U.S. patent application number 11/455824 was filed with the patent office on 2007-05-17 for method and a device for the rail traffic on multiply, parallel guide-ways also as toys.
Invention is credited to Wolfgang Wagner.
Application Number | 20070107620 11/455824 |
Document ID | / |
Family ID | 38039420 |
Filed Date | 2007-05-17 |
United States Patent
Application |
20070107620 |
Kind Code |
A1 |
Wagner; Wolfgang |
May 17, 2007 |
Method and a device for the rail traffic on multiply, parallel
guide-ways also as toys
Abstract
A Method and a device for a rail traffic on parallel guide-way
and also as toys which are effected and consist by a vehicle with
wheels or linear motor sleds which, by means of transport member
preferably from a kind of hydraulics (at toys by springs or folded
bellows), is able to be lifted from one guide-way across to another
neighbouring one without railway switch, whereby the guide-ways
preferably are stepped arranged on carrier pillars. An individual
rail traffic is rendered possible by the one which is not bound by
general stops, because the vehicle is able to halt on the lowest
gauge even on a guide-way-free pavement. The average velocity of
the vehicle is increased with each rail step. The number of the
lanes can be largely augmented because the vehicles are also able
to run overhanging and partially overlapping and because the narrow
gauge is chosen. For the freight traffic, a vehicle is able to use
multiply guide-ways, whereby the wheels are held perpendicularly up
to the rails during the gradual lowering of the guide-way up to a
single guide-way plane. An automation could be caused with
automatic distance control between the vehicles, the accident
hazard could be lowered though the acceleration of the traffic, but
by the avoiding of cross roads combined with an avoiding of
exhaust-gas because of the electrification. Biotops could be
increased. The transition from the road traffic of today would be
possible nearly frictionless. It is especially considered to make a
pattern for the use as toy.
Inventors: |
Wagner; Wolfgang; (Berlin,
DE) |
Correspondence
Address: |
Wolfgang Wagner
Schauflerpfad 46
Berlin
13503
DE
|
Family ID: |
38039420 |
Appl. No.: |
11/455824 |
Filed: |
June 20, 2006 |
Current U.S.
Class: |
104/53 |
Current CPC
Class: |
B61B 13/00 20130101;
B61B 5/02 20130101; A63H 19/30 20130101 |
Class at
Publication: |
104/053 |
International
Class: |
A63G 7/00 20060101
A63G007/00 |
Foreign Application Data
Date |
Code |
Application Number |
Dec 30, 2004 |
GB |
0428483.2 |
Dec 30, 2004 |
GB |
0428485.7 |
Dec 30, 2004 |
GB |
0428486.5 |
Dec 14, 2005 |
GB |
0526669.7 |
Dec 30, 2005 |
EP |
06090030.5 |
Claims
1. A method for the rail traffic on multiply parallel guide-ways
and also as toys thereby characterized, that the vehicle, fitted
with at least one kind of frame with at least one cabin, or
container or other means for the uptake, or fastening of goods and
fitted with motor drive and guide-way slide devices (moving-on
devices), wheels or sleds for linear motor drive, the motor means
being able therefore to influence the above, and being for his part
also able to carry transport members, partially movably mounted at
the frame, with additional guide-way slide devices, these or this
of the rest of the vehicle in connection with the frame to a
neighbouring guide-way; and that being brought about through motor
or with storage power fitted driving devices for lifting and
thrusting and including swivelling movements between frame and
transport members and therefore characterized, that finally, the
vehicle with its rail guide devices and the transport members with
their guide-way slide devices, after a temporary contact of both
kinds of guide-way slide devices at the same time with both
neighbouring guide-ways, being united successively on the
neighbouring guide-way by means of a solution from the primary
guide-way, whereby all guide-way slide devices during the guide-way
change are aligned to the guide-way run by means to adjust the
position between the guide-way slide device and the rails parallel
before the guide-way contact, if united on guide-way-free ground,
in this case with control for the aptitude of the landing place in
and/or outside of the vehicle and preferably with appropriate
propping and with outward working warning devices. and thereby
characterized, that vehicle portions are adapted through supporting
devices to the task, to balance wind pressure and weight
transposition during the guide-way change as means for a secure
landing on rails and also eventually on a rail-free parking lane,
and also thereby, to being additionally able to evade customary
guide-way switches with guide-way tongues as far as they are
applied by a withdrawal of supporting devices at the rail area, if
such are provided and in the case that these supporting devices are
not only applied during climbing over the guide-way and whereby
sensor devices are used in interaction with at least one control
unit, at least for the solution of the task to effect a secure
landing on the guide-ways or the ground and to preserve the safety
distance towards neighbouring vehicles, and thereby characterized
that, as far as such vehicles are employed which transgress the
single gauge, as perhaps for the goods traffic, that ensues
permanently on multiply guide-ways, and when such are successively
carried over to a common plane by a stepwise ascent or descent, the
guide-way slide devices are thereby held operating inserted
adjusted into the single rails by means of devices, with or without
a slanting positioning of the vehicles cross axes, thought as
projection lines, whereby one can desist from a climbing over
between the guide-ways in the case of this utilization, and thereby
characterized, that the solution of the task in any case of
execution at the rule is accompanied by corresponding safety
controls, and usually, by at least one control device from outside
of the vehicle for many cases.
2. A method according to claim 1, thereby characterized, that the
movement of the transport members is divided in such which is
effected by push and pull devices in the vertical plane and even
such in the horizontal plane, the latter, also called: the slide
movement, as operated at lateral slides as an additional transport
members and frame portions appertaining to the main vehicle and/or
to additional motor carriers, if such are applied.
3. A method according to claim 1, thereby characterized, that at
least one supporting device, wheel or sled, of a guide-way slide
device works against at least one guide-way rail which leans to the
rail in a clearly distinct direction to that of the perpendicularly
guide-way slide devices, this supporting device, if possibly,
receiving contact with the rail first when a non-uniformity of the
weight introduces a tipping off of the vehicle. (FIG. 2, 12, et
al.).
4. A method according to claim 1, thereby characterized, that the
supporting device, wheel or sled, works from above towards the
upper guide-way rail at the rising leg of the carrier pillar (FIG.
23).
5. A method according to claim 1, thereby characterized, that the
weight of the vehicle is effective during the putting on the
guide-way so that at least one supporting device, wheel or sled, is
brought into mesh with the rail through a lever operation (FIG. 11,
12)
6. A method according to claim 1, thereby characterized, that, by
the use of a mono-rail, slide devices, wheels or sleds, as
supporting devices are laterally swivelled against the rail from
both sides (FIG. 20).
7. A method according to claim 1, thereby characterized, that
thrust- and lowering devices as transport members temporary working
to guide-way slide devices, rail of sleds, as transport member at a
frame or at a slide as frame portion effects with or without lever
application, so fare necessary for crossing over a rail and
removing, finally an approach of guide-way slide devices up to a
secure rail contact (FIG. 64 et al.).
8. A method according to claim 1, thereby characterized, that at
least one transport member for a guide-way slide device is
swivelled out of a position approximately along the vehicle
longitudinal axis thereby having at least two partial pieces, which
all beginning from the attachment at the vehicle up to the
guide-way slide device at the counter end are swivelling vertically
and are able to bring their guide-way slide device in contact with
the neighbouring guide-way with motor power and to drag the resting
vehicle by means of a renewed folding of the transport members.
9. A method according to claim 1, thereby characterized, as fallen
aback upon accumulated powers, as spring power or gas pressure, for
the operation of transport members, which are tightened, as far as
necessary, and triggered and applied through respectively adapted
devices under the control of at least one control unit
10. A method according to claim 1, thereby characterized, that the
angle of incidence of the guide-way slide devices against the total
vehicle longitudinal axis to the curvature of the guide-way segment
lying under that guide-way slide device applying at least one
sensor, and at least in this case making use of motor power, or
tracing means, which are adjusted to at least one rail, shortly
prior that guide-way slide device is lowered into guide-way by
means of a guide-way change.
11. A method according to claim 1, thereby characterized, that at
least one carrying cable is used instead of a guide-way rail and
whereby the horizontal cabin or container position in about the
same level is conserved during the passage of the cable sagging the
latter being conserved equilibrating by a thrust and lowering
device.
12. A method according to claim 1, whereby a vehicle is at least
temporary borne by guide-way slide devices on multiply frames,
which are connected with displacement members for a displacement of
the frames at the level, on guide-ways which are staggered on the
level.
13. A method according to claim 1, thereby characterized, that a
vehicle using more then one guide-way is held perpendicularly, when
the guide-way steps are altered at the level, thereby that the
frame connection of the guide-way slide devices with the next lying
guide-way slide devices is guaranteed by at least one composed
transport member which prolongs or shortens corresponding to the
guide-way step alteration to avoid an inclination of the vehicle
cross-axis.
14. A method according to claim 1, thereby characterized, that a
tension measurement according to a molecular stress is brought
about at least on one place which works towards the weight transfer
to a guide-way slide device being compared in a computer with the
measuring results from analogue measuring points with effect to the
other guide-way slide devices for sending out commands to transport
members between load bearing portions with effect to the other
guide-way slide devices influencing the length of these in a sense
of a load distribution especially to the guide-way rails near the
ground (FIG. 32).
15. A method according to claim 1, thereby characterized, that an
automobile, having independent guide-way drive of tyres apart from
rail bound guide-way slide devices and being distributed on at
least two guide-ways, is brought in a symmetrically form thereby
that a roof box is displaced by a transport mechanism, at least
after the vehicle is lowered up to the ground (FIG. 31).
16. A method according to claim 1, thereby characterized, that the
guide-way contact of a vehicle running on more as one guide-way,
which stands on the guide-way at the ground or directly on the
ground, is solved from each higher guide-way by shifting away of
vehicle portions from the former and by supporting the load away
from the guide-way (FIG. 31).
17. A method according to claim 1, thereby characterized, that
guide-way slide devices, closed together to one unit, permanently
move on more than one guide-way and are enabled to change over to
neighbouring guide-ways by means of transport members.
18. A method according to claim 1, thereby characterized, that a
telescopic bar at a vehicle is used to tap off a current from a
higher guide-way when the vehicle stands on the guide-way on the
ground gauge.
19. A method according to claim 1, thereby characterized, that the
extent of the slide as transport member for the shifting of the
guide-way slide device with frame to both directions will be able
by a single push and pull device in the way to enable locking of
the latter at its ends mutually and counter acting in each case
with the moving portion of slide against the fixed portion (FIG. 9,
et. al.).
20. A method according to claim 1, thereby characterized, that a
guide-way slide device with basis frame being driven from a motor
together with such for another guide-way slide device running
temporary on a other guide-way.
21. A method according to claim 1, thereby characterized, that a
stopping or landing trace of the rail guide-way is omitted or
interrupted and thereby it is let down towards the ground after the
operating of at least one sensor device for the search of the
landing place according to aptitude and at least one warning device
working outside, and it is preferably thereby fitted with props
which altogether broadens the bearing surface, letting the rail
guide devices down under, in so fare this device for the securing
of the landing place does not exist at the sleds selves.
22. A method according to claim 1, thereby characterized, that at
least one supporting wheel, a roll or a rod on a shaft is engaged
into the direction of a rail edge by means of a hinged joint at the
shaft with a controlled drive.
23. A method according to claim 1, thereby characterized, that a
tension measurement according to a molecular stress is brought
about at least on one place which works towards the weight transfer
to a rail slide device being compared in a computer with the
measuring results from analogue measuring points with effect to the
other rail slide devices for sending out commands to transport
members between load bearing portions with effect to the other rail
slide devices influencing the length of these in a sense of a load
distribution especially to the guide-way rails near the ground.
24. A method according to claim 1, thereby characterized, that the
respective supporting wheel or kind of sled with an obstacle, disk,
bar, or roll, is moved with or through the shaft mount into the
direction of the respective rail in the horizontal plane in such a
manner, that the supporting wheels or sleds and/or the obstacle at
the latest are able to engage under the lateral edge or rim of the
rails after the wheels or sleds were put on the rails
25. A method according to claim 1, thereby characterized, that,
during the transition of a vehicle from the stand to the suspension
form, and the other way round, rail guide devices, wheel or sleds,
are displaced with their attachment device, from a side position to
about a middle one of the vehicle, seen from the cross-sectional
view:
26. A method according to claim 1, thereby characterized, that the
lateral slide movement for the transport of guide-way slide devices
towards another guide-way may brought about in both direction.
27. A method according to claim 1, thereby characterized, that, for
a post and parcel transport or a such from other light-weight
goods, one of the uppermost gauge is used with automatic switches
or means for guide-way change without switches for branching.
28. A device for the rail traffic on multiply parallel guide-ways
also as toys, thereby characterized, that a vehicle has at least
one kind of a frame and at least one cabin or container for the
uptake or fastening of goods, with driving motor and guide-way
slide devices (moving-on devices), wheels or sleds for linear motor
drive, and is fitted with transport members with additional
guide-way slide devices, these transport members movably fastened
at the frame in connection with motor driving devices for lifting
and thrusting and/or swivelling movements between the frame and the
transport members and having at least one control device, which are
enabled to bring the guide-way slide devices to a neighbouring
guide-way one after another, and finally, to unite there all
vehicle portions, inclusively, if required, a landing at
guide-way-free ground and then preferably fitted with strutting
devices towards the ground, additionally to the guide-way slide
devices and with precautions for, an about horizontal position of
the vehicle. and thereby characterized, that the guide-way slide
devices are adapted to the spatial as well as the technical
requirements and possibilities, which result in the guide-way
change, by additional guide-way slide devices as supporting devices
which may work toward the guide-way rails in a direction different
from that of the guide-way slide devices for the running-on and/or
at least one device for a lateral weight displacement inside of
vehicle portions to avoid of the vehicle tipping up of the vehicle
especially, through wind pressure and weight displacements during
the guide-way change if no special rail constructions make such
devices dispensable, and fitted with guide-way slide devices near
the bottom as well near the roof if the rail of a guide-way are
mounted in different height for the rail contact whereby in this
case the weight of the vehicle is displaced outward, and thereby
characterized, that devices exist to prepare and produce the
correct seat for guide-way slide devices which ensues by mechanical
guiding means and/or at least one sensor eventually in cooperation
with control means and swivelling joints with servomotor, whereby
all guide-way slide devices are parallel aligned to guide-way run
before the secure rail contact of the wheels during its lowering by
adjusting means and thereby characterized, that sensor devices
exist to execute the correct guide-way change and also such to
observe the secure distance from other vehicles at least the latter
in cooperation with at least one control device, and thereby
characterized, that in the case of a landing on a ground gauge or
on a rail-free place control means exist for the aptitude of the
landing place in and/or outside of the vehicle may it be of a rail
free landing preferably fitted with means of an appropriate
propping, and thereby characterized; that devices exist for
vehicles running on more as one guide-way to hold the guide-way
slide devices and eventual supporting devices at the rail area in
functionally corresponding contact with the latter also in case,
that the parallel arranged guide-ways, or a part of these, at least
here and there, are gradually lowered or lifted at the level,
eventually up to a common plane, and thereby characterized, that
devices exist to evade the usual guide-way switches with guide-way
tongues, as far as they are employed, by solving and lifting the
guide-way slide devices and/or the supporting devices from the
rails, as far as such are not only applied during the climbing over
the guide-ways, and/or that switches without guide-way tongues can
exist which are adapted to the guide-way slide devices and
supporting devices at the rail area, fitted with rail segments
which can be slid or clapped out of a segmental guide-way gap and
thereby characterized, that aside of, and as supplement of
safeguarding devices, for many cases, at least one control device
exists outside of the vehicle.
29. A device according to claim 28, thereby characterized, that a
suspension vehicles are fitted with at least one lever arm as a
supporting element and as transport member driven by motor or
storage power for a common lift and thrust movements by swivelling
which permits an application inside or along the outside of
multi-step carrying pillars.
30. A device according to claim 28, thereby characterized, that A
mechanism exists for the movement of a supporting device, wheel or
sled, against the rail and that a locking device exists which fixes
the supporting device, supporting wheel or sled, being moved
against the rail, soluble in its function.
31. A device according to claim 28, thereby characterized, that,
shown in the cross-section view, a supporting device of a guide-way
slide device, wheel or sled, has a succinctness with tapering
downwards to facilitate the engagement with the rail during the
dropping of the vehicle.
32. A device according to claim 28, thereby characterized, that an
outer frame connects the outer guide-way slide devices and an inner
frame the inner guide-way slide devices related to the longitudinal
axis of the total vehicle axis.
33. A device according to claim 28, thereby characterized, that, an
outer frame related to the longitudinal axis of the entire vehicle,
an outer frame connects the outer guide-way slide devices and an
inner frame, enclosed from the outer frame, connects the inner
guide-way slide devices and the movement of the vertically
operating transport members ensues between both frames
34. A device according to claim 28, thereby characterized, that the
outer guide-way slide devices are born from the frame with the
inner guide-way slide devices.
35. A device according to claim 28, thereby characterized, that
stilts, cooperating in pairs, are hinged fitted as transport
members at least one frame bearing guide-way slide devices and
carried approximately along to the vehicle axis in such a manner,
that they are can be approached and removed by one another in the
vertical or horizontal plane with motor or stored power and thereby
the vehicle is enabled to arise and descend and/or to be laterally
displaced up to the neighbouring guide-way, whereby the stilt may
be rigid or interrupted by at least one telescopic portion
specially for the retreat in the vehicle body.
36. A device according to claim 28, thereby characterized, that in
front and rearwards of a frame with cabin, or the main freight
container, a smaller frame with guide-way slide devices in both
cases are connected with a hinged joint, but the one called "motor
carriage", which may also be telescopically drawn, and whereby the
aligning of all frame axes into the straight line prior to a
guide-way change on a curve-free stretch may ensue through at least
one lateral spring or a motor controlled tension connection or
swivelling hinge between each motor carriage and the middle
vehicle.
37. A device according to claim 28, thereby characterized, that,
from a frame swivelling on the horizontal plane with guide-way
slide devices ("motor carriage") which is already over the
neighbouring guide-way, at the rule on another guide-way level, at
least one sensor or tracing means is directed against the next
lying guide-way segment from the proceeding and to swivelling
guide-way slide devices whereby that sensor records the curvature
deviation of that guide-way segment being left from the to
swivelling guide-way slide devices seizes and transfers it through
a computer to the adjusting organs or through A mechanical transfer
from the tracing means for the swivelling of motor carriage on the
neighbouring guide-way.
38. A device according to claim 28, thereby characterized, that the
adjusting of the frame portion with guide-way slide devices ("motor
carriage") over a guide-way curvature is effected using the
attraction power of at least one magnet to the guide-way while the
swivelling angle of the guide-way slide devices is limited.
39. A device according to claim 28, thereby characterized, that
motor driven crawler chains exist by a linear motor driven vehicle,
which enable the displacing of sleds cross to the total vehicle
axis on at least one slide for a lateral shifting of the guide-way
slide devices.
40. A device according to claim 28, thereby characterized, that two
carrying cable are applied and at least one frame at the vehicle
which permits fixing from the sides the distance between both
carrying cables for the guide-way slide devices or suspension arms
being fitted with guide-way slide devices which are connected on
the vehicle by swivelling hinges to compensate the laterally
unequal rail or rope waving.
41. A device according to claim 28, thereby characterized, that at
least one guide-way slide device with basis frame over the cabin is
fitted with at least one telescopic connection to the cabin which,
through a joint with motor drive, permits a horizontally
swivelling-in of the guide-way slide device to the rail or carrying
cable.
42. A device according to claim 28, thereby characterized, that
guide-way slide devices with frame above or below the cabin have at
least one telescopic or length equilibrating connection between the
guide-way slide devices on the carrying cable or cables and the
frame whereby an approaching and distancing being reached through
transport members to equilibrate the hanging through of at least
one carrying cable.
43. A device according to claim 28, thereby characterized, that
rolls or wheels exist and A mechanism to swivel them laterally
under the outer rim of the guide-way rail to prevent a lifting off
of the vehicles from the guide-way rails.
44. A device according to claim 28, thereby characterized, that at
least three gallows with rotary suspended guide-way slide devices
basic frame are turned, separated and independent for each function
with regard to the guide-way change cooperating guide-way slide
device, around a common axis by means of motor power and separated
joints, whereby the guide-way slide device with basic frame and
also classed with a cabin or containers being suspended at the
gallows rotary around a separated joint can be swivelled out of one
guide-way position in a neighbouring guide-way position and
completing other pair of guide-way slide devices with basic frames
swivel subsequently, whereby the displacing at the level and
sideward of the vehicle portions are combined to one arch-like
motion.
45. A device according to claim 28, thereby characterized, that one
motor as a driving device overtakes the function of the drive for
the running wheels as well as the one for the other functions
through the interposition of a clutch operated by a kind of
centrifugally operated switch.
46. A device according to claim 28, thereby characterized, that
wheels are used with an inner and an outer flange.
47. A device according to claim 28, thereby characterized, that the
device for the production of a correct rail seat of the guide-way
slide devices, wheels or sleds, consist of a crank-like swivelling
mechanism which works in a current direction and brings the
guide-way slide devices being still distant from the rail in
contact with the latter.
48. A device according to claim 28, thereby characterized, that,
for the production of a correct rail seat of the guide-way slide
devices, wheels or sleds, consists of at least one shaft on whose
end being in each case at least one supporting wheel or a kind of
sled and/or an obstacle, like for example a disk, bar or roll, and
consisting of a shaft mount with oblique guidance for each shaft
inclined towards the rail and consisting of at least one retainer
for each shaft whose triggering through a connection with an
operating member causes the approaching of each obstacle towards
the next rail up to the contact with the latter and causing during
the lowering of the vehicle a rising of the shafts in the shaft
mounts whereby the supporting wheel pairs or sleds close around the
guide-way as a tongue and, finally, they set the guide-way slide
devices perpendicularly to the guide-way.
49. A device according to claim 28, thereby characterized, that
clamps at the area of the vehicle bottom serve to secure a correct
rail seat of the guide-way slide devices during the depression
suppression of the vehicle to the guide-way.
50. A device according to claim 28, thereby characterized, that the
device for a the production of a correct rail seat of the guide-way
slide devices, wheels or sleds, has A mechanism for the temporary
moving away of guide-way slide devices or supporting wheel or sled
from the respective next rail to render possible the passing of
rail switches with the customary vertical rail tongues.
51. A device according to claim 28, thereby characterized, that a
vehicle is carried by guide-way slide devices on at least one frame
by guide-ways of both sides of a staggered pillar arcade and
thereby is held together bridge-like by a frame.
52. A device according to claim 28, thereby characterized, that a
vehicle which runs on multiple guide-ways has telescopic extending
tubes or rails in direct or indirect connexion with the cross axes
of the guide-way slide devices or their frames to secure the
holding together of the lateral vehicle portions and to secure the
correct guide-way seat of the guide-way slide devices and the
distance between the bottom of the vehicle portion to the guide-way
underneath can be controlled by motor means, if a tilting of the
cabin or load shall be avoided.
53. A device according to claim 28, thereby characterized, that a
vehicle which runs on multiple guide-ways has at least one
perpendicular connexion from the cross axes of the guide-way slide
devices to at least one respective swivelling joint with at least
one sleeve through which a kind of tube or bar is slid, bearing a
portion of the cabin or load, whereby a brake against the sliding
movement can be used, if a better load distribution is
required.
54. A Method for the order and equipment of guide-way rails for the
multiplex guide-way traffic also as toys, thereby signified, that
several guide-ways are arranged parallel to one another and
staggered in steps at least here and there at the rule on guide-way
carriers, whereby the level is altered from one guide-way to
another in an equal extent, if the case ensues of a transition
toward guide-ways at the same level, so that, shown in a
cross-section view, the tangent at least approximately on the outer
rails builds a decreasing angle toward the horizontal line and
whereby a stepwise graduation may occur also inside of a guide-way
in so far as the inner rail situated next toward the carrier is
higher fitted to be strained through rail slide devices from below
because of a load which is dislocated outwards, for the aim solving
the task of spatial nearness by the kind of the arrangement and
shaping of the guide-ways and that the carriers meet the kind and
shape of the vehicles and the efficiency.
55. A method according to claim 54, thereby characterized, that the
guide-ways are staggered at the level and carried by a stepped
earth dam with a lateral propping along the single guide-ways at
least up to the last, but one by walls, plates or fences which, may
be braced by bars or tow ropes.
56. A method according to claim 54, thereby characterized, that the
guide-ways are staggered at the level and carried by struts or
pillars arched as an arcade or half arcade.
57. A method according to claim 54, thereby characterized, that
rail bearing horizontal and vertical legs cling to a bent arcade,
or pillar for a better stability.
58. A method according to claim 54, thereby characterized, that at
least one further guide-way carrier arcade or half arcade is
connected parallel to the first one so as the further arcades can
to be used for a climbing over by vehicles or for the distribution
of an extended but to a unit combined transport load borne from
guide-way slide devices on multiply guide-ways of multiply
arcades.
59. A method according to claim 54, thereby characterized, that
guide-ways are arranged over one another at a framing having a
circular up to elliptic shape shown in a cross-section view.
60. A method according to claim 54, thereby characterized, that
pillars, from tubes up to solid structures, bearing multiple
guide-ways over one another, are connected with each other in the
earth by cables or bars and/or that even such are stretched
laterally with fixed or anchored free ends.
61. A method according to claim 54, thereby characterized, that
fire extinguishing installations are borne above at guide-way
carriers (pillars) which can mainly unfold their working along the
guide-ways.
62. A method according to claim 54, thereby characterized, that two
guide-way slide devices run on two guide-way rails from which one
is mounted at the ascending leg of the carrier element higher than
the other more distant horizontally outward at the carrier pillar
projecting leg, whereby the guide-way slide device, wheel of sled,
leans on the rail on the horizontal leg from above while the rail
at the ascending leg is loaded by the rule from below.
63. A method according to claim 54, thereby characterized, that at
least two parallel guide-ways are arranged at the same level on a
step of a supporting pillar whereby, in each case, the outer
guide-way roof-like projects up to the second lower guide-way.
64. A method according to claim 54, thereby characterized, that the
number of guide-way steps is altered and thereby the guide-ways are
rising and descending arranged way.
65. A method according to claim 54, thereby characterized, that the
level of the guide-way steps is equally diminished in relation to
the neighbouring guide-ways, which means at least out of a
cross-section view, excepted the lowest one of the plane for which
it strived in order to render possible the transition of vehicles
which are distributed on multiply guide-ways to parallel guide-ways
on the same plane whereby this process may be also reversed to come
out of a guide-way plane.
66. A method according to claim 54, thereby characterized, that
additionally to the load distribution to multiply guide-ways such
one ensues by suspended guide-way slide devices with basic frame
which run on at least one guide-way exceeding the load space with
regard to the distance extension whereby tension or pressure taking
up connections are fitted from the latter towards the load
space
67. A method according to claim 54, thereby-characterized, that the
space between and under the carrier pillars is used for transport
applications while the passenger traffic is exclusively effected on
the guide-ways outside the carrier pillars.
68. A method according to claim 54, thereby characterized, that
stepped up guide-ways are slowly and parallel lowered together in
the same angle, inspected at the cross-section, to the next lower
step, whereby the lowest guide-way is broken off before it is
replaced by the previous higher guide-way.
69. A method according to claim 54, thereby characterized, that a
higher guide-way rail is continued at a certain distance parallel
to rail, to permit a change to a guide-way with parallel rails at
the same level.
70. A method according to claim 54, thereby characterized, that a
guide-way segment bridges in the form of a segment a short stretch
with hinged joints which may be lowered to the guide-way below it
and is lockable in horizontal position after being again lifted by
means of motor power.
71. A method according to claim 54, thereby characterized, that a
guide-way segment as switch portion can be removed and exchanged by
a guide-way segment with another curvature so that the connection
is brought about with another guide-way with directional
change.
72. A method according to claim 54, thereby characterized, that
roof guide-way rails are used which extend over at least one
portion of a vehicle reaching in a bow along to the running rails
nearly to the level of the latter to enable an evading or
overhauling of the subsequent vehicle.
73. A method according to claim 54, thereby characterized, that A
device is used to temporarily lead the roof guide-way rail segments
backwards into the length dimension of the other vehicle portions
to enable a mutual approaching of all vehicle portions on the same
guide-way level.
74. A method according to claim 54, thereby characterized, that a
vehicle changes to the guide-way situated next to it, over the roof
guide-way rails of another vehicle or that it overrides the latter
in this way
75. A method according to claim 54, thereby characterized, that,
preferably in transition and servicing chambers, at least passenger
vehicles on guide-ways are conducted so tightly against one another
that a direct climbing over or sliding of persons or transport
portions to another is made possible during the transition between
the local and the long distance traffic.
76. A method according to claim 54, thereby characterized, that a
transition ensues between rail and rope adapted to the fitting of
the vehicles as staying and suspension form.
77. Guide-way rails for the traffic on multiplex parallel
guide-ways also as toys thereby characterized, whereby at least a
part of the rail may be adapted to the task by a special shaping
like additional edges or grooves for the guide-way change according
to the height especially because the weight dislocation of vehicles
and the lateral wind pressure working against the latter, perhaps
by a at least temporary leaning on of supporting means of vehicles
against rail surfaces which are not strained from rail slide
devices otherwise including the fitting with more than one surface
touching by the rail slide devices while the attachment angle of
the latter towards the rail portions being different, all this
being valid if the vehicles are not adapted to usual rails,
including the shaping of rails and including devices, to avoid the
usual switch tongues through the implementation of a guide-way gap
through rail segments of different and adapted curvature, which can
also perform lateral guide-way change on the same level without the
lifting up of rail slide devices, if supporting wheels or feeler
exist engaging in another angle as a perpendicular one at the rail
or engaging at other rail portions and if a device for the
withdrawal of the supporting wheels or feelers is absent and this
all being bought about in an economical way.
78. A device according to claim 77, thereby characterized, that
rails have a broadened outer edge or rim to secure the engaging
from below by a supporting wheel and to also render possible an
embracing through a supporting wheel rolling from below or through
a clamp.
79. A device according to claim 77, thereby characterized, that a
rail has a lateral ledge, at least on one side, projecting under
the surface nearly to the lateral end of this surface serving to a
support of the guide-way slide devices against a lateral tipping of
the vehicle.
80. A device according to claim 77, thereby characterized, that a
rail is accompanied from a higher one serving to a support of the
guide-way slide devices against a lateral tipping of the
vehicle.
81. A device according to claim 77, thereby characterized, that
rails with grooves are used for the uptake of wheel portions
serving to a support of the guide-way slide devices against a
lateral tipping of the vehicle.
82. A device according to claim 77, thereby characterized, that
rails consist, for a segmental application, of two partial rails
whereby both partial rails offer a bearing surface and whereby the
one partial rail embraces the other as clamp in such a manner that
both partial rails hold together also when vertically loaded if
they are distracted a piece in the longitudinal direction as by
earthquakes.
83. A device according to claim 77, thereby characterized, that two
parallel carrying cables are applied which are hindered from a
excessive lateral rope waving through bars bearing the guide-way
slide devices and joining with the vehicles to equilibrate this
lateral rope waving.
84. A device according to claim 77, thereby characterized, that a
carrying cable is applied, which preferably consists of multiply
laterally separated portions, around which linear motor components
are present, embedded in synthetic material, which may be also
present at the bottom side of the carrier cable, serving for the
drive of a sled with linear motor.
85. A device according to claim 77, thereby characterized, that a
outer guide-way rail of a guide-way pillar is shaped as a lying T
on the end of the carrier ledge on the carrier pillar, the T-rail
having a portion for passing from above as well as such for passing
from below, eventually also such potions to passing from the
sides.
86. A device according to claim 77, thereby characterized, that a
rail switch consists of a guide-way gap which can be closed by two
rail segments of a different bend, thereby preferably a straight
one, by a shifting or/and clapping device.
87. A device according to claim 77, thereby characterized, that
near to the rail, alongside or before and after a switch, it
switching influences the mechanism for the temporary moving away of
guide-way slide devices or supporting wheels or sleds from the rail
before and after the switch passage by a kind of templet.
88. A device according to claim 77, thereby characterized, that
single guide-ways are branched from the parallel multiple
guide-ways and guided parallel and near to the single guide-way of
a other transport system or in a servicing and resetting centre to
exchange directly persons, seats, cabin portions, cabins or
guide-way slide devices with fastening complex of cabins by a kind
of fork, which is shifted cross to the guide-ways.
89. A method for the rail traffic on multiply parallel guide-ways
as toys thereby characterized, that the vehicle, fitted with at
least one kind of frame with at least one cabin, or container or
other means for the uptake, or fastening of goods and fitted with
motor drive and guide-way slide devices (moving-on devices), wheels
or sleds for linear motor drive, the motor being able therefore to
influence the above, and being for his part able to carry transport
members, partially movably mounted at the frame, with additional
guide-way slide devices, these or this of the rest of the vehicle
in connection with the frame to a neighbouring rail guide-way; and
that being brought about through motor or with storage power fitted
driving devices for lifting and thrusting and including swivelling
movements between frame and transport members and therefore
characterized, that finally, the vehicle with its guide-way slide
devices and the transport members with their guide-way slide
devices, after a temporary contact of both kinds of guide-way slide
devices at the same time with both neighbouring rail guide-ways,
being united successively on the neighbouring guide-way by means of
a solution from the primary guide-way, whereby all guide-way slide
devices are aligned to the guide-way run by means to adjust the
position between the guide-way slide device and the rails parallel
before the guide-way contact, and thereby characterized, that,
preferably, the guide-ways are arranged elevated in steps, at least
here and there, preferably mounted on a kind of carrier pillars
usually in bows or half bows and thereby that vehicle portions as
well as rails are adapted through supporting devices to the task,
to balance weight transposition during the guide-way change as
means for a secure landing on rails and also eventually on a
rail-free parking lane, and also thereby, That a stepwise lifting
of rails may occur also inside of a guide-way in so far as the
inner rail situated next towards the carrier is higher fitted to be
strained through guide-way slide devices from below because of a
load which is dislocated outwards to being additionally able to
evade customary guide-way switches with guide-way tongues as far as
they are applied by a withdrawal of supporting devices at the rail
area, in the case that these switches with rail tongues are not
only applied during climbing over the guide-way, an application of
adequately adapted switch constructions [without guide-way tongues]
with means to slide or clap away rail segments filling a guide-way
gap in the case that supporting devices against the tipping are
used at the vehicles and a branching of the guide-ways is applied
and whereby sensor devices are used in interaction with at least
one control unit, at least for the solution of the task to effect a
secure landing on the guide-ways or the ground and to preserve the
safety distance towards neighbouring vehicles, and thereby
characterized that, as far as such vehicles are employed which
transgress the single gauge, as perhaps for the goods traffic, that
ensues permanently on multiply guide-ways, when such are
successively carried over to a common plane by a stepwise ascent or
descent, the guide-way slide devices are thereby held operating
inserted adjusted into the single rails by means of devices, with
or without a slanting positioning of the vehicles cross axes
whereby one can desist from a climbing over between the guide-ways
in the case of this utilization, and thereby characterized, that
the solution of the task in any case of execution at the rule is
accompanied by corresponding safety controls, and usually, by at
least one control device from outside of the vehicle for many
cases.
90. A method according to claim 89, thereby characterized, that
guide-way rails being staggered up on carrier elements are held
together from below and are supported by means of clamps.
91. A method according to claim 89, thereby characterized, that
folded bellows are used as push an pull devices, eventually
supported by tension springs, and transport members devices whereby
the folded bellows can be destined to an abrupt development through
retainer, if required.
92. A method according to claim 89 thereby characterized, that the
fluid or gas transfer to the push and pull devices as transport
member of the slides as support element ensues through a valve
device in which the end of a afflux line in a bore has contact with
two distributor lines, subsequent to each other, for two equal
distance units, in other words switching steps, whose length is
destined by the distance of the distributor lines, and whereby one
draining-off line is in each motion follows-up for an emptying of
the line after being supplied before and whereby both fluid
conducting lines are alternately connected with different working
pneumatic or hydraulic transport members.
93. A method according to claim 89, thereby characterized, that,
after a horizontal shifting of a wheel by means of a transport
member, into the vertical projection of a rail, the wheel is
impeded from a further displacement through a kind of a stop
projecting from slide and that crank arms, which are connected with
the housing, are vertically displaced during the continuation of
the horizontal shifting movement, whereby an approach of the wheel
to the rail is effected.
94. A method according to claim 89, thereby characterized, that
that stilts are use as transport members which are driven by spring
power produced by the swivelling movement of a spring tension pawl,
driven from at least one motor and whereby an operation disc as
portion of a movement compound machinery with at least one retainer
and at least one release pawl as control unit, works with a cam
against with or without the intermediation of a kind of crank
toward at least one stilt, which is thereby stretched to a rail or
spread from a rail with guide-way slide devices on its end,
inclusive clamps or at least one shaft with supporting devices for
the producing a correct rail seat with at least one arresting
slide, being released before the suppression of lifted up guide-way
slide devices toward the rail.
95. A method according to claim 89, thereby characterized, that the
lock which locks the supporting wheel or sled shaft is triggered
through the coupling on to a partial rotation of a disk which
initiates a respective ascent or descent movement of the
vehicle.
96. A method according to claim 89, thereby characterized, that the
movement compound machineries for the ascent and descent of the
vehicle are respectively classed with one rotation direction of the
spring tension pawl, the rotation direction of the release pawls
being respectively classed to the opposite rotation direction.
97. A method according to claim 89, thereby characterized, that the
springs of all movement compound machineries are tightened through
the rotation of the spring tension pawls in one direction, while
the release pawls for ascent and descent of the vehicle are moved
operating in opposite directions.
98. A method according to claim 89, thereby characterized, that the
springs of the movement compound machineries are tightened through
the rotation of at least one spring tension pawl in both direction
but divided in two half circles to serve the vehicle ascent and
descent.
99. A method according to claim 89, thereby characterized, that a
guide-way slide device, with basis frame being driven from a motor
of another guide-way slide device which runs temporary on another
guide-way.
100. A method according to claim 89, thereby characterized, that
the movement compound machineries for the ascent and descent of the
vehicle are respectively classed with one rotation direction of the
spring tension pawl, the rotation direction of the release pawls
being respectively classed to the opposite rotation direction
101. A method according to claim 89, thereby characterized, that
the shaft suppression for supporting means for the production of a
correct guide-way seat is temporary locked by a kind of a retainer
which is triggered through A mechanism in a direct or indirect
dependence from a control unit.
102. A method according to claim 89, thereby characterized, that
the triggering of the retainers ensues through a coupling with the
functional running up during the movement of the transport
members.
103. A method according to claim 89, thereby characterized, that
the lock which locks the supporting wheel or sled shaft is
triggered through the coupling on to a partial rotation of a disk
which initiates a respective ascent or descent movement of the
vehicle:
104. A method according to claim 89, thereby characterized, that a
kind of overhaul pawl is interconnected between the cam and a bar
which works to the stilts and permits the drive of the stilts only
in one direction.
105. A method according to claim 89, thereby characterized, that
the stilts are driven from a motor which simultaneously works at
two axes which stand perpendicular against each other and through
these to the pawls and through these to the discs, for example in
the weight-balanced middle of the longitudinal axis of the vehicle,
which are distributed there to the movement compound machineries as
driving devices respectively to their influence direction towards
the stilts.
106. A method according to claim 89, thereby characterized, that a
longer spring resilient slide device works instead of a buffer stop
at the area of the guide-way segment breaking off the guide-way
distance, that slide being preferably combined with a catching net
to brake the plunge of the vehicle and to mitigate its result.
107. A method according to claim 89, thereby characterized, that,
for the production and/or conservation of a correct rail seat of
guide-way slide devices, wheels of sleds, at least one shaft--an
obstacle, perhaps a disc, roll or rod, projecting at least
temporarily on the end of this cross to the guide-way course--is at
least temporarily approached laterally to a rail and contacts with
it at least in the case of A deviation of the perpendicular
projection of the guide-way slide devices to the guide-way course
or during an imbalance of the adjusting of the guide-way slide
devices to the rails.
108. A rail vehicles as toys which runs at least temporary on at
least two parallel guide-ways, thereby characterized that it has at
least one cabin or container for the uptake or fastening of goods
with driving motor including guide-way slide devices, wheels or
sleds, and transport members, i.e. lifting and sliding devices
and/or rotation devices which are appropriate to move successively
the guide-way slide devices in a lifting, suppressing, according to
a slide lateral shifting or entire swivelling out motion toward a
neighbouring guide-way and to unit there finally all vehicle
portions; and also devices exist to prepare and to produce the
exact rail seat of the guide-way slide devices, and whereby the
guide-ways are at least there and here staggered and whereby at
least one control unit for the motor of the drive of the guide-way
slide devices and transport members and/or other functions exist,
and whereby as a rule at least one inner and outer control unit
cooperate; and whereby the drive of both functions, running drive
and the drive of the transport member and/or their motor drive can
be unit through clutch and transmission, and whereby at more
pretentious devices sensor devices exist in connection with at
least one control unit inside or outside which serve the security
distance to other vehicles and/or other security functions,
included the possibility to change into a guide-way system
consisting of transparent tubes under change and supplement of the
drive equipment.
109. A device according to claim 108, thereby characterized, that
carrier elements or vertical members for the guide-way rails are
composed by bend or step portions which can be fastened with each
other.
110. A device according to claim 108, thereby characterized, that
H-shaped carrier elements exist for a guide-way running over one
another which may be connected with one another.
111. A device according to claim 108, thereby characterized, that
wire bows are stepwise bent up and then again multiply deflected
serving as guide-way carrier.
112. A device according to claim 108 thereby characterized, that
gas out of a gas capsule serves as driving means for transport
member, including other driving functions, whose seal having a
pre-produced channel closed by a kind of a plastic or wax which may
be opened by a heating wire loop
113. A device according to claim 108 thereby characterized, that
folded bellows serve as motor and/or portion of transport
members.
114. A device according to claim 108 thereby characterized, that a
fluid valve as part of a motor has a gas afflux tube and a
distributor tube, the afflux tube fed out of an afflux line having
at least one deduction opening into the space between both tubes
which is separated by annular seals on the distributor tube, the
latter having deduction openings into supply lines to working
organs, and whereby one of the two tubes is moved through a thread
spindle by a motor.
115. A device according to claim 108, thereby characterized, that
two rings in a fluid valve are moved co-centrically one of which
has two radial bores for the annexing of an afflux and for a flow
back line for fluid or gas and the other ring having multiply
radial bores with lines to the working organs, whereby seals of the
afflux and backflow bores are fitted against the turning ring.
116. A device according to claim 108 thereby characterized, that
multiply spring blocks as transport members are fastened with one
end on a slide and are interrupted by a flexible connection from
which at least one is conducted over an idler and one is fastened
with the end on a housing portion for the moving back by tension
working of that slide increasing thereby the pre-tension working
and diminishing the extraction length to the necessary maximum
tension
117. A device according to claim 108, thereby characterized, that
additional transport members with the guide-way slide devices exist
between the vehicle frame and the extended slide portions as
transport members, the frame of guide-way slide devices having
again further vertically working transport members, if necessary
for the placing of the former on the guide-way.
118. A device according to claim 108, thereby characterized, that
the stilts as transport members for the additional guide-way slide
devices are driven from a motor which simultaneously works at two
axes which stand perpendicular against each other and through these
to the pawls and through these to the discs, for example in the
weight-balanced middle of the longitudinal axis of the vehicle,
which are distributed there to the movement compound machineries as
driving devices respectively to their influence direction towards
the stilts.
119. A device according to claim 108, thereby characterized, that a
bar is inserted between each of the two stilts which are positioned
opposite on the broad side of the vehicle, being driven from a
single motor power and operating thereby both stilts in the same
direction.
120. A device according to claim 108, thereby characterized, that
an eccentric bar connection exist between two stilts, counter
running swivelling on the longitudinal side of the vehicle, so that
both stilts are simultaneously operated by a motor drive which
engages only to one tilt.
121. A device according to claim 108, thereby characterized, that
two movement centres exist, distinctly distant from the middle of
the longitudinal axis and from each other, from which a stilt pair
swivels in each case into the opposite direction to the
corresponding stilt pair of the opposite movement centre.
122. A device according to claim 108, thereby characterized, that
the fix point on the disc consists of a spring tongue with
shoulder, the spring tension pawl bumping against it, and that a
neighbouring disc or lamella has a gap into which the shoulder of
the spring tongue is able to evade after disc is turned and the
spring is tightened, so that the spring tension pawl can overhaul
the spring tongue.
123. A device according to claim 108, thereby characterized, that
the shoulder of a spring tongue on a disc or lamella serves as
retainer for the locking of the disc evading and hooking into the
gap of a neighbouring disc or lamella and later being displaced by
the release pawl.
124. A device according to claim 108, thereby characterized, that
multiply discs, turning separated and single through spring working
after their release, are served with each corresponding portions as
movement compound machineries by a single motor for tension and
release motion and that the arresting points, respect . . . the
release points, are distributed over the movement compound
machineries in distances to each other in different rotation angles
from the view point of a common rotation of the pawls, so that the
respective release pawl is triggering effectively inside of a
controlled order of sequence.
125. A device according to claim 108, thereby characterized, that a
disc exists for a movement compound machinery applied in plurality
in a vehicle with stilts and a spring tension pawl, swivelling
around the disc, driven by a motor, the spring tension pawl turning
the disc during its swivelling through an impact against a spring
tongue of the disc whereby a spring is tightened either between a
housing mount or between this disc and a second one with a cam for
operating a stilt over a kind of crank or connecting cross bar
which connects the latter with another stilt, if two stilts on one
side, in the last case the rotation of the operating disc being
then temporarily locked by a retainer, preferably by an elastic
arresting tongue of the moved disc in a gap of the a lamella which
stands fixed at the housing, and whereby the moved disc is arrested
by another retainer subsequent to the spring tensioning and that at
least one release pawl exists, likewise turned around the disc axis
by the motor, so that the operation disc, being arrested at the
lamella, is set moving by triggering off the retainer through the
spring power working whose movement is transferred through the cam
on the operating disc to rotate at least one stilt with or without
the interposition of the crank or connecting cross bar while the
locking between the both discs is released first with the begin of
the operation of the next movement compound machinery.
126. A device according to claim 108, thereby characterized, that
the spring tongue is reinforced by a solid metal or synthetic small
locking member to secure the correct angle positions with regard to
the breaking off of power.
127. A device according to claim 108, thereby characterized, that a
squeezing mechanism exists which works to a disk in such a manner
that the rotation movement of the disk is slowed down.
128. A device according to claim 108, thereby characterized, that a
movement compound machinery for the vehicle descent has not a
spring tension pawl, because the spring is tightened over the
mediation of the cam of the operation disc by its driving from the
spreading stilt to catch up the plunge of the vehicle.
129. A device according to claim 108, thereby characterized, that a
movement compound machinery has a spring which works to a disk
which operates a worm thread which raises the wheels of the vehicle
from the rails.
130. A device according to claim 108, thereby characterized, that
clamps exist which hold the roll or wheel axes and open downwards
when influenced by a huge force
131. A device according to claim 108, thereby characterized, that
the spring tongue of a disc as fixing point moved through a spring
tension pawl or as retainer triggered off through a release pawl is
reinforced by a solid metal or synthetic small locking member to
secure the correct angle positions with regard to the breaking off
of power.
Description
SCOPE OF THE INVENTION
[0001] It is the scope of the invention to create a traffic system
which will be able to displace the car and broad gauge in passenger
and transport of goods by a widely ramified rail system apt for
small cabins. Therefore, an individual rail traffic is strived
which falls back, relating to the passenger traffic, upon the
narrow gauge by the parallel conducting of multiply gauges
preferably graduated and staggered at the height. Nevertheless, the
major part of the freight should also be mastered thereby under a
frictionless transition from the today's conditions. The plurality
of the systems of similar traffic conveyances shall be overcome by
the plurality of the possibility for applications of the invention.
Getting in and leaving shall be possible at about any chosen place
without to be restricted to fixed stops for the short-distance
traffic.
[0002] The traffic should be shaped in a more frictionless way,
more securely, more ecologically, more economically and should also
do justice to socio-psychological expectations. It may be supposed,
that the model maker, at first, will take interest for the proposed
system, which should therefore be protected also in the form of
toys, even for the virtual use perhaps as a computer game.
PRIOR ART
[0003] Traffic means on vertical members or columns for the relief
of street and rail are employed since 1901 with the elevated
railway of Wuppertal (Germany), in recent times supplemented by
fully automatized systems as Sky Train in Dusseldorf and Bangkok,
SIPEM of SIEMENS and DUVAG AG in Dortmund, constructed suspended
since 1984, as standing vehicles with Transrapid of SIEMENS and
MAFFEI and other, mainly monorail systems, mostly by application of
linear motors.
[0004] The specialisation of the different solutions affects
adversely the single transport tasks, because only limited space as
well as financial means are available. Stop stations are provided
especially for transport facilities being staggered on members
(pillars) to which the passenger needs to walk and which are
attainable often only by stairs.
[0005] Two-way-vehicles for rail and street are marketable; but
they are not implemented for a use on guide-ways of different
levels; they serve for shunting operations and as vehicles for
building (construction), repairing and servicing.
SOLUTION OF THE PROBLEM
[0006] A narrow-gauge railway system is presented which preferably
has multiply parallel running rails or gauges according to the
invention, which are, preferably again, each of these ascending
gradually (in steps) with regard to the height, but also vertically
staggered on members (pillars). Cabins are provided, at least for
the passenger traffic, which carry a jig (device) which allows the
transgression from one of the named gauges to a neighbouring one,
and this is possible at nearly all places along the traffic line.
Because each leaved vehicle is immediately filed again into the
traffic flow, one is able to efficiently cater to the shortage of
parking places of today; besides, the frequency of accidents may
essentially be diminished.
[0007] The device consists of a lifting tackle for the cabin which
is connected with at least one other device for a cross-sliding
(platform) for motor-driven wheels or sleds which are brought in a
sliding connection with a other gauge before the change of the
cabin. The device, as a variation, may also be enabled to connect
the shifting in the height and the sideward movement in a common
swinging motion. The staggering up of the parallel conducted rails
on vertical members (pillars) is strived for most of the time; but
this may be omitted because of the expenses, and may it be for any
distance. Especially handicapped persons with self-propelled
vessels or motor wheelchair may be provided by carrying herewith by
rail in zones with thinned rail network. For heavy loads separated
rail-unrelated transport means are able to be carried along.
Flexible rails, i.e. ropes, may be employed instead of firm rails.
At least two moving-on devices--below referred to as motor
carriages--, independent from each other with regard to the rail
seat, are provided which are connected with each other by a frame
in such a way, that a cabin, embraced from these, together with at
least one of that moving-on devices is able to be brought by a
lifting tackle up to the level of one of these rails whereby it is
carried along a moving-on device by a horizontal thrust-movement
and for getting of a meshing under the outer rail--if
required--with a tilting (tipping) movement of its mount is brought
in contact with the neighbouring gauge. Afterwards, the remaining
moving-on devices are brought back from the prior occupied gauge up
to the level of the neighbouring new, occupied one by the operation
of the lifting guide-way in the opposite direction and they are
connected with the new placed by traction (device) of these.
[0008] The just mentioned variation of the rail arrangement of the
same gauge with a displacement at the height of the outer rail is
not only able to multiply the number of gauges, when the pillar
span is pre-defined, but it permits also the application of the
suspended cabins on the outer side of the pillars, the passenger is
thereby not longer exposed to the view of the moving past
pillars.
[0009] All the known technical means which are claimed are drawn
according to the invention without pointing out singularities: this
means, e.g. with regard to energy electricity, fluid--or gas
pressure, or for the mechanical movement motors, of linear electric
kind, screw--or spindle drive, power transfer over electric lines,
as well as ropes over rolls. For the means of simplicity, the motor
axis was drawn as regularly united means for moving forward with
the wheel axis, although the wheels and their axes are separated
mostly as undercarriage from the motor. It was attempted in each
case, to reproduce at least two examples, but variations,
schematically coarse and for a better functional pointed out
without dimensions being considered very thoroughly. Mainly, the
diversity of wheel flanges and the coordinated rail, sorting gates
(switches) forms and the railway and automobile technology on the
whole are presupposed. Each wheel of a rail slide device being
presented as a rectangle, for example, stands for a wheel with a
tracing rime as shown approximately in FIG. 81, above, to the left.
Frame, in connection with the fastening of transport member for
rail slide devices, should enclose all means which secure the firm
holding together of the vehicle as cross struts or the housing
itself.
[0010] Suspended as well as standing vehicles are described and
moving as well on two rails as on a monorail, on rigid guide-ways,
as finiculars running on ropes over or under move-on devices as
wheels or sleds. As examples for the staggering up on vertical
members of rails and ropes such on straight and vertically
elevating columns or pylons are specified and such on bow masts or
bends (harp bows) and mainly such as bridge-bows or arcade of
different heights and breadths. As an average norm for the multiply
rail employment is assumed at a ground or stop guide-way is
scheduled on the flatness on which a landing or branching guide-way
follows for which an average velocity of not more than 10 km/h is
proposed for the case of a higher traffic density to prepare the
descent to the landing guide-way respectively to transfer through
the next, if suitable sorting gate-less, rail branching from the
main-guide-way. On each higher guide-way, the average velocity,
which is held there, could be nearly doubled in each case to
guarantee an almost frictionless traffic flow. The traffic control
ensues full-automatically over sector centrals, supplemented by
own-safeguarding approximately by evaluation of a kind of radar
sounding towards each next situated vehicle, exceptionally
regulated also by the user himself. A rope system and a roping down
device are described with a braking adapted to the distribution of
loads on the rope for the security approximately in the case of
rail breaks. The change from guide-way sections of a lower to such
of a higher number may be completed by lifting of the guide-way a
few degrees and a feed in to the next guide-way plane. Additional
scattering devices on the wheel of the moving-on devices with
friction augmenting substances can be employed. The pressing of
supporting wheels can increase the security. The approach of
supporting wheels in a distinctly different angle position in front
to the bearing wheels against rails or ropes serves, at first, to
secure of the rail seat also in case of an alteration of weight
balance and against lateral wind pressure may it be during the
climbing operation.
