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

Description

The invention relates to a passive switch for a track system of a rail-bound traffic system which has at least three tracks, wherein the switch permits a track change from a first track to a second or a third track and, in the case of a reversed direction of travel, permits a track change in each case from the second and the third track to the first track.

Furthermore, the invention relates to a chassis for a rail vehicle which can travel on a rail-bound traffic system with the passive switch according to the invention, a rail vehicle with the chassis according to the invention, a rail-bound traffic system with the passive switch according to the invention and the rail vehicle according to the invention, and a method for operating the rail-bound traffic system.

A wide variety of rail-bound traffic systems are used worldwide, both for passenger transport and for goods transport. In this case, a majority of conventional track systems with two parallel rails are used. Suspended tracks in which the transport load is located below the track plane are, however, usually designed as monorail tracks, such as, for example, the Wuppertal suspended track. This is caused by the fact that, in the case of a conventional track system, a fastening arm for the transport load would have to reach out far or intersect the track plane. Neither the one nor the other is possible with conventional railroad switches with tongues and continuous intermediate rails. Monorail tracks are also considered to be less susceptible to interference with respect to weather influences; in particular, the snow-clearing outlay is low, which is a significant advantage in the case of highly accessible tracks which are difficult to reach. On the other hand, disadvantages with respect to conventional track systems result from the fact that less standardized or standardized components are available.

It is an object of the invention to provide an improved passive switch. In particular, it is an object of the invention to provide a passive switch which permits the transport load to be attached below the track plane. A further object consists in providing a rail-bound traffic system which is based on a conventional track system and permits the transport load to be attached below the track plane.

A further object consists in providing a chassis for the switch and the rail-bound traffic system.

This object is achieved according to the invention by a passive switch, a chassis for a rail vehicle which is suitable for interacting with such a switch, and a rail-bound traffic system according to the independent claims. Advantageous refinements are claimed in the dependent claims.

A first aspect of the invention relates to a passive switch for a track system, comprising 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, and a third track, defined by the second running-wheel rail and a fourth running-wheel rail.

Furthermore, the switch preferably comprises:

• • 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; and
  • 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.

Here, 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. Likewise, 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 the track center line of the first intermediate track.

A second aspect of the invention relates to a chassis for a rail vehicle, having:

• • two wheel sets which each have two running wheels with, in particular inner, wheel flanges and two wheel-flangeless supporting wheels, wherein both running wheels and both supporting wheels are rigidly coupled, in particular 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, the 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 they can be brought into engagement with the respective guide rail.

The axis of the guide wheels is preferably at least substantially perpendicular to the at least one wheel-set shaft when the guide wheels are in engagement with the guide rails.

A third aspect of the invention relates to a rail-bound traffic system with at least three tracks, having at least one passive switch and at least one rail vehicle with a chassis; wherein the chassis has at least two wheel sets which are configured in such a way that they can absorb forces substantially perpendicularly with respect to the track plane, and has at least two guide wheels which are configured in such a way that they can 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 stabilize themselves in a sinusoidal motion; wherein the switch has at least two guide rails which interact with at least one first guide wheel and at least one second guide wheel in such a way that the rail vehicle can be guided from a first track to a second track and vice versa and can be 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 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; wherein the rail vehicle has a device for load transport or passenger transport, in particular a cabin, which is arranged below the track plane.

A switch within the meaning of the invention is a track change device which permits a track change of a vehicle from a first track to a second or a third track and vice versa, wherein the second or third track can also continue in the direction of the first track instead of bending with respect to the first track.

A passive switch within the meaning of the invention is preferably a switch which permits a vehicle to determine, by means of a vehicle-side manipulation, whether a track change is being performed and to which track is changed without a changeover being necessary for this purpose at the switch itself.

A wheel set within the meaning of the invention preferably consists of a wheel-set shaft and at least one wheel at each end of the wheel-set shaft. The wheels can be rigidly connected to the wheel-set shaft or can be configured as loose wheels, that is to say can be rotatable with respect to the wheel-set shaft.

A track within the meaning of the invention preferably denotes a pair of substantially parallel rails.

