WO2021165271A1 - Aiguillage passif pour monorail, et monorail - Google Patents

Aiguillage passif pour monorail, et monorail Download PDF

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Publication number
WO2021165271A1
WO2021165271A1 PCT/EP2021/053790 EP2021053790W WO2021165271A1 WO 2021165271 A1 WO2021165271 A1 WO 2021165271A1 EP 2021053790 W EP2021053790 W EP 2021053790W WO 2021165271 A1 WO2021165271 A1 WO 2021165271A1
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WO
WIPO (PCT)
Prior art keywords
running surfaces
section
chassis
longitudinal direction
sets
Prior art date
Application number
PCT/EP2021/053790
Other languages
German (de)
English (en)
Inventor
Matthias Wotke
Original Assignee
Karl Gotschlich Maschinenbau GesmbH
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 Karl Gotschlich Maschinenbau GesmbH filed Critical Karl Gotschlich Maschinenbau GesmbH
Priority to EP21708943.2A priority Critical patent/EP4107331A1/fr
Publication of WO2021165271A1 publication Critical patent/WO2021165271A1/fr

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B25/00—Tracks for special kinds of railways
    • E01B25/22—Tracks for railways with the vehicle suspended from rigid supporting rails
    • E01B25/26—Switches; Crossings

Definitions

  • the invention relates to a passive switch for a monorail, which has a chassis that can move along running surfaces arranged around the circumference of a support rail of the monorail, and to a monorail with a passive switch.
  • a monorail is a track in which a chassis moves along a single support rail to move people, goods, or materials. Such monorails are used, among other things, in local public transport and in amusement parks to transport passengers. In factories they are used to transport objects, workpieces or products. Another possible use is the movement of robots or surveillance cameras so that they are not tied to a fixed location.
  • a disadvantage of the monorail is that switches are relatively complex and expensive. Basically, a distinction can be made between flexible switches that bend the support rail (mobile beam), interchangeable switches that replace a straight support rail part with a curved support rail part by moving or rotating a platform, and passive switches that require a chassis to rotate around the support rail.
  • flexible switches that bend the support rail (mobile beam)
  • interchangeable switches that replace a straight support rail part with a curved support rail part by moving or rotating a platform
  • passive switches that require a chassis to rotate around the support rail.
  • the latter have the disadvantage that they can lose a stable equilibrium or, in the case of hanging chassis, can inadvertently rotate or swing around a longitudinal axis of the chassis.
  • US 3144 836 A discloses a monorail with an interchangeable switch
  • WO 2006/133468 A1 discloses a monorail with a passive switch.
  • WO 02/04273 A1 discloses a monorail with a passive switch in which the chassis travels along a circular cylinder-shaped support rail.
  • the support rail cannot guide the chassis in the circumferential direction due to the circular cylinder shape, which is why the chassis is not necessarily in stable equilibrium.
  • the chassis can rotate along the mounting rail in the circumferential direction of the mounting rail, which in extreme cases can lead to a collision with the mounting rail in areas where there are attachments or branches.
  • the circular cylinder shape offers the wheels of the chassis round running surfaces, which impairs traction of the chassis and leads to increased tire wear of the wheels.
  • complicated tire constructions are proposed which, however, are associated with increased production costs.
  • the object of the invention is therefore to provide an improved passive switch for such a monorail and a monorail which enables a stable, safe and low-wear movement of the chassis along the support rail and when it branches off.
  • the inventive solution to this problem provides the features of claims 1, 15 and 21, respectively. Preferred configurations are given in the dependent claims.
  • the passive switch according to the invention for a monorail which has a chassis which can move along running surfaces arranged around the circumference of a support rail of the monorail, comprises a turning section which is designed so that a first set of running surfaces continuously in the longitudinal direction two second sets of treads passes over by dividing the treads of the first set in the longitudinal direction into the two second sets of treads and the two second sets of treads in the further course in the longitudinal direction are twisted counter to each other in the circumferential direction by a helix angle, and a branch section, which is located in the longitudinal direction behind the starter section and continues the two second sets of treads in mutually different directions.
  • the passive switch can be used with the turning section and the branch section in a monorail with a chassis that encompasses the support rail and is guided so as to be rotatable about the circumferential direction of the support rail.
