• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a switch device for rail and magnetic transport media. The aim of the invention is to enable the passage of the arrow also by rail vehicles. The switch device comprises a flexible beam 6a, on which a similar flexible track section, intended for general use by rail and magnetic vehicles, and a device for opening and closing the gap between the beam and each such route 1a for passage of rail vehicles, are appropriately installed. 4 hp f-ly, 11 ill. of
    公开号:SU1655305A3
    申请号:SU884355451
    申请日:1988-03-23
    公开日:1991-06-07
    发明作者:Шаффер Готтфрид；Швиндт Герт
    申请人:Тиссен Индустри Аг (Фирма)；
    IPC主号:
    专利说明:

    1
    The invention relates to a switch device for rail and magnetic vehicles.
    The purpose of the invention is to enable the passage of the arrow also by rail vehicles.
    FIG. 1 schematically shows a switch device, top view; in fig. 2 shows a path that can be used for rail and magnetic vehicles (front view; FIG. 3, a part of a switch device when the arrow is aligned with a path along which rail vehicles can move, and the gap between the arrow and closed, top view, in Fig. 4 - section A-A in Fig. 3, in Fig. 5 - the same when the gap between the arrow and the path is open, in Fig. 6 - section BB in Fig. A; Figures 7 to 9 are sections B-B, G-D and D-D in Fig. 3, and Fig. 10 is a part of the arrow of the switch device on the way for magnetic vehicles when Zor between the arrow and is closed by a top view in Figure 11 - incision E-R in Figure 11)...
    FIG. 1 schematically shows a two-way switch device with two tracks 1a and 1b in the form of conventional rails for a rail vehicle, for example, a railway or tram line, two tracks 2a and 2b for a magnetic vehicle and two double tracks Za and Zb, which can be Use for rail and magnetic vehicles. In the area of the side track there are two switch devices with two arrows 4a and 4b, with which the paths Za and Zb are selectively connected to one of the side ways 1a and 1b or 2a and 2b, respectively. In the shown position of arrows 4a and 4b, the path Za is connected to path 1a, and the path Zb with path 2b, which passes through the bridge 5 shown opposite and then continues parallel to path 2a. Other possible arrow positions are shown by a dotted line.
    In this invention, arrows 4a and 4b are flexible arrows, each of which includes a flexible beam, for example, made of steel, the front end of which is rigidly fixed and constantly centered across the normal temperature gap with double paths of Za and Zb. With a friend
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    0 On the other hand, the remainder of the beam 6a and 6b is installed with the possibility of flexible movement transversely to its longitudinal axis so that its free end can be combined with the corresponding paths 1a, 1b, and 2a, L1, respectively. To facilitate bending, the beam 6a and 6b may have a length of, for example, 150 m.
    As shown in FIG. 2, each double way Za and Zb consists of a support structure, in the middle part of which two rails 8 are installed for a conventional rail vehicle 9 with wheels with a flange. The two side arms Yu of the support structure /, as well as the working components attached thereto, are used to prevent derailment and direction of the magnetic vehicle, the lower part of which captures the side arms 10. Paths 1a and 1b and paths 2a and 2b are made in a similar way, however, in one case there are no side levers 10, and in the other rails 8, so that they can only be used for one type of vehicle. On the other hand, the tracks 1a, 1b and 2a, 2b may consist of known component assemblies for rail and magnetic vehicles 9 and 11 with an appropriate base.
    The arrow of the invention is described by the example of arrow 4a. Arrow 4b can be performed in a similar manner.
