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EP0275560B1 - Switch for the station track system of a cable transport installation - Google Patents

Switch for the station track system of a cable transport installation Download PDF

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Publication number
EP0275560B1
EP0275560B1 EP87119343A EP87119343A EP0275560B1 EP 0275560 B1 EP0275560 B1 EP 0275560B1 EP 87119343 A EP87119343 A EP 87119343A EP 87119343 A EP87119343 A EP 87119343A EP 0275560 B1 EP0275560 B1 EP 0275560B1
Authority
EP
European Patent Office
Prior art keywords
rail
track
rails
travelling
switch according
Prior art date
Legal status (The legal status 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 status listed.)
Expired - Lifetime
Application number
EP87119343A
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German (de)
French (fr)
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EP0275560A2 (en
EP0275560A3 (en
Inventor
Ferdinand Hora
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Kanadevia Inova AG
Original Assignee
Von Roll Umwelttechnik AG
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 Von Roll Umwelttechnik AG filed Critical Von Roll Umwelttechnik AG
Priority to AT87119343T priority Critical patent/ATE64424T1/en
Publication of EP0275560A2 publication Critical patent/EP0275560A2/en
Publication of EP0275560A3 publication Critical patent/EP0275560A3/en
Application granted granted Critical
Publication of EP0275560B1 publication Critical patent/EP0275560B1/en
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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
    • E01B25/14—Tracks for cable-drawn railway vehicles
    • E01B25/15—Switches; Crossings

