Passive turnout for rail transit system, chassis for rail transit system and rail transit system

Abstract

The invention relates to a passive turnout (100) for a rail system of a rail transit system, comprising: a first rail defined by a first walking wheel track (1) and a second walking wheel track (2); the second track is limited by a first walking wheel track (1) and a third walking wheel track (3); the third track is limited by a second walking wheel track (2) and a fourth walking wheel track (4); the first middle rail is limited by a first walking wheel rail (1), a first walking wheel middle rail (5a), a second walking wheel middle rail (5b) and a first supporting wheel middle rail (7); the second middle rail is limited by a second walking wheel rail (2), a third walking wheel middle rail (6a), a fourth walking wheel middle rail (6b) and a second supporting wheel middle rail (8); the first walking wheel middle rail (5a), the second walking wheel middle rail (5b) and the first supporting wheel middle rail (7) are arranged in the mode that the first walking wheel middle rail (5a), the second walking wheel middle rail (5b) and the first supporting wheel middle rail (7) do not intersect with the rail center line (M) of the second middle rail. A third road wheel intermediate rail (6a), a fourth road wheel intermediate rail (6b), and a second support wheel intermediate rail (8) are arranged so as not to intersect the rail center line (M) of the first intermediate rail.

Description

Technical Field

[0001] The present invention relates to a passive turnout for a track system of a rail transit system, the track system having at least three tracks, wherein the turnout allows switching from a first track to a second or third track and, in the case of opposite travel directions, allows switching from the second and third tracks to the first track respectively.

[0002] Furthermore, the present invention also relates to a chassis for a rail vehicle, which can travel on a rail transit system equipped with the passive turnout according to the present invention; a rail vehicle equipped with the chassis according to the present invention; a rail transit system equipped with the passive turnout and the rail vehicle according to the present invention; and a method for operating the rail transit system. Background Art

[0003] A wide variety of rail transit systems are used globally, both for passenger and freight transport. Among them, most traditional track systems use two parallel tracks. However, suspended tracks (where the transport load is located below the track plane) are usually designed as single-track systems, such as the Wuppertal Suspended Railway. This is because in traditional track systems, the fixed arms for the transport load need to extend far or pass through the track plane. And traditional railway turnouts with switchers and continuous intermediate tracks cannot achieve these two situations. Single-track systems are also considered to have lower interference sensitivity in terms of weather effects; in particular, the snow removal workload is smaller, which is a significant advantage for elevated tracks that are difficult to access. On the other hand, compared with traditional track systems, the disadvantage of single-track systems is that there are fewer available standardized or non-standardized components. Summary of the Invention

[0004] The object of the present invention is to provide an improved passive turnout. In particular, the object of the present invention is to provide a passive turnout that allows the transport load to be attached below the track plane. Another object is to provide a rail transit system based on a traditional track system that allows the transport load to be attached below the track plane. Another object is to provide a chassis suitable for the turnout and the rail transit system.

[0005] According to the present invention, this object is achieved by a passive turnout, a chassis of a rail vehicle suitable for interacting with such a turnout, and a rail transit system, as specified in the independent claims. Further improvements are described in the dependent claims.

[0006] The first aspect of the present invention relates to a passive turnout 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.

[0007] In addition, the switch preferably includes:

[0008] A first intermediate track defined by a first running wheel rail, a first running wheel intermediate rail, a second running wheel intermediate rail, and a first support wheel intermediate rail;

[0009] A second intermediate track defined by a second running wheel rail, a third running wheel intermediate rail, a fourth running wheel intermediate rail, and a second support wheel intermediate rail.

[0010] Wherein, the first running wheel intermediate rail, the second running wheel intermediate rail, and the first support wheel intermediate rail are arranged such that each does not intersect the track center line of the second intermediate track. Similarly, the third running wheel intermediate rail, the fourth running wheel intermediate rail, and the second support wheel intermediate rail are arranged such that each does not intersect the track center line of the first intermediate track.

