US20040261647A1

US20040261647A1 - Travel way for a track-guided vehicle

Info

Publication number: US20040261647A1
Application number: US10/486,039
Authority: US
Inventors: Dieter Reichel; Theo Frisch; Udo Hiller
Original assignee: Max Boegl Bauunternehmung GmbH and Co KG
Current assignee: Max Boegl Bauunternehmung GmbH and Co KG
Priority date: 2001-08-09
Filing date: 2002-07-19
Publication date: 2004-12-30
Also published as: WO2003014473A1; CN1549881B; CN1549881A; EP1415043A1; ATE327383T1; DE50206914D1; DE10139271A1; EP1415043B1

Abstract

The invention relates to a travel way for a track-guided vehicle, especially a magnetic levitation railway, comprising a carrier (1) and at least one add-on piece (3) (functional element) which is fixed to the carrier(1) and is used to guide the vehicle. The inventive travel way is characterised in that the add-on piece (3) is connected to the carrier (1) in a frictionally engaged manner and means are provided, in the form of a redundancy system, for an auxiliary non-positive connection.

Description

The present invention concerns a travelway for a track-guided vehicle, in particular, a magnetically levitated railway, said travelway comprising a carrier and with at least one functional component affixed to the carrier for the guidance of the vehicle.

DE 41 15 936 A1 demonstrates various fastening possibilities for binding attachments onto the carrier. In accord with a first embodiment example, attachments are bound to the carrier by means of shape-fit connections. For this purpose, in the said attachments, pins are provided, which can be introduced into corresponding blind borings in the carrier or into a plate thereon. The pins and the blind borings are required to provide exact seating in order to make possible a position-perfect location of the attachment. Accordingly, it is necessary, that the blind borings be precisely drilled. Such an operation is especially expensive in the manufacture of said carrier assembly.

In another embodiment shown in the said DE 41 15 936 A1, a friction-based connection is employed. In this case, a console plate is fastened on the carrier. Attachments can then be affixed to the console plate by means of three bolts, which penetrate oval, or extended holes. All forces to which the carrier is subjected are to be overcome by the friction of the said closure. Should one of the friction-based connections fail, the possibility cannot be overlooked, that the attachment in the said oval hole of the console plate would be pushed so far, that travel operation on the corresponding carrier could no longer be possible, or at the best, be executed in only a limited manner.

Thus, the purpose of the present invention is to create a travelway, which assures a secure operation of the track guided vehicle, even in a case, where the actual fastening means for the attachment fail on the carrier.

This purpose is achieved by the features of

claim

1.

In accord with the invention, the attachment has a frictionally based connection in its binding to the carrier, and further contains a redundant system, which, in a case of emergency, can be activated into use.

Due to the frictional connection, it is possible that adjustments of the attachment to the carrier can be very easily made. The exercise of a force which might be damaging, in particular a shearing stress on the fastening elements, for instance, on the bolts, is substantially reduced or even entirely avoided. Means for backing up the frictional connections have been provided as a redundant system in order to be assured, that if the frictional connection gives way, an alarm will be emitted as quickly as possible without endangering safe running on the travelway. A case of failure of frictionally based connection, causes a shape-fit connection to come into play. Shearing forces act upon the connection means as soon as the original connection element fails.

Advantageously, the redundance system is so designed or arranged, that it can detect an erroneous condition, and thus, as soon as possible can release corrective measures as quickly as possible, in order to restore the proper behavior of the connection.

It is especially advantageous, if a plurality consoles are placed on the carrier, onto which the said attachment can be fastened. Where consoles are concerned, both the frictionally based connection as well as the redundance system can be very easily installed. Necessary machining of the consoles can be carried out either in their position on the carrier, or before the installation thereon.

Experience has advantageously shown, that if the redundance system comprises at least one bolt, which is affixed to a console or to the carrier, then the bolt boring should be found in a concentric opening of the attachment of greater cross-section. Alternately, or additionally, one bolt can also be fastened to the said attachment in an opening of the carrier and/or of the console. In the case of a failure of the original frictional connection, the bolt can displace itself within the concentric opening of greater cross-section up to the end of the bolt play distance. Only when the bolt abuts the wall of the opening, can a shape-fit connection of the attachment onto the carrier or console be established. It is of particular advantage if the cross-sections of the bolt and the opening are circular and exhibit a difference in diameter of about 4 mm. The bolt is then allowed, from a concentric starting point, to have a free movement of about 2 mm. An important element in a particularly advantageous embodiment is that the requirements of signaling to the system a that a fault exists must be fulfilled, that is to say, the system is made aware that a possibly damaging condition in the attachment-fastening exists.

