WO1998013247A1

WO1998013247A1 - Shunting installation for guided railway system vehicles, especially for magnetically levitated railways

Info

Publication number: WO1998013247A1
Application number: PCT/EP1997/002748
Authority: WO
Inventors: Andreas Fried
Original assignee: Mvp Versuchs- Und Planungsgesellschaft Für Magnetbahnsysteme M.B.H.
Priority date: 1996-09-24
Filing date: 1997-05-27
Publication date: 1998-04-02
Also published as: AU3029897A; DE19639195A1

Abstract

The present invention is related to a shunting installation designed to shunt guided railway vehicles between several connected communication tracks (14-18). Said installation comprises at least two shunting sections (8,9,10) that slide across the direction of traffic. Shunting sections (8,9,10) can be moved simultaneously but independently from each other on a commonly used track (12).

Description

SLIDING SYSTEM FOR VEHICLES TRACKED RAILWAY SYSTEMS, ESPECIALLY FOR MAGNETIC RAILWAYS

Field of the invention: guideways for track-guided vehicles, in particular for magnetic tracks

The invention relates to a sliding system for changing lanes of vehicles between two or more parallel tracks of track-bound railway systems, in particular for magnetic tracks.

For this purpose, the sliding system is designed so that the individual movable guideway sections (hereinafter referred to as sliding girders) can be moved transversely to the (vehicle) direction of travel on their own shared sliding guideways (hereinafter referred to as carriageway). In order to move a vehicle from one lane to another lane, this vehicle automatically drives onto a sliding support of the sliding installation and is positioned so that it is completely on the sliding support. Subsequently, the lane change is carried out by pushing the slide carrier unit with the vehicle transversely to the direction of travel. At one of the intended stopping positions, at which the sliding support is aligned and locked to one another with a one-way or double-sided connecting travel path, the vehicle can continue driving without restriction after the sliding support has reached its end position.

During the pushing process, the vehicles to be transported generally do not make their own movements.

State of the art of lane change devices for lane-bound vehicles and vehicles which are stationary during the pushing process are pushing systems which are generally referred to as "pushing platforms" and are used in parking or maintenance areas in which the pushing platform of vehicles without a stop either does not or only does so is possible at a greatly reduced speed. The prior art also includes sliding platforms, in particular of magnetic tracks, which allow the lane change between only one continuous lane with a limited speed of passage and several lane or maintenance lanes.

Transfer platforms and sliding systems according to the prior art are not designed in such a way that it is possible to connect continuous main tracks in the form of double or multi-track tracks with one another or additionally with other adjacent parking or maintenance tracks in such a way that unrestricted tracks in the main tracks Crossing speeds are possible without stopping and time interruptions of the main tracks are limited to the minimum operationally technically possible.

From DE 38 19 546 AI a marshalling sorting system for rail-bound vehicles, in particular for railway wagons, is known in which sliding bridges are equipped with several parallel tracks and which can be moved across several track widths. With this arrangement, it is not possible to move two track sections independently of one another, for example in order to establish the free passage of the maneuvering system with one track section in order to simultaneously move another vehicle with the other track section.

DE 22 48 912 AI describes a rail sliding ramp, which also carries two track sections that are in a rigid relationship to each other. This system therefore has the same disadvantages as the maneuvering and sorting system described above with regard to the lack of flexibility in the maneuvering processes.

The problem to be solved is to design a sliding system consisting of individual sliding supports so that it is generally possible to replace switch connections and to change lanes of vehicles regardless of the number and type of route lanes to be used (continuous main route lanes, continuous or non-continuous parking - or maintenance lanes) and regardless of the height of the drive-over speed with operationally technically shortest possible interruption times of continuous main lane lanes. The object is achieved according to the invention in that the lane change of vehicles between two or more parallel path tracks of track-bound rail systems, in particular magnetic railways, within a sliding system by pushing two or more sliding supports on its own, shared and transverse to the ( Vehicle) direction of travel is reached.

For this purpose, the sliding system is designed so that the individual sliding supports can be controlled and moved independently of one another. Each sliding beam is designed so that, thanks to its geometric design, it can accommodate any (system-related) vehicle for transport at any designated stop position within a sliding system, and each vehicle, if it serves as an integral part of the main tracks, without restriction of the crossing speeds without stopping can drive.

Further details, advantages and features of the invention result not only from the claims, the features to be extracted from them - individually and / or in combination - but also from the following description of a preferred exemplary embodiment which can be seen from the drawing.

Show it:

Fig. 1 shows an exemplary schematic representation of a

Transfer platform of conventional design for changing lanes of vehicles of track-bound rail systems, especially magnetic railways, between one continuous route and several parking routes according to the prior art;

Figure 2 shows a sliding system designed according to the invention with a plurality of sliding supports for changing lanes of vehicles between main tracks and parking paths in an exemplary representation (as a top view);

3 shows a pushing system designed according to the invention with a plurality of sliding supports for changing lanes of vehicles encompassing travel paths, in particular magnetic railway vehicles, between main travel path tracks and parking travel paths in an exemplary representation (as a cross-sectional view).

In Fig. 1, a conventional transfer table 1 with connecting path 4 is shown in an exemplary manner, as it is often used by track-bound rail systems within operating systems and corresponds to the prior art. Typical is the arrangement of only one transfer table 1 within the entire system 7, as well as the connection of several parking travel routes 6 with only one continuous travel route 4, which is not an integral part of a main travel route lane and thus vehicles only pass over the transfer platform 1 at a limited speed allowed.