Definitions

  • the invention relates to a switch for the station track system of a cable conveyor system according to the preamble of claim 1.
  • a switch of this type for monorails is known both from US-A-4 016 818 and from DE-A-1 146 516. With both of these switches, each of the two tongues carries several parallel rails, each forming one of the tracks. In order to avoid the formation of gaps on the rails in the two driving positions of both tongues, both tracks include two sections, at least in the respective driving position. The second section is designed in the first case as a transversely displaceable track piece, while in the second case each of the tongues consists of two tongue sections which are connected to one another in an articulated manner.
  • This configuration means that the switch must be changed over in two successive swiveling movements, each of which is assigned to one of the sections of a track. It should also be noted that the distance between the rails of the tracks determines the dimensions and thus also the mass to be moved when the switch is moved.
  • the object of the invention is to create a switch suitable for the station track system of a cable conveyor system, which allows the safe entry and exit and smooth running of the vehicles in and out of the circulation of the system.
  • the movable sections of the travel rails come to lie in recesses which are formed between the stationary sections of the travel rails which end at a distance from one another.
  • the movable sections can therefore lie at least in their driving positions in the plane which is defined by the stationary sections, which enables the vehicles to run smoothly.
  • the use of connecting means also ensures that when one of the movable sections leaves the driving position corresponding to a first switch position, the other movable section is forcibly moved to the other switch position driving position.
  • the movement of the movable sections takes place in the plane defined by the stationary sections, it being expedient to simplify the guidance of the movable sections in that they can be pivoted.
  • each track has a guide rail, which guide rails run in an upwardly offset plane with respect to the travel rails, with the a guide rail crossing one rail has a section which is movable in the plane between two positions, preferably a tongue, while the other guide rail is continuous.
  • means are provided in order to lock at least the movable rail section of the branch track having a curvature in the driving position, in order to prevent the deflection of the vehicles intercept resulting forces as immediately as possible, so that the actuating means are relieved, or no restraining forces have to be applied.
  • a very cost-effective embodiment of the locking means is obtained if, as provided according to the invention, they are self-acting, in such a way that they not only automatically assume the locking position, but also leave the locking position automatically under the influence of a switching force acting on the actuating side.
  • the switch of the station track system of a cable conveyor system shown in FIGS. 1 and 2 has a straight main track 1 and a curved branch track 2.
  • the curved branch track serves for the normal circulation of the vehicles on the cable conveyor route, while the main track serves a parking route.
  • Each of the tracks 1 and 2 comprises a running rail 3 or 4, and a guiding rail 5 or 6, the guiding rails and the guiding rails defining planes parallel to one another, of which the guiding rail plane runs above the running rail plane.
  • the rails 3 and 4 comprise three stationary sections 7, 8 and 9, the ends 7a, 8a and 9a of which are spaced apart.
  • the rails 3 and 4 include movable sections 10 and 11 which can be pivoted about axes 12 and 13, respectively, running at right angles to the switch plane, between a driving position and a rest position. In the driving position shown in FIG. 1, the curved movable section 11 connects the ends 8a and 9a of the stationary sections 8 and 9 to one another, while in the driving position shown in FIG.
  • the straight movable section 10 connects the ends 8a and 7a of the stationary sections Sections 8 and 7 interconnected.
  • the rest position of the straight movable section 10 from FIG. 1 and the rest position from the curved movable section 11 from FIG. 2 evident.
  • the movable sections 10 and 11 are movable in the plane defined by the stationary sections 7, 8 and 9.
  • the guide rail 6 crossing the travel rail 3 has a section 15 designed as a tongue and pivotable about an axis 14 running perpendicular to the plane of the guide rails.
  • the section 15 can be pivoted from a driving position shown in FIG. 1, in which its free end 15a bears against the guide rail 5, into a rest position shown in FIG. 2, in which it releases the main track.
  • the movable sections 10, 11 and 15 can be moved together by means of an actuating rod 16 between the two positions and are connected to one another for the common movement as follows:
  • the actuating rod 16 which can be moved by hand or by motor, engages an arm 19 of a three-armed lever, generally designated 17, which is pivotably mounted at 18 and which has the further arms 20 and 21.
  • the arm 20 is connected to the movable rail section 11 via a link 22 at 23 and together with this link forms a knee joint.
  • the arm 21 is connected via a handlebar 24 to the arm 25 of a two-armed lever 26 which engages via 29 an arm 27 and a link 28 at the movable rail section 10, arm 27 and link 28 in turn forming a knee joint.
  • the lever 26, which is also about the pivot axis 14 of the Guide rail section 15 is pivotable, is in a torsionally rigid connection with the latter via further connecting means indicated at 27b.
  • connection of the movable sections 10, 11 and 15 is selected in such a way that the movable sections 11 and 15 move together into the driving position when the moving section 10 is moved from the driving position into the rest position.
  • the travel positions of the sections 10 and 11 are defined by stops 30a which are formed by bridge parts 30 which are rigidly fastened to the ends of the movable track sections 10 and 11. While the effect of the bridge parts 30 is discussed further below, the stops 30a projecting laterally over these sections interact with the stationary sections 7, 8 and 9, 8 to be connected in each case.
  • the driving position of section 15 is also expediently defined, namely in that it is braced against the guide rail 5. This can be achieved without aids in that the section 15 abuts the guide rail 5 as soon as the knee joint 20, 22 has reached the extended position.
  • the positions of the arms 20 and 27, which correspond to the travel positions of the sections 10 and 11, are assigned stops 20a and 27a, respectively. Since these stops 20a and 27a based on the rest positions of the knee joints 20, 22 and 27, 28 involved beyond the stretched positions prevent the same pivoting movements of the movable sections 10 and 11 in the direction of the rest position under the influence of lateral forces acting on these sections. Specifically, the stop 20a prevents the section 11 from pivoting counterclockwise under the influence of the centrifugal force exerted on this section by a vehicle traveling the distance between the pivot axis 13 and the end 9a. Of course, the stops 30a prevent the section 11 from pivoting clockwise when driving the distance between the end 8a and the pivot axis 13. In any case, the knee joints together with the stops form self-acting locking means which can only be released by moving the actuation stands 16.
  • FIGS. 3 and 4 denotes the hanger of a vehicle, which is supported on the running rail 4, or the running rail 3, via a running gear represented by an impeller 41.
  • the hanger 40 has a cantilever 42, at the free end of which a guide wheel 43 is rotatably mounted about an axis parallel to the impeller axis, which engages in the guide rail 6 which is expediently designed as a U-profile.
  • the guide rail prevents pendulum movements of the hanger about its longitudinal axis on both sides.
  • the curved hold-down rail 46 which is shown in FIG Fig. 2 is omitted, is shown in dash-dotted lines in Fig. 1 and, as can be seen, forms a further rail of the branch track 2.
  • the hold-down rail ensures that the impeller 41 is delimited by flanks 41a on both sides (Fig. 5a) , recessed tread 41b remains on the running rail 4.
  • the hold-down rail could have an approximately same radius of curvature as the running rail 4.
  • FIG. 4 With 47 another hold-down rail is designated, which cooperates with a friction shoe 48 which is attached to the chassis.
  • the further hold-down rail 47 is straight and, as can be seen in FIG. 2 (omitted in FIG. 1 for the sake of clarity), as part of the main track 1 leading to the parking track and replaces the hold-down rail 46 on it with a corresponding effect.
  • each bridge part 30 has a running surface 30b which is offset downwards with respect to the highest point of the running rail profile by an amount which is the difference in radius between the lowest point of the profile of the running surface 41b and corresponds to the rim 30b of the impeller. If an impeller 41 passes over the joint between two rail sections, which are represented in FIG. 5b by the rail sections 9 and 11, the tread 30b assumes the support of the impeller via its flank 41a.
  • bridge parts 30 with running surfaces 30b can be provided for both flanks of the impeller, as shown in FIGS Figures 1 and 2 can be seen.
  • the switch according to the invention not only avoids any risk of derailment, but also ensures that the vehicles run smoothly.
  • the switch according to the invention can also be designed such that the guide rail lies on the deflecting side of the travel rail, or has a smaller radius of curvature in the curved branch track compared to the latter. This is necessary if the vehicles pass through the station track system with the hanger turned inwards.
  • the switch according to the invention can be driven in both directions regardless of the position of the guide rail.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Chain Conveyers (AREA)
  • Synchronisation In Digital Transmission Systems (AREA)
  • Cable Transmission Systems, Equalization Of Radio And Reduction Of Echo (AREA)
  • Intermediate Stations On Conveyors (AREA)
  • Replacing, Conveying, And Pick-Finding For Filamentary Materials (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Railway Tracks (AREA)
  • Near-Field Transmission Systems (AREA)

Abstract

The switching device which interconnects a substantially linear primary track with a curved branch track, wherein each such track possesses a travel rail and in a plane above each of the travel rails a guide track, comprises two pivotable or swivelable travel rail sections and a curved pivotable or swivelable guide rail section. The pivotable or swivelable travel rail sections are alternatively movable out of rest positions into travel positions in which such are located in recesses formed by stationary travel rail sections. The movable rail sections are mutually interconnected with one another and with an actuation rod by toggle levers or toggle joint structures and thus commonly actuatable. These toggle levers or toggle joint structures coact with abutments and enable locking the movable rail sections in their travel positions. The switching device affords quiet travel of the vehicles of the overhead cable transport installation and prevents derailing thereof.

Description

Die Erfindung betrifft eine Weiche für das Stationsgleissystem einer Seilförderanlage nach dem Oberbegriff von Anspruch 1.The invention relates to a switch for the station track system of a cable conveyor system according to the preamble of claim 1.

