WO2009015743A1 - Système de rails et installation de monorail suspendu - Google Patents

Système de rails et installation de monorail suspendu Download PDF

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Publication number
WO2009015743A1
WO2009015743A1 PCT/EP2008/005423 EP2008005423W WO2009015743A1 WO 2009015743 A1 WO2009015743 A1 WO 2009015743A1 EP 2008005423 W EP2008005423 W EP 2008005423W WO 2009015743 A1 WO2009015743 A1 WO 2009015743A1
Authority
WO
WIPO (PCT)
Prior art keywords
rail
connecting element
joint
rail system
hollow chamber
Prior art date
Application number
PCT/EP2008/005423
Other languages
German (de)
English (en)
Inventor
Günter Becker
Josef Schmidt
Original Assignee
Sew-Eurodrive Gmbh & Co. Kg
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Sew-Eurodrive Gmbh & Co. Kg filed Critical Sew-Eurodrive Gmbh & Co. Kg
Priority to DE502008002690T priority Critical patent/DE502008002690D1/de
Priority to AT08773834T priority patent/ATE499262T1/de
Priority to EP08773834A priority patent/EP2183143B1/fr
Priority to CN2008801007617A priority patent/CN101765532B/zh
Publication of WO2009015743A1 publication Critical patent/WO2009015743A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C13/00—Locomotives or motor railcars characterised by their application to special systems or purposes
    • B61C13/04—Locomotives or motor railcars characterised by their application to special systems or purposes for elevated railways with rigid rails
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B13/00—Other railway systems
    • B61B13/04—Monorail systems

Definitions

  • the invention relates to a rail system for a rail-mounted movable rail vehicle, wherein the rail system comprises at least one rail with at least one rail joint, at which two rail ends meet, wherein at least one connecting element is provided for connecting the rail ends, and a monorail system.
  • Such rail systems are known from railway engineering, wherein the rail joints are provided to compensate for linear expansion of the rails when heated.
  • the rails, which meet at a rail joint are fixed to a support or holder by clamps or the like arranged at close intervals along the rail direction and are therefore substantially not movable relative to one another but fixed in alignment.
  • this attachment requires a high production cost.
  • the invention has the object of developing a monorail system, the production cost should be reduced.
  • the object is achieved in the rail system according to the features specified in claim 1 and in the monorail system according to the features indicated in claim 27.
  • the rail ends are movable relative to each other in the rail direction that are guided in alignment in the rail direction by the connecting element, the two rail ends and that at the rail ends and / or on the connecting element a running surface for at least one impeller of the rail vehicle is formed and the impeller has a predetermined width transversely to the direction of travel, wherein the width and / or the position transversely to the rail direction of the tread along the rail direction is / are varied such that each section of the imaginary in the rail direction in sections tread the impeller at least one Supporting area provides and the support area of the impeller when rolling over the rail joint across the width of the impeller wanders.
  • the guide means of the connecting element which may be formed in one or more parts or by separate parts, it is ensured that the rail ends are movable toward and away from each other, the profiles of the two rails remain in coincidence with each other.
  • the installation of the rail or rails therefore requires much less fasteners, and the rails are flexible, especially transversely to the rail direction executable.
  • the mounting of the rail system is drastically simplified. Trained on outer surfaces of the rails running surfaces for rollers or drive wheels so even at a different distance, ie with changed gap width of the rail joint, without step formation in particular by offset transversely to the rail direction, one another, so aligned.
  • a means is additionally formed to bridge the rail joint, so that the rail joint can be run over smoothly.
  • the contact area of the rolling impeller which may be formed depending on the position of the impeller along the rail and several, separate, interrelated sections, shifts or changes when rolling transversely to the rail direction, but not to a position of the impeller on the tread Support area is missing, so that the impeller is supported during its movement over the entire extent of the tread over the rail joint away.
  • the support regions lying one behind the other in the rail direction describe an actual or effective running surface, the rolling surface on which the impeller actually touches the surface forming the running surface during unrolling.
  • the rail joint can therefore be used in a railway installation in which cars can be moved on the rail system at high speed, for example more than 15 m / s or even more than 22 m / s.
  • the rail system is thus flexible, additional attachment points for receiving forces that arise, for example, by thermal expansion in the rails are dispensable.
  • the rail system can easily compensate for these forces by allowing thermal expansion or contraction.