[0011] On renounces a device for the guide-way exchange (without
direction alteration) in connection with the goods traffic
exceptionally in extraordinary cases. The load cabin may be
supported on multiply guide-ways through separate move-on devices:
they may be expanded according to the functional spaces which are
provided by for the required guide-ways. More weighty and longer
goods may also be distributed on several goods cabins, with the
employment of suspended move-on devices distributed along rails by
rope-tows allowing a functionally adapted distribution of the load
between the rails. Draughts and lifting guide-ways in connection
with the move-on devices, controlled by measuring devices, permit a
functional, favourable load distribution to the latter and
therewith on the rails; whereby the main load is allocated to the
ground or stop rail on the flatness, when included in the transport
task. Special rotation and tilting devices on the motor compound
machineries and freight cabins, or containers are provided by for
the transit to guide-ways without staggering on vertical members.
Automatic switches are mounted on all rail branching spots which
are used for the transport of goods. The cabin carrier scaffolds
may roof the staging construction with vertical members like a
riding saddle for the transport of goods, when an arcade
construction is chosen. Thereby the stop guide-way or at least a
higher, preferably the highest guide-way should be held free for
the passenger traffic.
[0012] The vertical members or pillars for the supporting of rails,
ropes or tubes, but also the latter themselves, may consist of
iron, steel, reinforced concrete, but in the future possibly, not
only for toys, of especially plastic materials perhaps designed
with synthetic material and weight saving applied.
[0013] The functional and structural features, indicated for toys
(as folded bellows, valve constructions etc.) can also be
principally used in and transferred to the usage system in a larger
scale and should be protected in all such implementations and vice
versa; Even though, all features of the invention may be composed
in any combination and should freely be thereby protected.
[0014] Further problem solution proposals should be drawn out of
the description of examples and from the claims.
ADVANTAGES OF THE INVENTION
[0015] The presented invention mainly offers the preference
compared with the prior realized and proposed solutions, that the
flowing traffic may be brought up to elevated members as pillars
together with the possibility to get in and out on nearly all
desired spots. The need of parking lot, as it is typical today, has
finished for the passenger traffic, the number of passenger traffic
units may be diminished because they are brought in circulation on
the respective places as calculated by the sector centre (directing
station) and it may be parked on lower occupied parking lanes.
[0016] The traffic security is enabled to be essentially increased
by the ban on cars to sporting lanes for the user of the new
transport facilities but for cyclists and pedestrians and mainly
for children, the traffic handling may also be essentially
accelerated avoiding eddy and stops in front of cross roads. These
advantages may be fully exhausted only if the proposed system is
able to supersede the individual car traffic inclusive the lorry
traffic from the street under flowing transition from the
conditions of today. Only industry and trade are compelled to place
at disposal a specialized park which relates to its own indigence
and is restricted to the almost non-traffic periods which are
allowed by the centre, the transport period being nevertheless
essentially shorter.
[0017] An ecological disaster could be expected by traffic without
avoidance of exhaust gas even with regard to the quickly increasing
auto-mobilization in East-Asia, which could be prevented by this
invention. Fewer biotops would be cut to pieces by means of
bringing of expanded parts of the traffic network to elevated
members as pillars. On the other hand, the combination with the
rail installation at the ground level allows an economical
employment for the regions with single houses as well as such in
borderland. Already three-lane guide-way each in both directions
may meet the need of connection with the next town for the whole
villages when intermediate stops are dispensed. A maximum of
traffic density may be reached by the close spacing of pylons
(pillars) with a rail arrangement one over another, when the
possibility of rising, descending and stopping at bottle necks are
restricted to few guide-ways. An access is, additionally, enabled
by sidewalks situated higher and guide-way branches. The danger of
terrorism against the guide-way short distance traffic could be
lowered by its individualization.
[0018] A ground-near rail installation for a linear-motor drive
would be endangered by vandalism, a fact which speaks for the more
noisy wheel application. Against the suspension speaks the
necessity of elevated members or pillars for ground-near lanes too.
The use of an under-ground and an over-ground rail renders a lever
suspension of cabins technologically possible and may be mentioned
as an advantage for the application of more guide-ways when the
given overall breadth is limited.
[0019] The functional and structural features, indicated for toys
(as folded bellows, valve constructions etc.) can also be
principally used in and transferred to the implemented system in a
larger scale and should be protected in all such usage and vice
versa.
[0020] Further advantages will be mentioned in the context of the
description of the examples.
SHORT DESCRIPTION OF THE DRAWINGS
[0021] FIG. 1 reproduces to the left, at a scale of 1:40, a
cross-section through a motor carriage of a schematic vehicle
project; a plan view of the vehicle is given to the right, below
the small detail of the left and the middle portion of the frame
with an outline of the joining mechanism. The detail below the plan
view outlines the joining mechanism inside the frame. Below, in
horizontal section, the vehicle in the customary stage of onward
movement is shown and, below a further longitudinal section
subsequently the vehicle cabin has been elevated together with the
next situated motor carriage. To the left, a longitudinal section
through a telescopic column is given, destined for fluid movement
as a detail at a scale of 1:15 in a contracted condition. Under the
detail of the telescopic column, to the left, the detail of the
left vehicle side is shown, in a longitudinal section, at a scale
of 1:80, at which the motor carriage (14) is also fitted with a
particular telescopic column (387, here in a constricted
condition).
[0022] FIG. 2 shows in a schematic cross-section, at a scale of
1:80, the ascent of a vehicle according to FIG. 1 from one rail
pair to the next higher one.
[0023] Quite Below, to the right, in the cross-section, at a scale
of 1:15, a detail of the motor with axis is shown in contact with
the rail pair.
[0024] FIG. 3 shows, for the operation of the telescopic column by
means of pulleys, to the left, above, at a scale of 1:20, a plan
view detail with rope sleeves projections, to the right, in a
cross-section the detail of a rope drum in connection with a motor
compound machinery is represented. In the middle and to the
right--to the right near over the whole length of the
page--longitudinal sections through a motor carriage with joined
telescopic column is drawn, to the left in a compressed (A), to the
right in an expanded (B) condition. The scale is about 1:10 for the
last mentioned portions.
[0025] Above, at a scale of 1:20, a cross-section through a motor
carriage with the portions essentially for the rope drive is given,
to the right, at a scale 1:10, a variation of the rope sleeves
arrangement on a telescopic column in a cross-section.
[0026] FIG. 4 offers, above, three phases A-C of the pulling out of
the telescopic column and the return leading in the contracted
condition in a longitudinal section, at a scale of 1:20.
[0027] FIG. 5 brings piston pump combinations in schematic
longitudinal sections, at a scale of about 1:40, over A in a
contracted, over B in an extended stage. Only below, to the right,
an arrangement is shown in a plan view with a rolling up above in a
longitudinal section.
[0028] FIG. 6 shows a solution for a lateral leading outward of the
slide with the motor carriage, for a better demonstration of
portions which can mount over each other a little enlarged, above,
to the left, in a plan view in a protruded, to the right in a poked
condition, at a scale of 1:40. To the left, under the plan view, in
cross-section details, the schematic demonstration of the tilting
function of the motor axis is given for the positioning of the
wheels between the lower outer (22) and upper inner (23) guide-way
rail.
[0029] FIG. 7 reproduces above in a plan view, at a scale of about
1:40, a pulled out motor carriage demonstrating the variation of
the guide-way rail change; a separate forward- and backward-moving
slide is thereby applied for the tilting of the motor axis. Above,
to the right a variation of the crankshaft is shown in a
longitudinal section detail, which drives the small bolt. Below, to
the left, a detail immensely enlarged of the crankshaft is shown.
Below again, a cross-section through the motor carriage is shown in
front of the wall which lies aside of the motor at the end of the
cardan shaft as a variation of the drive of screw (46). The
appropriate clutch is shown below, to the right, in a longitudinal
section. To the right, cross-sections are shown through the motor
compound machinery during the axis tilting at the stages A-D in a
longitudinal section.
[0030] FIG. 8 describes with the stages A-G schematically, in
longitudinal sections, at a scale of 1:20, the combination of
hydraulic pistons working together with the aim of transporting the
motor with the motor axis and the wheels, upwards to and underneath
the guide-way rails, above using three, below, using two hydraulic
cylinders.
[0031] The alternative solution of tilting of the motor axis caused
by a difference at the height of two telescopic columns on the
cross-section at the stages A and B--is interposed between the
upper row to the left and to the right of the middle piston
combination of the type just described.
[0032] FIG. 9 shows, in a plan view, at a scale of 1:40, fluid
drive cylinders only for the explanation of the lateral shifting
movement of the motor compound machinery with the slide toward both
the lateral directions.
[0033] FIG. 10 shows schematically, on a plan view of a motor
carriage in the stage A-C device for the lateral shifting of the
motor compound machinery on a slide (5) by means of pulley
blocs.
[0034] FIG. 11 shows above, to the left, and in the middle, in each
case a longitudinal section through a motor carriage, whereby only
the sliding hinge, which carries the motor axis and two hydraulic
pistons, (as reproduced in FIG. 8 for the tilting of the motor
axis) are shown, furthermore, the clutching on of compressor or the
pump to the motor is elucidated. The scale is 1:40. The disc-clutch
is drawn as a detail below, to the left, and the sliding hinge in
the middle, the first one enlarged to 1:10. In the middle and
below, to the right, two cross-sections are shown at the stages A
an B of the lowering of a motor carriage, above, to the right, as a
detail variation a bit more enlarged; below to the left other
details are given with variations for the displacement of the motor
compound machinery.
[0035] FIG. 12 reproduces, above, cross-sections, at a scale of
1:40, through a motor carriage (16) as in FIGS. 1 and 11 in both
functional stages A and B of the variations A and B to remind the
lowering of the spring supported frame into the motor axis by the
influence of the weight, which is effected here by a lifting,
because of the wheel impact from below.
[0036] In the longitudinal sections below, the mechanism for the
tilting on of a supporting wheel for the securing of a stabilized
rail position, likewise in two functional stages, to the left
A.sub.A, B.sub.A to the right A.sub.B, B.sub.B. In the detail
A.sub.C, B.sub.C, to the right, below, the advantageous variation
of the independence of the tilting movement from the motor tipping
is presented.
[0037] To the left, above, in a cross-section, to the right in a
plan view, and underneath in the longitudinal section, the
functional stages A and B of a vehicle variation to that presented
with FIG. 1 in FIG. 13 in a very schematised way. The scale is
1:40. To the left, beside of the longitudinal sections, a further
plan view and below both functional stages A and B in longitudinal
sections are reproduced, the latter only with its left half, at a
scale of 1:80 for the representation of position of the outer and
the inner frames. Quite above, still at a scale of 1:40, the detail
of a plan view, which demonstrates the cabin interlocking with the
frame is seen.
[0038] FIG. 14 reproduces, as FIG. 13, above a plan view and below
two longitudinal sections for two functional stages A and B for a
further variation of the vehicle type. The scale is 1:40.
[0039] To the left, below, at a scale of 1:20, details of two types
of procedures for a guide-way rail change in curves are
reproduced.
[0040] Exceedingly schematized, from under the middle part, from
the left to the right, below, and above, to the left, functional
stages A and G of the ascent of such a climbing vehicle according
to FIG. 1,13,14 on a two step palisade are represented in FIG. 15
in a partial cross-sections at a scale 1:40. The three vehicles to
the left, in the middle, are running over rail sleeper (151) with
draining ditches (152) among these. A plan view of a vehicle is
shown above, to the left, at a scale of 1:80.
[0041] FIG. 16 describes above, in a plan view, underneath in two
longitudinal sections, which correspond to the functional stages A
and B, at a scale of 1:40 a variation of the vehicle for the
suspended employment.
[0042] Above, to the left and towards the middle, in the plan view,
still the stages A and B of the FIGS. 6 and 7 have been copied; the
stage B nevertheless turned around 90 degrees.
[0043] FIG. 17 shows, above, in a plan view, and underneath a in a
longitudinal section, at the scale of 1:40, in the functional stage
A, the starting-point of a vehicle in a suspended, as well as, in a
standing position. The suggestion for that was given in FIG. 15
stage E. Below, the stage A-C are sketched reproducing the descent
steps from a lower to a higher guide-way.
[0044] Quite below, to the right, at a scale 1:80, a symmetrical
turning up is described at the stages A and B. To the right, below,
an approximate projection and function sketch was produced in the
projection opposite the described figure. In the functional stages
A-D, seen in the middle of the page, the cross-sections show the
process of the lowering of the cabin with the motor carriages to
the lower guide-way, as drawn above in a longitudinal section.
[0045] FIG. 18 relates to the functional processes in FIG. 17 for a
vehicle as it could be conceptualised as a suspended vehicle by
means of a lateral swivelling of the roof frame bridge and the
gallows for the motor carriages, saving on height of the vertical
members (or pillars), but is dealt with standing form here.
[0046] Above, to the left, in a longitudinal section and to the
right in cross-sections for stages A-C, limited to the conditions
at the motor carriage (14), the lowering of it in the axis bearing
is described. In the middle, a cross-section series follows for the
demonstration of the ascent from a lower to a higher guide-way
level. The process is broken off at the stage B. Under C, a
suspended vehicle is demonstrated by displacement of the motor
carriage (14) in the slide to the left. Below, in the longitudinal
section, the lifting of a cabin with motor carriage by tow rope
tension to a higher guide-way level is explained. All sections are
at a scale of 1:40.
[0047] FIG. 19 counts as a suspension version of the invention.
Above, in a longitudinal section, at a scale of 1:80, an arcade as
a guide-way carrier is drawn with a suspension vehicle (slightly
over-dimensioned), below the arcade in the cross-section and above,
to the right, a suspension cabin for the post and parcel service as
a detail enlarged at the scale of 1:20.
[0048] Underneath, as stage A, in a schematic longitudinal section,
at a scale 1:40, a suspension cabin with four motor carriages are
shown, to the right as stage B, the left half of the vehicle after
the ascent of the telescopic tubes to the next higher
guide-way.
[0049] In the middle, the longitudinal section detail of one of the
paired telescopic bow ends are shown with motor drive in two
functional stages (A, B), the appropriate sliding spindles with
step motors to the left and to the right of these. Below, a bow
apparatus is shown in the stages A and B as a variation to the one
above.
[0050] To the right, below, at a scale of 1:80, a vehicle variation
is sketched, which allows to get along with two motor compound
machineries by means of balancing out of the cabin weight.
[0051] FIG. 20 shows a variation to the suspension vehicle of FIG.
19 by applicationing only a single guide-way rail for each
guide-way line. To the left, in a cross-section, at a scale 1:20,
the stage A of the suspension in the guide-way is shown and the
stage B the deflection to the next rail, to the right of these
enlarged details of the motor compound machinery are reproduced.
Below, with the stage A, three vehicles suspended one over another
are shown at the inner side of a guide-way carrier arcade, with
stage B a vehicle climbing from the lower guide-way to the middle
one, is demonstrated at a motor carriage, in the cross-section too,
at a scale of 1:40. Quite to the right, the lateral wheel closing
around a guide-way rail by the weight of vehicle in the process of
rolling is sketched.
[0052] FIG. 21 gives an example for a sled vehicle for linear-motor
drive in the staying form on two guide-way rails.
[0053] Above, the stages A-C of the ascent from the lower to the
middle rails are shown in a partial longitudinal section, at a
scale of 1:40, (the right mirror--inverted halfway through from the
arcades is omitted).
[0054] To the right, in the middle, a plan view is presented and
above a cross-section, both at a scale of 1:80 with an deviating
variation of only two, but therefore elliptic, telescopic columns
and with the slide two sleds which move out. Below, at a scale of
1:30, an enlarged and slightly detailed and altered reproduction
follows.
[0055] FIG. 22 brings, at a scale of 1:40 an example of two sleds
(205,206) which are able to be laterally transported by a
crawler-tread, this is done above in a plan view, underneath in a
longitudinal section for a demonstration, that the sleds may be
arranged in echelons. The motion mechanisms for the rail sleds is
explained in the middle cross-section through the vehicle, below in
a cross-section through a slide, at a scale of 1:20 with an
enlarged chain detail to the right.
[0056] FIG. 23 shows, above, in a longitudinal section, at a scale
of 1:80, the functional stages A and B of the descent of a rail
sled vehicle from a higher to a lower guide-way. Additionally, the
mechanism of the swivelling in of an supporting wheel is
explained.
[0057] FIG. 24 explains the functional process of the passenger
traffic and partially on the transport of goods too and mentions
thereby remarkable examples with detail hints out of the discussed
figures. Mainly, control operations are mentioned as they are
further comprised in FIG. 25 and FIG. 26. To the right, below, in
two cross-section details, at a scale of 1:40, security precautions
are still described.
[0058] FIG. 25 gives a wiring and connection diagram taking pattern
from a vehicle plan view in FIG. 13 at a scale of about 1:20. The
hydraulics are represented with regard to the principal functions
to the left, the electrics to the right.
[0059] FIG. 26 reproduces as a principal set up the relation among
directing stations for the central controlling of the overall
traffic system, based on two adjoining direction stations 1 and 2,
and between the latter and the cabin, respectively the entire
vehicle.
[0060] With FIG. 27, the treatment of goods traffic begins.
[0061] Above, to the left, in the functional stage A, in a
cross-section, at a scale of 1:40, a freight cabin (123) is
represented, which, being suspended, is fitted with two motor
carriages, which mesh on different guide-way levels. The
appertaining bevelled gear drive is more distinctly explained in
the tipping axis (124) in the middle, at a scale of 1:20. Between
the staggered up freight cabin, above, and the bevel gear, in the
middle, in a cross-section, at a scale of 1:160, there are the
stages A-D of the tipping of a frame for the freight transport when
the level of pillar steps is gradually diminished up to the point
of the transition to parallel guide-ways at the ground and, to the
right.
[0062] In the second row, above, in a cross-section, at a scale of
1:80, two stages (A, B) of an alternative solution has been still
inserted on two guide-ways without a tilting of a freight cabin,
whereby telescopic members, being perpendicularly fastened on the
wheel axes of the cabin, are perpendicularly adjusted through
hydraulic pistons (77, 78) to the alteration of the height of
guide-way steps.
[0063] Under the bevel gear drive, in the middle, at a scale of
1:15, a functional sketch is given relating to the balance control
between the gears for the wheels of the forward movement and the
gears to the motor axes for the lateral tipping of those.
[0064] To the right, in the middle, at a scale of 1:160, a
longitudinal section is given through a pillar arcade with a
heavy-cargo cabin (drawn with hatched lines), which still allows
space for the passenger cabins (21) above and at the ground.
[0065] Below it is dealt with the function of a slant lying of a
quadruple gauge freight cabin during the transition from the
staggering to plane guide-ways, being combined in a cross-section
and a longitudinal section.
[0066] FIG. 28 brings above, to the left, in a longitudinal
section, two quadruple combinations of freight cabins one below
another, as they are shown in FIG. 71, but here shifted together
into a single plane. Quite to the right, above, in a plan view, at
a scale 1:20, at the sections of line A and B, an interrupted
guide-way section with two single plates or stair-steps (from
pillars) is drawn. The transition from a rail guidance with a
different level shall be demonstrated to such one side to side. To
the left of the plan view, the related cross-sections with regard
to the rail fastening are drawn in detail. Above the middle part,
in a cross-section, again at a scale of 1:40, a mechanical solution
is represented for the cross-axis tipping in train of the slant
supporting of a freight cabin. In the middle again, at a scale of
1:80, the descent of the guide-way rail being only sketched shown
as in FIG. 27, below, but the number of the pillar steps and rails
is thereby reduced. The pyramid, above, at a scale of 1:160, shows
to what extent the connecting lines of the edge points of the steps
are equally dropped when the pillar steps decrease at the height
about 20 percent. Below, therefore, again in a mixture of
cross-section and longitudinal section as in FIG. 27, below, a
double guide-way freight cabin is demonstrated, which is tipped
around 90 degrees angle during its descent to the plane ground
level. Below, quite to the right, in a cross-section, still a
variation is demonstrated, at which no common connection exist to
the beam from the wheel axes. The scale is 1:40.
[0067] FIG. 29, in a cross-section, at a scale of 1:80, shall
demonstrate with the combination of two guide-way arcades, that
heavy loads and such of big volumes may also be transported on
lower pillar constructions. In the space between the arcades, in
the cross-section through a double guide-way and in two plan views
above, in the stages A and B, at a scale of 1:20, the function of a
rotary railroad switch is represented to bring about a rail
ramification at the pillar area at the same level. The
cross-sections below elucidates, that two platforms or supporting
scaffolds are necessary, from which the second must be lifted below
through the rail (22) by the sleeve (345) around the rotary column;
the small side view, below it, demonstrates the slot through which
the mentioned rail can pass. In the middle, to the left, in the
longitudinal section, the functional stages A and B, a railroad
switch between two pillars is sketched for a traffic deviation
downwards. For that, rotation axes (281) for the rail deflection
are suitable and motorized cable winches are presented. Below, to
the left, in the longitudinal section, at a scale of 1:40, a
special freight vehicle for longer and heavier loads is
represented.
[0068] Below, to the right, in the longitudinal section, at a scale
of 1:40, in the functional stages A and B, the detail of the device
is presented for the automatic lifting of lateral supporting wheels
over conventional guide-way switches being fitted in a motor
carriage. Above, thus is in the middle, to the right, in a plan
view, guide-way rails are reproduced in the guide-way switch area
(the guide-ways being drawn too small with the wheels running
thereon). Once more upwards, in a longitudinal section, a computer
controlled device is sketched as an alternative solution which
directs a sensor with radar properties against an obstacle.
[0069] FIG. 30 shows in two schematic longitudinal sections, at a
scale 1:80; suspension vehicles on ropes, one of which is
demonstrated in the stage A, another in stage B, relating to the
distance from the last pillar. Below, the diminishing of the rope
sagging is shown by means of the upper guy rope. In the middle,
between the longitudinal sections, the detail of a vehicle is
represented, the level compensation is reached by an elevator at
the cabin.
[0070] The plan view, in the middle, to the left, at a scale 1:40,
demonstrates a vehicle for the standing application on two ropes,
in front and in the rear with a frame of a roller device for: the
securing of the guide-ay distance for the wheels on the motor
axes.
[0071] Below, a small longitudinal section detail of the cabin
bottom is shown.
[0072] FIG. 31 shows below, in the cross-section, at a scale of
1:40, the stages A and B of the transport of a caravan on two
guide-ways, at different levels. Above, in still more schematic
longitudinal sections, at a scale 1:20, the principle of the
hydraulic relief motion of the motor compound machineries from the
rails are explained and the shifting to the left of the roof box.
Quite below, to the right, in a cross-section, at the scale 1:120,
the development has still been outlined to be capable of
dislocating the roof box even more to the left and to prop them by
the telescopic rest.
[0073] FIG. 32 deals with the problem of the tension and over-range
pressure protection for guide-ways and motor axes. To the left, in
the longitudinal section, at a scale of 1:10, a shortened pulley
block is represented. To the right, the problem of pressure load
for a standing vehicle is elaborated on accordingly.
[0074] FIG. 33 reproduces, to the left, in a cross-section, to the
right in a longitudinal section, at a scale of 1:40, in two
functional stages A and B, a device which serves the guide-way
change of a suspended vehicle running on two rails of one
guide-way. Below, the overview shows a fitting with sleds instead
of such with wheels.
[0075] FIG. 34 shows, above, to the left, in the cross-section, at
a scale of 1:40, a suspension vehicle being constructed analogue to
the one of FIG. 33 but containing a cabin which extents over two
parallel guide-ways; its ascent to a higher guide-way has also been
demonstrated. To the right, in the middle, the appropriate
longitudinal section is reproduced.
[0076] FIG. 35 begins with an example of a fast guide-way change as
it may be enabled by stored spring power. In the cross-section,
above, at a scale of 1:1, a telescopic spring block (458) is
presented, the lower half being in the stage A of the spring
tightening, the upper one in the stage B of the spring relieve. To
the right, in the middle, in the longitudinal section being
composed of the stages A and B, at a scale of 1:2, it is
demonstrated that the spring block has been swivelled in an axle
bearing about 90 degrees angle into the horizontal plane. To the
left, in a plan view, at a scale of 1:8, the rolling up of the
mechanical control device is shown.
[0077] To the right, additionally, there is a plan view toward the
terminal lid of the spring block with both spring biased locks
(463) which are released by traction.
[0078] FIG. 36 reproduces in the cross-section, at a scale of 1:1,
a supplement of the control mechanics for a vehicle according to
FIG. 35 elucidating the movement of a slide tube.
[0079] FIG. 37 reproduces, in schematic cross-sections, at a scale
1:2, the functional stages A-L of the raising (A-F) and the descent
(H-L) of a vehicle according to FIG. 35 which through the spring
block makes only use of one single telescopic member.
[0080] Above, in the cross-section, at a scale of 1:40, in the
stage A, FIG. 38 shows a vehicle with stilt props, whose wheel and
axes are stretched out in front and rearwards on the same guide-way
and permit an erecting of the vehicle with an approach up to the
perpendicular position.
[0081] FIG. 39 shows, in a very schematic side view, at a scale of
1:4, in the row A the climb and in the row B the descent of a toy
vehicle with stilts between a lower (in a drawn line) and an upper
guide-way (drawn in a dashed line) whereby only one rail of the
guide-way is represented.
[0082] FIG. 40 shows a longitudinal section, at a scale of 2:1,
through a vehicle standing on the lower guide-way.
[0083] FIG. 41 shows, above, to the left, a cross-section, at a
scale of 2:1, at the area of the horizontally (471,472,535) and
vertically (477,478,479) working movement compound machineries,
through a vehicle according to FIG. 40. To the right, with a
rectangular cross-section, seen from the broadside, at a scale of
4:1, one of the slant positioned auxiliary wheel shafts (536) is
drawn in detail. In the middle, under the cross-section to the
left, at a scale of 2:1, two variations of the position and shape
of the supporting wheel and its disc are shown during the avoidance
of a permanent abrade contact with the rail surface.
[0084] To the right, at a scale of 4:1, two variations of an
enlarged rail outside the edge are demonstrated for a secured
setting underneath by the supporting wheel. Quite to the left and
quite to the right, at a scale of 2:1, in a cross-section, it is
shown in relation to the rail (22) and to the overview to a vehicle
underneath. In the middle of the sheet, in two cross-section
details, at a scale of 1:1 it is demonstrated in what manner also
form variations of the discs and the angles of incidence to the
rail are able to serve for an avoidance of the permanent friction
of the disc on the rail. The cross-section of the rail, at a scale
2:1, shows an enlarged outer edge or rim (488) which is able to
increase the security of the undercut of the supporting wheel.
[0085] FIG. 42 brings an overview to a vehicle which climbs over
from a lower (22) to a higher (23) guide-way with a horizontal
swivelling of the stilts in two stages (A, B). The scale is about
of 1.4:1. In B, to the right, the detail of an arresting slide
(594) is explained engaging to a long notch (554) in an exaggerated
slant supporting wheel shaft. In A, above, to the right, a double
arresting slide (561) is shown from which the lower would activate
shortly before the lowering of the stilt. Below, to the right, as
an alternative it is demonstrated in what manner tension on a
collar of the stilt through a rod to a cone shell around the
supporting wheel shaft is able to pull out it out the mount. The
three details are drawn in a longitudinal section.
[0086] FIG. 43 begins with the exhibition of the equipment and
function of the movement compound machineries in types (a, c f)
corresponding to the different tasks made of springing sheet metal
(or plastic) in different functional stages, demonstrated in a
lateral view, at about a natural size. To the left, on a
cross-section, at a scale of about 3:1, the tongue shaped operation
means upon the discs are reproduced. Above, to the right, in a
longitudinal section detail, at a scale of 1:3, a special plan-like
pawl is shown.
[0087] Discs which are turned by a tension spring each for the
stilt movement are represented, in side view details, in natural
size, in four rows to explain different functions. The two
uppermost rows with the stage A-C are shown in a side view for the
stretching function of the vertical swivelling tilts (a, b). The
third and fourth rows deal in the stages A-D with the spreading of
the same stilts. E relates to a variation of the mechanism relating
to A-D.
[0088] For the descent of the vehicle according to FIG. 44, the
spring tensioning pawl moves clockwise and therewith on the lower
disc halfway, through the releases which are effected with the
reverse rotation direction.
[0089] Above and in the middle, plan views are given at a about
natural size. The respective cross-section for the functions, at a
scale 2:1, is represented likewise below under A.
[0090] The plan views, below to the right, at a scale of 1:2, and
the longitudinal section detail underneath in natural size belong
to the function b' correlating to a short vehicle elevation from
the rails.
[0091] FIG. 45 brings an explanation of the fitting and function of
the movement compound machineries in types respective to the
different tasks by means of spring sheet metal discs (or such of
plastic material) in different functional stages as FIG. 43,44.
Above, to the left, and underneath that, at a scale of perhaps 3:1,
the tongue-shaped operations means of the discs are reproduced
similarly as in FIG. 43. To the right, a functional diagram in the
form of a rolling-out is given relating to the activation of three
release pawls.
[0092] At the upper row of the discs, a side view is given for the
application for function a in four stages, which corresponds to an
overview for function b. The second row of the disc correlates to
stages of the function c and the corresponding one. The third row
demonstrates functional stages of the function b' for the short
elevation of the vehicle from the rail initiating the descent. The
fourth row shows the springing catch up mechanism in the last phase
of the vehicle descent.
[0093] Quite below, to the right, a cross-section through a
movement compound machinery is tipped around 90 degrees.
[0094] FIG. 46 offers an alternative solution to the task of the
first row of the FIG. 45; it is done also in a side view in a
nearly natural size. In the middle, to the left, at a scale of 2:1,
an overhaul pawl is shown for a restitution of the exit position
without prevention by the lowered stilt or the spring tension. To
the right, the detail of release pawls from the disc on the first
row is enlarged to a scale of 2:1. Quite below, to the right, to
the left in a longitudinal section underneath in a side view and to
the right in a cross-section, at a scale of 2:1, the detail of a
release stop is reproduced for the functional run.
[0095] FIG. 47 essentially relates to FIG. 46 with a side view in
nearly natural size to discs of the different movement compound
machineries in different functional positions; but the tension
springs are displaced by torsion springs.
[0096] FIG. 48 shows, above, at a scale of 2:1, two cross-sections
through a movement compound machinery, at A in the condition of the
influencing spring tension pawls, at B in such of the switched off
pawls. Over the discs, a braking mechanism is drawn with enlarged
details. The functional mechanism for a temporary coupling off
between pawls is explained under the cross-section in overview in
the functional stages A-D.
[0097] FIG. 49 returns in the stages A-C to the function a at
another position of the tension spring. Below, to the left, the
functional rolling out of the FIG. 45 varies. Below, to the right a
release pawl with an overhaul mechanism is shown operated with the
disc movement.
[0098] Quite below, an arresting slide for a supporting wheel is
drawn, to the left, above, in a plan view, to the right,
underneath, in a longitudinal section, at a scale of 2:1.
[0099] FIG. 50 reproduces, above in a side view, at natural size,
three functional stages A-C out a, whose execution lies in front of
(a), i.e. the release of the arresting slides for the supporting
wheel shafts (comp. FIG. 9) on the vertically swivelling stilts.
The details of the arresting slide is drawn in longitudinal
sections. In the middle part. To the left, a cross-section is given
of a variation of the problem solution for function e' similar as
in FIG. 88.
[0100] FIG. 51 presents, above, two longitudinal sections in the
functional stages, A in front, and B behind the lifting of the
housing with wheels under lifting of the latter from the guide-way
(22) including the details of the mechanism being necessary for the
function b'. Underneath, the respective overviews are shown. The
scale is 1:2. Below, partial overviews are given. Between the
longitudinal sections and then overviews, the process is
schematically explained in a side view.
[0101] FIG. 52 presents a preferred alternative solution for the
task b' in longitudinal sections of the functional stages A and
B.
[0102] FIG. 53 relates to a solution in which a single motor takes
over the functions of the drive and the supply of the gear. Above,
in a about nature size, a longitudinal section underneath an
overview is reproduced, underneath two cross-sections in the stages
A and B through the centrifugal governor (to the right in the
longitudinal section detail) for the switching on of the switching
functions for the movement compound machineries.
[0103] Below, at a scale of about 1:5, a schematic line drawing is
given analogue to such of FIG. 39 in a side view which is limited
to a vehicle type according to that in FIG. 58 and e.g. to the
stages A and B.
[0104] FIG. 55 shows, in an natural size, a side view to the
operation disc (493) which is rotated slightly clockwise in the
stage A-F and depresses suppresses the upper crank (482) through
pressure from the slide bolt which replaces the cam. The slide bolt
which is represented above in detail, at a scale of 2:1, is led by
a leaf spring into the direction of a wedged projection on the
crank to the rotation axis; it is prevented from a leading aback.
Above, to the right, a cross-section is given through the
appropriate movement compound machinery.
[0105] FIG. 56 shows cross-sections, at a scale of 2:1, through the
movements compound machineries for the functions a, b', b, c/d, f
according to FIG. 57. In a side view detail, above, to the left, at
the stages A (in function during the counter clockwise rotation)
and B (swivelled and herewith switched off), both spring tension
pawls are visible. In a schematic side view, above, to the right,
the function of a flap is demonstrated with the stages A and B.
[0106] FIG. 57 is a functional variation of the solutions in FIG.
45 with an analogue arrangement of the section.
[0107] FIG. 58 shows, above, in a natural size, a longitudinal
section a vehicle with a single motor (1) and two separated
swivelling centres for the stilt on both ends of the vehicle. Any
details are explicated as details under the longitudinal section.
The side views to the discs demonstrate, for different functions,
with the functional stage A and B, the different lateral position
and extension of the tension spring for the both swivelling
centres.
[0108] FIG. 59 returns once more to the conception of the motor
carriers which move forwards or follow to the main vehicle. Above,
at a natural size, two longitudinal sections are represented, A in
the stage of the connection on the basis guide-way (22) and B by
lifting of both "motor carriages" which do not need a drive by
folded bellows. At the lower half, the process is repeated in an
plan view.
[0109] FIG. 60 deals with the retreat of the supporting wheels
during a switch passage, which ensues through a device in the
vehicle which is switched on in front of a rail switch and off
after such by a second device near the rails. Above, to the left,
at a natural size, a plan view of the detail is represented around
the wheel and the supporting wheel contacting with a rail, to the
right follows the proper longitudinal section. Beginning in the
middle, in a cross-section, also at a natural size, in the three
stages A-C, a mechanism for the lateral tilting of the supporting
wheel apparatus is sketched in detail during the switch crossing.
Below, to the right in a plan view and underneath in the
cross-section, at a natural size, an alternative mechanism for the
switch crossing is demonstrated in cross-sections, for stage A,
above, still a plan view is given and below, a longitudinal
section.
[0110] FIG. 61 shows. above, to the left, in a plan view, at a
natural size, underneath in two longitudinal sections corresponding
to the functional stages A and B, in detail another solution,
classed with a wheel, for the crossing of the rail switches by
lifting of the supporting wheel apparatus while the vehicle is
omitted. Underneath, the sliding collar (643) is drawn out as
detail, at a scale of 2:1. Above, to the left, a plan view is given
with an enlarged detail. Above, to the right, a cross-section is
shown through a rail and a switching templet near the rail.
[0111] FIG. 62 shows, above, in a longitudinal section, at natural
size, in the stages A up to B the suppression of a vehicle cabin to
a stretch of road without a guide-way rail (approximately to a
pavement). Both lower representations A and B are schematic
longitudinal sections along the cabin outer edge (the direction of
cutting reference is drawn with dashed-dotted lines). A plan view
is given to the right over A. It all serves the demonstration of a
better propping of the vehicle against the ground.
[0112] FIG. 63 shows, above, a schematic cross-section, at about a
scale 1:40, through a rail erection as half arcade or harp bow for
the representation of a T-rail which projects from horizontal rungs
into the cabin transport space (see above) with a rail bearing leg
looming upwards and such a one looming downwards. The cross section
in the middle, at a scale of 1:20, represents a single guide-way
step with a vehicle from which only the wheels in contact with the
rail are drawn with appropriate motors and the tilting
mechanism.
[0113] A vehicle with linear motor driven sleds (102,103) is
represented below, in a schematic longitudinal section, at a scale
of 1:40. To the right, on a cross-section, a sliding box for the
adaptation to another gauge is outlined. The upper sled was drawn
as detail at a scale of 1:80.
[0114] FIG. 64 shows, above, to the right, at a scale of 1:40, a
longitudinal detail of the drive of two sliding levers for a sled
whose tilting levers (661) bring the sled in contact with the rail
in the stages A and B. To the left, at A, at a scale of 1:40, a
longitudinal section detail through a vehicle is shown during the
descent of the cabin to a lower guide-way.
[0115] Underneath, an overview through the same vehicle
demonstrates the movement transfer from one single motor by chains.
A mechanism for the crank tilting is represented to the right, in a
longitudinal section detail at the stage A with wheels drawn back
from the rails (22, 23) and B with the wheels in rail contact. The
cross-section between stage A and B shows, at the stage B, the
cross pins which may also rotate inside the rails, which frame
these, and the position of the sliding wedges (664) shifted in the
height against each other the other.
[0116] FIG. 65 shows in three longitudinal section details, at a
scale of 1:20, in the movement stages A-C, a mechanism for the
exact rail placing of the wheels (102).
[0117] FIG. 66 points out, below, to the left, in a schematic
longitudinal section (A) along the rear cabin border and to the
right in two cross-sections, at the stage B and C, at a scale of
1:40, the possibility to gradually change over from the course on a
upper rear rail, by lifting of the running wheels (not drawn) from
the drawn-in lower front rail to a rope guidance in the middle.
[0118] FIG. 67 shows, on a cross-section, at a scale of 1:40, still
more schematised, an alternative solution for the rail change in
the functional stages A and B. The cross-section detail besides, to
the right, shows a suspending on two ropes through bars or levers
which are fastened with hinges on the cabin roof at both sides, so
that the wheels are able to laterally make away (approximately into
the position drawn with dashed lines) at the case of unequal
lateral rope staggering.
[0119] FIG. 68 sketches rail switch constructions mainly for wheels
with double flanges by avoiding from laterally clinging rail
tongues. The upper line shows, under A and B in an overview, at a
scale of 1:60, two switch positions of a single rail, which make it
possible change a rail switch by means of the slide moved by a
hydraulic piston. The sketch in the middle shows in which manner
rail segments can be changed inside a guide-way gap by shifting and
turning of rail carrying plates which are separated for both sides.
Underneath, to the left, the overview is given to a double rail
switch with slide. To the right, two variations A and B of a
guide-way rail is shown in the longitudinal section.
[0120] Both lower rows, from A to C, are perspective side views to
show that straight or bent rail segments can be displaced through
levers as well parallel from the side.
[0121] FIG. 69 shows, on a plan view, the detail of a wheel axis
unit, so far as applied for a toys in a natural size. It is dealt
with a lowering of a supporting wheel to the rail. At stage A--a
plan view detail is enlarged drawn below as an enlarged
representation--, the unit is positioned in connection with the
wheels (102) on a curve of the guide-way during the supporting
wheel (25) being engaged below the outer prominent edge of the
upper rail edge or rim. At the stage B the roll, which replaces the
disc as means to hold the supporting wheel over the rail is still
swivelled away. To the right, side views of a supporting wheel
shaft and of its surroundings are demonstrated, at stage A in a
suppressed condition, at stage B in a raised one. To the left,
besides next to B, in the longitudinal section, at a natural scale,
a variation of the mechanism for the swivelling in of the roll to
the rail is shown.
[0122] FIG. 70 resumes to FIG. 64 and merely completes it through
the slide telescopes (678) as it--without to be particularly named
there--was already applied in FIG. 13 for the cabin (21), above,
with the aim to render possible a guide-way change also in the case
if guideways are arranged in palisades.
[0123] Above, to the left, at a scale of 1:30, a longitudinal
section is given, below a plan view. To the right, in a
cross-section, at a scale of 1:60, the employment on a guide-way
palisade is reproduced. Below, to the right, in the cross-section,
at a natural size--again oriented on toys, to which here again was
thought less--rails variations A-F and their use.
[0124] FIG. 71 returns to FIG. 26, above, to the left, and
amplifies that by the representation of an employment of the
container units on climbing guide-ways. The transportation of
freight container is represented in a longitudinal section, at a
scale of 1:40, in the stages A-C, which relate to the lowering of
the guide-way steps.
[0125] FIG. 72 shows, above in a cross-section, at a scale of 1:40,
the arrangement of two rail supporting pillars as half arcades or
"harp bows", not stepped but outwardly swung and fitted with cross
struts for the guide-way rest.
[0126] To the left, in a cross-section, a pillar is visible being
streamlined shaped for a better air leading off for running away
vehicles. Two lateral mirrors should weaken the ascertainment of
the pillar from out of the cabin. The cross-section, below, at a
scale of 1:20, to the right, shall be such through a cabin the door
of which is able to be tilted away giving access to the lateral
exit as well as the one downwards (see the representation with
dashed lines).
[0127] FIG. 73 shows, above, a cross-section and, underneath, a
longitudinal section, at a scale of 1:80, through a tubular
supporting structure for lateral rail carriers.
[0128] Below, in the cross-section, at a scale of 1:10, two
parallel (in this case) guide-way rails are shown which overlap at
the cutting site inside the rail area carrying vehicles and are
longitudinally adjustable against each other (symbolized by
balls).
[0129] Quite below, a plan view of the overlapping rail stretch is
shown. Such rigging structures, but multiply carrier tubes
cross-linking side by side but also used with arcade construction
shall catch up impacts by elasticity in the areas which are
endangered by earthquakes
[0130] FIG. 74 shows, above, in a plan view under the surface of
the earth, at a scale of 1:40, a chain of guide-way carriers which
are connected with one another through ropes or bars, but they have
also lateral bracing corresponding to terminal anchoring.
[0131] At the cross-section, below, at a scale of 1:40, through a
carrier arcade it is represented by hatching that this arcade
consists of a stepped earth dam.
[0132] FIG. 75 belongs, above, at a scale of 1:1, to the lateral
adjusting of the pivotable motor carriages during the rail change;
to the left, it belongs to general structurally features.
[0133] To the right, in cross-section details, in the stage A und
B, analogue to FIG. 14, below, to the left, the alignment of a
motor carriage over a rail curve is explained for this purpose.
[0134] The horizontally oriented, a little reduced cross-section
detail, below, relates analogue to the problem solution of the FIG.
13, above, to the right.
[0135] Below, at a scale of 1:40, to the left, in a vertical
section, a "motor carriage" but without a its own drive because its
wheel axes are set in rotation by the motor of a neighbouring motor
carriage through a kind of a cardan gear.
[0136] To the right again, in a cross-section, the front portion of
a multi-axle vehicle is shown to which a single-axle motor carriage
runs before on a guide-way curve.
[0137] In the functional stages A and B, still an additional wheel
with wheel axis connection has been shown at the lower motor
carriage, which may be shifted in pair under the upper motor
carriage (stage B).
[0138] Quite below, the figure of a contact switch or "earth
circuit closing" is shown, that is the triggering off of a
switching function by finger touching.
[0139] FIG. 76 has been used to supply the solution of purpose with
simplified instruments and constructive elements, mainly for the
toy manufactory.
[0140] To the left, the upper row brings, first, a longitudinal
section through a slide for the lateral moving out of rail slide
devices, as it is perspective reproduced in the middle.
[0141] Cross-section details through variations of a partial piece
of a pillar arcade made of wire, metal sheeting in stripes, with
their fastening foot follow to the right.
[0142] The middle row begins with a perspective view from slant
lateral to a simplified model housing of a motor carriage.
[0143] Quite to the right in the lower row, in the vertical
section, a vehicle model is exposed on a guideway (22,23), which
shows two kinds of supporting wheels (from which only one is
necessary).
[0144] Quite below, to the left, we still find a longitudinal
section, at a scale of 1:40, which shows roof rail segments (206)
above a motor carriage (14) and the turning up of the subsequent
segments way to the motor carriage (16) to the roof of the cabin
(21) which is shown only in half.
[0145] Underneath, in the cross-section, the motor carriage (16) is
presented with the swivel arm for an additional roof rail reaching,
to the right, up to the corresponding motor carriage (not shown any
more).
[0146] Quite to the right in the lower row, in the vertical
section, a vehicle model is exposed on a guide-way (22,23), which
shows two kinds of supporting wheels.
[0147] In FIG. 77, above, to the left, in the vertical section, at
the scale of 1:2, in the movement stages A und B, the variation of
a slide motion of a motor carriage is shown above all with regard
to the toy manufactory, effected by means of a pneumatic operated
folded bellows (112) against a tension spring (113).
[0148] To the right, above, in a cross-section, each shortened to
the half, the application of a shear lattice (114) under the bridge
plate (115) is shown for the supporting of the extending slide.
[0149] To the left, in the middle, in the cross-section, highly
schematic, a solution is represented for the extending of the slide
in both directions by means of only one push and pull device, i.e.
a spring resilient folded bellows.
[0150] To the right, besides, above, in a cross-section, at a scale
of 1:80, the schematic detail of a folded bellows is offered
approximately inside a slide for the lateral extending when
pressurized gas is supplied,
[0151] Underneath, a variation is presented for the application of
folded bellows for the lifting of vehicles portions and for the
lateral extending of slides, with the aim to accelerate these
dangerous phases.
[0152] Quite below, to the left, a safety valve is visible in
stages A and B with reverse communication to the computer.
[0153] To the right, the detail in the longitudinal section shows a
compressor with tube connection over a gas reservoir and a throttle
valve appertaining to a supply device for the folded bellows, to
the left, below.
[0154] In FIG. 78, above, to the left, in a longitudinal section,
at a scale of 1:1, through a motor carriage and underneath, in a
detail, in a partial cross-section, a valve is demonstrated, which
is also apt to supply by means of a auxiliary motor (303) with only
one compressor for all eight folded bellows.
[0155] Above, to the right, (quite small) as a variation, a valve
expansion is still sketched with the help of which a double running
pneumatic piston is apt to displace the bolt (38) upwards and
downwards; the Bowden wires would be then replaced by hoses.
[0156] To the left, below, in the longitudinal section, at a scale
of 1:40, a cabin is shown only with its left side motor carriage
for the purpose of demonstrating the drawing of the hose connection
between the rotation valve (see FIG. 36) and the horizontal folded
bellows in the motor carriage.
[0157] As shown in the schematic cross-section, underneath, the
hoses lie with their pull devices--only that one on the left side
is explicated--inside the lateral division separated from the
vertical folded bellows.
[0158] Over the longitudinal section, in the functional stage B,
the area around the compressor and rotation valve is drawn.
[0159] To the right, below, in stage B, likewise at a scale of
1:40, the vertical folded bellows are extended and the necessary
hose segment have been won by drawing out.
[0160] Above, likewise in the longitudinal section, at a scale of
1:20, a drum is offered.
[0161] With FIG. 79 the problems of the valve control are resumed
especially since nearly all compressors customary in the trade
works for pressure and not for suction. In the upper half, about in
a natural size, longitudinal sections are reproduced through a
valve which consists of sliding tubes, below, at a scale of about
2:1 a radial shaped valve follows as variation.
[0162] FIG. 80 shows above, to the left, in a frontal view, a
vehicle according to FIG. 40 whereby only one stilt is driven from
a movement compound machinery instead of a stilt pair. The
guide-way is shown in the cross-section, the scale is 1:1.
[0163] To the right, again in the same views, the functional stages
A B of the sinking of a motor carriage (14) according to FIG. 1,2
are projected one over another.
[0164] In the example below, only the right side of a motor
carriage is drawn with the appertaining rail, this is done again in
the sinking stages A and B. In front and rearward, lateral oblique
placed shaft mounts (cp. FIG. 40) are fixedly installed.
[0165] To the right, and below, in a longitudinal section, at a
scale of 2:1, a kind of sluice valve is shown for the production of
pneumatic shock waves in the pattern area to reach a quick abrupt
guide-way change.
[0166] To the left, under the sluice valve, in a cross-section, at
a scale of 1:2 (in the case of an application with as toys) it is
represented, that the stability against as tipping off of a vehicle
and the rail stability against a sagging should be increased.
[0167] To the right, under the sluice valve, a catching device at a
guide-way terminal is shown, above in the stage A, in a
longitudinal section, below in the stage B, in a plan view, both at
a scale of 1:2
[0168] Otherwise, a net is tensioned as a kind of hammock from the
rail terminal to the next pillar, as sketched quite below in the
plan view.
[0169] FIG. 81 explains, below, in a longitudinal section, at a
scale of 1:1.5, a partial model vehicle composed of four portions
formed out a single mould (three of these drawn) follows and above
a cross-section.
[0170] To the right a telescopic extractable rail for the slides
clings, at a scale of 1:6, in a longitudinal section and above a
rail portion in a cross-section, at a scale 1:3. The longitudinal
section through a motor carriage, to the right, at a scale of
1:1.5, belongs to the vertical section above and deals with the
mechanism for coupling of the motor compound machinery to the slide
which moves out towards both sides. To the left of the vertical
section, a cross-section to a variation is shown and to the left
from the latter a coupling mechanism in the stages A and B, in a
vertical section, at a scale of 1:3.
[0171] The detail, quite above, to the left enlarged to the scale
of 4:1, in the cross-section, reproduces a roof rail, under the
enlarged outer rim of this it the security roll (263) is swivelled
in through a swivelling arm around the swivel joint (276) by
tension force from above.
[0172] To the right, in a side-view, at the scale 8:1, a security
roll (263) for a toy vehicle is demonstrated which is fastened by
the clamp (277).
[0173] To the right, again in a cross-section, at a scale of 4:1,
still a rail with an inner laterally slanting is shown at which a
supporting wheel is swivelled in obliquely from below being then
able to overtake apart from the function of the above described
rolls.
[0174] Further to the right, a rail cross-section is shown whereby
a clamp, swivelled under the outer rail rim, overtakes the function
of a supporting wheel.
[0175] The longitudinal section, to the right, at a scale 1:1.5,
through a motor carriage, belongs to the cross-section above and
deals with the mechanism of the coupling on of the motor compound
machinery to the slide which runs to both the sides.
[0176] To the left, beside the vertical section, a variation is
given in a cross-section and to the left, in the cross-section, at
a scale 1:3, a coupling mechanism in the stages A and B.
[0177] FIG. 82 shows, above, to the left, in a longitudinal
section, at a scale of 1:10 with a large shortening of the length,
the telescopic threaded tubes (262), which may serve over the motor
drive of the gear for the push-pull device.
[0178] The resting figures serve for the explication of a vehicle
equipment with roof rails, over which other running are capable to
make away for emergency cases or for plying purposes.
[0179] To the right, above, at a scale 1:40, a cross-section is
given through the plane which is defined by the dashed-dotted line
of the longitudinal section lying underneath to the right, above,
next to the cross-section, a detail of the roof rail is enlarged to
the scale of 1:20. In the middle, under the longitudinal section,
which is shortened a little to the right side, and to the left the
appropriate plan view, at a scale of 1:80.
[0180] The upper half of the upper plan view demonstrates the roof
rail segments in the stage subsequent to the lateral shifting (A);
the lower half showing the roof rail segments after their
displacement toward the middle. To the left, in the same scale, a
cross-section of a vehicle on a pillar stairs is shown with a
further vehicle on the roof rails. To the left, schematically in
the longitudinal section, a variation is presented of a temporary
retreat of the roof rails by tipping up and to the right only in a
detail of the roof rail folding. The detail, below, shows the
rotation cap (274) which turns freely around the large telescopic
spiral tube, holding a bush for the cross telescopic spiral tube
which is turned in through the rim gear (273).
[0181] Quite below, to the left, next to the detail just explained
for the adjusting of the telescopic spiral tubes, a solution
variation is shown in which the roof rail segments are pulled
draw-bridge-like upwards around the hinged joint (275) by a kind of
rope circulation (as described to FIG. 10) and let down loose
again.
[0182] To the right, below, the variation shows only in detail in
what way the explication of a roof rail accordion-like in segments
is possible.
[0183] At the cross-section, about below, to the right, at a scale
of 1:40, a half arcade with guide-ways and two vehicles is shown
during the time when one of the vehicle climbs over the roof rails
of the other vehicle to the next, higher guide-way.
[0184] FIG. 83 reproduces schematically, above, to the left, in the
cross-section, at a scale of 1:16, a kind of guide-way bank, a
bridge with horizontally resting guide-ways, one next to another,
on the second guide-way plane; underneath this, a fastening clip
(394) is shown as toys, at a scale of 1:2, and the appropriate plan
view, at a scale of 1:4; the appropriate wire bow follows, more
down, at a scale of 1:8; quite below, to the left, I deal with a
rail clamp fitted from below, and to the right of the one with
catching devices instead of a buffer stop; in the remaining, still
the invention is calculated again to the toys model construction
and, of course, with possible plastic pillars as rail carriers, and
these being adapt to be decomposed in partitions.
[0185] Under the overlapping plates B, to the left, the core of a
casting mould is represented (shortened on the break lines), with
enlarged efflux detail above, for the production of a folded
bellows.
[0186] To the right, i.e. below, in the middle, two stepped piece
(375) are shown as a variation, in a side view, at a scale of 1:6,
including a hawk on each end and a sliding sleeve to be connected
with one another (the lower stepped piece being drawn in dotted
line). The connection portion is drawn as detail at a scale of
1:3.
