longitudinal section, at a scale of 1: 80, a special freight vehicle for longer and heavier load is represented. The freight cabin (188) here lies up to two suspended motor carriers on the lower track and is assistant supported by a chain of suspension motor carriers on the higher track through ropes and pulley blocks (31). The length of the cabin is restricted by the pressure resistance of the connecting frame (221), against which an upset works. The tension connections extent between the upper (221) and the lower (17) frame.

Fig.30 29? deals with the consideration and distribution of loads to the different motor axes.

Below, to the right, in the longitudinal section, at a scale of 1: 40, in the functional stages A and B, the detail of a device is presented for the automatic lifting of lateral supporting wheels over conventional track switches being fitted in a motor carriage A pivoting lever projects from its hinged joint on the bottom side of the vehicle toward behind and below; it has a terminal fork which embraces the end of the upwards spring biased axis of a supporting wheel near of this wheel and pushes it upwards as soon and as long an obstacle among the track rails pushes against the pivoting lever and pushes away them; for that bittons (305) have been provided which may be moved out on the track switch area. If sleds are applied, the pivoting lever is able to be replaced by sled which is put on its edge and laterally swivelled to the track rail (not shown).

Over that, thus is in the middle, to the right, in a cross-section, track rails are reproduced in the track switch area (the tracks being drawn to small with the wheels running thereon). In stage A, the isolated presented supporting wheels have rail contact, whereas they have been displaced upward because the pivoted lever being influenced by the gauge steering rails in stage B (see the dashed outlines).

If the rod (316) is lifted by a bitton with conveying of the swivelling lever, then the oblique toothed toothed wheel (317) works in by turning, the right one to the right, the left one to the left. This motion impulse may also be restored in a helical compression spring (not shown).

The wheel axis is will be able to adjust to the rail curvature angle at the beginning of the switch curvature in such a maimer before it is fixed by the rod until the swivelling lever is lowered again behind the bitton. If both rods are simultaneously operated, a wheel axis turning cannot take place and the vehicle is capable to continue with running straight on with fixed wheel axis provided that the rail switch is appropriately adjusted. When the supporting wheels are moved out ro the rail contact they-self provide this permanent adjusting of the wheel axis angle position to the rail curvature. The swivelling lever remains in a position which the supporting wheels turns off at the area of the wheel steering rails (318) which are additional inner track rails., or it remains elevated by a plank-like panel (drawn in dashed lines), or by electronic control (subsequently discussed). (Instead of the bitton a cross-section of a rail has been drawn in.) Once more upward, in a longitudinal section, a computer controlled device is sketched as an alternative solution which directs a sensor with radar properties against an obstacle (similarly as in Fig.l2 to the left, below): in this case narrow restricted to moved upward bittons inside of the track gauge, reporting back the former. The drawn through lines shall respond to the control lines and the circulation pump shall then be operatied by that for the lifting of the hydraulic piston with the supporting wheel. (Each other drive may replace the hydraulics, of course.) To the left, above, at the end of the vehicle, in the cross-section, two correlating sensors are drawn in again. Thus quite in front are sufficiently because the computer is will be able to calculate the appropriate time-point for the elevation of the subsequent supporting wheels adapted to the running velocity. The device may also be applied outside of the switch passage, as swivelling devices for supporting wheels may be coupled with the radar device.

One may be mentioned to the conicity of the supporting wheels, with the smaller lateral diameter below, in favour of a secure deposition during the swivelling in to the track (c. p. Fig.34, to the right, below).

Figure 28 shows in two schematic longitudinal sections, at a scale 1: 80; suspension vehicles on ropes, whose one is demonstrated in the stage A, another in stage B, related to the distance from the last pillar. Below of that, the diminishing of the rope sagging is shown by means of an upper guy rope.

In the middle, between the longitudinal sections, the detail of a vehicle is represented, the level compensation is reached by an elevator at the cabin.

The cross-section in the middle, to the left, at a scale I: 40, demonstrates a vehicle for the standing apply on two ropes, in front and in the rear with a frame an roller device for the securing of the track distance for the wheels on the motor axes.

Below of that, a small longitudinal section detail of the cabin bottom is shown.

The uppermost schematic longitudinal section shall demonstrates by the sketching of three simplified suspension vehicles, that the rope sagging is compensated by vertical movement in the area of the vehicle suspension about through the operation of the telescopic columns as far that the passengers move farther in the horizontal line.

The detail of a vehicle in the middle, below of that, shows, that the vertical movement between motor carriages and cabin may be compensated on the frame, perhaps by piston stroke (the pumps are drawn here exaggerated. ) The controlling of the level of the cabin may be completed by quite different manner. Thus the angle may be evaluated between the telescopic column and the connecting rod of the wheels, which freely support to the carrying cable. Height measurements or horizontal direction finding also stand in question. The altered power requirement during the passage of the rope sagging is compensated to a uniform speed by the central (cockpit) computer.

The small vertical section detail, to the right, under the upper rail, shall demonstrate the apply of a lower and upper rail at the rope, for which a bar with terminal hook appears suitably for a connection between the ropes different in the height.

In the longitudinal section, over that, the pressure effect is shown from below toward the carrying cable by the wheel, a kind of apply, which is not recommended because the lability and which is hardly necessary on rope distance, because there must scarcely saved space with regard of the span of the (pillar) arcades.

Below, in the middle, in a vertical section and just above as dashed line the possibility is shown to support a rail in the manner of a suspension bridge.

To the left, a standing vehicle is demonstrated below the lower rope sagging, during the passage of suspension bars.

The row under the carrying cables concerns with the possibility of two integrated carrying cables besides of other auxiliary ropes (black circles), to which a sled (102, see Fig. 19) lies up.

The poured in magnetic spoils are sketched also laterally and below and could serve with a counter sled, drawn in with its swivelling arm, to the distance control for the necessary gap space.

Above, at a scale of 1: 80, the slide is demonstrated in the longitudinal section during it conformes to the rope sagging owing to its elasticity.

This counter sled is again divided in itself and has a second swivelling arm (shown only at its attachment piece). In a sectional cross-section, the linkage of such a rail is represented with a doubled rope soul; the section is guided through the ascensional branch of a T-rail as it is shown, on the right, in stage B of the passage on a rail suspension, in a further vertical section through the rail and sled. The sledge at the rail profile urges, that is to say, the elastic track rail laterally asunder, so that the rail linkage evades promoted by a row of lateral rolls.

Along to the sled, several T-rail segments are arranged on a rail carrier. (The dashed drawn lines which evade by bending shall correspond to the finer auxiliary ropes inside of the sled, which serve to the solidity.) At carrier pillars fastened ropes too are capable to be lead up to the carrying cable and inserted (gesplissen) there through the appearing slot between the lower sled halves - the swivelling-in arms, of course, are dismeshed in the carrier area so that be capable to evade by springing (not shown).

In the middle, at a scale of 1: 40, a cross-section follows of a stand vehicle with two lateral and one inner swivelling arms with tracing wheels for the securing of rope distance at two carrying cables as rails (22,23). The stage A, to the left, shows the mechanism in the opened, the stage B, to the right, in the closed condition. Both outsides swivelling (222) arms project from the front and rear motor carriage and bear tracing wheels, which mesh lateral toward each of the carrying cables For this purpose, the bow (223) is approached through the tow- rope by the winch (224) to the motor carriage against the pressure springs (225) and urges with its slants the tracing wheels on the swivelling arms each from outside toward the carrying cables. The cross beam (226) extends between the axes of the last mentioned tracing wheels, the later being borne able to be shifted in a kind of slots, that cross beam having a in its centre a balance beam (227) rotatable around its vertical axis, the ends of which bear inner counter wheels, which urge horizontally from inside against the carrying cables, when the outer tracing wheel is brought close through a roll bearing on the bow centre by means to the winch. The pressure spring (228) fetches back the racing wheels from the carrying cables.