Eine Weiche dieser Art für Hängebahnen ist sowohl aus der US-A-4 016 818 wie auch aus der DE-A-l 146 516 bekannt. Bei beiden dieser Weichen trägt jede der beiden Zungen mehrere parallele, gemeinsam je eines der Gleise bildenden Schienen. Um dabei die Bildung von Stosslücken an den Schienen in den beiden Fahrstellungen beider Zungen zu vermeiden, umfassen beide Gleise zumindest in der jeweiligen Fahrstellung zwei Abschnitte. Der zweite Abschnitt ist im ersten Fall als quer verschiebbares Gleisstück ausgebildet, während im zweiten Fall jede der Zungen aus zwei gelenkig miteinander verbundenen Zungenabschnitten besteht.A switch of this type for monorails is known both from US-A-4 016 818 and from DE-A-1 146 516. With both of these switches, each of the two tongues carries several parallel rails, each forming one of the tracks. In order to avoid the formation of gaps on the rails in the two driving positions of both tongues, both tracks include two sections, at least in the respective driving position. The second section is designed in the first case as a transversely displaceable track piece, while in the second case each of the tongues consists of two tongue sections which are connected to one another in an articulated manner.

Diese Ausgestaltung bringt es mit sich, dass die Umstellung der Weiche in zwei zeitlich nacheinander ablaufenden Schwenkbewegungen erfolgen muss, von denen jede jeweils einem der Abschnitte eines Gleises zugeordnet ist. Ebenfalls ist zu beachten, dass der Schienenabstand der Gleise die Abmessungen und damit auch die bei der Umstellung der Weiche zu bewegende Masse mitbestimmt.This configuration means that the switch must be changed over in two successive swiveling movements, each of which is assigned to one of the sections of a track. It should also be noted that the distance between the rails of the tracks determines the dimensions and thus also the mass to be moved when the switch is moved.

Aufgabe der Erfindung ist die Schaffung einer für das Stationsgleissystem einer Seilförderanlage geeigneten Weiche, die das sichere Ein- und Ausschleusen und einen ruhigen Lauf der Fahrzeuge in den bzw. aus dem Umlauf der Anlage gestattet.The object of the invention is to create a switch suitable for the station track system of a cable conveyor system, which allows the safe entry and exit and smooth running of the vehicles in and out of the circulation of the system.

Die Lösung dieser Aufgabe gelingt mit den Merkmalen des Kennzeichens von Anspruch 1.This object is achieved with the features of the characterizing part of claim 1.

Da jeder bewegliche Abschnitt nur aus einem einzigen, beim Umstellen als Ganzes bewegten Teil besteht und da alle Abschnitte mit dem gleichen Betätigungsmittel verbunden sind, ergibt sich zwangsweise eine gleichzeitige Bewegung aller Abschnitte in bzw. aus deren Fahrstellungen. Mithin gelingt es, die zweimalige Umstellung der Weiche, die für das Ein- oder Ausschleusen von Fahrzeugen in den bzw. aus dem Umlauf notwendig ist, gegebenenfalls auch von Hand in der verfügbaren Zeit durchzuführen. Mit der Beschränkung auf eine einzige Schiene pro Abschnitt lassen sich die Schwenkachsen so anordnen, dass trotz Einteiligkeit der Abschnitte minimale Stosslücken entstehen.Since each movable section consists of only a single part which is moved as a whole when changing over, and since all sections are connected to the same actuating means, there is an inevitable simultaneous movement of all sections into or out of their driving positions. It is therefore possible to change the switch twice, which is necessary for the entry or exit of vehicles into or out of circulation, if necessary also by hand in the available time. With the restriction to a single rail per section, the swivel axes can be arranged so that there are minimal gaps despite the one-piece design of the sections.

Anderseits ergibt sich aus der Beschränkung auf eine einzige Schiene pro Abschnitt die Möglichkeit, dem zwischen die Schienen der einzelnen Gleise ragenden Profil der Fahrzeuge unter freier Wahl der Grösse jedes Abschnittes Rechnung zu tragen.On the other hand, the limitation to a single rail per section gives the possibility of taking into account the profile of the vehicles protruding between the rails of the individual tracks, with the free choice of the size of each section.

Bei der erfindungsgemässen Weiche kommen demnach die beweglichen Abschnitte der Fahrschienen in Aussparungen zu liegen, die zwischen den voneinander distanziert endenden stationären Abschnitten der Fahrschienen gebildet sind. Mithin können die beweglichen Abschnitte zumindest in ihren Fahrstellungen in jener Ebene liegen, die durch die stationären Abschnitte definiert ist, wodurch ein ruhiger Lauf der Fahrzeuge ermöglicht ist. Durch die Verwendung von Verbindungsmitteln ist dabei auch gewährleistet, dass wenn einer der beweglichen Abschnitte die einer ersten Weichenstellung entsprechende Fahrstellung verlässt, der andere bewegliche Abschnitt zwangsweise in die der anderen Weichenstellung Fahrstellung bewegt wird.In the switch according to the invention, therefore, the movable sections of the travel rails come to lie in recesses which are formed between the stationary sections of the travel rails which end at a distance from one another. The movable sections can therefore lie at least in their driving positions in the plane which is defined by the stationary sections, which enables the vehicles to run smoothly. The use of connecting means also ensures that when one of the movable sections leaves the driving position corresponding to a first switch position, the other movable section is forcibly moved to the other switch position driving position.

Gemäss einer bevorzugten Ausführungsform der erfindungsgemässen Weiche erfolgt die Bewegung der beweglichen Abschnitte in der durch die stationären Abschnitte definierten Ebene, wobei es zur Vereinfachung der Führung der beweglichen Abschnitte zweckmässig ist, diese schwenkbar zu lagern.According to a preferred embodiment of the switch according to the invention, the movement of the movable sections takes place in the plane defined by the stationary sections, it being expedient to simplify the guidance of the movable sections in that they can be pivoted.