[0011] A second aspect of the present invention relates to a chassis for a rail vehicle, comprising:

[0012] Two wheel sets, each wheel set having two running wheels with flanges (especially inner flanges) and two support wheels without flanges, wherein the two running wheels and the two support wheels are rigidly coupled by a common wheel set axle, or configured as loose wheels, and the two support wheels are respectively located outside the running wheels on the wheel set axle, wherein the running wheels and the support wheels are configured to support forces in a first direction on the track;

[0013] A first lateral guiding device having at least one first guiding wheel configured to support a force in a second direction against a first guiding rail, wherein the first direction and the second direction are at least substantially perpendicular;

[0014] A second lateral guiding device having at least one second guiding wheel, the axis of which is perpendicular to at least one wheel set axle, configured to support a force in a third direction against a second guiding rail, wherein the third direction and the second direction are at least substantially opposite;

[0015] Wherein, at least one first guiding wheel and at least one second guiding wheel are each movably arranged so as to be able to engage with the corresponding guiding rail.

[0016] When the guiding wheel engages with the guiding rail, the axis of the guiding wheel is preferably at least substantially perpendicular to at least one wheel set axle.

[0017] A third aspect of the present invention relates to a rail transit system having at least three tracks, comprising at least one passive switch and at least one rail vehicle equipped with a chassis;

[0018] Among them, the chassis has at least two wheel sets configured to be able to absorb forces substantially perpendicular to the track plane and at least two guide wheels configured to be able to absorb forces substantially parallel to the track plane. Each wheel set has wheels that are rigidly coupled or configured as loose wheels and have an outwardly tapered flange profile that interacts with the running wheel rails to self-stabilize the wheel set in a sinusoidal motion;

[0019] Among them, the turnout has at least two guide rails that interact with at least one first guide wheel and at least one second guide wheel to enable the rail vehicle to be guided from the first track to the second track and vice versa, and to be guided from the first track to the third track and vice versa;

[0020] Among them, the turnout has at least two intermediate tracks defined by two intermediate rails and one running wheel rail. These intermediate rails and the running wheel rail are arranged to interact with the chassis such that when passing through the turnout, at least one wheel on both sides of the wheel set maintains uninterrupted wheel-rail contact;

[0021] Among them, each intermediate rail is at a distance from the track center line of the corresponding intermediate track that is at least about one-twentieth and at most about one-quarter of the width of the first track, especially about one-sixth;

[0022] Among them, the rail vehicle has equipment for carrying goods or passengers, especially a cab, arranged below the track plane.

[0023] A turnout in the sense of the present invention is a track switching device that allows a vehicle to switch from the first track to the second or third track and vice versa, where the second or third track can also extend in the direction of the first track instead of being curved relative to the first track.

[0024] A passive turnout in the sense of the present invention is preferably a turnout that allows a vehicle to determine whether to perform a track switch and to which track to switch through an operation on the vehicle side without performing a switching operation on the turnout itself.

[0025] A wheel set in the sense of the present 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 configured as loose wheels, i.e., they can rotate relative to the wheel set shaft.

[0026] A track in the sense of the present invention preferably refers to a pair of substantially parallel tracks.

[0027] The track width in the sense of the present invention preferably refers to the distance between two substantially parallel tracks in the track.

[0028] "Non-intersecting" in the sense of the present invention preferably means that when projected onto a plane parallel to the track plane, the tracks do not intersect the track center line, and this plane is formed by the tracks and the like.

[0029] The present invention is based on the following recognition: By adopting a turnout without moving parts, a rail transit system can be configured to have a lower interference sensitivity. Such moving parts are the weak links of the rail transit system, especially when the turnout is exposed to the weather.

[0030] According to the present invention, this object is achieved by a so-called passive turnout, which has two intermediate tracks. Each intermediate track is defined by a running wheel rail, two running wheel intermediate rails, and a support wheel intermediate rail, and interacts with a wheel set composed of running wheels and support wheels. The running wheel rail adopts a continuous configuration to absorb the supporting force of the outer running wheel (relative to the turnout) of the wheel set. The two running wheel intermediate rails and the support wheel intermediate rail absorb the supporting forces of the inner running wheel and the support wheel.