  • the connecting element is connected at one end of a rail in a fixed bearing and at the other end of the rail in a movable bearing with the respective rail end.
  • One Fixed bearing fixes a component in all three translational degrees of freedom, while a floating bearing, but usually two translational degrees of freedom, fixed, movement in one direction, here the rail direction, but allows.
  • the assembly is simplified once again, because the connecting element can be fastened captive before joining the rail ends to a rail end.
  • the leadership and the connection of the rail ends are further improved because the connecting element can not move unintentionally in expansion or compression of the rail joint.
  • At least two running surfaces for at least two wheels are formed, which have an angle to each other.
  • the running surfaces are preferably remote from each other, which is why the center planes of the wheels then form a V-arrangement.
  • treads are aligned so that the mid-planes of the impellers form a Y-arrangement or inverted Y-arrangement with the participation of three impellers and an X-arrangement with the participation of at least four impellers.
  • a particularly easy to produce and usable embodiment may provide that the treads extend over the entire length of the rails.
  • the wheels thus engage not only in the transition region of the rail joint on the intended running surfaces, but throughout the course of the ride of the vehicle.
  • An advantageous embodiment of the invention may provide that the rail ends each comprise at least one hollow chamber, wherein the connecting element in the Hollow chamber of a rail end is inserted and engages in the corresponding hollow chamber of the other rail end.
  • the rail ends form by their profiling directly guide elements. This results in the possibility to manufacture the rail system with low material usage. 5
  • An advantageous embodiment of the invention may provide that the or each connecting element is received without play with respect to stresses transverse to the rail direction in a hollow chamber. Additional fastening and / or guide elements are thus dispensable, and the structural design and the mounting of the rail system are 10 again simplified. It has proven to be advantageous if the play-free arrangement even forms a clamping connection.
  • An advantageous embodiment of the invention may provide that the rail joint obliquely to the rail direction, preferably at an angle to the rail direction between 40 ° and 15 60 °, in particular 45 ° or 50 °, runs. It has been found that in the specified angular range and especially at the indicated angles, with deviations of 5 ° are easily acceptable, there are particularly favorable conditions for a smooth rolling over the rail joint.
  • the rail joint may be formed by a dividing cut carried out in a mathematical, imaginary plane. This plane can be oriented obliquely to the rail direction and with inclination to the vertical direction.
  • An advantageous embodiment of the invention may provide that the rail joint describes a plane which is vertically aligned.
  • An advantageous embodiment of the invention may provide that at least two treads are formed on the rail joint and that the rail joint interrupts the at least two treads at positions which are offset from each other along the rail direction. This is an easily realizable means of achieving a smooth run
  • At least one connecting element is designed as a mandrel which engages in a cylindrical hollow chamber in both rail ends.
  • at least two connecting elements are designed as mandrels, which are arranged in pairs on both sides of the rail center and / or on the transversely to the rail direction outer ends of the tread or the treads
  • An advantageous embodiment of the invention can provide that the mandrel or mandrels are arranged below, preferably directly below, the tread or the treads Thus, it is ensured that no unwanted steps arise at the transition of the rail ends
  • An advantageous embodiment of the invention may provide that at least one connecting element has at least two sliding blocks which engage in a respective groove on the rail ends.
  • the sliding blocks are preferably fastened with screws or the like connecting means to a guide rail or mounting rail which on the rail or rails of Rail system is applied and thus the
  • a favorable running property and a uniform force attack of the wheels result in an advantageous embodiment of the invention, in which the rail or the rails has a mirror-symmetrical cross-section transverse to the rail direction / have
  • two parallel mounting grooves are formed on the rails, the openings facing each other, and on the
  • each of the Fuhrungskanten of the connecting element is inserted into a mounting grooves and the connecting element in the direction of the mounting grooves slidably connected to the rails
  • the mounting grooves form an advantageous means for linear leadership Through the cheeks of the mounting grooves is the mobility of the Connection at the rail joint restricted in one direction Due to the pairwise, parallel formation of fastening channels, the mobility in a second direction, which is transversal to the first one, is restricted. It is only possible to shift unrestrictedly in the channel direction
  • each guide edge is applied to the channel bottom of a mounting channel. Due to the positive connection thus produced, an offset-free transition from one rail end to the other over the rail joint is made possible.
  • At least two running surfaces are formed on the rails, which have an angle to one another.