  • the turning section is designed so that the chassis is rotated around the circumferential direction of the support rail while it is continuously guided on the running surfaces and can then follow through one of the two second sets of running surfaces in the direction determined by the chassis by relative rotation. This means that in the present invention no moving parts are required on the switch and the chassis can move in a stable and low-wear manner along the running surfaces of the support rail.
  • the turning section of the passive switch is preferably designed in such a way that the two second sets of running surfaces are twisted in opposite directions in the longitudinal direction in a partially helical manner.
  • the turning section of the passive switch is designed such that the first set of running surfaces merges into two second sets of running surfaces in the longitudinal direction symmetrically to the longitudinal axis or to a plane containing the longitudinal axis.
  • the partially helical and / or symmetrical running surfaces represent less complex shapes and are therefore easier to manufacture.
  • the turning section of the passive switch is preferably designed in such a way that it extends from a first polygonal cross-section perpendicular to the longitudinal direction at one end, which intersects the first set of running surfaces, to a last polygonal cross-section at the other end, which intersects the two second sets of running surfaces, passes, the first and last cross-sections being different from one another.
  • the first and the last polygonal cross-section are each square, hexagonal or octagonal, depending on the number of running surfaces.
  • the polygonal cross-section is a less complex shape and the passive switch is therefore easier to manufacture.
  • the turning section of the passive switch is designed such that the rotation of the running surfaces of the second sets in the longitudinal direction between the first cross section and the last cross section is continuous.
  • the continuous rotation of the running surfaces is carried out in such a way that a change in the angular acceleration of the chassis about the longitudinal axis is constant with uniform movement in the direction of the longitudinal axis.
  • the continuous rotation of the running surfaces is advantageous for a smooth, even movement of the chassis along the turning section.
  • the width of the treads of the first and second sets am first cross-section and the last cross-section is the same, and changes in the course in the longitudinal direction between them.
  • the first set and the two second sets of running surfaces each have two, three or four running surfaces.
  • a higher number of running surfaces leads to greater stability of the chassis when moving along the turning section, whereas the more complex shape of the multiple running surfaces is associated with higher manufacturing costs.
  • the passive switch is designed such that the running surfaces of the first set and partially of the second set are separated from one another in the circumferential direction of the turning section by circumferential surfaces that are not running surfaces.
  • the running surfaces of the first set and / or the running surfaces of the second sets are preferably designed as flat running surfaces or as running surfaces which are each arranged point-symmetrically with respect to the center point of cross-sections perpendicular to the longitudinal direction.
  • the point-symmetrically designed running surfaces require less complex shapes and are easier to manufacture.
  • the passive switch is designed such that the running surfaces of the first set and / or the running surfaces of the second sets are planar running surfaces or curved running surfaces whose curvature differs from a curvature of other surfaces in the circumferential direction between the running surfaces.
  • the switch has at least one reverse rotation section, which is located in the longitudinal direction behind the branch section, continues one of the two second sets of running surfaces and rotates this in the further course in the longitudinal direction so that a final cross section of the turning back section corresponds to the first cross section of the turning section.
  • the reverse rotation section brings the chassis back into an initial position before entering the switch. This means that any number of passive turnouts can be combined one after the other along the mounting rail.
  • the turning section of the passive switch is designed so that the two second sets of running surfaces are continuously combined in the longitudinal direction to form a second set of running surfaces and are continuously divided again in the further course in the longitudinal direction to form two sets of second running surfaces.
  • the monorail according to the invention comprises a support rail with several running surfaces which are distributed around the circumference of the support rail and extend in the longitudinal direction of the support rail, a chassis that can move along at least some of the running surfaces in the longitudinal direction of the support rail, and a passive switch one of the above-mentioned embodiments.