The horizontal wheel guidance is switched out in rail curves, which are performed on rails.

At least a further pair of guide wheels is mounted, below the cabin, on a balance beam, on both sides horizontally projecting against the carrying cables, which each is approached one to other against a pressure spring through a tow-rope from the winch (229) clasping the carrying cable. (Only that last stage is demonstrated here.) The wheels are thereby soluble arrested by the approaching one to another bolts (230). The horizontal or cross axes, which permit a imited clearance of motion in the vertical direction, compensate the rope sagging and relates analogue to the function of the pendulum rotation axis for the compensation of rail curves. In front and at the rear, the cross axis (231) adopts that compensation function.

Figure 29 shows below, in the vertical section, at a scale of I: 40, the stages A und B of the transport of a caravan on two tracks, different in the level. The stage B demonstrates the sliding to the left of the roof box for a producing of symmetry and the lowering to the pneumatic tyres (117) of the caravan for the rail independent self-drive through a motor clutching over. Over that, in still more schematic longitudinal sections, the principle of the hydraulic relief motion of the motor compound machineries from the rails are explained and the shifting to the left of the roof box (here the latter by rope pulling, bellow by the thrust of the bar (385) against the cardan shaft). An equipment for climbing would be thinkable, but few desirable, because the lieving of the tracks should not be permitted at any given place.

Descent tracks for caravans will also be provided at destined places.

Figure 30 deals with the problem of the tension and pressure over-range protection for tracks and motor axes.

To the left, in the longitudinal section, at a scale of 1: 10, a shortened pulley block is represented, as it may be applied according to Fig.29 (below) between freight cabins and motor carriages on different tracks in connection one with other by reversing distribution of load especially to the soil near track.

To the right, the problem of pressure load for a standing vehicle is treated accordingly.

The upper outer wheel of the pulley block (282) and the end of the bar of the adjusting slide (285) are fastened at the upper frame (281) and herewith the tow-rope end too. The big rope sheave below is connected with the lower frame (17) of the freight vehicle, both frames are only dashed outlined. The adjusting slide contains a step motor (191), which drives a spindle through a gear, which spindle is apt to shifting along the fastening bar and herewith to alter the pulley block length. The strain gauge (283) serves as measuring indicator for the limit value of the tension load and transmit measuring signals to the computer (dashed lines), which again transmit demand signals to the step motor. The rope loop (284) over-bridges the rope area around the tension spring (286) in the slotted cylinder and protects for an overloading of the strain gauge. The rope drum with brake (271) and step motor serves for the rope prolongation. The latter instrument may be suitably dislocated to the long end of the tow-rope and can, cooperating with the strain gauge, replacing the function of the adjusting slide. (This variation was not further explicates because intelligible by itself. ) To the right, below, in the longitudinal section, at a scale 1: 10, the analogue solution for a motor carriage, which stands on track rails, also provides a load balance; this time with hydraulic means. When the frame (17), which is fastened at the hydraulic cylinders, is burdened, the throttle valve (252), which is controlled by the computer (275), hampers the oil stream from the small to the big cylinder, during the small piston is also sunk, only as long as the pressure measurement streams out of the piezoelectric element (287), which is embedded in a substance of an elasticity relating to the transmitted to the computer, permit according to the program. When a critical load occurs from the frame, the throttle valve is opened and herewith the load is dislocated to the other motor axes and rails (c. p. Fig. 30, below).

On may slightly recognize, that both compensation mechanisms - once for tension, then for pressure load - may substitute another, when respective working turning out are performed, perhaps by levers or ropes.

Figure 31 afford an insight into the servicing of passenger vehicles and their quickly resetting with other motor carriages and drive means.

There, an u-shaped suspension arm (294) on toothed wheels is wheeled with step motors over a toothed rack (293). In the longitudinal section, at a scale of 1: 40, through both vehicle types, as they are caused from the resetting of the same cabin, the ceiling and bottom rails (295) are shown, in to which the lower legs of the suspension arms are inserted. .(On may suitably install the bolting mechanism, as earlier described in Fig. 13, to the left, and Figure 22, below, to the right, inside of said ceiling and bottom rails.) The vehicle, above, to the right, which is fitted with a sled and a linear motor - here in a longitudinal section, at a scale I: 80 -, contains a parachute (297, c. p. Fig.39, to the left, above) in the press-off stem for the apply of the vehicle in partial evacuated tubes.

The vertical sections A - D of the first and second row show a such change-over action by means of an auxiliary motor on a gear rack (see over that, top the left, in detail) with a shifting by a suspension arm. Between C and D, the variation of the hinged joint (296) between the cabin and the motor carriage is constructed for clapping out to make possible a violent press-off of the cabin in dangerous situations.

A: The u-shaped suspension arm (294) is shifted with its lower legs in the ceiling and bottom rails (not shown) of the cabin.

B: The suspension arm has been wheeled with the cabin into the right half of the resetting chamber and herewith the wheels of the motor carriages have been transported from the rails to a chamber own multi-axial roll bearing (298). (The necessary clearance with regard to the height and the lifting mechanisms for the rising of the wheels were not again respected.) Motor carriages and cabin are now separated.

C: The rail vehicle has been wheeled out of left partition of the resetting chamber and a frame as motor carriage fitted with a sled has been moved up for that.

D: The cabin has been brought to the bolting in the middle of the new motor carriage by a shifting of the u-shaped suspension arm to the left.

The figure brings, to the left, in the third row from above, at a scale of 1: 80, vertical sections through palisades as track carrier as already dealt with Fig. 13 but in variations; Quite below, to the left, a kind of track bank as that one on the ground in Fig.13, under the small crosssection, but here staggered on palisades; quite below, to the right, a kind of ejector seat with airbag is presented, to the right, in a schematic vertical section.

To the left, in the third row from above, the possibility for a vehicle is demonstrated to climb over from a palisade track to another different at the level positioned on the opposite palisade. The vehicle contacts with its motor carriages still with both tracks. The figure, to the right, shows that one will be able to climb over in the same track level, outside of the palisade pillars it would be possible more distant to the left track.

As represented quite below, to the left, in the vertical section, that what is described in Fig. 13 under the small cross-section fore an apply on the ground, is able to be also used upon higher track stories if palisades are applied. Thus a track storey without intermediate pillars may be used for the transport of goods, perhaps for the supplying of commercial houses, in our case by track derivation, to the right, outside, into the upper stories.

To the right, in the middle, is outlined with elevated track in which manner passenger vehicles, single-tracked inclusive, could be enabled to change over to the right without climbing - perhaps subsequent to the deflection of the inner tracks for the goods traffic Figure 32 reproduces schematic, above, to the left, in the vertical section, at a scale of 1 160, a kind of track bank, a bridge with horizontally resting tracks, one beside of the other, on the second track plane; under this a fastening clip (116) is shown as toys, at a scale of I 2, and the belonging cross-section, at a scale of 1: 4; the belonging wire bow follows, more down, at a scale of 1: 8; quite below, to the left, I deal with a rail clamp fitted from below; in the remaining, still the invention is calculated again to the toys model construction and, of course, with possible plastic pillars as rail carriers, and these adapt to be decomposed in partitions for a box of bricks.