  • the connecting element according to the invention makes it possible that, with a flexible length of the rail joint, each of the running surfaces extends over the bump without offset. Because the rail ends are fixed by the connecting element or the connecting elements relative to each other in all directions perpendicular to the rail direction.
  • the treads are suitable for centering the carriage and for achieving an improved directional stability by using corresponding rollers whose axes are also inclined at an angle to each other.
  • a sword is formed between the two treads.
  • the described centering allows a mounted on a carriage, rotating disc with magnetic fields near the sword is approachable.
  • eddy currents are induced in the blade, which can be used to propel a wagon.
  • the rail joint interrupts the at least two treads at positions which are offset from each other along the rail direction.
  • the rollers of the car on the treads do not happen at the same time the rail joint.
  • the weight of the car is therefore supported at all times by rollers.
  • the rail joint runs obliquely to the rail direction.
  • a bumpless passage of the rail joint is possible, because the rollers of the car are so wide executable that each roller rolls over the rail shock bum-free by first passing one side of the roller and then the other side of the roller the rail joint.
  • the connecting element forms part of a running surface in the region of the rail joint.
  • the rails each comprise at least one hollow chamber, wherein the connecting element is inserted into the hollow chambers.
  • the hollow chambers are designed to increase the stability of the rail and extend in the rail direction.
  • the walls of the hollow chambers form mounting grooves on which the connecting element can be supported, and by which it is guided when breathing the rail joint.
  • a recess is introduced into the wall of the hollow chamber at the rail ends, through which the connecting element projects to form a part of the tread.
  • the recess is designed in each case from the end of the rail as a cutout and forms an open to the rail end slot.
  • the connecting element can absorb the rolling on the tread wheels and lead over the rail joint.
  • the execution of the transfer area as a slot allows the point or area in which the connecting element takes over the rollers to move with the breathing of the rail joint, ie with the Auffactzu- and Vonrationwegbe admire move without a joint occurs.
  • an edge is formed on the connecting element, which protrudes through the cutout, and particularly preferably, this edge has a convex curvature, are mitigated by the shock occurring at the transition from the tread to the edge.
  • the connecting element is designed as a plate, wherein the parallel extending guide edges are arranged offset from one another.
  • the offset formation ensures that the guide edges in the mounted position in different areas in the rail direction engage in the respective mounting channel.
  • the connecting element can be brought into the holding position by turning about an axis which is perpendicular to the plate.
  • each leading edge is retracted in the region opposite the other leading edge.
  • the connecting element thereby has a smaller dimension in a direction which runs obliquely to the guide edges, than the straight line distance of the extended Leading edges. The latter is equal to the distance of the gutter bottoms of the attachment troughs. Due to the withdrawals, the connecting element can be introduced laterally without tilting between the fastening ribs.
  • the rail ends on the projectile butt must therefore not be moved transversely to the rail direction against each other for mounting the connecting element, but the connecting element can be inserted in an oblique orientation flat between the mounting grooves and then brought by rotation in the holding position.
  • elongated holes are formed in the plate for attachment and guidance on at least one rail, wherein the elongated holes are aligned parallel to the guide edges.
  • two identically formed connecting elements are arranged on both sides of the rails and connected to one another by screws.
  • a firm leadership of the rail ends is possible.
  • the connecting element has a twofold rotational symmetry and / or a mirror symmetry and / or a point-mirror symmetry in order to enable two-sided mounting.
  • an adapter for holding a cable is clamped at a further point in the mounting grooves.
  • the mounting grooves are useful for mounting a primary conductor for non-contact, inductive
  • a rail system according to the invention is included. It is thus designed a monorail system with a flexible-elastic rail system that requires only a few support points and / or attachment points.
  • the rail system is placed on supports, wherein the distance between adjacent supports is at least 10 m.
  • a monorail system is generally understood to mean a system for rail-bound transport in which the carriages roll on a rail system, wherein the rail system is formed from a rail track or from several rail tracks. In the case of several rail tracks, these are firmly connected to one another and mounted together by fastening means on a base are.
  • such a rail system may be formed of three parallel tubes arranged in cross-section at the corners of a triangle and interconnected by webs, the spacing of two adjacent webs being a fraction of the distance between two adjacent mounting points for the rail system as a whole is.
  • the rail joints are each arranged between two adjacent columns.
  • the variable length running rail joints can thus absorb stresses that are introduced to the rails by vibrations.