  • the chassis of the monorail preferably comprises one or more wheels, rolling elements, sliding elements, a magnetic levitation device, an air cushion generating means or combinations thereof, which are arranged so that they can move on the running surfaces in the longitudinal direction of the support rail.
  • the chassis can be designed depending on the area of application and requirements. If the simplest possible chassis is desired, this can be designed with simple and inexpensive sliding elements. If the requirements call for the lowest possible friction loss, a magnetic levitation device can be used.
  • the chassis of the monorail preferably comprises an active steering means which is designed such that the chassis can selectively steer into one of the two sets of running surfaces when traveling on the turning section of the switch.
  • the chassis can steer the monorail in the desired direction independently of, for example, a central control system.
  • the chassis comprises a structure and forms a carriage with it, the carriage having a pretensioning mechanism which can rotate the structure relative to the carriage about a longitudinal axis of the carriage in order to act as a steering means.
  • the chassis with the biasing mechanism uses the weight of the body to follow the corresponding one of the set of second treads along the twisting section.
  • chassis of the monorail is preferably pivotable about its vertical axis and / or its longitudinal axis and / or its transverse axis.
  • the pivotable chassis is not limited in its length and can also travel on mounting rails with a relatively strong curvature and / or incline or gradient.
  • the chassis of the monorail has a drive which can accelerate the chassis via friction / traction by its driven wheels, a recoil effect, magnetic fields and / or thrust by a propeller driven by it.
  • An alternative monorail according to the invention comprises a support rail with several running surfaces which are arranged distributed around the circumference of the support rail of the monorail and extend in the longitudinal direction of the support rail, a chassis that can move along at least some of the running surfaces in the longitudinal direction of the support rail, and a Passive switch, whereby the running surfaces of the support rail are flat.
  • the monorail can be designed with a chassis encompassing the support rail and guided around the circumferential direction of the support rail, which is guided around the circumferential direction of the support rail over the flat running surfaces and can then follow a direction of the passive switch determined by the chassis. Due to the flat running surfaces, the chassis can move in a stable and low-wear manner along the running surfaces of the support rail and no moving parts are required on the switch.
  • Fig. 4 shows the turning section with a chassis in cross section I-I from Fig. 2,
  • FIG. 5 shows the turning section with the chassis in cross section II-II from FIG. 2,
  • FIG. 6 shows the turning section with the chassis in cross section III-III from FIG. 2,
  • FIG. 7 the turning section with the chassis in cross section IV-IV from Fig. 2, 8 shows the turning section with the chassis in cross section VV from FIG. 2,
  • FIG. 10 shows the turning section with the chassis in cross section VII-VII from FIG. 2,
  • FIG. 12 is a diagram showing two exemplary courses of a helix angle over the course in the longitudinal direction of a cranking section
  • FIG. 15 shows a support rail with a chassis in cross section according to another embodiment
  • FIG. 16 shows a support rail with a chassis in cross section according to a further embodiment.
  • 17 shows a monorail in a perspective view.
  • the passive switch 1 shows an embodiment of the passive switch 1 for a monorail 2 with a turning section 10, a branch section 20 and two turning back sections 30a, 30b.
  • the passive switch 1 is part of the monorail 2, which has a support rail on which a chassis 3 of the monorail 2 can move along running surfaces distributed around the circumference of a support rail and extending in the longitudinal direction of the support rail.
  • the chassis 3 encompasses the circumference of the support rail at least partially in a form-fitting manner or at least in a shape-corresponding manner, depending on whether the chassis moves along the running surfaces in a rolling, sliding or floating manner.
  • the turning section 10 is designed so that a first set of treads merges continuously in the longitudinal direction into two second sets of treads, so that the chassis 3 can selectively follow a set of treads in its course in the longitudinal direction to the subsequent branch section 20.
  • the branch section 20 is located in the longitudinal direction behind the turning section 10 and continues the running surfaces in two mutually different directions.