    The flexible beam 6a (Fig. 2-5) consists of a box-shaped element of rectangular cross section. At least one end interacts with it, directed in the direction of the path 1a or 2a, a driving device comprising a frame 12, on which is mounted a ball / 6a 6a mounted for movement on wheels 13a and 13b on a transverse element 14, which is located along essentially perpendicular to the longitudinal axis of the Za or 1a paths, but may also be curved. The transverse element is fixed on the bottom of the well 15, made under the arrow 5a. The frame 12 is connected to the actuator 16, for example, a cylinder and a piston assembly, the rod 17 of which is pivotally connected to the support post 18. When the actuator 16 is turned on, the frame 12 can move forward and backward on the transverse element 14
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    and, therefore, the beam 6a may be bent relative to the fixed end.
    Many drive means of this type interact with the flexible beam 6a with frames 12 located along its length, each of which is connected with the drive, as with the drive 16. Due to the independent operation of all the drives, it is possible to bend the beam 6a to a given curvature, including, for example , clothoid, radius and clothoid.
    According to the present invention, on the upper side of the beam 6a there is a section of track 19, which, like the route Za, comprises a support structure 20, which in the central part is provided with two rails 3 for a rail vehicle 9 and two side levers 10 with components for using magnetic transport Means 11. The working components consist of, for example, vertical, forward guide rails 21, horizontal rails 22 and a primary part 23 of a linear stator motor. Rails 24 and working components. - 23 have the same design and dimensions as the Za path, and are located along the entire length of the arrow Yes and, therefore, can be used both for the rail vehicle 9 and for the magnetic vehicle 11. In contrast to the usual arrows for rail vehicles The means of the entire portion of the track 19 on which the rail vehicle is parting and which consists of the rails 24 are bent together with the beam 6a when this beam is combined with the path 1a and 2a.
    Normal operation of the arrows of the invention is possible only when between the end of the arrow and the adjacent lateral path 1a or 2a a corresponding wide gap (Fig. 3.6 and 11) is formed, for example, 80-150 mm wide, which does not crosslink the curvature of the section 19 But since such wide gaps can be bridged only by non-contact magnetic vehicles (but not wheeled rail vehicles), device 25 interacts with an arrow 4a to selectively open and close the gap 26 This device 25 is either built into the arrow or, as shown in FIG. .3-6, inserted between arrow 4a and section 27 of the path of at least all
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    five
    These are intended only for a rail vehicle, as is the path 1a in the example shown.
    Device 25 is used for two purposes. On the one hand, it is used to form a sufficiently large gap 26 between the arrow 4a and the path 1a, when the beam 6a must be bent back and forth. On the other hand, the device 25 must close this gap 26 when the path section 19 is connected to path 1a with a tolerance for expansion and contraction of rails caused by temperature differences or also longitudinal forces when crossing the gap by a rail vehicle.
    FIG. 3 and 6, where track 19 is aligned with path 1a, device 25 contains two conventional rigidly mounted rails 28, the ends 28a of which form a joint with track 27 and are separated from it by usual temperature gaps 24 or the like, the distance between which corresponds the width of the path 1a. On the rail section 28b, which is adjacent to each of the ends 28a, the rail 28 is secured by conventional fastening means 30 to the usual sleepers 31. The rail sections 28b are parallel to each other up to about point 32, where they merge with the rail sections 28c that are cone-shaped. 5 from each other, since the rails 28 deviate slightly outwards, starting from point 32. They deviate to such an extent that the rails 28 are at a distance on the outer rail 28b, which is twice the width of the rail head compared to the width ways 1a. The ends 28b somewhat extend beyond the boundaries of the last 1sha 31a of the device 25 and are separated from the corresponding ends of the rails 24 of the arrow 4a by a gap 26 of width b, which is required for the displacement of the arrow 4a (Figures 3 and 6).
    Preferably, the rail sections 28c (Figs. 7 and 8) have a sectional shape corresponding to the rear part of the rail cut in the flange area and, therefore, have a machined head 33, a neck 34 and a remote half flange 35, and the rail sections 28b (Fig. 9) similarly in the upper part, but have a full flange 36. Heads 33 and flanges 35 in each case
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    The tea is located on the outer side of the rail sections 28c and each of them forms an internal sliding surface located perpendicular to the sleepers and parallel to the length of the rails.
