Passive switch for a rail-bound traffic system, chassis for a rail-bound traffic system and rail-bound traffic system

Abstract

The invention relates to a passive switch for a track system of a rail-bound traffic system, having: a first track, defined by a first running-wheel rail and a second running-wheel rail, a second track, defined by the first running-wheel rail and a third running-wheel rail, a third track, defined by the second running-wheel rail and a fourth running-wheel rail, a first intermediate track, defined by the first running-wheel rail, a first running-wheel intermediate rail, a second running-wheel intermediate rail and a first supporting-wheel intermediate rail, a second intermediate track, defined by the second running-wheel rail, a third running-wheel intermediate rail, a fourth running-wheel intermediate rail and a second supporting-wheel intermediate rail. The first running-wheel intermediate rail, the second running-wheel intermediate rail and the first supporting-wheel intermediate rail are arranged such that each individual does not intersect a track center line of the second intermediate track.

1 . A switch for a track system of a rail-bound traffic system, having
 a first track, defined by a first running-wheel rail and a second running-wheel rail,   a second track, defined by the first running-wheel rail and a third running-wheel rail,   a third track, defined by the second running-wheel rail and a fourth running-wheel rail   a first intermediate track, defined by the first running-wheel rail, a first running-wheel intermediate rail, a second running-wheel intermediate rail and a first supporting-wheel intermediate rail,   a second intermediate track, defined by the second running-wheel rail, a third running-wheel intermediate rail, a fourth running-wheel intermediate rail and a second supporting-wheel intermediate rail,   wherein the first running-wheel intermediate rail, the second running-wheel intermediate rail and the first supporting-wheel intermediate rail are arranged such that each individual does not intersect a track center line of the second intermediate track,   the third running-wheel intermediate rail, the fourth running-wheel intermediate rail and the second supporting-wheel intermediate rail are arranged such that each individual does not intersect a track center line of the first intermediate track.   
     
     
         2 . The switch according to  claim 1 , wherein the first running-wheel intermediate rail, the second running-wheel intermediate rail and the first supporting-wheel intermediate rail are arranged such that each individual is spaced apart from the track center line of the second intermediate track at at least one defined distance which is preferably at least approximately one twentieth of a track width of the first track and at most approximately one quarter of the track width of the first track, more preferably approximately one sixth of the track width of the first track, and
 wherein the third running-wheel intermediate rail, the fourth running-wheel intermediate rail and the second supporting-wheel intermediate rail are arranged such that each individual is spaced apart from the track center line of the first intermediate track at at least the defined distance   
     
     
         3 . The switch according to  claim 1 , wherein the first and second intermediate tracks are configured such that, in each case in the direction of the track center, uninterrupted force absorption normal to the track plane of both wheels of a wheel set is ensured. 
     
     
         4 . The switch according to  claim 1 ,
 wherein the first running-wheel intermediate rail and the second running-wheel intermediate rail are each arranged in such a way that they overlap or adjoin the first supporting-wheel intermediate rail in a direction parallel to the second running-wheel rail,   wherein the third running-wheel intermediate rail and the fourth running-wheel intermediate rail are each arranged in such a way that they overlap or adjoin the second supporting-wheel intermediate rail in a direction parallel to the first running-wheel rail, and   wherein a track width of the first track between the start of the switch and the first running-wheel intermediate rail and the third running-wheel intermediate rail is increased in relation to a nominal track width of the track system.   
     
     
         5 . The switch according to  claim 1 , comprising a first guide rail which runs parallel to the first running-wheel rail, and a second guide rail which runs parallel to the second running-wheel rail. 
     
     
         6 . The switch according to  claim 5 , wherein the guide rails each extend as far as the start of the switch and as far as the ends of the switch and/or wherein the guide rails are arranged outside the tracks. 
     
