WO2003014473A1 - Travel way for a track-guided vehicle - Google Patents

Abstract

The invention relates to a travel way for a track-guided vehicle, especially a magnetic levitation railway, comprising a carrier (1) and at least one add-on piece (3) (functional element) which is fixed to the carrier(1) and is used to guide the vehicle. The inventive travel way is characterised in that the add-on piece (3) is connected to the carrier (1) in a frictionally engaged manner and means are provided, in the form of a redundancy system, for an auxiliary non-positive connection.

Description

 Track for a track-bound vehicle

The present invention relates to a track for a track-bound vehicle, in particular a magnetic levitation train, with a carrier and with at least one component (functional part) fastened to the carrier for guiding the vehicle.

DE 41 15 936 A1 shows various attachment options for attachments to supports. According to a first embodiment, attachments are connected to the carrier by means of a positive connection. For this purpose, mandrels are provided in the add-on parts, which are inserted into corresponding blind holes in the carrier or in a mounting plate. The domes and the blind holes must have a precise fit to enable the attachment to be positioned precisely. For this it is necessary that the blind holes are made exactly. This is particularly complex to manufacture.

In a further embodiment of DE 41 15 936 A1, a frictional connection is shown. Here, a console plate is attached to the carrier. Attachments are attached to the console plate by means of three screws, which are inserted in elongated holes. All forces are transmitted by friction. If one of these fastening screws fails, it cannot be ruled out that the add-on part in the oblong holes of the console plate will be moved so far that driving on the carrier is no longer possible or only to a limited extent. The object of the present invention is therefore to provide a route which ensures safe operation of the track-bound vehicle even in the event that the actual fastening means for the attachment on the carrier fails.

The object is achieved by a track with the features of claim 1.

According to the invention, the attachment is frictionally connected to the carrier and contains a redundancy system which is used in an emergency.

The frictional connection of the attachment to the carrier makes it very easy to adjust the attachment to the carrier. The load on the fastening elements, for example screws, in the form of harmful shear forces is greatly reduced or completely avoided. In order to ensure that, in the event that the frictional connection fails, the error is recognized as soon as possible without endangering the operation of the route, the invention provides that means for the auxiliary positive connection are provided as a redundancy system. If the frictional connection fails, the positive connection takes effect. Shear forces therefore only act on the connecting means when the actual connecting element fails.

The redundancy system is advantageously designed or arranged in such a way that it is detectable or open to errors and thus suitable measures can be taken as quickly as possible to reestablish the correct connection.

It is particularly advantageous if consoles are arranged on the carrier, to which the attachment is fastened. In the consoles, both the frictional connection and the redundancy system can be very easily \ be ordered. The processing of the brackets, which are usually made of steel, can take place both in the installed state on the carrier and before they are installed in the carrier.

It has proven to be particularly advantageous if the redundancy system is a bolt which is fastened to the carrier or to the console and projects into a concentric opening with a larger cross section of the add-on part. Alternatively or additionally, the bolt can also be fastened to the add-on part and protrude into a corresponding opening in the carrier or the console. If the actual frictional connection fails, the bolt sags within the concentric opening with a larger cross section until the end of the bolt play. Only when the bolt has reached the wall of the opening, an interlocking connection of the attachment to the Trä- ^'ger or console is obtained. It is particularly advantageous if the cross sections of the bolt and the opening are round and have a difference in diameter of approximately 4 mm. The bolt can then sag by 2 mm in an initially concentric arrangement. What is decisive in a particularly advantageous embodiment is that the requirements for the disclosure of errors are fulfilled, ie that the system can detect in good time that an error has occurred in the attachment of the attachments.

If the add-on part is screwed to the carrier or to the console and the diameter of the screw through bore is significantly larger, in particular 3 mm larger than the screw diameter, this results in a second redundancy system. If the non-slip connection created by the screws fails, the add-on part lowers until the end of the bolt play. If the bolt play is 2 mm, for example, and the screw play would allow 3 mm, the bolt engages in this case in a form-fitting manner and limits the distance that the attachment can sink. A vehicle that drives over such a lowered point on the add-on part can detect this drop and signal that the actual non-slip connection is located at this point. is solved and the redundancy system works. Repair work can then begin. This does not endanger driving.

In the event that the positive bolt connection would also fail, the add-on part would sink a further distance, namely until the screw play is used up. With a difference in diameter of the bolt to the opening of approximately 2 mm, the bolt clearance is 2 mm. This means that the attachment can drop by 2 mm until the bolt strikes the opening and holds the attachment. If the screw clearance is 3 mm, the screw in this case is still 1 mm from the wall of the screw through hole. If the bolt fails, the attachment drops another millimeter until the screw touches the wall of the screw through hole. This second redundancy provides additional security in the fastening system according to the invention. The operation of the track-bound vehicle is therefore extreme. feasible.