  • At least one carriage which can be moved along the rail system which comprises a rotating disk with magnetic areas which induces eddy currents in the rail system's blade. Since the sword is arranged between the running surfaces and the running surfaces on the rail joints are aligned by the connecting elements in each case to the running surfaces of the adjacent rail section, the swords extending along the rails of two adjacent rail sections are aligned with each other. The rotating disk can thus be guided at a small distance from the sword, without collisions being feared at the rail joint. Due to the small distance of the disc from the sword eddy currents are inducible in the sword, which are strong enough to drive the car with the disc.
  • FIG. 1 shows a monorail system
  • FIG. 2 shows a carriage of a monorail system
  • Figure 3 shows a section through the rail of a monorail system
  • FIG. 4 shows a rail joint of a monorail installation
  • Figure 5 shows the rail joint of Figure 4 from above
  • Figure 6a is a schematic diagram of another embodiment of a
  • FIG. 6b shows a schematic diagram of a section through a rail in the area of the rail
  • Figure 7 shows another embodiment of a rail joint.
  • Figure 1 shows a section of a monorail system.
  • a vehicle 2 is movable.
  • the rail 1 is mounted on supports 3.
  • the attachment region of each support 3 extends over a length which is small in relation to the distance between adjacent supports 3.
  • the attachment allows for a respective torsional vibration of a region of the rail 1 about the axis of the support 3.
  • the rail 1 is formed with a profile having a greater flexural rigidity in a first, the vertical, direction than in a second, the horizontal, direction.
  • the preferred direction of vibration of the rail 1 between two adjacent supports 3 in a horizontal plane transverse to the direction of the rail first
  • the rails 1 of the rail system are designed as aluminum bar profile.
  • the distance between two adjacent columns in straight sections is at least 10 m, preferably 12 m.
  • the rail 1 is designed so that wind-induced vibrations are excited at the usual wind forces at the site, the maximum deflection at the antinode is 20 cm and more.
  • the excitation of vibrations can also be done by the method of the vehicle 2.
  • the rail 1 is composed of successive rail sections, which are connected to rail joints.
  • the rail joints are each arranged between two adjacent columns 3, preferably in the middle between two columns. 3
  • a primary conductor is arranged in a holding profile 25.
  • the car 2 is powered inductive from this primary conductor with energy for driving and operating electronics on the car.
  • Figure 2 shows a view of a carriage of a monorail system with a rail segment.
  • FIG. 3 shows the section through the rail segment with the relative position of the drive unit of the carriage. Partly components and components are omitted.
  • the carriage comprises the electric motor 30, which in turn has electrical connection devices 31.
  • the motor drives discs 32 on which a magnetic pad 33 is applied with circumferentially successive, magnetized in the axial direction alternately magnetized regions 33 a.
  • the engine is operated at high speed, preferably more than 1000 revolutions per minute. The higher the speed, the greater the efficiency of the drive.
  • the drive works on the eddy current principle.
  • the rotated magnetic portions 33a generate eddy currents. These act magnetically back to the magnetic portions 33a of the disc 32.
  • the feed force acts in rails direction.
  • the control electronics driving the motor 30 takes into account the heating of the blade by modeling and controls the motor 30 such that the heating is kept below a critical value.
  • the rail profile 35 has a receiving area 36 for supply cables, which supply the next rail section. The cables are, so to speak, routable. In the next rail section, the energy passed through can then be made available to the local primary conductors.
  • the areas 36 can be provided with a cover 37. This is preferably also provided with a magnetic field shielding material.
  • the side surfaces of the rail are designed as functional surfaces 47 to which different adapters can be attached.
  • the functional surfaces 47 are limited by mounting grooves 46.
  • the adapter required in each case is introduced obliquely and rotated about an axis until the ends of the adapter in each case a mounting groove 46 engage. This end position is shown in Figure 3 the example of a Einklemmblechs 38 and a cable channel holder 44. Further adapters, for example for reading marks, can be provided.
  • a holder 39 is formed for coaxial conductor.
  • the car also includes an antenna, which is guided along the coaxial conductor for data exchange.
  • a barcode on the receiving area 45 on the holder 39 can be attached.
  • a corresponding reader is providable, which is suitable for reading the information and thus makes a position detection executable.
  • the information is processed by the electronic device of the car and reported via the means for data transmission, such as coaxial and / or radio waves, a central control unit.
  • the carriage is guided with provided on the linkage 41 of the carriage guide rollers 40, which can roll on running surfaces (42,43).