A track width within the meaning of the invention is preferably the distance between the two substantially parallel rails of a track.

Not intersecting within the meaning of the invention preferably means that a rail does not intersect with the track center line in a projection onto a plane which is parallel to the track plane which is spanned, inter alia, by the rail.

The invention is based on the knowledge that a rail-bound traffic system can be configured to be less susceptible to interference by having switches which manage without moving parts. Such moving parts form a weak point of a rail-bound traffic system, in particular when switches are exposed to the weather.

According to the invention, this is achieved by a so-called passive switch which has two intermediate tracks which are in each case defined by a running-wheel rail, two running-wheel intermediate rails and a supporting-wheel intermediate rail, and which interact with a wheel set consisting of running wheels and supporting wheels. The running-wheel rail is of continuous configuration and absorbs the supporting force of the outer running wheels (in relation to the switch) of a wheel set. The two running-wheel intermediate rails and the supporting-wheel intermediate rail absorb the supporting force of the inner running wheels and supporting wheels.

Here, the two running-wheel intermediate rails and the supporting-wheel intermediate rail of the two intermediate tracks are arranged such that the track center lines of the two intermediate tracks are not intersected by the running-wheel intermediate rails and the supporting-wheel intermediate rail of the respective other intermediate track, in particular are spaced apart from the running-wheel intermediate rails and the supporting-wheel intermediate rail in such a way that a device for suspending a cabin which penetrates the track plane in the vertical direction can pass in a contact-free manner when passing through the switch.

When passing through the switch, a running wheel of a chassis which is situated on the inside in relation to the switch is initially supported on a running-wheel intermediate rail. The supporting-wheel intermediate rail on which a supporting wheel is supported begins with the end of the running-wheel intermediate rail, offset perpendicularly in relation to the direction of travel.

Before this ends, a further running-wheel intermediate rail on which the running wheel is supported begins, offset again perpendicularly in relation to the direction of travel.

Thus, when passing through the switch, uninterrupted wheel-rail contact is ensured on both sides of a wheel set.

The switch according to the invention also has outer guide rails. In cooperation with chassis-side lateral guide devices which can be brought into engagement individually with the respective guide rail, safe, in particular derailment-free, blunt and pointed travel is made possible. In the case of pointed travel, a selection of direction to the left or right is made possible.

The chassis according to the invention is configured to travel over the passive switch according to the invention. The lateral guide devices of the chassis cooperate with the guide rails of the switch in such a way that, by means of a vehicle-side manipulation, it is possible to determine whether a track change from the first track to the second track or to the third track takes place. When passing through the switch, the running wheels and/or the supporting wheels of the chassis take over the support of a gravitational force and, if appropriate, a centrifugal force or a component of the centrifugal force of a rail vehicle with this chassis.

An advantage of the traffic system according to the invention consists in that it can be configured as an overhead railway system, that is to say that the passenger cabin can be positioned below the track plane, and at the same time a chassis with rigidly coupled wheels with outwardly tapering wheel profiles can be used, which chassis brings about advantageous self-centering of the wheel sets in the straight-ahead direction.

In an advantageous refinement of the switch, 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 a distance of at least approximately one twentieth of 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 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 the same distance defined above.

It is thereby possible to fasten a cabin of a rail vehicle below the track plane, wherein a chassis of the rail vehicle is located substantially above the track plane and a cabin suspension intersects the track plane.

In a further advantageous refinement of the switch, the first and second intermediate tracks are configured such that, in each case in the direction of the track center line, uninterrupted force absorption normal to the track plane of both wheels of a wheel set is ensured. This affords the advantage of safe and shock-free travel of a rail vehicle through the switch.

In a further advantageous refinement of the switch, 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, and 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.

Preferably, a track width of the first track between a start of a 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. This permits positioning of the running-wheel intermediate rails in such a way that the running wheels of a wheel set can engage in the intermediate tracks formed by running-wheel rails and intermediate rails.

In a further advantageous refinement, the switch has 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. In cooperation with lateral guide devices, a track change from the first track to the second or third track is made possible as a result.