In order to obtain a good frictional connection between the attachment and the carrier or the console, it is provided that the connecting surface on the carrier or the console or on the attachment has a non-slip surface structure. This surface structure can be roughened, for example, or have another structure that has a high frictional resistance.

It has proven to be particularly advantageous if the connection surface around the carrier or the console and / or on the add-on part has a non-slip coating, in particular a corresponding coating. Thanks to a non-slip coating, it is very easy to process the connecting surfaces. Even if the surface is damaged before installing the add-on parts, this surface can possibly be repaired without the non-slip connection being impaired. With such an outage guide may not require the use of a bolt. The form-fitting redundancy system is then formed by the screw connections and / or shoulders in the fastening surfaces.

An alkali-zinc-silicate-based coating has proven to be particularly advantageous. Such a coating ensures very good friction between the individual components, so that the force from the add-on part can be transmitted excellently to the carrier or the console.

Further advantages of the present invention are described in the following exemplary embodiments. It shows

1 shows a section through a carrier, a console and an attachment;

Figure 2 shows a section through a connection point in the area of a

bolt;

Figure 3 is a plan view of a connection point in the target position;

Figure 4 is a plan view of a junction under the effect of

Redundancy system;

FIG. 5 shows a connection point in section in the area of the screw connection in the desired position;

6 shows a section of the connection point in the area of the screws under the action of the redundancy system.

1 shows a section through part of a concrete beam 1, a bracket 2 arranged thereon and an attachment 3 connected to the bracket 2. Concrete beam 1 and bracket 2 are usually firmly together connected. However, a screw connection can also be arranged here, which is constructed like the connection between console 2 and attachment 3 described below. The connection according to the invention is described on the basis of the connection point between console 2 and attachment 3.

Both the console 2 and the add-on part 3 each have a connecting surface on which the two parts are connected to one another. The connection of the console 2 and the attachment 3 takes place essentially by means of screws 4 which extend through the connection surface of the console 2 and the connection surface of the attachment 3. The two connection surfaces are pressed together by the screw connection and ensure a frictional connection. This connection is usually sufficient for absorbing the forces acting on the attachment 3 and for transferring the forces into the bracket 2 and the carrier 1. As an additional component, which acts as a redundancy system, a bolt 5 is arranged in the connecting part of the console 2. The bolt 5 is firmly screwed to the bracket 2 and protrudes into a larger-sized opening 10 of the attachment 3. In the desired position, this opening 10 has a hole play with respect to the bolt 5, which is preferably dimensioned such that even in the event of damage, i.e. if the holding force of the screws 4 has failed, the attachment 3 only drops to an extent which does not endanger the driving operation of the vehicle traveling on the attachments 3.

FIG. 2 shows a detailed view of the connection point in the area of the bolt 5. The console 2 has a bore which receives the bolt 5 with its shaft 7. A bolt head 8 is screwed into the bracket 2 by means of a nut 6. Of course, it is also possible for the console 2 or, conversely, the attachment 3 to have an elevation which is integrated in the console 2 or the attachment 3 and which engages in an opening of the other component. It is particularly advantageous if the bolt head 8 , ^' is visible with regard to its position in the opening 10 of the corresponding component in order to also be able to carry out a visual check of the compliance with the desired position. If the desired position is present, the hole play of the opening 10 should be circular in relation to the bolt head 8. If the screws 4 fail, however, the hole play will assume the value 0 at one point and the add-on part 3 will sit on the bolt head 8.

In order to obtain a particularly high frictional force, the contact surfaces between bracket 2 and attachment 3 are provided with a coating. In particular, an alkali-zinc-silicate-based coating in the form of a coat of paint has proven to be particularly advantageous. This coating results in a particularly high frictional force at acceptable costs as well as simple on-site repairs. With a coating of this type, the use of the bolts 5 can possibly also be wholly or partially warped.

Figure 3 shows a plan view of the hole pattern of the console 2 and the attachment 3. The holes for the screws 4 are in their target position in a concentric overlap. The same applies to the holes for the bolts 5. Here too there is a concentric overlap. The bolt head 8 has a radius R1. The opening 10, in which the bolt head 8 is seated, has a radius R2 which is larger than R1. A radius difference of 2 mm has proven to be particularly advantageous, since driving operation for the vehicle is not endangered when the add-on parts 3 sink onto the bolt head 8.

4 shows the hole pattern in the event of damage. The bolt 5 comes into effect with its bolt head 8. The attachment 3 has sunk to the outer circumference of the bolt head 8, as a result of which the hole gap between the opening 10 and the bolt head 8 is reduced to 0 at this point. The holes for the screws 4 are also no longer concentric but offset against each other. However, they are still sufficient to find space for the screw shafts.