  • the branch section 20 continues a second set of treads in a straight extension from the turning section and the other second set of treads curved therefrom in another direction, so that a distance between the treads increases in the longitudinal direction.
  • FIG. 2 shows the turning section 10 of the switch 1, which is designed such that a first set of running surfaces 12, 14, 16 merges continuously in the longitudinal direction into two second sets of running surfaces 12a, 12b, 14a, 14b, 16a, 16b so that the chassis 3 can selectively follow one of the two second sets of treads 12a, 12b, 14a, 14b, 16a, 16b in order to move in the direction determined by them.
  • the treads 12, 14, 16 of the first set are first divided in the longitudinal direction into a second set of treads 12a, 14a, 16a and the other second set of treads 12b, 14b, 16b by the two second sets of treads in the further course in the longitudinal direction opposite to each other in the circumferential direction are twisted by a helix angle, while their relative distance and orientation is maintained within the respective set.
  • the continuous transition is to be understood as a transition over which the chassis 3 can move without having to stop and / or move jerkily or twist.
  • the width of the treads of the first and second sets is the first in the present embodiment
  • Cross-section I and the last cross-section VII are the same and it changes in the course in the longitudinal direction between them in order to form the continuous transition.
  • the treads of the first set and partially of the second set are each separated in the circumferential direction of the turning portion 10. This separation can take place by a gap between the running surfaces or, as in the present embodiment, by peripheral surfaces that are not running surfaces. With the design of the separation by a circumferential surface, the strength of the turning section is increased due to the closed circumference of the support rail.
  • the starting section 10 has the function of forming two second sets of running surfaces from a first set of running surfaces in the longitudinal direction, which can continue in the branch section 20 in two different directions. Furthermore, the turning section 10 has the function of rotating a chassis that encompasses the support rail about the longitudinal axis of the support rail or the turning section 10.
  • the two second sets of running surfaces 12a, 12b, 14a, 14b, 16a, 16b preferably twist in the longitudinal direction in opposite directions and each in a partially helical manner. That is, the running surfaces or their center line rotates at a constant distance from the longitudinal axis of the turning section. It is also preferred that the first set of running surfaces merges into two second sets of running surfaces in the longitudinal direction symmetrically to the longitudinal axis or to a plane containing the longitudinal axis. That is, the amount of the respective change in the helix angle in the course of the longitudinal direction of the two second sets of treads is the same.
  • the turning section 10 in FIG. 2 is cut in the cross-sections I to VII which follow one another in the longitudinal direction.
  • the longitudinal direction after the turning section 10 The arrow shown indicates the direction in which the branch section 20 follows.
  • the turning section 10 is designed so that the from a first polygonal cross-section I perpendicular to the longitudinal direction at one end, which intersects the first set of tread, to a last polygonal cross-section VII at the other end, which the two second sets of treads intersects, transitions.
  • the first polygonal cross section I and the last polygonal cross section VII are each square, hexagonal or octagonal.
  • the first polygonal cross section I and the last polygonal cross section VII are each hexagonal.
  • the first cross-section I need not exclusively have uniform sides, but can also, as shown in the embodiment in FIG Form lying areas and the surface of which is not important for the movement of the chassis, alternate.
  • the number of rectilinear sides depends on the number of running surfaces which are planar in this example and which a chassis 3 uses.
  • the last cross section VII at the other end here requires twice the number of these running surfaces, so that it has two sets of running surfaces.
  • the chassis 3 preferably has wheels 5 which grip the chassis in a form-fitting manner over the running surfaces with the support rail in the circumferential direction of the support rail.
  • the chassis 3 can also have rolling elements and / or sliding elements 5 in order to guide the chassis 3 along the running surfaces in the longitudinal direction of the support rail.
  • the chassis 3 can have a magnetic levitation device and / or an air cushion generating means 5, so that the chassis 3 encompasses the support rail in a shape-corresponding manner, to move without contact or floating on the running surfaces in the longitudinal direction of the mounting rail.
  • the running surfaces 12, 14, 16 of the first set and / or the running surfaces 12a, 12b, 14a, 14b, 16a, 16b of the second set are preferably flat running surfaces.