    FIG. 3-8, the device 25 further comprises two wedge-shaped, mounted with the possibility of movement of the rail 37, interacting with one of the rail sections 28c, each having a neck 38 and a flange 39 on the inner side of the track. The neck 33 and the flange 39 form on the outer part of the rail 37 a sliding surface located essentially perpendicular to the sleepers 31, which are located opposite the sliding surface formed by the heads 33 and the sole 35 of the corresponding rail section 28c. The flange 39 has the same width and is mounted for movement on the sleepers 31 by means of fastening means 40, which are at the same distance from fastening means 30, so that when moving the rail 37 back and forth, it is guided between fastening means 40 and rail sections 28 using a sliding fit. The neck 38 is wedge-shaped in horizontal section and in a top view, and therefore has a width that
    gradually increasing from the top
    37a to the base 37b of the rail 37. Therefore, the rail has an inner guide surface 41 (FIG. 7), the distance of which gradually increases from the sliding surface of the rail 37 towards the base 37b. The rolling surface 38a, located on the upper edge of the neck 38, similarly to the rolling surface ZZa of the head 33 of the rail section 28c, is used as the rolling surface of that height for the rail vehicle wheel,. and the guide surface 41 is used to guide its flange.
    The movable rails 37 have such a width of the base 37b that exactly corresponds to the width of the rolling surfaces of the rails 24 arrows 4a, and are arranged so that their tops 37a are in the area of position 32 of the device 25. The movement provided for the rails 37 corresponds to
    5 0 5 o
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    Q $
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    The least width of the gap 26, which is located between the rails 24 and the rail sections 28.
    When connecting the arrow 4a to: the tracks 1a for passing the rail vehicle, the rails 37 are moved to the position shown in FIG. In this position, their bases 37b are tightly connected to the ends of the rails 24, forming a thin seam with these ends, which were previously centered by means of a corresponding switch of the arrow 4a with path 1a. At the same time, the respective rolling surfaces and guide surfaces of the rails 24 and 37 are precisely aligned with each other so that the established width of the track 1a remains virtually unchanged due to the correspondingly conical shape of the rails 37 where their tops 37a are located. In any case, in the area between the vertices 37a and points 32, a slight increase in the width of the track is allowed, but this is the amount that must be maintained within the tolerances for the width of the track, even if the rails 37 experience increased wear. In the area 32 of the device, a change occurs which depends on the direction of movement of the rail vehicle in the sense that its wheels will be mixed with the rail section 28b on the rails 37 (and vice versa).
    However, if it is necessary to turn the arrow 4a in the direction of the arrows and or v (Fig. 3), i.e. so that in order to align it with path 2a, the rails 37 are retracted to the position of fig. 6 until the bases 37b are installed at the level of the ends 28b of the rails 28. In this position there is a gap 26 of width b between the rails 24 on the one hand and the rails 28 and 37 on the other hand, which ensures any desired bending of the beam 6a of the arrow. Due to the presence of the device 25, when the rails 37 are in a separated position, the reduction in the width of the track between the rails 37, which is therefore due, is not significant.
    You can use any type of drive to move the rails 37. Preferably, the well 42 is performed under the device 25 according to FIG. 4, on the bottom of which an actuator 43 is installed in the form of a cylinder-piston assembly with a rod arranged
    parallel to the rails 37. On the lift of the part 44 of the well 42 a stand is installed on which the lever 45 is pivotally mounted. One branch of the lever 45 is pivotally connected to the stem of the piston assembly 46, and the other (FIG. 4 is rotatably mounted on t ge 47. 1 - ha is located perpendicularly between the two rails 37 of the device 5 and is attached to. By driving the piston / cylinder unit 46, the device 25 can be installed in one or the other direction as necessary. To compensate for small changes in the width of the path that occurs between the rails 37, it is necessary only to fix the thrust 4 / on rails 3 / with sufficient backlash.