The schematic vertical section, quite above, to the left, shows a kind of track bank with the effect of a broadened sleeper with supports instead of a railway embankment. In the middle, a track segment is lowered as switch (shown as dashed lines, c. p. Fig.29, in the middle) from a higher staggered track; to the right of that a further switch lead downwards to the stand spur.

Both tracks may be continue in a curve thereby crossing the track bank. Except of the possibility of a lateral track change without switch, the possibility is given, in such a manner, to collect bending vehicles to a frequented place before such a switch without a change to outer tracks.

The fasting clip (116), which is shown, below of this, in a cross-section and a diminished cross-section, serves for the connection of the wire bow as track carrier one with other by a corde or wire with terminal loops. The latter may be hung in the hooks, which is screwed in the bent sheet metal of the fastening clamp, making possible to connect two neighbouring wire bows. The terminal wire bows must be fastened each on fix points to stabilize the carrier ensemble.

Mainly in vertical sections, to the left, above, at a scale of 1: 3, stepped piece, bent piece and stretched piece as structural components are reproduced and plugged together here as components of a pillar fitted for four tracks. The stair steps have settlements (see the little detail of the wire bow, to the left, above) and br projections to secure the exact lateral distances of the imposed rails. The joining sleeve (117) between the lowest stepped piece and the foot ledge is shown in the middle, to the left.

The ascending leg of the stepped piece has fastening ledges for an additional rail or rope. On the back, a nap pin (118) is fitted, which facilitate the fastening of the rails (perhaps with the use of circular rubber cord too) and could be diminished.

Under the stepped piece, cross-sections are presented. Marginal ledges (119) on the respective outer adapting piece with window permit the elastic tongue of the shifted- in piece to insert beyond the margin of the window without being opposite against perhaps a laying on the bottom.

Plates may also be used instead of stretched pieces as standing support, which may be fitted with taking-up wedges (120) with or without locking tongues for the shuttling struts and are pointed one against other. Instead of the lateral sliding in to the point, the use of overlapping plates comes in to question, which are connected one with other with a kind of snap-fastener (121) as shown as variation B. To solve the elastic tongue (122, quite above, again drawn out enlarged) above, under the pillar, in the longitudinal section, the auxiliary tool (123) is featured, which has a wedge at a small plank with a marginal ledge (guard rail) for the table ledge (see the dashed line, below, in a cross-section) and has at his end a further smaller wedge with fixing ledge for the apply under the angle piece.

Under the auxiliary tool, the core of a casting mould is represented (shortened on the break lines) for the production of a folded bellows; the embracing moulds result inevitably from their shaping and are not shown except of an outlining around of the annular notch. Thus supply hose, to the left, with annular notch for the inserting of a fastening clamp an at the end a outwards projecting flange may be produced of suitable materials as bunane or PVC in one piece; the mounting is essentially facilitated by that, as the hatched wall portions and the screwed on fastening ring demonstrate at the right end. (The annular notch has been above drawn enlarged.) The cross-section toward the bottom side of a stretched piece shows, who the guide ledges (124), which build a wedge, facilitate the locating of the elastic tongue by pulling leading pass of the structural elements, that the wedge may exercises pressure against that.

To the right, below, in a longitudinal section, at a scale of 1: 6, is still shown, that rails may be mounted perpendicularly one over the other in palisades with the same inserting technology; respective two tracks are fitted one besides the other in the demonstrated example. The "H", which is inserted in the stand foot, shall be an unique element and shall To the left from below, track clamps are suitable, because the rails however are suspended freely out of the pillars. Below, in longitudinal sections, two variations A and B of such rail clamps are shown closed around sleepers (hatched drawn). The first (A) is clicked in from below, the second, lower (B) is screwed together with a key through a bore (see the angle piece). Supporting ropes may be applied as at a suspension bridge (c. p. Fig.28). Suitably, the track clamps (125) are connected one with other by a kind of u-rails for a horizontal stabilizing (see the small cross-section, to the right).

Figure 33, to the right, above, belongs to the lateral adjusting of the pivotable motor carriages during the rail change; to the left, it belongs to general structurally features.

To the right, in cross-section details, in the stage A und B, analogue to Fig. 12, to the left, below, the alignment of a motor carriage over a rail curve is explained for this purpose, four electric spoils are used, which produce an electromagnetic field, when current is supplied out of a battery (or line out of the rail net) through a switch, after the slide is moved out of the mort carriage (14) to the next track. The motor carriage (16) is settled in such a manner, that the vehicle may be sunk to the rails, by means of a shuttling setting of the spoils on the iron rails (22,23) - permanent magnets could also be applied as electric magnets (365) in the model making - in charge of a turning in the hinged column (4) but also in the central joint of the motor axes (2) of the motor carriage (16). A limitation of the axis rotation by stops is condition for that, of course.

The horizontally oriented, a little stronger reduced cross-section detail, below, relates analogue to the problem solution of the Fig.14, to the right, above. The straightening of the vehicle axis, exclusive for the track change along straight distances, may be performed either (as above, C. P. Fig. 11 to the right, above) through a ledge (366) of an elastic material with the tendency of stretching, which is affixed to the left, but able to be shifted under the loop (367) at the motor carriage to the right and permanently strives for a straightening. Below, the tension spring between both vehicle portions accomplishes the same purpose.

Below, to the right, in a vertical section, at a scale of 1: 80, a "motor carriage" but without a own drive because its wheel axes are set in rotation by the motor of a neighbouring motor carriage through a kind of cardan gear. The graph around the motor (1) is derived from Fig. 10, but the motor has now the position of the compressor there and the gear must be changed-over appropriately. The right clutch serves then to the coupling on of the wheel axes, the left coupling (which would be fitted behind the right clutch in reality) transfers the power to the axes of the neighbouring motor carriage through bevelled gears (c. p. Fig. 16) by interconnection of a telescopic column which has lifted the latter.

It would also be possible to let drive on a motor carriage by a hydraulic motor by the circulating pump of another motor carriage or to renounce offurther motors and to complete the track change out of the swing of the running without drive in idling for a short period.

To the right of that again, in a cross-section, the front portion of a multi-axle vehicle is shown to which a single-axle motor carriage runs before on a track curve. The axis of the motor carriage is thereby connected with the first axis of the subsequent vehicle through two lever arms and have a single turning point one between the other. This lies here on a square bar for the clearness - it should to be replaced by a telescopic bar in reality - the lever arm of the motor carriage being able to be shifted in the level along them with a square bush. It may be spoken from a kind of crank, as the longitudinal section, besides, to the right, makes clear, because the lever arms are rigidly connected with the motor of wheel axes. The longitudinal section lets also recognize the lifting of the motor carriage up to the higher track plane. The swivel axle with the lever arms are drawn enlarged over the cross-section. The coupling of the swivelling motion enables the adaptation to curves for single-axle vehicles and therewith a shortening of the total length of the vehicle. A single sensor head (227) either at the motor carriage or at the rest vehicle adjusted against the proceeding track distance is sufficiently to let move away from the rails, perhaps before track switches, supporting wheels at the vehicle portions in different track level.

In the functional stages A and B, still an additional wheel with wheel axis connection has been shown at the lower motor carriage, which may be shifted in pair under the upper motor carriage (stage B) by the moving out of a telescopic middle axis, being able to align exactly and permanently the wheel axis of the upper motor carriages too toward track curves.

