EP0389616B1 - Point for vehicle tracking installations, in particular magnetic cushion train tracking installations - Google Patents

Abstract

A point (2) is disclosed for vehicle tracking installations, in particular magnetic cushion train tracking installations (20). The first part (4) of the point, required for tracking in the first position of the point, and the second part (6) of the point, required for tracking in the second position of the point, are able to move downwards when switching the points (2), out of the plane (48) of the tracking installation (20), so that the first part (4) of the point can be exchanged for the second part (6) of the point and vice-versa.

Description

The invention relates to a switch for vehicle tracking systems, in particular for magnetic levitation tracking systems.

The most widespread vehicle tracking systems are railways, whereby - seen in the direction of vehicle movement - a left and a right track are provided at a distance of the track gauge. The standard turnout construction for such rail routes looks like this - explained in the case of a first turnout position for "straight ahead" and a second turnout position for "branching off to the right" as follows: To change from the first turnout position to the second turnout position, a curved track section with elastic bending or moved from the inside against the left, straight-running track section while swiveling around a vertical axis At the same time, a right, straight track piece is moved inward by elastic bending or by pivoting about a vertical axis away from the right, turning track piece. Now the rail vehicle has a rail path that turns to the right instead of the previous straight rail path. In the area of the so-called switch maze, i.e. the intersection between the left turning track and the right straight track, no changeover is necessary because there the tracks only have to be interrupted for a narrow slot, which offers space for the track wreaths of the rail vehicles, and because these slots generally run at an acute angle to the track direction.

Magnetic levitation track guidance systems pose significantly greater problems. If one takes over the switch construction known for railways analogously, there are large interruptions in the other track construction in the area of the switch heart. To deal with them, for example, special switch rails must be provided there and special switch wheels must be provided on the magnetic levitation vehicle. In addition, precautions must be taken to ensure the lateral tracking of the magnetic levitation vehicles. All of this leads to a complicated and complex switch construction and usually to an uncomfortably low limitation of the speed of the magnetic levitation vehicles when driving over the switch. - It has already been considered to set up a switch for magnetic levitation track guidance systems in such a way that the switch parts for straight-ahead travel are completely moved to the side and completely replaced by the switch parts for branching. Such a switch construction requires a lot of space on the side, which is often not available, especially when several switches are close together in space. In addition, components with a very large mass have to be moved laterally, which makes the switch construction difficult and complex.

Turnouts are known from US-A-3782291, CH-A-427872 and DE-C-38133, in which the first turnout parts required for tracking in the first turnout position and the second turnout parts required for tracking in the second turnout position a downward movement out of the plane of the tracking system for exchanging the first switch parts for the second switch parts and vice versa when changing the switch, the switch parts are combined to form a uniformly movable switch element, in which a swiveling movement by 90 ° exchanges the switch parts causes. The disadvantage here is the large mass of the switches, which also makes the switch construction heavy and complex and the partial space requirement next to the route.

The object of the invention is to make available a switch construction which is particularly suitable for magnetic levitation track guidance systems and which practically requires no space in addition to the guideway and is less complex than previous switch designs. This object is achieved by a switch according to claim 1.

The term "level of the guidance system" means the upper boundary level of the "guidance tracks".

The term "magnetic levitation train" is to be understood comprehensively and is also intended to include magnetic levitation trains in which a large part of the force required to carry the vehicle against gravity is magnetically applied, but a remaining part of the load capacity is absorbed by rollers or wheels.

The terms "first switch parts" and "second switch parts" refer to the respective switch position. For example, the first turnout parts are those that provide guidance when the vehicle is traveling straight ahead, and the second turnout parts are those that take over the guidance of the vehicle when the turn is turned to the right or left. The same applies to switches where there is no straight-ahead position in the strict sense of the word, but one lane is curved to the left and the other lane is curved to the right. Finally, turnouts should be mentioned in which both lane guidance paths are curved in the same direction but with a different radius.

• ein linker erster Abschnitt, der ein linkes erstes Weichenteil und ein linkes zweites Weichenteil aufweist, sowie ein rechter erster Abschnitt, der ein rechtes erstes Weichenteil und ein rechtes zweites Weichenteil aufweist:
• ein zweiter Abschnitt, der ein linkes zweites Weichenteil und ein rechtes erstes Weichenteil aufweist; und
• ein dritter Abschnitt, der ein rechtes erstes Weichenteil und ein linkes zweites Weichenteil aufweist.

The switch is divided into several sections along and across the direction of travel, each of which has at least one (previously defined) first switch part and one (previously defined) second switch part. The switch parts to be exchanged are smaller and lighter than in the documents cited above, so that the space required and the size of the masses to be moved result in a considerably more favorable construction.
The following section division of the turnout - progressing from the combined, "pointed" turnout end to the forked turnout end - is particularly favorable:

• a left first section which has a left first switch part and a left second switch part, and a right first section which has a right first switch part and a right second switch part:
• a second section having a left second switch part and a right first switch part; and
• a third section, which has a right first switch part and a left second switch part.