[0031] Wherein, the two running wheel intermediate rails and the support 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 support wheel intermediate rail of the other intermediate track, especially at a certain distance from the running wheel intermediate rails and the support wheel intermediate rail, so that the cab suspension device penetrating the track plane in the vertical direction can pass through without contact when passing through the turnout.

[0032] When passing through the turnout, the running wheels on the inner side of the turnout on the chassis initially support on one of the running wheel intermediate rails. The support wheel intermediate rail supported by the support wheels starts from the end of the running wheel intermediate rail and is offset perpendicular to the driving direction.

[0033] Before the end of the support wheel intermediate rail, the other running wheel intermediate rail starts to support the running wheels and is again offset perpendicular to the driving direction.

[0034] Therefore, when passing through the turnout, the wheel-rail contact on both sides of the wheel set always remains uninterrupted.

[0035] The turnout according to the present invention also has an outer guide rail. Cooperating with the lateral guiding device on the chassis side that can be separately engaged with the corresponding guide rail, it can achieve safe (especially derailment-proof) blunt-end and tip driving. When driving at the tip, the direction can be selected to the left or right.

[0036] The chassis according to the present invention is configured to be able to run on the passive turnout. The lateral guiding device of the chassis cooperates with the guide rail of the turnout, so that it can be determined whether to switch from the first track to the second or third track through the operation on the vehicle side. When passing through the turnout, the running wheels and / or support wheels of the chassis bear the gravity support of the rail vehicle, as well as possible centrifugal forces or centrifugal force components.

[0037] One advantage of the transportation system according to the present invention is that it can be configured as an elevated railway system, i.e., the passenger cabin can be located below the track plane, and at the same time, a chassis with rigidly coupled wheels and an outwardly tapered wheel rim profile can be used, which can achieve the self-centering advantage of the wheel set in the straight direction.

[0038] In a preferred improvement of the turnout, the first running wheel intermediate rail, the second running wheel intermediate rail, and the first support wheel intermediate rail are each arranged to be at a distance of at least about one-twentieth and at most about one-quarter (especially about one-sixth) of the width of the first track from the track center line of the second intermediate track, and the third running wheel intermediate rail, the fourth running wheel intermediate rail, and the second support wheel intermediate rail are each arranged to be at the same distance from the track center line of the first intermediate track. This allows the cab of the rail vehicle to be fixed below the track plane, with the chassis above the track plane and the cab suspension passing through the track plane.

[0039] In another preferred improvement of the turnout, the first and second intermediate tracks are configured to ensure uninterrupted force absorption of the two wheels of the wheel set in the normal direction of the track plane in the direction of the track center line. This provides a safe and shock-free driving experience for the rail vehicle passing through the turnout.

[0040] In another preferred improvement of the turnout, the first running wheel intermediate rail and the second running wheel intermediate rail are each arranged to overlap or be adjacent to the first support 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 to overlap or be adjacent to the second support wheel intermediate rail in a direction parallel to the first running wheel rail.

[0041] Preferably, the track width between the turnout starting point and the first running wheel intermediate rail and the third running wheel intermediate rail of the first track is increased relative to the nominal track width of the track system. This allows the running wheel intermediate rail to be arranged such that the running wheels of the wheel set can enter the intermediate track formed by the running wheel rail and the intermediate rail.

[0042] In another preferred improvement, the turnout has a first guide rail parallel to the first running wheel rail and a second guide rail parallel to the second running wheel rail. By cooperating with the lateral guiding device, the switching from the first track to the second or third track is achieved.

[0043] In another preferred improvement, the guide rails of the turnout extend to the turnout starting point and the end point. This enables safe and guided passage through the turnout.

[0044] In another preferred improvement, the guide rails are arranged outside the track. This simplifies the design of the turnout and the chassis.

[0045] All components of the switch, in particular the running wheel rails, the support wheel rails and the guide rails, are preferably of a fixed design. This offers the advantage of lower interference sensitivity.

[0046] In a preferred refinement, the chassis for a rail vehicle has two wheel sets, each wheel set having two running wheels with rims (in particular inner rims) and two rimless support wheels. This enables an advantageous combination of lateral guidance by the rims and support by the support wheels in the switch area.