Um die Fahrzeuge beim Befahren der beweglichen Abschnitte ebenfalls zu stabilisieren und damit auch die Entgleisungsgefahr weiter zu vermindern, besitzt jedes Gleis gemäss einer bevorzugten Ausgestaltung der erfindungsgemässen Weiche eine Führungsschiene, welche Führungsschienen bezüglich der Fahrschienen in einer nach oben versetzten Ebene verlaufen, wobei die sich mit einer Fahrschiene überkreuzende Führungsschiene einen in deren Ebene zwischen zwei Stellungen beweglichen Abschnitt, vorzugsweise eine Zunge, besitzt, während die andere Führungsschiene durchgehend ist.In order to also stabilize the vehicles when driving on the movable sections and thus also to further reduce the risk of derailment, according to a preferred embodiment of the switch according to the invention, each track has a guide rail, which guide rails run in an upwardly offset plane with respect to the travel rails, with the a guide rail crossing one rail has a section which is movable in the plane between two positions, preferably a tongue, while the other guide rail is continuous.

Zweckmässigerweise sind weitere Verbindungsmittel vorgesehen, um den beweglichen Abschnitt der überkreuzenden Führungsschiene gemeinsam mit den beweglichen Abschnitten der Fahrschienen zu bewegen.Further connecting means are expediently provided in order to move the movable section of the crossing guide rail together with the movable sections of the travel rails.

In einer besonders vorteilhaften Ausgestaltung der erfindungsgemässen Weiche sind Mittel vorgesehen, um mindestens den beweglichen Fahrschienenabschnitt des eine Krümmung aufweisenden Zweiggleises in der Fahrstellung zu verriegeln, um die aus der Auslenkung der Fahrzeuge resultierenden Kräfte möglichst unmittelbar abzufangen, so dass die Betätigungsmittel entlastet sind, bzw. keine Rückhaltekräfte aufbringen müssen.In a particularly advantageous embodiment of the switch according to the invention, means are provided in order to lock at least the movable rail section of the branch track having a curvature in the driving position, in order to prevent the deflection of the vehicles intercept resulting forces as immediately as possible, so that the actuating means are relieved, or no restraining forces have to be applied.

Eine sehr kostengünstige Ausgestaltung der Verriegelungsmittel ergibt sich dann, wenn wie erfindungsgemäss vorgesehen, diese selbstwirkend sind, und zwar so, dass sie nicht nur selbsttätig die Verriegelungsposition einnehmen, sondern unter dem Einfluss einer von der Betätigungsseite her wirkenden Umschaltkraft die Verriegelungsposition auch selbsttätig verlassen.A very cost-effective embodiment of the locking means is obtained if, as provided according to the invention, they are self-acting, in such a way that they not only automatically assume the locking position, but also leave the locking position automatically under the influence of a switching force acting on the actuating side.

Nachfolgend ist die erfindungsgemässe Weiche anhand einer beispielsweisen Ausführungsform und unter Bezugnahme auf die Zeichnung näher erläutert, wobei sich aus der Erläuterung weiter vorteilhafte Ausgestaltungsmerkmale ergeben. Es zeigen:

Fig 1
die Weiche schematisch im Grundriss, in der dem normalen Fahrbetrieb entsprechenden Ablenkstellung;
Fig. 2
ein Grundriss entsprechend Fig. 1 in der Geradfahrstellung der Weiche;
Fig. 3
ein Vertikalschnitt entlang Linie III-III in Fig. 1;
Fig. 4
ein Vertikalschnitt entlang Linie IV-IV in Fig. 2; und
Fig. 5a und 5b
ein Detail der Fahrschiene im Querschnitt und im Aufriss.
The switch according to the invention is explained in more detail below on the basis of an exemplary embodiment and with reference to the drawing, further advantageous design features resulting from the explanation. Show it:
Fig. 1
the switch schematically in the floor plan, in the deflection position corresponding to normal driving;
Fig. 2
a floor plan corresponding to Figure 1 in the straight-ahead position of the switch.
Fig. 3
a vertical section along line III-III in Fig. 1;
Fig. 4
a vertical section along line IV-IV in Fig. 2; and
5a and 5b
a detail of the track in cross section and in elevation.

Die in den Figuren 1 und 2 dargestellte Weiche des Stationsgleissystemes einer Seilförderanlage weist ein gerades Stammgleis 1 und ein gekrümmtes Zweiggleis 2 auf. Im Fall des dargestellten Ausführungsbeispieles ist angenommen, dass das gekrümmte Zweiggleis dem normalen Umlauf der Fahrzeuge auf der Seilförderstrecke dient, während das Stammgleis eine Parkierstrecke bedient.The switch of the station track system of a cable conveyor system shown in FIGS. 1 and 2 has a straight main track 1 and a curved branch track 2. In the case of the exemplary embodiment shown, it is assumed that the curved branch track serves for the normal circulation of the vehicles on the cable conveyor route, while the main track serves a parking route.