In a further advantageous refinement, the switch has guide rails which each extend as far as the start of the switch and as far as an end of the switch. As a result, safe, guided passage through the switch is possible.

In a further advantageous refinement, the guide rails are arranged outside the tracks. This simplifies the design of the switch and of the chassis.

All the components of the switch, in particular the running-wheel rails, supporting-wheel rails and the guide rails, are preferably of fixed design. This offers the advantage of low susceptibility to interference.

In an advantageous refinement, a chassis for a rail vehicle has two wheel sets which each have two running wheels with, in particular inner, wheel flanges and two wheel-flangeless supporting wheels. This permits the advantageous combination of lateral guidance by wheel flanges and support by supporting wheels in regions of the switch.

Both running wheels and both supporting wheels are rigidly coupled, in particular via a common wheel-set shaft, or are configured as loose wheels. Rigid coupling affords the advantage that, in interaction with an outwardly tapering wheel profile, the wheel sets stabilize themselves in a sinusoidal motion. By contrast, a configuration with loose wheels affords the advantage that, when passing through curves, different wheel rotational speeds can be set, which facilitates cornering and reduces wear.

The two supporting wheels are preferably positioned on the wheel-set shaft in each case outside the running wheels. This is advantageous in conjunction with running wheels with inner wheel flanges since, when forking a track into two tracks, cutouts have to be provided in a switch within the wheel flanges.

The running wheels and the supporting wheels are preferably configured to support a force in a first direction on rails, further preferably the chassis has a first lateral guide device which has at least one first guide wheel, the axis of which is at least substantially perpendicular to the at least one wheel-set shaft, and which is configured to support a force in a second direction against a first guide rail. The first direction and the second direction are in this case oriented at least substantially perpendicularly with respect to one another.

Further preferably the chassis has a second lateral guide device which has at least one second guide wheel, the 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.

This affords the advantage that the support of the gravitational force of a rail vehicle and the initiation of track changes and the support of lateral guide forces are functionally separate.

The at least one first guide wheel and the at least one second guide wheel are in this case preferably each arranged movably in such a way that they can be brought into engagement with the respective guide rail.

In a further advantageous refinement of the chassis, the running wheels and the supporting wheels are configured in one piece on each side of a wheel set and form, in particular, a common running surface. This affords the advantage of low component complexity and simplified production.

In a further advantageous refinement of the chassis, the at least one first guide wheel and the at least one second guide wheel are each movable independently of one another in and/or out of a plane spanned by the guide rails. This affords the advantage that the guide rails can be of fixed design and the determination of the track change can take place by means of a vehicle-side manipulation.

In a further advantageous refinement of the chassis, the first lateral guide device and the second lateral guide device are arranged such that all the guide wheels are spaced apart further from the chassis longitudinal center axis than the running wheels. This is advantageous in conjunction with running wheels with inner wheel flanges since, when forking a track into two tracks, cutouts have to be provided in a switch within the wheel flanges.

In an advantageous refinement, a rail vehicle with the chassis according to the invention has a cabin which is arranged below the chassis. This affords the advantage of positioning rails and chassis of a rail-bound traffic system in narrow urban spaces above the ground-bound traffic in a space-saving manner.

In an advantageous refinement, a rail-bound traffic system has at least three tracks with in each case parallel rails, at least one switch and at least one rail vehicle.

In this case, the chassis has at least two wheel sets which are oriented in such a way that they can absorb forces substantially perpendicularly with respect to the track plane, and at least two guide wheels which are oriented in such a way that they can absorb forces substantially parallel with respect to the track plane, wherein the running wheels of each wheel set are rigidly coupled or are configured as loose wheels and have an outwardly tapering wheel profile, and interact with the rails in such a way that the wheel sets stabilize themselves in a sinusoidal motion.

In this case, the switch has at least two guide rails which interact with the at least two guide wheels in such a way that the rail vehicle can be guided from a first track to a second track and vice versa and can be guided from the first track to a third track and vice versa.

Furthermore, the switch has at least two intermediate tracks, comprising in each case two intermediate rails which 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 on each running wheel, 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 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.