The terms "left turnout part" and "right turnout part" refer to the two "tracking tracks" seen in the direction of travel of the vehicle. Magnetic levitation trains usually also have a left "tracking track" and a right "tracking track".

There are many options for moving the switch parts down out of the level of the guidance system and replacing them with the other switch parts.

However, the possibility of moving out and moving in by pivoting about an axis which is at least roughly parallel to the longitudinal direction of the switch part in question is particularly preferred. The following description will clarify that the pivot axes are not exactly parallel to the longitudinal direction of all relevant switch parts, especially in the particularly preferred embodiments. In addition, the total longitudinal direction of curved switch parts is not exactly defined, but can be approximated as the direction of the chord of the curved switch part in question.

According to a particularly important, preferred embodiment of the invention, the switch parts are not moved out of the plane of the guidance system, or are moved into this plane. Rather, each one combines a first and a second switch part, which belong together when the switch changeover is exchanged, to form a uniformly movable switch element, so that during a switch changeover movement both the relevant first switch part moves down out of the plane of the guidance system and the second switch part in question is moved up into the level of the guidance system and vice versa. This considerably simplifies the switch construction.

A further developed switch construction is regarded as particularly favorable, in which the (respective) switch element, the relevant first switch part and the relevant one contains a second switch part in such an arrangement that a switch changeover pivoting movement about an axis which is at least roughly parallel to the switch element longitudinal direction brings about the switch part replacement. In principle, the arrangement can be designed for any angular dimensions of the pivoting movement, as long as the switch parts that are not required for tracking are brought out far enough from the plane of the tracking system, which excludes very small pivoting angles. A pivoting movement angle of essentially 180 ° leads to an arrangement in which the other switch part is, so to speak, on the underside of the switch part currently in the functional position. A pivoting movement angle of essentially 90 ° is particularly preferred because this leads to particularly favorable conditions in terms of space and construction, which will be made even clearer by an embodiment to be described below. It does not matter that the swivel movement angle is exactly 90 °. The entire range from 45 ° to 135 ° is favorable.

The expression "axis which is at least roughly parallel to the longitudinal direction of the switch element" is only intended to give a rough indication of the position of the pivot axis, especially in the case of a switch element which contains both a first switch part and a second switch part, this longitudinal direction is not exactly defined is.

Figur 1a)

schematisiert eine Draufsicht auf eine Weiche für eine Magnetschwebebahn-Spurführungsanlage in einer ersten Weichenstellung;

Figur 1b)

schematisiert eine Draufsicht dieser Weiche in einer zweiten Weichenstellung;

Figur 2

schematisiert eine Draufsicht der Weiche von Fig. 1, wobei die erste Stellung in durchgezogenen Linien und die zweite Stellung in gestrichelten Linien dargegestellt ist und wobei die Unterteilung in Weichenabschnitte veranschaulicht ist;

Figur 3

schematisiert im Querschnitt eine Magnetschwebebahn-Spurführungsanlage und das zugehörige Magnetschwebefahrzeug;

Figur 4

in perspektivischer, vergrößerter Darstellung ein Weichenelement, das sowohl ein erstes Weichenteil als auch ein zweites zweites Weichenteil enthält;

Figur 5

schematisiert eine Möglichkeit der Schwenklagerung des Weichenelements von Fig. 4;

Figur 6

schematisiert eine weitere Möglichkeit, wie ein erstes Weichenteil und ein zweites Weichenteil zum Weichenumstellen gegeneinander ausgetauscht werden können;

Figur 7

schematisiert im Querschnitt ein Weichenelement für Schienen-Spurführungsanlagen.

The invention and refinements of the invention are explained in more detail below on the basis of exemplary embodiments, which are illustrated in a partially schematic manner. It shows:

Figure 1a)

schematized a plan view of a switch for a magnetic levitation track guidance system in a first switch position;

Figure 1b)

schematized a top view of this switch in a second switch position;

Figure 2

schematically shows a plan view of the switch of Figure 1, wherein the first position is shown in solid lines and the second position in dashed lines and the division into switch sections is illustrated.

Figure 3

schematized in cross section a magnetic levitation tracking system and the associated magnetic levitation vehicle;

Figure 4

in perspective, enlarged view of a switch element that contains both a first switch part and a second second switch part;

Figure 5

schematically shows a possibility of pivoting the switch element of Fig. 4;

Figure 6

schematically shows a further possibility of how a first switch part and a second switch part can be exchanged for switching points;

Figure 7

schematized in cross section a switch element for rail guidance systems.