Figure 34 has been used to supply the solution of purpose with simplified instruments and constructive elements, mainly for the toy manufactory.

To the left, the upper row brings, first, a longitudinal section through a slide, as it is reproduced perspectively in the middle. Outwards bent ledges are provided for the screwing on of the sealing plate - the screws are symbolized by both triangles -, an inner ledge appropriate distant from the sealing plate for the insertion of the telescopic rails (108).

(Correspondingly instead, could be processed with cover area.) Vertical section details through variations of a partial piece of a pillar arcade made of wire, metal sheeting in stripes, with their fastening foot follow to the right. It may be, that it would be suitable, to produce the vertical members or carrier pillars for rail by die-casting, but the hobbyist could bent to right those out of wire or metal sheeting stripes (see to the right, below in a cross-section).

Foot fastening in cross ledges would be favourable, which could be performed in quite different manner. (The triangle shall symbolize fastening screws.) The middle row begins with a perspective view from slant lateral to a simplified model housing of a motor carriage. The loss of a bottom plate (370) or at least a bread slot, which is open toward at least one side, for the dislocation of the wheels and motor axis is significant for the invention as well as the at least partial loss of at least one side wall (369) as passage for the slide (5). The camouflage as a already known and usable model vehicle by the screwing on or the pasting on of wall or bottom portions, which are destined to be removed, should be token for a patent infringement. Likewise should be dealt with the exposition of preset breaking or saw lines for a such remote also using templets and instructions. Break- throughs and fastening ledges (368) as well as fastening nozzles or sleeves (393), at least partially one, for a rise-and fall mechanism should be valued as protected as well as slides, especially such with telescopic guidance (tubes or rails), as one of which is sketched as pulled out of the housing (371, to the left hand) drawer-like. Fastening ledges could lay in the roof area too eventually projecting up to over a motor carriage.

Quite to the right in the lower row, in the vertical section, a vehicle model is exposed on a track (22,23), which shows two kinds of supporting wheels (from which only one is necessary).

The supporting wheel, to the right, makes use from a continuous third upper and inner rail, which may also be a rope, and is in the stage A of the switching off; the lower supporting wheel meshes to the rail (23), also being in stage B. The swivelling in of the support wheel during the unilateral outer load with the change to another track is effected by current supply of the respective electromagnet (365) - here connected with the repulsion of the poles -, whilst the moving back of the swivelling arm of the supporting wheel around its axis, being limited by a dog, is operated by a small pressure spring. The mechanism of the swivelling of the supporting wheel is drawn in on the sidewall (369) of the perspective view, to the left, with vertical axis direction and magnetic spoil reduced in size; the side wall would be screwed on to the slide. The supporting wheel could also running permanently along to a third rail or to a rope.

The magnetic spoil in natural size demands a trough (372, dashed-dotted rectangular) in the sidewall. The supporting wheel projected to the bottom portion (370) shall call to the mind, that the swivelling in of a supporting wheel with vertical axis to the rail (23) is also possible horizontal up from the bottom perhaps from the motor compound machinery.

The horizontal dashed line (see the sketch quite to the right), which produces a rigid connection between the motor axis and the supporting wheel, stands for a solution, especially preferred at the toy model construction, which avoids the electromagnetic swivelling mechanism and to use exceptionally the tilting movement for the charging of the supporting wheel of the vehicle by one-sided loading after the prior track being left. Even the wheel flange at the supporting wheel may be omitted opposite the rail (23) and millimetre of the approach ase sufficient. The supporting wheel (25) is located at the outside of the wheel (23), here in the stage A, because it must be counteracted to the tipping of the vehicle cross-axis; the electromagnet works as tensile magnet.

In Figure 35, above, to the left, in the vertical section, at the scale of I: 40, in the movement stages A und B, the variation of a slide motion of a motor carriage is shown above all with regard to the toy manufactory, effected by means of a pneumatic operated folded bellows (112) against a tension spring (113). The stage A may be effected by the release of the gas pressure by the influence of the tension spring.

To the right, above, in a cross-section, each shortened to the half, the apply of a shear lattice (114) under the bridge plate (115) is shown for the supporting of the moving out slide.

To the left, in the middle, in the cross-section, highly schematized, a solution is represented for the moving out of the slide into both directions by means of only one push and pull device, i. e. a spring resilient folded bellows, with reciprocal locking with fixed housing wall or with the slide wall. In the basis stage A, the left bolt, which is shifted upward, fixes the folded bellows at the housing wall, whilst the right downward shifted the folded bellows end is clamped with the slide wall. During compressed gas supply, the slide is moved out to the right and stage B is reached. In the stage C, the slide is again moved in by the tension spring after the gas pressure has been relieved. The left bolt was then lowered and the folded bellows has been solved from the housing and locked with the slide wall, whilst a locking with the housing is effected there through the lifting of the right bolt and the slide wall is let free. When gas pressure is applied, the slide moves out to the left and the stage D is reached.

(The side view at C makes clear still again that the bolt is drawn downward from the housing and clamps now the dashed drawn slide.) The bolt (38) substitutes functionally the locking switch (36).

To the right, besides, above,, in a cross-section, at a scale of 1: 80, the schematic detail of a folded bellows is offered perhaps inside of a slide for the lateral moving out when pressurized gas is supplied, whereby the tension springs besides the folded bellows but also are additionally tightened through tow-lines and idlers by means of tension springs outside in or besides the housing. The general intensity of draught may be thus diminished.

Under that, a variation is presented for the apply of folded bellows for the lifting of vehicles portions and for the lateral moving out of slides, with the aim to accelerate these dangerous phases. The conduction of two compressors may also be compensate by a especially powerful one. Both bellows systems are fed simultaneously by compressed gas through the sliding valve which is simplified presented. The retaining latch (110) which is adjustable at a screw prevents the standing folded bellows to expand below as long as the pressure inside of the bellows overcomes the spring pressure of the retaining latch. Then, an explosive partial unfolding and thrust effect ensues. The motion release of the horizontal folded bellows is brought about by the retreat of the bolt (38) by means of a Bowden cable. The folded bellows overtake herewith partially the storing function of a compression capsule as it is described quite below, to the right. (The necessary guidance of the folded bellows to avoid a lateral evading before the retaining latches has been dashed outlined here as telescopic bar.) Quite below, to the left, that a safety valve is visible in stages A and B with reverse communication to the computer by current interruption between the poles +1- , when the stopper inside of the folded bellows, expanded by gas pressure, is pulled away by the tensioned chord from the metallic surfaces. The length of the chord may be adapted to the track gauge from outwards at pins for the terminal ring.

To the right of that, the detail in the longitudinal section shows a compressor with tube connection over a gas reservoir and a throttle valve belongs to a supply device for the folded bellows, to the left, below. The apply of a pressure gas case (jerhaps with C02) without compressor, of course, is also possible.

With Figure 36 the problems of the valve control are resumed especially since nearly all compressors customary in the trade works for pressure and not for suction. In the upper half, about in a natural size, longitudinal sections are through a valve are reproduced which consists of sliding tubes, below, at a scale of about 2: 1 a radially shaped valve follows as variation. The compressor (15) is too small figured and shall be understood as symbol.

The more frequent there an back running of the sliding tubes is now avoided in the upper example thereby that in the movable inner tube the division of this is performed by a diaphragm whereby the pressurized gas supply results from the right-side half through the feed hose (314) from the compressor with an opening toward the fixed installed tube; with two switching steps follows the re-ventilation opening in the tube segment to the left.