  • the running surfaces 43 are used for lateral horizontal stabilization, ie against tilting of the carriage about an axis which is parallel to the rail running direction.
  • the concavely curved running surfaces 42 serve to stabilize the carriage 30 in the direction of gravity, that is to say to center the carriage in relation to the rail center.
  • the curvature of the treads 42, together with the obliquely arranged to the direction of gravity guide rollers to self-stabilization, which is particularly important in the field of curves. For straight rail sections, a stabilization and reduction of vibrations around the rest position is effected.
  • a holding profile 25 is clipped.
  • a primary conductor in the form of several Hinleiter force and positively inserted and held.
  • the two-fold return conductor of the primary conductor system are inserted in further holding profiles 45, which are also attached to the cable channel holder 44.
  • the individual oblique magnetic regions 33a which are arranged next to one another in the circumferential direction, are visible through an oblique view and have an alternating magnetization orientation in the axial direction of the electric motor 30.
  • the electronic device is not shown. It is also covered by the car.
  • the linkage of the carriage is also not shown.
  • the motor 30 and the U-shaped transformer head 27 are connected in the carriage of Figure 3 via a linkage.
  • the transmitter head 27 partially comprises the inserted in the holding profile 25 primary conductor in one area.
  • a pickup coil is arranged, which is inductively coupled to the primary conductor.
  • a resonant circuit is connected, via which the electric motor 30 is supplied with energy from the primary conductor.
  • FIG. 4 shows a section of the rail system in the region of a rail joint 4.
  • the rail profile forms a first hollow chamber 51a and a second hollow chamber 51b, on whose outer walls a first running surface 42a and a second running surface 42b are formed.
  • the running surfaces 42a, 42b are concavely curved and take on wheels the weight of a carriage which is movable along the rail.
  • the treads 42a and 42b are arranged at an angle to each other.
  • the corresponding rollers on the car are also arranged at a suitable angle to each other.
  • the arrangement of the treads ensures that the energetically most favorable position of the carriage transversely to the rail direction is the centered position.
  • a sword 34 is formed, in which an eddy current is induced to propel the carriage.
  • a third hollow chamber 50a and a fourth hollow chamber 50b are formed by the rail profile, on the outer walls of which further running surfaces 43a, 43b are formed. On these other treads 43a, 43b roll supporting wheels of the car and take on tilting forces acting on the car.
  • mounting grooves 46 are formed at the bottom of the hollow chambers 51a, 51b and at the top of the hollow chambers 50a, 50b mounting grooves 46 are formed.
  • the mounting grooves 46 are arranged so that the openings face each other.
  • holding plates 38 and cable channel holder 44 are clamped in the Befest Trentsrin ⁇ en 46.
  • the retaining plate 38 and the cable channel holder 44 are designed resiliently in their end regions for this purpose. Holding plate 38 and cable channel holder 44 are fixed by being placed obliquely with respect to the vertical direction on the functional surface 47 and then about an axis which is perpendicular to the functional surface 47, rotated until the resilient end portions engage in the mounting grooves 46 ,
  • connecting plate 52 The rails in FIG. 4 are connected by a connecting plate 52.
  • slots 54 are formed through the screws 53 are inserted.
  • the screws 53 are inserted through a connecting plate 52 identically shaped for further connecting plate 52 and secured with nuts.
  • connecting plates 52 are arranged, which aligns the rail ends in a horizontal direction in alignment.
  • a straight guide edge 55 a is formed, which engages in a mounting groove 46 and which is applied to the channel bottom of the mounting groove 46.
  • leading edge 55b On the connecting plate 52, another straight guide edge 55b is formed, which is parallel to the leading edge 55a.
  • the leading edge 55b engages the lower mounting channel 56 and abuts against the bottom of the channel. This prevents relative displacement of the rails 5a, 5b on the rail joint 4 in the vertical direction.
  • Leading edge 55a and leading edge 55b are arranged offset to one another and pass over a scrubnahem 59a, 59b in a further edge 56a, 56b.
  • the distance of the leading edges 55a and 55b from each other is greater than the distance of each leading edge 55a, 55b from the respective opposite, recessed edge 56a, 56b.
  • the reductions 59a, 59b are chosen so large that a flat insertion of the connecting plate 52 in the space between the mounting grooves 46 in a slightly rotated position is allowed, while after insertion, the guide edges 55a, 55b by rotation about an axis perpendicular to the area between the mounting grooves, are introduced into the mounting grooves 46.