[0047] The two running wheels and the two support wheels are rigidly coupled by a common axle of the wheel set or configured as loose wheels. The advantage of the rigid coupling is that the wheel set can self-stabilize in a sinusoidal motion when interacting with a tapered rim profile. In contrast, the configuration of loose wheels allows for different wheel speeds when passing through a curve, thus facilitating turning and reducing wear.

[0048] Preferably, the two support wheels are each located outside the running wheels on the axle of the wheel set. This is advantageous in combination with running wheels with inner rims, as a cutout needs to be provided in the inner rim area of the switch when the track bifurcates into two tracks.

[0049] Preferably, the running wheels and the support wheels are configured to support forces in a first direction on the track; more preferably, the chassis has a first lateral guidance device having at least one first guide wheel, the axis of which is at least substantially perpendicular to at least one axle of the wheel set and is configured to support forces in a second direction against a first guide rail. In this case, the first direction and the second direction are at least substantially perpendicular.

[0050] More preferably, the chassis has a second lateral guidance device having at least one second guide wheel, the axis of which is perpendicular to at least one axle of the wheel set and is configured to support forces in a third direction against a second guide rail, where the third direction and the second direction are at least substantially opposite.

[0051] This advantageously enables the functional separation of the gravitational support of the rail vehicle, the initiation of track switching, and the support of lateral guidance forces.

[0052] In this case, at least one first guide wheel and at least one second guide wheel are preferably each movably arranged so as to be able to engage with the respective guide rail.

[0053] In another preferred refinement of the chassis, the running wheels and the support wheels are integrally formed on each side of the wheel set, in particular forming a common running surface. This has the advantages of low component complexity and simplified production.

[0054] In another preferred improvement of the chassis, at least one first guide wheel and at least one second guide wheel move independently of each other within and / or outside the plane spanned by the guide rails. This allows the guide rails to have a fixed design and enables the determination of track switching through operations on the vehicle side.

[0055] In another preferred improvement of the chassis, the first lateral guide device and the second lateral guide device are arranged such that all guide wheels are further away from the longitudinal central axis of the chassis than the running wheels. This is advantageous when combined with running wheels having inner rims, as when forking the track into two tracks, a cut needs to be provided in the inner rim area of the switch.

[0056] In a preferred improvement, the rail vehicle equipped with the chassis according to the present invention has a cab arranged below the chassis. This enables the rails and the chassis of the rail transit system to be located above ground traffic in a space-saving manner in narrow urban spaces.

[0057] In a preferred improvement, the rail transit system has at least three tracks, each track having parallel rails, at least one switch, and at least one rail vehicle.

[0058] In this case, the chassis has at least two wheel sets, the directions of which are configured to absorb forces substantially perpendicular to the track plane, and at least two guide wheels, the directions of which are configured to absorb forces substantially parallel to the track plane, wherein the running wheels of each wheel set are rigidly coupled or configured as loose wheels and have an outwardly tapering rim profile that interacts with the track to self-stabilize the wheel set in a sinusoidal motion.

[0059] In this case, the switch has at least two guide rails that interact with at least two guide wheels to enable the rail vehicle to be guided from the first track to the second track and vice versa, and to be guided from the first track to the third track and vice versa.

[0060] Furthermore, the switch has at least two intermediate tracks, each intermediate track being defined by two intermediate rails, which are arranged to interact with the chassis such that during passage through the switch, uninterrupted wheel-rail contact is maintained on each running wheel, wherein the intermediate rails are each at a distance from the track center line of the corresponding intermediate track that is at least approximately one-twentieth and at most approximately one-quarter of the width of the first track (in particular approximately one-sixth).

[0061] Wherein, the rail vehicle has equipment for carrying goods or passengers, in particular a cab, arranged below the track plane.

[0062] In another preferred improvement of the rail transit system, the first running wheel intermediate rail and the first support wheel intermediate rail are spaced from the first running wheel rail, the second running wheel intermediate rail is spaced from the third running wheel rail, the third running wheel intermediate rail and the second support wheel intermediate rail are spaced from the second running wheel rail, and the fourth running wheel intermediate rail is spaced from the fourth running wheel rail, so that the running wheels with flanges can pass through without contact under tolerances.