Annular seals are mounted around the inner tube which are moved with and tighten the openings in the outer fixed tube as programmed.

To the expansion of the vertical folded bellows for the lifting of the motor carriages at A follows that of the horizontal folded bellows br the sideward movement of the slides at B. (The conditions of the folded bellows are small indicated each over the longitudinal sections through the ventil.) In stage C the ventilation opening reaches the line a to the vertical folded bellows, in stage D that one to the horizontal folded bellows with which the track change of the vehicle is executed.

At the right side, the stages of a descent of the vehicle is figured from the upper to the lower track. For that, in stage E, the horizontal folded bellows is connected to the compressor, in stage F the vertical one; the reverse of the succession follows from the pole change of the auxiliary motor and the motion reversal of the inner tube to the left. In stage G, the ventilation opening is led past to the line junction c to reach a reverse of the succession even for the ventilation of the folded bellows and in stage H, led past that at d, which are connected cross with the lines b and a. An intermediate position for the ventilation opening without line lays between a und c.

Under I and J, the possibility of an additional pneumatic driven operation function is drawn in. For the re-ventilation, the inner tube is shifted to the left so far, that no annular seal is laying behind the line derivation so as the air is no hindered to escape.

Under K and L, the possibility is pointed out that a fork is fastened at the end of the inner tube meeting the terminal button of a rod which a further movement transfers to the valve piston (315) by a linkage the former shifting in its cylinder over the outer tube, to the right and outwards, when the shifting motion of the inner tube to the right is continued exceeding the line derivations at the outer tube.

Under K, the valve piston lays to the left in the cylinder between the line passage between compressor and second folded bellows system (not shown) while the gas flow is supplied into the gas feed hose (31 4)at the end of the inner tube, this gas feed hose, of course, is longer and must be able to follow with the movements of the inner tube.

Under L, the valve piston lays shifted to the right over the passage openings for the pressurized air into the described bellows system while the flow passage for the second folded bellows system is let free. When the inner tube is farther dislocated to the left, the clamp at the inner tube leaves the button at the linkage to the valve piston whose cylinder is attached at the fixed standing outer tube.

To the left, toward the middle, the functional stage A is repeated again and shows that the shifting movements of the inner tube may space saving ensue through a spindle in the tube centre. A gear wheel which is cap like secured against lateral shifting turns for that at the end on the outer tube driven through a gear by the auxiliary motor (50, c. p. Fig. 10, above, to the left). To the right, signal wires are outlined by vertical lines projecting from contacts from the inner side of the outer tube which transmit control impulses for the control of the auxiliary motor to the computer (198, see below) through metallized annular seals when these pass the contact.

Below from the middle, in a longitudinal section, at a scale of 2: 1, a radially arranged valve construction is proposed for space saving which no need directional change or motor pole reversal.

Inside of a fixed standing outer ring (317), the large gear wheel (318) which is attached at the same axis - it has been dislocated downwards for elucidation as the clamp shows - is driven on through a gear by the auxiliary motor (50).

A helical compression spring props at this large gear wheel which also bears the axis bearing for the inner ring (319) with a slight oblong (oval) fork for the latter by means of a supporting cross therewith slightly approaching the axis and with it the half of the inner ring in each case in the fission space to the outer ring to the outer ring, permanently following to the turning.

To the left, in a vertical section, at a scale of about I: 1,1, a valve drum and gear wheel with toothed rack are represented again, the gear wheel doubled and with own axes enclosing the inner ring and bearing the axis of the latter through the helical compressions springs on pins (black drawn, all this in singularity of each side).

The sliding bolt (321) which is fastened at the supporting cross of the large gear wheel serves for a pulling in to rotation embracing with a roll tipped fork the supporting cross of the inner ring.

Over the auxiliary motor (50), still an axis variation is shown, at which a bearing bush (334) is used instead of the sliding bolt (321) and which is rotated with the large gear wheel and drawn with having an oblong slot, to which the axis of the supporting cross of the inner ring rests. A driving arm projects over the bearing bush away into a bore in the axis of the supporting cross and turns also this. The bearing bush around the feed hose is rotatable, exchangeable and tightened in itself by a 0-ring. Both hose ends are glued with the bush shells (xxxxxx). The compression spring works permanently maximal into the direction of the gas outlet opening in the inner ring.

The hoses for the function lines for the supply of the folded bellows begin with terminal sockets which prevent a drawing out the bores of the outer ring and simultaneously serve as sealing element toward the inner ring. The elastic inner lip ring for the reinforcing of the seal when pressure works out of the area of the functional lines, is facultative.

To the left, above, a hose nozzle with socket is enlarged drawn out. The inner ring has only two bores: one into which the feed hose (314) for air from the compressor is firmly inserted and a bore for the air outlet in distance of two switching steps. The large gear wheel meshes below into the toothed rack and dislocates this and therewith the spring bridge (300', C. p. Fig. 16) which takes with the head of the slide (301') also within a valve free turning sector (not considered here) and is able to operate an additional function - in this case the bolt (38) at the folded bellows. The passage of the head ensues in the end positions of the bolt also during the moving back of the toothed rack into the starting position (which may also be brought about by a second shifting procedure under change of the rotation direction of the large gear wheel).

One or several switching processes are able to be ensue without an extension of the total working distance by the reversal of the running direction by such a manner hat bolts with rounded heads are just over-run without effect in terminal position in a normal rotation direction. A such switching bolt (301') which is to operated by the bridge spring (300') have been drawn in above.

The slide of a preferred variation of a such switching bolt (320) whereby the spring bridge (300) is fastened at the inner ring is drawn in to the left with dashed lines. Such switching bolts may also be fitted tangentially to the outer or inner ring or besides it without toothed rack to the inner ring and may be operated by spring bridges from the inner ring.

One or several switching operations, may be activated, simultaneously or successively, by reversal of the rotation direction without an enlargement of the total distance by thrust working, while bolts are running over round tops or heads in terminal position without effect.

In sucht a manner, the simultaneous locking of doors and the drive of the motor compound machinery with the slide may be distributed to three such switching bolts with power balance; an obligate directional change of the inner ring after each switching cycle, as inevitable by the apply of the toothed rack, is avoidable in such a manner. Further switching bolts, here the longer (336), may be concentrically added outside. A control wire leads to a control lamp on the computer reporting the position of the leaf springs by switching bolt contact. The vertical section detail of both rings and switching bolts shows the bow-like evading of the leaf springs which operate the switching bolts independently out from the inner ring.

Still another wheel with wave profile is token with common axis except of the large gear wheel; to the left, below is demonstrated only a portion of its rolling up with a spring biased locking ball (at this place too narrowed for the demonstration of the counter bearing of the spring), which transfers through conductive areas in the wave trough the stabilized mechanic switching condition to the computer.

A functional control of the auxiliary motor would be possible without computer using the contact messages also of each folded bellows after its expansion (c. p. Fig. 21, in the middle, to the right) and at each collapse (see the drawn in contact closing by approaching of the fold beneath the horizontal folded bellows) also in connection with the evaluation of the track contact of the running devices (c. p. Fig.22),, but one will not renounce to the known electronic.

To the right from the compressor (15), the more favorable solution is shown that a leaf spring is lifted by the wheel with wave profile and effects an electric current circuit conclusion outside the wheel in each time being able to be evaluated when the leaf spring is sunk into a wave trough.