  • Flat running surfaces means that the running surfaces are essentially flat or even and at most slightly curved or arched.
  • chassis 3 with wheels or rolling elements 5 the flat running surfaces have the advantage that the traction is improved compared to curved running surfaces.
  • Air cushion generating means 5 a constant distance between the running surfaces and the chassis 3 is advantageous for a control of these.
  • the simple shaping of the sliding elements 5 with flat running surfaces leads to a simpler production of the sliding elements 5.
  • the running surfaces are each preferably point-symmetrical with respect to the center point of cross-sections perpendicular to the longitudinal direction of the support rail.
  • the point-symmetrical shape reduces the complexity of the shape and is therefore more cost-effective to manufacture.
  • the running surfaces can alternatively be curved running surfaces, the curvature of which differs from a curvature for guiding or moving functionless surfaces in the circumferential direction between the running surfaces.
  • the running surfaces can have a radius of curvature, provided that the guidance of the chassis 3 around the circumferential direction of the support rail is guaranteed.
  • the starting section from FIG. 2 is continued directly in the direction of the arrow with the branch section 20.
  • the branch section 20 continues one of the second sets of running surfaces 12b, 14b, 16b in a straight line in the longitudinal direction of the turning section and continues the other second set of running surfaces 12a, 14a, 16a in a curved manner and laterally away from the longitudinal direction of the turning section 10 away, so that a junction or fork of the mounting rail is formed.
  • FIGS. 4 to 10 are assigned to the cross sections I to VII shown in FIG.
  • FIG. 4 shows the cross section I-I of the turning section 10 from FIG. 2 with the chassis 3.
  • the chassis 3 partially surrounds the support rail in the circumferential direction and is arranged in a form-fitting manner on the running surfaces via the wheels 5.
  • the chassis 3 is open in a circumferential area or sector in order, as explained later, to be able to pass the passive switch 1.
  • the free space created by the opening of the chassis offers the possibility of being able to pass add-on parts such as fastening elements on the support rail, on which the support rail can be supported, for example, hanging from a support element or resting on supports.
  • Fig. 5 shows the cross section II-II from Fig. 2 with the chassis 3.
  • the first running surfaces 12, 14, 16 shown in Fig. 4 go into two second sets of running surfaces 12a, 12b, 14a, 14b, 16a, 16b above.
  • the transition takes place in the course in the longitudinal direction first by dividing the first set of treads into the two second symmetrical sets of treads and then by rotating the second sets of treads in opposite directions to one another about the longitudinal axis.
  • the chassis 3 has steering means which selectively forces the chassis 3 from the first set of treads 12, 14, 16 onto the second set of treads 12b, 14b, 16b extending from the straight direction, so that the chassis moves 3 can rotate around the longitudinal axis in continuous contact with the running surfaces.
  • Fig. 6 shows the cross-section III-III from Fig. 2 with the chassis 3.
  • the running surfaces of both second sets are further along the longitudinal direction in the course in the longitudinal direction rotated so that the running surfaces are rotated by 30 ° compared to cross section II in the present embodiment.
  • FIG. 7 shows the cross section IV-IV from FIG. 2 with the chassis 3 in the further course in the longitudinal direction.
  • the running surfaces are further twisted about the longitudinal axis in the course in the longitudinal direction, so that the adjacent and oppositely twisted running surfaces approach one another.
  • a region 11 which is not a tread is formed in the course of the longitudinal direction between adjacent treads twisted away from one another.
  • Fig. 8 shows the cross-section VV from Fig. 2 in the further course in the longitudinal direction with the chassis 3.
  • the adjacent treads rotated relative to one another about the longitudinal axis now lie on top of one another or have united and the intermediate areas 11 that are not treads are trained larger.
  • the running surfaces and thus also the chassis 3 arranged on them are rotated by 60 °.
  • Fig. 9 shows the cross section VI-VI from Fig. 2 in the further course in the longitudinal direction with the chassis 3.
  • the turning section 10 is designed so that the two second sets of running surfaces 12a, 12b, 14a, 14b, 16a, 16b in the Continuously in the longitudinal direction to form a (single) second set of running surfaces 12a, 12b, 14a, 14b, 16a, 16b, and in the further course in the longitudinal direction again continuously in two second sets of second running surfaces 12a, 12b, 14a, 14b, 16a, 16b are divided.