[0187] To the right, below, in a longitudinal section, at a scale
of 1:6, is still shown, that rails may be mounted perpendicularly
one over another in palisades.
[0188] To the left from below, guide-way clamps (382) are suitable,
because the rails are suspended freely out of the pillars. Below,
in cross-sections, two variations A and B of such rail clamps are
shown closed around sleepers (hatched drawn).
[0189] FIG. 84 affords an insight into the servicing of passenger
vehicles and their quick resetting with other motor carriages and
drive means.
[0190] Above, in the lower half, to the left in the longitudinal,
to the right in the vertical section, at a scale of 1:80, a portion
of a servicing or change tower (425) with paternoster rotary
lifts.
[0191] With the cross-sections, below, begins the stage series A-D
of the resetting of a cabin in a resetting chamber (391), from
which only A and B are represented here.
[0192] FIG. 85 describes, to the left, in a plan view and
underneath in longitudinal sections, at a scale of 1:50, vehicle
continues to demonstrate a variation of the stilt equipment which
offer a better and aerodynamic design. The stages A-C under the
plan view correspond to the stage A and B of the swivelling up of
the horizontally swivelling stilts, given in a plan view, in a new
variation. A further one for the vertically swivelling stilts is
represented to the right, turned around 90 degrees, in the
functional stages A and B; whereby the swivelling is not shown any
more.
[0193] FIG. 86 begins with the exhibition of the equipment and
function of the movement compound machineries in types (a, c f)
corresponding to the different tasks by means of discs made of
springing sheet metal (or plastic) similar as FIG. 45, but
preferable in a simpler construction.
[0194] Above on the stages A-H, at the scale of 4:1, a solution
with separated movement compound machineries for each functional
mode (a-h) is chosen and the tightening of the operational
spring--here again a tension spring--is demonstrated. The upper row
in the middle shows the arresting tongue (496) in a mediator disc
(492) before (A) and after (B) the engagement into the gap of the
neighbouring disc or upright lamina to demonstrate the vehicle
ascent functions by tightening of the tension spring from both side
for all functions. The third figure underneath demonstrates the
vehicle descent functions. All three Figures are to be considered
as longitudinal section or plan views, it depends on the kind of
function.
[0195] Below, to the left, at a scale of approximately 3:1, the
tongue-shaped operations means of the discs are reproduced in
cross-section details, at a scale 2:1.
[0196] FIG. 87 shows, above, to the left, at a scale of 1.5:1, the
cross-section through a movement compound machinery.
[0197] Above, to the right, at a scale of 1:2, longitudinal
sections plan views of movement compound machineries deal with the
three functional stages A-C respectively. In the upper row, on plan
views, it is about the coupling of the mediator disc (492) and the
operation disc (493) for the function d. In this exceptional case,
he release pawl (512, symbolized as triangle) stands firmly at the
upright lamella (491) opposite the spread stilt. In the second row
from above, it is again about a plan view, in this case for the
elucidation of the arresting of the discs under function e.
[0198] As figured, beginning in the middle, to the left, in the
longitudinal sections, at a scale of 1:1, at the functional stages
A-C, Bowden cables (327), toward the arresting slides (594) for the
release of the shafts (536) with the supporting wheels, are
operated.
[0199] FIG. 88 above deals with the device an function h, which has
the task to adjust the weight of the sinking vehicle in the last
phase of descent. This is elucidated above, to the left, at a scale
of 1.5:1, in a cross-section through the movement compound
machinery, to the right, that is done in longitudinal sections, at
a scale of 1:2, in both the functional stages A-C.
[0200] The third and the fourth row--under a cross-section detail
through a spring tensioning pawl in contact with a spring
tensioning tongue--deal with the functions a' d' respectively e' h'
for the lifting and the sinking of the horizontal swivelling
stilts.
[0201] The horizontally placed cross-section, below under the
middle, to the right, is a such through the movement compound
machinery (535) for the drive of the worm in the functions a' d'
respectively e' h'.
[0202] In the middle, under the laying cross-section, in four rows
of schematic sections through movement compound machineries, at a
scale of 4:1, in the consideration of each single function, it is
described in what way the number of movement compound machineries
may be reduced with the application of a second release pawl and
the fitting of the first release pawl with an overhaul-pawl.
[0203] Such overhaul-pawls are demonstrated to the left and to the
right in three variations. Below, quite to the right with a rolling
up of undulatory outer rim of the operation disc the possibility is
demonstrated to control the switching steps by an spring biased
arresting ball as earlier described in FIG. 79.
[0204] In FIG. 89, in a cross-section detail, at a scale 1:20, a
wheel (102) with an outwards bent flange (655) of the wheel on the
rail (22) works as a rail clamp. The cross-section detail
underneath, at a scale of 1:40, shows an enlargement in the
diameter of the wheel flange working together with an additionally
lateral rail ledge (663).
[0205] Underneath, two plan views, at a scale of 1:40, are given at
A on a stretched guide-way (22), at B on a bent one. It shall be
demonstrated that the alignment of the wheel axes against the
guide-way before lowering of the vehicle descent refers also to the
one of the cabin portion.
DETAILED DESCRIPTION OF THE DRAWINGS
[0206] FIG. 1 reproduces to the left, at a scale of 1:40, a
cross-section through a motor carriage of a schematic vehicle
project; a plan view of the vehicle is given to the right, below
the small detail of the left and the middle portion of the frame
with the outline of the joining mechanism. The detail below the
plan view outlines the joining mechanism inside the frame. Below,
in horizontal section, the vehicle in the customary stage of drive
is shown and, below, a further longitudinal section subsequently
the vehicle cabin was elevated together with the motor carriage
situated next to it. To the left, a longitudinal section through a
telescopic column is given, destined for a fluid drive as a detail
at a scale of 1:15 in a contracted condition. Under the detail of
the telescopic column, to the left, the detail of a left vehicle
side is shown, in a longitudinal section, at a scale of 1:80, at
which the motor carriage (14) is also fitted with a particular
telescopic column (134, here in a constricted condition) and which
can move independently in such a manner from the telescopic column
(3), which allows the motor carriage to move (16, here in an
extended condition). The telescopic column is connected through the
outer frame with the telescopic column (3) and replaces the hinged
column (4).
[0207] On the cross-section, to the left, one sees the outline of
the motor (1), of the motor axis (2), of two of the total four
telescopic columns (3), and, in the middle, the joining column (4)
with the hinged joint (24) as well as the tube, which stands for
the bearing element of the slide (5) serving the cross transport of
the motor compound machinery to the guide-way situated next to it.
The telescopic column, which is reproduced enlarged to the left and
below, consists of an outer (6), a middle (7), and an inner tube
(8) which are tightened against each other (black rectangles) and
one against the other fitted with ball bearings (9). The arrests
which limit the movement between the telescopic tubes are drawn as
black pins. The central cone of the bottom disc which is screwed in
the flame (17) shows the inlet (10) and outlet opening (11) for the
fluid. The cap (13) over the inner cylinder builds along with cover
strap the bridge to the motor carriage (16) which is higher than
the motor carriage (14), because it contains the pump (15) over the
motor and because of the aerodynamics (dashed-dotted lines). The
detail below the plan view sketches that the outer portion of the
flame (17) is connected with the inner one (18) through joins (19).
The outer portion of the flame (17) describes a bent upwards, to
top the motor carriages for a free space for the lateral reversing
of the motor compound machinery to the rails. This flame portion
has been drawn excessively wide in order to contrast it better with
other portions. The frame gap in front is compensated through a
hawk-formed embracing of the motor carriages (14) by the rear flame
portion (see the plan view); the motor carriages (16) can move out
their slide only in such a manner at least in one direction making
the palisade climbing possible (cp. FIG. 15).
[0208] On the longitudinal section below, apart from the bridge
from the cap (18) to the motor carriage (16), drawn with a big line
(20), the power closing to the tube pair of the slide is outlined
as well as the closing of the tube pairs to the bow by dashed
connection lines. In a similar manner the stiffening of the carrier
from the tube pair of the slide to the motor axis (while its spring
loading and buffering is not taken in consideration) is
expressed.
[0209] On the lower longitudinal section, the cabin (21) and the
motor carrier (16) with the inner (here the upper) flame of the
inner telescopic tube are elevated by the raising of the telescopic
columns during the rolling motion by means of the motor carriage
(14) which may be continued on the guide-way rails (22,23, see the
detail below to the right). The hinged column (4) between the cabin
and the motor carriage (16) is distracted by the railing of the
middle portion of the vehicle as well as the hinges between both
the motor carriages. The dashed-dotted drawn lines of the contour
(27) point to an aerodynamic design.
[0210] FIG. 2 shows, in a schematic cross-section, at a scale of
1:80, the ascent of a vehicle according to FIG. 1 from one rail
pair to the next higher one whereby the rail pairs follow one
another rising gradually step-like with identical differences of
height on a carrier with the shape of a half-arcade (later also
called harp-bow). The uppermost incomplete step is propped by a
supporting pillar (26). Whereas the one guide-way rail is fitted on
a crossbeam in front, the second guide-way rail is mounted a little
higher on the rising beam and is strained from below because of the
lever effect. The detail below shows in an enlargement that the
left of the wheel pairs on the motor axis (2) stands on the lower
guide-way rail (22) whilst the right one has contact with the
bottom face of the laterally and angled mounted guide-way rail
(23). Additionally, a horizontally fitted supporting wheel (25) is
arranged against the side surface of the lower guide-way rail.
[0211] Only the stages A und B are clarified with the hitherto
explained matter.
[0212] In the stage A, the vehicle, which is loaded on the left
side when the motor axis is shifted to the right, is suspended
between both the guide-way rails.
[0213] In stage B, the cabin and adjacent motor carriages (16) are
elevated to the level of the next guide-way step by drawing up of
the four telescopic columns by means of a fluid pressure.
[0214] In stage C, the dislocation of the motor compound machinery
to the right between the next guide-way rails ensues together with
the reversing of the tube pairs of the slide. After the moment on
which the wheels are securely positioned on the upper guide-way and
the motor has overtaken the drive, the motor carriage (14) is
transported to the level of the higher guide-way rail.
[0215] In stage D, the cabin with the telescopic columns together
with the motor carriages (14) are pulled to right by means of the
drawing-in of the tube pairs of the slides of the motor carriages
(16), by means of which, the ascent to the higher guide-way is
completed.
[0216] These processes are more understandable with the following
figures.
[0217] Quite Below, to the right, in the cross-section, at a scale
of 1:15, a detail of the motor with axis is shown in contact with
the rail pair.
[0218] FIG. 3 shows, for the operation of the telescopic column by
means of pulleys, to the left, above, at a scale of 1:20, a plan
view detail with rope sleeves projections, to the right, in a
cross-section the detail of a rope drum in connection with a motor
compound machinery is represented. In the middle and to the
right--to the right nearly over the whole length of the
page--longitudinal sections through a motor carriage with joined
telescopic column is drawn, to the left in a compressed (A), to the
right in an expanded (B) condition. The scale is about 1:10 for the
last mentioned portions.
[0219] Above, at a scale of 1:20, a cross-section through a motor
carriage with the portions essentially for the rope drive is given,
to the right, at a scale 1:10, a variation of the rope sleeves
arrangement on a telescopic column in a cross-section. Only the
portions essential for the functioning of the pulley are
considered.
[0220] On the cross-section through the telescopic column to the
right, below, and enlarged to the left, above, the position of the
radial (30) and oblique (31) arranged rope sleeves is recognizable.
They are borne in the surroundings of different tube ends and
projected into stuffed bulges of the tube in which it may be
shifted in the height you can see on the longitudinal sections. The
oblique sleeve permit a radial dislocation of the rope running.
[0221] The rope tow (35) course for the elevation of the telescopic
columns ensues from the rope fixed point (37) at the lower end of
the inner tube over the oblique rope sleeve on the upper end of the
middle tube to the radial positioned on the lower end of the middle
tube over the oblique tube on the upper end of the outer tube and
from there on to the big rope drum (28). As shown on the
cross-section, that drum is driven together with the adjacent small
rope barrel (29) on a common axis through the rope drum gear (34)
and a flexible shaft to the clutch (33) through a further gear
above the axis of the motor (1). The return action by the tubes
being shifted together ensues through the return rope (36), the end
of which is fastened on to the lower end of the inner tube and
conducts over sleeves on the basis of the outer tube, standing
fixed on the ram (not shown) toward the smaller rope barrel. The
running directions of both the ropes is counteracting and the
diameters of the rope drum and barrel stand in the distance
relation to the wind off rope lengths so that it altogether builds
a kind of a rope circulation. On the longitudinal sections it is
not considered, that the ropes run inside the bulges of the
tubes.
[0222] FIG. 4 offers, above, three phases A-C of the pulling out of
the telescopic column and the return leading in the contracted
condition in a longitudinal section, at a scale of 1:20. The
telescopic column has below a covering of the single tubes. The
fluid admission and discharge ensues stationary over the frame (17)
through the inlet opening (10) and the outlet opening (11) in the
space between the outer und the middle tube. A hose pair carried
along serves for the filling up of the space between the outer and
the middle tube terminating below in the latter. The cylinder of
the piston pump (40) is fixedly connected with the end of the
middle tube.
[0223] The middle figure (stage C) shows as the tubes are expanded
by being filled up with fluid.
[0224] The return operation ensues, as shown to the right (stage
B), through the clamp (41) which connects the cap of the inner tube
of the telescopic column with the end of the piston rod as soon as
the pump is fed from above through the hose connection (39) with
fluid. The retainer (43) which is connected with the cap of the
pump cylinder by the leverage (42) is arrested and prevents an
upwards movement of the middle tube which is emptied through the
discharge hose (38) its rod being simultaneously spring biased.
[0225] The rod must be operated by fluid admission to the retainer
cylinder (as shown in the longitudinal section detail quite above,
to the right) to release the movement of the middle tube. The
cylinder piston pump is bi-functional so that the piston may be
urged again upwards by fluid admission through the supply line (44)
as far it is not pressed upwards by the stroke of the end of the
piston rod to the frame basis.
[0226] After the fluid is fed through (38) and simultaneously
discharged out of the outer tube, the initial stage (A) is reached
again by means of the lowering of the middle tube with the
pump.
[0227] FIG. 5 brings piston pump combinations in schematic
longitudinal sections, at a scale of about 1:40, over A in a
contracted, over B in an extended stage. below, to the right, an
arrangement is shown in a cross-section exclusively. A staggered
elevation is reached by a leverage between the piston rod and each
next cylinder wall. The above example uses three double working
pumps with one-sided rods. In the stage B, drawn to the right, the
cylinder is figured lying and would be able to contract the
telescopic column (see FIG. 1, 3) by means of a tow-line on the
almost elevated piston rod, i.e. connected with the frame of a
motor carriage, that is to say to the base of the outer tube of
that telescopic column. The lower piston row received a doubling of
the piston pumps, because it works in both directions with their
piston rod so that only half of the single stroke may be effected.
If the number of the cylinders is doubled again, a cylinder arcade
may be built, which is also suitable for an active retreat by
turning back to fluid admission. More economically, the same effect
is expected, even with a better stability, by an arrangement of
pump cylinders on circle, while these are connect one with one
another with sliding hinges (45) on their outer walls and may be
raised coiled (not shown) in such a way.
[0228] FIG. 6 shows a solution for a lateral outward outlet of the
slide with the motor carriage, for a better demonstration of
portions which can mount over each other a little enlarged, above,
to the left, in a plan view in an extended, to the right of that in
a retracted condition, at a scale of 1:40. To the left, under the
plan view, in cross-section details, the schematic demonstration of
the tilting function of the motor axis is given for the positioning
of the wheels between the lower outer (22) and upper inner (23)
guide-way rail.
[0229] The plan view, above, shows symmetric screws (46) for the
movement of the tube of the slide pair (5); one could also have
chosen spindles (70, detail to the right under the plan view). The
drive ensues from the motor axis (2) through the cardan-shaft to
the gear (288) before the housing wall, which is positioned
opposite the slide, and from there to the additional toothed wheels
for the drive of clutches (33, in this case multiple disc clutches
are figured. In the condition, not shown, that the clutch is
meshed, initiated by the electro-mechanic switches also not shown
(compare FIG. 7, lowest detail) the movement runs through the gear
(32) to the toothed wheels of the symmetric mounted screws (46).
The screw bushes (47) of these are fixedly connected with the tube
pair of the slide (5) and effect their push motion. A main driving
link templet (51) in pairs is bridged over the frame of the motor
carriage for the tilting movement of the motor axis.
[0230] In this way the axis with rolls (52), guided in slots of the
driving link which is rigidly fastened over the shaft (53) with the
motor. The tilting axis (54) is fixedly connected with the tube
pair of the slide through the bridge (12).
[0231] As the detail sketches (A-G) demonstrate with regard to the
tilting course of the motor axis on the cleft, below, in a
cross-section, the up and down movements of the axis with rolls
(52) are transferred inside the slotted driving link to the tilting
axis (54), so that the guide-way rail may be transgressed and the
contact with the wheels may be restored.
[0232] Only on the uppermost figure of the functional series, the
slide mechanism, which is similar to a piston in a cylinder, is
shown, which allows lifting the axis on the rail without a lateral
shifting of the slide and above all to bring the inner wheel again
under the higher guide-way rail.
[0233] Below of the plan view, to the right, a treble telescopic
sleeve is shown which has outsides a thread for the thrust of the
threaded bush and a driving toothed wheel. The slide could be drawn
out, furthermore, for the use on a conventional guide-way rail
gauge.
[0234] FIG. 7 reproduces above in a plan view, at a scale of about
1:40, and pulled out motor carriage demonstrating the variation of
the guide-way rail change; a separate for slide moving forwards and
backwards and is thereby applied for the tilting of the motor axis.
Above, to the right a variation of the crankshaft is shown in a
longitudinal section detail, which drives the small bolt. Below, to
the left, a very enlarged detail of the crankshaft. Below again, a
cross-section through the motor carriage is shown in front of the
wall which lies aside of the motor at the end of the cardan shaft
as a variation of the drive of the screw (46). The appertaining
clutch is shown below, to the right, in a longitudinal section.
[0235] On the horizontal section of the stages A-D, the small bolt
(68) lies on the big slide (69) which is drawn by the screw bush
(47) and is fitted with rope sheaves on its edges for the
continuous rope (62) with the fixation on the small bolt. The
continuous rope is moved forwards and backwards through the
crankshaft (63) and carries along the wedge (58) and counter wedge
(59) which are installed as pairs and symmetrically on the small
bolt on which the cross axis (60) and the counter cross axis are
lowered and running counter raised, which is transferred to the
motor axis on which they are fastened. The rotations of the
crankshaft are effected by the gear (67), the toothed wheel (to the
right) being fixed to the gear by a fork, shiftable along the
quadrangular axis (324) which is synchronized driven again by the
pinion for the screw (46).
[0236] In a variation, above, to the right, the continuous rope is
driven through the rack rail (65) on the bar of the tube pair of
the slide (5) which along with a toothed wheel takes the axis of
which again bears bevel-gear which derives the original horizontal
movement direction into the vertical arranged gear (67) for the
drive of the crankshaft (63). The latter is, below, to the middle
of the page, drawn very strongly enlarged (at a scale of about 1:8)
in a longitudinal section, to the right and below, the explanation
is reproduced of the sliding of a motor to the left during the
tilting by the movement of the small bolt and the big slide being
independent from one another.
[0237] On the cross-section to the left, the motor movement is fed
overhead the motor axis (2) through the crossed cardan shaft (52)
subsequent to the clutch--demonstrated to the right in a
longitudinal section--to the gear wheels which are mounted in such
a manner that the screws (46) in pairs of their slide (5) are
rotated.
[0238] The electromagnetic clutch switch with lever transfer is
drawn enlarged below. (One will use only one clutch behind the
crossed cardan shaft and one will arrange its activation switch
sideward.) The longitudinal section details A-D should elucidate
the combination of the lateral slide shifting with the motor
transport with the tilting movements of the motor during the rail
change.
[0239] FIG. 8 describes with the stages A-G schematic, in
longitudinal sections, at a scale of 1:20, the combination of
hydraulic pistons working together with the aim to transport the
motor with the motor axis and the wheels up to and under the
guide-way rails, above using three, below, using two hydraulic
cylinders.
[0240] In the upper line, the piston rods of the pistons (71,72)
are bridged by the trestle bridge (74) which is fastened on each of
the cylinder edges of both piston pumps and which may be raised by
the rod of the middle piston (73) in the manner and to an extent as
the latter is filled up. The supplying and emptying of all
cylinders ensue through the feeding pipe (75); the attached valves
are not drawn. The ventilation is brought about from above. Thick
broken up beam lines, which extend from the outer cylinders to the
motor axis symbolize the transfer of tilting and elevation. An
accidental lifting is necessary before the crossing of the lower
guide-way rail (22) because a supporting wheel, operated by the
lever (76), lies under the motor. This is done in stage C by
raising of the piston (73). The tilting motion results from the
filling difference of the cylinders under the piston (71) and (72).
The stage A indicates a tilting position, the stage B a horizontal
position of the motor axis on the lowest level.
[0241] In the upper row, the alternative solution of a motor axis
tilting by a height difference of the telescopic columns was still
inserted at the cross-sections A, B.
[0242] In the lower row, the function of the middle piston is
substituted for from both other. The cylinders are constructed
higher because of that and, in the stage C, an equal additionally
fluid amount is fed into both cylinders which raise the wheels
together with the downwards projecting supporting wheels over the
guide-way rail.
[0243] Both cross-sections, inserted in the upper row to the left
and to the right of the middle piston combination of the type on
stage A and B just described, shall outline that the tilting of the
motor axis can also be effected by a differently moving out of two
telescopic columns, if the end of telescopic columns through the
bars (55) and the swivelling hinge roll slipper (57) transfer the
angular positioning of their fictive connection axis to the motor
axis--in this case, below, directly to the carrier of the slide
(5). The swivelling hinge roll slipper has been drawn enlarged in
the longitudinal section and shows the swivelling hinge in the
middle and rolls outside which let the forked tubes slip out of the
slide (5) outwards.
[0244] But also for the task of avoiding guide-way switches with
rail tongues during its passage, the solution C can be applied
analogue to lift shortly the wheel axes after one another (c. p.
FIG. 29, to the right).
[0245] FIG. 9 shows, in a plan view, at a scale of 1:40, fluid
drive cylinders only for the explanation of the lateral shifting
movement of the motor compound machinery with the slide toward both
lateral directions, this is done inside the outline of a motor
carriage.
[0246] Laterally, the essential functional elements are drawn again
at a scale of 1:20, for space saving turned around 90 degrees.
[0247] To the right, above, a plan-sketch still is given of a
layout for the pump function with a 5/2-way-valve.
[0248] The telescopic tubes (6,7,8) have, deviating to the
application of these in FIG. 1, the carrier function of the tube
pair of the slide (5) and horizontally installed whereby a cap,
which closes the outer tube (6) is fastened with its end on the
left connecting plate (84) to joint the telescopic column of the
slide functionally. (The big black points mark each the fixation of
the cylinder-piston elements on the connecting plates.) Wing
profiles as arresting wedges for the locking switches (81), which
are hydraulically operated in this case, hold, to the left, the
ends of the outer tubes and, to the right, the end of the inner
tubes and herewith the connecting plates in the drawn position. The
closing plates of the inner tubes are connected, that is to say,
with the connecting plate (84) to the right of a functional unit.
The right hand connecting plate moves to the right by fluid
pressure--the inlet openings (10) and outlet (11) for fluid are
drawn in as pairs on both cylinder ends--as soon as the locking
switches to the right are activated. (The locking switches, only
shown on one side for space saving as detail in the longitudinal
section.) This relates to the stage B which is shown in the middle.
When the right hand locking switches remain in arresting position,
but the ones on the left are operated by fluid supplying, the slide
for the motor compound machinery traverse to the left as shown in
the stage C. For the retreat of the stages B and C to the stage A,
the double working cylinder-piston pumps are arranged each doubled
as a counter running pair. The cooperating pair is connected with
one another by the sliding hinge (82) in such a manner, that the
end of the piston rod of the longer pump takes along the cylinder
of the shorter pump and thereby prolongs the working distance of
its piston rod. The end of the pump rod of each shorter pump with
the piston (77) is connected with the respective connecting plate.
To move these in one of the both functional directions, both
cylinder systems, which are classed with the respective connection
plate must be synchronically fed with fluid, at least one of both
the systems passive by supplying of respective inlet and outlet
openings.
[0249] In practice, the drive with the tubes (see the detail to the
left) is easier intruding and it is better put out of the function
by ventilation (letting open the ends of the tubes). But it should
the restored relation to the task of the elevation of the vehicle
belong to FIG. 1, where the working stroke prevails and the system
where the systems, which are described here, can also be used,
singularly or in combination. Fluid and fluid supplies are not
drawn.
[0250] The plan sketch to the right, above, relating to the
function of the double working cylinder pumps corresponds to the
technical reproductions customary in the trade.
[0251] In the demonstrated retracted condition of the piston rod,
the fluid admission is brought about through the hose-line A out of
the compressed line in the arrow direction whilst the backflow
through line B to R is given free. The conditions for a piston
lowering are reproduced by the shifting of the slide valve effected
by influence of the electromagnetic key to the right. (The fluid
runs in the arrow direction of the slide valve.)
[0252] FIG. 10 shows schematic, on a plan view of a motor carriage
in the stage A-C device for the lateral shifting of the motor
compound machinery on a slide (5) between the middle position (B)
for the application on guide-way rails of the same level and for
the application on guide-way rails different in the level as well
as for the slide moved to the left as well for such a moved to the
right by means of counter running pulley blocs which are driven by
a double working cylinder-piston pump. The chosen scale is about
1:20. The stroke length of the piston is thereby quadruple and can
mach the forward and back movement. The pulley blocs can also be
space saving fitted one upon another, a lowering of the costs and
weight can also be achieved.
[0253] The rope of the left pulley bloc is drawn with dashed lines,
that of the right with continuous lines. The roller carriage (85)
and the opposite mounted fixed roller pair (87) and the continuous
rope which leads over the turning pulley (91) to the left end of
the motor axis as a benchmark belong to the left pulley rope. The
rope (93) leads from the lower end of the fastening ring (91), of
left rolling carriage, over the turning pulley (92) to the end of
the rode of the piston (40), which depresses the roller carriage
with the piston raising (stage C).
[0254] In the stage A the roller carriage (85) has been lifted by
the rope (97) over the turning pulleys (98,101) up to the rod end.
The roller carriage (86) is left through the rope (98) and the
turning pulley (99) up to the rod end (stage B, maximum in C). The
maximum tension effect of the left pulley block, as it is expressed
at the stage A in the wide distance between the roller carriage
(85) and the fixed pulley pair to the left (87), was effected by
fluid pressure in the pump cylinder and has displaced the motor
compound machinery downward. The rope for the raise of the roller
carriage is thereby loosened. In this case a kind of rope
circulation is given which also effected the middle position of the
motor compound machinery in the stage B.
[0255] Both movable roller carriages (85,86) stand vis-a-vis at the
stage C. The continuously drawn rope of the right pulley bloc (96)
has the purpose of moving the motor compound machinery in the
counter direction (In the drawing above). Its full activity is
reached in stage C, in which the right roller pulley (86) and the
right fixed pulley pair (88) are pushed asunder and the motor
compound machinery stands above. The fetching back of the roller
carriage (86) ensues for example through the tension spring (94),
but it could also be reached by means of a closing of the rope
circulation over a turning pulley to the end of the rod.
[0256] FIG. 11 shows above, to the left, and in the middle, in each
case a longitudinal section through a motor carriage, whereby only
the sliding hinge, which carries the motor axis and two hydraulic
pistons, as reproduced in FIG. 8 for the tilting of the motor axis,
are shown, furthermore, the clutching on of compressor or the pump
to the motor is elucidated. The scale is 1:40. The disc-clutch is
drawn as a detail below, to the left, and the sliding hinge in the
middle, the first enlarged to 1:10. The lateral shifting of the
motor compound machinery ensues as shown below on a bit more
enlarged both cross-sections, the left of which in front, the right
behind it is lowered on the guide-way rail, which cross-sections
enable to notice further singularities.
[0257] The second longitudinal section, above, tackles the
possibilities of a shifting to the left. To the right, as a
variation of the drive of the lower hinge ledge by means of an
electromotor, a dislocation to the right of the hydraulic cylinder
for the motor axis tilting and the silhouette of a hydraulic
cylinder aggregate is shown, as displayed closer in FIG. 33 to the
right. To the left, below, beside of the left cross-section, a
detail is repeated, elucidating the surrounding for the support
during springing. To the right, above, a cross-section detail out
of the upper portion of the motor carriage is reproduced at a scale
of 1:35, to elucidate the variation A for the drive of the sliding
hinge with a stationary electromotor and the tilting mechanism for
the motor axis as it relates to the longitudinal section to the
left of it To the left, above, under the longitudinal section
detail of the sliding hinge, a cross-section with a variation B of
the sliding hinge drive is given with carried along electromotor
carried along. Above, to the left, the variation C of the sliding
hinge drive is drawn from the standing upper ledge, in a
cross-section detail.
[0258] On the longitudinal section to the left, above, inside the
breaking off (with dashed-dotted lines), the motor axis (2) and the
gear (104), the meshing of the gears and their function for a
reduction of number of turnings related to the transfer of the
movement from the motor axis to the clutch (33) is elucidated. The
switching mechanism (103) for the clutch is specified only as a
box, because it is known and is customary in the trade.
[0259] The compressor, respective to the circulation pump (15) may
be clutched on in such a manner for the steered on operations. The
upper edge of the sliding hinge (105) runs on rolls (105). The
hydraulic cylinders with the pistons (71,72), which can effect the
tilting of the motor around the axis (54, see on the right
cross-section detail) are affixed. The repetition of the sketch, to
the right, is directed against the placing of the hydraulic
cylinder combination with the smaller piston (106) as described in
FIG. 13, to the right, above, in the same aligning. For a symmetric
placing of two of such cylinder combinations, the latter are turned
around 90 degrees in the lower cross-sections, so that only the
bigger piston (107) is visible. In the vicinity of the upper
longitudinal sections, which are somewhat shortened in the height,
the cross-sections of the guide-way rails (22,23) are shown, from
which, the entire below, the guide-way rail (22) is sketched
longitudinally.
[0260] The left cross-section, below, makes it clear, that
telescopic rails (108) instead of telescopic tubes are employed as
carrying elements mediating the lateral movement of the motor
carriage. The roller bearing (109) under the telescopic rail,
against which the frame fork (110) props, guarantees its
independent sliding and herewith that of the wheels, motor, and
motor axis with the circulation pumps too (15, see the figure to
the left, above). The tube of the frame fork (drawn as bar here) is
shiftable in the height in the axis frame tube (111). The lowering
of the sliding tubes on both the sides is trapped by the
compression springs (113), which support through the Z-clamp (114)
on the big hydraulic cylinder with the piston (107); the latter
derives the pressure through the bracket support (112) towards the
frame fork both longer (here the upper) of the driving pump
cylinders of the slide (5, see FIG. 1) with the pistons
(78,77,80,79) remaining connected with the frame of the motor
carriage through the bars here not drawn--symbolized as a large
connecting ledge (118) toward the outer telescopic rail--whilst the
shorter ones (here the lower ones) may be moved by the rods of the
longer pumps along the sliding hinge (82). The described hydraulic
cylinder combinations and also the pumps for the tilting of the
motor axis, for which the piston (72) contributes, are joined to
the rope circulation with the rope connection point (129) on the
frame fork. The lower ledge of the sliding hinge is movable. The
rope circulation is described in FIG. 10. The rope connection point
overtakes the position of the motor in FIG. 10 in the rope
circulation of the pulley blocks with the fixed pulley pairs
(87,88). This movement depends on that of the rod on the piston
(40) of the pump, which is connected here of the sliding hinge
(115). The pump rods of the shorter driving pumps (77,79) are
connected through the connecting ledge (119) with the end of the
inner telescopic rail taking therein the counter end the connecting
ledge (118) clings with the outer telescopic rail and is retained
there. (For the survey, only one connection ledge has been drawn,
differed as small and large, though both connections exist on both
sides.)
[0261] One cylinder segment (323) is joined with each of the lower
cylinder pairs for the independent transport of the motor compound
machinery. When the motor carriage is settled on the rail, then the
entire block which is connected with the lower ledge of the sliding
hinge (15) is lifted with the axis frame and the cylinder segments
and the cylinder segments clings with their underside with the
compressor respectively. The circulation pump activating a contact
switch (drawn as point). An unintentional lateral shifting of the
motor block with the wheels on the rails is avoided in such a
manner. The detail A with variations of equipment and function, to
the right, above, in a cross-section, uses the electromotor (121)
with the toothed wheel pair (122) meshing to the rack (123) on the
underside of the lower ledge of the sliding hinge for shifting the
latter. This is rendered possible while the motor axis is fastened
on to the plate pair (130) which pertains upwards to the fixed
ledge of the sliding hinge.
[0262] As a further variation, an electric step motor (125) is
point out, which is laterally fastened on the pump and is able to
shorten or lengthen the tow-line (128), which is fixed over the
idler (127,128) lateral of the tilting axle (54) on the motor axis.
(The latter is no more shown below, the another necessary device
like that on the other side of the pump with the tow-line to the
other motor axis end is also avoided.)
[0263] The still more shortened Detail B shows as another variation
in a manner the electric motor with the toothed wheel pair (122) is
engaged with the toothed rack on the upper fixed ledge of the
sliding ledge. The electric motor itself is mounted on the ledge of
the sliding hinge drawn here in a shortened way and is moved with
the omitted aggregates, which are fastened on it The cross-section,
below, shows the fastening of the electric motor through the
mounting brakes (120) on the lower ledge of the sliding hinge. The
axle struts, projecting from there, support the motor axis with its
pinion and the intermediate toothed wheel. It is easily
recognisable that the variation A is only applicable with a
unilateral carrying out of the motor carriage, whereas variations B
and C are in question for a larger displacement.
[0264] On the variation C, which is shown in a cross-section, the
electromotor (121) stands outside above the upper ledge of the
sliding hinge and is connected with it through fastening clamps
(131). It goes without saying, that the housing wall (133) needs a
corresponding bulging out (not drawn) at this place to protect the
electric motor. The lower of the toothed wheel pairs (122) driven
from the electric motor, mounted on the axis of the sliding rollers
in the upper ledge of the sliding hinge, meshes with the rack (123)
on the lower ledge of the sliding hinge and is capable of shifting.
It may be suitable thereby to arrange the electric motor on the
middle part of the sliding distance as seen in the variation A (on
the right hand longitudinal section, above, in the middle).
[0265] FIG. 12 reproduces, above, cross-sections, at a scale of
1:40, through a motor carriage (16) as in FIGS. 1 and 11 in both
the functional stages A and B of the variations A and B to remind
about the lowering of the spring supported frame into the motor
axis by the weight influence, which is here effected by a lifting
because of the wheel impact from below.
[0266] In the longitudinal sections below, the mechanism for the
tilting on of a supporting wheel for the securing of a stabilized
rail position, likewise in two functional stages, to the left
A.sub.A, B.sub.A to the right A.sub.B, B.sub.B. In A.sub.A, B.sub.A
the supporting wheel (25) lies under the motor and presses against
the outer and the lower rail (22).
[0267] in A.sub.B, B.sub.B the supporting wheel is turned from
above towards the inner and upper rail (23). Quite to the right,
below, in a longitudinal section detail, a variation of the
affiliation of the tilting mechanism to the motor axis for the
supporting wheel is figured, the housing wall (133, see the
longitudinal section above) thereby being omitted, which ensues in
the longitudinal section details of the two stages A and B with a
furthermore restricted cross-section detail.
[0268] In the cross-sections, above, the stage A also represents,
at every time, the condition before and the stage B that after the
suppression of the spring biased vehicle portions.
[0269] The pressure by the charging is transferred to the axis
frame fork (110) and leads to a relative downward shifting. The
axis frame tube (111) serves, on the other hand, as a counter
bearing for the motor axis (2) and is connected clamped with the;
here one-piece and middle-situated telescopic tube of the slide (5)
by means of struts (demonstrated only for A.sub.A, B.sub.A but also
existing for A.sub.B, B.sub.B). It should be rendered prominent
that the axis frame tube (111) may be suitably imagined as
interrupted by interpolating of hydraulic pistons (107) for its
length alteration as described in FIG. 11. The frame bridge (154)
of the frame fork works against the switching tongue (326) to the
lever (76) of the supporting wheel.
[0270] The switching tongue may be blocked for a time through the
Bowden wire (327) as shown in the cross-section of A.sub.B, B.sub.B
and to the left in a small plan view detail. With regard to the
tasks, specifically restricted to the singularities of the
longitudinal sections, falling back to the already described
solutions for the mechanism of tilting of the motor compound
machinery. The latter is supplemented in A.sub.A, B.sub.A by the
angle lever (135) with the rotary axis, which serves below to the
axis for as a supporting wheel and ends, above, fastened on the
motor, continuing rigidly connected into the tilting lever (76).
This is suppressed by means of the switching tongue (326) with the
frame and tilted thereby in to the horizontal plane (A.sub.A)
approaching the inner rime of the rail up to millimetres.
[0271] In the variation A.sub.B, B.sub.B the swivelling arm (145)
ends in a tube, which is movable against the compression spring
(146) along the axis which is held suspended fastened on the motor
so that the supporting wheel is held, first, over the inner upper
rail (B.sub.A). With the suppression of the frame fork (111/110,
see the cross-section, above) pressure is exerted against the
tilting arm and therefore by the supporting wheel is pressed from
above against the inner upper rail, approaching to millimetre
distance; all this is effected while the motor axis lies
horizontally (through its tilting mechanism) by means of the
leverage (146?) (B.sub.B) This pressure is mediated by the leverage
(156) which effects it lowering and re-elevation.
[0272] The cross-section detail to the left of B.sub.B shows an
supporting wheel (25) which is pressed on against the rail by means
of the double working hydraulic piston; a carrying back ensues
through the lifting of the rope loop (328) at the switching tongue
(326). A rigid connection, direct or indirect, of the hydraulic
pump with the slide (5)--symbolized by the strong line--results in
a functional independence from the springing lowering of the
vehicle.
[0273] In the detail A.sub.C, B.sub.C, to the right, below, the
advantageous variation of the independence of the tilting movement
from the motor tipping is presented, so that the supporting wheel,
when in function-less condition, is brought back into the housing,
to the left, by means of the tension spring (165) which is fastened
at the frame to the left. The supporting wheel does not transgress
in such a manner as the boundary line of the rail toward the pillar
(vertical member). The pressure toward the swivelling arm (145)
effects the lowering of the supporting wheel to the inner upper
rail against the tension spring (157) and the compression spring
(155).
[0274] The small detail, above, B.sub.C, in a longitudinal section,
makes it clear, in what a manner the swivelling arm u-formed evades
and permits the supporting wheel (25) to be swivelled on over the
wheel (102). (The function of the both just described springs could
also be overtaken here by the switching tongue (326) which serves
for example to the function analogue to A.sub.B, B.sub.B.)
[0275] FIG. 13 shows very schematically, to the left, above, in a
cross-section, to the right in a plan view, and underneath in the
longitudinal section, the functional stages A and B of a vehicle
variation to that presented with FIG. 1. The scale is 1:40. To the
left, next to of the longitudinal sections, a further plan view and
below of both the functional stages A and B in longitudinal
sections are reproduced, the latter only with its left half, at a
scale of 1:80 for the representation of position of the outer and
the inner frames. Above, still the detail of a plan view is seen,
which demonstrates the cabin interlocking with the frame.
[0276] Differently than to the vehicle type on FIG. 1, the hinged
column (4) has been displaced from the vicinity to the cabin
between the motor carriages (14,16) and the latter have been fitted
with two motor compound machineries. The motor carriage (16) was
drawn to the right on the plan view in a deflected position as on a
rail curve. The task is evident being the restoration of the
straight-line movement of the total vehicle axis.
[0277] A mechanism for the solution of this task has been presented
with the tow-lines (137,138) between the end of the motor carriage
(14) near the cabin and the end of the motor carriage (16) lying
distant from the cabin, which are interrupted each by tension
springs striving to restore the balance of position. (Controlled
motor drives could also overtake the task of the tension springs
and, of course, directly influence the swivelling axis without toe
ropes.) If the motor carriage (14) is horizontally aligned, the
drop-in tongue of the locking switch (81) meshes with the biased
bolt (49) which may be solved by means of hydraulic piston, or
preferably, by means of a magnet coil.
[0278] The cross strut (142) serves the connection between the
outer telescopic tube and the cabin. The motor carriage (16, see B)
is also lifted with the cabin, as in FIG. 1, through the roof frame
(140). The hinged columns (4) between the motor carriages are
therefore drawn telescopically apart. The diminished plan view
corresponds to a still more simplified vehicle type description.
One can recognize, that the outer frame (17) inclusively its middle
portion (see the inner frame 18 in FIG. 11) are clearly separated
from the inner frame (18), so that both may be lifted in the height
one through another. For the description of the soluble
interlocking of the cabin, the small detail is drawn above, to the
left, at a scale of 1:40. A hatched drawn plate for the guidance of
the horseshoe-formed bolt (147) is shown which is pushed into the
respective counter retaining plate of the catch (148), which is
connected to the cabin wall. The small circle lies between the
fittings (149) for the pulling out of the bolts. In practice, these
locks shall be opened and the bolts shall be retreated
automatically for a cabin or motor carriage change. The continuous
outer frame (17) prevents an extending of the slides of the motor
carriages (16), a circumstance leading to the solution of FIG.
14.
[0279] FIG. 14 reproduces, as FIG. 13, above a plan view and below
two longitudinal sections for two functional stages A and B for a
further variation of the vehicle type, which differs mainly thereby
from the hitherto described type, that the motor carriages (14) are
united with the cabin on the outer frame with the cabin and are
raised with the outer tube of the telescopic columns (stage A),
whilst the motor carriages (16) is raised (stage B) and lowered
with the inner tube of the telescopic column. Accordingly, the
telescopic column has been placed to the "point" turned about 180
degrees. It seems that the load is more favourably distributed on
the wheels. Nevertheless, the taking with the compressor or
circulation pump (15) causes an elevation of the motor carriage
(14) as projecting part, but which would not result in such an
extent as figured. Likewise, fluid could be supplied through hoses
out of a pump of the motor carriages (16). At both types, only two
instead four telescopic columns in a middle position would be
proper to replace the hinged columns. The hinged joint (24) has
been fastened at the frame avoiding the telescopic construction
which could also be performed for the hinged column (4, c. p. FIG.
16).
[0280] To the left, below, details of two types of procedures for a
guide-way rail change in curves are reproduced, both upper in a
plan view, the lowest ones in a longitudinal section. It may be,
e.g., a vehicle according to FIG. 13, on which the motor carriage
(16) is joined through the hinged column (4) with the motor
carriage (14). The adz (331) leads form the hinged column to the
swivelling axis (330) around which the motor carriage (16) may be
turned. Hinged column and swivelling axis are angle-controlled
rotary by means of step motors or other drives--the springs at the
tow ropes (137,138), in the FIG. 13, above, to the right, p. e,
could be replaced by a pair of hydraulic pumps. The detector (329),
which is formed here as metal detector, but could also work with
other principles, exists here quadruple. Contact messages to the
counter (see the little quadrangular to the left, above) from all
four detectors are as control requires (see arrows) transferred the
step motor of the swivelling axis and stopping there pre-programmed
tracing swivelling movement during braking fixation. The programmed
pendulum tracing movement of the motor carriage (14) to right and
left out of a position with axis prolongation to motor carriage
(16) is elucidated by dashed outlines. One can recognize that the
detector (329) does not meet metal during proceeding tracing
swivelling motions in the hinged column (4) but very well during
the swivelling to the left.
[0281] The exact adjustment of the motor carriage (14) over the
rails then ensues by means of pendulum swivelling motion around the
swivelling axis (330) of the motor carriage with step motor. At
least two detectors (seen as circle) announce closeness of rail for
a stop demand. The motor carriage (16) can thereby be fitted with
one or two motor axes (not shown). It gives a plurality of patterns
for the computer controlling according to which the swivelling in
of the adz and the wheels of the motor carriage can ensue. The slow
tracing movement of the adz may be accompanied by speedy swinging
around the swivelling axis of the motor carriage and stopped in the
moment of a correct placement of the wheels over the rails. The
small quadrangular over the adz indicates an electric contact which
is fitted for the congruence with that (drawn as an inner
quadrangular) in the middle of the rear edge of the motor carriage.
This contact conclusion may be used for a correct lining-up of the
adz in cooperation with the computer. A correct axis orientating
between the motor carriages by means of the step motor of the
hinged column (4) can also be performed by sensor scanning, as
demonstrated, below, at the variation B with the dashed line
against the hexagon, symbolizing the reflection of a measuring ray
of the ray detector (and producer) through a mark at the rear side
of the motor carriage--being shown here nevertheless raised
upwards--with evaluation and calculation in the computer (as shown
above). The conduction of the middle projecting axes of the rotary
vehicle portions is of a peculiar importance, when the forwards
running motor carriage outline (sketched under Variation B in
dashed-dotted lines) not destined the straightening of the motor
axes at the same time.
[0282] In the plan view of the variation B, an alternative solution
is drawn with two connecting ledges between of a hinged joint in
the middle of the rearward wall of the motor carriage (16) and the
hinged column (4), which are joined together by the intermediate
joint (334).
[0283] Presupposed that a telescopic prolongation of the adz may be
let loose (not shown), so these ledge are stretched and cause--when
the motor carriage (16) is running on the rails--the straightening
of the projections of the vehicle middle axes by traction.
[0284] It is nearly self-evident, that lateral swivelling in the
direction of a vertical member or pillar, standing immediately
prior to or neighbouring, is suppressed by the directing
station.
[0285] The mechanism for an eventual motor axis tilting is mounted
cross to the motion axis of the motor carriage and is symbolized by
the pistons (72,73, see FIG. 8).
[0286] At the solution variation B, the motor carriage (14) has at
least one detector (329), which--working on the basis of the
reflection principle--scans a selected arched area in front of the
motor carriage with regard to the contact with a rail by swinging
tracing movements. The rail position, calculated with the computer
(not shown) and therewith the curvature is transmitted to the step
motors, already described above.
[0287] The aligning of a neighbouring motor carriage on a
neighbouring guide-way can also be effected by this A method.
[0288] The above is elucidated on the horizontal section,
underneath, on which the motor carriage which is to regulate into
the swivelling angle, is lifted. As drawn in the plan view detail,
the detector could make a scanning in the direction of course in a
quite fixed distance length and it could allow calculating the rail
curvature in this manner.
[0289] The telescopic column can also be mounted between the motor
carriages, whereby the motor carriages (14) are connected with the
outer frame and the outer tube of the telescopic column and the
motor carriages (16) and the cabin with the inner frame and the
inner tube of the telescopic column. (14,16, not more demonstrated,
c. p. FIG. 15, the small plan view).
[0290] FIG. 15 represents in partial cross-sections, at a scale of
1:40, exceedingly schematized, from under the middle, through the
left up to the right, then below, and to above, to the left,
functional stages A and G of the ascent of a such climbing vehicle
according to FIG. 1,13,14 on a two step palisade. All slides of all
four motor carriages must be horizontally stretched temporary (in
stage D) for this purpose.
[0291] To the left, in the middle, three vehicles are figured
running on rails at the ground. To the right, above, on a
multiple-step palisade, two vehicles are in a different climbing
position, the upper being about similar to the stage E below, the
lower to the stage C below, yet the upper with suspended cabin
(21).
[0292] The plan view of such a use of a suitable vehicle is shown
to the left at a scale of 1:80. The telescopic column (3) also
takes over the function of the joined hinge between the motor
carriage (14) and (16); the latter is rigidly fastened with the
cabin (21). One recognize, that a doubled level would be necessary
for such employment in a suspended position. That is the reason why
this suspended type has been further developed with FIG. 16 and
following. To the left, two vehicles are drawn on the multiple-step
palisade. To the right, tilting positions of one of their motor
compound machinery are demonstrated.
[0293] The three vehicles to the left, in the middle, are running
over rail sleeper (151) with draining ditches (152) among
these.
[0294] The necessity for securing against a tilting off from the
rails as a result of a unbalance from both sides, not lastly also
by wind pressure, is valid for all guide-way pairs conducted on the
same plane--although not mentioned in all other examples. To the
left of the motor carriages which are brought in action at the
ground, the possibility of lateral supporting wheels (25) was
sketched with swivelling arm; at the subsequent right motor
carriage. The problem is solved by the alternate application of
inner supporting wheels, as demonstrated in the plan view detail,
to the left, below, in a exemplary distribution in relation to the
guide-way rails (22,23). (Both kind of supporting wheels are
arranged about horizontally.) If a supporting wheel is applied
running in a rail contact one at each axis--preferably it would be
two inner supporting wheels at a bigger axis breadth in
reality--curves can also be mastered with motor carriages, which
have solely one axis, as shown at the left motor carriage; this may
be useful for a length shortening. The lowest of the plan view
details, drawn subsequently below, provides for its
recognition.
[0295] The schematic scale of a vehicle descent according to type
of FIG. 1 or 13 begins in the ground position A with wheel contact
of all compounds on both the same guide-way rails.
[0296] In stage B, the motor carriages (14) remain on the lower
rail rung with rail meshing, whilst the motor carriages (16, see
FIG. 13) and the related cabin and telescopic columns have been
stretched to the left.
[0297] In stage C, the telescopic columns (simplified in the
drawing) have been stretched to the right and the motor carriages
(16) and the cabin are elevated.
[0298] In stage D, the motor compound machineries with both sliding
carriages are extended to the right and brought in meshing with the
rail pair situated higher.
[0299] In the stage E, the motor compound machineries of the
carriages (14) have been dislocated to the left during retracting
of the sliding carriages and the abandonment of the rail
contact.
[0300] In stage F, the motor carriages (14) have been drawn upwards
by the contraction of the telescopic column. A counter pillar
exists opposite the lower rung with a rail carrying rung for the
purpose of changing to a parallel guide-way.
[0301] In stage G (see quite above, to the left), the motor
carriages (14) together with the cabin have been drawn upwards to
the higher guide-way. To the left, a counter pillar still is drawn,
which carries two pavements (332) for getting in and out in
different stories, the siding railings (333) are each locked
against each other, except, when a cabin fills up the blank (see
the plan view below too).
[0302] FIG. 16 describes above, in a plan view, underneath, in two
longitudinal sections, which correspond to the functional stages A
and B, at a scale of 1:80 a variation of the vehicle for the
suspended employment. The suggestion for it has been given in FIG.
15 stage E. Below, the stage A-C are sketched as climbing steps
from the lower to the higher guide-way level. It is shown, that
therefore the re-ascent with the inner frame (see FIG. 12, to the
left as reduced detail) makes it necessary to go through the outer
frame, respectively. The independent standing roof frame bridge
(158) and a further member of the telescopic column--in this
example the central bar (153)--are necessary after the cabin and
the motor carriages (here 14) attached to it are lowered. The motor
carriages (14) are connected with the outer frame by the swivel
joints (287), the motor carriages (16) by swivel joints at the
inner frame; the telescopic extractable hinged column fall off.
[0303] Distinct more height is necessary for each vehicle as
visible below in the stage representing the ascent of a vehicle
particularly--there a second vehicle on a higher guide-way has been
drawn--caused by the looming up of the central bar. (Only one
pillar step has been drawn here, though all steps needed to be
elevated respectively.) In stage A, on the cross-sections, below,
the vehicle is in the starting-point. pulling In stage B, the cabin
and the motor carriages (14, see FIG. 13) have been drawn up by the
contraction of the telescopic columns up to the level of the
central bar.
[0304] In stage C, the lengthened telescopic columns are extended
as also shown in lower longitudinal section (B). The
non-profitabillity of the solution leads nearly inevitably to the
inventive scope of the FIG. 17.
[0305] Above, to the left and toward the middle, in the plan view,
still the stages A and B of the FIGS. 6 and 7 have been overtaken;
the stage B nevertheless turned around 90 degrees. The clutches are
in favour of the motor (1) which lies underneath, not presented.
The motor rotations are fed through the bevel gear (169) from the
cross positioned motor to the clutch area and then transferred over
the cardan shaft to wheel axis. Customary, the electric driving
motors with transmission lie in railway service immediately over
the wheel axes, which may be overtaken as all technical
knowledge.
[0306] FIG. 17 shows, above, in a plan view, and underneath, a in a
longitudinal section, at the scale of 1:40, in the functional stage
A, the starting-point of a vehicle in a suspended as well as in a
standing position. The suggestion for it was given in FIG. 15 stage
E. Below, the stage A-C are sketched reproducing the descent steps
from a lower to a higher guide-way.
[0307] Quite below, to the right, in a symmetrical turning up, at a
scale 1:80, the stages A and B are shown without the telescopic
pulling-out movement in the roof frame bridge (158) and in the
motor carriage gallows (161) which is separately rotary in the axis
bearing (159) around the bottom frame tube (160). To the right,
below, an approximate projection and function sketch was produced
in the projection opposite the described figure.
[0308] On the plan view, the roof frame bridge (158) with the
hinged joints (162,163) are conspicuous which lie shifted about
symmetrically out of the guide-way level (see the functional sketch
to the right, below). The cylinder with the piston (77) serve the
swivelling movements for the guide-way change and is discussed in
FIG. 18.