The functional running up for the gas stream control during turning of the inner ring uses again the crossing of lines (c. p. Fig.37, in the middle, above) for the reversal of the succession; the dashed-dotted drawn bows shall reminder to the follow-up of the re- ventilation openings - and is to understand as follows: A: The feed hose (314) stands over a and causes the expansion of the vertical folded bellows, while the ventilation opening over g relates to the other switching cycle and not influences its folded bellows collapse.

B: The feed hose stands over b and causes the expansion of the horizontal folded bellows; the ventilation opening over h is without importance, both folded bellows remain blown up.

C: the feed hose stands over c the nozzle of which is closed and without importance; while the ventilation opening over a effects the collapse of the vertical folded bellows.

D: The feed hose stands over d, but whose nozzle is closed; collapse of the horizontal folded bellows ensue through the ventilation opening over b.

E: The feed hose (314) stands over e and causes the expansion of the horizontal folded bellows, while the ventilation opening over c relates to the other switching cycle and not influences its folded bellows collapse.

F: The feed hose stands over f and causes the expansion of the vertical folded bellows; the ventilation opening over a is without importance; both folded bellows remain blown up.

G: the feed hose stands over g the nozzle of which is closed and without importance; through the ventilation opening over h escapes the gas out of the horizontal folded bellows.

H: The feed hose stands over h, but whose nozzle is closed; collapse of the horizontal folded bellows ensue through the ventilation opening over f.

The second cycle for the two other folded bellows pairs correlates to that of the first and has been not further executed therefore.

For the climbing over to a track of the same level as shown at the left (vertical) folded bellows, the current supply for the compressor or its control may be effected through a line + - on a metallic pin inside of a no-metallic supporting tube which is interrupted when the folded bellows is blown up first a little, thereby the pin being lifted and the vehicle being raised a little. The lowering of the vehicle to the neighbouring track will be operated controlled by success after a lateral shifting by the other folded bellows.

In Figure 37, to the left, below, under A above in the longitudinal section, under that in a cross section, at a scale of 1: 40, a cabin is shown only with its left motor carriage for the purpose to demonstrate the drawing in of the hose connection between the rotation valve (see Fig. 36) and the horizontal folded bellows in the motor carriage. This is brought about by a string being fastened over an idler at a tension spring whose other end is fixed on the housing. (The string fastening at the hose is marked with a black arrow.) As shown in the schematic cross-section, under that, the hoses lie with their pull devices - only the left-one is explained - inside of lateral division separated from the vertical folded bellows. Over the longitudinal section, in functional stage B, the area around the compressor and rotation valve is drawn out. One apperceives the crossing over of the hose bridges at the exits which correlates to the functional reversal during the track change of the vehicle.

To the right, below, in stage B, likewise at a scale of 1: 40, the vertical folded bellows are moved out and the necessary hose segment have been won by drawing out.

Over that, likewise in the longitudinal section, at a scale of 1: 20, a drum is offered on which the hose is wind up toward the motor carriage and it is apt to rewind them by the leaf spring coil (322).

Figure 38 explains, below, in a longitudinal section, at a scale of 1: 1, 5, a partial model vehicle composed of four portions formed out a single mould (three of these drawn) follows and over that a cross-section. To the right a telescopic extractable rail for the slides clings, at a scale of I: 6, in a longitudinal section and over that a rail portion in a cross-section, at a scale 1: 3. The longitudinal section through a motor carriage, to the right, at a scale of 1 I,5, belongs to the vertical section over this and deals with the mechanism for coupling on of the motor compound machinery to the slide which moves out toward both sides. To the left of the vertical section, a cross-section to a variation is shown and to the left from the latter a coupling mechanism in the stages A and B, in a vertical section, at a scale of 1: 3.

The detail, quite above, to the left enlarged to the scale of 4:1, in the vertical section, reproduces a roof rail, under the enlarged outer rim of this the security roll (263) is swivelled in through a swivelling arm around the swivel joint (276) by tension force from above.

This protection mechanism against a lifting up of the vehicle from the track shall also be automatically activated at a vehicle which is passed by another vehicle over the roof. In a side-view, at the scale 4: 1, a security roll (263) for a toy vehicle is demonstrated which is fastened by the clamp (277).

Under that, still a rail with an inner laterally slanting is shown at which a supporting wheel is swivelled in obliquely from below being then able to overtake besides the function of the above described rolls.

Quite below, in a longitudinal section, at a scale of 1: 1,5, follows a model vehicle which is composed of four portions (from which three are figured) drawn out from one single mould; over the longitudinal section, a partial plan, view is given and subsequent, to the right, in a longitudinal section, at a scale of 1: 6, a telescopic rail for the slide and over that, in a cross- section, at a scale of 1: 3, a rail portion are shown.

The longitudinal section, to the right, at a scale 1: 1,5, through a motor carriage, belongs to the vertical section over that and deals with the mechanism of the coupling on of the motor compound machinery to the slide which runs out to both sides.

To the left, besides of the vertical section, a variation is given in a cross-section and to the left of that, in the vertical section, at a scale 1: 3, a coupling mechanism in the stages A and B. A solution worth the money was searched to produce motor carriages and cabin or middle piece of the vehicle with a marketable design out of one mould and to core along the longitudinal axis. Two portions are then screwed one with other with facing excavation for the middle piece and held together through the clamp (334) between two telescopic rails. The lateral rear portions are let free for the slide motion into both directions cross to the running direction and outwards covered up by door sheets (335) being stuck or screwed at the end of the folded bellows. The latter, but also the carrying struts (336) at the vertical folded bellow, above, from the middle piece to the motor carriages (the right one has not been drawn) could be punched out as well as the joining plate (331) which bridge-like is led over the carrying struts and at least fastened at housing of the motor carriage androtatable around the axis (337) screwed into the bow of the middle piece. The joining plate could also be produced of the same mould and cut up rearward if needed.

Instead of the cross plug-in into the mould for the openings above in the middle piece for the vertical folded bellows hole millings could also be made.

Only two perhaps from eight tension spring strokes or traces are demonstrated as means to bring back the slides with the horizontal and vertical folded bellows after a moving out, one stroke for each direction. The idlers for the spring connecting ropes are fastened in the middle at the partition wall (333) between both halves of the middle piece of the vehicle, the functional concept relates to said one described in Fig.35, in the middle, to the right..

Only two diagonally arranged spring tension distances has been drawn in because the clearness. Especially in the cross-section, it is to shown, that, to the right in front, a spring stroke is strained by pressure being contracted from inside, supplemented by a sieve guidance from outside and a bar guidance from inside. A tow rope leads from there through a bore in the joining plate - as double lamella, something distracted to the right in the cross-section, above - outside on the firmly standing idler (as shown to the right, below, in the cross- section) through between the door roll pair passing the the firmly standing idler to the left to the smaller tensile spring block which is fastened above (in the cross-section) at the housing.

The longer spring blocks lie in the double walled roof area, as the matter stands with the tensile spring stroke for the same door diagonally situated to that even mentioned, to the right, below, (in the longitudinal section) being connected along to the folded bellows (in the cross-section) over idlers inside the joining plate (in the longitudinal section) in the roof partition with the longer tensile spring stroke. The tow rope runs back over the firmly standing idler to the left (seen in the cross-section) over the door roll pairs and the firmly standing idler to the left between the door roll pairs to the longer tensile spring stroke, to the right, above. It is collapsed in such a manner that all spring strokes bring back the slide moved out in both directions again into the common starting-situation. The double walled bottom is able to be used to install springs into the motor carriages, whereby springs, which are coupled each together to parallel laying strokes by means of a bay because the shortening of the length, work through a single rope, as shown to the left.