    In order to ensure reliable operation of the switch system of the invention, under all anticipated conditions, devices are additionally provided as shown in FIGS. 10 and 11.
    ten
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    5305Y
    in the lower part of FIG. Yu, when bending the beam 6a.
    On the other hand, the folding bridge 51 overlapping the gap 48 interacts with the horizontal sliding rails 2A on the side edges of the beam 6a and the corresponding sliding surfaces 22a on the path 2a and is preferably located at the corresponding end of the path 2a. Each folding bridge 51 contains two rods located at a distance and parallel to each other, which are closed at one end at the end of shaft 52. The shaft 52 is mounted in bearings 53 fixed on track 2a in well 54 formed below the sliding rail 22 and located substantially perpendicular to the axis of the paths. One end of the lever 55 is fixed on the middle part of the shaft 52, and its other end is connected to the actuating device 56 and for this purpose is connected, for example, with the cylinder-piston rod
    15
    20
    FIG. I) and 11, where the end of the beam 6a is aligned with the path 2a for the magnetic vehicle, but separated by a gap 48, the ends of the side guide rails 24 are provided with a comb 49 consisting of a plurality of horizontal plates arranged one above the other. A corresponding vertically folded complex of plates is formed on the sides of the corresponding end of the put Ja. When the beam 6a and its track section 19 are combined with the path 2a or in any other way intended for the junior vehicles, the two combs 49 and 50 engage in mutual engagement with each other (FIG. U). Thus, the combs 49 and 50 form a surface, which is a continuation of the guide rails 21 and closes the gap 48 between the respective ends of the beam 6a and the track 2a in such a way that parts of the magnetic vehicles that interact with the guide rails 24 cannot get into the gap 48 even with unfavorable conditions However, the gap 48 and the dies 49 and 50, which are in engagement with each other and located perpendicular to the bending direction, allow for the necessary bending of the beam 6a, since the dies 49 shown in the upper part of FIG. You can also use the combs 50 shown
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    node. By moving the stem forward and backward, the shaft 52 can be rotated in one or the other direction, the rods 5 / can be raised and lowered in the direction of the arrow w (Fig. 11).
    At other points of the end of the beam 6a, which are located opposite the rods 57, when they are aligned with the path 2a, there is an opening 58 in which an abutment 59 is made (FIGS. 3 and 6), on which the rods 57 can be placed. The arrangement is such that the upper edges of the rods 57 form, when they are on the stops 59, a large area connection flush with the surface of the sliding rail 7.2 and the sliding surface 22a and cover the gap 48 5 between the beam 6a and the path 2a. Therefore, parts of magnetic vehicles that interact with the sliding rails 22 and the sliding surfaces 22a cannot enter the gap 48 even under adverse operating conditions.
    Finally, two rail connections 60 are provided, located along the rails 23 (Fig. 3.6 and S). Each of these extensions is provided with a groove 61, the size of which corresponds to the height and width 37b of the displacing rails 37. When switching to path 1a or any
    0
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    another path intended for rail vehicles, these grooves 61 are used to place the bases 37b by clamping them and locking and holding in engagement with the respective ends of the rails 24. Moreover, clamping or connecting means (not shown) can be used with rail connections The second ones lock the bases 3 / b in a fixed position in the grooves 61. This additionally ensures that the rails 37, together with the rails 24, automatically perform those movements that occur in their longitudinal direction as a result of temperature fluctuations or the action of forces that are created when passing through the arrow of the rail vehicle. In this way, reliable operation of the arrow 4a and the device 25 even in the gap zone 26 is ensured. The clamping or switching means are preferably designed so that they can be controlled at a distance of 16.43 and 51 drives.