[0309] In the longitudinal section, one recognizes the manner as
the motor carriages (16) with the cabin (21) in connection with the
cabin (21) by hinged joints (162,163) suspended turned downwards
turned around the hinged joints up to the guide-way contact of the
wheels. The motor carriages (14) stand upright on the higher
guide-way by means of the axis bearing (164) on the motor carriage
gallows (with regard to the technologic supposition see FIG. 18,
above), the bar (165) being interconnected.
[0310] In the functional stages A-D, seen in the middle of the
page, the cross-sections show the process of the lowering of the
cabin with the motor carriages to the lower guide-way, as drawn
above in a longitudinal section.
A: The motor carriage gallows (161) with the axis bearing (164) on
the motor carriage (14) first stands erected, while the roof frame
bridge (158) is tilted laterally out to the left away from the
guide-way rails (22,23).
B: The roof frame bridge is further on lowered and thereby a little
pulled out by the gravidity as long as the cabin and the motor
carriages, which are connected with it, have reached the tack
level.
C: The motor carriages are fetched down through tow-line traction
toward the lower guide-way (with regard to technique suggestions
see FIG. 18, below); the motor carriage gallows is swivelled to the
left for that.
D: The motor carriages have reached the lower guide-way. The motor
carriages as well as the roof frame bridge stand oblique to the
left beside the guide-way.
[0311] This also results from the functional sketch below. Shown in
the cross-section, both, roof frame bridge and motor carriage
gallows, describe the inner circle from the summit (167). The
difference of the height between the guide-way rail (22 on the high
level) and guide-way rail 22' (on the lower level) must be
over-bridged, which results in projection to the guide-ways on the
left the outer circle. The tension rope extent from the summit
(167) lies on the outer circle and ends on the lower resting point
of the roof frame bridge (158). This point is so far dislocated to
the left as the guide-way (22') lies distant of guide-way (22). The
tow rope length, which is necessary for the lowering of the roof
frame bridge is drawn in the middle as distance and it corresponds
to the chord (167-158) for which the two rope must be shortened,
for the roof frame bridge to follow on the intermitted sector on
the outer circle.
[0312] FIG. 18 relates to the functional processes in FIG. 17 for a
vehicle as it could be conceptualised as a suspended vehicle by
means of a lateral swivelling of the roof frame bridge and the
gallows for the motor carriages, saving on height of the vertical
members (or pillars), but is dealt with in a staying form here.
[0313] Above, to the left, in a longitudinal section and to the
right of it in cross-sections for stages A-C, limited to the
conditions of the circumstances at the motor carriage (14), the
lowering of which in the axis bearing is described. In the middle,
a cross-section series follows to demonstrate the ascent from a
lower to a higher guide-way level. The process is broken off at the
stage B. Under C, a suspended vehicle is demonstrated by
displacement of the motor carriage (14) in the slide to the left.
Below, in the longitudinal section, the lifting of a cabin with
motor carriage by tow rope tension to a higher guide-way level is
explained. All sections are at a scale of 1:40.
[0314] In the longitudinal section of the motor carriage (14) and
to the left of it in the cross-section, the motor carriage gallows
(161) with its axis bearing (159) is first represented isolated.
Beside the stage B, the axis bearing (159) is drawn enlarged during
the beginning of the swivelling. A bevel gear is mounted in the
annular bush (168) rotary against the axis bearing. The movement is
transferred from the motor (1) through its axis and a transmission
with clutch analogue to the explanation in FIG. 11 to the left,
above. When the clutch is thrown into the transmission, the
rotation is transferred through the bevel gears (169) and the axis
(170) fastened on the beam (165) and three telescopic sliding axes
(172) to the rotary bevelled wheel joint (171) and from there to
the extensible sliding axis to the ring gear of the axis bearing
(159). In the swivelled position of the stage C, the motor carriage
has reached the lower guide-way (not shown).
[0315] In the cross-section, the middle exposition of the stage A-C
relates to the turning in the axis bearing (159) whereby the motor
carriage heaves itself with fixed bottom frame tube (160) by motor
power into the next higher guide-way. It is reached in stage B.
[0316] A suspended vehicle may be produced after the sliding to the
left of the motor carriage (14) by means of the slide while the
motor compound machinery remains on the upper guide-way. (in order
to achieve it, nevertheless, the axis (170) must also be
constructed as sliding axis capable of prolonging.)
[0317] As shown below, to the right, in the longitudinal section,
the motor carriage gallows (161) may be turned outward by motor
power, for that a lockable angular joint connection (174) must be
installed, as presented to the left.
[0318] The lower longitudinal section shows the lowered roof frame
bridge (158) behind the cabin (21) and the motor carriages
(16).
[0319] The hydraulic cylinder with the piston (77) has been stored
above along partially in the cabin for the explanation. The pendant
lever (177) moves the pulling rope (175) which is fastened on the
longer swivelling end of the latter, which leads from the idler
with the rope coil winder (176) to the upper end of the motor
carriage gallows (161). The pendant lever may be suppressed around
its rotation axis (179) which is shiftable in the slot (178)
thereby that its shorter arm is rotary connected at the end or the
fixed point on the end of the piston pump rod. The pulling-out
length of the pulling rope up to the elevation of the level of the
fixed standing motor carriage is indicated below as distance and
amounts about the third of the circle of the virtually possible
pendant lever movement, that circle is drawn with dashed-dotted
lines. The pendant lever movement away from the guide-way cannot
functionally disturb the traffic flow, but in practice it is
replaced by a more space saving solution.
[0320] FIG. 19 counts as a suspension version of the invention.
Above, in a longitudinal section, at a scale of 1:80, an arcade as
a guide-way carrier is drawn with a suspension vehicle (slightly
over-dimensioned), below the arcade in the cross-section and above,
to the right, a suspension cabin for the post and parcel service as
a detail enlarged at the scale of 1:20.
[0321] Underneath, as stage A, in a schematic longitudinal section,
at a scale 1:40, a suspension cabin with four motor carriages are
shown, to the right as stage B, the left half of the vehicle after
the ascent of the telescopic tubes to the next higher
guide-way.
[0322] In the middle, the longitudinal section detail of one of the
paired telescopic bow ends are shown with motor drive in two
functional stages (A, B), the appropriate sliding spindles with
step motors to the left and to the right of these. Below, a bow
apparatus is shown in the stages A and B as a variation to the one
above.
[0323] The paired guide-way rails (21, 22) are pendant mounted, as
visible above, to the left, on the side view of a arcade bow as
guide-way carrier (182). The claws (183) are around the rail
cross-section enclosed thereby being with regard to the size a
little overdrawn and as shown in the stage B under the term in
detail. The enlarged detail of the cabin for the post and parcel
transport (181) makes use e.g. of a monorail (184) with rolls
driven by the motor (1) of its T-rail. The transmission for the
power transfer between motor axis and rolls was only outlined by
bevelled wheels. A guide-way branching may be mastered by automatic
switches or without such be lateral climbing over.
[0324] The small detail plan view quite above, to the right, shows
that the bearing for both wheels (102) over the vehicle cabin is
rotary each around the hinged axis of the inner telescopic tube
(8). The swivelling axes (186) serve the lateral deflection of the
telescopic column (3) of the motor carriage (14)--we wish to keep
the marking for comparing--and the carrier arm (187) of the motor
carriage (16). The frame (17) is reinforced by the (intermediate)
inner frame (18) which is interrupted by hinged joints, which
overtake the function of the hinged columns (4) in FIG. 1 so as the
motor carriage (14,16) are laterally pivoting one against the other
and adapt to the rail curves. The partial longitudinal section, to
the right, shows the telescopic column extended and on the seat of
the next higher guide-way rail (stage B).
[0325] In the detail of the longitudinal section under the figure
term, a motor carriage (14) is nearer described. A driving wheel on
the axis transfers the rotation respectively to a driving wheel on
the axis with the corresponding wheel, which is made possible by a
respective retaining plate (189), which hold the wheels in
position. The left housing plate is conducted by the claw (183) in
such a manner that the wheel, held by it, comes to lie under the
inner guide-way rail (23, stage A). By the drive of the spindle
(190) through the step motor (191), the retaining rod (192) for the
right retaining plate with its right wheel is approached to the
outer guide-way rail up to the rest (stage B). The spindles are
represented on both sides turned around 90 degrees and enlarged.
The pump (15) serves the elevation of the telescopic columns; from
the motor (1) there leads a chain transmission to the wheel (102).
(Transmission and clutch are not drawn, they correspond to the
relations in FIG. 1, to the left, above.)
[0326] Below, to the left, the deflection of the motor carriage
(16) around the swivelling axis (186) is demonstrated by means of
the carrier arm (187) into the guide-way again in a longitudinal
section. In the stage A the swivelling arm is held to the left by
the helical compression spring (193) and the weight of the motor
compound machinery. The bow (194) is brought downward by a spindle
drive, whereby its cross axes run through bores of the upper
rotation axis which are fastened on the cabin (stage A).
[0327] In the stage B, the spindle has lifted the bow and its
spreading has transported the carrier arm to the right in the
perpendicular position.
[0328] To the right, below, a vehicle variation is described, in
which two motor carriages are sufficient, one of two type (14) and
one of the two type (16), thereby that the wheel axes reach--rotary
again around the carrier sleeves--approaching each other gallows
over the cabin roof. The retaining rope (196) extends from the
wheel axis on the carrier arm (187) to the right end of the cabin
roof. The further tow rope (195) from the carrier arm on the
telescopic column is spun up from the rope drum (28) to such an
extent as the telescopic column raises on the outer edge on which
it is fastened, which is performed by a functional coupling of
movement (similar as in FIG. 3). The cabin is held in the
horizontal line in such a manner, also when one of the motor
carriages leaves the guide-way. Correspondingly, a stand version
(here not shown) could be elaborated on too, at which the motor
carriages are also arranged under the cabin. The retaining rope
(196) might be replaced by a telescopic bar and the rope barrel
(28) might be used for the drive of described telescopic bar or
replaced by another drive for it.
[0329] FIG. 20 shows a variation to the suspension vehicle of FIG.
19 by applicationing only a single guide-way rail for each
guide-way line. To the left, in a cross-section, at a scale 1:20,
the stage A of the suspension in the guide-way is shown and the
stage B the deflection to the next rail, to the right of these
enlarged details of the motor compound machinery are reproduced.
Below, with the stage A, three vehicles suspended one over another
are shown at the inner side of a guide-way carrier arcade, with
stage B a vehicle climbing from the lower guide-way to the middle
one, is demonstrated at a motor carriage, in the cross-section too,
at a scale of 1:40. Quite to the right, the lateral wheel
closing.
[0330] In the stage A, to the left, the swivelling mechanism of the
telescopic column is shown.
[0331] The thread spindle moves a thread bush by rotation from a
motor with transmission, only outlined below, that thread bush
meshing through hooks into slots of guide lamellas (197, dashed
drawn, above represented in a larger detail). In the stage B, the
outer telescopic tube, which is shiftable around a bar in the
swivelling axis (186), has been tipped to the right in such
manner.
[0332] In the details, to the right, it is demonstrated with stage
A, what manner the left of the drive-less wheels, rotary around the
axis and temporary shiftable is turned in front by an axle pin in
the spiral guiding groove (201) of the axis and deflected upwards
in the meshing into the T-rail. This is contrived by a tow rope,
which is fastened over the idlers (198,199) below the collar (200)
and with its other end on the wheel axis.
[0333] In the stage B namely, the inner telescopic tube under the
cap is drawn downward and the rope is pulled. (The effect of the
wheel deduction into the guide-way rail can also be brought about
by the rotation of the motor axis by means of the only outlined
transmission, which is driven by the motor 1.)
[0334] Below, a little diminished, in stage A, the suspension of
three vehicles with motor carriages is shown, among which only the
left wheel has not yet rail contact at the lowest carriage. In
stage B, the motor carriage resp. the motor compound machinery (14)
is elevated with the telescopic column to the level of the next
guide-way rail. The motor compound machinery is brought in
horizontal line through a rope guidance during turning around the
rotation axis (202). A motor carriage resp. motor compound
machinery (16) stands below in guide-way rail contact.
[0335] In the stage C, the motor carriage has solved the guide-way
rail contact below and the vehicle has swung perpendicularly above
into the mean. The stage of the middle cabin is reached under A by
the return guidance of the telescopic column (see FIG. 16,13
below). In the detail to the right, in a cross-section, the
possibility of the application on a monorail way similar to that of
the HALWEG-railway, that is a staying railway, is sketched.
[0336] Above, in stage A, the lateral support or supporting wheels
are swung out each around a rotation axis whilst the driving wheel
on the axis of the motor (1) leans on to the rail. In stage B, the
angle arms continuing the supporting wheel axes have been loaded,
which is symbolized by the lowering of the bar, which is drawn
through the axis of rotary short tube pieces (203).
[0337] FIG. 21 gives an example for a sled vehicle for linear-motor
drive in the staying form on two guide-way rails.
[0338] Above, the stages A-C of the ascent from the lower to the
middle rails are shown in a partial longitudinal section, at a
scale of 1:40, (the right mirror--inverted halfway through from the
arcades is omitted).
[0339] To the right, in the middle, a plan view is presented and
above a cross-section, both at a scale of 1:80 with an deviating
variation of only two, but therefore elliptic, telescopic columns
and with the slide two sleds which extend. Below, at a scale of
1:30, an enlarged and slightly detailed and altered reproduction
follows.
[0340] In the stage A, the telescopic columns are already extended
and the cabin (21) with the integrated motor carriages are lifted,
whilst the motor carriages (16) below have rail contact.
[0341] In the stage B a sliding of the sleds ensues to the higher
guide-way rails by means of the slide (5). The sleds (204) are
exposed as comprising u-formed the rail; it should not be delved
deeper into the problems of the magnetic fitting and controlling.
The motor carriage (14) may be drawn upwards first when the rest of
the vehicle runs ensured on the next guide-way.
[0342] The stage C shows the transition of all vehicle portions to
the right into the new higher guide-way rails, while the motor
carriage, which is still to the left outside suspended, is heaved
to the right into the rails, first to a little higher level and
then being lowered onto the rails. This may be effected by an
initial raising of the piston rod with a successive lowering (see
FIG. 8), when the cylinder bottom is fixed on the bottom frame and
the fixing point of the rod on the slide (9, see above the enlarged
cylinder-piston detail). The extending of the slides ensues
analogue to FIG. 9 by means of two cooperating double-pistons from
which one pair is drawn. The shifted together pump pair is destined
to the extending of the slide toward the counter-side (here on the
upper part of the page). On the cross-section, to the left, in the
middle, a third higher mounted rail is drawn in, against which a
third sled props, which is transported in portions with the vehicle
along their total length, while the piston at the slide balcony
(185) was moved upwards. For the change to the new guide-way type
with elevated inner rail, the left, lower rail is continued for a
distance and then omitted. For the chance to the counter-side of
the guide-way on the same level (e.g. to a secondary arcade, c. p.
FIG. 29, above), a fourth elevated sled can also be carried along
(not shown).
[0343] If the sleds for the lower rails are fitted with a lifting
devise it is not necessary for the higher rail (here are not
hydraulic pumps at the slide balcony).
[0344] The sleds are elastic flexible for rail curves.
[0345] FIG. 22 brings, at a scale of 1:40 an example of two sleds
(205,206) which can be laterally transported by a crawler-tread
(207), this is done above in a plan view, underneath, in a
longitudinal section for a demonstration, that the sleds may be
arranged in echelons. The motion mechanisms for the rail sleds is
explained in the middle longitudinal section, below in a
cross-section, at a scale of 1:20 with an enlarged chain detail to
the right.
[0346] In the plan view, above, both sleds stretched out by means
of the slide (5), that of the motor carriages as well (14) as these
of the motor carriages (16). The telescopic columns (3) are
connected with the motor carriages (14) through the frame (17),
which is transferred upwards because of the overhanging of the
crawler-treads, and can be lifted an lowered together (perhaps
hydraulically). Thanks the inner frame and lateral strutting to the
motor carriages (16) these build a motion unit together with the
cabin (21), which is tied up to the end of the inner telescopic
tube by the inner frame (18). The rail sled (206) is laterally
lifted and has been dashed drawn. (This position could be suitable
for the controlling of the lateral stability, a relating lateral
rail--not drawn--being only proposed.
[0347] The enlarged cross-section, in the middle, at a scale of
1:40, shows as crawler-tread (207), which is controlled from the
four toothed gears (209) and driven by a toothed gear on the
auxiliary motor (50). Two rail sleds (205, 206) are fixed upon the
trawler-tread through stems (211) and ropes on the crawler-tread in
a distance of nearly a crawler-tread breadth and taken with their
movement. The extent of movement is marked through an accompanying
outline drawn with dashed-dotted lines. Two (guide-way) toothed
gears are held by struts which project into the chain bearing
(208). From the cross-section it is elucidated, that except for the
carrying out of the slide to the right such to the left may also
result.
[0348] On the longitudinal section through the slide, below, is
demonstrated, that two pistons project each with their rods through
a bore of the upper chain bearing between respective paired
crawler-treads and meet there a chunk. This chunk is fitted with a
projecting receptacle (210), which is capable of lowering and
lifting the rail sled (here 206) with the piston rise against the
guide-way rail (23, c. p. FIG. 23). Contacts are thereby operated
or a signal current circuit is closed. (c. p. FIG. 24, above, to
the right).
[0349] The enlarged details, to the right of the longitudinal
section, below, through the slide of the motor carriage show above
in a side view and underneath, in a plan view, a variation of chain
links.
[0350] Together with the enlarged cross-section detail, quite
below, to the right, from the chain bearing and laying up chain
links is demonstrated, in which manner the sliding may be
facilitated by the respective rolls on the crawler-tread.
[0351] The further details of the longitudinal section are drawn
from FIG. 11, to the right, above.
[0352] FIG. 23 shows, above, in a cross-section, at a scale of
1:20, the functional stages A and B of the descent of a rail sled
vehicle from a higher to a lower guide-way.
[0353] Besides, the mechanism of the swivelling in of a supporting
wheel is explained.
[0354] It must be mentioned here that the two sleds must hanging on
different, separately driven, crawler-treads and that the cabin
must be dislocated stronger outwards with its total load to made
this rail arrangement suitable, the cabin should even be shifted
outwards in each case for extending out to both sides.
[0355] In the cross-section, above, the motor carriage (16) with
the cabin (21) is connected and dislocated with its upper
trawler-tread, whilst the cabin is moved to the right by means of
the slide, and the motor carriage (14) is already lowered by means
of the telescopic columns and shifted to the right by means of the
slide. (On recognizes the expenditure of a larger construction of
all supporting elements of the slide for this solution for a
undercutting of the inner guide-way (23) must be taken into
account. The rail sled (206) lies at the lower motor carriage still
laterally and the rail sled (205) is located over the outer
guide-way rail (22).
[0356] In the stage B, the motor carriage (14) and herewith the
rail sled (205) are lowered toward the guide-way. The rail sled
(206) is lifted into the guide-way rail (23) by means of the
cylinder-piston pumps and the firm rail seat of the motor carriage
(16) is brought about. The motor carriage (16) can now be drawn and
then lowered together with the cabin to the guide-way rail (22),
after the carriage (14) has firm guide-way seat with the guide-way
rail (23) too.
[0357] The mechanism for the swivelling in of the supporting wheel
is visible on the stage A. The swivelling arm (145) with the
supporting wheel (25) is turned back to the left around its
swivelling axis (220). It is effected by the step motor (191) which
brings in operation a rope circulation over the idlers (222, 223).
That is elucidated at the motor carriage (16), above, in the stage
(A) of the bending of the supporting wheel to the guide-way rail
(23). The catch (56, see FIG. 9), which can also be operated
electrically, is thereby meshed with its rod in a notch of the axis
tube and fixes the supporting wheel in such a manner in its
functional position until the release of the catch.
[0358] FIG. 24 explains the functional running up on the passenger
traffic and partially on the transport of goods too and notes
thereby marked examples with detail hints out of the discussed
figures. Mainly, control operations are mentioned as they are
further comprised in FIG. 25 and FIG. 26.
[0359] In the left cleft, a vehicle cross-section is given in the
appertaining stages A-E of the lifting, following FIG. 2.
To Dispositions 1-5
[0360] The vibration sensor (224) is symbolized through the closing
of the current circuit by the swinging of a ball-loaded metal
tongue. The plug-in of a u-formed bolt into the frame for the cabin
fastening (see FIG. 13) effects a appertaining contact closing,
which must here be performed by a further pushing-in of the bolt.
First when the motor carriage is aligned straight, the drop-in
tongue on the pump rod as locking switch (81) signals the correct
seat by contact closing for the current flow. Because both
guide-way rails serve as conductor their correct seat of the wheels
may be metered by current collection (FIG. 11).
[0361] The admission to the guide-way rail ensues from below
through funnels in the screen grid.
[0362] On the cabin roof (see FIG. 2, to the left, in the
cross-section) the telescopic rod (347) is stretched out with a
swivelling joint along the cross bar (348) by means of the step
motor (small ring on the longitudinal section, above, to the left)
taking off the electric current from the next higher rail, when the
cabin stand on the lowest rail near the ground. The enlarged detail
to the right, above, still indicates an optical sensor with a small
circle on the telescopic rod, which moves away the swivelling joint
on the cross bar, when it comes to stay in front of a pillar
(dashed rectangular), what is signalled to a computer and
evaluated.
To Disposition 6
[0363] The distance during the extending of the telescopic column
(see FIG. 3) or the hydraulic pump combination (see FIG. 9) for the
lifting of vehicle portions may be registered by the scanning of
bench marks through the sensor head (139) and may be converted in
the board computer (258) to the sequence control. The relating data
are also transmitted to the superior directing station (see FIG.
26), which aims at the independent possibilities of control and of
its influencing by the passenger. Thereby, a branching may take
place toward the control transformers for a separate control of the
motors (1) for the vehicle drive (217) and for the lifting and
sliding movements (218) through pneumatic, hydraulic or electric
drive (219) in the area of the motor carriages
To Dispositions 7-10
[0364] FIG. 6 is quoted for the sideward sliding of the slide by
means of a spindle with the alternative of a hydraulic pump
application according to FIG. 9; the FIG. 12 is additionally quoted
for the tilting of the motor axis, whereby the locking of the
supporting wheel (25) is controlled by electric contact closing
(not shown) appertaining approximately to the position of the
swivelling arm (145). Bench marks (226) are fitted along the
coulisse for the tipping arm. FIG. 8 solves the task with hydraulic
pumps, the rods of their carry bench marks for the scanning by a
sensor (not shown) or can effect contact closing during the
passage, which is simpler, recalled to the computer for the
function control. The scanning of the effected distances may be
obtained--by other tasks too--by means of simple current contact
closing with bench marks, but also with every pretentious technique
up to the application of optical position sensors using the
Position Sensitive device (PSD) or the application of distance
sounding.
[0365] In FIG. 11, the contact closing between the lowered plate
pair (130) and the pump cylinder (only shown as half) signals the
correct position of the motor compound machinery. In FIG. 22 the
contact closing between the receptacle (210) with the rail slide is
called upon as measuring criterion. The symbolic circuit of the
block diagram of circuit with the interconnection of the measuring
instrument (228), which stand for the sequence control is shown
above.
To Disposition 11
[0366] The fetching up of the motor carriage by pulling in of the
telescopic columns (see FIG. 2) and of the pumps respectively (see
FIG. 9) are an inversion of the procedures in disposition 6.
[0367] In the following, a tabulated survey is given over the
processing for the passenger traffic in the 12 dispositions
Call by means of mobile phone to the directing station
or call column with authentication by carte for identity
[0368] order with term and destination, kind of cabin (size,
pressure resistance against the change in evacuated tubes), place
(eventually telephonically pursuit along a line, which is named by
the user and confirmed by the direction station, with mobile phone
located to allow a walk during the waiting period)
Directing Station
Survey plan over the cabins, which are set in operation in a
certain region
Ascertainment of the next available cabin
SMS to the customer with the presumable arrival time-point and
price
Confirmation by the Customer
The vehicle is vectored by the directing station up to the stand
guide-way until the place of stopping
Further passenger activity: Taking the seat after deposit of the
luggage
Board Computer
1. Laid down minimum rest interval, possibility of speaking contact
with the directing station (permanent, with costs so long as no
fault signal, connected with distress call)
2. Off-position of vibration sensors (when unsuitable movement is
produced, penalty costs are imposed), see the Fig. at 224.
3. Testing of the locking mechanism of the cabin with the frame
(permanent control, when disturbance, alarm to the directing
station, bringing the vehicle axis in a straight position or in a
position directed to the rail curve (see FIG. 14)
4. Door interlocking, temperature control (when the cabin is
tightened, control of the air composition, oxygen content), weight
control
5. Switching on of driving motors for speed uptake and clutching in
of the circulating pump
[0369] 6. Valve release to the telescopic columns for the lifting
of cabin and motor carriages/control at the measuring point row
"height" up to the stop/radar control of the distance to the next
vehicle in both directions/regulation of the torque of the motor
compound machinery and wheels (permanent)
7. Valve release for the slides to sideward/control on the
measuring point row "breadth" in comparison with the metal detector
control during their approach to the rails
8. Destination of the program for the kind and extent of the
displacement of the motor compound machinery adapted to the rail
position according to 9.
9. Tipping movements of the motor axis, if suitable, with switching
commands to operating members under control at the measuring point
row "motor displacement."
10. Control of the correct rail seat (current measurement) also for
supporting wheels too and safeguarding of the motor compound
machinery against axis displacement
11. Valve release for the drawing-in of the telescopic columns with
the release of the motor carriage on the starting-rails (if
necessary)
[0370] 12. Valve release for the displacement of the cabin with
motor carriages toward the new guide-way under control according to
the measuring points row "lateral displacement"/possibility of own
change demands and alteration of the velocity following a request
and letting clear through the directing station
To the right, below, in two cross-section details, at a scale of
1:40, security precautions are still described.
[0371] The cross-section in the stage A demonstrates a vehicle in
contact with the guide-way rails (22, 23). The rope, which
guarantees the electrical current supply originates from the rope
drum with brake (229) on the cabin wall. The pivoting arm (232) is
loosely connected with the middle of the roof of the cabin (21) and
holds with the joint (233) the sleeve (234) with rope sheave (235)
which is shiftable in height in the latter and carried against a
pressure spring. The rope sheave, which spreads outward is directed
against the current leading rope (236), which is fastened by means
of a mount on rising leg of the arcade above the guide-way rail.
Only the lower rope for the stand guide-way, below, is current
conducting for safety instead of a electric rail voltage. This rope
is protected downward from the screen grid (237), which is fitted
with locks for an automatic opening and may be turned (downwards)
in sections above all to remove collected on leaf. The lowering of
the rope sheave into the rope for the current supply ensues only on
this stand guide-way; a small distance of the rope sheave and the
rope is destined for higher guide-ways permanently controlled by
electromagnetic measurements (not shown).
[0372] The figure below relates along with the stage B to the
emergency situation, that a rail interruption or other incident has
dispensed the seat of the vehicle on the guide-way. In this case,
the rope sheave is pressed against the rope, which now tightens the
brake (229) through the caching rope toward the rope sheave.
[0373] This rope is torn loose with the joint (231) with an idler
and the idler (239) from the cabin roof together with their
connection rod (238), while tension is operated through a rope
sheave on the joint (233). The tension of the auxiliary rope (240)
sheaves the rope sheaves together and the rise of the rope sheave
(235) inside the sleeve against the pressure spring moves the
clamping seesaw (241) in such a manner, that the sleeve under the
carrying cable (236) is closed. The guide wheel (230) stands for
example of sliding means being inserted into the pillar to mitigate
the scratching of vehicle portions
[0374] One can recommend, that the rope drum with brake (229) is
controlled through the directing station in such a manner, that the
braking depends with regard to the intensity of its influence on
the distance of the cabin from the next pillar arcade. More distant
cabins are lowered then more slowly, so as the carrying cable is
relieved in such a manner. An impact on the ground may be sprung up
against its effect by airbags (243), which are released
automatically. The small roll (247) prevents the contact of the
rope with the carrying cable and is grinded.
[0375] The taking off and supply with current for a ground oriented
vehicle is more economically reached with a lifting and sliding of
the motor carriages to the next higher rail with battery power or
with a telescopic rod, as described above at the end to the
deposition 5, or by a mixture of both procedures.
[0376] The detail in the plan view, in the middle, quite below,
makes the equipment of two explosive cartridges (242) visible in
the area of the cabin locking with the vehicle frame, one of the
cartridges being drawn enlarged to the left. The black circle
defines stems on the bolt (the appertaining slots for their
insertion are omitted), on which the explosive cartridges are
supported with their piston closing. The bolt is burst open with
the explosion by the electron flow through the current loop (246),
what also happens with all the bolts. The thrust rocket (245)
results that the cabin is separated from the other vehicle. This is
automatically operated by the board computer and the directing
station still before the rope drum with brake (229) is loaded
maximally.
[0377] FIG. 25 gives a wiring and connection diagram taking pattern
from a vehicle plan view in FIG. 13 at a scale of about 1:20. The
figure relates to the exhibiton in, Taschenbuch fur den
Maschinenbau, editors W. Beitz and K.-K Grothe, Publishers:
Springer Berlin, 1997Q37, Q38. The hydraulics are represented with
regard to the principal functions to the left, the electrics to the
right. The fuel circulation begins at the pump (15). leads over the
switching throttle (248) after the reflux control into the sleeve
valve (249), which is controlled by the magnet switch (261) from
the electronic phase-belt (see on the right hand side). A reflux
into the tank (250) out of the back line is prevented by the back
valve (251). The feed pipe has a dirt separator, a slip loss is
airlessly equalized by displacement by a compressed gas bolster.
The outlet tubes out of the sleeve valves are continued as lines,
which reciprocally supply the double working pistons underneath.
Back valves (252), which are controlled by reflux in
cross-connection, permit the stop of the pistons on each level an
hold in position without load flow. Both upright pistons above are
applied for the lifting of vehicle portions, both transverse
situated under them for the sideward shifting of the slide.
(Instead of two pumps two pairs of these exist in the most
examples.)
[0378] Quite below, a circuit is given, which divides the sleeve
valve (249) into the both functional suitably steps. Behind of,
that will say here above of a reciprocally operated magnet 4/3-way
valve with the outlets H (higher=elevating motion) and S (sideward
motion=slide) are connected two 4/2-way valves at a time,
which--with valve position P-A--operate the respective double
working pistons forwards and--with valve position P-B--complete the
reversal of the pistons. The 4/3-way valve is drawn in a
zero-position, during the fluid is shorted circuit in a circulation
R=reflux).
[0379] The text related to the electrics was to supply by the
scheme of the modular network. The modules for the motor control
(253), the transmission control (254), for the rise and fall
mechanisms and lateral slide movements (255), the control of the
guide-way contact and the locking control (256), the control of the
pivoting arm to the carrying cable and emergency devices as rope
braking on the rope drum (257), central module (board computer,
258) are shown without the connections to the communication in the
cabin and with the directing station (c. p. FIG. 33). The modules
for the door control (259,260) as key function and door
opening.
[0380] FIG. 26 reproduces as a principal set up the relation among
directing stations for the central controlling of the overall
traffic system, based on two adjoining direction stations 1 and 2,
and between the latter and the cabin, respectively the entire
vehicle.
[0381] Quite in the middle, to the left, chips or toy marks are
still listed, which may be different in form, lettering, and colour
at pleasure, to mark the place of the uptake and the goal perhaps
by model races. The flexible angle arm with springing downwards and
a permanent magnet at its end, laterally fastened on the vehicle,
could pick up metallic marks. Such a starting chip (a) for the
steering in the game and the transport to the goal chip (A) is
drawn in on the general plan. Dexterity with regard to the distance
choice and by overtaking maneuvers climbing over rails would stand
in question during a race.
[0382] In the general plan, in the middle, a single cabin (21) was
sketched as a black rectangular roadway line on a wide ramified
while outlines of arcades being filed to one another as guide-way
carriers. Because the cabin lies in an area, for which the
directing station 1 is competent, a signal and information exchange
results from the directing station 1 to the cabin and from there
back again as commands to the central computer (signified by the
arrows at the dashed lines). Data transfer with measuring values
relating to the cabin--but also to the guide-way condition
itself--in the direction of the directing station, such relating to
the distance from the next arcade pillars, could ensue from these
neighbouring guide-way carriers. Radar sets locate the next
obstacles in front and rear on the vehicle. In the enlarged detail,
to the right of the directing station 1, is reproduced in which
manner the cabin is connected with the pillars as guide-way carrier
(182) by radio, but the pillars again contacts the directing
station by radio and the line connection (263). The use of
frequency modulation and respective A methods over the direct
current for the motors for information and command transmission is
nearly self-evident.
[0383] Because the denoted cabin approaches behalf to transgress
the area limited toward the direction station 2, this becomes
transmitted data from the cabin too.
[0384] The distance, simplified as line, appear in the reality as
composed from many guide-way rails, as it is demonstrated by hand
of two enlarged detail sections, limited by two rail carrier
arcade, inside the area of each directing station. Branching
guide-ways (265) with or without servo sorting gates obliquely lead
off above of the stand guide-way in the area of the guide-way
carrier (182) and that is done into both running directions.
Approaching in front or following vehicles are persecuted with
radar and the measuring signals are transmitted to the central
(cockpit) as well to the directing station. The vehicles themselves
are also fitted with radar.
[0385] With FIG. 27, the treatment of goods traffic begins.
[0386] Above, to the left, in the functional stage A, in a
cross-section, at a scale of 1:40, a freight cabin (100) is
represented, which being suspended fitted with two motor carriages,
which mesh on different guide-way levels. The appertaining bevel
gear drive is more distinctly explained in the tipping axis in the
middle, at a scale of 1:20. Between the staggered up freight cabin,
above, and the bevel gear, in the middle, in a cross-section, at a
scale of 1:80, there are the stages A-D of the tipping of a frame
for the freight transport when the level of pillar steps is
gradually diminished up to the point of transition to parallel
guide-ways at the ground and, to the right.
[0387] In the second row, above, in a cross-section, at a scale of
1:80, two stages (A, B) of an alternative solution has been still
inserted on two guide-ways without a tilting of a freight cabin,
whereby telescopic members, being perpendicularly fastened on the
wheel axes of the cabin, are perpendicularly adjusted through
hydraulic pistons (77, 78) to the alteration of the height of
guide-way steps. (The hydraulic pistons are indicated enlarged as
detail to the right).
[0388] Under the bevel gear drive, in the middle, at a scale of
1:15, a functional sketch is given relating to the balance control
between the transmissions for the wheels of the forward movement
and the transmissions to the motor axes for the lateral tipping of
those.
[0389] To the right, in the middle, at a scale of 1:160, a
longitudinal section is given through a pillar arcade with a
heavy-cargo cabin, which still allows space for the passenger
traffic above and at the ground.
[0390] Below is dealt with the function of a slant laying of a
quadruple gauge freight cabin is during the transition from the
staggering to plane guide-ways, combined in a cross-section and a
longitudinal section, at a scale 1:40. The freight cabin (100),
outlined with dashed-dotted lines, is fitted with trapezoid and an
around the tipping axis (124) rotary container (270). The
transmission, on the lower motor (1) to the left, for a
bevelled-gear drive (169) is outlined without the necessary clutch,
analogue and enlarged underneath. The pulley block with the fixed
pulley pair (87) and the roller carriage (85) is applied for the
power strengthening. The fixed pulley pair is fastened on the
roller carriage for the upper motor by a rotation axis. (The
tilting mechanism for the wheels with means of the movement of the
motor axis is here omitted, because earlier rather discussed.) The
lower motor is suspended on the carrier rail (269) the tipping axis
being mounted on its left end. To the right, below, still the axis
of the bottom clap (268). The latter is closed by the auxiliary
rope (272) during the pulling up of the roller carriage.
[0391] To the right, above, in the stage B, it is opened and the
auxiliary rope lies at the ground. The rope drum with brake (229)
serves for the letting down of the container; for the lifting, the
rope drum may be clutched on the motor (1).
[0392] The stages A-D shall elucidate the possibility of a
interaction of vertical rods, firmly mounted to the wheel axis,
through sliding sleeves on a connection bar (132) a stabilized rail
position provided from above. The sliding sleeve has to be fitted
with a swivelling hinge for the rods, which they may be shifted
through the former. Screws below the sliding sleeve have been
brought downwards in steps on the sketch; the frame for the loading
would be lying higher as on stilts without this correction.
[0393] A simpler solution is the fixation of the swivelling hinges
at the level of A (perpendicular hinges and screws at the rods are
omitted then) and the integration of the connection bar with its
duplication into the coachwork mounting allocating the loading,
this is to say higher in the load cabin, best by duplication and
displacing to the side walls (comp. FIG. 28, above, to the left,
and FIG. 71).
[0394] The cross bars between the sliding collars could be
transferred up to under the cabin roof; the rods which are firmly
mounted on the axes could also be doubled and displaced near to the
side walls. To avoid an overloading, especially in the stage A,
brakes are suitable (being symbolized by wedges or triangles only
in places) which are operated from the computer perhaps may follow
to the measuring results of a device according to FIG. 32. Such a
brake (453) is drawn in an enlarged detail, at the scale of 1:20;
below, applicationing a gear rack with toothed gear and pawl--it
could also be other brakes, of course. The brakes could be saved if
separated load container are connected each with the rods which are
firmly mounted on the axes according to FIG. 29, to the left,
above. (only one of such containers was drawn in at A and, to the
left, in the longitudinal section.)
[0395] If the beam (280) would be tilted to a larger extent the
distribution of the axis load should be prepared at the connection
bars to the wheel axes (see the cylinder-piston symbol).
[0396] As a further alternative, the application of an auxiliary
motor (50) with transmission (90) in each case as step (setting)
motor between the left axis end and an axis near the connection bar
(132) is represented, which must be mounted at least in the wheel
height distant from the axis or on a respective bow (This is drawn
only at D because the difficulties of the representation on this
place.) As sketched in the detail over C, at a scale of 1:40, each
connection bar segment between the setting motors needs to be
telescopically fitted.
[0397] To the right of A-D, an alternative solution is presented at
which the motor compound machinery respectively the wheel axis is
lowered during and together with the lowering of the guide-way
steps and rails (stage B). The drive for that could be controlled
by a measuring device as shown below in the detail this device
initiating a balancing reaction counter a tipping up of the cabin
(21), which remains horizontally positioned by that. As
alternative, one may fall back to a measuring and control device
according to FIG. 33. Staggered hydraulic pistons (78,77) have been
chosen as an exemplifying device for that, analogue to the FIG. 4,
5, 9 (c. p. FIG. 32).
[0398] Below, the descent of guide-ways has been demonstrated in
two kinds of sight projected over one another. To the left and to
the right, to a single vehicle connected freight cabins stand in a
respectively varied cross-section on staircase-like steps
transporting an oblique slanting container (270), supported on
rolls (188). Between the cross-sections through pillars as
guide-way carriers (182), which decrease with regard to their
height in the longitudinal section, each of the descending lines
symbolizes the entire guide-way. The descent of the rails with
different degrees angle has the consequence, that the total vehicle
axis gradually declines and the container also approaches a
horizontal position, which is reached on rails at the plane
ground.
[0399] Above, a diagram is drawn to explain the functional control
for the alteration of the motor axis position during the descent on
the rail. Measuring values for the turning angle are gained from
the bevel gear drive (169) for the swivelling of the motor axis and
transformed in the measuring instrument (228) and transmitted to
the computer (258). It also receives relating measuring values with
regard to the turning of the motor axis (2) by a measuring
instrument and counteracts each deviation from a axis solder (277)
through the influencing of the velocity. (But the intensity of the
motor axis swivelling could also be assimilated to the vehicle
velocity.) The conditions are further discussed in FIG. 32. In the
middle, to the right, in a longitudinal section, at a scale of
1:80, a type of freight vehicle is demonstrated with roofs horse
saddle like two steel bow arcades as guide-way carrier (182),)
which support each of two guide-ways on four landings, by means of
the frame leverage (244). The latter is borne on the rail steps 2-4
from motor carriages on both sides of the arcade middle axis and
lets open two passages above, on whose rails two passenger cabins
(21). which move independently are figured. The freight cabins are
hatched represented. To the left, on the stand guide-way, a
passenger vehicle stands too. The steel bow arcades are
particularly strengthened toward the pillar basis to resist an
augmented pressure, as it is contributed to the lower guide-way
rails (see FIG. 27, in the middle, to the right)
[0400] If container are transported on guide-way being stepped into
the height, the load pressure lies mainly upon the lowest guide-way
with a steep container axis. The at last used guide-way need also
reinforcing struts (314) toward the ground with a correspondingly
secured groundwork (452). At heavy transports the holding guide-way
should be comprised.
[0401] FIG. 28 brings above, to the left, two quadruple
combinations of freight cabins one below the other, as they have
been shown in FIG. 27, but the upper one is shown in the
longitudinal section, the lower one in the plan view, both being
here shifted together into a single plane. One of the sliding
hinges (273) is rendered prominent above with an enlarged detail.
The upper freight cabin variation shows crosswise struts; the outer
frame, which encloses the container (270), is strengthened on the
lower freight cabin variation. The scale is 1:20.
[0402] Quite to the right, above, in a plan view, at a scale 1:20,
at the sections of line A and B, an interrupted guide-way section
with two single plates or stair-steps (from pillars) is drawn. The
transition from a rail guidance with different level shall be
demonstrated to such one side to side. At the latter, on the lower
guide-way section B too, the motor axis stands in the middle of the
vehicle, which needs more place toward the pillar.
[0403] To the left of the plan view, the related cross-sections
with regard to the rail fastening are drawn in detail. The inner
guide-way higher guide-way must be guided on a longer arm up to its
omission, which necessitates a stronger angle supporting towards
the pillar and a broadening of the pillar along the distance
accumulation of pillars in the rail transition area respectively.
The transition stage to the other rail type is also recognizable in
the representation below, in the cross-section, stage A. There the
moment is reproduced, in which three guide-way rails exist before
the higher one is omitted.
[0404] Above of the middle, in a cross-section, again at a scale of
1:40, a mechanical solution is represented for the cross-axis
tipping in train of the slant supporting of a freight cabin, as it
has been alternatively exposed in FIG. 27, below, in the middle,
with the switching diagram for a solution with servo-motor. The
inclination of the beam (280), which connects the motor compound
machinery against the motor axes, which are held horizontally as
relation line, is used therefore to let lower the sliding bush
(329) on the respective connection bar (338) over a further there
rotary fastened bush. This downward movement leads through a tow
rope over an idler at the connection bar to the right to the
pivotable fork (340) for the motor axis (stage A). A prolongation
of the two ropes between the sliding bush and the fork (340), to
the left, corresponds to the shortening on the right. The freight
cabin along with the beam (280)--not shown--gets a tipping motion
relative to the horizontally to the guide-way directed motor and
wheel axis, whose tipping is expressed in the altered angle
position of the connecting bar to the motor axis in stage B. In the
detail sketch to the right, the ropes are replaced and symbolized
by bars (342) crossing each, which are suitably to contrive the
wheel axis position with relating chosen conditions for distance of
the rotary bar end and fixing points. Hinged end point may also be
fastened on the beam (280) without connection bars (338). FIG. 38,
above, to the right, should be quoted for that.
[0405] In the middle again, at a scale of 1:40, the descent of the
guide-way rail being only sketched shown as in FIG. 27, below, but
the number of the pillar steps and rails being thereby reduced. The
pyramid, above, at a scale of 1:160, shows to what extent the
connecting lines of the edge points of the steps are equally
dropped when the pillar steps decrease at the height about 20
percent (the demonstration being distinctly before the zero line
broken off). To the left, the counter running ascent of the lines
is still sketched while the steps are omitted. One gets this
pyramid, if on accosts tangents to corresponding rail
cross-sections on a carrier arcade in distances subsequent a
lowering of the guide-ways about 20 percent and one projects these
tangents one over upon another.
[0406] Below, therefore, again in a mixture of cross-section and
longitudinal section as in FIG. 27, above, a double guide-way
freight cabin is demonstrated, which is tipped around 90 degrees
angle during its descent to the plane ground level. On the hand of
the beam (280) in connection with joint straps toward the motor
axes, additionally the possibility is demonstrated to shift the
lower (in stage A) and later the left (in stage B) motor axis with
motor and wheel outwards. The transition to guide-way rails, which
are mounted on the ground in different distances, will be
applicable herewith to such of different gauges too. With regard to
the sliding mechanism it shall be referred to FIGS. 6 and 9, as far
the slide movement is there concerned, with regard to the tipping
of the motor axis shall be referred to the FIG. 27, in the middle,
to the left, and to the ones just described above. The breaking off
of the upper guide-way and the lowering of the higher motor
compound machinery with axis tipping through lifting and subsequent
lowering by means of the crane hook (346) would be another
alternative for the goods traffic. (A supporting belt around the
hole freight cabin (100) is represented by a dashed-dotted
line.)
[0407] Below, quite to the right, in a cross-section, still a
variation is demonstrated, at which no common connection exist to
the beam from the wheel axes. Each wheel axis has gallows attached
on its outer end around of theirs hinged joints, above, beams are
swivelling. Firmly mounted slant rails at the container rest on
these beams being perhaps transferred to the outer wall of the load
container. The second beam outline (drawn with dashed lines)
corresponds to a diminishing of the guide-way steps (see the dashed
double outline) from the stage A to B. The hydraulic piston in
connection with the shiftable gallows leg shall elucidate the
possibility to regulate the load distribution to the different
wheel axes by measuring observation (c. p. FIG. 33).
[0408] FIG. 29, in a cross-section, at a scale of 1:80, shall
demonstrate with the combination of two guide-way arcades, that
heavy loads and such of big volumes may also be transported on
lower pillar constructions. The vehicle units 1-3, 6-8, 9-11 and
14-16 have been represented with dashed-dotted outlines as a
possible unit freight transport vehicle.
[0409] The dashed outline of the cabins in the examples 4-5, 8-9,
and 12-13 shall demonstrate the possibility of the transfer of
passenger vehicles from one arcade leg to the other. In such a
manner, guide-way for increasing average velocity can also be
arranged declining and low lying. The rectangle, which is imposed
to both arcade, for a freight cabin (100) shows, that bulky loads
can also be transported.
[0410] In the space between the arcades, in the cross-section
through a double guide-way and in two plan views above, in the
stages A and B, at a scale of 1:20, the function of a rotary
railroad switch is represented to bring about a rail ramification
at the pillar area in the same level. Therefore, the rail bow
segment (343) with a platform, developing out of the stage A, by
turning around the rotary column (344), which is fastened at the
pillar, comes to shore with the additional guide-way (stage B),
which is also possible with rails different in the height. The
cross-sections below elucidate, that two platforms or supporting
scaffolds are necessary, from which the second must be lifted below
through the rail (22) by the sleeve (345) around the rotary column;
the small side view, below of that, demonstrates the slot through
which the mentioned rail can pass. Alternatively, the upper rail
may be swivelled by the rail carrier (384) over the vehicles away
(dashed drawn).
[0411] In the middle, to the left, in the longitudinal section, the
functional stages A and B, a railroad switch between two pillars is
sketched for a traffic deviation downwards. For that, rotation axes
(216) for the rail deflection are suitable and motorized cable
winches (271) at the counter pillar with arrest and connection
bolts (283). The latter are pulled back on rolls in the stage B,
the upper stronger one as the lower. Two rope connections exist for
it towards the guide-way rail ends and the respective two ends of
connection bolts from the drums of the motorized cable winches
(271).
[0412] Below to the left, in the longitudinal section, at a scale
of 1:40, a special freight vehicle for a longer and heavier load is
represented. The freight cabin (100) here is situated above to two
suspended motor carriers on the lower guide-way and is additionally
supported by a chain of suspension motor carriers on the higher
guide-way through ropes and pulley blocks (95). The length of the
cabin is restricted by the pressure resistance of the connecting
upper frame (281), against which an upset works. The tension
connections extend between the upper (281) and the lower (17)
frame. FIG. 33 deals with the consideration and distribution of
loads to the different motor axes
[0413] Below, to the right, in the longitudinal section, at a scale
of 1:40, in the functional stages A and B, the detail of device is
presented for the automatic lifting of lateral supporting wheels
over conventional guide-way switches being fitted in a motor
carriage. A pivoting lever projects from its hinged joint on the
bottom side of the vehicle toward backwards and downwards; it has a
terminal fork which embraces the end of the upwards spring biased
axis of a supporting wheel near of this wheel and pushes it upwards
as soon and as long an obstacle among the guide-way rails pushes
against the pivoting lever and pushes them away; therefore bittons
(305, 421) have been provided which may be stretched on the
guide-way switch area. If sleds are applied, the pivoting lever is
able to be replaced by sled which is put on its edge and laterally
swivelled to the guide-way rail (not shown).
[0414] Above, thus is in the middle, to the right, in a plan view,
guide-way rails are reproduced in the guide-way switch area (the
guide-ways being drawn too small with the wheels running thereon).
In stage A, the supporting wheels presented isolated have rail
contact, whereas they have been displaced upwards because the
pivoted lever being influenced by the gauge steering rails in stage
B (see the dashed outlines).
[0415] If the rod (316) is lifted by a bitton with conveying of the
swivelling lever, then the oblique toothed gear (317) works in by
turning, the right one to the right, the left one to the left
respectively (see the enlarged detail above). This motion impulse
can also be restored in a helical compression spring (not shown).
The wheel axis will be able to adjust to the rail curvature angle
at the beginning of the switch curvature in such a manner that it
is fixed before by the rod until the swivelling lever is lowered
again behind the bitton. If both rods are simultaneously operated,
a wheel axis turning cannot take place and the vehicle is capable
to continuing with running straight on with the fixed wheel axis
provided that the rail switch is appropriately adjusted. When the
supporting wheels are stretched up to the rail contact they provide
this permanent adjusting of the wheel axis angle position to the
rail curvature. The swivelling lever remains in a position which
the supporting wheels turns off at the area of the wheel steering
rails (318) which are additional inner guide-way rails, or it
remains elevated by a plank-like panel (drawn in dashed lines), or
by electronic control (subsequently discussed). (Instead of the
bitton a cross-section of a rail has been drawn in
[0416] Once more upwards, in a longitudinal section, a computer
controlled device is sketched as an alternative solution which
directs a sensor with radar properties against an obstacle
(similarly as in FIG. 14 to the left, below): in this case narrowly
restricted to bittons moved upwards inside the guide-way gauge,
reporting back the former. The drawn through lines shall correspond
to the control lines and the circulation pump shall then be
operated by that for the lifting of the hydraulic piston with the
supporting wheel. (Any other drive may replace the hydraulics, of
course.)
[0417] To the left, above, at the end of the vehicle, in the plan
view, two correlating sensors are drawn in again. Thus quite in
front they are sufficiently because the computer will be able to
calculate the appropriate time-point for the elevation of the
subsequent supporting wheels adapted to the running velocity. The
device may also be applied outside of the switch passage, as
swivelling devices for supporting wheels may be coupled with the
radar device.
[0418] One may be mentioned to the conicity of the supporting
wheels (25) with the smaller lateral diameter below in favour of a
secure deposition during the swivelling in to the guide-way (c. p.
FIG. 76, below, to the right).
[0419] FIG. 30 shows in two schematic longitudinal sections, at a
scale 1:80, suspension vehicles on ropes, one of which is
demonstrated in the stage A, another in stage B, relating to the
distance from the last pillar. Below of that, the diminishing of
the rope sagging is shown by means of the upper guy rope.
[0420] In the middle, between the longitudinal sections, the detail
of a vehicle is represented, the level compensation is reached by
an elevator at the cabin.
[0421] The plan view in the middle, to the left, at a scale 1:30,
shall demonstrate a vehicle for the staying application on two
ropes, in front and in the rear with a frame an roller device for
the securing of the guide-way distance for the wheels on the motor
axes.
[0422] Below of that, a small longitudinal section detail of the
cabin bottom is shown.
[0423] The uppermost schematic longitudinal section shall
demonstrates by the sketching of three simplified suspension
vehicles, that the rope sagging is compensated by vertical movement
in the area of the vehicle suspension about through the operation
of the telescopic columns so far that the passenger move is farther
in the horizontal line.
[0424] The detail of a vehicle in the middle, below of that, shows,
that the vertical movement between motor carriages and cabin may be
compensated on the frame, perhaps by a piston stroke (the pumps are
drawn here excessively.)
[0425] The controlling of the level of the cabin may be completed
by quite a different manner. Thus the angle may be evaluated
between the telescopic column and the connecting rod of the wheels,
which freely support to the carrying cable. Height measurements or
horizontal direction finding also stand in question. The altered
power requirement during the passage of the rope sagging is
compensated to a uniform speed by the central (board) computer.
[0426] The small cross-section detail, to the right, under the
upper rail, shall demonstrate the application of a lower and upper
rail at the rope, for which a bar with terminal hook appears
suitable for a connection between the ropes different in the
height.
[0427] In the longitudinal section, above, the pressure effect is
shown from below towards the carrying cable by the wheel, a kind of
application, which is not recommended because the instability and
which is hardly necessary on rope distance, because there must be
scarcely saved space with regard to the span of the (pillar)
arcades. A standing vehicle is demonstrated below the lower rope
sagging, during the passage of suspension bars, below, in the
middle, in a cross-section and just above a dashed line the
possibility is shown to support a rail in the manner of a
suspension bridge. Underneath, to the left, a standing vehicle is
shown during the passage of bars for the hanging up of the
rope.
[0428] To the right of that, in a cross-section, at a scale 1:20, a
guide-way rail for a linear-motor drive suspended on two integrated
carrying cables besides of other auxiliary ropes (black circles),
to which a sled (204, see FIG. 21) lies up. The poured in magnetic
spoils are sketched also laterally and below and could serve with a
counter sled, drawn in with its swivelling arm, to the distance
control for the necessary gap space.