  • the further rotation of the running surfaces in the course in the longitudinal direction results, in the present embodiment, in a renewed division of the running surfaces lying one above the other or combined with one another.
  • the chassis 3 again selectively steers onto a set of treads using the steering means.
  • FIG. 10 shows the cross section VII-VII from FIG. 2 in the further course in the longitudinal direction with the chassis 3.
  • the running surfaces are now rotated about the longitudinal axis in the course in the longitudinal direction to such an extent that the running surfaces and thus the chassis 3 arranged on them are rotated by 90 ° compared to cross section II. That is, the free space formed by the opening of the chassis 3 is also rotated by 90 ° and the chassis 3 can move in the further course in the longitudinal direction on the junction section on the treads selected according to the selective turning in the direction thereof, without the in the other direction running treads collide because they are aligned with the opening of the chassis 3.
  • the chassis 3 follows the running surfaces 12b, 14b, 16b and continues to move in a straight line.
  • FIG 11 shows part of the branch section 20 in a plan view.
  • the treads 12a, 14b taper in the longitudinal direction towards a common first edge 22.
  • Another second edge 24 of the tread 14b continues in a straight line over the junction and another third edge 23 of the tread 12a continues in a curved manner over the junction .
  • the transition in the course in the longitudinal direction with recesses 21a, 21b adjoining the second and third edges is formed in such a way that the chassis 3 can move over them.
  • the functioning of the branch section 20 corresponds to the branching of a rail disclosed in WO 02/04273 A1.
  • the turning section 10 shows a diagram with the twist angle, which defines the twisting of the running surfaces of the second set in the circumferential direction, in the course in the longitudinal direction of the turning section 10 with a total length of, for example, 5 m and a twist by an example of a twist angle of 90 °.
  • the turning section 10 is designed in such a way that the rotation or the twist angle of the running surfaces
  • G is the total length of the turning section 10 from the first cross section I to the last cross section VII in the longitudinal direction.
  • the turning section 10 can be designed in such a way that the rotation or the twist angle of the running surfaces
  • A the distance from the first cross-section in the longitudinal direction
  • G is the total length of the turning section 10 from the first cross section I to the last cross section VII in the longitudinal direction. In both formulas, it must be taken into account that one set of second running surfaces 12a, 14a, 16a is twisted in the opposite direction to the other set of second running surfaces 12b, 14b, 16b.
  • the running surfaces of the two second sets are preferably continuously rotated around the longitudinal axis of the support rail in the circumferential direction, as can be seen from the courses shown in FIG. 12, between the first cross section I and the last cross section VII.
  • the continuous rotation of the running surfaces has the advantage that the chassis 3 can rotate smoothly in the circumferential direction with uniform movement in the longitudinal direction along the turning section.
  • the continuous rotation of the running surfaces is therefore preferably carried out in such a way that the change in the angular acceleration of the chassis about the longitudinal axis - with uniform movement in the direction of the longitudinal axis - is constant. This reduces the risk of damage to transported goods or materials and / or injury to transported persons or passengers.
  • FIG. 13 shows a turn-back section 30b, which continues the branch section 20 in one of the two directions in the longitudinal direction and whose running surfaces are turned in the further course in the longitudinal direction so that a last cross-section of the turn-back section 30a, 30b corresponds to the first cross section I of the turning section 10 equals.
  • the reverse rotation section 30b is designed such that the one set of second running surfaces 12b, 14b, 16b is rotated back around the longitudinal axis of the reverse rotation section in the direction opposite to the direction in the turning section.
  • the chassis 3 is thus brought into an initial position by the course of the running surfaces 12b, 14b, 16b, which is a position before Turning section 10 is the same.
  • the reverse rotation section can rotate the chassis 3 back by 90 °.
  • Reverse rotation section 30a twisted.
  • the chassis 3 rotates in the course of the running surfaces 12a, 14a, 16a on which it moves, and is then in the starting position as at the beginning of the turning section 10.
  • Fig. 15 shows another embodiment of the present invention.
  • the number of treads of the first set of treads is not limited.
  • the first set of treads and hence each of the two second sets of treads has two, three or four treads respectively.
  • 4 shows four treads of a first set of treads 12,14,16,18 and correspondingly the chassis 3 has four wheels 5