Jedes der Gleise 1 und 2 umfasst eine Fahrschiene 3 bzw. 4, sowie eine Führungsschiene 5 bzw. 6, wobei die Fahrschienen und die Führungsschienen zueinander parallele Ebenen definieren, von denen die Führungsschienenebene oberhalb der Fahrschienenebene verläuft. Die Fahrschienen 3 und 4 umfassen drei stationäre Abschnitte 7, 8 und 9, deren Enden 7a, 8a und 9a voneinander distanziert liegen. Daneben gehören den Fahrschienen 3 und 4 bewegliche Abschnitte 10 und 11 an, die um rechtwinklig zur Weichenebene verlaufende Achsen 12 bzw. 13 je zwischen einer Fahrstellung und einer Ruhestellung verschwenkbar sind. In der in Fig. 1 gezeigten Fahrstellung des gekrümmten beweglichen Abschnittes 11 verbindet dieser die Enden 8a und 9a der stationären Abschnitte 8 und 9 miteinander, währenddem in der in Fig. 2 dargestellten Fahrstellung des geraden beweglichen Abschnittes 10 dieser die Enden 8a und 7a der stationären Abschnitte 8 und 7 miteinander verbindet. Andererseits ist aus Fig. 1 die Ruhestellung des geraden beweglichen Abschnittes 10 und aus Fig. 2 die Ruhestellung des gekrümmten beweglichen Abschnittes 11 ersichtlich. Jedenfalls sind die beweglichen Abschnitte 10 und 11 in der von den stationären Abschnitten 7, 8 und 9 definierten Ebene beweglich.Each of the tracks 1 and 2 comprises a running rail 3 or 4, and a guiding rail 5 or 6, the guiding rails and the guiding rails defining planes parallel to one another, of which the guiding rail plane runs above the running rail plane. The rails 3 and 4 comprise three stationary sections 7, 8 and 9, the ends 7a, 8a and 9a of which are spaced apart. In addition, the rails 3 and 4 include movable sections 10 and 11 which can be pivoted about axes 12 and 13, respectively, running at right angles to the switch plane, between a driving position and a rest position. In the driving position shown in FIG. 1, the curved movable section 11 connects the ends 8a and 9a of the stationary sections 8 and 9 to one another, while in the driving position shown in FIG. 2, the straight movable section 10 connects the ends 8a and 7a of the stationary sections Sections 8 and 7 interconnected. On the other hand, the rest position of the straight movable section 10 from FIG. 1 and the rest position from the curved movable section 11 from FIG. 2 evident. In any case, the movable sections 10 and 11 are movable in the plane defined by the stationary sections 7, 8 and 9.

Während die Führungsschiene 5 durchgehend stationär ausgebildet ist, weist die die Fahrschiene 3 überkreuzende Führungsschiene 6 einen als Zunge ausgebildeten, um eine senkrecht zur Ebene der Führungsschienen verlaufende Achse 14 verschwenkbaren Abschnitt 15 auf. Der Abschnitt 15 ist aus einer in Fig. 1 dargestellten Fahrstellung, in welcher sein freies Ende 15a an der Führungsschiene 5 anliegt, in eine in Fig. 2 dargestellte Ruhestellung verschwenkbar, in welcher diese das Stammgleis freigibt.While the guide rail 5 is designed to be stationary throughout, the guide rail 6 crossing the travel rail 3 has a section 15 designed as a tongue and pivotable about an axis 14 running perpendicular to the plane of the guide rails. The section 15 can be pivoted from a driving position shown in FIG. 1, in which its free end 15a bears against the guide rail 5, into a rest position shown in FIG. 2, in which it releases the main track.

Die beweglichen Abschnitte 10, 11 und 15 sind gemeinsam vermittels einer Betätigungsstange 16 zwischen den beiden Stellungen bewegbar und für die gemeinsame Bewegung wie folgt miteinander verbunden:The movable sections 10, 11 and 15 can be moved together by means of an actuating rod 16 between the two positions and are connected to one another for the common movement as follows:

Die von Hand oder motorisch angetrieben bewegbare Betätigungsstange 16 greift an einem Arm 19 eines allgemein mit 17 bezeichneten dreiarmigen Hebels an, der bei 18 schwenkbar gelagert ist, und der die weiteren Arme 20 und 21 aufweist. Der Arm 20 ist über einen Lenker 22 bei 23 mit dem beweglichen Fahrschienen-Abschnitt 11 verbunden und bildet mit diesem Lenker zusammen ein Kniegelenk. Der Arm 21 ist über eine Lenkerstange 24 mit dem Arm 25 eines zweiarmigen Hebels 26 verbunden, der über einen Arm 27 sowie einen Lenker 28 bei 29 am beweglichen Fahrschienen-Abschnitt 10 angreift, wobei Arm 27 und Lenker 28 zusammen wiederum ein Kniegelenk bilden. Der Hebel 26, der ebenfalls um die Schwenkachse 14 des Führungsschienen-Abschnittes 15 schwenkbar ist, steht mit diesem letzteren über weitere bei 27b angedeutete Verbindungsmittel in drehstarrer Verbindung.The actuating rod 16, which can be moved by hand or by motor, engages an arm 19 of a three-armed lever, generally designated 17, which is pivotably mounted at 18 and which has the further arms 20 and 21. The arm 20 is connected to the movable rail section 11 via a link 22 at 23 and together with this link forms a knee joint. The arm 21 is connected via a handlebar 24 to the arm 25 of a two-armed lever 26 which engages via 29 an arm 27 and a link 28 at the movable rail section 10, arm 27 and link 28 in turn forming a knee joint. The lever 26, which is also about the pivot axis 14 of the Guide rail section 15 is pivotable, is in a torsionally rigid connection with the latter via further connecting means indicated at 27b.

Die Verbindung der beweglichen Abschnitte 10, 11 und 15 ist sinngemäss so gewählt, dass sich die beweglichen Abschnitte 11 und 15 gemeinsam in die Fahrstellung bewegen, wenn der bewegliche Abschnitt 10 aus der Fahrstellung in die Ruhestellung bewegt wird.The connection of the movable sections 10, 11 and 15 is selected in such a way that the movable sections 11 and 15 move together into the driving position when the moving section 10 is moved from the driving position into the rest position.