[0429] Above, at a scale of 1:80, the slide is demonstrated in the
longitudinal section during it conforms to the rope sagging owing
to its elasticity.
[0430] The counter sled is again divided in itself and has a second
swivelling arm (shown only at its attachment piece). In a plan view
in sections, the linkage of such a rail is represented with a
doubled rope soul; the section is guided through the ascending
branch of a T-rail as it is shown, on the right, in stage B of the
passage on a rail suspension, in a further cross-section through
the rail and sled. The sled at the rail profile urges, that is to
say, the elastic guide-way rail laterally asunder, so that the rail
linkage evades favoured by a row of lateral rolls.
[0431] Along the sled, several T-rail segments are arranged on a
rail carrier. (The dashed drawn lines which evade by bending, shall
correspond to the finer auxiliary ropes inside the sled, which
serve the solidity.) At carrier pillars fastened ropes too are
capable to be lead up to the carrying cable and inserted
(gesplissen) there through the appearing slot between the lower
sled halves--the swivelling-in arms, of course, are disengaged in
the carrier area so that be capable to evade by springing (not
shown).
[0432] In the middle part, at a scale of 1:30, a plan view follows
of a staying vehicle with two lateral and one inner swivelling arms
with tracing wheels for the securing of rope distance at two
carrying cables as rails (22,23). The stage A, to the left, shows
the mechanism in the opened, the stage B, to the right, in the
closed condition. Both outsides swivelling arms (349) project from
the front and rear motor carriage and bear tracing wheels, which
mesh lateral toward each of the carrying cables For this purpose,
the bow (352) is approached through the tow-rope by the winch (350)
to the motor carriage against the compression springs (351) and
urges with its slants the tracing wheels on the swivelling arms
each from outside toward the carrying cables. The cross beam (353)
extends between the axes of the last mentioned tracing wheels, the
later being borne shifting in a kind of slots, that cross beam
having a in its centre a balance beam (354) rotary around its
vertical axis, the ends of which bear inner counter wheels, which
urge horizontally from inside against the carrying cables, when the
outer tracing wheel is brought close through a roll bearing on the
bow centre by means to the winch. The compression spring (355)
fetches back the racing wheels from the carrying cables. The
horizontal wheel guidance is switched out in rail curves, which are
performed on rails. At least a further pair of guide wheels is
mounted, below the cabin, on a balance beam, on both sides
horizontally projecting against the carrying cables, which each is
approached one to other against a pressure spring through a
tow-rope from the winch (358) clasping the carrying cable. (Only
that last stage is demonstrated here.) The wheels are thereby
soluble arrested by the approaching one to another bolts (359). The
horizontal or cross axes (363), which permit a limited clearance of
motion in the vertical direction, compensate the rope sagging and
relates analogue to the function of the pendulum rotation axis for
the of rail curves. In front and at the rear, the cross axis (364)
adopts that compensation function. The guide wheel also takes over,
at the same time, the task of safeguarding the cabin in the case of
precipice by one-sided break of the carrying cable analogue to the
FIG. 24, to the right, below. When the carrying cable respective
the rail (23) falls, the current flow is herewith interrupted
between both rails. Besides when both guide wheels are drawn out
with its balance beam (360, see below, in the middle, in a
longitudinal section detail)), then an electric contact
interruption in the computer module (258) releases through the
battery (357) the explosive cartridges (242) on the swivelling arms
and their serving ropes (359, see A and B) on the carrying cable
(22) and on the four edges of the frame (17) which supports the
cabin. The drawn in lines connections, only uncover the break of
the carrying cable (23), but they are also functionally provided,
of course, for the break of the rope (23). The cabin falls then and
remains suspended on the guide wheels of the balance beam at the
carrying cable (22). The guide wheels are thereby turned in the
vertical line, during the rest of the vehicle falls to the ground
with the broken carrying cable (23). The connection between the
balance beam and the retaining staging for the guide wheel axes
ensues through the catch-rope (362), which may be springing for the
flattening out, finishing at the pulley drum with the brake (229,
cp. FIG. 24, to the right, below) on the cabin roof.
[0433] The replacing of the rails by ropes permits a longer
distance of the pillars.
[0434] Especially, in the case, that no passenger traffic comes off
in reality, the cabin may be inseparable connected with the
adjacent motor carriages, respect. their motor compound machineries
may be integrated in the cabin.
[0435] FIG. 31 shows below, in the cross-section, at a scale of
1:40, the stages A and B of the transport of a caravan on two
guide-ways, on different levels. The stage B demonstrates the
sliding to the left of the roof box in order to produce symmetry
and the lowering to the pneumatic tyres (117) of the caravan for
the rail independent self-drive through a motor clutching over.
Above, in still more schematic longitudinal sections, at a scale of
1:20, the principle of the hydraulic relief motion of the motor
compound machineries from the rails are explained and the shifting
to the left of the roof box (here the latter by rope pulling,
bellow by the thrust of the bar (385) against the cardan shaft).
Equipment for the climbing would be thinkable, but not really
desirable, because the leaving of the guide-ways should not be
permitted at an accidental place. Descent guide-ways for caravans
will also be provided at destined places.
[0436] Quite below, to the right, in a cross-section, at the scale
1:120, the development has been still outlined to enable
dislocation the roof box even more to the left and to prop them by
the telescopic rest (400). If the projection outward of passing
along cabins on the upper guide-way is also handled by the
construction of the lower vehicle portion--as shown approximately
above shifted to the right accordingly to the dashed-dotted
auxiliary lines by the extending out of the slide with the
motor--or if the remaining vehicle is also inclined outwards,
caravans might be capable of parking these on the guide-way:
[0437] The proposed solution could be still more significant for
freight vehicles those loads can not immediately be unloaded.
[0438] FIG. 32 deals with the problem of the tension and over-range
pressure protection for guide-ways and motor axes.
[0439] To the left, in the longitudinal section, at a scale of
1:10, a shortened pulley block is represented, as it may be applied
according to FIG. 29 (below) between freight cabins and motor
carriages on different guide-ways in connection one with other by
reversing distribution of load especially to the soil near
guide-way.
[0440] To the right, the problem of pressure load for a standing
vehicle is elaborated on accordingly.
[0441] The upper outer turning pulley (99) of the pulley block and
the end of the bar of the roller carriage (85) are fastened at the
upper frame (281) and herewith the tow-rope end too. The big rope
sheave below is connected with the lower frame (17) of the freight
vehicle, both frames are only dashed outlined. The adjusting slide
contains a step motor (191), which drives a spindle through a
transmission, whose spindle is apt to shifting along the fastening
bar and herewith to alter the pulley block length. The strain gauge
(282) serves as measuring indicator for the limit value of the
tension load and transmit measuring signals to the computer (dashed
lines), which again transmit demand signals to the step motor. The
rope loop (284) over-bridges the rope area around the tension
spring (286) in the slotted cylinder and protects against an
overloading of the strain gauge. The motorized cable winch (271)
serves for the rope prolongation. The latter instrument may be
suitably dislocated to the long end of the tow-rope and may,
cooperating with the strain gauge, replace the function of the
adjusting slide. (This variation was not further explicated because
of being intelligible by itself.)
[0442] To the right, below, in the longitudinal section, at a scale
1:10, the analogue solution for a motor carriage, which stands on
guide-way rails, also provides a load balance; this time with
hydraulic means. When the frame (17), which is fastened at the
hydraulic cylinders, is burdened, the switching throttle (248),
which is controlled by the computer (258), hampers the oil stream
from the small to the big cylinder, during the small piston is also
sunk, only as long as the pressure measurement streams out of the
piezoelectric element (285), which is embedded in a substance
permit according to the program of an elasticity relating to the
task and transmitted to the computer, permit according to the
program.
[0443] When a critical load occurs from the frame, the throttle
valve is opened and herewith the load is dislocated to the other
motor axes and rails (c. p. FIG. 30, below).
[0444] One can easily recognize, that both compensation
mechanisms--once for tension, then for pressure load--can
substitute another, when respective working turning out are
performed, perhaps by levers or ropes.
[0445] FIG. 33 reproduces, to the left, in a cross-section, to the
right in a longitudinal section, at a scale of 1:40, in two
functional stages A and B, a device which serves the guide-way
change of a suspended vehicle running on two rails of one
guide-way. Vertical lifting and lateral slide movement are joined
into a single motion. It is fallen back upon the idea in FIG. 17,18
with that. Each "motor carriage" is carried from two bow arms there
being swivelling motors on its terminal points with reduced
swivelling area (see the symbol). Six of such motor carriages have
been drawn in (see the longitudinal section); if two of these would
be applied, the middle ones would be chosen; it could also be more.
The middle ones are demonstrated fitted with sleds for linear motor
drive, with which all swivelling arms would be fitted to be placed
on und under the respective rails (see rail cross-section
above).
[0446] In the stage A, the vehicle suspends with two bow arms on
the lower guide-way with lever like loaded over and upper rail,
while two other pairs are swivelled upwards and already contact
with the higher guide-way. The vehicle at which all motor carriages
are brought to the higher guide-way and all bow arms folded in
their middle joint is drawn with dashed lines in stage B (in the
cross-section). To initiate the change, the motor carriage--after a
short lifting by the swivelling motor on the cabin roof--needs to
be drawn outwards by the movement of that swivelling motor in a
rail guidance against a compression spring so far that the outer
wheel (or sled) leaves the rail.
[0447] With the moving upwards of the end of the bow arm pairs the
motor carriage, being rotary on it, needs to be tipped
downwards.
[0448] Instead of the swivelling joints, being borne on the bow
arms, whose supply lines are not represented, tow-lines can be
applied. This alternative is also drawn in; the rope drums (28) are
drawn next to each other in the cross-section for the sake of being
unambiguous and it comes from a single supplying of each drum with
an electromotor.
[0449] One could apply, of course, the climbing-over-device of the
folding bow arms instead at the roof area in the bottom area of the
vehicle allowing to insert them on the wheel axes; the bow arms, or
then bow legs, could also swivel in the horizontal plane and
additionally be fitted with telescopic members. A guide-way change
between rails on the ground would also be possible in this manner.
Below, an overview shows a fitting with sleds instead of a such
with wheels.
[0450] FIG. 34 shows, above, to the left, in the cross-section, at
a scale of 1:40, a suspension vehicle being constructed analogue to
that one of FIG. 33 but containing a cabin which extents over two
parallel guide-ways; its ascent to a higher guide-way has also been
demonstrated. To the right, in the middle, the appropriate
longitudinal section is reproduced. The arms with swivelling motors
being synchronized in the function have been transferred through
supporting beams to outward of the cabin. A such an extension
towards still more guide-ways, when intended it is possible, of
course, and may also be transferred, on principle, to a vehicle
standing on guide-ways. In the cross-section, wheels and motor
compound machineries they are still additionally drawn in as they
could be significant especially for suspension cabins if the
guide-ways continue installed at the ground. The power supply could
ensue also from the motors above analogue to and in reversal of
FIG. 75, below, to the left.
[0451] Below, in the longitudinal section, it is demonstrated, that
vehicles, of course, could be coupled with one another like a train
in row.
[0452] To the left, under the cross-section, at a scale of 1:80, a
further such a cross-section is demonstrated which offers as a
guide-way variation a staggering up of double guide-ways on the
same level in the way that each higher guide-way level balcony like
platform rises above the respective lower one for one guide-way
breadth. Cabins of double breadth may be applied in this manner. On
level step A, such a broad cabin is shown; on the level step B a
further one being moved outwards for one guide-way for the aim of
permitting perhaps space to pass for a smaller single cabin or for
the aim to change the guide-way, in this case to the step C. The
necessary instruments, as motor carriages, for that may easy derive
from the hitherto described. In step D, two small normal cabins are
demonstrated next to each other. One may fit the cabin height in
such an extent that a guide-way change is enabled between the outer
and inner guide-way. The balconies may also be propped (see C) and
the broad cabins may be separated in two halves to normal cabins
and eventually displaced after one another during the change over
to other guide-ways (not shown anymore).
[0453] FIG. 35 begins with an example for a fast guide-way change
as it may be enabled by stored spring power. In the cross-section,
above, at a scale of 1:1, a telescopic spring block (458) is
presented, the lower half in the stage A of the spring tightening,
the upper one in the stage B of the spring release. The spring
block serves for the lifting of the vehicle (see FIG. 37, A, B). To
the right, in the middle, in the longitudinal section being
composed of the stages A and B, at a scale of 1:2, it is
demonstrated that the spring block has been swivelled in a axle
bearing about 90 degrees angle into the horizontal plane. Tube
supports or stilt props (459) with wheel pairs have been drawn in
this figure tilted downward around an axle bearing out of the
horizontal into the perpendicular line in function (c. p. FIG. 37,
H, I, J); they serve the support during the descending to a lower
guide-way without a necessity of tightening and shorten the spring
block. Only the middle, proper vehicle portion bears two motor
carriages (14,16) with four driving or motor axes (2) altogether.
At A, the wheel pair at the end of the spring block stands close
over the rails. The tube pairs of the slide (5) for the lateral
movement are shoved through hinged collars which are swivelling
only a little out of the horizontal.
[0454] In the plan view, the slides are stretched; the drawn out
dashed horizontal lines represent guide-way rails. The position of
the supporting wheels (25) is elucidated.
[0455] To the left, in a plan view, at a scale of 1:8, the rolling
up of the mechanical control device is shown. The electric
auxiliary motor (50) operates with its axle through the pawl the
ratchet wheel (461) when turning to the right and the latter drives
through the toothed gears and bevelled wheels the horizontal discs
with a bolt whose elastic paddle (460) transports a broad pinion at
first into one direction and after an overriding into the counter
direction. The rolling up over the pinion demonstrates in which
manner the cantilevering groove guidance permits the mesh into an
operating wheel; the clutching may be still facilitated by the
spring biased evading out the mesh of an axle pin (here not shown).
Different operating wheels are arranged spiral-shaped staggered
around the pinion axle for the operating functions, these operating
wheels being successively set in function by means of the pinion
when it is driven through the ratchet wheel (462) during the
auxiliary motor being rotated (after pole change) into the counter
direction. (The four operating wheels arranged around the central
pinion are only a part, they should be dashed drawn and have a
little broader grooves distances as the wheel to the right, under
them.)
[0456] To the right, more over, there is a plan view toward the
terminal lid of the spring block with both spring biased retaining
latch (81) which are released by traction (see the dashed drawn
figure of the lock) through the ropes and idlers over the groove
guidance of a wheel with endless loop. The wedge-shaped bevelled
cut, to the left, below, shall hint to the friction adaptation of
the lock as, far to the right, the rolling up of the clutching
faces over the rope drum (28) for the device laying downward.
[0457] The ratchet wheel (462) stands still with its axle at this
lock type; it is the pawl which is turned through the driving wheel
(above) and its clutching link profile (468) projecting to the
left. Those counter piece at the rope drum (28) is from the left
side meshed by means of a compression spring around the axle and
released by the operation of two tow-lines from one of which solely
seems to run centrally mediated by the roll-borne disc (465). The
iron rope drum can be fixed in this position for the period of the
current flow from the computer (258) by a magnet ring (+/-).
[0458] To the right, a variation is represented of a releasing
through a tow-line on a crankshaft, the latter being turned by an
operating wheel.
[0459] The switching symbols +/- shall remind that the respective
operation position is recalled over contacts to a computer (258)
which then interrupts the current flow toward the auxiliary motor
until the success is announced from the operating organ.
[0460] FIG. 36 reproduces in the cross-section, at a scale of
1.5:1, a supplement of the control mechanics for an vehicle
according to FIG. 35, 37 elucidating the movement of a slide tube.
The retaining latch (43) is mounted on the collar of the swivelling
joint of the slide tube, the latter being positioned to the left;
this locking detent is opened--by tension from the relaxed spring
block, not shown--and lets the tension spring apparatus work (c. p.
FIG. 37, to the left, above); thereby the tow-line from the left
slide end effects, over the pulley near the locking detent and over
idlers, the detention of tension springs which have been tightened
by means of the right, lower ratchet wheel. The upper ratchet wheel
is made ineffective as lock by means of tension on the trigger off
for the counter apparatus there and the rope drum (not shown)
recoils and permits the displacing of the slide tube to the right
by rope detention.
[0461] Only the rope attachment and its leading over the upper two
idlers are represented and the final portion at the second upper
ratchet wheel from its counter apparatus. The tow-line is drawn
with dashed-dotted lines leading from the right end of the slide
tube through the central idler, interrupted by one tension spring,
slant to the trigger, i.e. breaker switch of the counter apparatus
(see the connecting clamp).
[0462] Below, the representation of slide tube is repeated and the
fixed standing control lever (463) is explained under its function:
at A, it has been entered with a pin in a bore in the tube, so that
the tube extended to the right was allowed to sunk in the
horizontal;
[0463] at B, the tow-line of the "counter apparatus", which will
later transport the slide tube to the left, is effective first so
that the collar is displaced to the left because the slide is
arrested on the rail seat (not shown) and draws it out of the bore
by influence of the lever slanting. Afterwards, the pin provides
the raising of the slide tube in a tube groove (to the left shown
in the cross-section).
[0464] Below, the stages A-D of the ascent of a vehicle with broad
cabin (21) is represented in cross-sections through guide-way
arcades at a scale 1:80. The vehicle runs on two guide-ways. The
guide-way steps overbridge with another so that the increase of the
height is not diminished after the first step. At the step A, the
front and rear motor carriages (16, comp. FIG. 2) are raised by the
telescopic columns (3). At the step B, the insertion begins to the
higher guide-way step by means of the slide (5) e.g. on gear racks
by means of toothed gears (comp. FIG. 84, approximately above, to
the left) whereby the slide needs not to be telescopic in this
case. At the step C, the motor carriers (16) are inserted. At the
stage D, the middle cabin portion was lifted by the telescopic
columns. The insertion of the motor carriages was not more
represented, it follows the movement of the upper slide bow to the
right. The cabin bottom shows outward also the corresponding roll
rails, below, for a shifting of the telescopic column on rolls. A
longitudinal section, above, to the right, at a scale of 1:40,
shall elucidate it. (The toothed gears are drawn as rolls 105
here.) The double guide-way may be useful also for the application
of vehicles on single guide-ways, e.g. through that to mount
branching guide-ways (265, see D, comp.: FIG. 26) from the outer
guide-ways
[0465] FIG. 37 reproduces, in schematic cross-sections, at a scale
1:2, the functional stages A-L of the raising (A-F) and the descent
(H-L ) of a vehicle according to FIG. 35 which makes use through
the spring block of only one single telescopic member. The
swivelling functions of the latter are sketched under G. To proceed
from A to B, the spring block has to be contracted and
simultaneously swivelled from the horizontal to the perpendicular
line through the winding up of the rope drum (28) for the former.
The last motion occurs by the winding up of a second rope drum (not
shown) together with the first one, the tow-line taking hold of the
bottom face of the spring block as shown under G. When the locking
switches (81) are released, the spring block jerks asunder and the
vehicle is raised from A to B. The stretching of the slides (5)
over C to D until the closing of the guide-way change in F requires
the mechanism which is discussed in FIG. 36, above; portions are
repeatedly omitted for the clarification. From C to D, the slide
tube is displaced from the slant position to the left to the right,
above and it is lowered into the horizontal line over the higher
guide-way. The pre-tightened spring apparatus is released by means
of a tow-line at the wedge of the retainer latch (43, FIG. 36) when
the spring block is maximally extended. In order to achieve it, the
counter acting spring apparatus (c. p. FIG. 36, above) has to be
brought to the clearance to let uncoil the line from the rope drum
(c. p. FIG. 35, detail, above, to the right). During the vehicle is
drawn over to the left--the spring apparatus for that being
released through an operating wheel from the auxiliary motor, while
the counter acting spring apparatus is unlocked--toward the higher
guide-way through a spring apparatus, analogue to that for the
transport of the slide tube, the extended spring block is swivelled
into the horizontal through a tow-line (see the strong, broken off
line in G) which is attached at the upper edge (+) leading to the
right end of the slide tube. The stilt props (459)--hitherto
represented only in FIG. 35--have been let down loose from the
horizontal to the perpendicular line through a relaxing of the
tow-line from the vehicle while the vehicle is shifted to the left
up to the stage H by means of a tension spring apparatus for the
descent to the lower guide-way.
[0466] After the slide tube with its wheels being shifted to the
left up to I the vehicle is let down loose on its stilt props at a
respective sliding collar up to J, released by the displacing of
the lever (black point in the locking wedge) at the retainer latch
(43) by means of the bar at the slide tube against the compression
spring.
[0467] In K, the stilt prop is raised through the tow-line over the
left upper idler on the vehicle and slightly displaced to the left;
the tow-line over the right lower idler is then activated the
initial position is reached at L.
[0468] Above, in the cross-section, at a scale of 1:40, in the
stage A, FIG. 38 shows a vehicle with stilt props, whose wheel and
axes are stretched out in front and rearwards on the same guide-way
and permit an erecting of the vehicle with an approach up to the
perpendicular position (see stage B, in the middle, to the left in
the longitudinal, to the right in the cross-section C) by a fluid
swivelling motor (pneumatic or hydraulic) up to over the level of
the next higher guide-way. The swivelling arms or horizontally
swivelling stilts (470) which correspond functionally to the slides
(5) are also fitted with swivelling motors (rotors), all with
limited swivelling area (see the symbol for this quite to the
right), which nevertheless work not in the perpendicular but in the
horizontal line.
[0469] To the right, besides the cross-section B, above, by means
of a detail of a swivelling arm or a horizontally swivelling stilt
is shown in which manner the wheel axis is held permanently
parallel to the guide-way by the bar (422) connecting the end of
the strap (420), which rests fixed at the swivelling axis of the
stilt, with the wheel axis, the latter being rotary around a joint
of the swivelling arm. An elliptic guide groove (464) on a kind of
a balcony for the cross pin on the end of the swivelling arm,
shifting inside the rotary axis, provides for the distance between
the wheels and the vehicle to become shorter during the lateral
extending. (This distance could also be controlled by means of a
screw for the adaptation to different guide-way distances.)
[0470] Below, in the overview of the stage C, the swivelling arm is
turned to the next higher guide-way and the groove guidance is
transferred into the longitudinal direction and the cross pin,
running in it, into the swivelling arm. (This could also be avoided
by a telescopic construction of the swivelling arm.)
[0471] Whereas, at B, above, in the longitudinal section, the
wheels of the middle portion and the stilt props (the swivelling
arms are omitted for the distinctness) stand still over the rail
edges with the flanges, they are let down loose to the guide-way,
at C (see the overview) by a slightly straddling away of the stilt
props (not shown).
[0472] The overview D shows in what a manner in two steps during
the straddling back movement of the swivelling arms the vehicle is
finally drawn near the higher guide-way.
[0473] It is not demonstrated that the stilt props are slightly
lifted up to their lowering to the new guide-way
[0474] FIG. 39 shows, in a very schematic side view, at a scale of
1:4, in the row A the climb and in the row B the descent of a toy
vehicle with stilts between a lower (in a drawn line) and an upper
guide-way (drawn in a dashed line) whereby only one from the two
rail of the guide-way is represented.
[0475] The rectangle marks the body of the vehicle which is
surrounded in front and rearwards by stilts pairs with wheels,
which stretch or spread, one of which spread horizontally and two
vertically. With the signs a. b . . . h, the respective switching
steps are stated for the vehicle movement vertically and
horizontally to the rails (c. p. FIG. 45, 46); triangles signify
the activated switching commands and the direction of it; the
execution is shown in the respective picture following. The upper
letter rows relate to the FIG. 43, 44, 86-88, the lower letter rows
to that of the other figures and examples.
A Ascent
[0476] The vehicle is standing on the lower front guide-way and the
control unit commands:
a'=raising of the cabin with wheels; a=stretching of the vertically
swivelling stilts:
b=stretching of the horizontally swivelling stilts;
(c)=release of the supporting wheels over the upper guide-way;
c=spreading of the vertically swivelling stilts:
d=spreading of the horizontally swivelling stilts; d'=lowering of
the cabin with wheels (during the tightening of the springs by
means of the motor transmission).
B Descent
[0477] The vehicle stands on the upper rear guide-way with the
command:
b'=raising of the cabin with wheels; b=stretching of the
horizontally swivelling stilts;
(a) release of the supporting wheels over the lower guide-way;
a=stretching of the vertically swivelling stilts:
[0478] e=spreading of the horizontally swivelling stilts;
(f)=release of the supporting wheels of the horizontally swivelling
stilts; f=spreading of the vertically swivelling stilts;
f'=lowering of the cabin with wheels (during the tightening of the
springs by means of the motor transmission).
[0479] FIG. 40 shows a longitudinal section, at a scale of 2:1,
through a vehicle standing on the lower guide-way. It consists of
the housing (133), the motor (1) for the running drive with the
motor axis (2); the power transfer to the wheels (102) is not
shown. Because current in the railway and automotive engineering;
besides the complete functional aggregate could originally be
overtaken from a model railway (for instance of the company
FLEISCHMANN, Nuremberg). The functions which are specific for the
invention are operated from the auxiliary motor (50) driving on,
over the transmission (32), a bevel-wheel (445) for its part
engaging over the doubled bevel gear (446) which drives the
perpendicular axis for the movement compound machineries (471,472)
being the turning axis for the horizontally swivelling stilts
(470). The doubled bevel gear also engages with the bevel-wheel
(388) of the horizontal axis for the movement compound machineries
(477,478,429) around which the stilts (469) swivel vertically. Only
the vertical stilt pair in front is shown which spread once during
wheel contact with the lower guide-way rail (22) and for the second
time in a stretched position. Every vertical stilt has a hinged
joint at its end and continues into a foot piece with projections
ensuring their angle position towards the rail during the
engagement to such. The jointed gip connection (475) couples the
movement of the respective single stilt with that of the paired one
on the same movement plane. The connection gip (476) for the
horizontally swivelling stilt pair--of identical shape and
function--is only hinted. The shock absorber (481) projecting from
the hosing between the stilt legs is useful during the ascent in
the movement stage a; is was drawn symbolically as a compression
spring in the bow-shaped tube segment and once more drawn enlarged
below.
[0480] Under the shock absorber, below in the middle, an overview
towards a stilt end is shown with wheel and supporting wheel in
rail contact; disc and supporting wheel lie on different radius in
this variation to increase the working extent. The gip of the
cross-tie (480) holds the disc in the distance from the last,
bridging over the rail (see the longitudinal detail above).
[0481] The wedge coulisse (473), above, in the middle, serves to
raise and lower the housing with the horizontally swivelling stilts
on the movement stages b' and f' during the descent and is
described nearer to FIG. 42.
[0482] The upper (482) and lower (483) cranks effect the stretching
respectively to the spreading of the stilts around a movement
radius of 60 degrees angle, demonstrated only for the vertically
swivelling stilts (comp. FIG. 43). A cross-tie (480) is situated on
each of the foot pieces of the vertically swivelling stilts and on
each of the rectangular downwards-bent ends of the horizontal
swivelling stilts, these cross-ties having a guidance of the square
bars with one supporting wheel (25) at each near to the wheels
(102) and the disc (487) above to secure the rail contact (see the
cross-section and plan view details in the middle). The stretching
movement of the vertically swivelling stilts may be restricted for
the aim of the guide-way change on the same plane by means of the
pull-out of the horizontal draw rod (559) by the disc for the
taking a hold; the extent of the movement prevention could be
hindered by means of several telescopic members. This possibility
of choice is represented only for the alternative solution by means
of a rope with hooks (577) or loops at the free top between the
vertically swivelling stilt and a button row on the housing for the
limitation of the rope length by means of the hooks or loops.
Sliding contacts (484,485) to the horizontally swivelling (470) and
to the vertically swivelling (469) stilts are drawn in at the
electronic control unit or board computer (258) with wire
connection there, mainly for the auxiliary motor (50). For example,
the control unit stands with radio waves or infrared waves in
contact toward a control unit (486) outside of the vehicle. The
switch equipment and wire connection of the outer control unit to
the rails (22, 23) was drawn in.
[0483] FIG. 41 shows, above, to the left, a cross-section, at a
scale von 2:1, at the area of the horizontally (471,472,535) and
vertically (477,478,479) operating movement compound machineries,
through a vehicle according to FIG. 40 in the stage of the ascent
or descent behalf mainly to demonstrate the function of the
supporting wheel apparatus, which with the help of which it shall
be possible to search of the rails during a climbing process and
should prevent a tilting over of the vehicle by unequal load. The
auxiliary motor (50) is horizontally mounted (comp. the plan view,
below).
[0484] The vertically swivelling stilts let perceive an additional
bend, on whose end the wheels being fitted. To the right, it was
attempted to enable the recognition of a horizontally swivelling
stilt in a half way through position. Auxiliary wheels engage under
the outer rail edge, which prevents a lateral tilting of the
vehicle. On the right side, the stilt with the cross axis and the
wheels (102) is horizontally swivelled out a little. The draw rod
(559) is visible to the left-side in the longitudinal section. Only
the upper crack (482) is represented which connects two opposite
stilts and the last sinks and spreads by means of the movement
compound machinery (477).
[0485] To the right, with a rectangular cross-section, seen from
the broadside, at a scale of 4:1, one of the slant positioned
supporting wheel shafts (536) is drawn in the detail. The arresting
slide (510) is recognizable in the shaft mount (549), the arresting
slide being pressed into a slot of the supporting wheel shaft by
the leaf spring (511). Between the upper shaft top and the shaft
mount, the tension spring (509) is extended pulling the shaft
downwards after the arresting slid with the supporting wheel on its
end being drawn away by the rope.
[0486] In the middle under the cross-section to the left, at a
scale of 2:1, two variations of the position and shape of the
supporting wheel and its disc are shown during the avoidance of a
permanent abrade contact with the rail surface.
[0487] To the right, at a scale of 4:1, two variations of an
enlarged rail outside edge are demonstrated for a secured setting
underneath the supporting wheel. The edge enlargement, above, links
up with the rail surface, the lower one is set up from the surface
in steps.
[0488] Quite to the left and quite to the right, at a scale of 2:1,
in a cross-section, in relation to the rail (22) and to the
overview to a vehicle is shown underneath.
[0489] One recognizes that the inclination of the supporting wheel
shaft (536) to the left is too big because the disc (487) could
find resistance on the rail (22) while it is sunk, as it is the
case at the smaller inclination to the right. The constructive
angles, drawn with dashed-dotted lines, reproduce the inclination
of the supporting wheel axes. Altogether, when the angles are
approximately adjusted, it results a tongue movement during the
sinking of the vehicle after the lowering of the supporting wheels,
so that the wheels (102) finally are steered upon the rails.
[0490] On the plan view of the vehicle, the base frame (560) is
reproduced. It connects the vehicle axes with the wheels (102). The
two disc diameters, to the left, reproduce neighbouring ones in
respect to the level, the uppermost would touch anymore the rail;
the discs to the right correspond to the upper and the lower in the
projection position on the supporting wheel shaft. The last touches
the rail surface and may serve as guiding means.
[0491] Rail clamps (581, cp. FIG. 41, below) under the cabin are
additionally capable of alternatively being used to the supporting
wheels (25) with shortened supporting wheel shaft which effect the
placement of the wheels (102) on the rails. Under the overview, in
a cross-section and to the right of that in a longitudinal section,
the above mentioned is explicated as being fastened on the housing
(133) and slightly spring biased downwards.
[0492] Because the stilts lined up the vehicle evenly by their rail
seat only little lateral adjusting movements are necessary during
the sinking of the vehicle to the rail. The movement compound
machinery (535) with the worm thread (see the cross-section) serves
the preferred method of the lowering of the base frame and the
horizontally swivelling stilts as described to FIG. 44, 45 in
greater detail.
[0493] In the middle of the sheet, in two cross-section details, at
a scale of 1:1 is demonstrated in what manner also form variations
of the discs and the angles of incidence to the rail are able to
serve an avoidance of the permanent friction of the disc on the
rail. The cross-section of the rail, at a scale 2:1, shows a
enlarged outer edge or rim (488) which is capable of increasing the
security of the undercut of the supporting wheel.
[0494] FIG. 42 brings the overview to a vehicle which goes about to
climb over from a lower (22) to a higher (23) guide-way with a
horizontal swivelling of the stilts in two stages (A, B). The scale
is about of 1.4:1. The construction of the swivelling movements
during retaining of the wheel axis position rectangular to the
guide-way course by means of ropes is only shown to the right. One
rope (dashed drawn) leads from the wheel axis end over the idler
(490) near the swivelling axis to the plug (489); the second one
(drawn with continued line) from the opposite wheel axis end over
the idler (490) to the counter plug which is symmetrically attached
at the housing. When the vertically swivelling stilt (470) is
stretched the dashed drawn rope is shortened whereas the continued
drawn rope is prolonged about the same extent so that the wheel
axis keeps the desired position mediated by the cross-tie (480)
during the turning of the former in a joint on the stilt end. In B,
to the right, the detail of a arresting slide (594) is explained
engaging to a long notch (552) in an excessively slant drawn
supporting wheel shaft. The long notch and the arresting slide are
drawn to the left at a scale of 2:1. One recognizes that the
sliding tongue (hatched drawn) is pushed into the notch by a leaf
spring against the rope behind to the right (dashed drawn). The
long notch facilitates the supporting wheel shaft to be drawn
upwards until the supporting wheel is able to pass the rail
edge.
[0495] In A, above, to the right, a double arresting slide (561) is
shown from which the lower would be to activate shortly before the
lowering of the stilt; in the case that the friction powers through
the weight displacement during the rail change are not sufficiently
for the solution of a fixation in the upper arresting slide (as an
alone one) as described before.
[0496] Below, to the right, as an alternative it is demonstrated in
what kind of a tension on a collar of the stilt through a rod to a
cone shell around the supporting wheel shaft is able to pull out
the mount permitting that a tipping outwards of the supporting
wheel and thereby a solution from the rail surface edge afterwards.
The route of the sleeve is transferred to the stilt by the pin
which projects the stilt from getting into a long slot of the
sleeve.
[0497] FIG. 43 begins with the exhibition of the equipment and
function of the movement compound machineries in types (a, c f)
corresponding to the different tasks made of springing sheet metal
(or plastic) in different functional stages, demonstrated in a
lateral view, at about natural size. The kind of solution of FIGS.
43 and 44 seeks--in contrast to the following ones--a slightly to
understand comprehension of the most important inventive features
of the control of that stilt type. The tightening of the springs
for the guide-way change immediately before the functional
execution is advantageous without preferring the ascent or the
descent with regard to the period. The Arabic letters to the
singular lines mark the functional modes which are operated (cp.
FIG. 39, the upper letter row).
[0498] Above, to the left, on a cross-section, at a scale of about
3:1, the tongue shaped operation means upon the discs are
reproduced.
[0499] The upper row shows an arresting tongue (496) of an
operation disc (493) before (A) and after (B) the insertion into an
arresting gape (497) of the neighbouring mediator disc (492); this
arresting tongue may be thrust aside from that gape by the moving
past of the spring tensioning pawl (503).
[0500] The row underneath shows a sliding hump of the spring
tensioning tongue (495) of a mediator disc (292), on steep flange
of which the spring tensioning pawl (503) inserts moving from the
right to the left the latter being driven by the driving axis and
displacing the disc (see stage A).
[0501] At the stage B, the sliding contact hump of the spring
tensioning tongue (495) was positioned over an arresting gape of
the disc which lies underneath; it was urged into that arresting
gape by the spring tensioning pawl the latter overhauling the
former. The arresting tongue decreases hook-like; but the end of it
gradually increases wedge-formed, so that a sliding effect is
brought about only in the case when the spring sliding tongue is
moved into the direction of its disc fastening, that means toward
the hook.
[0502] The release scheme, radial extended, was also transferred to
the discs in the side view, though at most only three release
points are operated at each disc (marked as triangle in each case)
by one or multiple release pawls, partially
simultaneously--eventually on different planes, cp. FIG. 44,
below--, partially one subsequent the other.
[0503] Segmental slots were let free on the side views, below, in
natural size, only for the representation of the disc rotation and
for the better discrimination of the mediator disc (492) which is
drawn with dashed lines, from the operation disc (493), drawn with
dashed-dotted lines.
[0504] The latter clings to the upright lamella (491) which props
at the upper portion as circle segment bow below on the housing
(cp. the cross-section FIG. 44, below). A tension spring (499) is
chosen in each case, though the application of compression springs
would be possible.
[0505] To bring about the ascent of the vehicle, according to FIG.
39, the tension springs of all movement compound machineries are
tightened one after another in three stages of at least 60 degrees
by one counter-clockwise turn of the spring tension pawl (503)
almost around 180 degrees in the upper disc half. The release
points between the operation disc (493) and the upright lamella
(491) at a, b, c, d, are activated during the clockwise movement of
the release pawl (504), the one between the mediator disc (492) and
the operation disc (493) being triggered off by the release pawl
(585). (Only these functions are drawn, which are operated in the
respective movement compound machinery.)
[0506] At this variation, all the pawls, namely the spring
tensioning pawl (503) the release pawl (504) and the release pawl
(585), are concentrated in only one, standing at 3 o'clock during
the exit position. The arresting points for the release of the
coupling between mediator disc (492) and upright lamella (491) by
the release pawl (503) lie nearly to the disc rim; the spring
tensioning tongue (495) is moved an annular step inwardly (toward
the rotation axis) drived by the spring tensioning pawl (503), the
arresting gap in the mediator disc (492) for the coupling of the
mediator disc (492) with the operation disc (493) moves a further
annular step inwardly into the arresting tongue of the operation
disc. The release of the latter ensues through the release pawl
(585) which follows to the release pawl (504) for one switching
step ((considered from a total functional standpoint). The last
mentioned is valid for the functions, in which the operation disc
must be arrest in its end position (a, b, c, e, f, g cp. FIG. 44,
cross section A). The function d needs not an arresting; the
function h has an exceptional position because the tension spring
should and must be released only on the end of the cycle and at
f.
[0507] At the end point of the spring tensioning, the spring
tensioning tongue (495) makes away into a gap of the operation disc
(493) so that the spring tension pawl (503) is not able to
interfere with the release movements of spring tension tongue after
the triggering off of a function (see FIG. 44, cross-section
A).
[0508] After the springs are completely tightened and a functional
cycle is performed, electric contact closing by the contact pins
(484,485, FIG. 40) is sent to the control unit (467, FIG. 42) for
the disconnection ore pole change of the auxiliary motor. The
release scheme, radial extending, was also transferred to the discs
on the overview through only two release points are operated by the
release pawls at each disc (in each case marked by the arrow point
at the end of the bow line which accompanies the sector movement of
the pawls). The tension spring (499) is clamped between the turning
mount (544) on the housing and a such mount (605) on the mediator
disc (492).
[0509] The upper both rows relate from the stages A-C to the ascent
of a vehicle in the functions a and b, that means with stilt
stretching. Though the discs rotate free around their axes, the
pawls are driven by the axis which is rotated by the bevel gears
(cp. the cross-section A, FIG. 44, below). The spring tensioning
pawl (503) in the upper circle half between 3 and 9 o'clock drives
with the spring tensioning tongue (495); the release function
occurs by the clockwise pawl movement from 9 to 3 o'clock. In the
representation, the spring tensioning way for a is laid upon the
first third of the total spring tensioning way (see the arrow with
continuous line); more favourable, this stage may be transferred to
the last third because the tension spring for a is especially
strong and because the spring tensioning ways partially likewise
overlap (in the different movement compound machineries). The
sector movement of the operation disc, demonstrated by bows with
arrow with dashed-dotted lines, was executed during the preceding
function d or f by the cam motion of the crank and leads on all
movement compound machineries of this functional types to the
arresting in exit position.
[0510] The arrow drawn with dash-dotted lines passes for the way of
the arresting tongue of the mediator disc into the arresting gap of
the upright lamella; the way lined by the spring tensioning pawl of
the mediator disc is drawn with a continuing line and arrow; the
way of the arresting gap of the mediator disc into the arresting
tongue of the operation disc is marked with dashed line and
arrow.
[0511] Starting from the stage A, the spring tensioning pawl (503)
has passed already the arresting gap of the operation disc and
therewith the spring sliding tongue on the mediator disc at the
stage B. The tension spring inserts to the latter, but is not able
to be effective for the drive because the arresting gape of the
mediator disc has reached the arresting tongue of the operation
disc which, on his part, is fixed at a with her arresting tongue of
the operation disc in the arresting gap of the upright lamella
(491).
[0512] At C, the release pawl (504) reaches the arresting point,
when turning in a clockwise direction. As a result the arresting
tongue of the operation disc is pushed away out of the upright
lamella and the tension spring with the mediator disc also turns
the coupled operation disc and its cam (592) clockwise stretching
the stilt downwards by pressure to the upper crank (482). First
during triggering off of b, which serves the stretching of
horizontal swivelling stilts, the release pawl (585) pushes the
arresting tongue away between the discs and freezes the movement of
the operation disc.
[0513] FIGS. A-D below present a solution for the functions c and
e/d; in other words: for the stilt spreading. With later examples,
thereby a swivelling of a projecting strap with the tension spring
is necessary. Based on the example which is represented here this
is done by a vertical sliding rail along which a horizontal
telescopic rail is connected with its left end with a rotation bolt
(686) on the mediator disc. The right end is fastened on the
operation disc by means of the rotation bolt (687). As the space
conditions require, also two perpendicular sliding rail could be
applied for framing the discs. Another mechanism and function
resemble extensively the one explained by a and b. The operation
radius and the effective spring stretch were amplified for about 30
degrees for the function (c), at function c, after the release of
the spring, in a initial distance, to trigger off first the
arresting slides (510, cp. FIG. 41) for the shafts of the
supporting wheels according to function (c). Segmental slot
guidance between both discs with the driving pin (567) exists
thereto for operating the precursor distance without a drive of the
stilt activating thereby the small crank lever (see FIG. 50,
364).
[0514] At the stage A, the horizontal telescopic rail stands above
the rotation axis; the tension spring (499) is still relaxed, the
pawls stand in the exit position.
[0515] At the stage B, the spring tension pawl (503) turned the
mediator disc through influencing the spring tensioning tongue
(495) around 90 degrees along the sector distance which is
indicated by the drawn-out line.
[0516] The arresting gape on the mediator disc was thereby rotated
at d into the appertaining arresting tongue (496) on the operation
disc. The movement coupling over the rail cross, which was just
described, suppressed the cam of the operation disc with the former
into the exit position and arrested its arresting tongue with the
upright lamella (491) at c.
[0517] The stage C corresponds to the stage B except for the
sinking of the tilt to the cam which stands already below and to
the running on of the pawls to the arresting point a for the
triggering off.
[0518] At the stage D, with the release at c, the mediator disk is
turned back counter-clockwise around 90 degrees by the influence of
the big tension spring. The rotation bolt (686) was also lifted
with the rotation bolt (687) on the rail cross through the mediator
disc and the operation disc was turned counter-clockwise and the
stilt was lifted again into the horizontal line through the
cam.
[0519] At E, a leverage with a beam is drawn--further details are
omitted--at whose ends a movement reversal is brought about. The
movement reversal is operated in same manner through respective one
bar toward the mediator disc and one in opposite direction to the
operation disc; the function of the rail cross could be overtaken
in this way.
[0520] For the descent of the vehicle according to FIG. 44, the
spring tensioning pawl moves clockwise and therewith on the lower
disc half, while the releases are effectuated with the reverse
rotation direction.
[0521] Above and in the middle, plan views are given at a about
natural size. The respective cross-section for the functions, at a
scale 2:1, is represented likewise below under A.
[0522] Thereby it is dealt with a representation in reflected
images compared with those on FIG. 43 and with respectively
analogue and side reversed run down.
[0523] First e and f is triggered off by a different movement
compound machinery by the release pawl (504) (cp. the cross-section
A, above) and finally h by the release pawl (504) between the
operation disc with tension spring and the upright lamella (491),
The function e' precedes the function e on the descent--not
represented--, the latter corresponding in the reflected images to
the function a on the ascent, but being fitted with a weaker
tension spring. The function e' is represented below, to the right,
at a scale of 1:2, in plan views of the stages A-C through the
function controlling discs.
[0524] First, beginning above, to the right, on the functional
stages A-C, at a natural size, the function f is represented. The
spring tightening occurs clockwise, the release counter
clockwise.
[0525] To operate the function e', the movement compound machinery
has an operation disc (493), without spring, with a spring
tensioning tongue (495) to which an arresting gap on the upright
lamella (491) corresponds (cp. FIG. 88, the lying cross-section
underneath the middle, or FIG. 56, to the right, the outermost
variation, but without tension spring) and a (spring tensioning)
pawl being effective only during its counter clockwise
rotation.
[0526] At the stage B, the spring tensioning pawl (503) has reached
the spring tensioning tongue (without spring, but with the same
construction); at the stage C, it has rotated the latter and the
operation disc around 60 degrees. The rotation is transferred
through the right connection pin (574) either to the wedged
segments (473, see FIG. 51, above), or over an angle bar guidance
or at a suitable place through the bevel wheels (468, see FIG. 40)
to the worm thread (535, see FIG. 52, below); the vehicle wheels
are lifted from the rails in this way (see stage C).
[0527] The reverse movement into the exit position ensues over an
angle bar (608) with running up of the tension tightening of the
operation disc for the function c whereby the vehicle wheels are
suppressed again. The locking according to the level in the end
positions ensues through a Z-groove guiding of the worm (see the
projected detail underneath the worm). The outlines of the
mentioned movement portions are sketched below in a longitudinal
section, at a natural size. The release point b' has, naturally, no
function because the function is initiated with the spring
tensioning movement, i.e. with the motor activation for the vehicle
descent. The movement transfer from the movement compound machinery
upwards to the worm--the outer threaded portion being fixed on the
housing by the connecting arm (563)--should be led over a central
rod and shell through a central bore in the vertical bevel gear
axis. The connection pin (574) and the angle bar (608) serve only
for the clarification of the function.
[0528] The movement compound machinery h, as it is treated
subsequent to f in a side view, consists of an operation disc with
driving tongue (447) and an arresting gape on the upright lamella
(491, see cross-section A) at f and the overhaul pawl (447) which
opens solely when turning counter clockwise. (Other overhaul pawls
are described on FIG. 56 and FIG. 88, below, on both sides). This
compensation for the function c has the task to balance with the
weight of the sinking vehicle. At the stage A, already proceeds
from stretched stilts and tightened strong tension spring, which
can be reached with each descent manoeuvre or by a manual support
during the first ascent. The operation disc which is arrested with
the upright lamella at f is triggered off at f in the stage B by
the pawl on the reverse way during the clockwise rotation of the
arresting tongue by the closed overhaul pawl (542). It is done
during the counter clockwise movement around 90 degrees for the
tightening of the springs of other movement compound machineries.
The whistling down cam and vertical stilts counteract the fall
movement; the tension spring is subsequently increasingly tightened
again by the weight of the sinking vehicle until the arresting of
the arresting tongue of the operation disc at f. Herewith the stage
A is reached again.
[0529] For the upper row A-C for the function b, it should be
added, that a phase of 30 degrees was installed for the function
(a) to turn the small crank lever (cp. FIG. 50,364) and hereby to
solve the arresting slides (510, 594) by the tension and herewith
to let down the supporting wheel shafts on the stilts. The
necessary clearance for the turning of the mediator disc, before
the operation disc is driven with, lets the driving pin (567) in
the bow slot of the mediator disc. The spring tensioning pawl turns
and works half in the lower circle during the counter clockwise
rotation (see the drawn bow with arrow for the marking). The
arresting tongue on the operation disc engages at b into the gape
of the segment shaped upright lamella (see the dashed-dotted bow
with arrow) after the spring was tightened. The gape of the
mediator disc engages at e into the arresting tongue of the
operation disc to be freed there during the next function cycle
(see the dashed bow with arrow).
[0530] The cross-section below already counts as an alternative
arrangement according to the principle for the spreading functions
c, d, in respect to e, as it is explained in the subsequent
examples, about FIG. 45 in the second row. The following solution
variation may be understood already solely from the cross-section B
in connection with the hitherto reported and the figures of the
subsequent examples. The end of the tension spring (499) thereby
needs to be connected to the operation disc through a rotating
mount where a tension is produced between both discs after
tightening of the other end of the spring at the mount of the
mediator disc by the counter clockwise rotation of the latter,
while the operation disc (493) is locked at the halt (519, see
above, to the left, under A). The mediator disc (492) is rotated by
the spring tensioning pawl (503) up to the stage of its locking of
conducted arresting gape in the spring tongue of the upright
lamella (494) exactly at the place of the desired function
triggering off. Afterwards the cam of the operation disc is sunk
during the preceding stretching function, whose arresting tongue is
locked in the arresting gape at the place of the subsequent
function triggering off. When the arresting of the mediator disc
with the upright lamella (494) is solved by the release pawl (506),
the tension spring turns with the mediator disc also the operation
disc, the stilts are spread there.
[0531] The release pawl (504) overruns the point of the disc
locking during the rotation of the spring tensioning pawl for the
next function. For an action radius of over 60 degrees it is
necessary to additionally application a weak resetting spring (572)
on the mediator disc.
[0532] The additional spring tensioning pawl (586) to the left is
of importance only in the subsequent examples e.g. for the
tightening of a tension spring which is fastened on the operation
disc.
[0533] In the subsequent cases, the tension springs of all movement
compound machineries are tightened in a sole swivelling of the
spring tensioning pawl from 15:00 to 9:00 in the upper circle half
while the release movements ensue in the lower circle half, in
counter clockwise rotation for the ascent and in clockwise rotation
for the descent of the vehicle.
[0534] The related movement compound machineries may be used for
the ascent and the descent by the application of several release
pawls, two of which (that will say 593 and 594) embrace the release
points a and b, an in FIGS. 40 and 41 still presupposed, but in a
broader construction (cp. the cross-sections FIG. 45, 49, 48, 56).
The pawls mesh in a plurality of different planes. The high number
of movement compound machineries may be optimally installed onto a
vehicle construction with two separated movement centres for the
stilts (cp. FIG. 53, longitudinal section, above).
[0535] FIG. 45 brings an explanation of the fitting and function of
the movement compound machineries in the types respective to the
different tasks by means of spring sheet metal discs (or such of
plastic material) in different functional stages as FIG. 43, 44
shows; however the tightening of all springs for the disc movement
ensues by a sole counter clockwise motion of the spring tension
pawl, though the release pawls turn counter clockwise for the
ascent and clockwise for the descent of the vehicle.
[0536] Above, to the left, at a scale of approximately 3:1, the
tongue-shaped operations means of the discs are reproduced. The
upper row shows the arresting tongue (496) in a mediator disc (492)
before (A) and after (B) the engagement into the gap of the
neighbouring disc or upright lamina out which they are able to be
displaced by the moving pass of the spring tension pawl (503, see
underneath).
[0537] The row under it shows a sliding contact hump of the spring
tensioning tongue (495) of the mediator disc (492) at the steep
edge of which the spring tension pawl (503) engages, rotating
counter clockwise, and displaces the disc (stage A). In stage B,
the slide contact hump of the spring tensioning tongue (495) comes
to lie over a gap of the disc which is placed under it being
displaced into the gap by the spring tension pawl which passes it
in this manner.
[0538] To the right, a functional diagram in the form of a roll-out
is given relating to the activation of three release pawls (504,
505, 506), here drawn as cross-rungs whereby the disc gaps into
which the arresting tongues engage are symbolized by circles; the
rectangular little cases indicate vacant places.
[0539] To effect the ascent of the vehicle according to FIG. 39,
the meshes at a and at b are operated one after another by the
release pawl (504), afterwards c and d by the release pawl
(505).
[0540] For the descent of the vehicle, first, b and a the release
pawl (505) are released, finally e (=d) and f by the release pawl
(506).
[0541] The release diagram was transferred running radial, also to
the discs in an overview though solely three biggest release points
(on different planes, cp. FIG. 47, above) are activated at each
disc (in each case marked by a triangle), partially one after
another through one or several release pawls. Only for the
demonstration of the disc turning, segment slots are let free, and
the operation disc (493) was drawn with dashed-dotted lines for a
better discrimination from the mediator disc which is drawn with
dashed lines. The operation disc clings to the upright lamella
(491) whereas the mediator disc follows to the upright lamella
(494, comp FIG. 47, above). A tension spring (499), in each case,
was chosen here as driving means although the application of
compression springs would also be possible. The fastening of the
tension spring is transferred to an elongated projecting ledge
(502) of a disc to reach a minor rate of rise during the spring
tightening by the prolongation of the spring way. The spring
tension path for different movement compound machineries are
allocated to three stages of 60 degrees each which follows one
after another, lying on different radii--only for a better
representation!--enabling to overlap a little in this way. The
spring tightening ensues in this example on the first 60 degree
stage by the spring tension pawl (572), the release is brought
about by two double pairs of release pawls opposite each other in
two planes, vertically and in two horizontal planes (not shown),
for the rise of the vehicle in counter clockwise movement, for the
descent in a clockwise movement. The driving pins (508 respectively
591, see the tipped cross-section) in the bent sector slot (507) of
the transport disc (589) respectively the bent guidance slot (588)
in the semicircular enlarged base of the mediator pawl effects the
drive of the spring tension pawl only if the driving pin, moved
from the rotation axis, (520 in each case) stands at the end of the
slot.
[0542] In such a manner, release movements are able to be effected,
mainly at the descent, without an impediment of the spring
detention, or spring tension movements by spring tension pawls in
the meantime. The movement of the release pawls is either coupled
directly with the rotation axis movement, or transferred through
one pin in each case engaging in one bent slot (584) to release
pawls by the rotation axis (cp. the cross-section, to the right,
below, into which both systems of spring tension pawls are drawn,
but only one of which being necessary in each case, if at all a
slot guidance is chosen).