[0063] In another preferred improvement of the rail transit system, the wheel-rail contact of the running wheel and the running wheel rail is configured to have an equivalent taper less than 0.6, and the running wheel has an outwardly tapered flange profile. This enables the wheel set to self-stabilize in sinusoidal motion, which is advantageous.

[0064] In another preferred improvement of the rail transit system, the first running wheel intermediate rail, the second running wheel intermediate rail, and the first support wheel intermediate rail, as well as the third running wheel intermediate rail, the fourth running wheel intermediate rail, and the second support wheel intermediate rail, are spaced far enough from the corresponding track centerlines to allow the cab suspension device penetrating the track plane to pass through without contact under tolerances. This enables the cargo or passenger equipment of the rail vehicle to be arranged below the track plane through a simply configured fixing device, while the chassis is located above the track plane. Brief Description of the Drawings

[0065] More features and advantages of the invention will be embodied in the following description with reference to the drawings. At least partially schematically shown in the figures are:

[0066] Figure 1 A plan view of an exemplary embodiment of a switch;

[0067] Figure 2 A cross-sectional view of an exemplary embodiment of a chassis and an exemplary embodiment of a switch;

[0068] Figure 3 A plan view of an exemplary embodiment of a rail transit system;

[0069] And Figure 4 A front view of an exemplary embodiment of a rail transit system. Detailed Description of the Invention

[0070] Figure 1 Shows a plan view of an exemplary embodiment of a turnout 100.

[0071] The turnout 100 has four running wheel rails 1, 2, 3, 4. Among them, in the area WA at the turnout starting point, the running wheel rails 1 and 2 form the first track; in the area WE at the turnout end point, the running wheel rails 1 and 3 form the second track, and the running wheel rails 2 and 4 form the third track.

[0072] In the case of switching from the first track to the second track or vice versa, the rail vehicle 300 travels through a first intermediate track formed by the first running wheel rail 1, the first running wheel intermediate rail 5a, the second running wheel intermediate rail 5b, and the first support wheel intermediate rail 7.

[0073] In the case of switching from the first track to the third track or vice versa, the rail vehicle 300 travels through a second intermediate track formed by the second running wheel rail 2, the third running wheel intermediate rail 6a, the fourth running wheel intermediate rail 6b, and the second support wheel intermediate rail 8.

[0074] Preferably, the track width of the first track (i.e., the distance between the first running wheel rail 1 and the second running wheel rail 2) is increased relative to the nominal track width of the track system in the region between the switch starting point WA and the first running wheel intermediate rail 5a and the third running wheel intermediate rail 6a. This enables the first running wheel intermediate rail 5a to maintain a distance from the first running wheel rail 1 and the third running wheel intermediate rail 6a to maintain a distance from the second running wheel rail 2, so that the running wheels 11 of the wheel set can enter the intermediate track formed by these tracks.

[0075] Preferably, the running wheel intermediate rails 5a, 5b, 6a, 6b and the support wheel intermediate rails 7, 8 are arranged such that continuous wheel-rail contact is maintained on both sides of the wheel set when passing through the switch.

[0076] Preferably, each of the running wheel intermediate rails 5a, 5b, 6a, 6b and the support wheel intermediate rails 7, 8 maintains a distance d (especially about one-sixth) from the track center line M of the corresponding intermediate track, which is at least about one-twentieth and at most about one-quarter of the width of the first track. This enables the cab to be fixed below the track plane while the fixing device passes through the track plane.

[0077] Preferably, the running wheel intermediate rails 5a, 5b, 6a, 6b each have a curved profile. This has the advantage of maintaining the distance d from the track center line M and provides an additional bearing surface for the running wheels. For the running wheel intermediate rails 6a, 6b, the curved profile also enables the distance between the running wheel intermediate rails 6a, 6b and between the running wheel intermediate rails 6a, 6b and the running wheel rails 3, 4 to be maintained.