  • the course of the turning section 10 should be designed analogously to FIGS. 4 to 10.
  • FIG. 16 shows a cross section II of the turning section 10 with the chassis 3 in a further embodiment of the turning section 10.
  • the areas 11 of a support rail that are not running surfaces are cut out.
  • the running surfaces 12,14,16,18 are formed by transverse webs of I or T profiles, which connect to a right-angled X in the middle of the support rail.
  • This embodiment requires less material for the formation of the mounting rails, but leads to a complex geometry of the turning section 10 in the course in the longitudinal direction of the turning section 10.
  • FIG. 17 shows a monorail 2 with a support rail with running surfaces which are arranged around the circumference of the support rail, a chassis 3 which can move along the running surfaces of the support rail, and a passive switch 1, the running surfaces of the support rail being flat.
  • Flat running surfaces have the advantage over curved running surfaces that wheels 5 have less wear because they can roll evenly on the running surfaces.
  • the support rail is supported by means of overlapping pillars anchored in the ground.
  • the complete turning section 10 of the passive switch 1 is not shown in FIG. 17, but only the branching section 20 and, in the further course, a turning back section 30.
  • the turning section 10 does not have to merge directly into the branching section, but can, as in the embodiment in FIG. 17, have an intermediate straight section of a mounting rail which, for example, has no twist. This applies accordingly to the transition between the branch section 20 and the respective reverse rotation sections 30a, 30b.
  • a structure 4 is attached to the chassis 3, which in the present embodiment is, for example, a gondola for the transport of people, which is carried suspended from the chassis 3.
  • the chassis 3 and the structure 4 together form a car.
  • the structure can alternatively also carry a surveillance camera or other transport goods that are moved with the chassis 3 along a support rail.
  • the carriage formed with the chassis 3 and the body 4 can have a pretensioning mechanism which acts as a steering means.
  • the structure 4 is rotated relative to the chassis 3 about a longitudinal axis of the chassis 3, and the chassis 3 is thus pretensioned with respect to the support rail 1 with the aid of the weight.
  • the mode of operation of the rotation of the structure with respect to the chassis corresponds to the rotation of a transport trolley with respect to a trolley as disclosed in WO 02/04273 A1 Fig. 4a, 4b and 4c of WO 02/04273 A1 shown.
  • the weight of the twisted structure 4 pretensions the chassis 3 with respect to the support rail and, when the running surfaces are divided in the turning section 10, steers the chassis 3 into the corresponding second set of running surfaces.
  • the chassis 3 can furthermore be pivotable about the horizontal longitudinal axis and / or the horizontal transverse axis and / or the vertical axis in order to be able to follow a curved support rail in the longitudinal direction. Pivoting around the transverse axis allows the chassis or the superstructure to be tilted or pitched in order to be able to follow a changing incline or an incipient incline.
  • the ability to pivot about the vertical axis, the longitudinal axis and the transverse axis of the chassis is particularly advantageous if a car has several chassis arranged one behind the other in the longitudinal direction, so that the car can follow changes in the course of the rails in all directions.
  • the chassis 3 can furthermore have a drive which can accelerate the chassis 3 via friction / traction between wheels driven by a motor and the support rail or decelerate it via braked wheels.
  • the chassis can be accelerated or decelerated via a recoil effect from, for example, a jet engine, via a magnetic field from, for example, a longitudinal stator and / or via a thrust from a propeller driven by the drive of the chassis 3.
  • the passive switch 1 can therefore be used independently of the type of drive of the chassis 3.
  • An alternative invention is a monorail 2, which corresponds to the aforementioned monorail 2, but has a different passive switch, not according to the invention, and a support rail with flat running surfaces. Due to the flat running surfaces, the chassis can be stable and wear-resistant along the running surfaces of the support rail, at least in areas of the monorail between the Turnouts lie, move and no moving parts are required on the turnout.
  • Such an alternative monorail 2 can be designed with a support rail which has a cross section which corresponds to the first cross section I-I from FIG. 4.
  • a switch with a largely circular cross-section such as, for example, in the monorail track disclosed in WO 02/04273 A, can be designed as a passive switch.
  • the support rail of this monorail therefore does not have any planar running surfaces in the area of this passive switch and is therefore mainly suitable for monorails with a few branches.