    The rails 24 of the track section 19, mounted on the beam 6a (Figs. 3 and 6), are fixed with fastening means 62 (Fig. 3.6), in the form of corrugated plates or similar devices on the support structure 20 and therefore, as is usual adopted for the construction of tracks for rail vehicles, they are designed in such a way that they can be moved longitudinally to a certain extent. Thus, the rails 24 can perform movements due to temperature fluctuations, etc. On the other hand, installation is also required with the possibility of displacement in such a way that during bending of the beam 6a, the rails 24 can move relative to the fastening means 62 in connection with the bending of the track.
    Since the bending of the beam 6a leads to the fact that the free ends of the rails 24 on the inner side relative to the CAST END OF RELS 24
    on the outside, they are pushed forward more towards the side track, therefore the ends of the rails 24 are separated by different distances from the corresponding rail ends of the side track after bending.
    To eliminate this problem, occur when the beam 6a must be bent to align with the paths
    for rail vehicles, a device similar to device 25 is provided according to this invention in arrow 4a. For this purpose, for example, rails 24 are provided with sections that are wedge-shaped in the direction of the end of beam 6a, on which inner surfaces there are wedge-shaped rails corresponding to rails 37, are installed with a sliding fit with apexes located in the middle part of the beam 6a. However, the bases of these wedge-shaped rails are fixed to the end of the beam 6a by means of locking or clamping connections so that they are always in the same position relative to each other. irrespective of the bending of the beam 6a and the formation of different distances between them and the lateral paths, is excluded. However, when bending the beam, the remaining parts of the wedge-shaped rails may slide along the rails depending on the bending of the beam 6a and, therefore, compensate for the change in length due to different curvature. The variations in the width of the path thus caused, as in the case of the device 25, are insignificant, and if the cone angles are small enough, they can be kept within the required tolerances.
    I
    The invention is not limited to the described exemplary embodiments, which may vary in different ways. For example, device 25 may be embedded in arrow 4a or 4b and be designed such that it will not be used to open and close gap 26, but also to eliminate the difference in distance between the rails after bending. Further, the invention is not limited to switch systems that can be combined with only one through path and one side path, since, having developed the idea of the invention, several side paths can be placed on both sides of the main path, and beams 6a and 6b can bend on both sides, respectively. . Finally, the invention is not limited to magnetic vehicles that grab a path from the outside or which are fixed in any other way to prevent derailment.
    权利要求:
    Claims (5)
    [1]
    1. The switch device for rail magnetic vehicles, comprising a flexible beam, one end of which is rigidly connected to the track and the other selectively directed to one of several branching tracks, with a through flexible track section mounted on the beam with at least partially covered magnetic transport by means of functional components and at least one drive of the device for bending the beam and directing its end to the choice of one of the branch paths that, in order to functionality is provided by providing a passage for rail vehicles, a beam is made of a flexible I section of the track intended for rail vehicles, and there is a gap between it and the branching tracks providing bending of the track section for rail vehicles and it is equipped with a device for opening and closing clearance.
    [2]
    2. The device according to claim 1, about tl and - the fact that the track section is formed from at least two side cantilevers for partial
    five
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    grasping vehicles and two rails between consoles for guiding rail vehicles.
    [3]
    3. The device according to paragraphs. 1 and 2, in the sense that the drive is formed by at least one frame installed with the possibility of lateral displacement relative to the specified section of the track, supporting beam, and the driving member connected to it.
    [4]
    4. The device according to claim 3, wherein the rail bears are fixed at the end of the beam to lock or lock the moving rail bases when closing the gap.
    [5]
    5. Device on PP. .1 - 4, p t - l and h e so that the track section for rail vehicles has two rails rigidly fixed on the beam, directed at one end at the beginning of the beam and diverging wedge-shaped in the direction of its other end, the inner surfaces of which are installed with the possibility of sliding wedge-shaped rails, the tops of which are mounted with the possibility of sliding to the beginning of the beam, and the base is located at its end and is rigidly fixed on the beam.