Wie aus den Figuren 1 und 2 weiter ersichtlich ist, sind die Fahrstellungen der Abschnitte 10 und 11 durch Anschläge 30a definiert, die von Brückenteilen 30 gebildet sind, welche an den Enden der beweglichen Fahrschienen-Abschnitte 10 und 11 starr befestigt sind. Während auf die Wirkung der Brückenteile 30 weiter unten eingegangen wird, wirken die seitlich über diese Abschnitte vorstehenden Anschläge 30a mit den jeweils zu verbindenden stationären Abschnitten 7, 8 bzw. 9, 8 zusammen. Zweckmässigerweise ist auch die Fahrstellung des Abschnittes 15 definiert, und zwar dadurch, dass diese gegen die Führungsschiene 5 verspannt wird. Dies kann ohne Hilfsmittel dadurch erreicht werden, dass der Abschnitt 15 Anlage an der Führungsschiene 5 findet, sobald das Kniegelenk 20, 22 die gestreckte Lage erreicht hat.As can also be seen from FIGS. 1 and 2, the travel positions of the sections 10 and 11 are defined by stops 30a which are formed by bridge parts 30 which are rigidly fastened to the ends of the movable track sections 10 and 11. While the effect of the bridge parts 30 is discussed further below, the stops 30a projecting laterally over these sections interact with the stationary sections 7, 8 and 9, 8 to be connected in each case. The driving position of section 15 is also expediently defined, namely in that it is braced against the guide rail 5. This can be achieved without aids in that the section 15 abuts the guide rail 5 as soon as the knee joint 20, 22 has reached the extended position.

Um die Fahrschienen-Abschnitte 10 und 11 in deren Fahrstellungen zu verriegeln, sind den Stellungen der Arme 20 und 27, die den Fahrstellungen der Abschnitte 10 und 11 entsprechen, Anschläge 20a bzw. 27a zugeordnet. Da diese Anschläge 20a und 27a bezogen auf die Ruhestellungen der beteiligten Kniegelenke 20, 22 bzw. 27, 28 jenseits der gestreckten Stellungen liegen, verhindern dieselben Schwenkbewegungen der beweglichen Abschnitte 10 und 11 in Richtung der Ruhestellung unter dem Einfluss von an diesen Abschnitten wirkenden seitlichen Kräften. Konkret verhindert der Anschlag 20a eine Verschwenkung des Abschnittes 11 im Gegenuhrzeigersinn unter dem Einfluss der Zentrifugalkraft, die ein die Strecke zwischen der Schwenkachse 13 und dem Ende 9a befahrendes Fahrzeug auf diesen Abschnitt ausübt. Selbstverständlich verhindern die Anschläge 30a eine Verschwenkung des Abschnittes 11 beim Befahren der Strecke zwischen dem Ende 8a und der Schwenkachse 13 im Uhrzeigersinn. Die Kniegelenke zusammen mit den Anschlägen bilden jedenfalls selbstwirkende Verriegelungsmittel, die lediglich durch Bewegen der Betätigungsstände 16 gelöst werden können.In order to lock the travel rail sections 10 and 11 in their travel positions, the positions of the arms 20 and 27, which correspond to the travel positions of the sections 10 and 11, are assigned stops 20a and 27a, respectively. Since these stops 20a and 27a based on the rest positions of the knee joints 20, 22 and 27, 28 involved beyond the stretched positions prevent the same pivoting movements of the movable sections 10 and 11 in the direction of the rest position under the influence of lateral forces acting on these sections. Specifically, the stop 20a prevents the section 11 from pivoting counterclockwise under the influence of the centrifugal force exerted on this section by a vehicle traveling the distance between the pivot axis 13 and the end 9a. Of course, the stops 30a prevent the section 11 from pivoting clockwise when driving the distance between the end 8a and the pivot axis 13. In any case, the knee joints together with the stops form self-acting locking means which can only be released by moving the actuation stands 16.

In den Figuren 3 und 4 ist mit 40 das Gehänge eines Fahrzeuges bezeichnet, das sich über ein durch ein Laufrad 41 repräsentiertes Fahrwerk auf der Fahrschiene 4, bzw. der Fahrschiene 3, abstützt. Das Gehänge 40 besitzt einen Ausleger 42 , an dessen freiem Ende ein Führungsrad 43 um eine zur Laufradachse parallele Achse drehbar gelagert ist, die in die zweckmässig als U-Profil ausgebildete Führungsschiene 6 eingreift. Von der Führungsschiene werden demzufolge Pendelbewegungen des Gehänges um seine Längsachse nach beiden Seiten verhindert.In FIGS. 3 and 4, 40 denotes the hanger of a vehicle, which is supported on the running rail 4, or the running rail 3, via a running gear represented by an impeller 41. The hanger 40 has a cantilever 42, at the free end of which a guide wheel 43 is rotatably mounted about an axis parallel to the impeller axis, which engages in the guide rail 6 which is expediently designed as a U-profile. As a result, the guide rail prevents pendulum movements of the hanger about its longitudinal axis on both sides.

Mit 44 ist eine am Gehänge 40 befestigte Seilklemme bezeichnet, die eine Rolle 45 trägt, welche ihrerseits mit einer stationären, im Weichenbereich durchgehenden Niederhalteschiene 46 zusammenwirkt. Die gekrümmte Niederhalteschiene 46, welche der Uebersichtlichkeit halber in Fig. 2 weggelassen ist, ist in Fig. 1 strichpunktiert dargestellt und bildet wie ersichtlich eine weitere Schiene des Zweiggleises 2. Im Zusammenwirken mit der Rolle 45 gewährleistet die Niederhalteschiene, dass das Laufrad 41 mit seiner von beidseitigen Flanken 41a (Fig. 5a) begrenzten, vertieft liegenden Lauffläche 41b auf der Fahrschiene 4 verbleibt. Die Niederhalteschiene könnte anstelle eines kleineren einen annähernd gleichen Krümmungsradius wie die Fahrschiene 4 aufweisen.44 with a rope clamp attached to the hanger 40 is designated, which carries a roller 45, which in turn interacts with a stationary hold-down rail 46 which is continuous in the switch area. The curved hold-down rail 46, which is shown in FIG Fig. 2 is omitted, is shown in dash-dotted lines in Fig. 1 and, as can be seen, forms a further rail of the branch track 2. In cooperation with the roller 45, the hold-down rail ensures that the impeller 41 is delimited by flanks 41a on both sides (Fig. 5a) , recessed tread 41b remains on the running rail 4. Instead of a smaller one, the hold-down rail could have an approximately same radius of curvature as the running rail 4.