Here, the rail vehicle has a device for load transport or passenger transport, in particular a cabin, which is arranged below the track plane.

In a further advantageous refinement of the rail-bound traffic system, the first running-wheel intermediate rail and the first supporting-wheel intermediate rail are spaced apart from the first running-wheel rail, the second running-wheel intermediate rail is spaced apart from the third running-wheel rail, the third running-wheel intermediate rail and the second supporting-wheel intermediate rail are spaced apart from the second running-wheel rail, and the fourth running-wheel intermediate rail is spaced apart from the fourth running-wheel rail in such a way that the running wheels provided with wheel flanges can pass in a contact-free manner with a tolerance.

In a further advantageous refinement of the rail-bound traffic system, the wheel-rail contacts of the running wheels and of the running-wheel rails are configured in such a way that they have an equivalent conicity of less than 0.6, and the running wheels have an outwardly tapering wheel profile. As a result, the wheel sets can advantageously stabilize themselves in a sinusoidal motion.

In a further advantageous refinement of the rail-bound traffic system, the first running-wheel intermediate rail, the second running-wheel intermediate rail and the first supporting-wheel intermediate rail, and the third running-wheel intermediate rail, the fourth running-wheel intermediate rail and the second supporting-wheel intermediate rail are spaced apart from the respective track center line at a distance which is sufficiently large to allow a cabin suspension penetrating the track plane to pass in a contact-free manner with a tolerance. It is thereby possible to position the device for load transport or passenger transport of the rail vehicle with a simply configured fastening below the track plane, wherein a chassis of the rail vehicle is located substantially above the track plane.

Further features and advantages of the invention emerge from the following description with reference to the figures. There are shown, at least partially schematically:

FIG. 1 an exemplary embodiment of a switch in a plan view;

FIG. 2 an exemplary embodiment of a chassis and the exemplary embodiment of a switch in a sectional view;

FIG. 3 an exemplary embodiment of a rail-bound traffic system in a plan view; and

FIG. 4 the exemplary embodiment of a rail-bound traffic system in a front view.

FIG. 1 shows an exemplary embodiment of a switch 100 in a plan view.

The switch 100 has four running-wheel rails 1, 2, 3, 4, wherein, in the region of the start WA of the switch, the running-wheel rails 1 and 2 form a first track, and, in the region of the end WE of the switch, the running-wheel rails 1 and 3 form a second track and the running-wheel rails 2 and 4 form a third track.

In the case of a track change from the first to the second track or vice versa, a rail vehicle 300 travels over a first intermediate track which is formed by the first running-wheel rail 1, a first running-wheel intermediate rail 5a, a second running-wheel intermediate rail 5b and a first supporting-wheel intermediate rail 7.

In the case of a track change from the first to the third track or vice versa, a rail vehicle 300 travels over a second intermediate track which is formed by the second running-wheel rail 2, a third running-wheel intermediate rail 6a, a fourth running-wheel intermediate rail 6b and a second supporting-wheel intermediate rail 8.

Preferably, the track width of the first track, that is to say the distance between the first running-wheel rail 1 and the second running-wheel rail 2, is increased in relation to a nominal track width of the track system in the region between the start (WA) of the switch and the first running-wheel intermediate rail 5a and the third running-wheel intermediate rail (6a). This permits the first running-wheel intermediate rail 5a to be spaced apart from the first running-wheel rail 1 and the third running-wheel intermediate rail 6a to be spaced apart from the second running-wheel rail 2 in such a way that the running wheels 11 of a wheel set can engage in the intermediate tracks formed by these rails.

The running-wheel intermediate rails 5a, 5b, 6a, 6b and the supporting-wheel intermediate rails 7, 8 are preferably arranged in such a way that, when the switch is driven through, there is continuous wheel-rail contact on both sides of a wheel set.

Preferably, the running-wheel intermediate rails 5a, 5b, 6a, 6b and the supporting-wheel intermediate rails 7, 8 are each spaced apart from the track center line M of the respective intermediate track at a distance d of at least approximately one twentieth of 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. It is thereby possible to fasten a cabin below the track plane, wherein the fastening device intersects the track plane.