[0543] The cam (592, cp. FIG. 41) which works to the respective
crank (482,483) for the stilt movement was not drawn in asunder
from that for the sake of simplification. On the cross-section,
below, to the right, (at a scale of 2:1), the bent slot (575) is
perceptible in the disc with the release pawls. A pin escaping from
the circumferential sleeve, which is turned by the rotation axis,
projects horseshoe-like into the bent slot. This device lies,
symmetrically fitted, on both sides of the transport disc 589) for
the release of a common swivelling movement of the release pawls
(503, 504, 505, 585).
[0544] Electric contact closing is signalled to the control unit
(467, FIG. 40)--after the complete spring tightening uppermost row
second last image) and after a functional cycle finished
(controlled by the contact pins 583, 584 FIG. 40)--and caused the
pole-changing of the auxiliary motor, it depends on the command for
a vehicle rise or descent and secures before the spring tightening
of all movement compound machineries. Further signal contacts may
be suitably accessible.
[0545] In the upper row for the application for function a (in a
side view)--for b it would be an overview--, the cam (592, second
image from the left) and also the discs, together with the tension
spring (499 which is especially strong for the function a, were
tipped around 60 degrees by the lifting of the stilt into the
horizontal exit position at the end of the proceeding function. The
tension spring is stretched between the spring mount (590) on the
operation disc (493) and an equal mount (605) on the mediator disc
(492). The spring tension movement is operated by the spring
tension pawl (586) through the drive of the operation disc at its
spring slide tongue by the movement transfer from the driving pin
(591) in the bent guidance slot (588); the counter clockwise
driving rotation of the operation disc (493) is limited by the
housing stop (519) for the mediator disc (492). The spring
tensioning tongue (451) of the operation disc lies, when clockwise
movement turned, around 60 degrees angle before the appropriate
arresting gap (497) of the mediator disc.
[0546] The tension spring (499) is released just as it is done with
the weak tension spring (572) between the fixing ear (582) on the
housing and the fixing butt (573, first image from to left). The
arresting tongue (501) of the operation disc reaches the gap (497)
of the mediator disc at later release point b; this is effected
after the turning of the operation disc during the spring
tightening by the spring tension pawl (586) in the first phase of
the total spring tension movement; the strong tension spring and
the weak resetting tension spring are tightened thereby (see the
second image from the left).
[0547] The strong tension spring is maintained by the locking
between the discs when both the discs are rotated and the cam (592)
is brought in contact with the rank of the stilt by the contraction
of the weak resetting tension spring. Finally, the mediator disc is
interlocked with the upright lamella (494) at a (see the third
image). The release point row, drawn for the survey, was also
swivelled and the arresting point (see the triangle) between the
discs now lies at a and is just reached by the first release pawl
(504).
[0548] The operation disc is now rotated clockwise by the strong
tension spring and thereby drives with the stilt downwards (see the
fourth image). The representation of the upper row serves for the
representation of the incompleteness of the concept explanation,
because the release stops especially at a and b are prematurely
released during the swivelling back movement. The supplements are
presented in the second row and in the alternative solution of an
override clutch (see FIG. 46 and FIG. 49 in the middle). A
corresponding method is valid for the spreading of the horizontal
stilts by release at b. The release pawls (504, 505, 506, 449)
contrary to the arresting between the operation disc and the
upright lamella trigger off also the arresting between both disc by
the pushing away of the arresting tongue (501) of the operation
disc out of the arresting gap of the mediator disc (see on the
cross-section below).
[0549] The second row is decided for the movement compound
machineries for the spreading of the stilt (in the stages c, d, e).
The tension spring (499) is fastened in this case with the mediator
disc (492) by means of the mount (605) and with the operation disc
by means of mount (590) and all revolving portions are counter
clockwise displaced again in their exit position. The bearing of
the tension spring on the projecting ledge (502) to achieve its
lengthening is valid for its fastening on all discs (see the first
image). Instead of the guiding slots for the driving pins of the
spring tension pawls, the shorter bent slot (575) in the mediator
disc is her drawn, into which the driving pin for the release pawls
(504, 505, 506, 449) engages. The elastic driving tongues (593)
which may exist in a majority provide the movement coupling between
discs and release pawls during the tipping movement to avoid a
premature stop release. The number of spring tensioning tongues and
the arresting tongues could also be augmented with the appropriate
pawls--equally distributed over the circumference--together for a
better distribution of the load toward the disc, Thinner discs
could be applied in this manner space saving.
[0550] The locking of the mediator disc with the upright lamella
(494) was released exactly with function b. The operation disc with
its cam is fixed by the stop (519) for the crank and stilt (both
are not separately demonstrated) during the spring tightening for
the function c while the mediator disc (492) is counter clockwise
driven at the corresponding spring tensioning tongue (495) by the
spring tension pawl (503) in the second stage of the total spring
tension movement (see the second image). The pawls are outlined
twice to indicate their functional possibility in different
drawings planes. The locking of both discs ensues in the arresting
gap of the mediator disc at the later release point d; the mediator
disc is locked with the upright lamella (494) at c after the
tilting back caused by the sinking of the stilts in function a (see
the third image). The operation disc is rotated counter clockwise
by the tension spring and drives there the stilt with spreading
after the locking between the movable discs is triggered off at c
by the second release pawl (505).
[0551] The functions d and e run correspondingly. The device for
the driving with of the arresting pawls during the disc tilting may
be omitted with the favoured arrangement of the release stops and
the feature of their arresting pawls according to FIG. 6 to c, d, e
because a premature release is not to apprehend.
[0552] In the third row, quite to the right, a possibility is
demonstrated that the functionally identical stages d and e operate
with single movement compound machinery. The release point d is
reached in the 7.sup.th and last switching position by a counter
clockwise turning (also on the vehicle rise). By the descent with
clockwise release pawl turning, the pawl (505) triggers first b and
a, then the release pawl (506) reaches e which is identical with d;
finally, the release pawl (449) reaches the release point f, while
the release pawl (506) takes an idling position between d and c.
The remaining drawings including the functional diagram, above, to
the right, come from that separated movement compound machineries
and for d and e as well as the diagram described assumes that b'
and b are released together which renders the solution of the
supporting wheels from the rails more difficult.
[0553] The third row from above describes under b' the mechanism
for the rise of the base frame with wheels (102) contrary to the
horizontally swivelling stilts before the descent (cp. FIGS. 51 and
52). The spring tightening on the operation disc--a mediator disc
is not necessary--ensues in the last third of the total tension
movement of the spring tension pawl (see the first image). The left
end of the tension spring with the mount (605) is thereby fitted on
the mediator disc, the right one swivelling outside on a mount
(560) at the housing. The connection pin (574) leads to the worm
thread (cp. FIG. 52, 535) which is turned counter clockwise with
the pin movement in the last third of the spring tightening
movement while the tension spring is tightened. This happens in
stage f' to the close of the descent by activation of the auxiliary
motor for the tightening of all tension springs. A locking between
operation disc and upright lamella (491, see the second image)
ensues thereby at b what is effected under vehicle sink (see the
third image). At the beginning of the descent, b' is triggered off
shortly before b (to the short movement advance, cp. FIG. 9, below,
FIG. 10, above). The spring tension movement may be brought about
through the spring tension pawl (503).
[0554] The fourth row shows at f the process of springing of the
stilt spreading in the vertical line at the vehicle suppression
during the descent. Again, a mediator disc is not necessary; the
tension spring is stretched between the outer housing mount (560)
and the mount (590) on the operation disc. A drive from the
auxiliary motor does not take place. The tension spring first must
be tightened while the crank is positioned over the horizontally
stretched stilt (see the first image). For that, the vehicle needs
to be started before a descent or slightly supported by the hand
during the ascent. The arresting tongue (496) of the operation disc
travels into the gap in the upright lamella (491) with the
tightening of the tension spring (see the second image). When the
locking at f is released by the pawl (506) while rotating
clockwise, the operation disc is turned clockwise with spring
release and the cam and herewith the crank strikes against the
stretching stilt which on his part tightens again the tension
spring until its locking (see the third image).
[0555] Below, to the right, at a scale of 2:1, tipped around 90
degrees, a cross-section through the disc arrangement both of the
first and of the second row is represented. Mediator disc (492) and
operation disc (493) are as totally hatched drawn, the upright
lamellas (491,494) and the spring tension pawls (503, 586) and the
release pawl (504) is presented without hatching. The tension
spring (499) is cut.
[0556] The driving pin (508) angularly reaches, driven from the
rotation axis (520) by the auxiliary motor, the bent sector slot
(507) of a rotation sleeve with the spring tension pawl (503).
Above and below, respectively a further bent guiding pin projects
from a collar which is coupled with the rotation axis; these pins
penetrating into the bent slots (575) of the release pawls which
enable those tipping movements before and after the spring
tightening. The triangles symbolize the arresting springs.
[0557] FIG. 46 offers an alternative solution to the task of the
first row of the FIG. 45; this is also done in a side view in
nearly natural size. The pivoting mount (544) for the tension
spring is fastened at the housing analogue to FIG. 45 b' and f; the
counter mount (605) lies outside on the mediator disc (492, see the
first image, uppermost row). After the counter clockwise spring
tightening movement of the latter by the spring tension component
of the pawl (503) the locking with the operation disc takes place
at b. At the same time, the mediator disc is fixed at a by locking
with the upright lamella (494, see the second image). After release
of the mediator disc at a by the release pawl, the mediator disc
and operation disc rotate clockwise and its cam (not shown) takes
the upper crank (482) and therewith the vertical swivelling stilt
downwards by the mediation of the upper crank (here not shown, see
the third image). The rise of the stilt into the horizontal exit
position--also the cam and herewith the operation disc is turned
back thereby--the locking between the mediator disc and the
operation disc ensues by the lower crank in function c under
operation of an overhaul mechanism as it is developed e.g. in the
diagram underneath at a scale of 2:1. A corresponding method is
valid for the function b.
[0558] The preferred feature of the release pawl (504) with an
inner bridged trough (602) permits the crossing of b' without
release during the counter clockwise rotation; the outer bridged
trough (498) of the release pawl (505) renders possible to cross f
without release.
[0559] The bridged troughs are shown separately on the
cross-section detail, to the right, and enlarged to a scale of 2:1,
in the middle, to the right. The release pawl (504) first triggers
the function a during the vehicle ascent that means clockwise
rotating then b; then the release pawl (505) reaches c and d, both
releasing subsequently. During the clockwise movement for the
descent of the vehicle, the release pawl (504) does not trigger off
at b and a because the bridged trough (602). Against that, the
release pawl (505) reaches triggering off b' and subsequently b and
a. The release pawl (506) triggers then d, e and finally f. Because
of the bridged trough (498) beneath the release pawl (505) and the
trigger point e are more centrally arranged, the latter is able to
be reached first by the release pawl (506). With a further rotation
until together 360 degrees during the ascent and after direction
change after the descent, the tension springs are tightened and the
exit position of the pawls is restored.
[0560] The second row from above corresponds to the function c,
which corresponds to an side view. Before the spring tightening, a
swivelling of the discs by the driving with of the stilt is here
preferably avoided. The "lower" (right) crank and herewith also the
cam may be yet situated about 60 degrees "below" in the exit
position of the horizontally swivelling stilt without hindering the
preceding function a. The tension spring is stretched between both
discs without tension (see the first image). The mediator disc is
turned by the spring tension pawl, the tension spring is tightened
and both discs are coupled together at c (see the second image).
After the run-off of the function a the operation disc was locked
with the upright lamella (491) and the mediator disc was fixed on
the upright lamella (494) at d; the stilt rotates downwards and
contacts with the cam of the operation disc (see the third
image).
[0561] After the counter clockwise turning of the release pawl
(505) to c, the locking of the operation disc with the upright
lamella (494) as well as the locking of both discs are released;
the tension spring is detent, thereby counter clockwise rotating
the operation disc whose locking at the upright lamella (491) was
released at c, the cam stretching the stilt upwards into the
horizontal line (see the fourth image).
[0562] The schematic graph in the stage A-E underneath corresponds,
at a scale of 2:1, to an auxiliary device for the device of the
first row above and demonstrates a overhaul mechanism for the cam
of the operation disc corresponding to the upper row functions a,
b. The slide, free swivelling around its rotation axis, with its
outer cover sleeve (595) the head-piece (596) with a shoved up
wedged enlargement at its end, serves as mediator member between
the cam (592) and the vertically swivelling tilt (469). A wire worm
(598) escaping from the axis in the cover sleeve projecting to the
head-piece serves as mount for the latter and simultaneously as
biasing spring (598). On the stage A, the head-piece is pressed
down with the clockwise rotation of the operation disc by the cam
(592) which lies on the surface edge of the wedge and hereby drives
the upper crank, which lies at the wedge under side, and the stilt.
An upper cross-tie inside the head-piece clings to the upper
head-piece edge and prevents a dislocation of the head-piece in the
direction to the rotation axis.
[0563] Under stage A, the end of the swivelling operation is also
demonstrated, whereby the crank is retained by an outer obstacle
and the lower wedge slant pushes against the firm roll (597). The
head-piece is thereby aligned in its position to the cover sleeve,
so as the cross-tie does not prevents the displacement of the
head-piece toward the rotation axis any more. The head-piece is
urged back by the pressure of the cam to the upper wedge slant.
[0564] Under stage B, the swivelling movement of the upper crank is
let free by the head-piece. Under stage C, the stilt and the upper
crank is conducted back into the horizontal line by influence of
the lower crank of movement compound machinery. The cam has
overcome the head-piece and clings to the lower wedge slant.
[0565] Under stage D, the cam counter clockwise lifts the mediator
member during the tension spring being tightened. The reaching of
the horizontal line by the stilt is also shown. Under stage E, the
cam--shortly urging back the head-piece toward the axis (not
shown)--has again reached the position on the upper wedge flange in
a stroke a somewhat above of the spring tension movement for the
operation disc.
[0566] To the right, two cross-sections are reproduced through the
head-piece and the cover sleeve, the first nearer to the axis the
second farther from the axis, to demonstrate the wedge enlargement
on the end of the head-piece.
[0567] Completely below, to the right, to the left in a
longitudinal section underneath, in a side view and to the right in
a cross-section, at a scale of 2:1, the detail of a release stop is
reproduced for the functional run. A little hammer (599) of
synthetic material (e.g. of DELRIN) which projects through the
rectangular window which lies over it mediator disc (492) is born
on the cut out and downward in the angle bent tongue (601) of the
operation disc around a jutting out axis tilting at the left end.
Lateral tangs (603) whose ends are bent upwards form a counter
mount to the right for the little hammer. The lateral walls of the
trough are, in the lateral view, below, (first working as an
overview), built each from a seam (600) as they are formed after
the cutting out of broad piece of material (the cutting edges are
drawn with dashed-dotted lines). The window edge clings to the left
hammer slant while the operation disc has a movement tendency to
the right in the arrow direction after the spring being tightened.
Because the counter clockwise displacement of the release pawl
(503), the left hammer slant is urged downward against the spring
tongue and releases the movement of the operation disc. The
replacement of the arresting tongue by a little hammer may be
necessary especially for the functions a and f to define more exact
the breaking off the angles of the release means against the strong
spring powers. Instead of the folding of the trough for the little
hammer it would be worth the money to punch, or to cast such a
plate or plastic and to stick or solder it up to the disc.
[0568] FIG. 47 essentially relates to FIG. 46 with a side view in
nearly natural size to discs of the different movement compound
machineries in different functional positions; but the tension
springs are displaced by torsion springs. Although, a spring
tension way of a half circle circumference is drawn for the
functional stages a-e of each movement compound machineries, which
would remain every time for a new production of the spring
pre-tightening and a waste of power at an operation radius of 60
degrees. One will also limit the spring tension ways and distribute
them by stages into three areas of 60 degrees as to FIG. 5. The
spring tension proportions correspond then to these which are
explained on the last row for the function f.
[0569] In the upper row, the fastening bar (515) which projects
form the housing into the movement compound machinery corresponds
as a spring end to the mount (560) for the tension spring in FIG.
45. The pin (517) holds the final loop of the spring on the
mediator disc (492). The locking corresponds in all rows to that
ascribed to FIG. 5. In the middle row, to the right, a rolled up
representation of the release diagram is reproduced analogue to
that of the FIG. 45 whereby the rungs correspond to the three
release pawls and the arresting points was augmented by b'. Both
longer release pawls (see the side view to the left of the diagram)
are capable of influencing the locking of f. The exit position of
the pawls is also to produce by each 180 degree swivelling.
[0570] In the upper row, the outer spring end was moved counter
clockwise with the mediator disc and both discs were coupled at b
and the operation disc was arrested on the upright lamella (491);
the rotation after the release ensues clockwise. In the row
underneath, the spring ends lie onto both discs (see the first
image). The spring end on the mediator disc, which rests nearer to
the driving axis, is counter clockwise rotated, during the spring
tightening, until the coupling of both discs at c (see the second
image). The stilt stretching drives the cam of the operation disc
downward with the function a, the operation disc as well being
arrested thereby with the upright lamella (491) at c as the
mediator disc with the upright lamella (494) at d (see the third
image). After the release at c by the release pawl (505) the
operation disc turns clockwise with the outer spring loop (516) and
spreads the stilt (see the fourth image).
[0571] The functions b' and f, which both are treated with the
lower rows, are slightly to understand out of the earlier
described.
[0572] FIG. 48 shows, above, at a scale of 2:1, two cross-sections
through a movement compound machinery, at A in the condition of the
influencing spring tension pawls, at B in a such of the switched
off pawls. As a drive, perhaps for the function a, works the
torsion spring (513) between the fastening bar (515) near to the
axis and the mediator disc (492). The locking between the discs
respectively between one disc and one upright lamella are
symbolized as triangles. The spring tension pawls (503, 586)--one
of both is only necessary for each functional type--are fitted on
two separated axis bushes (516, 518) which are revolving around the
rotation axis (520) and cross sliding to that through pins which
stand in connection with the outer axis cylinder (528) through the
slot along the rotation axis. The latter is turned from the driving
hook (525) which is driven from the oval eccentric disc (523) which
slides cross to the axis during the turning of the rotation axis.
The driving lever (529) which is turned about 180 degrees seats on
the outer axis cylinder and pushes against the oval eccentric disc
(526) which is not sliding cross to the axis. The oval eccentric
disc which slides cross to the axis is urged against the leaf
spring (524) upwards by the impact coulisse (522).
[0573] The functional mechanism is explained under the
cross-section in overview in the functional stages A-D. At the
stage A, the cross to the axis sliding eccentric disc urges ahead
the driving hook so that it comes to rest, at the stage B, in front
of the impact coulisse which urges away the eccentric disc from the
latter tightening thereby the compression spring clinging on to the
other half of the eccentric disc as the driving hook The driving
lever lies also at the opposite side (the functional connection of
both is symbolized by a rectangle). At the stage C, the oval
eccentric disc is ascertainable which is sliding on the square axis
(527) across to it with the right end in projection over the
driving lever. The later is transported first again from the
eccentric disc (526) with does not slide cross to the axis (see
also the longitudinal section detail under C) and it is turned when
the latter reaches it together with the cross to the axis sliding
eccentric disc after the stage D. The transport of the spring
tension pawls does also not happen during the rotation axis turning
with the turning of the eccentric discs in the lower circle half
(during the release function).
[0574] In the longitudinal section, above, the locks, symbolized by
triangles, between the discs are held together in contact by the
upright lamella (491) and the upright lamella (494) which here is
unshaped. Although the spring tension pawl (503) and (586) are
urged away from the discs (492,493) and thereby from the locks by
leaf springs (530, see the detail between A and B, below). This is
the case, at the stage B, to the right, while, at the stage A, the
pressure of the rotation axis pins (443) towards the terminal caps
(521) which are secured against turning and connected with the
housing, presses the pawls against the discs. The cap breadth of
the upper half changes is, that is to say, on a lower level at the
lower half. The spreading is performed only to the right for the
solution of the task according to FIG. 46 and FIG. 47 and locked to
the left; for the purpose according to FIG. 5, function A, one
locks to the right; the axis bush is firmly fastened with the
rotation axis and prevented against a dislocation in this manner at
the respective other half; the respective leaf springs (530) are
omitted. The device permits release movements of release pawls on
the lower functional half circle without functional obstructions in
the upper functional half circle by spring tension pawls. In the
represented case, nevertheless, also the release pawls would be
switched off at B; to avoid that, the spreading movement should be
extended to the spring tension pawl (586) which is described in
FIG. 45, below, to the right and varied in FIG. 88, below to the
right.
[0575] Quite above, on the longitudinal section A, two braking
screws (606) are shown, whose shaft end is arranged against the
outer edge of the operation disc. A gum cap is pushed open to the
end of the left braking screw which projects against a profile tape
of the operation disc. (A piece of profile tape with variable
surface interruptions is drawn enlarged to the left.)
[0576] On the longitudinal section B, the surface interruption is
situated on the end of the operation disc (here e.g. enlarged drawn
to the left). An elastic strip is stretched out above between two
braking screws with fixed standing guidance. In both cases, the
pressure of the elastic material toward the irregularities of the
surface of the operation disc may be altered and its rotation speed
influenced herewith.
[0577] FIG. 49 returns in the stages A-C to the function c using a
torsion spring as tension spring as at FIG. 47. The torsion spring
is stretched between both discs. The tightening movement and the
working radius are extent to about 80 degrees whereby the first 20
degrees fall to the release movement (c) of the arresting slides on
the vertical stilts under forward movement of the cam. This forward
movement is rendered possible through the hooked driving pin (567)
in the guidance slot (568) of the operation disc, this pin being
driving with by the rotation axis. At the vehicle ascent, this
release movement is inconsiderable because the vehicle, indeed,
lifts off from the rails first after that at a.
[0578] For the release movement, the cam of the operation disc
engages at the angle of a leaf spring in the guiding collar (532)
and pushes them downwards by the release stretch; this tension
movement is transferred to the four arresting slides through the
Bowden wires (557). The leaf spring escapes from the edge of the
cam at the end of the tension stretch and is overhauled by them.
The wedge slant on the top side of the cam urges the leaf spring
angle and overhauls it again to the horizontal exit position. The
latter was here drawn identically with the stilt position for the
simplification, but, of course, it lies higher. The driving with
the releasing leaf spring could be enabled also by the upper rank.
The small cross-section, to the right of the guiding bush (556)
denotes the leaf spring feature. To the right from that, a
springing back rocking lever for the same function is indicated as
alternative solution. The resetting of the leaf spring takes place
by the leaf springs on the arresting slides (594). One of these is
shown quite below in a plan view and, to the right underneath, at a
scale of 2:1, even such an engaging to a supporting wheel shaft
(536) over the supporting wheel.
[0579] As the rolling out diagram of the locking stop release shows
to the left, in progress to the diagram in FIG. 46, the release
point b' was transferred to the left before the release pawl (504),
which permits a shortening of the total release frame. The release
stop f lies again on an outer radius and may be activated by one of
the longer release pawl.
[0580] The stage A shows the condition before the spring
tightening. The spring tension component at (503) effects, by
driving with of the spring tensioning tongue (495) of the mediator
disc, the movement of the arresting gape (497) with the mediator
disc up to the engagement of the arresting tongue (466) of the
operation disc (493) in the stage B at d and simultaneously the
locking of the operation disc by the engagement of its arresting
tongue into the gape of the upright lamella (491) at c. The stage C
is reached after the release by the pawl (505) at c, because the
torsion spring rotates counter clockwise the discs interlocked
against each other and trigger off the arresting slides of the
supporting wheels up to the dog of the driving pin (567) and then
spread the vertically swivelling stilt against the rail by means of
the cam. The interlocking of both discs is solved with the release
of the function c. The cam and herewith the operation disc are
reset into the exit position with the lifting of the stilt into the
horizontal line during the function c.
[0581] FIG. 50 reproduces, above in a side view, at natural size,
three functional stages A-C out a, whose execution that of (a)
precedes during the vehicle descent, which means the release of the
arresting slides for the supporting wheel shafts (cp. FIG. 9) on
the vertically swivelling stilts.
[0582] Only one operations disc is applied and the use of an
overhaul mechanism for the cam during the upwards movement is
provided. For the release of the arresting slides, the small
crank-like lever (564)--which is shown nearer in detail, above, in
the longitudinal section, at scale 2:1--is revolving connected near
the axis with the operation disc. The rope, which operates through
idlers (566, 539) the arresting slide, is fastened at the free
lever end.
[0583] At the stage A, the strong tension spring (499) between the
mount on the housing, to the left, and the mount on the operation
disc (493) is tightened after the counter clockwise turning of the
latter by the spring tension pawl (586) with entrance into the
arresting gap (497) of the upright lamella (491, cp. FIG. 45,
cross-section, below). The tension movement ensues in the first
stage of the tension process with a slight over-stroke. The cam
(592) of the operation disc stands thereby in a slight distance
over the upper crank for the stilt movement. The later are situated
in the horizontal exit position. The arresting tongue (450) is
already pushed out of the gap of the upright lamella (491) by the
release pawl (505) at a.
[0584] At the stage B, the transit moment is demonstrated, on which
the tension spring has brought in contact the cam with the
operation disc after a slight sector turning of the operation disc
by the upper crank. The small lever (564) has maximally tightened
the Bowden cable (327) there and the arresting lamella in the
arresting slide was thereby retracted over the idler (539) so that
the related supporting wheel shaft was released (cp. FIG. 49, only
one Bowden cable from four is shown).
[0585] At the stage C, the rotation of the operation disc was
finished by driving with the stilt into the spreading position the
Bowden cable was again detent. The firmly resting uptake channel
(500, drawn only on A) for the tension spring secures its function
direction and can be used for braking in initial rotation
stages.
[0586] The longitudinal sections, above, to the right, show, to the
left, a double arresting slide (561), which will say two arresting
slides one over the other engaging into the supporting wheel shaft.
To the right, the prolonged arresting notch in the shat is more
distinct and was already pointed to the positional relations
between the guide way rail, whose outer rail edge (488) and the
supporting wheel (25) as well as the disc (487) on the supporting
wheel. The upper of both arresting slides would need to be released
when the vehicle gets away from the rail the supporting wheel to be
able to solve from the rail edge.
[0587] But presumably the prolongation of the arresting notch is
sufficient for the problem solution, because a clamping working
holds fixedly in the lower notch halfway through the arresting
slide when the vehicle tips. The clamping working falls away when
the vehicle rises.
[0588] In the middle part, to the left, in a longitudinal section
detail, at a scale of 1:1, a solution for function e' is given
whose triggering off lies shortly in front of e; the appertaining
plan view is given in FIG. 35, third row from above. Angle bar
(608) builds in this variation a firm connection to the worm nut
(535) and the "upright" lamella (491) with the housing (not shown).
The spring tensioning pawl (503) driven from the rotation axis
(520) works against the spring tensioning tongue of the operation
disc (493) which is connected with the tension spring (499). Even
the release pawl (504) which triggers off the function e' for the
lifting of the vehicle wheels from the rails, is fastened with the
rotation axis. The operation disc drives directly the bush with its
spiral guiding groove (201) directly in which a short pin projects
from the worm nut. For further functional context read at FIG. 88,
over the third row from above and the horizontal cross-section in
the middle part, and FIG. 39.
[0589] The lower row also shows, in a side view, a functional row
A-D for the function c; the diagram is diminished to a fifth of the
natural size.
[0590] At the stage A, before the spring tightening, the mount
(605) for the tension spring lies to the left on the mediator disc
(492) the other mount (590) lying to the right on the operation
disc. The weak biasing spring (598) lies contracted between the
outer mount on the fixing butt (582) at the housing and the
mediator disc (492) on the fixing ear (573). In the second third of
the total process of the spring tightening, the transport of the
spring tensioning tongue (495) ensues up to the gap of the
operations disc, so that in this manner the spring tension pawl
(503) is able to be moved pass there. The locking gap of the
mediator disc (492) was engaged was counter clockwise turned toward
the arresting tongue (496) where this was enabled to engage at c.
The arresting tongue of the mediator disc (492) was engaged into
the gap of the upright lamella (494) at d. The cam (592) with the
lower crank (483) lies about one movement sector under the stilt
which is in the horizontal exit position. The spring tension
movement was positioned to the first third of the total spring
tension movement (also for d and e), so that the clockwise running
back spring tension pawl has not a disturbing influence to the back
movement of the spring slide tongues.
[0591] At the stage B the release pawl (505) is run far to the stop
at c and has liberated the clockwise rotation of the operation disc
through clutching off from the mediator disc. The cam (592) with
the lower rank (483) are now lifted and therewith also the stilt
which was sunk down by the function a in the meantime. In this
manner, the stage C is reached. After the release of the locking of
the mediator disc at d, with the triggering off of the function,
the contraction of the weak tension spring brings the discs again
downward into the exit position (see Stage D). A dislocation of the
release scale is avoided in this manner.
[0592] The tipping of both discs out of their end position with the
cam in the horizontal plane after function c by the weak biasing
spring, back to their exit position obliquely below, before the
total spring tightening, avoids that the discs are tipped during
the function a through the driving with of the cam and that thereby
stops are triggered off.
[0593] For the release of (c), so the supporting wheels, would be
necessary an initial stretch for the cam from below with a
prolongation of the total spring way analogue to a (see above), it
was renounced of a separated representation, because
self-evident.
[0594] FIG. 51 presents, above, two longitudinal sections in the
functional stages, A before, and B after the lifting of the housing
with wheels under lifting of the latter from the guide way (22)
including the details of the mechanism being necessary for the
function b'. Underneath, the respective overviews are shown. The
scale is 1:2. I was searching for a solution under height saving.
Between the longitudinal sections and overviews, a schematic
functional diagram is presented in the longitudinal section. The
vertical movement compound machinery (478) for function b is drawn
below for the elucidation. The horizontally swivelling stilts (470)
strike together--as visible on the longitudinal sections--with
overlapping plates around the vertical rotation axis (520) and are
held together between the flat rotation axis head the segment disc
(553), the latter secured against rotation by knock of segment
flattening on the housing (133), sideward strutted by a kind of a
pot; the latter consisting of pins which are circularly fitted at
the segment disc, which offers hold, above, to the swivelling
segments of both stilts and, below, are hold together from a
interrupted auxiliary ring (548). Three square pins (547),
distributed around the circumference, are fixed at the height with
the stilts. A round pin projecting toward the rotation axis from
each square pin engages to a bent wedge segment (562). The square
pins stay, shifting in the height each, in a square tube (604)
escaping from the housing bottom. Two wedge segments (549) facing
one another are fastened under the enlarged operation disc (493)
revolving around an annular notch of the rotation axis. With the
rotation of the wedge segments, triggered off in the stage A, the
operation disc is lifted with the wedge segments to the stage B and
with it the rotation axis and the entire housing, connected with
it, including wheels. The rotation of the operation disc is
rendered visible by a hatched segment. Details of the position of
the vertical movement compound machineries are indicated for the
orientation. Between the longitudinal sections and then overviews,
the process is schematically explained in a side view.
[0595] FIG. 52 presents a favoured alternative solution for the
task b' in longitudinal sections of the functional stages A and B.
For that, a worm screw exist, free revolving around the vertical
rotation axis, toward the bottom side of the vehicle whose inner
screw portion may be rotated from the operation disc through the
connecting arm (563) with the connexion pin (574, see FIG. 45). The
operation disc with the pawls is arranged around the worm screw for
the space saving. The outer portion (535) which corresponds to a
nut is fastened below at the base frame (544) which is secured
against turning by means of telescopic struts (607) toward the
housing. The lower stage B shows the condition after the rotation
of the inner screw portion by means of the operation disc during
elevation of the base frame and herewith lifting off of the wheels
(102) from the rails. The auxiliary motor (25) and the transmission
axis are horizontally fitted in the housing. The motor for the
drive or the movement transfer there need to also be elevated (cp.
FIG. 13).
[0596] FIG. 53 relates to a solution in which a single motor takes
over the functions of the drive and the supply of the transmission.
The drive is useless after lifting off of the base frame with the
wheels already at beginning of a descent to another guide way; the
motor may consequently be switched over to the circuit operation
for the movement compound machineries, or the latter may be
connected:
[0597] Above, in about nature size, a longitudinal section under an
overview is reproduced, underneath two cross-sections in the
different initial stages A and the final stage B through the
centrifugal governor (to the right in the longitudinal section
detail) for the on-switching of the switching functions for the
movement compound machineries. The motor axis (2) leads from the
motor (1) through a bevel gear with the hollow axis (619) and
terminates on a small pinion of the drive transmission (611). Going
out from the exit gear, the bevel gear (620) with the hollow shaft
drives the bevel gears (618), which are connected by the flexible
shaft (613). Through it the drive shaft (621) is driven on as axis
of the base frame (560) and here, in the special solution case,
engages directly to the bevel gear of the axis of the wheel (102).
There is a further bevel gear drive from the drive shaft to the
wheel exists to the right, all wheels being in contact with the
guide way (22).
[0598] A cursor ledge (615) is driven through the hollow axis of
the bevel gear (620), which cursor ledge being driven by its roll
of a permanent magnet (see the detail, below) sliding in a slot
which contacts with the blade (616) at a disc when the centrifugal
governor is switched on, by higher speed, driving through a further
hollow axis segment the entrance pinion for the transmission (612)
of the movement compound machineries still reducing the rotational
speed. The transmission exit pinion drives the bevel gears (388)
through the hollow axis (619) for the movement compound machineries
(the worm nut 335 inclusive), whose outlines are partially
drawn.
[0599] The details allow to identify, that the cursor ledge (615)
stands in touching contact with the fixed standing oval permanent
magnet (614) and that the electric contacts (622,623) can be
shorted circuit one after another during the rotation with the disc
by the blade (616). The current flow is transmitted to the control
unit (467) and a higher current impact of a higher voltage to the
motor (1) over it and herewith the rotor movement counter clockwise
accelerated rapidly. When the passage of the backside of the oval
permanent magnet, the rotor being nearly away from the force of
attraction of the magnet is displaced outwards in the slot of the
rotor ledge by the centrifugal force and, after the passage of the
electric contacts (623) comes into the blade driving on whose disc
and herewith the movement compound machineries while the voltage is
reduced again by the control unit. The leaf springs (617) resist to
the blade movement in a manner being to surmount, so as the blade
preferably stand still in its contact when the motor is switched
off. The resistance of the leaf springs is still supported by the
reaching of the exit position in the movement compound machineries,
because the vehicle rests with its weight on the guide-way during
the activation of the speed-changing mechanism. For the switching
off of the second transmission, the motor is stopped during the
blade position at the leaf springs and quite slightly driven back
by the current pole change, so that the rotor is able to disengage
from the blade contact and is attracted by the fixed standing
permanent magnet. The use during the clockwise rotation is
corresponding.
[0600] Below, at a scale of about 1:5, a schematic line drawing is
given analogue to such of FIG. 39 in a side view which is limited
to a vehicle type according to that in FIG. 58 and e.g. to the
stages A and B.
[0601] The vertically swivelling stilts (469) are classed, in front
and from the back, with two separated bevel gear centres and
corresponding movement compound machineries.
[0602] The hinges joins (474) with detent of the movement dimension
are fitted higher so that they separate the stilt into two portions
of similar length. The portion near to the compound machinery is
lifted over the horizontal plane at a which means that the
operation radius is increased over 60 degrees. The shaft mount
(545) for the supporting wheels gives free quite slight tipping
movements in the vertical line; the arresting stops there was not
drawn. The horizontally swivelling tilts (470) are allocated to the
movement compound machinery in front and rearward which operate
synchronously correspondingly.
[0603] FIG. 54 shows, to the left, at a scale of 2:1 two partial
cross-sections, turned around 90 degrees, through a spring slide
pawl (503) taking leaning to the upright lamella (494) with a
locking area (see the triangle). The pawl function shall be
switched off in one running direction. The T-shaped partition wall
(569) extend parallel to the spring slide pawl and the elastic
spring tongue (571) turns the spring slide pawl away outwards and
lift them from the stop position when the pawl moves upwards, i.e.
clockwise. (see the detailed longitudinal-section to the right of
A) In the counter direction, to the right of B, the spring slide
pawl is pressed onto the stop position and that is operated.
[0604] FIG. 55 shows, in an natural size, a side view to the
operation disc (493) which is rotated slightly clockwise in the
stage A-F and depresses the upper crank (482) through pressure from
the slide bolt which replaces the cam. The slide bolt which is
represented above in detail, at a scale of 2:1, is led by a leaf
spring into the direction of a wedged projection on the crank to
the rotation axis; it is prevented from a leading back by through
wedge projection by the templet ring which rests fixedly on the
housing where it is not halted. Above, to the left, at a natural
size, the cross-section is given through a movement compound
machinery with torsion spring which indicates the position of the
slide bolt (538). (The small slide bolt, to the right, is turned
around 90 degrees and indicates the object.) When the operation
disc with the ledge (537) as rail guidance for the slide bolt is
rotated, it drives the crank at the wedge projection (see stages
A-B), only if a weak resistance exists (perhaps in the beginning of
the spring tightening for the function f). When the resistance
increases, the back movement is prevented by the templet ring (see
stages C-D). Finally, the slide bolt is enabled to overhaul the
wedge projection and therewith the crank because of a gap in the
templet ring (see stages D-E). During the back guidance movement,
the slide bolt overhauls the wedge projection again and it is led
back upwards from the latter into the exit position.
[0605] If the crank offers resistance, in the stage A, because,
perhaps at the function f, the vehicle rests on the guide-way, the
slide bolt immediately retreats and overhauls the crank still in
the stage A, so that the vehicle is not lifted, perhaps when the
function f is triggered off. Above, to the right, a cross-section
is given through the corresponding movement compound machinery.
[0606] FIG. 56 shows cross-sections, at a scale of 2:1, through the
movements compound machineries for the functions a, b', b, c/d, f
according to FIG. 57. For the function a (and with a weaker spring
also b), the operation disc (493) is rotated counter clockwise for
the tightening of the tension spring (499) by the spring tension
pawl (586) while the mediator disc (492) is locked with upright
lamella (494). For all spring tension pawls in this variation
values which they independently swivelled about a partial radius
when rotated clockwise so that the spring tension tongues are not
touched and disc are not hampered in their function during the
vehicle descent. In a side view detail, above, to the left, at the
stages A (in function during the counter clockwise rotation) and B
(swivelled and herewith switched off), it is visible, as both
spring tension pawls, facing one with other, with the stops which
terminate the extension of the swivelling are held together with
the rotation axis by the clamps (624) and are transported from the
latter. The operation disc has an elevated edge, which bears a
disc, onto which the spring tension tongue (495, see the triangle,
above) is mounted; a impediment of the release pawl (504) is
excluded in this manner. The elastic coating (625) on the operation
disc secures the swivelling function of the spring tension pawls by
friction. The bent sector slots (507) are also represented with the
horseshoe like pins which engage to the bent slots and are rotated
from the covering shell of the rotation axis. The swivelling
mechanism for the release pawls is operated by these (cp. FIG. 57,
first row, first image).
[0607] The last described mechanism is not necessary for the
function b. In this case, the spring tension pawl works against the
mediator disc (492) while the operation disc is fixed by a final
and herewith stop position of the cam (592) at 3 o'clock. For the
function b', only the operation disc (493) is necessary which here
is engaged with the upright lamella (494) as soon as the spring
tensioning tongue (495), driven by the tension pawl (586), is able
to evade into the gap of the upright lamella (494). Then the
arresting tongue (496) is also engaged with the upright lamella
(494) and may be released by the release pawl (503).
[0608] For the function f, to the catching of the plunge motion of
the vehicle, a drive from the rotation axis is not necessary. The
tightening of the tension spring (499) against its mount, which
rests fixed on the housing, ensues with the cam movement on the
operation disc by impact of the upper crank (482) up to the
engagement of the arresting tongue into the gap of the upright
lamella (491). It may be let loose from there through the flap
(626) in a bridging trough of the release pawl (504). In a
schematic side view, above, to the right, the function of this flap
is demonstrated. At the stage A, it closes the bridging trough
during the pawl movement whereby it is held in this position by a
stop (see the rectangle). The stage B shows the swivelling away of
the flap from the locking gap during the clockwise turning of the
release pawl.
[0609] FIG. 57 reproduces, above, to the left, at a scale of 2:1,
at the stages A and B, the detail representation of the engagement
of the arresting tongue (496) of the mediator disc (492) into the
gap of the upright lamella (494) and, underneath, the evading of a
spring tensioning tongue (495) in a disc gap, both through the
influence of the spring tension pawl (503). Above to the right, a
schematic rolling up is given of the arresting points inside a
frame whose rungs denote the release pawls. The frame is able to be
shortened in this manner by annexing of b' after a vacant site
compared with FIG. 7. The displacement of f out of the range, shall
call to mind its displacement on the operation disc.
[0610] The first row, underneath, in a side view to a movement
compound machinery, in approximately 80 percent of the natural
size, shows functional stages of a movement compound machinery
according to type a, b, the second and third row gives an overview
and the fourth row again a side view.
[0611] The function and representation largely correspond to that
of FIG. 45 by the use of a tension spring as driving means. The
distribution of the spring tension pawls and release stops as well
as singularities of pawl construction differ (cp. FIG. 56).
Correspondingly to that, the release stop for b' lies in front of,
or under the release pawl (504, see the rolling up diagram, above,
to the right).
[0612] At the first row, the operation disc is turned counter
clockwise through the stilts about 60 degrees with the lifting of
the cam into the horizontal line. The driving leaf springs (531) on
the discs thereby have rotated with the release pawls, whereby the
pins in the bent slots (587, see FIG. 46, a) have made the
clearance possible. For the function a, the mount (605) for the
tension spring (499) on the mediator disc (492) first below, to the
left, and the mount (590) for the operation disc (493) above, to
the right. The weak resetting spring (598) which is fastened at one
end on the housing, at the other end on the operation disc, is
relieved (see the first image). The latter is driven counter
clockwise by the spring tension pawl (586) which works against the
spring tensioning tongue (495) of the operation disc up to the
engagement of the former in the arresting gape of the mediator disc
at a. The resetting spring now is tightened (see the second image).
Both discs are rotated clockwise by the resetting spring until the
cam comes to lie on the upper crank. The arresting tongue of the
mediator disc is now engaged at b. The release pawl (504) has
reached the release point at a (see the third image). The operation
disc clockwise rotates then and drives thereby the cam, the rank
(both are not drawn separated) and the stilt. The peripheral
annular bow segments show that the spring tension ways can be
grouped as a, b and c, d, e which a more equal charging of the
motor is followed by.
[0613] With the example in the second row for the functions
(analogue to that c, d, e) a tilting is not necessary before the
tension spring tightening. The tension spring lies between mounts
on the discs, that is between the mount (605) on the mediator disc
and the mount (590) on the operation disc (see the first image).
The mediator disc is moved here through the spring tension pawl
(503) up to the engagement of the former with the upright lamella
(494) at d, while the operation disc was locked with the upright
lamella (491) at c by the end of the function a (see the third
image). In the exit position of the vehicle, the cam with the lower
crank remain also in functional readiness distant from the
horizontal stilt (see the second image). When the release pawl
(504) has reached c during a counter clockwise rotation, the
locking of the operation disc is released along with its cam
transports the lower crank and herewith the stilt again into the
horizontal line out of the sunk position during the function a (see
the fourth image).
[0614] The third row is occupied with the function b' for the drive
of the worm thread on (535) for the vehicle lifting (cp. FIG. 43).
The tension spring is fitted at the mount (544) at the housing and
on the mount (590) at the operation disc (see the first image). The
operation disc is driven at the spring slide tongue by the spring
tension pawl (586) and the arresting tongue is engaged in the
arresting gap of the upright lamella (491) at b' (see the second
image), where it is set free by the release pawl (see the third
image).
[0615] The fourth row serves for the function f for the catching up
of the vehicle fall. The proportionally strong spring stretches
from the mount (560) at the housing to the mount (590) on the
operation disc. Spring tightening by the rising of the stilt ensues
after the dipping of the stilt and herewith of the cam of the
operation disc after the release of the engagement of the operation
disc with the upright lamella (491) at b'.
[0616] The tension spring, resp. the movement compound machinery f,
may be saved and compensated by a, when an electric contact (533)
at b' is operated by touching through the release pawl during the
clockwise movement and when afterward the motor is changed over to
the counter clockwise movement. The tension spring is tightened
thereby and catches up the falling movement; at the same time, the
spring for the function b' is tightened and the vehicle is thereby
sunk. To the right, over the first image, the mechanically sketched
detail, at which a contact pin operates from the edge of the
operation disc a contact +/- only when clockwise moved, is only a
visual elucidation for the electronic switching operation in the
control unit.
[0617] The still more diminished schematic side view, quite to the
right, to a disc with the point scale designs a distribution of the
release stops for the independent supply of the movement compound
machineries each for both the ascent and the descent of the
vehicle. Therewith, a clear allotment is possible to separated
areas for the spring tightening (see the annular segments). The
release pawls with bridging trough for the release point e, which
lie on an inner radius guarantee the functional separation for both
movement directions. The four release pawls rest in an identical
distance. The sketch leads over to the operations of FIG. 58 (in
the middle and below).
[0618] FIG. 58 shows, above, in a natural size, a longitudinal
section a vehicle with a single motor (1) and two separated
swivelling centres for the stilt on both ends of the vehicle. The
drive runs from the motor through the hollow axis as motor axis (2)
to the transmission (611) of the first stage form whose exit drives
through the toothed gear coupling (628) the drive shaft (612) for
the wheels of the running operation. The triplet of engaging
toothed gears, one inside another, of the toothed gear coupling
permits a rise and sinking of the base frame (560). Underneath, in
the cross-section detail, only two axes are represented which
connect the middle toothed gear with each clinging to it, in the
position A of the lifted and B in that of the suppressed base
frame. The guiding notch bows in the appertaining plate frame (629)
was not further elaborated on because of being self-evident for its
function. A covering tube segment lead from the exit toothed gear
of the first transmission to the centrifugal switch (610, cp. FIG.
47) and from there another to the entrance toothed gear of a second
transmission (612). The exit toothed gear of the latter drives the
central rotation axis (520) to the bevel gears of the movement
compound machineries, through the motor axis also these to the
right. A ratchet toothed gear (630) is connected in front of each
bevel gear drive for the movement compound machineries from which
each works in the contrary direction. The left ratchet toothed gear
mediates clockwise rotations, that these of the vehicle descent,
that to the right counter clockwise rotations, i.e. these of the
ascent. Every ratchet toothed gear is secured against a driving the
idling by the biased ratchet tooth (631) being mounted on a housing
ledge. Both ratchet wheels, of course, stand one after another in
different planes by an appropriate breadth of the ratchet toothed
gear. The number of the ratchet teeth must be precisely adjusted to
the number of the teeth of the bevel gears or of other to preserve
the synchronization of the function.
[0619] The coupling of the movement of the stilts of one side with
that of the other side ensues over the connecting rod (632) at the
prolonged stilt ends. The movement direction of the worm nut (535)
must be chosen running one against another according to the
function. The vertical swivelling stilts (469) are connected with
their rotation axis in a such manner that they have clearance also
in the horizontal direction that the wheel are able to follow a
rail curve. The detail to the right, in the longitudinal section
and in an overview, shows such device by means of a slot guidance
in an axis collar, but as it is not represented, above, not to mask
the bevel gears.
[0620] Underneath, in the side view, example are to be found
appertaining to functional operations in the movement compound
machineries according FIG. 57. The first both images of the first
row for the function a correspond to the functional circle of the
vehicle descent through the left bevel gear with axis clockwise
rotation. A swivelling of the spring tension pawls is omitted
because a movement in the counter direction falls away. A special
movement compound machinery is provided but also for a and b as
well as for d and e, that for b' below drives two counter running
worm threads.
[0621] The third and fourth image of the first row corresponds to
the movement compound machineries for the ascent by counter
clockwise axis rotation. The first and third image correspond to
the condition after the tension spring tightening before the
function release, the second and fourth image correspond to that
after the stilt suppression.
[0622] The resting functional features and stages may be gathered
at FIG. 57.
[0623] The peripheral annular segments show again the possibility
of a favourable distribution of the spring tensions sectors (see
the third image, cp. FIG. 57). Even a greater functional radius up
to 90 degrees is provided for the function a, because the vertical
stilts are lifted in the hinged joint (474) with the locking over
the horizontal line (cp. FIG. 53, below).
[0624] The release points a-d and b'-f respectively were clearly
drawn asunder whereby it is possible to bear account when the motor
does not abruptly stop. Two spring tension pawls (503) and two
release pawls (504), opposite one to another, are represented. As
yet prepared in the schematic example in the third row of the disc
representation, to the right, in FIG. 57, release points may also
be contracted into the quadrants and distributed four times over
the circumference with doubling of the release pawls.
[0625] The second row corresponds to two descent stages in function
e with the clockwise rotation of the pawls, the third row to that
of the descent by c with counter clockwise pawl rotation, the first
image again in the condition of the tension spring tightening, the
second image in that of the spring relaxing after the operation.
Bearing of the tension in connection with a disc spring on the
projecting ledge (502); at the function e, the mediator disc (492)
is the plate bearing one and arrested in this functional stage
should be separately demonstrated. The plate is risen with the
resetting of the mediator disc (not shown). At the fourth row, it
is taken in account to position of the movement compound machinery
at the right side of the vehicle herewith, that the projecting
ledge (502) projects to the left, in this functional stage to the
left, above. The fifth row for the function f should be visualized
also with a longer spring analogue to the former which extends into
the direction which is adapted to the position to the right. The
first image shows the condition before the vehicle descent, the
second afterwards.
[0626] A variation which is applicable also for vehicles with a
single swivelling centre, is able to be derived from FIG. 58. Here,
the movement compound machineries for the discs for the ascent and
the descent are again separated and the tension springs
correspondingly are tightened in opposite directions. The
difference against the hitherto described solutions is due to the
circumstance that only one spring tension pawl and one release pawl
exist for each movement compound machinery which--turned out of the
zero position, around 180 degrees opposite the uniformly destined
spring tension point (it may be positioned to the left of the
horizontal line at "9 o'clock")--encountering there a stop not
being able to overcome it. There, an electric contact is operated
which switches over the movement direction of the rotation. The
functions, being loaded before along with the half of the "clock"
(e.g. the upper one, in clockwise direction for the ascent) are
triggered off along the row of the release points. The descending
functions are operated, in this example, in the lower half, that
will say during the half circular motion, loaded clockwise by the
spring tension pawl and triggered off after the reversal of
movement.
[0627] FIG. 59 returns once more to the conception of the motor
carriers which run ahead or follow to the main vehicle whereby the
devices, to lift the latter to a higher guide-way plane and also
the one for a sideward shifting to a parallel guide-way belong to
the middle portion i.e. to the proper vehicle which is here
designed as toy. Above, at a natural size, two longitudinal
sections are represented, A in the stage of the union on the basis
guide-way (22) and B by lifting of both "motor carriages" which do
not need a drive by folded bellows. Motors with transmissions and
leverage as well as compressor, control unit, hoses and wires were
not taken in to consideration by this demonstration of the lifting
frame. The vertical working folded bellows (221) project a little
out of the housing roof through openings and frame in a
horizontally folded bellows (221). The latter is fastened on a cage
which is a portion of the frame (635) the u-shaped bent ends at the
roof area on which there is carrier of the "motor" carriages
(14,16).
[0628] At the stage A, the folded bellows (633) are folded together
and the motor carriages contact with the guide-way (22), at the
stage B the folded bellows are blown up and lift the frame with the
motor carriages. The extended scissors lattice (636) offers hold
against the tipping off.
[0629] At the lower half, the process is repeated in an plan view.
At the stage A, the horizontal straightened folded bellows (634) in
a condition of being folded together as also the shear lattice (48)
which support it. At the stage B, the folded bellows is blown up
and has, supported from the stretched out shear lattice (48),
lifted both motor carriages with the frame over the neighbouring
guide-way (23) on which they are sunk by a slight evacuation of the
air from the folded bellows (633) (cp. B, above). By a further
ventilation, the main vehicle is lifted from the guide-way (22) and
dislocated over the guide-way (23) with the ventilation of the
folded bellows (221). That must finally ensue with a strike over
i.e. with the stronger one under pressure in the folded bellows
(633) that the wheels are lifted over the guide-way (not
represented).
[0630] FIG. 60 deals with the retreat of the supporting wheels
during a switch passage, which ensues through a device in the
vehicle which is switched on before a rail switch and off after
such by a second device near the rails. Above, to the left, at a
natural size, a plan view of the detail is represented around the
wheel and the supporting wheel contacting with a rail, to the right
follows the appertaining longitudinal section. The disc (637) is
not more centrically arranged to the supporting wheel (25) with the
one over the ledge (642) over the guide-way (22). The cross-tie
(480) is connected with the axis of the wheel (102) and holds the
supporting wheel shaft (536). Thereon, the ledge with the
supporting wheel is fastened whereby the ledge runs over the disc.
A narrower rail course of the guide-ways is to catch up in this
manner. The position to the supporting wheel shaft (536) is only
hinted, the arresting lock classed within is not drawn.
[0631] Beginning in the middle, in a cross-section, also at a
natural size, in the three stages A-C, a mechanism for the lateral
tilting of the supporting wheel apparatus is sketched in detail
during the switch crossing. The disc (637) which could besides be
functionally replaced by the ledge alone, is nevertheless displaced
outside of the rail; this displacement could be included in the
mechanism. The cross-tie (480) to the wheel axis contains a drum
(638) around which the axis of the supporting wheel (25) is
swivelling around a cross-axis. But this cross-axis is displaced in
a eccentric cross-slot to the periphery, what is effected by two
wedges (hatched drawn) which are connected through a leverage with
a sliding tube over the supporting wheel axis; thereby a fixation
at a stop point is effected (see stage A). The gallows (639) goes
off laterally and with an angle from the sliding tube and from
cross-strut of the gallows a rope leads to the ledge near the axis
of the disc. In the beginning, the gallows end lies up to the inner
beam as switching coulisse (640) which runs rising parallel to the
guide-way (22).