     
         7 . A chassis for a rail vehicle, comprising:
 two wheel sets which each have a first running wheel and a second running wheel with, in particular inner, wheel flanges and each have a first supporting wheel and a second supporting wheel which are of wheel-flangeless design,   wherein both running wheels and both supporting wheels are rigidly coupled via a common wheel-set shaft, or are configured as loose wheels and the two supporting wheels are positioned on the wheel-set shaft in each case outside the running wheels,   wherein the running wheels and the supporting wheels are configured to support a force in a first direction on rails;   a first lateral guide device, having at least one first guide wheel which is configured to support a force in a second direction against a first guide rail, wherein the first direction and the second direction are oriented at least substantially perpendicularly with respect to one another;   a second lateral guide device having at least one second guide wheel, an axis of which is perpendicular to the at least one wheel-set shaft, and which is configured to support a force in a third direction against a second guide rail, wherein the third direction and the second direction are oriented at least substantially oppositely;   wherein the at least one first guide wheel and the at least one second guide wheel are each arranged movably in such a way that the at least one first guide wheel and the at least one second guide wheel brought into engagement with the respective guide rail,   
     
     
         8 . The chassis according to  claim 7 , wherein the running wheels and the supporting wheels are configured in one piece on each side of a wheel set and form a common running surface. 
     
     
         9 . The chassis according to claim wherein the at least one first guide wheel and the at least one second guide wheel are each movable independently of one another in or out of a plane spanned by the guide rails. 
     
     
         10 . The chassis according to  claim 7 , wherein the first lateral guide device and the second lateral guide device are arranged such that all the guide wheels are spaced apart further from a the chassis longitudinal center axis than the running wheels 
     
     
         11 . A rail vehicle with a chassis according to  claim 7 , wherein a cabin of the rail vehicle is arranged below the chassis 
     
     
         12 . A rail-bound traffic system with at least three tracks, having:
 the switch according to  claim 1 ,   at least one rail vehicle,   wherein a chassis has at least two wheel sets which are configured in such a way that the at least two wheel sets they absorb forces substantially perpendicularly with respect to   a track plane, and has at least two guide wheels which are configured in such a way that the at least two guide wheels absorb forces substantially parallel with respect to the track plane, wherein the wheels of each wheel set are rigidly coupled or are configured as loose wheels and have an outwardly tapering wheel profile, and interact with running-wheel rails in such a way that the wheel sets are stabilized in a sinusoidal motion,   wherein the switch has at least one first guide rail and one second guide rail which interact with at least one first guide wheel and at least one second guide wheel in such a way that the rail vehicle are guided from a first track to a second track and vice versa and are guided from the first track to a third track and vice versa; and   wherein the switch has at least two intermediate tracks, defined by in each case two intermediate rails and one running-wheel rail, which intermediate rails and running-wheel rails are arranged in such a way and interact with the chassis in such a way that, when the switch is driven through, there is uninterrupted wheel-rail contact in each case on at least one wheel on both sides of a wheel set,   wherein the intermediate rails are each spaced apart from the track center line of the respective intermediate track at a distance of at least approximately one twentieth of a the track width of the first track and at most approximately one quarter of the track width of the first track, in particular approximately one sixth, and   wherein the rail vehicle has a device for load transport or passenger transport, in which is arranged below the track plane.   
     
     
         13 . The traffic system according to  claim 12 , wherein
 the first running-wheel intermediate rail and the first supporting-wheel intermediate rail of the first running-wheel rail,   the second running-wheel intermediate rail of the third running-wheel rail   the third running-wheel intermediate rail and the second supporting-wheel intermediate rail of the second running-wheel rail, and   the fourth running-wheel intermediate rail of the fourth running-wheel rail are spaced apart in such a way that running wheels provided with wheel flanges can pass in a contact-free manner with a tolerance.   
     
     
         14 . The traffic system according to  claim 12 -or wherein the wheel-rail contacts of running wheels and of running-wheel rails are configured wheels have an outwardly tapering wheel profile. 
     
     
         15 . The traffic system according to  claim 12 , wherein the first running-wheel intermediate rail, the second running-wheel intermediate rail and the first supporting-wheel intermediate rail are spaced apart from the track center line at a distance or greater which is sufficiently large to allow a cabin suspension penetrating the track plane to pass in a contact-free manner with a tolerance,
 wherein the third running-wheel intermediate rail, the fourth running-wheel intermediate rail and the second supporting-wheel intermediate rail are spaced apart from the track center line at the distance or greater which is sufficiently large to allow a cabin suspension penetrating the track plane to pass in a contact-free manner with a tolerance.