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  • Platform Screen Doors And Railroad Systems (AREA)

Abstract

L'invention concerne un aiguillage passif (1) pour un monorail (2) qui présente un châssis qui peut être déplacé le long de surfaces de roulement disposées autour de la périphérie d'un rail de support du monorail. L'aiguillage (1) présente une section mise en rotation (10), qui est conçue de telle sorte qu'un premier ensemble de surfaces de roulement (12, 14, 16) effectue une transition continue en deux seconds ensembles de surfaces de roulement (12a,12b,14a,14b,16a,16b) sur la longueur des surfaces de roulement, que les surfaces de roulement (12, 14, 16) du premier ensemble sont divisées en deux seconds ensembles de surfaces de roulement (12a, 12b, 14a, 14b,16a,16b) dans la direction longitudinale et que les deux seconds ensembles de surfaces de roulement (12a, 12b, 14a, 14b, 16a, 16b) sont mis en rotation par un angle de torsion l'un par rapport à l'autre dans des directions opposées dans la direction circonférentielle plus loin le long de la longueur des surfaces de roulement, et une section de ramification (20), qui est située derrière la section mise en rotation (10) dans la direction longitudinale et qui prolonge les deux seconds ensembles de surfaces de roulement (12a, 12b, 14a, 16a, 16b) dans différentes directions.
PCT/EP2021/053790 2020-02-19 2021-02-16 Aiguillage passif pour monorail, et monorail WO2021165271A1 (fr)

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EP21708943.2A EP4107331A1 (fr) 2020-02-19 2021-02-16 Aiguillage passif pour monorail, et monorail

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102020001056.3 2020-02-19
DE102020001056.3A DE102020001056B3 (de) 2020-02-19 2020-02-19 Passive weiche für einschienenbahn und einschienenbahn

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WO2021165271A1 true WO2021165271A1 (fr) 2021-08-26

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PCT/EP2021/053790 WO2021165271A1 (fr) 2020-02-19 2021-02-16 Aiguillage passif pour monorail, et monorail

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EP (1) EP4107331A1 (fr)
DE (1) DE102020001056B3 (fr)
WO (1) WO2021165271A1 (fr)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3144836A (en) 1962-04-03 1964-08-18 Robert W Cripe Monorail system
WO1995020704A1 (fr) * 1994-01-28 1995-08-03 Icons Oy Systeme de metro aerien
WO2002004273A1 (fr) 2000-07-11 2002-01-17 Alexander Lechner Systeme de transport
WO2006133468A1 (fr) 2005-06-13 2006-12-21 Alexander Lechner Installation de transport

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3144836A (en) 1962-04-03 1964-08-18 Robert W Cripe Monorail system
WO1995020704A1 (fr) * 1994-01-28 1995-08-03 Icons Oy Systeme de metro aerien
WO2002004273A1 (fr) 2000-07-11 2002-01-17 Alexander Lechner Systeme de transport
WO2006133468A1 (fr) 2005-06-13 2006-12-21 Alexander Lechner Installation de transport

Also Published As

Publication number Publication date
EP4107331A1 (fr) 2022-12-28
DE102020001056B3 (de) 2021-07-15

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