If the attachment is held by screws on the carrier or on the console, and if the diameter of the penetrating screw boring is clearly greater, especially 3 mm greater than the diameter of the screw, then a second redundance system has been created. If the non-slidable (i.e. frictional) binding, which is made by screws, fails, then the attachment drops to the end of the bolt play. If the bolt play, for example, is 2 mm, and if the screw play would permit 3 mm, then, in this case, the bolt would seize-up in a shape-fit connection and limit the distance through which the attachment can drop. A vehicle, which travels by means of such a dropped position of the attachment, can detect this sinking and issue a signal, that at this position the actual, frictional binding has released itself and the redundance system is in action. On this account, a maintenance program can be subsequently undertaken. However, the travel operation has not been endangered.

In such a case, wherein even the shape-fit bolted connection would break down, then the attachment would drop a further distance, and just so far until the screw play is exhausted. By a diameter difference of the bolt diameter to the opening of 2 mm, then the bolt play is 2 mm. This means, that the attachment can drop 2 mm until the bolt strikes against the opening wall and the movement of the attachment stops. If the screw play is 3 mm, then, in this case, the screw is still 1 mm away from the wall of the screw boring. In the case of a failure of the bolt, then the attachment can drop another one mm, until the screw abuts the well of the screw boring. This second redundance provides in the invented fastening system an additional element of security. The operation of the track guided vehicle is thus, to the fullest possible extent, assured of safety.

In order that a proper frictional connection can exist between the attachment and the carrier and/or console, provision has been made, that the contacting face of the carrier and/or the console, or of the attachment, has a slide resistant surface. This surface structure can, as an example, be roughed or be given another structure which would provide a greater degree of friction.

It has been particularly demonstrated, that it is advantageous if the contacting surface of the carrier and/or the console, and/or of the attachment, has a friction enhancing surface material, especially an appropriate coating. By means of a frictional coating, the machining work of the contacting surfaces is made as simple as possible. Even in the case of a damaging of the surface before the assembly of the attachment, this surface, under some conditions, can be improved without the necessarily impairing the frictional connection. With such a connective arrangement, it is possible that the installation of a bolt can be omitted. The shape-fit, redundant system would, in this case, be created by the screw connection and/or inserts in the fastening surfaces.

The use of a coating on an alkali-zinc-silicate basis has proved itself in practice. A coating of this kind allows for a favorable friction between the individual components, so that the force from the attachment can be principally transmitted onto the carrier/console.