The switch 2 shown in FIGS. 1 and 2 has first switch parts 4 for straight travel, which are in the functional position in FIG. 1a), and second switch parts 6 for branch travel, which are drawn in the functional position in FIG. 1b). According to the "double track" of the tracking system, two first switch parts 4 and two second switch parts 6 are shown in FIGS. 1a) and 1b).

2 illustrates that the switch 2 is divided into a total of four sections: a left, first section 12 in the direction of travel from the combined switch end 8 to the forked switch end 10, which contains a left first switch part 4a and a left second switch part 6a. A right first section 14, which includes a right first switch part 4b and a right second switch part 6b. A second section 16, which includes a left second switch part 6c and a right switch part 4c. A third section 18 that includes a right first switch part 4d and a left second switch part 6d. The two first sections 12 and 14 are arranged side by side. This is followed by the second section 16 and the third section 18 in the direction of travel mentioned. In the first sections 12 and 14 and in the third section 18, the switch parts contained diverge in the direction of movement mentioned, while in the second section 16 the switch parts contained converge in the movement direction described. It can be seen that as a result of the division of the switch 2 into the sections 12 to 18, the extent of the divergence or the convergence of the switch parts is relatively small and that the size and the weight of the sections 12 to 18 are relatively small. Each section 12 to 18 thus contains a switch element, which in turn contains a first switch part and a second switch part. Sections 12 and 14 each consist of one explained below Switch element 40. Sections 16 and 18 each consist of a central switch element 40 and on the left a fixed first switch part 4 and on the right a fixed second switch part 6.

3 shows the structure of a known magnetic levitation track guidance system 20. The tracking system 20 is mirror-symmetrical to a central plane. Each half consists essentially of a high-ridge I-beam 22, to which a traveling field stator 26 is attached to the inner file of the upper horizontal flange 24 on the underside. At the inner end of this horizontal flange 24, an angle profile 28 is fastened with a vertical leg going vertically upwards and a horizontal leg going horizontally inwards at the top. The magnetic levitation vehicle 30 reaches downward through the space between the two I-beams 22 and is widened below the upper horizontal flanges 24 of the two I-beams 22. A row of permanent magnets 32 extending in the direction of travel is attached there on the left and right, which cooperate with the respective traveling field stator 26 to generate vertical load capacities and horizontal propulsive forces. Vertical guide rollers 34 interact with the horizontal leg of the angle profile 28, and horizontal guide rollers 36 interact with the vertical leg of the angle profile 28.

4 shows a switch element 40 which, as a unitary component, contains both a straight first switch part 4 and a curved second switch part 6. This switch element 40 can be used, for example, as a left first section 12 in the switch 2 shown in FIG. 2. The right first section 14, the second section 16 and the third section 18 of the switch 2 from FIG. 2 are constructed quite analogously, only with a different geometry of the curvature of the second switch part 6c and / or with attachment of the traveling field stators 26, 26 'to the other side. Sections 16 and 18 can also be shared Combine the switch element 40 when the switch parts 4 and 6 are arranged offset by approximately 180 °.

It can be seen in FIG. 4 that a piece above the center is welded to the vertical web 38 of the I-beam 22, an angular beam 42 which, at the designated position of the switch element 40, in which the web 38 is vertical, has a longer one on the web 38 welded, horizontal leg 44 and at the right end in Fig. 4 has a downwardly projecting vertical leg 46. At the lower end of the vertical leg 46 in FIG. 4, an angle profile 28 ′ is welded analogously to the angle profile 28 drawn in FIG. 3 and welded to the I-beam 22. In addition, a traveling field stator 26 'is attached to the left side of the vertical leg 46. The horizontal leg 44 of the angle profile 46 runs downward along the switch element 40. The vertical leg 46 of the angle profile 42 and the angle profile 28 ′ welded to it are correspondingly curved. The upper end face of the switch element 40 in the position shown is designated by 48; it also represents the level of the guidance system 20 mentioned at the beginning of the description.

When the drawn switch element 40 is pivoted 90 ° counterclockwise about the axis 50, the vertical leg 46 of the angle profile 42 comes into a horizontal position and thus forms a curved, second switch part 6 which is in the functional position. The first switch part 4 is from FIG Level of the guidance system pivoted downwards. The previous state can be restored by pivoting the switch element 40 clockwise by 90 °. The pivot axis 50 is such that when the switch element 40 is pivoted, the top of the respective switch part 4, 6 comes into the plane of the tracking system 20.

In the exemplary embodiment shown, the pivot axis 50 runs exactly in the longitudinal direction of the first switch part 4. However, the pivot axis 50 could also run at an acute angle to the longitudinal direction of the first switch part 4. It is only necessary for the geometric conditions of the switch element 40 to be such that there is a carrier top in the plane of the tracking system 20 in both pivot positions.

It is understood that when changing the switch 2 shown in Fig. 2, all four switch elements of the four sections 12 to 18 must be changed.