FIG. 5 shows a detailed view of the connection point in the area of the screws 4 in the desired position. The openings in the console 2 and the attachment 3 are in concentric overlap. The screw 4 is screwed to the connecting surface of the bracket 2 of the attachment 3 via a nut 11, the screw shaft 12 and the screw head 13. The contact surfaces which have the coating 9, 9 'are in firm contact with one another and thus create the frictional connection between the console 2 and the add-on part 3. The coating 9, 9' is in this embodiment both on the connection surface of the console 2 and on the connecting surface of the attachment 3 applied to create a particularly friction-resistant connection here. A sufficient annular gap is present between the shaft 12 and the screw hole 14. This annular gap is particularly advantageous, ^• if it can mm achieve a level of at most about 3, ie concentric cover a difference in diameter of 3 mm has and is thus greater than the annular gap between the opening 10 and the bolt head 8. In other words, the Possibility to move the screw 4 in the hole 14 in such a way that it is greater than the possibility of moving the bolt in the corresponding opening 10.

A damage event is shown in FIG. Here the frictional connection was no longer sufficiently high, so that the attachment 3 was moved down along the console 2. In the present illustration in FIG. 6, the attachment 3 lies on the bolt head 8, not shown. Since the annular gap at the bolt head 8 and the opening 10 is smaller than the annular gap between the screw shaft 12 and the screw hole 14, the attachment 3 is not yet seated on the screw shaft 12 in this illustration. In the event that the bolt should also fail, there is a further form-fitting redundancy in that the add-on part 3 would sit on the screw shaft 12 in this case and thus a new form-fitting would create a connection. This second redundancy system provides additional security for the attachment of the add-on parts 3.

The two built-in redundancy systems of the present embodiment make it possible for the vehicle which drives over the defective point to be able to supply information with regard to compliance with the desired position, reaching the first redundancy system and reaching the second redundancy system. For example, in response to this signal it can be caused that when the effect of the first redundancy system is ascertained, an assembly team restores the frictional connection and when the effect of the second redundancy system is ascertained that driving is stopped for safety reasons.

The present invention is not restricted to the exemplary embodiments shown in the description. Of course, the first redundancy system in particular can of course be designed differently, for example individual molded edges in the console or the add-on part are possible, which are used in the event of failure of the frictional force and thus create a positive connection. The redundancy system can be detected via an annular gap or a gap of another shape, for example a rectangular gap. Instead of bolts, other marking and holding elements, such as clamping sleeves or the like, can of course also be used.

Claims

Patent claims 1. Track for a track-bound vehicle, in particular a magnetic levitation train, with a support (1) and with at least one attachment (3) attached to the support (1) (functional part) for guiding the vehicle, characterized in that the attachment ( 3) is frictionally connected to the carrier (1) and means for auxiliary positive connection are provided as a redundancy system. 2. Track according to the preceding claim, characterized in that the redundancy system is designed to be open to errors. 3. Track according to one of the preceding claims, characterized in that brackets (2) are arranged on the carrier (1), to which the attachment (3) is attached. 4. Travel path according to one of the preceding claims, characterized in that the redundancy system is a bolt (5) which is attached to the carrier (1) or to the console (2) and in a particularly concentric opening (10) larger cross-section of the Attachment (3) protrudes. 5. Track according to one of the preceding claims, characterized in that the redundancy system is a bolt (5) which is attached to the attachment (3) and in a concentric opening (10) larger cross section of the carrier (1) or the console (2) protrudes. 6. Travel path according to one of the preceding claims, characterized in that the cross sections of the bolt (5) and the opening (10) are round and have a difference in their diameters of preferably about 4 mm. 7. Track according to one of the preceding claims, characterized in that the cross sections of the bolt (5) and the opening (10) are selected depending on the requirements of the error disclosure. 8. Track according to one of the preceding claims, characterized in that the add-on part (3) is screwed onto the carrier (1) or the bracket (2) and the diameter of the screw through bore (14) is significantly larger, in particular 3 mm larger than the screw diameter. 9. Track according to one of the preceding claims, characterized in that the redundancy system is a projection which is arranged on the carrier (1) or on the console (2) or on the attachment (3) and, if necessary, for setting the target -Location is processed. 10. Track according to one of the preceding claims, characterized in that the connecting surface on the carrier (1) or the console (2) and / or on the attachment (3) has a non-slip surface structure. 11. Track according to one of the preceding claims, characterized in that the connecting surface on the carrier (1) or the console (2) and / or on the attachment (3) has a non-slip coating (9,9 ^' ), in particular a corresponding coating , 12. Track according to one of the preceding claims, characterized in that the paint is an alkali-zinc-silicate-based color.