In Fig. 4 ist mit 47 eine weitere Niederhalteschiene bezeichnet, die mit einem Reibschuh 48, der am Fahrwerk befestigt ist, zusammenwirkt. Die weitere Niederhalteschiene 47 ist gerade und verläuft wie aus Fig. 2 ersichtlich (in Fig. 1 der Uebersichtlichkeit halber weggelassen) als Teil des zum Parkiergleis führenden Stammgleises 1 und ersetzt auf diesem die Niederhalteschiene 46 mit sinngemässer Wirkung.In Fig. 4 with 47 another hold-down rail is designated, which cooperates with a friction shoe 48 which is attached to the chassis. The further hold-down rail 47 is straight and, as can be seen in FIG. 2 (omitted in FIG. 1 for the sake of clarity), as part of the main track 1 leading to the parking track and replaces the hold-down rail 46 on it with a corresponding effect.

Aus den Figuren 5a und 5b ergibt sich die Wirkung der Brückenteile 30. Jeder Brückenteil 30 weist eine Lauffläche 30b auf, die bezüglich dem höchsten Punkt des Fahrschienenprofiles um ein Mass nach abwärts versetzt ist, das der Radiusdifferenz zwischen dem tiefsten Punkt des Profiles der Lauffläche 41b und dem Kranz 30b des Laufrades entspricht. Ueberfährt ein Laufrad 41 den Stoss zwischen zwei Fahrschienen-Abschnitten, die in Fig. 5b durch die Fahrschienen-Abschnitte 9 und 11 repräsentiert sind, so übernimmt die Lauffläche 30b die Abstützung des Laufrades über dessen Flanke 41a. Selbstverständlich können für beide Flanken des Laufrades Brückenteile 30 mit Laufflächen 30b vorgesehen sein, wie dies aus den Figuren 1 und 2 ersichtlich ist.The effect of the bridge parts 30 results from FIGS. 5a and 5b. Each bridge part 30 has a running surface 30b which is offset downwards with respect to the highest point of the running rail profile by an amount which is the difference in radius between the lowest point of the profile of the running surface 41b and corresponds to the rim 30b of the impeller. If an impeller 41 passes over the joint between two rail sections, which are represented in FIG. 5b by the rail sections 9 and 11, the tread 30b assumes the support of the impeller via its flank 41a. Of course, bridge parts 30 with running surfaces 30b can be provided for both flanks of the impeller, as shown in FIGS Figures 1 and 2 can be seen.

Da die Fahrschienen-Abschnitte 9 und 11 in deren Fahrstellungen in der von den Fahrschienen 3 und 4 definierten Ebenen liegen, muss für das Ueberfahren dieser Abschnitte weder ein Höhenunterschied überwunden werden noch ergeben sich dank der Brückenteile Schläge beim Ueberfahren von Schienenstössen. Demnach vermeidet die erfindungsgemässe Weiche nicht nur jede Entgleisungsgefahr, sondern sie gewährleistet auch einen ruhigen Lauf der Fahrzeuge.Since the rail sections 9 and 11 are in their driving positions in the plane defined by the rails 3 and 4, there is no need to overcome a height difference to drive over these sections, nor are there any shocks due to the bridge parts when driving over rail joints. Accordingly, the switch according to the invention not only avoids any risk of derailment, but also ensures that the vehicles run smoothly.

Die erfindungsgemässe Weiche lässt sich auch so ausgestalten, dass die Führungsschiene auf der Ablenkseite der Fahrschiene liegt, bzw. im Vergleich zu dieser einen kleineren Krümmungsradius im gebogenen Zweiggleis aufweist. Dies ist dann notwendig, wenn die Fahrzeuge das Stationsgleissystem mit nach einwärts gekehrtem Gehänge durchfahren. Jedoch ist die erfindungsgemässe Weiche unabhängig von der Lage der Führungsschiene in beiden Richtungen befahrbar.The switch according to the invention can also be designed such that the guide rail lies on the deflecting side of the travel rail, or has a smaller radius of curvature in the curved branch track compared to the latter. This is necessary if the vehicles pass through the station track system with the hanger turned inwards. However, the switch according to the invention can be driven in both directions regardless of the position of the guide rail.

Claims (9)

  1. A switch for the station track system of a cable transport installation, with a first portion (10 or 11) associated with a main track (1) and a second or branch track (2) and which are pivotable about spaced apart pivot axes (12, 13) in the same plane between in each case a travelling and an inoperative position being connected via connecting means (17, 24, 26) to a joint actuating means (16), each track comprising at least two rails (11 , 15 or 5, 10), characterised in that in each case one of the two rails (5 or 15) of the two tracks (1, 2) is disposed on a vertically offset plane,

    there is associated with one of these tracks (2) a third pivotally movable portion (15) of which the pivot axis (14) is spaced apart from that of the first and second movable portions (10, 11)

    the third pivotally movable portion is likewise connected to the joint actuating means (16) and