  • the rail ends 5a, 5b are fixed by the connecting elements 52 mounted on both sides in the horizontal and vertical directions relative to each other, wherein the rail profiles are aligned with each other.
  • a relative change in distance for example due to temperature fluctuations or vibrations of the rail system, is possible, at least in the context of the longitudinal extent of the elongated holes 54.
  • FIG. 5a shows the rail joint according to FIG. 4 from above.
  • the shoot is formed as an oblique gap 57 between the rail ends 5a and 5b, as formed by a miter cut.
  • FIG. 5a the rolling regions of the wheels are shown at 58a and 58b. It can be seen that the wheels of an impeller pair 40 pass the gap 57 at different times, since the transitions in the running surface 42a and in the running surface 42b are offset from one another in the rail direction. In addition, due to the width of the wheels and the slope of the gap 57, each impeller for the gap 57 does not feel because at any time a portion of the wheel rests on a tread 42a and 42b.
  • Figure 6a shows another embodiment of a rail shock. Shown is a schematic diagram that is applicable to the figures 2 to 5. In a first rail end 60b, a recess 68 is incorporated, through which a rolling edge 63 of a connecting part 62 projects.
  • the recess 68 is inserted in a tread so as to be disposed in the rolling surface 61 of a pulley.
  • the rolling edge 63 forms part of the rolling surface 61, and the roller rolls over this rolling edge over the rail bumper, without feeling any unevenness.
  • FIG. 6b shows a sectional view through the rail end 60b.
  • the connecting part 62 is inserted into a hollow chamber 67.
  • the hollow chamber 51 a and / or 51 b is used.
  • the connecting part 62 is formed as a profile part and forms guide surfaces 64 which contact the wall of the hollow chamber 67 in a planar manner.
  • a guide edge 65 is formed, which engages in a groove of the hollow chamber 67 and rests against the channel bottom 66.
  • the connecting part 62 is inserted into a hollow chamber formed on the other rail end 60a.
  • the rail ends 60a and 60b are linearly guided relative to each other.
  • the rolling edge 63 protrudes through a recess in the rail end 60a, wherein the recess is formed in the same way as the recess 68.
  • the connecting part 62 is made shorter than the entire area enclosed by the hollow chambers 67 area. Thus, the rail ends 60a and 60b are mutually displaceable.
  • the running surface of the rail which comprises the rolling surface 61, opens into a point 69, which terminates in a sword, not shown, which is shaped like the sword 34 of FIG.
  • a rail system, generally designated 70, intended for a rail-mounted, rail-bound vehicle has a rail 71 having a rail joint 4, at which two rail ends 72, 73 meet.
  • the rail parts of the rails 71 are made of aluminum as extruded profile.
  • hollow chambers 76 are formed through which a lightweight construction of the rail 71 is achieved, wherein the partitions of the hollow chambers 76 stiffen the rail 71.
  • the rail 71 has a longitudinal cross-section consistent with the rail direction and a constant profile.
  • a cut in the rail 71 is formed and the rail 71 is interrupted in the course of the rail direction, wherein the section extends in a plane which is vertically aligned and oblique to the rail direction.
  • the cut is designed as a 50 ° bevel cut.
  • the rail system 70 further has two connecting elements in the form of a mandrel 74.
  • These mandrels 74 are arranged in cylindrical, oriented in the rail direction hollow chambers 75, wherein the inner diameter of the hollow chambers 75 is tuned to the diameter of the mandrels 74 that the mandrels 74 free of play are held in the hollow chambers 75.
  • the mandrel 49 tapered conically at the free tips or ends are inserted into the hollow chambers of the other rail end 73, wherein the hollow chambers are configured similar to the hollow chambers 72 of one rail end 72.
  • the mandrels 74 are immovably fixed in the one rail end 72 and thus form a fixed bearing, while they are merely inserted into the hollow chambers of the other rail end 73 and continue to remain mobile, so form a floating bearing.
  • the mandrels 75 are made of steel and establish an electrical contact between the rail ends 72, 73 ago.
  • the rail system 70 further has a mounting rail 77, which forms a wedge guide with a recess 78 on the underside of the rail 71.
  • a mounting rail 77 which forms a wedge guide with a recess 78 on the underside of the rail 71.