Preferably, the running-wheel intermediate rails 5a, 5b, 6a, 6b each have a bent profile. This has the advantage that the distance d from the track center line M is maintained and a further bearing surface for the running wheels is provided. In the case of the running-wheel intermediate rails 6a, 6b, the bent profile furthermore permits distances of the running-wheel intermediate rails 6a, 6b with respect to one another and in each case with respect to the running-wheel rails 3, 4 to be maintained.

Further preferably, a first guide rail 9 runs parallel to the first running-wheel rail 1 and a second guide rail 10 runs parallel to the second running-wheel rail 2. In cooperation with the lateral guide devices 15a, 16a (not illustrated), a track change from the first track to the second or third track is made possible as a result.

Further preferably, the guide rails 9, 10 each extend as far as the start WA of the switch and as far as the ends WE of the switch. As a result, safe, guided passage through the switch is possible.

The guide rails 9, 10 are preferably arranged outside a region which is defined by the first running-wheel rail and the second running-wheel rail. This simplifies the design of the switch 1 and of the chassis 200.

FIG. 2 shows an exemplary embodiment of a chassis 200 and the exemplary embodiment of a switch 100 in a sectional view. The illustration of the switch 100 corresponds to a section A-A according to FIG. 1. A wheel set with a wheel-set shaft 13 with running wheels 11a, 11b and supporting wheels 12a, 12b at both ends can be seen.

The first running-wheel rail 1, the second running-wheel rail 2, the first guide rail 9, the second guide rail 10, the first lateral guide device 15a with the first guide wheel 16a and the second lateral guide device 15b with the second guide wheel 16b are also illustrated.

The running wheels 11a, 11b preferably have inner wheel flanges. As a result, lateral guidance is ensured when passing through the switch and also in the rest of the track system outside the switch. Furthermore, the supporting wheels 12a, 12b are preferably of wheel-flangeless design. This affords the advantage that the supporting wheels 12a, 12b can move up and down on supporting-wheel intermediate rails 7, 8 arranged offset rotationally in relation to a direction of travel of the chassis.

The two supporting wheels 12a, 12b are preferably positioned on the wheel-set shaft 13 in each case outside the running wheels 11a, 11b. This is advantageous in conjunction with running wheels 11 with inner wheel flanges since, when forking a track into two tracks, cutouts have to be provided in a switch within the wheel flanges.

The guide wheels 16a, 16b are preferably configured in such a way that they support a force in a direction substantially perpendicular to the track plane on the guide rails 9, 10.

In the case of a track change to the right, the second lateral guide device 15b is brought into engagement with the guide wheel 16b, with the guide rail 10. In the case of a track change to the left, the first lateral guide device 15a is brought into engagement with the guide wheel 16a, with the guide rail 9.

In an alternative embodiment variant, the lateral guide devices 15a, 15b are positively controlled in such a way that, at any time, only a single lateral guide device 15a, 15b can be in engagement with a guide rail 9, 10 and/or can be located in the plane spanned by the guide rails 9, 10. This affords the advantage of greater operational reliability.

In the following text, a track change in the case of pointed travel over the switch by means of a chassis is described by way of example from the first track to the second track. In this case, a chassis would move from bottom to top in FIG. 1.

Preferably, in the case of a track change from the first track to the second track, to the left in the illustration of FIG. 1, when driving into the switch, the first guide wheel 16a of the first lateral guide device 15a engages into the first guide rail 9 in the region of the start WA of the switch and remains in engagement as far as the end WE of the switch. Furthermore, the second running wheel 11b changes from the second running-wheel rail 2 to the first running-wheel intermediate rail 5a.

Furthermore, the first supporting-wheel intermediate rail 7 on which the second supporting wheel 12b is supported begins with the end of the running-wheel intermediate rail 5a, offset perpendicularly in relation to the direction of travel. Before the first supporting-wheel intermediate rail 7 ends, the second running-wheel intermediate rail 5b on which the second running wheel 11b is supported begins, offset again perpendicularly in relation to the direction of travel. The second running wheel 11b and/or the second supporting wheel 12b are supported on the second running-wheel intermediate rail 5b as far as the end of the latter. Before the end of the second running-wheel intermediate rail 5b, the third running-wheel rail 3 on which the second running wheel 11b is supported begins.