Compressor (15) and rotation valve (see Fig.38) could be also installed in the motor carriages. (the hose connection have not been drawn in, the electric wires could be inserted inside of the hoses along wide distance, particularly where these are drawn out from the middle piece during the elevation of the motor carriages. (At hydraulic lifting, one might wind the control lines around the cylinder.) The example of a telescopic rail as it is drawn to the right, over that, tries to come out with an uniform u-rail-material and flat ledges by slot conducting for rivets. U-rail segments may also be glued or soldered one over the other by pairs (not figured).

If the slides moves out in both directions, not only bolts (38, c. p. Fig. 5) - here through Bowden cables - must be reciprocally operated but also locking devices (328) at he fixing plate (329) for the motor (1) which is carried from the angle pieces (330) which are fastened each behind the door at the folded bellows.

For that, to the right, over the figure of the telescopic rail, in a vertical section through the slide of a motor carriage, is represented as the latter - here on two rolls - embraces both angle pieces from the fixing plate for the motor with two gallows fitted with rolls, both angle pieces lying one over the other and fitted with rolls.

From both U-bolts (as locking device, 328) on the fixing plate, the lower one with the angle piece fork upwards is shifted in to the left, below, and end of the angle piece to the right, is meshed in the fork, while the left side U-bolt is retracted from the angle piece fork to the right, as it is elucidated below in the belonging longitudinal section.

The angle pieces are borne on rolls one against other and mutually pull out telescopic prolongations (not shown).

To the left, in a cross-section, the variation presents the angle piece lying one besides the other. From the belonging locking devices (328), here spring biased hooks, only one is shown in the functional stages A (free) and B (meshed) are shown.. The locking of both angle piece occurs, of course, mutually as in the foregoing variation.

Though only a playing interest may be expected with regard to the invention, this s well should be used pedagogically. In such a reason, the switching out of the automatic should be will be able to besides the fully automation of all functions as usually at model rail ways. In such manner, the dexterity and the empathy should be promoted by that to install perhaps push and pull devices with control sticks or the like; on the other side, functions at the vehicles may promote the mobility and the contact of the participants through contact switches or wind switches (c. p. Fig 34, to the right).

Claims (47)

1. Claims 1. A Method of a Rail bound Traffic whereby at least one passenger

   cabin or its toys substitute is connected with running devices chiefly for the rail traffic which is enabled to stop without essential traffic impediment far-reaching at any place, even at the ground, and to reach higher velocities thereby to move on neighbouring tracks by means of shifting at the level and sideward of running devices using at least one connection member with drive and means to produce and to secure of the track contact inclusive of controlling means for all mentioned functions, at least for a short period moving on at least two tracks and then climbing to at least one neighbouring track, whereby the multitude of tracks, if desired, may be used also for the goods traffic for the load distribution at the latter also without a climbing over to tracks and whereby the running and driving compound machinery of the vehicles may be enabled to be changed for another apply.
2. 2. A Device for a Rail Bound Traffic wherein at least one passenger cabin or its toys substitute exists being connected with running devices chiefly for the use on tracks and each at least in a number exists which permits that at least one carrying member device exists for the lifting and lowering and lateral shifting to the level of at least one neighbouring track and bringing to the track contact there and for leaving thereby the exit track space, whereby, if required, transport of goods devices are enabled to use the multitude of tracks for the goods traffic with load carrying devices connected with several running devices with motor compound machinery in a lateral distance adapted to the distance of the tracks and their level by the construction of that load carrying devices inclusive running devices, whereby, if needed, also for the passenger traffic, this adaptation being promoted by means of a lateral motor driven movement of running devices or portions of these along to supporting elements, including control means for all functions mentioned before, to distribute the weight and volume, and whereby adapted track switches may also exist and retool units and devices on the vehicles for a change of the running devices.
3. 3. A method according to claim 1, whereby tracks are in the level staggered and in distances supported by common carrier elements (Fig. 2, 11 -21, 25 - 29, 31, 34, 39).
4. 4. A device according to claim 2, wherein two running devices run on two track rails from which one is mounted at the ascending leg of the carrier element higher as the other more distant horizontally outward projecting leg, whereby the running device, wheel of sled, leans on rail on the horizontal leg from above while the rail at the ascending leg is loaded at the rule frombelow (Fig.2,6,7, 13,14,15,17,18 20,21,22,25-27,29,32,39)
5. 5. A device according to claim 2 and 5, wherein on suspension vehicles a lever arm exists as supporting element and as carrying member, which may have simultaneously slide function as a lateral push and pull device which permits an apply along the outside of multi-step carrying pillars (Fig.14,20,21, 15, 16, 39).
6. 6. A device according to claim 2, wherein at least two parallel tracks exist on a stepped supporting pillar whereby the outer track roof like rises over the lower inner track on the same but next higher pillar step (Fig.16).
7. 7. A device according to claim 2, wherein at least one supporting element, rail or sled, of at least one running device, rail or sled, works to such faces at least of one track rail which is not strained from supporting elements of the running device itself (Fig. 8, 9, 13,14, 21, 24, 25, 27, 28, 34).
8. 8. A method according to claim 1, whereby supporting devices, wheel or sled, are drawn out of the rail area during the crossing of rail switches (Fig.27, 28, 33).
9. 9. A device according to claim 2, wherein an outer frame connects the outer running devices related to the longitudinal axis of the total vehicle axis (Fig.!, 11 - 17, 19, 20, 38).
10. 10. A device according to claim 2, wherein that a push and pull device as carrying member exist to shift the basis frame with running devices, wheels with axes or sleds, laterally along to the slide shifting axis, also independently from motion of the slide as supporting element (Fig.5, 6, 9, 10,11,15,16,20,21).
11. 11. A device according to claim 2, wherein the moving out of the slide for the transfer of the basis frame for the running devices, wheels with axis or sleds, may be brought about by a single push and pull device as a partial carrying member, in the way that these devices are reciprocally locked at their ends with running device housing or at the slide as supplementing carrying member (Fig.5, 20, 35).
12. 12. A device according to claim 2, wherein a thrust- and lowering device as further push and pull device and carrying member is present temporary working against the basis frame with running devices, wheels or sleds, at a slide as supporting element, for the lifting of running devices, wheels or sleds, for an extent a little over the track level, which device being able to also effect a tipping movement of that running device if needed (Fig. 6 - 9, 15, 16, 18, 19).
13. 13. A method according to claim 1, whereby at least one carrying member for a running device is swivelled out of a position preferably along to the vehic]e longitudinal axis thereby having at least two partial piece, which all beginning from the attachment at the vehicle up to the running device at the counter end are pivotabk vertically and laterally thereby being able to bring their running device in contact with another track with motor power and to drag the resting vehicle by means of a renewed folding of the carrying members (Fig.43, 45).
14. 14. A method according to claim I, whereby carrying members with running devices are stretched out at a vehicle, to the front and to the rear, along to the running direction, in such a manner that they are able to be approached one another in the vertical or horizontal plane with motor power and the vehicle is enabled to arise at least up to the level of the next higher track or being shifted that way (Fig. 16).
15. 15. A method according to claim 1, whereby is fallen back upon accumulated powers as springs or pressurized gas for the operation of carrying members (Fig.35).
16. 16. A method according to claim 1, whereby an mechanism exists which adapts the angle of incidence of the longitudinal axis of a running device against the total vehicle longitudinal axis is to the curvature of the track segment lying under that running device just before that running device is lowered into track with the aim of an track change (Fig. 11, 12, 33).
17. 17. A device according to claim 2 and 15, wherein the adjusting of the portion of the running device which is connected through a joint uses the limitation of the swivelling angle and to the attraction power of at least one magnet to the track (Fig.33),
18. 18. A device according to claim 2, wherein a vehicle is fitted with at least two sleds for a linear motor drive (Fig. 15, 18 - 21, 28).
19. 19. A device according to claim 2, wherein motor driven crawler chains exist which enable the displacing of sleds cross to the total vehicle axis on at least one slide for a lateral shifting of the running devices (Fig.20,2 1).
20. 20. A device according to claim 2, wherein at least one carrying cable is used instead of a track rail and whereby the horizontal cabin position in about the same level is conserved during the passage of the cable sagging the latter being equilibrated by a trust and lowering device (Fig.28)
21. 21. A device according to claim 2, wherein two carrying cable are applied and at least one frame at the vehicles which permit to fix from the side the distance between both carrying cables for the running devices by swivelling on (Fig.28).
22. 22. A device according to claim 2, wherein at least two canying cable are applied around which linear motor components are present serving for the drive of at least one sled (Fig.28).
23. 23. A device according to claim 2 and 21, wherein a sled which surrounds a carrying cable with linear motor devices has portions which are held from swivelling arms projection from the vehicle which spreading asunder to let free a slot and let pass the carrying rail fastening (Fig.28).
24. 24. A device according to claim 2, wherein running devices with basic frame above the cabin have at least one telescopic connection to the cabin and thereby an approaching and distancing being reached at the running devices to a track or carrying cable by a push and pull device as carrying member cross to the track running (Fig. 17, 18).
25. 25. A device according to claim 2, wherein a vehicle with loads which exceed the capacity of a cabin on one track is permanently borne from the running devices with basic frames which are distributed to several tracks (Fig.25-27).
26. 26. A method according to claim 1, whereby a vehicle is at least temporary borne by running devices with basic frame on tracks which are staggered on the level (Fig. 15,16, 25-27, 40).
27. 27. A method according to claim 1, whereby the number of the track steps is altered and thereby the tracks are rising and descending arranged (Fig. 25, 26).
28. 28. A method according to claim 1, whereby the level of the track steps is equally diminished, at least out of a vertical section view, excepted the lowest one of the plane for which is strived with the aim to make possible the transition of vehicles which are distributed on several tracks to parallel tracks on the same plane whereby this process may be also reversed to come out of a track plane (Fig.25, 26).
29. 29. A method according to claim I, whereby the inner space between and under the carrier pillars is used for transport applications while the passenger traffic is prevailing effected on the tracks outside the carrier pillars (Fig. 16, 17).
30. 30. A method according to claim 1, whereby the position of the meshing running devices, rail or sled, to the tracks remains permanently adjusted to the vertical line to the respective horizontal track course when the angle of the cross vehicle axis alters even when the cross vehicle axis is declined. (Fig.25, 26).
31. 31. A method according to claim 1, whereby a vehicle using more then one track is vertically held when the track steps are diminished because the connection of the running devices with the vehicle portions positioned each over these is guaranteed by at least one carrying member which prolongs corresponding to the track step diminishing to avoid an inclination of the cross vehicle axis (Fig.25).
32. 32. A method according to claim I, whereby a tension measurement according to a molecular stress is brought about at least on one place which works toward the weight transfer to a running device being compared in a computer with the measuring results from analogue measuring points with effect to the other running devices, to sending out commands to carrying members between load bearing portions with effect to the other running devices influencing the length of these in a sense of an avoiding of an overload and a distribution of the load especially to the track rails near the ground (Fig.30).
33. 33. A device according to claim 2, wherein an automobile has an own track independent drive of tyres on at least two tracks staggered at the level besides rail bound running devices and is brought in a symmetric form thereby that a roof box is displaced and whereby the reversal of the difference at the level between running devices and tyres is effected by a push and pull device as carrying member after the vehicle is lowered up to the ground (Fig.29).
34. 34. A method according to claim 1, whereby running devices, closed together to one vehicle unit, permanently moves on more as one track and are enabled to change over to neighbouring tracks by means of carrying members (Fig.40).
35. 35. A method according to claim 1, wherein roof track rails are used which extend over at least one portion of a vehicle reaching in a bow above of the track rails nearly to the level of that track rail to make possible an evading of the subsequent vehicle (Fig.34)
36. 36. A device according to claim 2, wherein a swivelled hinge for a running devices with basic frame is composed with a telescopic connection between two of such running devices and connected with the neighbouring one with rigid axis so as that two connected running devices builds an unit which is able to be swivelled together when track curves compel it in such a way whereby the conducting influence of the track to one single running device influences both (Fig.33).
37. 37. A device according to claim 2, wherein carrier elements or vertical members for the track rails are composed by bend or step portions which are able to be shifted one in the other (Fig.32).
38. 38. A device according to claim 2, wherein the horizontal legs of carrier elements or vertical members for the track rails have depressions and/or projections to guarantee an exact lateral track distance (Fig.32).
39. 39. A device according to claim 2 and 73.