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    类似技术:
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    同族专利:
    公开号 | 公开日
    DE3709619A1|1988-10-13|
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    CA1300725C|1992-05-12|
    CN1016718B|1992-05-20|
    EP0283808A1|1988-09-28|
    US4870906A|1989-10-03|
    JP2757186B2|1998-05-25|
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    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US955809A|1909-02-23|1910-04-19|James L Earls|Rail connection for movable railway structures.|
    US1585337A|1925-02-27|1926-05-18|Feuerlein Johannes|Apparatus for distributing railway vehicles from a main line over a group of lines|
    DE1093395B|1957-08-03|1960-11-24|Alweg Forschung G M B H|Tongue switch for monorail railways|
    US3193675A|1960-08-11|1965-07-06|George L Parkes|Marshalling switch|
    US3528608A|1968-09-09|1970-09-15|Dashaveyor Co|Expansion joint|
    DE2042233C2|1970-08-26|1975-01-16|Elektro Thermit Gmbh|Tongue switch, in which the tongues consist of rail sections of the main track|
    US3847088A|1971-05-03|1974-11-12|Messerschmitt Boelkow Blohm|Magnetically suspended railway system|
    DE2241792C3|1972-08-25|1976-01-08|Siemens Ag, 1000 Berlin Und 8000 Muenchen|Mechanically adjustable switch for a magnetic suspension railway|
    US3913492A|1973-12-14|1975-10-21|Siemens Ag|Switch for a magnetic suspension railroad|
    DE2544665C3|1975-10-06|1979-06-07|Siemens Ag, 1000 Berlin Und 8000 Muenchen|Mechanically adjustable switch for a magnetic suspension railway|
    DE3420260C2|1984-05-30|1988-03-24|Krauss-Maffei Ag, 8000 Muenchen, De|DE4028197C2|1990-09-03|1994-06-30|Hirtz Helmut|Binary route|
    JP2942335B2|1990-09-26|1999-08-30|中部エイチ・エス・エス・ティ開発株式会社|Articulated point device|
    GB9524541D0|1995-11-30|1996-01-31|Westinghouse Brake & Signal|Point drive unit|
    US5953996A|1998-04-03|1999-09-21|Powell; James R.|System and method for magnetic levitation guideway emplacement on conventional railroad line installations|
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    US6951433B2|2000-08-04|2005-10-04|Dieter Reichel|Device for nonpositively fixing a bracket to a supporting base body|
    AU2001284048B2|2000-09-12|2004-09-02|Max Bogl Bauunternehmung Gmbh & Co Kg|Support beam|
    DE10102695A1|2001-01-22|2002-07-25|Train Road System Ag|Traffic system has vehicle with running gear that runs on roadway of U-shaped cross-section with supporting side walls along and next to base part, rails and/or magnetic levitation track parts|
    DE10111919A1|2001-03-13|2002-09-19|Boegl Max Bauunternehmung Gmbh|guideway beams|
    DE10130753A1|2001-06-26|2003-03-06|Johann Georg Adlfinger|Road/track layout for all types of road/track surfaces is new|
    DE20208421U1|2002-05-28|2003-10-09|Thyssenkrupp Technologies Ag|Bending beam made of steel for a lane changing device in the travel of magnetic levitation vehicles|
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    DE102007002546B4|2007-01-17|2010-02-18|Gerhard-Joachim Seibold|Multifunctional rail construction for magnetic gliding vehicles and pipe, power or communication lines|
    DE102007019525A1|2007-04-23|2008-10-30|Thyssenkrupp Transrapid Gmbh|Track changing device for maglev trains and kit for their production|
    EP2771512B1|2011-10-26|2017-06-21|Hans-Joachim Büse|Vehicle track|
    US8714092B2|2012-02-03|2014-05-06|Bombardier Transportation Gmbh|Pivot switch system and method|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    DE3709619A|DE3709619C2|1987-03-24|1987-03-24|
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