Further advantages of the present invention are described with the aid of the following embodiments. There is shown in: [0016]
FIG. 1 a section through a carrier, a console and an attachment, [0017]
FIG. 2 a section through a connection position in the zone of a bolt, [0018]
FIG. 3 a top view on a connection position in the operational state, [0019]
FIG. 4 a top view of a connection position subjected to action of a redundant system, [0020]
FIG. 5 a connection position in section in the zone of the screw connection in the operational state, [0021]
FIG. 6 a section of the connection position in the zone of the screws when subjected to the action of the redundant system.[0022]
In FIG. 1 is shown a section through a portion of a [0023] concrete carrier 1, a console 2 placed thereon to which is connected an attachment 3. The concrete carrier 1 and the console 2 are, normally, firmly bound together. This binding can consist of a screwed connection, similar to that which is employed between the console 2 and the attachment 3. The invented connection will be described in relation to the binding together of the console 2 and the attachment 3.
Both the [0024] console 2 as well as the attachment 3 possess, respectively, a connection surface by means of which the two components are bound together. The connection of console 2 and the attachment 3 is carried out essentially by screws 4 which penetrate through the said connection surfaces of the console 2 and the attachment 3. By means of this screwed connection, the two connection surfaces are pressed together, thereby causing the frictional connection. This connection suffices, in general, for the acceptance of the forces acting on the attachment 3 and for the transmission of said forces to the console 2 and the carrier 1. As an auxiliary component, which functions as a redundance system, a bolt 5 is placed in the connection zone of the console 2. The bolt 5 is securely in threaded connection with the console 2 and is contained in an opening 10 of the attachment 3, which opening 10 is a boring of specified greater diameter than the bolt. In the operational state, this opening 10 possesses, in comparison to bolt 5, a play in the boring, which, advantageously, is so dimensioned, that even in a case of failure, that is, if the holding force of the screws 4 have failed, a sinking of the attachment 3 can only continue to an extent which does not endanger the travel operation of the vehicle, during its run over the attachment 3.
In FIG. 2 is shown a detail view in the zone of a [0025] bolt 5. The console 2 possesses a boring, within which the bolt 5 and its shaft 7 is accommodated. The bolt head 8 is inset into the console by a nut 6. Obviously, it is also possible, that the console 2, or conversely, the attachment 3 can have a projection integrated into the console 2 or the attachment 3, which projection engages itself within the said opening of the opposite component. It is particularly advantageous, if the bolt head 8, is visible in its position in the opening 10 of the corresponding component, in order to be able to carry out a visual assessment of the state of the operational-position. If the predetermined position of the operational position is occupied, then the open clearance 10, relative to the bolt head 8 should be an annular opening. Upon a failure of the screws 4, then the said open clearance, counter to the specified operational position, will show a zero opening at one place and the attachment 3 is directly abutting the bolt head 8.
In order to create a particularly strong frictional resistance, the contact surfaces between the [0026] console 2 and the attachment 3 are provided with a coating (9, 9′). In particular, the said coating has an alkali-zinc-silicate base in the form of a paint-like material which has proved itself to be very advantageous. This coating causes an especially great frictional resistance at a reasonable cost and is simple as to being restored. If such a coating is used, consideration may be given to the omission of the installation of bolt 5 either partially or entirely.
FIG. 3 shows a top view of the boring locations of the [0027] console 2 and the attachment 3. The borings for the screws 4 are found in their operational positions in concentric, axial alignment. The same is true for the borings for the bolts 5, where again a concentric, axial alignment can be seen. The bolt head 8 possesses a radius R1. The opening 10, in which the bolt head 8 is seated, has a radius of R2 and radius R2 is greater than radius R1. A radius difference of 2 mm has shown itself as being advantageous, since with this dimensioning the travel operation of the vehicle cannot be endangered, as the attachment 3 drops down onto the bolt head.
In FIG. 4, the said boring clearance is shown when [0028] attachment 3 and console 2 are mutually, vertically displaced. The bolts 5 with their heads 8, in this depiction, are now being forced into action. The attachment 3 is sunken to the outer circumference of the bolt head 8, whereby the clearance, of the otherwise annular opening, is reduced to zero at one point. The holes for the screws 4 are likewise no longer in concentric alignment but are offset from one another. The boring openings, however, still suffice to provide space for the screw shafts which are situation therewithin.
FIG. 5 shows a detail view of a connection position in the zone of the [0029] screws 4 in their specified operational position. The openings in the console 2 and the attachment 3 are in axial and concentric alignment. The screw 4, by means of a nut 11, its shaft 12 and the screw head 13 threadedly binds the connection surfaces of the console 2 and the attachment 3. The contacting surfaces, which have the coating 9, 9′ are securely bound with one another and in this way create the frictional connection between the console 2 and the attachment 3. The coating 9, 9′ in this embodiment, is also on the contacting surface of the attachment 3, to bring about a particularly effective frictional connection. Between the shaft 12 and the screw boring 14 is an annular opening of sufficient size. This annular opening is particularly of advantage if it can reach to the extent of a maximum of 3 mm. That is to say, in a concentric coincidence, a diameter difference of 3 mm exists and thus is larger than the annular opening between the bolt opening 10 and the bolt head 8. In other words, the displacement possibility of the screw 4 in the screw boring 14 is so to be designed, that it is indeed greater than the sliding displacement of a bolt head boring 10.
In FIG. 6 a failure situation is shown. In this case, the frictional connection became no longer sufficient, so that the [0030] attachment 3 was caused to slide along the console 2 downward. In the present presentation of the FIG. 6 the attachment 3 lies against the (not shown) bolt head 8. Since the annular openings on the bolt head 8 and the opening 10 are less than the annular opening between the screw shaft 12 and the screw-boring 14, the attachment 3, in this illustration, does not seat itself on the screw shaft 12.
If the case were, that the bolt should also fail, then there exists a further shape-fit redundance therein, in that the [0031] attachment 3, in such a case, would seat itself on the screw shaft 12 and in this way create a renewed shape-fit connection. This second redundance system provides added security for the fastening of the attachment 3.
By means of the inherent redundant systems of the present embodiment, it becomes possible, that the vehicle, which runs over the damaged binder position, can receive/transmit data in regard to, first the retention of the specified operational state, second the attainment of the first redundant system, and third the achievement of reaching the second redundant system. In this way, for example, a reaction to such a signal can be, that by the determination of the occurrence of the first redundant system, a track service group can rework/replace the frictional connection and upon determination of the of the second redundant system, travel operation can be stopped on the basis of safety. [0032]
The present invention is not limited to the embodiment presented in the description. Thus it is obviously possible, that the first redundant system can be designed in a different manner, for example, individually shaped edges on the console or in the attachment are possible, and these can be so positioned that thereby a shape-fit connection is created. The establishment of the redundant system can again be accomplished by an opening, annular or of a different shape, for instance, a rectangular form. Instead of bolts, naturally also other marking and holding elements, such as, for example, tensioning clamps or the like can be used. [0033]