Preferably, in the case of a track change from the first track to the third track, to the right in the illustration of FIG. 1, when driving into the switch, the second guide wheel 16b of the second lateral guide device 15b engages into the second guide rail 10 in the region of the start WA of the switch and remains in engagement as far as the end WE of the switch. Furthermore, the first running wheel 11a changes from the first running-wheel rail 1 to the third running-wheel intermediate rail 6a.

Furthermore, the second supporting-wheel intermediate rail 8 on which the first supporting wheel 12a is supported begins with the end of the third running-wheel intermediate rail 6a, offset perpendicularly in relation to the direction of travel. Before the second supporting-wheel intermediate rail 8 ends, the fourth running-wheel intermediate rail 6b on which the second running wheel 11a is supported begins, offset again perpendicularly in relation to the direction of travel.

The first running wheel 11a and/or the first supporting wheel 12a are supported on the fourth running-wheel intermediate rail 6b as far as the end of the latter. Before the end of the second running-wheel intermediate rail 6b, the fourth running-wheel rail 4 on which the first running wheel 11a is supported begins.

Thus, when passing through the switch, uninterrupted wheel-rail contact is ensured on both sides of a wheel set. The blunt travel over the switch takes place in each case inversely to the descriptions from the two preceding paragraphs.

FIG. 3 shows an exemplary embodiment of a rail-bound traffic system 300 and the exemplary embodiment of a chassis 200 in a plan view. With reference to FIG. 1, a position outside the switch 1 is shown, before the start WA of the switch.

Two wheel sets with in each case one wheel-set shaft 13 with running wheels 11a, 11b and supporting wheels 12a, 12b can be seen. The running wheels 11a, 11b are in engagement with the first running-wheel rail 1 and the second running-wheel rail 2. In addition, two first lateral guide devices 15a and two second lateral guide devices 15b, in each case with first guide wheels 16a and second guide wheels 16b, can be seen.

FIG. 4 shows the exemplary embodiment of a rail-bound traffic system 300 with an chassis 200 and a switch 100 in a sectional view, in this case the illustration of the switch 100 corresponds to a section A-A according to FIG. 1.

The illustration of the chassis 200 and of the switch 100 corresponds to FIG. 2. In addition, a cabin 18, in which passengers or goods can be transported, can be seen in FIG. 4. The cabin 18 is fastened to the chassis 200 by means of a cabin suspension 19 and is located below the chassis 200. The cabin suspension 19 intersects the track plane.

The rail-bound traffic system 300 is preferably fastened on shelves (not illustrated), corresponding to an elevated or suspended track.

It is pointed out that the exemplary embodiments are merely examples which are not intended to restrict the scope of protection, the applications and the construction in any way. Rather, the preceding description gives the person skilled in the art a guide for the implementation of at least one exemplary embodiment, wherein diverse changes, in particular with regard to the function and arrangement of the described component parts, can be performed without departing from the scope of protection as emerges from the claims and/or feature combinations equivalent thereto.

REFERENCE SIGN LIST

• • 100 switch
  • 200 chassis
  • 300 rail-bound traffic system
  • 1 first running-wheel rail
  • 2 second running-wheel rail
  • 3 third running-wheel rail
  • 4 fourth running-wheel rail
  • 5a first running-wheel intermediate rail
  • 5b second running-wheel intermediate rail
  • 6a third running-wheel intermediate rail
  • 6b fourth running-wheel intermediate rail
  • 7 first supporting-wheel intermediate rail
  • 8 second supporting-wheel intermediate rail
  • 9 first guide rail
  • 10 second guide rail
  • 11 running wheel
  • 12 supporting wheel
  • 13 wheel-set shaft
  • 15a First lateral guide device
  • 15b Second lateral guide device
  • 16a First guide wheel
  • 16b Second guide wheel
  • 18 Cabin
  • 19 Cabin suspension
  • M Track center line
  • WA Start of a switch
  • WE End of the switch