[0632] At the stage B, the wheel is rolled farther on the rail, the
gallows was slightly risen and the wedges thereby risen with the
sliding tube whereby the supporting wheel axis was centrically
shifted. At the stage C, the gallows was lifted through the bent of
the beam which accompanies the rail approaching it so far that the
angle between the gallows and the sliding tubes comes behind the
arresting leaf spring (641). When the rail switch was passed, the
gallows end is brought back again through the shortening outer beam
of the switching coulisse installation according to stage C over B
and A into the arresting position for the fixing of the supporting
wheel under the rail edge.
[0633] Below, to the right in a plan view and underneath in the
cross-section, at a natural size, a mechanism is demonstrated which
serves the displacement of the clamp 581, cp. FIG. 43) into a box
of the vehicle housing under the vehicle cabin. The clamp ends are
designed sickle-shaped as shown in the longitudinal section under
A, so that they are displaced against a compression spring upwards
into the box during the passing of crossing rail switch
portions.
[0634] FIG. 61 shows. above, to the left, in a plan view, at a
natural size, underneath in two longitudinal sections corresponding
to the functional stages A and B, in detail of another solution,
classed with a wheel, for the crossing of the rail switches by
lifting of the supporting wheel apparatus while the vehicle is
omitted. Underneath, the sliding collar (643) is drawn as detail,
at a scale of 2:1. Above, to the right, a cross-section is shown
through a rail and a switching templet near the rail. The sliding
collar (643) is shifting at the height along the square bar (644)
and has a flange on which the lever (657) is born with the
cross-axis. The lower lever end, supported by a tension spring,
engages into a notch of the firmly standing square bar, into a
lower one (at the stage A) or a higher one after the lifting of the
sliding collar, the square bar below being connected with the axis
of a wheel (102). The upper lever end has a cross-rod (645) with a
roll. The latter lies on the switching templet (640) which runs
rising and descending parallel to the guide-way rail (22) At the
stage A, the supporting apparatus with a disc (637) which is firmly
connected with the sliding collar whilst the supporting wheel (25)
engages under the rail edge in function, the vehicle moving to the
left in direction of the rail switch (not drawn). When the movement
is continued, the roll on of the cross-rod is lifted on the slope
of the switching templet and the lower lever end first drawn of the
lower arresting notch and subsequently the sliding collar lifted up
to the engagement of the lever end into the upper arresting notch
(not shown).
[0635] The stage B represents the transition to the switch passage
during the vehicle movement to the right. The roll still lies on
the portion of the switching templet which slanting from the left
rises above overlapping them at this end which descends to the
right. The spring bent (646) at the switching templet has seized
the cross-rod (645) and thereby drew out the other lever end from
the upper arresting notch. The roll on the lever end falls to the
lower switching templet and lets the lower lever end pass the upper
arresting notch. Along the lower (right) switching templet, the
sliding collar and the supporting apparatus is further sunk up to
their fixation in the lower arresting notch. (not shown). On the
overview detail, above, to the left from the switching templet, the
cross-rod (645) with the roll is demonstrate to the left at the
stage B and to the right at the stage A. From the left, the elastic
tongue passage (658) is already passed through which the roll is
able to pass through and to leave the roofing slope during the
movement to the right. Above, to the right, the cross-section
detail through the switching templet, to the left beside the
guide-way rail at the overlapping area of both slopes, shows the
passage of the roll being moved from the right. Alternatively, the
roll on the cross-rod, spring biased on the slope which rises from
the left, could be led away from the counter slope rearwards to
jump then forwards to the descending slope so that the elastic
tongue for the counter movement of the roll to the left could be
omitted because the omission of the roofing.
[0636] FIG. 62 shows, above, in a longitudinal section, at natural
size, in the stages A up to B the suppression of a vehicle cabin to
a stretch of road without guide-way rail (e.g. to a pavement),
while both motor carriages still remain on the higher guide-way
rails. As the plan view, under A, shows, an example was chosen with
two parallel rails which may be slightly transferred to other rails
arrangements. The telescopic column (3) between the motor carriages
(14,16) and the main vehicle (respective cabin) were only sketched
symbolically and all driving elements were omitted. At the stage A,
before the suppression of the cabin, after its extending through
the telescopic tubes of the slide (5), light flashes, acoustical
signals and eventually compression air strokes oust of nozzles (not
shown) are emitted rather perpendicularly to the landing area for
the warning of the passers-by. When sideward crossing detector rays
(648) meet an obstacle (649), the process of the cabin suppression
is interrupted. At the stage B, the cabin is sunken by the
telescopic column (3). The warning signals and search impulses (the
latter not shown) start now from the motor carriages. The cabin
doors should be bolted up to the descent of the motor carriages;
unless the cabin is elevated instantly for a new start. It was a
farther task to produce resting surfaces for the landed vehicle
portions additionally or instead of the wheels to save the vehicle
and the underground and compensate for slight inequalities of the
floor-space. This is effected by the resting plates (650) which are
let down loose at the corners of the vehicle portions or otherwise
in a suitable symmetric distribution, these resting plates having a
preferable elastic condition and being fitted with ray sensors or
contact sensors (651) which report the ground contact or distance
to the control unit for the data processing. A contact sensors
preferably piezo-elements may serve in the resting plates which not
only report the ground touching but also the pressure intensity.
The resting plates are suppressed and lifted in each case at the
shaft (652) inside the shaft guidance.
[0637] Both lower representations A and B are schematic
longitudinal sections along the cabin outer edge (the direction of
cutting reference is drawn with dashed-dotted lines). The thick
lines at the solution A symbolize a mount inside the cabin housing
which holds the auxiliary motors (50) in the height with the
toothed gear engagement with a thread bush each. The spindles,
which are borne rotating below in one resting plate each were
turned downwards by rotation until the stop command was transmitted
to the appertaining auxiliary motor through the contact closing in
the resting plate (see stage B) to the board computer (258) when
the ground is touched (see the undulatory dashed line). When the
inequality transcends predestined limit values or the feedback of
the touching of the ground is failed, the door opening does not to
place and the cabin is risen again through its telescopic column to
the motor carriages (see the longitudinal section, above). The
complying with limit values according to the cabin inclination may
also be drawn near as steering instrument, alone or in completion,
as it is controlled by an electronic water-level (653, see on the
plan view, above).
[0638] At the variation B, the shafts with the electric ground
contacts (654) are let down at the vehicle corners over idlers with
ropes which are operated by a single auxiliary motor (50) with rope
sheaves. A length compensation ensues through a tension spring
between each upper shaft end and each idler. A sliding contact
perhaps at each upper shaft end may be able to tap off the
difference in altitude of the shafts which are driven out from a
measuring point row inside the fixed standing collar (656) for the
shaft and transmitted to the control unit (467). The locking bolt
(607) engaging into a gear rack along each shaft is steered through
an electromagnet through signals from the control unit (only
symbolically drawn). Pilot circuits are incompletely drawn out in
lines.
[0639] FIG. 63 shows, above, a schematic cross-section, at about a
scale 1:40, through a rail erection as half arcade or harp bow for
the representation of a T-rail which projects from horizontal rungs
into the cabin transport space (see above) with a rail bearing leg
looming upwards and such looming downwards. The rung is capable of
continuing between both legs so as the configuration of a lying
cross results. The difference of the level distances results from
the demonstration of the equipment with different wheel tilting
mechanisms. As variation, wheels with outer and inner flanges are
elected only exemplary. Supporting wheels then are not absolutely
necessary. The ascent of the motor carriages is represented over a
cabin by means of the telescopic columns (only two out of four are
shown) between the second highest and the uppermost guide-way step
The slide the one motor carriage (14) is thereby not only so far
displaced to the left, that the right upper wheel is released from
the rail contact and the climbing movement is let free but for a
better balancing of the weight this displacement to the left takes
place in such an extent as the other motor carriage (16) approaches
to the higher guide-way to the right. When the motor carriage (14)
has secure guide-way contact, the motor carriage (16) is made up
for its own new guide-way contact to the right (not shown). The
uppermost guide-way step is increased because the lower wheel
fitting is supposed as rigid so as the telescopic columns must lift
the vehicle higher for the crossing of the rail. The compensating
level of the upper (right) wheel is correspondingly increased. Two
wheel are demonstrated at the same time in an elevated and a
suppressed condition. At the example on the lower guide-way step,
the transition to a stand form is represented with two rails with
parallel rails in the same level. To aim at that, the wheel left
lower is displaced to the left in a slide box. A transport chain
with auxiliary motor is exemplarily drawn as a mechanism. In areas
of a tight urban traffic, where an application in overhang is
suitable, the overload of the upper (left outer) rail equalized in
such a manner by the right upper wheels of all vehicles of this
trace through the counter pressure from bellow to the lower portion
of the higher rail through the upper right wheels of all vehicles
on this lower rail by an about equal traffic flow. The tilting of
the wheels around the longitudinal axis is effected by a crank
mechanism (cp. FIG. 24) instead of the transverse working seesaw
movement as earlier described To the right, the longitudinal
section detail of a wheel (102) is still shown with outer flange;
the thought is initiated, to let alternate wheels with inner and
outer flange increasing the lateral stability.
[0640] The cross section in the middle, at a scale of 1:20,
represents a single guide-way step with a vehicle from which only
the wheels in contact with the rail are drawn with appertaining
motors and the tilting mechanism. The prolongation of the upper
holding rung for the rail shows that the latter wedge-shaped comes
to end between the upper and lower running rail, while a T-rail is
elected below. To the right of the lower carrying rang, a second
rail is fitted as the beginning of the transposition to the later
widen usual guide-way on which the lower wheel with motor compound
machinery is led to the left with rung broadening A compound
machinery could be omitted for wheels with double flanges (see
above, the lowest vehicle). The same values when the supporting
wheel (25), which is drawn, is used, which is fixedly connected
with the motor compound machinery and can be approached to the rail
in a crank movement by means of the tilting mechanism (660). (The
wheel could also be fitted with a double flange.)
[0641] As a further variation, a tilting motor (662) was drawn in,
which would permit a separated tilting up of the supporting wheel.
To the right, near to the ascending rail carrier, a wheel with
motor is shown which is capable of being turned upwards (drawn with
dashed lines) by the tilting lever (661) from a transmission being
driven from this motor by chain and comes then in contact with the
upper guide-way rail. For the transition to a broader guide-way,
strut by the same carrier rung, (below, to the right) additional
wheels with rigid axis then are necessary, which only passively
rotate during guide-way contact. But one may imagine also the upper
wheel-motor compound machinery or an upper wheel with chain drive
as additional equipment to the lower one on common tilting axis
(the tilting lever is drawn in with dashed lines). then only a
small tilting radius is necessary for the tilting up of the
wheels.
[0642] A vehicle with linear motor driven sleds (102,103) are
represented below, in a schematic longitudinal section, at a scale
of 1:40. The appertaining electric spools and current leading-in
wires were omitted because of being already familiar. The tilting
arms, reproduced as short thick lines, are stretched up above to
the rail contact and below tilted for the rise from the rails. To
the right, on a cross-section, a sliding box for the adaptation to
another gauge is outlined. The upper sled was drawn as detail at a
scale of 1:80.
[0643] FIG. 64 shows, above, to the right, at a scale of 1:40, a
longitudinal detail of the drive of two sliding levers for a sled
whose tilting levers (661) with a prolongation behind the tilting
axis engage into the space between two borders of a horizontally
shifting toothed rack which is dislocated at the opposite side by a
motor driven toothed gear. A shows the stage of the sled being
elevated into the rail, B shows the one of the sled retreat.
[0644] To the left, at a scale of 1:40, a longitudinal section
detail through a vehicle is shown during the descent of the cabin
to a lower guide-way. The cabin is lowered through the telescopic
columns (3) which are driven out, Two wheel pairs (above and below)
are tilting each around the common crank joint (663) through one
crank lever each. The shaft for the toothed gear, which is driven
over a chain by a motor (1), runs though the tilting axis; the
motor carriages (14,16) have one motor each and the cabin has two
motors. An alternative is demonstrated on the overview, below, for
the left half, whereby one single motor (1) exceeding from the
cabin not only drives the driving axes of the latter but also,
through the rotating telescopic columns (5) the horizontal
telescopic tubes of the slide (5) whose rotation is transferred
through a transmission with clutch according to that in FIG. 1,
above, to the left, to the wheels of the motor carriages.
[0645] A mechanism for the crank tilting is represented to the
right, in a longitudinal section detail at the stage A with wheels
drawn back from the rails (22, 23) and B with the wheels in rail
contact. Thereby a rail wedge (664) which is mounted on a plate is
shifted to the left along the housing walls by means of the
hydraulic cylinder (665). Cross pins (666) which also may have
wheels or rolls of the tilting levers, engage into the rails so
that the levers and herewith also the wheels are displaced upwards
and downwards. The crank joint (663) is thereby a portion which is
fixed at the housing.
[0646] The cross-section between stage A and B shows, at the stage
B, the cross pins which may also rotate inside the rails, which
frame these, and the position of the sliding wedges (664) shifted
in the height against each other.
[0647] FIG. 65 shows in three longitudinal section details, at a
scale of 1:20, in the movement stages A-C, a mechanism for the
exact rail placing of the wheels (102). The transport member
including the telescopic tubes of the slide (5) and the axis with
the wheel (102) are shifted by means of the vertical telescopic
columns (not shown) so far over the rail (22) that the ascending
end leg of the feeler (668) lie partially under the rail level.
With a further shifting, the feeler would be lifted and herewith
the spring biased contact switch (669) would be closed and the
wheel sunk over the control unit (467) with interrupted impulses to
the drive of the vertically working telescopic columns so that the
outer flange can pass the rail during the shifting to the right by
the slide (cp. stage B) while the bigger inner flange encounters
with the resistance of the rail (cp. stage C). The axis with the
wheel is lifted up to the running contact with the rail (cp. stage
C) owing to the power transfer from the slide direct to the sliding
collar (670) through both parallel levers which are flexibly joined
at firm bars on the frame. At B and C, the feeler is alternatively
replaced through the sensor (667) which in horizontal raying
transfers the distance to the rail to the control unit for the
impulse sending and controls through the drive of the telescopic
mechanisms the positioning of the wheel into the stage C. Instead
of a bigger inner flange, two wheels, rear and in front of the
running wheel, are inserted cross to the rail which effect the
pushing off from them during their approach from the side so that
the lever lifting is operated through the further slide movement.
For the suppression of the wheel out of the rail contact, the slide
can first be drawn back a short distance without taking with the
appertaining frame owing to the slot guidance (671) while the
levers are put obliquely; the wheel axis can thereby be sunk before
the slide with the wheel is driven back to the left (not shown). An
analogue mechanism can be constructed for the lower wheels.
[0648] FIG. 66 points out, below, to the left, in a schematic
longitudinal section (A) along the rear cabin border and to the
right in two cross-sections, at the stage B and C, at a scale of
1:40, the possibility of a gradual change over from the course on a
upper rear rail, by lifting of the running wheels (not drawn) from
the drawn-in lower front rail to a rope guidance in the middle. At
A it is visible that a parallel displacement of a hinged frame
around the cabin is caused by an unequal rising by the paired
wheels (102), which are driven through motors (1) over chains, on
an ascending rail.
[0649] On the cross-section, one ascertains, in what manner the
drawn vertical telescopic bars are lifted by the lower rail
guidance (672) for the wheels (with the lifting of the upper rail,
see the longitudinal section). But the wheels with the motors
obliquity, following a rail curve (dashed drawn), are inwards
swivelled about 180 degrees in a torsion groove guidance (not
shown), first, during the lifting of the vertical bar out of the
stage B, and then the wheels with the motors are brought along the
bar obliquity into middle position to the cabin by means of a
telescopic sleeve. At the stage C, the upper rail was replaced by
the rope after both lower rails are broken off, first this one in
front then this at the back. The transition from the rope to the
rail phase ensues in an reversal of the described procedure,
whereby the upper inner rail has the function, besides of the
gravity, to shift together again the lateral telescopic bars and to
urge outwards the wheels with the motors.
[0650] FIG. 67 shows, on a cross-section, at a scale of 1:40, still
more schematised, an alternative solution in the functional stages
A and B. The lever angle (673) is able to be swivelled with the
motor (1) and the wheel in the middle of the cabin around the hinge
(674) and lie, at A, parallel to the cabin upper corner. The wheel
with double flange clings first to the upper inner additional rail
and is led from it up to the transition into the rope (stage B) to
the left insides. (The rail and wheel below are not drawn.)
Thereby, the lever angle (673) is swivelled upwards in the hinge
(674) and the wheel is gradually swivelled in the hinge (675)
around 90 degrees to the lever angle axis.
[0651] The coordination of the hinged movements may be effected by
separated synchronized drives, but more suitably through an
additional rod guidance (analogue to that in FIG. 38, above, to the
right).
[0652] The construction values analogue also for the staying form
of a vehicle and is an alternative for the parallel guidance of two
ropes through a frame with lateral wheels (cp. FIG. 30, in the
middle)
[0653] FIG. 68 sketches rail switch constructions mainly for wheels
with double flanges by avoiding from laterally clinging rail
tongues. The upper line shows, under A and B in a overview, at a
scale of 1:60, two switch positions of a single rail, which enable
running over a rail switch with rail tongues by means of the slide
(682) moved by a hydraulic piston. Underneath, t, the overview is
given to a double rail switch with slide. To the right of that, two
variations A and B of a guide-way rail is shown in the longitudinal
section. At A, the right rail end has a suppression and is
connected in an undercut with the left rail end. A rail segment,
slanting at the right end, can be slid into the gap by means of a
slide.
[0654] For the use of double wheel pairs at freight vehicles which
not are capable to execute the rail deflection provided only on one
guide-way for passenger vehicles because they run on multiply
guide-ways, it could also be dispensed with the straight rail
segment filling the gap; but the fright vehicles are then only
admitted to pass in arrow direction. Under B, the rail builds a
trough by a symmetric cracking off for security purpose, into which
the short switch segments are shifted in with switch tongues
clinging from above.
[0655] The sketch in the middle shows in which manner rail segments
can be changed inside a guide-way gap by shifting and turning of
rail carrying plates which are separated for both sides.
[0656] Both lower rows, from A to C, are perspective side views to
show that straight or bent rail segments can be displaced through
levers parallel from the side (see A, in front) as well as
door-hinge like clapped away (see A behind). At B, the bent segment
is clapped downwards to make place for the straight rail segment
(see C). The levers must, of course, be mounted in such a manner,
that they are not touched by wheels. The overview, to the right,
shows both adjusting functions of a switch with a double door-hinge
for the bridging segments.
[0657] FIG. 69 shows, on a plan view, the detail of a wheel axis
unit, in so far as applied for toys in a natural size. It is dealt
with a lowering of a supporting wheel to the rail. At stage A--a
plan view detail of the shaft mount is drawn enlarged below--, the
unit is positioned in connection with the wheels (102) on a curve
of the guide-way (22) during the supporting wheel (25) being
engaged below to the outer prominent edge of the upper rail edge or
rim. The disc, being hitherto used for supporting of the supporting
wheel shaft (536) on the rail, is replaced by the roll (677) whose
axis is swivelled with the shaft mount (545) and around it. The
latter is connected with the wheel axis through the cross tie (480)
which consists of two plates swivelling around a swivel hinge.
[0658] The shaft mount is drawn below again at a scale of 2:1. At
the stage B, the shaft mounts were swivelled out around 90 degrees
with rolls and supporting wheels; the rolls now are standing
parallel to the guide-way and the supporting wheels are turned away
from the guide-way. The arresting slide (510) for the fixation of
the supporting wheel shaft is connected with the housing (130)
respectively with the stilt and it is engaged, at the stage B, at
the height position c, into the arresting notch which runs coiled
from below.
[0659] To the right, side views of a supporting wheel shaft and of
its surroundings are demonstrated, at stage A in a suppressed
condition, at stage B in a raised one.
[0660] One ascertains that the swivelling movement of the shaft
mount is effected by a torsion of the rectangular supporting wheel
shaft in its end portion (demonstrated by the cross section, to the
right). The lowering of the shaft was impeded (not shown), at the
height position c, by the kink (see: as angle, to the left, on the
cross-section detail) of the leaf spring (683) projecting from the
shafts mount until, after the rotation of shaft mount at the height
position b, the weight of the sinking vehicle drew the kink over
the impediment.
[0661] To the left, beside B, in the longitudinal section, at a
natural scale, a variation of the mechanism for the swivelling in
of the roll to the rail is shown. The round supporting wheel shaft
is sliding at the height inside a tube which is connected with the
housing and is drawn down to the rail by the tension spring between
shaft and tube. The shaft mount is firmly connected with the lower
end of the supporting wheel shaft. The arresting tongue of the
arresting slide is drawn upwards inside the long-notch, which
extends over the shaft half, during the lifting of the housing and
the supporting wheel shaft is turned by means of the guiding bolt,
which is connected to a rigid tongue from behind and below with the
shaft mount, projecting into a slant groove in the tube; the rolls
and the supporting wheels are swivelled away from the rail by means
of that guiding bolt. This is rendered possible by the initial
arresting of the supporting wheel at the rail edge or rim. The
tension spring remains tightened during the further raising of the
housing until the release of the arresting slide. After the release
of the arresting slide, the swivelling in of shaft mount to the
rail is impeded by the leaf spring (683), a lock, which is released
by the knitting on of a perpendicular prop to the rail. As valid
for all such mechanisms, swivelling movements can be effected by
auxiliary motors which are controlled by contacts along the sliding
stretches or by distance sensors
[0662] To the right, outside. A variation still is shown of a
distribution into two rolls with the effect that the rail not more
touches the rolls if their axis stands rectangular to the rail.
[0663] FIG. 70 resumes to FIG. 64 and merely completes it through
the slide telescopes (678) as it--without to be particularly named
there--was already applied in FIG. 13 for the cabin (21), above, to
render possible a guide-way change also in case of the guide-ways
being arranged in palisades.
[0664] Above, to the left, at a scale of 1:30, a longitudinal
section is given, below a plan view. To the right, in a
cross-section, at a scale of 1:60, the implementation on a
guide-way palisade is reproduced.
[0665] The cabin (21) was moved towards the left by means of the
slide telescopes (676) during the guide-way contact was still
conserved, the motor carriages (as transport members)--from which
only one axis with wheels is represented--are lifted through the
telescopic column (3) and brought in contact with the upper
guide-way by means of the slide (5). The lower right rail
represents a transition to a stand form of the vehicle or for a
transition of such. The connection struts (679) to secure the
stability are symbolized by angles. It was not shown, in what a
manner the wheels of the cabin (21) are fetched to the left by the
contraction of the slide telescopes (676)) and then in what manner
the telescopic columns are lifted with the cabin and, finally,
transported to the higher guide-way by means of the contraction of
the telescopes of the slide (5). It is demonstrated that frames do
not need to embrace the motor carriages as described in the prior
FIG. 13, they could also solely frame the cabin and thereby being
shortened.
[0666] Below, to the right, in the cross-section, at a natural
size--again oriented on toys, but of which here again was thought
less--rails variations A-F and their use. A-C relates to the
increase of a sideward stability through a rail groove which, at A,
takes up the wheel (102)--e.g. as U-rail (to the right)--, at B,
the flange and, at C, offers the possibility of a better water
drain through the additional rail (680). At D and E, it works about
the guidance of the supporting wheel (25). At D, its friction
should be diminished, during the guide-way change, by means of the
small under rail ledge (681) which is under the broadened outer
rail ledge. The application of supporting wheels could be avoided,
if an appropriate depth of the grooves is chosen.
[0667] At E, the supporting wheel engages from below with the outer
rail ledge. At F, ledges (it also could be wheels) engage from
above and from below into a T-rail clamp-like closed around the
rail through a swivelling bow (684) which is laterally mounted on a
vehicle (not shown). Under the version with sleds, such with wheels
is reproduced whereby the function of the wheels is taken over by
the supporting wheels.
[0668] FIG. 71 returns to FIG. 28, above, to the left, and
amplifies that by the representation of an implementation of the
container units on climbing guide-ways. The transportation of
freight container is represented in a longitudinal section, at a
scale of 1:40, in the stages A-C, which relate to the lowering of
the guide-way steps. The task is here solved in such a manner, that
the left one of three containers has a swivelling lid; strutting
the load; and that telescopic tubes are mounted between the lateral
walls of the containers which are pushed together to such an extent
as the guide-way steps are lowered. Above, to the left, as an
amplification, a horizontal telescopic connection is represented
between the lateral telescopic tubes at the area of the wheel axes
(not shown), which permit the driving of the guide-way steps with
an changeable lateral distance of the guide-ways. The small
cylinders and pistons at the perpendicular telescopic tubes
symbolize the possibility of the load distribution by a control
mechanism according to FIG. 32.
[0669] FIG. 72 shows, above in a cross-section, at a scale of 1:40,
the arrangement of two rail supporting pillars as half arcades or
"harp bows", not stepped but outwardly swung and fitted with cross
struts for the guide-way rest. One of these is drawn, outward, to
the right, suggesting a variation of use. It could preferably serve
the passenger traffic because of psychological reasons. Against it,
freights would be transport inside between the pillars. The
rectangles symbolize cabins. Street interjections would be suitable
places for the employment, especially in cities and towns. In the
middle, also in cross-sections, the two stages A an B of a
passenger transition are sketched from one cabin to another one in
transfer towers. Differently to the procedures in FIG. 84 her not
the driving aggregates or cabins are changed, but the seats are
displaced (symbolically through a suspension motor on a gear rack).
Up to the middle of the distance, the transport equipment of the
left chamber puts an end to the change. To the left, in a
cross-section, a pillar is visible being streamlined shaped for a
better air leading off for leaving vehicles. Two lateral mirrors
should weaken the ascertainment of the pillar from outside of the
cabin. The cross-section, below, at a scale of 1:20, to the right,
shall be such through a cabin the door of which can be tilted away
leaving free the lateral exit as well as the one downwards (see the
representation with dashed lines). The seats can be let down loose
through a suspension rope device to the ground after the downward
opening of the door.
[0670] FIG. 73 shows, above, a cross-section and, underneath, a
longitudinal section, at a scale of 1:80, through a tubular
supporting structure for lateral rail carriers. Overhanging cabins
(21) are drawn as rectangles with dashed lines, the lowest one
during the ascent (the cabin outline is shown with dotted-dashed
lines). The cut carrier cross rests on plates which for their part
lie on hollow spheres on bottom plates. Carrier ropes are drawn
black at the place of their fastening; they are drawn as vacant
circles at fixation points in loop formation. Cross bars connect
across the rail carriers in distances (see the cross-section); they
are drawn as black rectangles in the longitudinal section. Ropes
are partially also eel-basket like tailed between the carrier
crosses inside the tube which bears the rails together. The rails
are carried from ropes like suspension bridges.
[0671] Below, in the cross-section, at a scale of 1:10, two
parallel (in this case) guide-way rails are shown which overlap at
the cutting site inside the rail area carrying vehicles and are
longitudinally adjustable one against each other (symbolized by
balls). The sleeper which connects these is born to the right and
the left from wire ropes which may also be shiftable inside the
guide channel.
[0672] Quite below, a plan view of the overlapping rail stretch is
shown. Such rigging structures, however, multiply carrier tubes
cross-linking side by side but also used with arcade construction
shall catch up impacts by elasticity in areas which are threatened
by earthquakes. The effect is still increased by elasticity between
the transport and fastening means, which bear the rail slide
devices, and the cabin (c. P. FIG. 67)--fire extinguishing
installations can be kept ready on the carrier area but also near
the guide-ways. For example, a tube segment is represented in the
middle on the framing, quite above, in a cross-section. T
[0673] Besides, the longitudinal section shall demonstrate that
this tube segment is outwards covered by membranes on both sides.
Chemicals follow producing extinguishing foam, succeeded by pistons
and explosives in the centre. The latter are brought to detonate by
an ignition device (not shown) through wire or radio. The membranes
are destroyed and the extinguishing foam is spread along the
guide-ways. Such fire extinguishing devises could also be applied
on any other guide-way framing as at arcades and all other kinds of
fire extinguishing devices should be included.
[0674] FIG. 74 shows, above, in a plan view under the surface of
the earth, at a scale of 1:40, a chain of guide-way carriers which
are connected with one another through ropes or bars, but they have
also corresponding lateral bracing with terminal anchoring. The
guide-way carriers here are represented as in proportion thin
tubes; but they could also be replaced by bars or other carriers.
Therewith it should be highlighted that it would be more favourable
to allocate the guide-way carriers in short distances, whereby
their length is slightly to calculate the respective total
expenditure for the different distances and carrier thickness
according to the material constitution. The connections between the
carriers are can also be used for circuit or distribution purpose
up to the fire extinguishing.
[0675] At the cross-section, in the middle, at a scale of 1:35, the
horizontal and the perpendicular legs as guide-way carriers cling
step like to a bent pillar arcade. A higher stability is reached in
this way with minor material expenses.
[0676] At the cross-section, below, at a scale of 1:40, a carrier
arcade is represented by hatching that this arcade consists of a
stepped earth dam. The lateral propping for the single guide-way
steps thereby may be built of walls from the ground or of a kind of
plaiting ore plates which may be juxtaposed against each other
through ropes or bars inside the dam as represented through lines.
Mainly the above represented variation is suitable for the
application in areas with earthquakes or inundations.
[0677] FIG. 75 belongs, above, at a scale of 1:1, to the lateral
adjusting of the pivotable motor carriages during the rail change;
to the left, it belongs to general structural features.
[0678] To the right, in cross-section details, in the stage A und
B, analogue to FIG. 14, below, to the left, the alignment of a
motor carriage over a rail curve is explained for this purpose,
four electric spoils as electromagnet (365) are used, which produce
an electromagnetic field, when electricity is supplied by a battery
(or line out of the rail net) through a switch, after the slide of
the motor carriage (16) is extended to the next guide-way. The
motor carriage (14) is settled in such a manner, that the vehicle
may be sunk to the rails, by means of a perpendicular setting of
the spoils on the iron rails (22,23)--permanent magnets could also
be applied as electromagnets (365) in the model making--in charge
of a turning in the hinged column (4) but also in the central joint
of the motor axes (2) of the motor carriage (14). Naturally, a
limitation of the axis rotation by stops is condition for it.
[0679] The horizontally oriented, a little reduced cross-section
detail, below, relates analogue to the problem solution of the FIG.
13, above, to the right. The straightening of the vehicle axis,
exclusive for the guide-way change along straight distances, may be
performed either through a ledge (366) of an elastic material with
the tendency to stretching, which is affixed to the left, but
shiftable under the loop (439) at the motor carriage to the right
and permanently strives for a straightening. Below, the tension
spring between both vehicle portions accomplishes the same
purpose.
[0680] Below, at a scale of 1:40, to the left, in a vertical
section, a "motor carriage" but without its own drive because its
wheel axes are set in rotation by the motor of a neighbouring motor
carriage through a kind of cardan transmission. The graph around
the motor (1) is derived from FIG. 11, above, to the left, but the
motor has now the position of the compressor there and the
transmission must be changed-over appropriately. The right clutch
serves then to the coupling on of the wheel axes, the left coupling
(which would be fitted behind the right clutch in reality)
transfers the power to the axes of the neighbouring motor carriage
through bevelled transmissions by interconnection of a telescopic
column which lifted the latter.
[0681] It would also be possible to let a motor carriage drive by a
hydraulic motor by the circulating pump of another motor carriage
or to renounce the further motors and to complete the guide-way
change out of the swing of the running without drive in idling for
a short period.
[0682] To the right again, in a cross-section, the front portion of
a multi-axle vehicle is shown to which a single-axle motor carriage
runs in front on a guide-way curve. The axis of the motor carriage
is thereby connected with the first axis of the subsequent vehicle
through two lever arms and have a single turning point one between
the others. It lies here on a square bar for the transparency--it
should be replaced by a telescopic bar in reality--the lever arm of
the motor carriage being shiftable in the level along them with a
square bush. It may be spoken from a kind of crank, as the
longitudinal section, besides, to the right, makes clear, because
the lever arms are rigidly connected with the motor of wheel axes.
The longitudinal section lets also recognize the lifting of the
motor carriage up to the higher guide-way plane. The swivel axle
with the lever arms are drawn enlarged over the cross-section. The
coupling of the swivelling motion enables the adaptation to curves
for single-axle vehicles and therewith shortening of the total
length of the vehicle. A single sensor head (139) either at the
motor carriage or at the rest vehicle adjusted against the
proceeding guide-way distance is sufficient to enable moving away
from the rails, e.g. before guide-way switches, supporting wheels
at the vehicle portions in a different guide-way level.
[0683] In the functional stages A and B, still an additional wheel
with wheel axis connection was shown at the lower motor carriage,
which may be paired shifted under the upper motor carriage (stage
B) by the raising of a telescopic middle axis (4, drawn as bar)
being capable of align exactly and permanently the wheel axis of
the upper motor carriages toward guide-way curves too. The drawn
bar should be a telescopic column (4) which is raised to the upper
guide-way (23) with the motor carrier. The guide wheel (541) is
telescopically stretched forwards along the guide-way (22) in stage
B and rigidly connected with the axis of the crank like lever
guidance (570, to the left drawn as enlarged detail) with the upper
motor carriages, so that the latter is adapted to rail curves. The
sensor (139) controls against obstacles like switches.
[0684] Quite to the right, below, in the longitudinal section, at a
scale of 1:2 still a "wind-switch" (456) is sketched consisting of
a frame partially open behind and with an elastic membrane in front
which is cambered and contacts the former by blowing by means of a
tube. Current closing is effected being apt to operate another
model function because the membrane and the frame are electrically
conducting (the isolation of one from another is outlined by a
small rectangular). Naturally, wind switches are mounted adjusted
to the rear.
[0685] Quite below, the figure of a contact switch or "earth
circuit closing" is shown, that is the triggering off of a
switching function by finger touching.
[0686] FIG. 76 has been used to supply the solution of purpose with
simplified instruments and constructive elements, mainly for the
toy manufactory.
[0687] To the left, the upper row brings, first, a longitudinal
section through a slide for the lateral moving out of rail slide
devices, as it is perspective reproduced in the middle.
[0688] Outwards bent ledges are provided for the screwing on of the
sealing plate--the screws are symbolized by the two triangles--, an
inner ledge appropriately distant from the sealing plate for the
insertion of the telescopic rails (108) as carrying slide frame.
(Correspondingly, instead, it could be processed with cover area)
Cross-section details through variations of a partial piece of a
pillar arcade made of wire, metal sheeting in stripes, with their
fastening foot follow to the right. It is possible, that it would
be suitable, to produce the vertical members or carrier pillars for
rail by die-casting, but the hobbyist could bent to right those out
of wire or metal sheeting stripes (see to the right, below in a
cross-section). Foot fastening in cross ledges would be favourable,
which could be performed in a quite different manner. (The triangle
shall symbolize fastening screws.)
[0689] The middle row begins with a perspective view from slant
lateral to a simplified model housing of a motor carriage. The loss
of a bottom plate (370) or at least a bread slot, which is open
towards at least one side, for the dislocation of the wheels and
motor axis is significant for the invention as well as at least
partial loss of at least one side wall (369) as a passage for the
slide (5). The camouflage as an already known and usable model
vehicle by the screwing on or the pasting on of wall or bottom
portions, which are destined to be removed, should be taken for a
patent infringement. Likewise it should be dealt with the
exposition of preset breaking, or saw lines for such a remote also
using templets and instructions. Break-throughs and fastening
ledges (368) as well as fastening nozzles or sleeves (393), at
least partially one, for a rise-and fall mechanism should be valued
as protected as well as slides, especially such with telescopic
guidance (tubes or rails), as one of them is sketched as pulled out
of the housing (371, to the left hand) drawer-like. Fastening
ledges could lie in the roof area too, eventually projecting up
over to a motor carriage.
[0690] Quite to the right in the lower row, in the vertical
section, a vehicle model is exposed on a guide-way (22,23), which
shows two kinds of supporting wheels (from which only one is
necessary).
[0691] The supporting wheel, to the right, makes use of a
continuous third upper and inner rail, which may be also a rope,
and is in the stage A of the switching off; the lower supporting
wheel meshes to the rail (23), also being in stage B. The
swivelling in of the support wheel during the unilateral outer load
with the change to another guide-way is effected by current supply
of the respective electromagnet (365)--here connected with the
repulsion of the poles--, whilst the moving back of the swivelling
arm of the supporting wheel around its axis, being limited by a
dog, is operated by a small pressure spring. The mechanism of the
swivelling of the supporting wheel is drawn on the sidewall (369)
of the perspective view, to the left, with vertical axis direction
and magnetic spoil reduced in size; the side wall would be screwed
on to the slide. The supporting wheel could also run permanently
along a third rail, or a rope.
[0692] The magnetic spoil in natural size demands a trough (372,
dashed-dotted rectangular) in the sidewall. The supporting wheel
projected to the bottom portion (370) shall call to mind, that the
swivelling in of a supporting wheel with vertical axis to the rail
(23) is also possible horizontal up from the bottom e.g. from the
motor compound machinery.
[0693] The horizontal dashed line (see the sketch quite to the
right), which produces a rigid connection between the motor axis
and the supporting wheel, stands for a solution, especially
preferred at the toy model construction, which avoids the
electromagnetic swivelling mechanism and to use exceptionally the
tilting movement for the charging of the supporting wheel of the
vehicle by one-sided loading after the prior guide-way being left
off. Even the wheel flange at the supporting wheel may be omitted
opposite the rail (23) and millimetre of the approach are
sufficient. The supporting wheel (25) is located at the outside of
the wheel (23), here in the stage A, because it must be
counteracted to the tipping of the vehicle cross-axis; the
electromagnet works as tensile magnet.
[0694] Quite below, to the right, we still find a longitudinal
section, at a scale of 1:40, which shows roof rail segments (266)
above a motor carriage (14) and the turning up of the subsequent
segments way to the motor carriage (16) to the roof of the cabin
(21) which is shown only in half. Underneath, in the cross-section,
the motor carriage (16) is presented with the swivel arm for an
additional roof rail reaching, to the right, up to the
corresponding motor carriage (not more shown). The latter roof rail
segment is swivelled in nearly again over the right roof rail of
the motor carriage (16). Rotary rail joints are provided by means
of transmission three of which are drawn as rings in function. The
short dashed drawn rail segments project behind the motor carriage
(14) nearly down to the guide-way rail (22) as this is the case
when the motor carriage is lifted or lowered to another guide-way
step. for the swivelling off of the roof rails of the motor
carriages (14). Even the lower motor carriage will be slightly
overlooked; also an evading of not timely totally braked vehicles
over the roof rails is less risky. FIG. 82 acts over roof rails and
gives further details.
[0695] In FIG. 77, above, to the left, in the vertical section, at
the scale of 1:2, in the movement stages A und B, the variation of
a slide motion of a motor carriage is shown above all with regard
to the toy manufactory, effected by means of a pneumatically
operated folded bellows (221) against a tension spring (113). The
stage A may be effected by the release of the gas pressure by the
influence of the tension spring.
[0696] To the right, above, in a cross-section, each shortened to
the half, the application of a shear lattice (48) under the bridge
plate (225) is shown for the supporting of the extending slide.
[0697] To the right, below, in the plan view, very diminished and
highly schematized, a solution is represented for extending of the
slide into both directions by means of only one push and pull
device, i.e. a spring resilient folded bellows, with reciprocal
locking with fixed housing wall or with the slide wall. In the
basic stage A, the left bolt, which is shifted upwards, fixes the
folded bellows at the housing wall, whilst the right downward
shifted the folded bellows end is clamped with the slide wall.
During compressed gas supply, the slide is stretched out to the
right and stage B is reached. In the stage C, the slide is again
retracted by the tension spring after the gas pressure was
relieved. The bolt left there was then lowered and the folded
bellows were solved from the housing and locked with the slide
wall, whilst a locking with the housing is effected there through
the lifting of the right bolt and the slide wall is let loose. When
gas pressure is applied, the slide extends outwards to the left and
the stage D is reached. (The side view at C makes clear still again
that the bolt is drawn downwards from the housing and clamps now
the dashed drawn slide.) The bolt (386) substitutes functionally
the locking switch (81).
[0698] Self-evidently, the supporting wheels must be provided for
on both sides to compensate an uneven weight, when the slides are
moved out on both sides (not shown).
[0699] To the right, above, in a cross-section, at a scale of 1:80,
the schematic detail of a folded bellows is offered e.g. inside of
a slide for the lateral extending when pressurized gas is supplied,
whereby the tension springs besides the folded bellows but they are
also additionally tightened through tow-lines and idlers by means
of tension springs outside or beside the housing. The general
intensity of the draught may be thus diminished.
[0700] Underneath, a variation is presented for the application of
folded bellows for the lifting of vehicles portions and for the
lateral extending out of slides, to accelerate these dangerous
phases. The conduction of two compressors may be also compensated
by a specially powerful one. Both bellows systems are fed
simultaneously by compressed gas through the sliding valve which is
presented in a simplified way. The retaining latch (43) which is
adjustable at a screw prevents the standing folded bellows to
expand below as long as the pressure inside of the bellows
overcomes the spring pressure of the retaining latch. Then, an
explosive partial unfolding and thrust effect ensues. The motion
release of the horizontal folded bellows is brought about by the
retreat of the bolt (49) by means of a Bowden cable. The folded
bellows overtake herewith partially the storing function of a
compression capsule as it is described in FIG. 15, above. (The
necessary guidance of the folded bellows to avoid a lateral evading
before the retaining latches has been dashed outlined here as
telescopic bar.)
[0701] Quite below, to the left, a safety valve is visible in
stages A and B with reverse communication to the computer by
current interruption between the poles +/-, when the stopper (264)
inside of the folded bellows, expanded by gas pressure, is pulled
away by the tensioned chord from the metallic surfaces. The length
of the chord may be adapted to the guide-way gauge from outwards at
pins for the terminal ring.
[0702] To the right, the detail in the longitudinal section shows a
compressor with tube connection over a gas reservoir and a throttle
valve belongs to a supply device for the folded bellows, to the
left, below. The application of a pressure gas case (e.g. with CO2)
without compressor, of course, is also possible.
[0703] In FIG. 78, above, to the left, in a longitudinal section,
at a scale of 1:1, through a motor carriage and underneath, in a
detail, in a partial cross-section, a valve is demonstrated, which
is also apt to supply by means of an auxiliary motor (50) with only
one compressor all eight folded bellows--correspondingly to FIG. 36
(see above)--for the guide-way change up to both sides and one over
the other through hoses. But a circulation pump is presupposed,
which works with pressure and suction. The valve sliding tube
(302)--over the firmly standing inner tube, closed in front and
fitted with a lateral hole--has in equal distances four bores, from
which nipples project to hoses. The ramification of those relates
to the supply of each of two motor carriages, which functionally
work together. On the screw, which is driven by the auxiliary motor
(50), the nut being fixedly connected through the spring bridge
(300) with the valve sliding tube shoves the latter with each screw
turning either to the right or to the left depending on the turning
direction. The valve sliding tube is secured against rotation
because the hose nipples being retained at the slot (304) in the
ledge and moving along to the inner tube, which is connected with
the compressor--respectively with the pump, which works blowing or
sucking accordingly to its running direction--and opens with a hole
between two seals of the valve sliding tube into the space between
the tubes. These seals are inserted between the nipples of the
valve sliding tube being dislocated with the latter. The motor
movements are controlled by means of electric sliding contacts
under the spring bridge (300) or by contacts at the area of the
folded bellows as success organ or by electronic measurements of
the rotational number. The presented tables correspond to a running
up of the program for the direction of the motor revolution, The
point of the triangles indicates the thrust direction of the valve
sliding tube, the bows the reversal of the direction. Plus (+)
indicates the application of pressure, minus (-) the switching on
of suction. The starting position is figured over the dashed-dotted
drawn perpendicular line. The spring bridge pushes against the
round nipple of the slide (301) and takes it along; this nipples
also serve an overriding latch, so that the slide can be also
shifted in the counter direction. This slide motion may be
transferred to the bolts (38, see FIG. 5) at the slides (5) by
means of Bowden wires causing the moving out direction of the
latter, either to the right or to the left.
[0704] Above, to the right, (quite small) as a variation, a valve
expansion is still sketched with the help of which a double running
pneumatic piston is apt to displace the bolt (49) upwards and
downwards; the Bowden wires would be then replaced by hoses.
[0705] When only two motor carriages are laterally stretched out,
then the application of two independent compressors without valve
is sufficient, that is for the elevation and for the lateral
movement of the slide. Of course, the inner tube could be also
moved at the valve the outer tube standing thereby firmly; the
transmission is omitted at the auxiliary motor as customary.
[0706] To the left, below, in the longitudinal section, at a scale
of 1:40, a cabin is shown only with its left motor carriage for the
purpose of demonstrating the drawing in of the hose connection
between the rotation valve (see FIG. 36) and the horizontal folded
bellows in the motor carriage. This is brought about by a string
being fastened over an idler at a tension spring whose other end is
fixed on the housing. (The string fastening at the hose is marked
with a black arrow.)
[0707] As shown in the schematic cross-section, underneath, the
hoses lie with their pulling devices--only the left-one is
explicated--inside of lateral division separated from the vertical
folded bellows. Over the longitudinal section, in the functional
stage B, the area around the compressor and rotation valve is
drawn. One apperceives the crossing over of the hose bridges at the
exits which correlate to the functional reversal during the
guide-way change of the vehicle.
[0708] To the right, below, in stage B, likewise at a scale of
1:40, the vertical folded bellows are moved stretched out and the
necessary hose segment has been won by drawing out.
[0709] Above, likewise in the longitudinal section, at a scale of
1:20, a drum is offered on which the hose is wound up towards the
motor carriage and it is apt to rewind them by the leaf spring coil
(322).
[0710] With FIG. 79 the problems of the valve control are resumed
especially since nearly all compressors customary for the trade
work for pressure and not for suction. In the upper half, in about
a natural size, longitudinal sections are reproduced through a
valve which consists of sliding tubes, below, at a scale of about
2:1 a radial shaped valve follows as a variation. The compressor
(15) is figured too small and shall be understood as a symbol.
[0711] The more frequent there and backwards running of the sliding
tubes is now avoided in the upper example because in the movable
inner tube the division of this is performed by a diaphragm whereby
the pressurized gas supply results from the right-side half through
the feed hose (430) from the compressor with an opening toward the
fixedly installed tube; with two switching steps follows the
re-ventilation opening in the tube segment to the left. Annular
seals are mounted around the inner tube which are moved with and
tighten the openings in the outer fixed tube as programmed.
[0712] To the expansion of the vertical folded bellows for the
lifting of the motor carriages at A follows that of the horizontal
folded bellows for the sideward movement of the slides at B. (The
conditions of the folded bellows are little indicated each over the
longitudinal sections through the valve.) In stage C the
ventilation opening reaches the line a to the vertical folded
bellows, in stage D that to the horizontal folded bellows with
which the guide-way change of the vehicle is executed.
[0713] At the right side, the stages of a descent of the vehicle is
figured from the upper to the lower guide-way. For that, in stage
E, the horizontal folded bellows is connected to the compressor, in
stage F the vertical one; the reverse of the succession follows
from the pole change of the auxiliary motor and the motion reversal
of the inner tube to the left. In stage G, the ventilation opening
is led past to the line junction c to reach a reverse of the
succession even for the ventilation of the folded bellows and in
stage H, led past that at d, which are connected across with the
lines b and a. An intermediate position for the ventilation opening
without line lies between a und c.
[0714] Under I and J, the possibility of an additional
pneumatically driven operation function is drawn For the
re-ventilation, the inner tube is shifted to the left so far, that
no annular seal is lying behind the line derivation so as the air
is not hindered to escape.
[0715] Under K and L, the possibility is pointed out that a fork is
fastened at the end of the inner tube meeting the terminal button
of a rod which a further movement transfers to the valve piston
(431) by linking the former shifting in its cylinder over the outer
tube, to the right and outwards, when the shifting motion of the
inner tube to the right is continued exceeding the line derivations
at the outer tube.
[0716] Under K, the valve piston lies to the left in the cylinder
between the line passage between compressor and second folded
bellows system (not shown) while the gas flow is supplied into the
gas feed hose (430) at the end of the inner tube, this gas feed
hose, of course, is longer and must be able to follow with the
movements of the inner tube.
[0717] Under L, the valve piston lies shifted to the right over the
passage openings for the pressurized air into the described bellows
system while the flow passage for the second folded bellows system
is let free. When the inner tube is farther dislocated to the left,
the clamp (432) at the inner tube leaves the button at the linkage
to the valve piston whose cylinder is attached at the fixed
standing outer tube.
[0718] To the left, towards the middle, the functional stage A is
repeated and shows that the shifting movements of the inner tube
may space saving ensue through a spindle in the tube centre. A gear
wheel which is cap-like, secured against lateral shifting, turns
for that at the end on the outer tube driven through a transmission
by the auxiliary motor (50, c. p. FIG. 10, above, to the left). To
the right, signal wires are outlined by vertical lines projecting
from contacts from the inner side of the outer tube which transmit
control impulses for the control of the auxiliary motor to the
computer (198, see below) through metallized annular seals when
these pass the contact.
[0719] Below from the middle, in a longitudinal section, at a scale
of 2:1, a radial arranged valve construction is proposed for space
saving which does not need directional change or motor pole
reversal.
[0720] Inside of a fixed standing outer ring (433), the large gear
wheel (434) which is attached at the same axis--it has been
dislocated downwards for elucidation as the clamp shows--is driven
on through a transmission by the auxiliary motor (50).
[0721] A helical compression spring props at this large gear wheel
which also bears the axis bearing for the inner ring (435) with a
slight oblong (oval) fork for the latter by means of a supporting
croce therewith slightly approaching the axis and with it the half
of the inner ring in each case in the fission space to the outer
ring to the outer ring, permanently following up to the
turning.
[0722] To the left, in a vertical section, at a scale of about
1:1.1, a valve drum and gear wheel with toothed rack are
represented again, the gear wheel doubled and with its own axes
enclosing the inner ring and bearing the axis of the latter through
the helical compressions springs on pins (black drawn, all this in
singularity of each side).
[0723] The sliding bolt (437) which is fastened at the supporting
cross of the large gear wheel serves for a pulling in to rotation
embracing with a roll tipped fork the supporting cross of the inner
ring.
[0724] Over the auxiliary motor (50), still an axis variation is
shown, at which a bearing bush (454) is used instead of the sliding
bolt (437) and which is rotated with the large gear wheel and drawn
with having an oblong slot, on which the axis of the supporting
cross of the inner ring rests. A driving arm projects over the
bearing bush away into a bore in the axis of the supporting cross
and turns it too. The bearing bush around the feed hose is rotary,
exchangeable and tightened in itself by an O-ring. Both hose ends
are glued with the bush shells. The compression spring works
permanently maximally into the direction of the gas outlet opening
in the inner ring.
[0725] The hoses for the function lines for the supply of the
folded bellows begin with terminal sockets which prevent a drawing
out the bores of the outer ring and simultaneously serve as sealing
element towards the inner ring. The elastic inner lip ring for the
reinforcing of the seal when pressure works out of the area of the
functional lines, is facultative.
[0726] To the left, above, a hose nozzle with socket is drawn
enlarged. The inner ring has only two bores: one into which the
feed hose (430) for air from the compressor is firmly inserted and
a bore for the air outlet in distance of two switching steps. The
large gear wheel meshes below into the toothed rack and dislocates
it and therewith the spring bridge (396, c. p. FIG. 78, 300) which
takes with the head of the slide (301) also within a valve free
turning sector (not considered here) and is able to operate an
additional function--in this case the bolt (49) at the folded
bellows. The passage of the head ensues in the end positions of the
bolt also during the backward movement of the toothed rack into the
starting position (which may be also brought about by a second
shifting procedure under change of the rotation direction of the
large gear wheel).
[0727] One or multiply switching processes may be ensued without an
extension of the total working distance by the reversal of the
running direction in such a manner that bolts with rounded heads
are just over-run without effect in terminal position in a normal
rotation direction. Such a switching bolt (301') which is to
operated by the bridge spring (300) have been drawn above.
[0728] The slide of a preferred variation of such a switching bolt
(436) whereby the spring bridge (300) is fastened at the inner ring
is drawn to the left with dashed lines. Such switching bolts may be
also fitted tangentially to the outer or inner ring or apart from
it without toothed rack to the inner ring and may be operated by
spring bridges from the inner ring.
[0729] One or multiply switching operations, may be activated,
simultaneously or successively, by reversal of the rotation
direction without an enlargement of the total distance by thrust
working, while bolts are running over round tops or heads in
terminal position without effect. In such a manner, the
simultaneous locking of doors and the drive of the motor compound
machinery with the slide may be distributed to three such switching
bolts with power balance; an obligate directional change of the
inner ring after each switching cycle, as inevitable by the
application of the toothed rack, is avoidable in such a manner.
[0730] Further switching bolts, here the longer (438), may be
concentrically added outside. A control wire leads to a control
lamp on the computer reporting the position of the leaf springs by
switching bolt contact. The vertical section detail of both rings
and switching bolts shows the bow-like evading of the leaf springs
which operate the switching bolts independently out from the inner
ring.
[0731] Still another wheel with wave profile is taken with common
axis except for the large gear wheel; to the left, below is
demonstrated only a portion of its rolling up with a spring biased
locking ball (at this place too narrowed for the demonstration of
the counter bearing of the spring), which transfers through
conductive areas in the wave trough the stabilized mechanic
switching condition to the computer.