For this purpose, the sliding platform 1 is shifted transversely to the direction of travel by means of its own, for example electromechanical, drives and aligned with one of the parking travel paths (6) in a provided holding position. The vehicle can then move automatically in both directions on the sliding platform 1 and associated parking path 6. According to the invention it is provided that, according to the exemplary illustration in FIGS. 2 and 3, two or more sliding supports, such as in this case 8, 9, 10, can be moved independently of one another transversely to the (vehicle) direction of travel on the same carriageway 12. For this purpose, each sliding support has its own trolleys 11, which discreetly support each sliding support 8, 9, 10 and, if necessary, can be moved in two different (opposite) directions by its own drives, for example electromechanically.

The illustration shows as an example that continuous main track lanes and storage or maintenance track lanes connected on one or both sides in any number lie next to each other and their track spacing can be the same or different. Depending on the arrangement and purpose of use of lane tracks that are to be integrated into the sliding system 13, the number of sliding supports is shown in FIGS. 2 and 3, e.g. three (8, 9, 10) set. The maximum possible uniform length of the sliding beams as well as the number and arrangement of the undercarriages 11 can be freely selected in order to ideally adapt them to the vehicles to be transported.

If the continuous main tracks are, for example, tracks 14 and 18, the sliding beams 8 and 10 generally ensure unrestricted accessibility. All middle sliding supports, here 9, are meanwhile available for free movement within the sliding installation 13 for changing lanes between the travel lanes 15, 16, 17. If vehicles are delivered or delivered on the main track lanes for the purpose of pushing, the affected slide carrier 8 or 10 leaves its previous position shortly before the vehicle arrives in the position of the neighboring one Direction facing away from the slide carrier, in order to then only remain in a waiting position 19 or 20 until the adjacent slide carrier, here 19, closes the connection of the briefly open main track lane 14 or 18 and picks up an arriving vehicle or delivers a vehicle brought along. Immediately thereafter, this slide carrier 9 returns in the direction of its original position and the slide carrier 8 or 10 in waiting position 19 or 20 immediately follows it, in order to restore the old state of unrestricted accessibility of the main track lane 14 or 18 after reaching its original starting position . In the area of the sliding system 13 between the main tracks 14 and 18, if necessary, further sliding movements can be continued by means of an adjacent sliding support, here 9.

Is the continuous main lane e.g. around the tracks 17 and 18, so the sliding beams

9 and 10, as a rule, unrestricted accessibility. All adjacent sliding supports, here 8, are meanwhile available for free movement within the sliding installation 13, but outside of the track lanes 17 and 18. If vehicles are delivered or delivered in the main lane for the purpose of pushing, the affected push carrier leaves, e.g. 10, shortly before arrival of the vehicle, its previous position in the direction facing away from the adjacent sliding support 9, in order to then only remain in a waiting position 20 until the adjacent sliding support 9 and the advancing sliding support 8 close the connection of the two briefly open main tracks and can now pick up an arriving vehicle or hand in a brought vehicle. Immediately afterwards, all sliding beams 8, 9,

10 back to their original positions. The After reaching its original position, the sliding support 10 restores the old state of unrestricted accessibility of the main track lane 18. In the area of the sliding system 13, in addition to the main tracks 17, 18, further sliding movements by means of the adjacent sliding supports, here 8 and 9, can be continued as required.

Several sliding supports, e.g. 8, 9, 10, by means of further freely configurable movement sequences, allow a very flexible vehicle disposition between any connecting path positions of the sliding system 13. The decision of the optimal operational processes is ensured by an electronic control and monitoring management.

The vehicles to be transported are usually in the idle state during the pushing process. According to FIG. 3, the clearance required for vehicles is not violated even if there is contact between two sliding supports, for example 8 and 9. A contact between two sliding supports is achieved by releasable pull / push couplings 21, which are attached to each sliding support undercarriage 11 on both sides. The operating state "coupling" is achieved, for example, after faults in the internal drives of a sliding carrier by coupling together all the pull / push couplings 21 of the undercarriages 11 of two adjacent sliding carriers and the activation of the force-transmitting drive elements. In the coupled state, a sliding carrier can be moved into a repair position, e.g. 19 or 20, and uncoupled after it has been reached, or, if the defective sliding carrier is a sliding carrier between the two outermost ones, e.g. 9, can always be carried in the coupled state . So it is possible to have a high, almost unlimited availability speed of the sliding system can also be reached from a sliding bracket in the event of loss of use.

A particular advantage of the sliding system according to the invention with several sliding carriers (FIGS. 2 and 3), in contrast to conventional sliding platforms (FIG. 1), is the time saved by the extremely flexible simultaneous use of all sliding carriers for overriding and sliding operations taking place in parallel, and the possible use as an integral part also in main tracks with operationally short interruptions in the usability of these track sections and the higher availability of the entire system even if a sliding beam fails.

The investment and operating expenses for sliding systems also decrease significantly compared to switch connections or conventional sliding platforms with an increasing number of connected tracks.

Claims

claims

1. Sliding system for moving track-bound rail vehicles between several connected routes (14-18), with two or more track sections (8, 9, 10) which can be moved transversely to the direction of travel, characterized in that the track sections (8, 9, 10) are in common used roadway (12) at the same time, but can be moved independently.

2. Sliding system according to claim 1, characterized in that the track sections (8, 9, 10) coupling devices (21) for coupling together adjacent track sections (8, 9, 10).

3. Sliding system according to claim 2, characterized in that the drive elements (11) of the track sections (8, 9, 10) can be disengaged.

4. Sliding system according to one of the preceding claims, characterized in that the guideway sections are constructed in such a way that two guideway sections (8, 9, 10) carrying vehicles can be coupled to one another without the vehicles touching one another or violating the light space of the other.

5. Sliding system according to one of the preceding claims, characterized in that the track-bound railway vehicles are magnetic tracks.