FIG. 5 shows a practical construction of the required pivot bearing of the switch element 40 from FIG. 4, the second switch part 6 not being shown for the sake of clarity. The bearing has a stationary, essentially roof-shaped base 52. The switch element 40 can be pivoted relative to this base 52 in the manner described. A schematically drawn hydraulic cylinder 54 is suitable, for example, as the drive for the pivoting.

6 is to illustrate that the combination of a first switch part 4 and a second switch part 6 to form a uniform switch element 40 is a particularly favorable solution, but that there are numerous other possibilities of the switch construction according to the invention, of which a further one is shown schematically here. If the first switch part 4 drawn in the functional position in solid lines is pivoted downward from the plane of the guidance system into the non-functional position shown in dashed lines, the second switch part 6 drawn in the non-functional position can be pivoted upwards into the functional position.

Fig. 7 illustrates how the switch construction according to the invention can also be used in a track guidance system. The switch element 40 shown is constructed analogously to the switch element 40 from FIG. 4. The switch element 40 contains a first switch part 4 and a curved second switch part 6 welded to it laterally at 90 °.

According to the principles described, a three-way switch can also be set up that does not require a longitudinal offset of the branch to the left and the branch to the right. On the combined side of the switch, pivotable switch elements can be provided which bring the one branch direction into the functional position when pivoting through approximately 90 ° in a first direction of rotation and which bring the other branch direction into the functional position by pivoting through approximately 90 ° in the opposite direction of rotation.

The switch according to the invention is also excellently suited for establishing an S-shaped track connection between two parallel tracking routes. The two switches required for this can be arranged directly one behind the other. A widening of the distance between the two tracking routes in the area of the S-shaped track connection is not necessary, in particular because the switch according to the invention is extremely space-saving on the side.

Furthermore, it is pointed out that the switch according to the invention can be built without problems with a "track elevation", the elevation being possible according to optimal alignment and driving comfort criteria. It is best to lower the inside of the curve and raise the outside of the curve so that the middle between the two "tracks" remains at the same level.

• Zwei Magnetschwenbebahn-Spurführungsstrecken kreuzen sich;
• eine Magnetschwenbebahn-Spurführungsstrecke kreuzt sich mit einer konventionellen Schienenspurführungsstrecke;
• eine Magnetschwenbebahn-Spurführungsstrecke kreuzt sich mit einer Straße.

Finally, it is pointed out that the principle of the invention can also be used in an analogous manner to set up crossings. Here the "180 ° solution" is particularly recommended in such a way that in a first position one "track" is at the top and in a second position the other, crossing "track" is at the top. In particular, the following types of crossings can be created:

• Two maglev track guidance routes intersect;
• a maglev track guidance route intersects with a conventional rail guidance route;
• a maglev track guidance route crosses with a road.

Claims (6)

1. Point (2) for vehicle track guidance installations, in particular for magnetic suspension railway track guidance installations (20), in which the first point members (4) required for track guidance in the first point setting and the second point members (6) required for track guidance in the second point setting are mounted for a downward movement out of the plane (48) of the track guidance installation (20) for exchange of the first point members (4) against the second point members (6) and conversely on changeover of the point (2), characterised thereby that it is divided longitudinally and transversely to the travel direction into several sections (12, 14, 15, 18) which each have, with respect to the respective point setting, at least one first point member (4) and one second point member (6).
2. Point according to claim 1, characterised thereby that - proceeding from the unified point end (8) to the forked end (10) - there are provided:

   - a left first section (12), which comprises a left first point member (4a) and a left second point member (6a), as well as a right first section (14), which comprises a right first point member (4b) and a right second point member (6b);

   - a second section (16), which comprises a left second point member (6c) and a right first point member (4c); and

   - a third section (18), which comprises a right first point member (4d) and a left second point member (6d).
3. Point according to one of claims 1 or 2, characterised thereby that the point members (4, 6) are each mounted to be pivotable about an axis (50), which is at least roughly approximately parallel to their longitudinal direction.
4. Point according to one of claims 1 to 3, characterised thereby that the first and second point members (4, 6) associated together for the point changeover exchange are combined for each point section into a point element (40) movable as a unit, so that when a point changeover movement occurs not only the relevant first point member (4) is moved downwardly out of the plane (48) of the track guidance installation (2a) but also the relevant second point member (6) is moved upwardly into the plane (48) of the track guidance installation (2a), and conversely.
5. Point according to claim 4, characterised thereby that the point element (40) includes the relevant first point member (4) and the relevant second point member (6) in such an arrangement that a point changeover pivot movement about an axis (50), which is at least roughly approximately parallel to the point element longitudinal direction, produces the point member exchange.
6. Point according to claim 5, characterised thereby that the arrangement is such that a point changeover pivot movement through substantially 90° produces the point member exchange.

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