    in that all pivotally movable portions form in each case one single rail of which two rails (10, 11) are in each case one of the tracks and in the travelling positions are immediately adjacent to stationary rails.
  2. A switch according to claim 1 , characterised in that one of the rails (5) extending in the vertically offset plane is immovable while the third pivotally movable portion (15) is in the travelling position adjacent the said rail.
  3. A switch according to claim 2, characterised in that the rails (5, 15) which are in the vertically offset plane are formed by U-shaped profiles which are towards the inside of the tracks (1, 2).
  4. A switch according to one of the preceding claims, characterised in that means (20, 20a, 22, 30a) are provided in order at least to interlock in the travelling position the movable portion (11 ) of rail of the branch track (2) which has a curvature.
  5. A switch according to claim 4, characterised in that the locking means (20, 20a, 22, 30a) are self-acting.
  6. A switch according to claim 5, characterised in that the actuating means (16) are connected by a knee joint (20, 22) to the movable portion (11), the extended position of the knee joint being between extreme positions which correspond to the travelling position and the inoperative position of the portion and in that the travelling position of the portion is defined by at least two abutments (20a, 30a) of which one is effective on the knee joint while the other is effective between this portion (11) and one of the connected stationary portions (8, 9).
  7. A switch according to claim 6, characterised in that there is associated with each joint between a movable and a stationary portion of the tracks at least one bridge part (30) comprising a running surface (30b) and which extends under the running surface of the tracks.
  8. A switch according to claim 7, characterised in that bridge parts (30) form abutments (30a) in order to define the travelling positions of the two movable portions (10, 11).
  9. A switch according to claim 3, with a branch track having a curvature and a guide rail extending along the outside in respect of the travelling rail , characterised by a continuous stationary and curved depressor rail (46), of which the radius of curvature is approximately equal to or less than that of the corresponding track, and a further straight depressor rail (47) which extends above the plane of the guide rails and between travelling rail (3) and guide rail (5) of the main track (1).
EP87119343A 1987-01-20 1987-12-30 Switch for the station track system of a cable transport installation Expired - Lifetime EP0275560B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT87119343T ATE64424T1 (en) 1987-01-20 1987-12-30 SWITCH FOR THE STATION TRACK SYSTEM OF A CABLE ROPE SYSTEM.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH196/87 1987-01-20
CH196/87A CH673666A5 (en) 1987-01-20 1987-01-20

Publications (3)

Publication Number Publication Date
EP0275560A2 EP0275560A2 (en) 1988-07-27
EP0275560A3 EP0275560A3 (en) 1989-01-11
EP0275560B1 true EP0275560B1 (en) 1991-06-12

Family

ID=4181445

Family Applications (1)

Application Number Title Priority Date Filing Date
EP87119343A Expired - Lifetime EP0275560B1 (en) 1987-01-20 1987-12-30 Switch for the station track system of a cable transport installation

Country Status (8)

Country Link
US (1) US4919055A (en)
EP (1) EP0275560B1 (en)
JP (1) JPS63192651A (en)
AT (1) ATE64424T1 (en)
CA (1) CA1295724C (en)
CH (1) CH673666A5 (en)
DE (1) DE3770801D1 (en)
NO (1) NO166806C (en)

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0284770U (en) * 1988-12-20 1990-07-02
FR2649386B1 (en) * 1989-07-10 1996-02-02 Webb Int Co Jervis B CONVEYOR SYSTEM WITH CONSOLE TRAYS
JPH07108658B2 (en) * 1989-07-17 1995-11-22 日本ケーブル株式会社 Double-type single-line automatic circulation type cableway splashing type branching device
JPH0427655A (en) * 1990-05-22 1992-01-30 Nippon Cable Co Ltd Diverging device for rail of automatic circulation type ropeway
US5606915A (en) * 1995-04-06 1997-03-04 Ford Motor Company Power and free conveying system
US6273000B1 (en) 1999-05-20 2001-08-14 Aerobus International, Inc. Rail switching system
CN102677552A (en) * 2012-05-31 2012-09-19 长治市潞安合力机械有限责任公司 Mono-rail pneumatic lifting and rotating railroad switch
CN106758574B (en) * 2016-11-22 2018-03-16 湖北三丰智能输送装备股份有限公司 A kind of commutation track switch for the u-turn commutation of traction engine group
CN108995660B (en) * 2018-08-15 2024-03-15 广东自来物智能科技有限公司 Cableway rail changing device

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DE163642C (en) *
US2222356A (en) * 1939-02-28 1940-11-19 Union Mfg Co Monorail switch
CH371143A (en) * 1959-04-10 1963-08-15 Fey Eduard Switch for single-track transport systems
US3012521A (en) * 1959-06-15 1961-12-12 Gen Steel Ind Inc Monorail system
DE1146516B (en) * 1960-03-29 1963-04-04 Augusburg Nuernberg A G Zweign Switch for hanging railways
FR1575761A (en) * 1968-04-30 1969-07-25
ES441844A1 (en) * 1974-10-17 1977-04-01 Blaser Hebe Foerderanlagen Track for a combined monorail and overhead monorail
US4016818A (en) * 1975-09-02 1977-04-12 Ellzey Floyd P Monorail switch
US3999730A (en) * 1975-10-23 1976-12-28 Gonsalves George E Trolley conveyor track switch unit
US4089270A (en) * 1976-09-17 1978-05-16 Dahlberg Industries Personal transporation system
DE2819068C3 (en) * 1978-04-29 1980-10-16 Waggonfabrik Uerdingen Ag, 4150 Krefeld Device for controlling points in a suspension track with trolleys
US4212247A (en) * 1978-07-21 1980-07-15 Lusk Kenneth P Transit system
DE3302266C2 (en) * 1983-01-25 1986-01-30 Dürr Automation + Fördertechnik GmbH, 7889 Grenzach-Wyhlen Switch for an overhead monorail
US4646646A (en) * 1984-07-30 1987-03-03 The Cincinnati Butchers' Supply Company Overhead trolley track switch
GB2175555B (en) * 1985-04-17 1989-02-01 Daifuku Kk Cart type conveying apparatus

Also Published As

Publication number Publication date
ATE64424T1 (en) 1991-06-15
EP0275560A2 (en) 1988-07-27
CA1295724C (en) 1992-02-11
EP0275560A3 (en) 1989-01-11
DE3770801D1 (en) 1991-07-18
CH673666A5 (en) 1990-03-30
NO880219L (en) 1988-07-21
JPS63192651A (en) 1988-08-10
US4919055A (en) 1990-04-24
NO880219D0 (en) 1988-01-19
NO166806B (en) 1991-05-27
NO166806C (en) 1991-09-11

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