[0732] A functional control of the auxiliary motor would be
possible without computer using the contact messages also of each
folded bellows after its expansion (c. p. FIG. 77, below, to the
left) and at each collapse (see the drawn in contact closing by
nearing of the fold beneath the horizontal folded bellows) also in
connection with the evaluation of the guide-way contact of the rail
slide devices (c. p. FIG. 26), but one will not renounce to the
known electronics.
[0733] To the right from the compressor (15), the more favourable
solution is shown that a leaf spring is lifted by the wheel with
wave profile and effects an electric current circuit conclusion
outside the wheel time being able to be evaluated at any time when
the leaf spring is sunk into a wave trough.
[0734] The functional running up for the gas stream control during
turning of the inner ring uses again the crossing of lines (c. p.
FIG. 78, in the middle, above) for the reversal of the succession;
the dashed-dotted drawn bows shall remind to the follow-up of the
re-ventilation openings--and is to be understood as follows:
A: The feed hose (430) stands over a and causes the expansion of
the vertical folded bellows, while the ventilation opening over g
relates to the other switching cycle and does not influences its
folded bellows collapse.
B: The feed hose stands over b and causes the expansion of the
horizontal folded bellows; the ventilation opening over h has no
importance, both folded bellows remain blown up.
C: the feed hose stands over c the nozzle of which is closed and
without importance; while the ventilation opening over a effects
the collapse of the vertical folded bellows.
D: The feed hose stands over d, but its nozzle is closed; collapse
of the horizontal folded bellows ensue through the ventilation
opening over b.
E: The feed hose (430) stands over e and causes the expansion of
the horizontal folded bellows, while the ventilation opening over c
relates to the other switching cycle and does not influence its
folded bellows collapse.
F: The feed hose stands over f and causes the expansion of the
vertical folded bellows; the ventilation opening over a is not
important; both folded bellows remain blown up.
G: the feed hose stands over g the nozzle of which is closed and
not important; through the ventilation opening over h lets the gas
out of the horizontal folded bellows.
H: The feed hose stands over h, but its nozzle is closed; collapse
of the horizontal folded bellows ensue through the ventilation
opening over f.
[0735] The second cycle for the two other folded bellows pairs
correlates to that of the first and has been not further executed
therefore.
[0736] For the climbing over to a guide-way of the same level as
shown at the left (vertical) folded bellows, the current supply for
the compressor or its control may be effected through a line +- on
a metallic pin inside of a non-metallic supporting tube which is
interrupted when the folded bellows is blown up first a little,
thereby the pin being lifted and the vehicle being raised a little.
The lowering of the vehicle to the neighbouring guide-way will be
operated controlled by success after a lateral shifting by the
other folded bellows.
[0737] FIG. 80 shows above, to the left, in a frontal view, a
vehicle detail of a vehicle cabin (21) according to FIG. 40 whereby
only one stilt is driven from a movement compound machinery instead
of a stilt pair. The stilt ends on an angle arm (386) with wheels
for both guide-way rails. A supporting wheel is swivelled on
sideward by means of a hinged joint with an auxiliary motor. The
guide-way is shown in the cross-section, the scale is 1:1.
[0738] To the right, again in the same views, the functional stages
A, B of the sinking of a motor carriage (14) according to FIGS. 1
and 2 are projected over one another; the adjustment of the latter
over the rails ensues by means a tongue closing of two supporting
wheels at shafts which are adapted to be sunk in rotary mounts. A
bent rod serves as an obstacle for the rail support as it is drawn
to the left for the stage A before the settling of the wheels (102)
on the rails and to the right for the stage B: Because the motor
carriage stands first about displaced to the right, the left shaft
will have earlier rail contact as the right one inducing the
correction of the position of the vehicle longitudinal axis
[0739] In the example below, only the right side of a motor
carriage is drawn with the appertaining rail, this is done again in
the sinking stages A and B. In front and rearwards, lateral oblique
placed shaft mounts (cp. FIG. 40) are fixedly installed on the
motor carriage (one of these is shown) in which shafts are shifting
with two cross bars at about the end. The upper cross bar serves as
an obstacle for the rail support, the lower cross bar (399) claws,
at the stage B, from bellow the bottom edge or rim of the rail and
could be replaced by a supporting wheel. The lower rail detail with
shaft end, to the right, elucidates that the grasping over of the
upper cross bar over the inner rail edge prevents an evading of the
vehicle to the right, with the result that unilaterally placed
shafts would also be sufficient, also without support wheels. The
lower rail detail with shaft end, to the right, demonstrates that
the same result could be also effected by the clawing of the lower
cross bar under an additional outer rail edge.
[0740] In the middle, in a longitudinal section, at a scale of 2:1,
a screw cylinder (426) is shown which is tightened closed by a lid
containing a pressurized gas capsule (428) with CO.sub.2. A screw
projects against the soft iron filling of the gas capsule which has
a factory-finished drilled bore channel closed by plastic or a kind
of wax. A heating pin (427) with heating coil clings to the screw.
The line (429) is led to a heating wire loop in front of the gas
capsule opening, it is activated for the capsule opening. The line
(303) leads to the heating pin (427) with a heating coil. The
heating of the latter restricts the gas escape through pressure on
elastic bloc at the end of the screw. The gas delivery through the
gas outlet opening (11) may be controlled in this manner. Cooling
fins (267) promote the thermodiffusion.
[0741] To the left, under the pressured gas capsule, in a
cross-section, at a scale of 1:2 (in the case of an application as
toys) is shown, that the stability of a vehicle against the tipping
off and the stability of the rails against bending through can be
increased in this way that a rail hugs a wheel nave and then turns
up U-shaped against the inner wheel flange. The last bent could
also be omitted. To the right, as an alternative solution, only a
right wheel is drawn whereby the turning up of the rail can support
the inner wheel flange at the tipping off of the vehicle. The
solution through rail grooves from FIG. 70 is continued
herewith.
[0742] To the right, under the gas capsule container, a catching
device at a guide-way terminal is shown, above in the stage A, in a
longitudinal section, below in the stage B, in a plan view, both at
a scale of 1:2. Two tubes are fastened on the end of the rails
(22.23) inside of which the rail bow (389) is shiftably retained
from the tension spring (drawn as curved line) and has upwards a
hook, which is apt to enter into a line funnel-like opening (362)
on the head of the motor carriage (14). If the motor carriage is
failed in doing to be stopped before the guide-way terminal, the
rail bow is taken with against the tension spring and is drawn out.
This movement may be restricted by the catch rope (381). When the
latter is lengthened, the rail bow bars leave both tubes and the
catch-rope (366) comes in operation, which connects the sliding
sleeves (390) with the tube ends (only one of the two has been
demonstrated. In this manner, the precipice of the vehicle is
mitigated.
[0743] Otherwise, a net is tensioned as a kind of hammock from the
rail terminal to the next pillar, as sketched quite below in the
plan view.
[0744] Supporting ropes as on a suspension bridge may be applied
(c. p. FIG. 31), but they limit the guide-way change by the
vehicles.
[0745] FIG. 81 explains, below, in a longitudinal section, at a
scale of 1:1.5, a partial model vehicle composed of four portions
formed out a single mould (three of these drawn) follows and above
a cross-section. To the right a telescopic extractable rail for the
slides clings, at a scale of 1:6, in a longitudinal section and
above a rail portion in a cross-section, at a scale 1:3. The
longitudinal section through a motor carriage, to the right, at a
scale of 1:1.5, belongs to the vertical section above and deals
with the mechanism for coupling on of the motor compound machinery
to the slide which extends towards both sides. To the left of the
vertical section, a cross-section to a variation is shown and to
the left from the latter a coupling mechanism in the stages A and
B, in a vertical section, at a scale of 1:3.
[0746] The detail, quite above, to the left enlarged to the scale
of 4:1, in the cross-section, reproduces a roof rail, under the
enlarged outer rim of this the security roll as supporting wheel
(25) is swivelled in through a swivelling arm around the swivel
joint (166) by tension force from above.
[0747] This protection mechanism against a lifting up of the
vehicle from the guide-way shall be also automatically activated at
a vehicle which is passed by another vehicle over the roof. In a
side-view, at the scale 6:1, a security roll as supporting wheel
(25) for a toy vehicle is demonstrated which is fastened by the
clamp (173). Further to the right, a rail cross-section is shown
whereby a tracer (442), swivelled under the outer rail rim,
overtakes the function of a supporting wheel.
[0748] To the right, still a rail with an inner laterally slanting
is shown at which a supporting wheel is swivelled in obliquely from
below being then able to overtake apart to the function of the
above described rolls.
[0749] Quite below, in a longitudinal section, at a scale of 1:1.5,
follows a model vehicle which is composed of four portions (from
which three are figured) drawn out from one single mould; over the
longitudinal section, a partial plan, view is given and
subsequently, to the right, in a longitudinal section, at a scale
of 1:6, a telescopic rail for the slide and above, in a
cross-section, at a scale of 1:3, a rail portion are shown.
[0750] The longitudinal section, to the right, at a scale 1:1.5,
through a motor carriage, belongs to the vertical section above and
deals with the mechanism of the coupling on of the motor compound
machinery to the slide which runs out to both sides.
[0751] To the left, besides of the vertical section, a variation is
given in a cross-section and to the left, in the vertical section,
at a scale 1:3, a coupling mechanism in the stages A and B.
[0752] A solution worth the money was searched to produce motor
carriages and cabin or middle piece of the vehicle with a
marketable design out of one mould and to core along the
longitudinal axis. Two portions are then screwed with one another
with facing excavation for the middle piece and held together
through the clamp (173 between two telescopic rails. The lateral
rear portions are let free for the slide motion in both directions
across to the running direction and outwards covered up by door
sheets (335) being stuck or screwed at the end of the folded
bellows. The latter, but also the carrying struts (336) at the
vertical folded bellow, above, from the middle piece to the motor
carriages (the right one has not been drawn) could be punched out
as well as the joining plate (371) which is led bridge-like over
the carrying struts and at least fastened at housing of the motor
carriage and rotary around the axis (337) screwed into the bow of
the middle piece. The joining plate could be also produced of the
same mould and cut up rearwards if needed.
[0753] Instead of the cross plug-in into the mould for the openings
above in the middle piece for the vertical folded bellows hole
millings could be also made.
[0754] Only two perhaps from eight tension spring strokes or traces
are demonstrated as means to bring back the slides with the
horizontal and vertical folded bellows after a stretching out, one
stroke for each direction. The idlers for the spring connecting
ropes are fastened in the middle at the partition wall (290)
between both halves of the middle piece of the vehicle, the
functional concept relates to the one described in FIG. 77, second
row from above, to the right.
[0755] Only two diagonally arranged spring tension distances have
been drawn for the sake of clearness. Especially in the
cross-section, it is to be shown, that, to the right in front, a
spring stroke is strained by pressure being contracted from inside,
supplemented by a sleeve guidance from outside and a bar guidance
from inside. A tow rope leads from there through a bore in the
joining plate--as double lamella, something distracted to the right
in the cross-section, above--outside on the firmly standing idler
(as shown to the right, below, in the cross-section) through
between the door roll pair passing the firmly standing idler to the
left to the smaller tensile spring block which is fastened above
(in the cross-section) at the housing. The longer spring blocks lie
in the double walled roof area, as the matter stands with the
tensile spring stroke for the same door diagonally situated to that
just mentioned, to the right, below, (in the longitudinal section)
being connected along to the folded bellows (in the cross-section)
over idlers inside the joining plate (in the longitudinal section)
in the roof partition with the longer tensile spring stroke. The
tow rope runs back over the firmly standing idler to the left (seen
in the cross-section) over the door roll pairs and the firmly
standing idler to the left between the door roll pairs to the
longer tensile spring stroke, to the right, above. It is collapsed
in such a manner that all spring strokes bring back the slide
extended in both directions again into the common
starting-situation. The double walled bottom is can be used to
install springs into the motor carriages, whereby springs, which
are coupled together to parallel lying strokes by means of a bay
because the shortening of the length, work through a single rope,
as shown to the left.
[0756] Compressor (15) and rotation valve (see FIG. 79, below)
could be also installed in the motor carriages. (the hose
connection have not been drawn, the electric wires could be
inserted inside of the hoses along wide distance, particularly
where these are drawn out from the middle piece during the
elevation of the motor carriages. (At hydraulic lifting, one might
wind the control lines around the cylinder.)
[0757] The example of a telescopic rail as it is drawn to the
right, above, tries to come out with an uniform u-rail-material and
flat ledges by slot conducting for rivets. U-rail segments may be
also glued or soldered over one another by pairs (not figured).
[0758] If the slides extend in both directions, not only bolts (38,
c. p. FIG. 9)--here through Bowden cables--must be reciprocally
operated but also locking devices (356) at the fixing plate (383)
for the motor (1) which is carried from the angle pieces (361)
which are fastened each behind the door at the folded bellows.
[0759] To achieve that, to the right, over the figure of the
telescopic rail, in a vertical section through the slide of a motor
carriage, it is represented as the latter--here on two
rolls--embraces both angle pieces from the fixing plate for the
motor with two gallows fitted with rolls, both angle pieces lying
over one another and fitted with rolls.
[0760] From both U-bolts (as locking device, 356) on the fixing
plate, the lower one with the angle piece fork upwards is shifted
in to the left, below, and end of the angle piece to the right, is
meshed in the fork, while the U-bolt to then the left is retracted
from the angle piece fork to the right, as it is elucidated below
in the appertaining longitudinal section. The angle pieces are
borne on rolls against each other and mutually pull out telescopic
prolongations (not shown).
[0761] To the left; in a cross-section, the variation presents the
angle piece lying next to one another. From the appertaining
locking devices (328), here spring biased hooks, only one is shown
in the functional stages A (free) and B (meshed) are shown. The
locking of both angle pieces occurs, of course, mutually as in the
upcoming variation.
[0762] FIG. 82 shows, above, to the left, in a longitudinal
section, at a scale of 1:10 with a large shortening of the length,
the telescopic threaded tubes (262), which may serve over the motor
drive of the toothed gear for the push-pull device instead about of
the hydraulic pistons (FIG. 9) or pulley blocks (FIG. 10,10).
[0763] The resting figures serve for the explication of a vehicle
equipment with roof rails, over which other vehicles running upon
are capable of making away for emergency cases or for playing
purposes.
[0764] To the right, above, at a scale 1:40, a cross-section is
given through the plane which is defined by the dashed-dotted line
of the longitudinal section lying underneath to the right, above,
besides the cross-section, a detail of the roof rail is enlarged to
the scale of 1:20. In the middle, under the longitudinal section,
which is shortened a little at the right side, and to the left the
appertaining plan view, at a scale of 1:80.
[0765] The upper half of the upper plan view demonstrates the roof
rail segments in the stage subsequent to the lateral shifting (A);
the lower half showing the roof rail segments after their
displacement towards the middle. To the left, at the same scale, a
cross-section of a vehicle on a pillar stairs is shown with a
further vehicle on the roof rails. To the left, schematically in
the longitudinal section, a variation is presented of a temporary
retreat of the roof rails by tipping up and to the right only in a
detail of the roof rail folding.
[0766] As in the longitudinal section recognizable, the vehicle is
in the stage of raising from the guide-way with the rails (22) to
the guide-way with the rails (22'). The telescopic column
corresponds in its inverse position (the inner tube downwards) to
that one in FIG. 14. The motor carriages (14) are elevated and
brought to the next guide-way by the slide (5); they are arched by
the longer roof rails (402), which project down with their ends
nearly to the guide-way rails. The shorter rails (403) belong to
the motor carriages (16) which show only one wheel axis
exceptionally for simplification, while even four wheels and the
hinged joint (414) are always suitable. The shorter rail has on
both sides a rail interjection at the extended slide of the upper
motor carriage (14) for the passage, whereby the left roof rail
segments (406) are displaced outwards next to the cabin (21) by
means of the cross telescopic spiral tube (405), the roof rail
segments (419) on the right likewise and still far outwards.
[0767] From the plan view, to the left, it is recognizable in which
manner this is operated by a motor (not shown) which drives all
four cross telescopic tubes at the ring gear (407, c. p. FIG. 6)
from which each of two have different thread pitches of their
spiral notches.
[0768] The upper half of the figure reproduces the stage A of the
lateral shifting of the roof rail segments, the lower half of the
figure corresponds to the stage B of the shifting back of the roof
rail segments. The long stretched large telescopic spiral tube
(405), in middle-position, displaces the roof rail segments by the
cross telescopic spiral tubes and it is thereby held in the middle
by the screw sleeve (408) through the fastening of the latter at
the slide. The motor (not shown) meshes in the rim of gear
(410).
[0769] The detail, below, shows the rotation cap (409) which turns
freely around the large telescopic spiral tube, holding a bush for
the cross telescopic spiral tube which is turned in it through the
rim of gear (410).
[0770] Quite below, to the left, besides of the just explained
detail for the adjusting of the telescopic spiral tubes, a solution
variation is shown in which the roof rail segments are pulled
draw-bridge-like upwards around the hinged joint (414) by a kind of
rope circulation (as described to FIG. 10) and let down loose
again. The large (28) and the small rope drum (29) are driven by a
motor on the same axis. The auxiliary bar (413) lateral of the roof
rail with doubled rope sheave at its free end becomes a rotation
impulse through a step motor, first clockwise, and is then set up
through the tow lines.
[0771] To the right, below, the variation shows only in detail in
which manner the explication of a roof rail accordion-like in
segments is possible by joints among the formers and by the tow
rope (415) which is drawn through lopes at these joints, whereby
each second joint has been let out. The stretching is made possible
through tow ropes (411, 412), which are led from each led out joint
between the folded up segments over a sheave, which hangs at a rope
end of one joint and is connected with the next joint by a spring.
When the rope ends at the respective joint fetch the latter
downwards by tension with shortening, then the segments are
stretched and the spring are drawn out. The third tow rope (415)
serves pulling on of sliding bushes against a slight spring tension
and then to pull these sliding bushes over a short lever in the
elongation of the neighbouring segment and to bolt the respective
joint, what is sketched, quite to the right, in the stages A-C.
(This is done, of course, not upon the roof rail but underneath, as
the joint at the rails not rise above the rails, but are dislocated
upwards at connecting pieces and angle bars.) At the cross-section,
about below, to the right, at a scale of 1:40, a half arcade with
guide-ways and two vehicles is shown. On the second guide-way step
is a vehicle on whose roof rails stands a second vehicle. One may
recognize that it is rendered possible in this manner to climb over
to the uppermost guide-way step by a lateral slide movement.
[0772] FIG. 83 reproduces schematically, above, to the left, in the
cross-section, at a scale of 1:16, a kind of guide-way bank, a
bridge with horizontally resting guide-ways, one next to another,
on the second guide-way plane; underneath this, a fastening clip
(394) is shown as toys, at a scale of 1:2, and the appropriate plan
view, at a scale of 1:4; the appropriate wire bow follows, more
down, at a scale of 1:8; quite below, to the left, I deal with a
rail clamp fitted from below, and to the right of that with
catching devices instead of a buffer stop; in the remaining, still
the invention is calculated again to the toys model construction
and, of course, with possible plastic pillars as rail carriers, and
these being adapt to be decomposed in partitions.
[0773] The schematic cross-section, quite above, to the left, shows
a kind of a guide-way bank with the effect of a broadened sleeper
with supports instead of a railway embankment. In the middle, a
guide-way segment is lowered as switch (shown as dashed lines, c.
p. FIG. 29, in the middle) from a higher staggered guide-way; to
the right, a further switch lead downwards to the stand spur. Both
guide-ways may be continued in a curve thereby crossing the
guide-way bank. Except for the possibility of a lateral guide-way
change without switch, the possibility is given, in such a manner,
to collect bending vehicles to a frequented place before such a
switch without a change to outer guide-ways.
[0774] The fasting clip (394), which is shown, below of this, in a
cross-section and a diminished plan view, serves for the connection
of the wire bow as guide-way carrier with one another by a cord or
wire with terminal loops. The latter may be hung in the hooks,
which is screwed in the bent sheet metal of the fastening clamp,
making possible to connect two neighbouring wire bows. The terminal
wire bows must be fastened each on fix points to stabilize the
carrier ensemble.
[0775] Mainly in longitudinal sections, to the left, above, at a
scale of 1:3, a stepped piece, bent piece and stretched piece as
structural components are reproduced and plugged together here as
components of a pillar fitted for four guide-ways. The stair steps
have settlements (see the little detail of the wire bow, to the
left, above) and/or projections to secure the exact lateral
distances of the imposed rails. The joining sleeve (374) between
the lowest stepped piece and the foot ledge is shown in the middle,
to the left.
[0776] The ascending leg of the stepped piece has fastening ledges
for an additional rail or rope. On the back, a nap pin (373) is
fitted, which facilitate the fastening of the rails (e.g. with the
use of a circular rubber cord too) and could be diminished.
[0777] Under the stepped piece, cross-sections are presented.
Marginal ledges (377) on the respective outer adapting piece with a
window permit the elastic tongue of the shifted-in-piece to insert
beyond the margin of the window without being opposite e.g. a lying
on the bottom.
[0778] Plates may be also used instead of stretched pieces as a
standing support, which may be fitted with taking up of wedges
(378) with or without arresting tongues for the shuttling struts
and are pointed against each other. Instead of the lateral sliding
into the point, the use of overlapping plates comes in to question,
which are connected with one other with a kind of snap-fastener
(379) as shown as variation B.
[0779] Pressure is exerted against the wedged lamella under the
elastic tongue (380, quite above, again drawn enlarged) to solve
connected stepped pieces.
[0780] Under the overlapping plates B, to the left, the core of a
casting mould is represented (shortened on the break lines) for the
production of a folded bellows; the embracing moulds result
inevitably from their shaping and are not shown--except of for an
outlining around of the annular notch (376). In such a manner the
supply hose, to the left, may be produced in one piece from proper
materials as BUNAN or PVC having an annular notch (376) for the
inserting of a fastening clamp an at the end an outwards projecting
flange (416). The mounting is essentially facilitated by that, as
the hatched wall portions and the screwed on fastening ring
demonstrated at the right end. (The annular notch has been drawn
enlarged above.)
[0781] To the right, i.e. below, in the middle, two stepped piece
(375) are shown as a variation, in a side view, at a scale of 1:6,
having a hawk on each end and a sliding sleeve to be connected with
one another by an elastic tongue with wedge projecting from the
plugged in piece and engaging into a slot of the up-taking piece
(the lower stepped piece being drawn in dashed lines). Pressure is
exerted against the wedged lamella under the elastic tongue (380,
quite above, again drawn enlarged) to solve connected stepped
pieces. The connection portion is drawn out as a detail at a scale
of 1:3.
[0782] To the right, below, in a longitudinal section, at a scale
of 1:6, is still shown, that rails may be mounted perpendicularly
over one another in palisades with the same inserting technology;
respective two guide-ways are fitted next to one another in the
demonstrated example. The "H", which is inserted in the stand foot,
shall be a unique element and shall be working as an adapter
plug.
[0783] To the left from below, guide-way clamps (382) are suitable,
because the rails are suspended freely out of the pillars. Below,
in cross-sections, two variations A and B of such rail clamps are
shown closed around sleepers (hatched drawn). The first (A) is
clicked in from below, the second, lower (13) is screwed together
with a key through a bore (see the angle piece). Supporting ropes
may be applied as at a suspension bridge (c. p. FIG. 31). Suitably,
the guide-way clamps (382) are connected with one another by a kind
of u-rails for a horizontal stabilizing (see the small
cross-section, to the right).
[0784] A catching device at a guide-way terminal and catching up
nets being stretched between the guide-ways according to a kind of
a hammock were not shown any more. Supporting ropes like by a
suspension bridge may be applied along to the rails (c. p. FIG.
31/28), but they limit the guide-way change by the vehicles.
[0785] FIG. 84 affords an insight into the servicing of passenger
vehicles and their quickly resetting with other motor carriages and
drive means.
[0786] Above, in the lower half, to the left in the longitudinal,
to the right in the cross-section, at a scale of 1:40, a portion of
a servicing or change tower (425) with paternoster rotary lifts,
whereby one would let pass only one drawing cage for every
lift-well in the reality. Below, to the right, the transition is
outlined from the staggered up guide-way rail traffic into the
resetting chambers (391, below). It is shown, in what manner a
motor carriage (as a portion of a whole vehicle, as represented in
the middle) higher suspended arrives on the middle stair step,
while on the higher stair step it is demonstrated, in which manner
the change over to a guide-way with the same rail level is
performed by the extending of the slide. (A guide-way change could
be also carried-out only by rail change, at it has been presented
in FIG. 28, above, to the right.)
[0787] To the left, another function of the servicing or
change-over tower is represented, namely the sluicing in of a cabin
(21), which is fitted over the roof with sledge and linear motor
into a partial evacuated tube for the quick long-distance traffic.
In the stage A, the inner sluice gate (392) is opened and the outer
gate (404) closed and during being ventilated sluice chamber
tightened urged against the border of the gate slot. In stage B,
the sluice gate was partially evacuated by the pumps (448) and the
outer sluice gate was laterally moved away after the inner sluice
gate has been closed. (The mechanism could be similar as shown,
below, in the detail over the cross-sections through the resetting
chamber in the stage B.) There, an u-shaped suspension arm (455) on
toothed gears is wheeled with step motors over a rack rail (457).
In the longitudinal section through both vehicle types, as they are
caused from the resetting of the same cabin, the ceiling and bottom
rails or catches (148) are shown, in to which the lower legs of the
suspension arms are inserted. (One may suitably install the bolting
mechanism, as earlier described in FIG. 13, to the left, inside of
said ceiling and bottom rails.)
[0788] To avoid a stage of the cabin rising for a solution out of
the hinged column (4, c. p. FIG. 13), the hinged joints between
cabin and motor carriages may be constructed in such a manner, that
a separation will be possible by a lateral thrust movement. An
example for such a solution is enlarged drawn in detail, to the
left, with cross-sections too (after the appertaining cross bars
319 are pulled).
[0789] The vehicle, which is fitted with a sled and a linear
motor--here in a longitudinal section, at a scale 1:80--, contains
an airbag (243) in the stern and a parachute (540) in the press-off
tail.
[0790] With the cross-sections, below, begins the stage series A-D
of the resetting of a cabin in a resetting chamber (391 from which
only A, B here is shown.
A: The u-shaped suspension arm (455) is shifted with its lower legs
in the ceiling and bottom rails (not shown) of the cabin.
[0791] B: The suspension arm was wheeled with the cabin into the
right half of the resetting chamber and herewith the wheels of the
motor carriages have been transported from the rails to a chamber
own multi-axial roll bearing (404). (The necessary clearance with
regard to the height and the lifting mechanisms for the rising of
the wheels were not taken into consideration again.) Motor
carriages and cabin are now separated.
[0792] FIG. 85 describes, to the left, in a plan view and under
this in longitudinal sections, at a scale of 1:50, vehicle
continues to demonstrate a variation of the stilt equipment which
offer a better and aerodynamic design. The stages A-C under the
plan view correspond to the stage A and B of the swivelling up of
the horizontally swivelling stilts, given in a plan view, in a new
variation. A further one for the vertically swivelling stilts is
represented to the right, turned around 90 degrees, in the
functional stages A and B; whereby the swivelling is not shown any
more.
[0793] The upper plan view and the upper longitudinal section A
lets ascertain that the (vertically swivelling stilts (469), which
swivelling ensues by influence of step motors (125), are mounted
backwards deflected under the vehicle bottom. All wheels (102)
stand on guide-way rails (22); these ones apt for swivelling could
be also slightly lifted in as long as they do not contribute to the
running drive. At the stage B, the wheels apt for swivelling but
also the wheels at the base frame (560) were sunk; the latter did
it along to the sliding ledges (441). Hydraulic pistons could be
the moving power; but the power transfer could be also performed
through tow ropes (both not shown). One of the motors (1) for the
running drive was marked. During the wheels on the stilts sink to
the stage D the wheels on the base flame rise again. The process
serves to the stability of the vehicle. At the variation which is
represented in a longitudinal section, tipped around 90 degrees,
the outer wheels were connected with the vertically swivelling
stilts (469).
[0794] The stilts are again telescopic and the stage B shows the
stretching out of wheels during rail contact. The arrow indicates
that the lowering shall ensues first in this moment by the step
motor (125). It makes the difference against to the solution of
FIG. 39-40 that the fulcrum of the stilts lies lower and the wheels
are drawn back into the outer body shell (partially sketched with
dash-dotted line).
[0795] Both lower plan views show a solution for the horizontally
swivelling stilts (468) whereby the fulcrum around the step motor
lies likewise deeply and the wheels with axis lie rearwards of the
outer body shell at the stage A. the latter is outlined with
dash-dotted lines (27). The double outline with an ellipse bow
between the clamps shall show that a outer body shell clap is able
to be clapped up before the moving out of the wheels into the stage
B by means of the step motor (125) during the position of the axis
(2) is corrected through a further step motor.
[0796] FIG. 86 begins with the exhibition of the equipment and
function of the movement compound machineries for a vehicle
approximately like in FIG. 58 in types (a, c, e', h) corresponding
to the different tasks by means of discs made of springing sheet
metal (or plastic) in different functional stages, demonstrated in
a lateral view, at about natural size. The Arabic letters next to
the particular movement compound machineries signify the functional
modes which are operated. The lower letter row is valid at the
ascent and descent scheme of the FIG. 39. The setting free of
sector slots on the disc serves only to the elucidation of
rotations of the discs being complete in reality.
[0797] Below, to the left, at a scale of approximately 3:1, the
tongue-shaped operations means of the discs are reproduced, in
cross-section details, at a scale 2:1 The upper row shows the
arresting tongue (496) in a mediator disc (492) before (A) and
after (B) the engagement into the gap of the neighbouring disc or
upright lamina out which it is able to be displaced by the moving
pass of the release pawl (504).
[0798] The row underneath shows a sliding contact hump of the
spring tensioning tongue (495) of the mediator disc (492) at the
steep edge of which the spring tension pawl (503) engages, rotating
counter clockwise, and displaces the disc (stage A). At the stage
B, the slide contact hump of the spring tensioning tongue (495)
comes to lie over a gap of the disc which is placed underneath
being displaced into the gap by the spring tension pawl which
passes it in this manner.
[0799] Above, the condition of function release at d through the
release pawl (504, see also the cross-section in FIG. 87, above, to
the left) is represented in an overview to the operation disc
(493), at a scale of 1:1, with the stages A of the tightened right
tension spring (499) and the stage B of the released right tension
spring. The operation disc (493) is named according to its function
of the driving of the stilt through the cam (592, see A). The
clockwise movement of the spring tensioning pawl (503) was followed
by the process (see the plan views A B, above, at a scale 2:1).
[0800] For the sake of transparency, the spring tensioning pawl
(495) is marked on the overviews A and B with a triangle, the
proper arresting gap being marked with a circle. The spring
tensioning pawl is able to move in both direction over a spring
tensioning tongue which stands in a gap overhauling it, because the
spring tensioning tongue is thrust into a gap of the operation disc
(493). As made clear at B, the arresting tongue (496) is thrust out
of the arresting gap (497) of the upright lamella (491, see the
cross-section FIG. 30, above, to the left) with the release through
the release pawl (504) at d. The movement of the arresting tongue
ensues counter clockwise as that of the cam (592) of the operation
disc and the latter leads thereby the clinging horizontally
swivelling stilt from the stretched--related to the guide-way
line--in a spread position. The stilt is only drawn in its joint
portion and should be thought of as prolonged as carrier of the
wheel axis on the end (cp. FIG. 3
[0801] The image C was added with the aim of being capable of
pointing out with it, together with A, the distribution of the
release points a, b, c, d counter clockwise over the upper
operation disc half for the ascent and the release points e, f, g,
h clockwise over the lower operation disc half for the descent of
the vehicle. Two movement compound machineries with counter acting
tension springs were projected over one another to remember that
springs are activated in both working directions at one functional
cycle. While, at the scheme above, at a scale of 1:2, A-H are
operated through springs projecting to the left a/b as well g/h and
from the springs projecting to the right c/d as well e/f, here in
contrary in this variation, the functions in clockwise rotation (a,
b, e, f, h) are allotted to the left tension spring in each case
and the function in counter clockwise rotation (c, d, g) to the
right tension spring. The figures should be seen as longitudinal
sections for the functions a, c, f, h and as plan views for the
functions b, d, e, g, Only one spring tension tongue exist in each
case. There exist two arresting tongues, one for the coupling of
both discs, the other for the fixation of the operation disc at the
upright lamella (491). At A, the bent arrows with dashed lines mark
the spring detention ways or the operation ways for the functions
a-d, at C the spring detention ways are meant for the functions
e-h.
[0802] Above on the stages A-H, at the scale of 1:2, a solution way
with separated movement compound machineries for each functional
mode (a-h) is chosen and the tightening of the operational
spring--here again a tension spring--is demonstrated. Each of both
rotation directions may be achieved as well through a tension
spring which is born to the left as well as from a tension spring
born to the right. Only the operation disc is represented from both
discs. The pawls are hand-like simple and without a special
overhaul mechanism. Spring tensioning pawl (503) and release pawl
(504) facing each other in one line (in a simplified manner for the
elucidation), they lie also opposite each other, against different
upright lamellas or discs (see also the cross-sections FIG. 87,
above).
[0803] The tension spring (499) is fastened between the rotary
mount (605) on the mediator disc (not shown) and the mount (544) on
the housing. The spring tightening for the vehicle ascent and
descent is separated and distinct; it ensues immediately before and
for the chosen change-over direction. The spring tensioning pawl
works in both directions for each action, ascent or descent, for
the generation of counter running rotations of the operation disc.
Special devices for a movement reversal are also not necessary.
[0804] The upper rows A-D and E-H denote the operated movement
compound machineries; each of the downwardly lying ones shall
demonstrate, that organs for the accent and descent of the vehicle
functionally are not contradictory, i.e. they do not hinder one
another. The spring tensioning tongue (495) is symbolized as an
angle. The both upper two rows, of the fourth, correspond to the
ascent movement compound machineries, the lower two rows to these
for the descent. Two subsequent images always are inseparable and
they correspond each counter acting spring tightening functions.
Both pawls make a pendulum movement with the exit position of the
release pawl at 3 o'clock; the respective pawl can not override the
housing stop at 9 o'clock in both directions. (The stop is
necessary, of course, only at one movement compound machinery to
work for all.) A pawl contact with the housing stop is fed back to
the board computer through circuit closing (not drawn in), a pawl
passage at the contact spring (609) at 3 o'clock being fed back in
the same manner (only drawn in at A). The direction of the bent
arrow in A/C; E/F; G/H indicates the direction of the approaching
pawl rotation. The ascent functions are released, if the rotation
is continued into the direction h; the descent functions are
released with rotation in direction during a movement reversal of
the release pawl.
[0805] FIG. 87 shows, above, to the left, at a scale of 1.5:1, the
cross-section through a movement compound machinery. The bent
guiding slot (368) on the operation disc (493) and the driving pin
(567) projecting from the mediator disc (492) into the guiding slot
may be omitted for the function variations b, d, g, h which do not
need an advance (pre-course) for additional functions. The annular
upright lamella (494) of the earlier described examples can be
omitted. The spring tensioning tongue is now able to abut against
the operation disc during the spring tensioning movement. After the
spring tightening through the spring tensioning pawl (503) under
the drive of the mediator disc (492) at its spring tensioning
tongue (495) up to the entrance into the arresting gap of the
operation disc, the arresting tongue (501) on the mediator disc
gets now into the arresting gap of the operation disc coupling both
discs. The spring tensioning tongue (495) and the arresting tongue
(501) lie on annular zones with different distant from the rotation
axis. Simultaneously with the coupling of both discs, the arresting
tongue (496) of the operation disc entrances into the arresting gap
of the upright lamella (491). When the function is triggered off
through the release pawl (504) by the relieve of the connection
between the operation disc and the upright lamella (491), the
spring tensioning tongue rotates in its arresting gap with the
operation disc and is not able to resist any more to the spring
tensioning pawl. If not considered that collisions should occur
with regard to the encounter of spring tensioning tongue and spring
tensioning pawl they should be replaced by the solution just
described.
[0806] The coupling place for the discs lies in the majority of the
cases in the projection of the release point for the next function,
whereby the coupling is solved through the release pawl (585).
Afterwards arresting tongue (496) is thrust aside through the
release pawl (504) the operation disc turns and operates its
functions und influence of the tension spring at the mediator disc.
Such a function is the driving of the horizontally swivelling
stilts (468) or of the upper (482) or the lower (483) crank with on
their part drive a vertically swivelling stilt (469,) through the
cam (519) on the operation disc (see FIG. 41). its cam for the
driving of the stilt was drawn too deeply to remember its grasp
under the circulating spring tensioning pawl (503). (But what is
excluded in this case through the pendulum movement.) The driving
pin (567) inserts, at the functional variations (c), (f) from the
mediator disc (492) into the bent guiding slot (568) in the
operation disc (493) and drives the operation disc first if the
mediator disc has already completed an additional way and has
operated thereby a additional function, i.e. the rotation of the
crank-like lever (564) for the triggering off of the arresting
slide (594) for the release of the supporting wheel shafts (see
below).
[0807] Above, to the right, at a scale of 1:2, longitudinal
sections respectively plan views of movement compound machineries
deal with the three functional stages A-C. In the upper row, on
plan views, it is about the coupling of the mediator disc (492) and
the operation disc (493) for the function d. In this exceptional
case, the release pawl (512, symbolized as triangle) stands firmly
at the upright lamella (491) opposite the spread stilt, i.e. on the
same level as the release pawl (585), replacing it. After the
tensioning spring is clockwise tightened (cp. FIG. 86, above, A-B)
the arresting tongue (501, symbolized as circular ring) of the
mediator disc inserts into the arresting gap (497) of the operation
disc and couples both discs. Simultaneously, the arresting tongue
(496) on the operation disc inserts into the arresting gap of the
upright lamella (491). When the release pawl (504) is turned
counter clockwise to d (stage B) than the function d for the stilt
spreading is given free. The arresting tongue (501) moves thereby
with its arresting gap in the operation disc to the fixedly
standing release pawl (512) and the decoupling of both discs is
brought about (stage C)
[0808] On the second row from above, it is again about a plan view,
in this case for the elucidation of the arresting of the discs
under function e. During the spring tightening through counter
clockwise rotation, the arresting tongue (501) gets into the
arresting gap of the operation disc.
[0809] If one adapts the conditions of the positions to the
cross-section, the release pawl (585) faces about to this one (504)
in its prolonged line and operates the projective release point f*
being turned approximately 180 degrees opposite f under the
decoupling of the discs when the function f is triggered off by the
release pawl (504). Analogue relations are valid for the functions
a, b, c, f, g. The function h is treated in FIG. 88.
[0810] As figured, beginning in the middle, to the left, in the
longitudinal sections, at a scale of 1:1, at the functional stages
A-C, Bowden cables (327), towards the arresting slides (594) for
the release of the shafts (536) with the supporting wheels, are
operated, above the guide-way, at the function (f) through the
small crank-like lever (564) or respective tracer (cp. FIG. 81,
442, above, to the left) for the lining-up of a vehicle over the
guide-way are operated. Analogue relations are valid for the
function (c). Only one of the four arresting slides is represented
(quite below, to the right with a plan view detail to the left from
it) on the plan views for the function (c) in the functional stages
A-C, at a scale of 1:1. (The additional demonstrated running up
with A-C in the plan view for the function f shall not be
considered in this moment, because it can be understood by the
already above discussed context.)
[0811] At the stage B, on the middle section of the disc rotation,
the arresting tongue of the arresting slide (594) is drawn out of
the oblong arresting notch with the tightening of the leaf spring
(511) through the Bowden cable (327) over the idler (539) so that
the supporting wheel shafts are able to sink by influence of
springs (see FIG. 41, above, to the right), when the lateral
canting on the arresting notch is raised (produced by the slight
tilting of the vehicle caused by unprotected hanging over vehicle
portions). When the vehicle has been suppressed and the supporting
wheel shafts have been displaced upwards, the arresting tongue
finally gets again into the arresting notch. Quite below, the
arresting slide is reproduced in over view besides of the
longitudinal section.
[0812] The stilt movement occurs in all falls (except at h) through
the sliding working of the cam (519) on the operation disc, as soon
as this is turned according to the function, at the disc positions
B and C for a or c, f, h corresponding to the longitudinal section
view, for e or b, d, g relating to the plan view. The bent guiding
slot (568) and the driving pin (567) guarantee that the function
(f) of the release of the arresting slides precedes to the function
f for the downward stilt stretching. The representation of the
functions a'/e' and d'/h' for the vehicle sinking is displaced to
FIG. 88.
[0813] FIG. 88 above deals with the device of function h, which has
the task to right the weight of the sinking vehicle in the last
phase of descent. This is elucidated above, to the left, at a scale
of 1.5:1, in a cross-section through the movement compound
machinery, to the right of this, that is done in longitudinal
sections, at a scale of 2:1, both at the functional stages A-C.
[0814] Despite the upwards spreading of the stilts, the power
transferring cam (592) of the operation disc (493) and the tension
spring (499) are therefore fitted on the operation disc according
to the function a. As the cross-section, above, to the left, shows,
the mediator disc and the spring tensioning pawl are omitted. The
tension spring (499) is fastened to the operation disc.
[0815] The spring tightening function is effected by the cam (592)
of the operation disc. The spring tensioning pawl (503) is
symbolized by a triangle, the arresting gap on the operation disc
by a rectangle (see the upper row of the longitudinal sections
A-C). The arresting tongue (496) of the operation disc thereby gets
into the proper arresting gap on the upright lamella (491, see the
second row of longitudinal section A-C). Before the release of h,
it is proceeded from stilts which are spread towards the guide-way
and from a tightened relatively strong tension spring which is
first to bring in a tightened condition in this way to set up the
vehicle to a guide-way and to press the former to the latter. The
vertically swivelling stilts are thereby spread up to the insertion
of the arresting tongue into the arresting gap of the upright
lamella.
[0816] The release of the function h ensues rather at the end of
the clockwise rotation of the release pawl (504) at h. The release
pawl moves thereby over the lower disc half (see at B of the upper
longitudinal section row A-C). To avoid that the triggering off of
h already occurs during the stage of the spring tightening for the
other functions, the release point h between operation disc and
upright lamella was dislocated a little up to the horizontal
stretched stilt (not shown). The necessary functional stability is
obtained by a friction increase, as it is favourably provided after
each arresting point (cp. FIG. 38, below, to the right), and an
electric contact closing for a board-computer control for the drive
at h. The spring tightening ways for all other function rows are
chosen a bit shorter as the swivelling to h. The release pawl (504)
also runs first with an additional movement impulse up to h (see
the longitudinal section A), when the release pawls (504) of the
other movement compound machineries have already triggered off the
other descent functions. The downward whistling cam and the
vertical stilts counteract the fall movement, subsequently, the
tension spring will be tightened again increasingly through the
weight of the sinking vehicle up to the insertion of the arresting
tongue of the operation disc at h. The stage A is reached again
therewith.
[0817] The horizontally placed cross-section, below under the
middle part, to the right, is such through the movement compound
machinery for the drive of the worm. For the rotation of the outer
worm nut (535) around the inner worm thread (546) which lifts up
the vehicle together with the horizontal swivelling stilts from the
guide-way during the function e' (cp. FIG. 52), the counter
clockwise spring tightening movement of movement compound machinery
around the worm is used. A mediator disc is again not applied;
though it does not exist a cam and a connection to the stilt. The
operation disc (493) with the tension spring (499) on its mount
(590) is connected with the outer worm nut through the cross
connection pin (574) and runs in a oblong slot of the outer worm
nut. The latter rotates during the spring tightening by means of
the spring tensioning pawl (503) on the arresting tongue (495)
counter clockwise whereby its cross pin engages into the spiral
guiding nut of the inner worm screw which is fixed at the housing
with the angle pin (563). A spring tightening movement and
therewith a vehicle raising ensues as well with the tightening
movement a-d (that means function a') as with tightening movement
e-g (that means the function e'). For a schematic clarification,
the horizontal swivelling stilts with wheels on a rail (22) are
sketched with dashed lines on the cross-section. The connection
staging (534) to a rotation bush at the swivelling centre of stilts
shall demonstrate, that also the vehicle with wheels is lifted from
the rail with the raise of the outer worm nut.
[0818] As figured on the plan views A-C (the third row from above),
the spring tightening, which measures there 120 degrees, is
performed for the ascent and for the descent by existing of an
arresting gap in the upright lamella (491) as well as behind the
start position as also behind the end position of the spring
tensioning pawl (495). The spring tensioning pawls are thereby
facing one another doubled in doubled reflection. The drive of a
spring tensioning tongue ensues only counter clockwise.
[0819] This is made clear with the cross-section details A-B, at a
scale 2:1, above the row. If the spring tensioning tongue (495)
rests over the arresting gap (497) in the upright lamella (491)
then the spring tensioning pawl (503) is only able to displace it,
if it moves against the steep flange (see the cross-section detail
above). During the spring tightening motions for the ascent and
also during such for the descent it will come to the spring
tightening under rotation of the operation disc (493) in each case.
The operation disc is fixed at d with the engagement of arresting
spring into the arresting gap of upright lamella (491) after the
spring tightening (see the fourth row of the plan views A-C from
above). A triggering off occurs first, when the release pawl
reaches the release point d. The clockwise rotation of the
operation disc under the drive of the worm nut influenced by the
tension spring effects a vehicle sinking opposite the horizontally
swivelling stilts and therewith a sinking of the wheels of the
vehicle and the vertically swivelling stilts with the wheels up to
the guide-way.
[0820] On the longitudinal sections A-D, fourth row from above, it
is demonstrated that by the aid of a second release pawl (505)
which stands to the release pawl (503) in an acute angle, the
function, with the sequence of the sinking of the middle vehicle
wheels up to the guide-way, is triggered off at d (stage C) and
also after a counter clockwise pawl rotation, also at the end of
the ascent--the beginning was not figured--as also after a
clockwise pawl rotation by h (stage D) on the end of the descent.
The solution of the arrest ensues, of course, at the arresting
point d in each case.
[0821] At this point, is thought of as to think over again the
reduction of the number of moment compound machineries from nine,
i.e.: a, b, c, d, e, f, g, h, b'/e' to six by the composition of
the following functions to a common compound machinery: the stilt
stretching functions downward respectively laterally away from its
own guide-way, e with b, f with a and the stilt spreading function
g with d. The space disposition inside the vehicle in FIG. 40 can
be kept in this manner. The problem of the braking perhaps of the
strong tension spring for the function a in its application for the
function h can be mitigated by the choice of a slightly elliptic
operation disc, namely by the one, whose roughness of the rim works
slow down during the initial rotation through stronger friction on
the "brake shoe" without diminishing of the power at the terminal
phase. The orientation of the tension spring towards the wheel axis
may used in the same sense of a more favourable power
distribution.
[0822] In longitudinal sections, at a scale of 1:4, under the lower
horizontally represented cross-section, the application of release
pawls for the solution variation is clarified. The release pawl
(504) was marked with a triangle for a representation. Together,
the triangle symbolizes the overhaul pawl (543) and the point of
the triangle indicates the working direction (examples for overhaul
pawls see below). The arrangement of the spring tensioning pawl
(503) and the classed with spring tensioning tongues may correspond
to these in FIG. 86, above, E-H. The release pawl (504) swivels
thereby in the upper circle in half and works only counter
clockwise. On the exit position of this pawl at 3 o'clock, the
vehicle ascent functions a-d may be operated one after another,
whereby the all descent function are distributed over the upper
circle half, after zero position at 3 o'clock, beginning with a and
terminating with d before 9 o'clock (cp. FIG. 86, on the
longitudinal section A, below, at a scale 1:1).
[0823] To elucidate the descent functions, the movement compound
machineries were drawn schematically separated as circle and both
release pawls (504, 505) are drawn in with their clockwise
continuing release steps (cp. FIG. 86, the uppermost longitudinal
section, at a scales of 1:1). Each movement compound machinery has
only one release point for its specific function. The upper row
commences the release pawl (505) reaching e whereby the release
pawl (504) triggers at b the first switching step. The additional
images, to the right, elucidate that further pawl motions do not
work. The second row aims to the triggering off of a through the
release pawl (504) whereby the release pawl (505) has reached f
after the second switching step and so forth. (The switching steps
are firmed to the right with a dash-dotted line). For the
additional functions (f), e'/f' and the function h as the last of
the decent row, the earlier described is valid.
[0824] A second release pawl (585) for the decoupling of both discs
is also necessary. If it gets unintentionally an arresting point so
that has no consequence except the locking between the operation
disc and the upright lamella is not disengaged. Two release points
are also used for any movement compound machinery (except for that
one for the function a. h, e and e').
[0825] On the schematic graph, quite below, to the left, at a scale
of about 1.4:1, the release pawl (505) is drawn in the same line as
the one for the function f projecting up to the disc rim. The
arresting point for the arresting tongue (501), being dislocated
for one switching step for the triggering off by the release pawl
(585), namely may lie on one sector line with the arresting tongue
(496) and it may be operated from a prolonged release pawl (504).
The release pawl (585), running from the exit position on the left
image over e, operates first at the position f reacting for the
function e. (With regard to the pawl arrangement c. p. FIG. 87, the
cross-section, above, to the left.)
[0826] As an example of an overhaul pawl (543), below, to the left,
in a longitudinal section, at a scale of 3:1, in the functional
stages A and B, a such a drawer-like device is represented, which
has as an angular insertion an oblique plate, plane iron like
guided in an slanted slot of the pawl, brought in working position
supported by a weak tension spring with the counter clockwise
rotation of the pawl At the stage A, the insert lies face to face
to an arresting tongue At stage B, in off-position, the insert is
drawn back upwards, which occurs during the clockwise rotation of
the overhaul pawl.
[0827] A second preferred kind of an overhaul pawl was figured
below, to the right, in a longitudinal-section detail, at a scale
2:1, in the functionless stage of the release pawl (504) during the
clockwise rotation. Underneath a cross-section detail is shown. The
release pawl (504) is thereby fastened on a screw (the winding is
to choose steeper as drawn) being rotary in the threaded bush
(550). The latter continues the rotation axis (not shown) which is
driven from the motor. Against the release pawl (505) is rotary
with an annulus together with the release pawls (505, 585) around
the thread bush. The rotation motion is transferred from the
threaded bush over the fork angle (558) towards the release pawls
(505,585) in such a way that they follow also the idling for the
release pawl (504) during its screw movement. The weak spring bow
(551), projecting from the housing, works as weak and slightly to
surmount impediment at 15 o'clock and between 10-8 o'clock and
effects it, during the counter clockwise movement of the release
pawl (504) as well as during its drawing in and approach to the
upright lamella for the release of the operation disc, as the pawl
opening during the change of the rotation direction. A
cross-section detail is given under the longitudinal section
one.
[0828] A variation to the "drawer"--form of a overhaul pawl at the
end of the release pawl (504) as it is figured to the left
underneath, to the left in a longitudinal section and to the right
in a cross-section, at a scale of about 1:1. The axis of the
ebonite roll (555) is thereby guided over the release tongue,
transverse to the disc movement, in lateral oblique increasing
slots of a U-shaped mount at the pawl end against a weak
compression spring between housing and roll axis. When the pawl
moves clockwise (as figured), the ebonite roll presses the
arresting tongue out of the arresting gap. When the release pawl
overrides the arresting tongue during its counter clockwise
rotation then the ebonite roll is displaced upwards an away from
the disc and will be functionless thereby (not figured).
[0829] The functional sketch, below, to the right, outside,
corresponds to a device for the stabilization of the arresting
positions through the arresting ball (440) by influence to the
undulatory outer rim profile of the operation disc, there figured
as rolling up. Electric contact closing through the movement of the
arresting ball or by conduction between arresting ball and a
non-isolated wave trough is signalled to the board computer (258)
and is used for the motor control (comp. FIG. 79, below).
[0830] In FIG. 89, above, in a cross-section detail, at a scale
1:20, a wheel (102) with an outwards bent flange (655) of the wheel
on the rail (22) works as a rail clamp (c. p. FIG. 41, 581)
facilitating the alignment of the axis during the lowering of the
vehicle. The cross-section detail underneath, at a scale of 1:40,
shows a means of securing against the tipping off of the vehicle
during the climbing to another guide-ways consisting of an
enlargement in the diameter of the wheel flange working together
with an additionally lateral rail ledge (663).
[0831] Underneath, two plan views, at a scale of 1:40, are given at
A on a stretched guide-way (22), at B on a bent one. It shall be
demonstrated that the alignment of the wheel axes against the
guide-way before lowering of the vehicle descent refers also to the
one of the cabin portion not only to the one of the motor carriers
(here, being only 16 partially drawn). At A both the tow ropes
(137, 138, c. p. FIG. 13, above, to the right) with the tension
springs promote the straightening of the vehicle axis, at B the
elastic ledge (653) connects centrally all axes and the clamp (659)
adjust the appropriate axes to the guide-way curve. With the used
vehicles, auxiliary motors at the swivel joints (660) controlled by
sensors can be applied or ropes analogue to the ones in FIG. 42 or
bar connections analogue to the ones in FIG. 14, above, to the
right. The shaft (53) connects the hinged column with the motor
carriage (16); the swivel joint (660) is the rotation centre for
the base frame (560).
[0832] Though only a plying interest may be expected with regard to
the invention, this well should be used pedagogically. In such a
reason, the switching out of the automatic should be possible
besides the full automation of all functions usually at model rail
ways. In such manner, the dexterity and the empathy should be
promoted by it to install eventually push and pull devices with
control sticks or alike; on the other hand, functions at the
vehicles may promote the mobility and the contact of the
participants through contact switches or wind switches (c. p. FIG.
75, in the middle part, to the right).
* * * * *