    wherein track rails the staggered up between the carrier elements are held together and are supported by means of clamps (Fig.32).
40. 40. A device according to claim 2, wherein wire bows are stepwise bent up and then again multiple deflected serving as track carriers (Fig.32, 34).
41. 41. A device according to claim 2 wherein a fluid valve has an afflux tul) e and a distributor tube, the afflux tube fed out of a afflux line having at least one deduction opening into the interspace between both tubes which is separated by annular seals, the distributor tube having deduction openings into supply lines to working organs, whereby one of both tubes is moved through a thread by a motor (Fig.36,37).
42. 42. A method according to claim 1, whereby the fluid or gas transfer to the push and pull devices as carrying member of the slides as support element ensues through a valve device in which the end of a afflux line in a bore has contact with two distributor lines, one subsequent to the other, for two equal distance units, in other word switching steps, whose length is destined by the distance of the distributor lines, and whereby one draining-off line is in each motion follows-up for an emptying of the line after being supplied before and whereby both fluid conducting lines are alternately connected with the different
43. 43. A device according to claim 2, wherein two rings are moved one in the other whose one has two radial bores for the junction of a afflux and for a backflow line for fluid or gas and the other ring having radial bores with lines to the working organs, whereby seals of the afflux and backflow bores are fitted to the turning ring (Fig.36).
44. 44. A device according to claim 2, wherein at least one sliding bolt is arranged at the periphery of a annularly shaped distributing valve in such a manner, that a prominent portion is springing token with from a portion being fastened at the turning ring of the valve so that a shifting of the bolt will be used for switching functions (Fig.36).
45. 45. A device according to claim 2 wherein several spring blocks as carrying member are fastened with one end on a slide and are interrupted by a flexible connection from which at least one is conducted over a idler and one is fastened with the end on a housing portion for the moving back by tension working of that slide increasing thereby the pre- tension working and diminishing the extraction length to the necessary maximum tension (Fig.3 5, 38).
46. 46. A method according to claim 1, whereby supply hoses and lines are springing wound up for vehicle portions which have been brought into the plane of the total vehicle in such a manner being enabled to be stretched again during the vehicle portions being removed out of the plane (Fig.3 7) .
47. 47. A device according to claim 2, wherein a cabin has a locking in the frame which connect it with the rest vehicle being enabled to be quickly opened to separate the cabin from the running device with basic frames in emergency and, if desired, to be fitted with others running devices (Fig.1 1,22,28,31).