  • sliding blocks 79, 80 are connected to the mounting rail 77. These sliding blocks 79, 80 are inserted into a groove 81 extending longitudinally of the rail direction on the underside of the rails 71.
  • a sliding block 79 is inserted into the groove 81 of one rail end 72, the other sliding block 80 in FIG. 5, the groove 81 of the other rail end 73.
  • the sliding blocks 79, 80 are held by a screw on the mounting rail, which is actuated from below.
  • the screw is effected by introduced from below and screwed into the nuts 79, 80 screws.
  • each rail end 72, 73 two treads 42, 42a are further formed for two wheels of the rail-bound vehicle.
  • the running surfaces 42, 42a of a rail end 20 72, 73 are inclined relative to each other, so that the rolling wheels have V-shaped center planes to each other.
  • the provided during operation wheels have transversely to the direction of a predetermined width, which utilizes at least half the width of the treads 42, 42 a.
  • the rail joint 4 is designed as an oblique cut, the width and the position transverse to the rail direction of the running surface vary along the rail direction. Due to the fact that the wheels have a minimum width, however, it is ensured that each section of the tread divided mentally in the rail direction provides the running wheel with at least one bearing area and the bearing area of the running wheel when the wheel rolls over
  • the mandrels 79 are arranged at the transverse to the Schie ⁇ encardi outer ends of the treads 42, 42 a 35 and directly below these treads 42, 42 a.
  • the rail system 1 has two further running surfaces 43, 43a, which are formed in the lower region of the rails 71 and are inclined against each other and against the running surfaces 42, 42a such that the middle planes of four each on a running surface 42, 42a, 43, 43a rolling wheels form an X-arrangement.
  • treads 42, 42a are intended for the wheels carrying the weight, support wheels engage the treads 43, 43a, which guide the vehicle and hold it on the rail 71.
  • three wheels are provided, whose center planes form a Y-arrangement or a reverse Y-arrangement, and the running surfaces are formed accordingly.
  • two counter-rotating wheels positioned above the rail carry the weight of the vehicle while the third wheel is located below the rail and hold the vehicle on the rail.
  • the reverse Y arrangement results from reversing the described Y arrangement in which the single, third wheel is located vertically above the rail and supports the weight of the vehicle. Further arrangements are realized in further embodiments.
  • the rail joints are bridged by a connecting element, wherein the rail ends are aligned with each other and are displaceable in the rail direction.
  • the rails and the connecting element are designed such that there is no interruption in running surfaces on the rail joint.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Railway Tracks (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Seats For Vehicles (AREA)

Abstract

Dans un système de rails (70), les joints de rails (4) sont recouverts par un élément de liaison (52, 64, 74, 77), les extrémités des rails (5a, 5b, 72, 73) étant disposées l'une au niveau de l'autre et pouvant glisser dans la direction des rails. Les rails (71) et l'élément de liaison (52, 64, 74, 77) sont réalisés de telle manière qu'il n'apparaisse aucune interruption dans les faces de roulement (42, 42a, 42b, 43, 43a, 43b, 58a, 58b) au joint des rails (4).
PCT/EP2008/005423 2007-07-27 2008-07-03 Système de rails et installation de monorail suspendu WO2009015743A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
DE502008002690T DE502008002690D1 (de) 2007-07-27 2008-07-03 Schienensystem und einschienenbahn-anlage
AT08773834T ATE499262T1 (de) 2007-07-27 2008-07-03 Schienensystem und einschienenbahn-anlage
EP08773834A EP2183143B1 (fr) 2007-07-27 2008-07-03 Système de rails et installation de monorail suspendu
CN2008801007617A CN101765532B (zh) 2007-07-27 2008-07-03 轨道系统和单轨线路体系

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DE102007035653.8 2007-07-27
DE102007035653 2007-07-27

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CN (1) CN101765532B (fr)
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DE (2) DE502008002690D1 (fr)
ES (1) ES2358562T3 (fr)
WO (1) WO2009015743A1 (fr)

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DE102008031153B4 (de) 2010-11-18
DE102008031153A1 (de) 2009-02-05
CN101765532A (zh) 2010-06-30
EP2183143A1 (fr) 2010-05-12
CN101765532B (zh) 2012-06-13
ES2358562T3 (es) 2011-05-11
ATE499262T1 (de) 2011-03-15
EP2183143B1 (fr) 2011-02-23
DE502008002690D1 (de) 2011-04-07

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