Claims

1-12. Cancelled

13. A travelway for a track guided vehicle, said travelway comprising:

a carrier;

at least one attachment bound by a frictional connection to said carrier, said at least one attachment configured to provide guidance to the track guided vehicle; and

at least one first shape-fit auxiliary component operably disposed between said carrier and said at least one attachment, said at least one first shape-fit auxiliary component serves as a redundancy system to retain said at least one attachment to said carrier upon failure of said frictional connection, whereby said redundancy system reveals said failure in such a manner that a vehicle traveling over the travelway is capable of detecting a displacement of said at least one attachment.

14. A travelway as in claim 13, wherein the travelway is for a magnetically levitated railway.

15. A travelway as in claim 13, wherein said carrier includes a console firmly bound to said carrier, said at least one attachment connected to said console by said frictional connection and said redundancy system.

16. A travelway as in claim 13, wherein said at least one first shape-fit auxiliary component comprises a bolt fastened to said carrier, at least one portion of said bolt resting within a concentric opening formed in said at least one attachment with said concentric opening being of a greater diameter than said at least one portion of said bolt resting within said concentric opening so that said at least one portion of said bolt and said concentric opening are axially aligned when said frictional connection binds said at least one attachment to said carrier.

17. A travelway as in claim 16, wherein a cross-section of said at least one portion of said bolt and a cross section of said concentric opening are circular and exhibit a difference in diameters.

18. A travelway as in claim 17, wherein said difference in diameters comprises 4 mm.

19. A travelway as in claim 17, wherein said cross-section of said at least one portion of said bolt and said cross section of said concentric opening are chosen based on the desired displacement of said at least attachment.

20. A travelway as in claim 13, wherein said at least one first shape-fit auxiliary component comprises a bolt fastened to said at least one attachment, at least one portion of said bolt resting within a concentric opening formed in said carrier with said concentric opening being of a greater diameter than said at least one portion of said bolt and said concentric opening are axially aligned when said frictional connection binds said at least one attachment to said carrier.

21. A travelway as in claim 20, wherein a cross-section of said at least one portion of said bolt and a cross-section of said concentric opening formed in said carrier are circular and exhibit a difference in diameters.

22. A travelway as in claim 21, wherein said difference in diameters comprises 4 mm.

23. A travelway as in claim 21, wherein said cross-section of said at least one portion of said bolt and said cross section of said concentric opening found in said carrier are chosen based on the desired displacement of said at least one attachment.

24. A travelway as in claim 13, wherein at least one second shape-fit auxiliary component is operably disposed between said carrier and said at least one attachment, said at least one second shape-fit auxiliary component serves as a second redundancy system to retain said at least one attachment to said carrier upon failure of said at least one first shape-fit auxiliary component connection, whereby said second redundancy system reveals said failure in such a manner that a vehicle traveling over the travelway is capable of detecting a further displacement of said at least one attachment.

25. A travelway as in claim 13, wherein at least one second shape-fit auxiliary component are screws used in screw attachments, whereby at least one of said carrier or said at least one attachment forms screw borings that are larger in diameter than a diameter of screws used in said screw attachment.

26. A travelway as in claim 25, wherein said screw borings and said screws have a difference in diameters of 6 mm.

27. A travelway as in claim 13, wherein at least one first shape-fit auxiliary component is a projection disposed on said carrier, said projection configured to fit into a corresponding boring within said at least one attachment with a specified annular clearance.

28. A travelway as in claim 13, wherein at least one first shape-fit auxiliary component is a projection disposed on said at least one attachment, said projection configured to fit into a corresponding boring within said carrier with a specified annular clearance.

29. A travelway as in claim 13, wherein at least one of a carrier connection surface of said carrier or an attachment connection surface on said at least one attachment comprises a frictional surface structure.

30. A travelway as in claim 29, wherein at least one of said carrier connection surface on said carrier or said attachment connection surface on said at least one attachment comprise a friction enhancing coating.

31. A travelway as in claim 13, wherein said friction enhancing coating comprises a alkali-zinc-silicate base.