[0078] Further preferably, the first guide rail 9 runs parallel to the first running wheel rail 1, and the second guide rail 10 runs parallel to the second running wheel rail 2. In cooperation with the lateral guiding devices 15a, 16a (not shown), the switching from the first track to the second or third track is achieved.

[0079] Further preferably, the guide rails 9, 10 each extend to the switch starting point WA and the end point WE. This enables safe and guided passage through the switch.

[0080] The guide rails 9, 10 are preferably arranged outside the area defined by the first running wheel rail and the second running wheel rail. This simplifies the design of the switch 1 and the chassis 200.

[0081] Figure 2 A cross-sectional view of an exemplary embodiment of the chassis 200 and an exemplary embodiment of the switch 100 is shown. The illustration of the switch 100 corresponds to Figure 1 the A-A cross-section in. A wheel set can be seen, with running wheels 11a, 11b and support wheels 12a, 12b at both ends of the wheel set axle 13.

[0082] The figure also shows 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.

[0083] Preferably, the running wheels 11a, 11b have inner flanges. This ensures lateral guidance when passing through the switch and in other track systems outside the switch.

[0084] Furthermore, the support wheels 12a, 12b are preferably designed without flanges. This enables the support wheels 12a, 12b to move up and down on the support wheel intermediate rails 7, 8 which are rotationally offset from the driving direction of the chassis, with advantages.

[0085] Preferably, the two support wheels 12a, 12b are respectively located outside the running wheels 11a, 11b on the wheel set axle 13. This is advantageous in combination with the running wheels 11 with inner flanges, because when bifurcating the track into two tracks, a cut needs to be provided in the inner flange area of the switch.

[0086] Preferably, the guide wheels 16a, 16b are configured to support a force substantially perpendicular to the track plane on the guide rails 9, 10.

[0087] When switching the track to the right, the second lateral guide device 15b engages with the guide wheel 16b and cooperates with the guide rail 10. When switching the track to the left, the first lateral guide device 15a engages with the guide wheel 16a and cooperates with the guide rail 9.

[0088] In another embodiment variant, the lateral guide devices 15a, 15b are positively controlled such that only one of the lateral guide devices 15a, 15b can engage with the guide rails 9, 10 and / or be located within the plane spanned by the guide rails 9, 10 at any time. This provides the advantage of higher operating reliability.

[0089] The following describes by way of example the process of the chassis passing through the tip of the switch and switching from the first track to the second track. In this case, the chassis will move in the Figure 1 direction from bottom to top in.

[0090] Preferably, in the case of switching from the first track to the second track (i.e., Figure 1 switching to the left), when entering the turnout, the first guide wheel 16a of the first lateral guide device 15a engages with the first guide rail 9 in the area of the turnout starting point WA and remains engaged until the turnout end point WE. In addition, the second running wheel 11b switches from the second running wheel rail 2 to the first running wheel intermediate rail 5a.

[0091] In addition, the first support wheel intermediate rail 7 supported by the second support wheel 12b starts to deviate perpendicular to the driving direction from the end of the running wheel intermediate rail 5a. Before the end of the first support wheel intermediate rail 7, the second running wheel intermediate rail 5b supported by the second running wheel 11b starts and again deviates perpendicular to the driving direction. The second running wheel 11b and / or the second support wheel 12b support on the second running wheel intermediate rail 5b until its end. Before the end of the second running wheel intermediate rail 5b, the third running wheel rail 3 supported by the second running wheel 11b starts.

[0092] Preferably, in the case of switching from the first track to the third track (i.e., Figure 1 switching to the right), when entering the turnout, the second guide wheel 16b of the second lateral guide device 15b engages with the second guide rail 10 in the area of the turnout starting point WA and remains engaged until the turnout end point WE. In addition, the first running wheel 11a switches from the first running wheel rail 1 to the third running wheel intermediate rail 6a.

[0093] In addition, the second support wheel intermediate rail 8 supported by the first support wheel 12a starts to deviate perpendicular to the driving direction from the end of the third running wheel intermediate rail 6a. Before the end of the second support wheel intermediate rail 8, the fourth running wheel intermediate rail 6b supported by the first running wheel 11a starts and again deviates perpendicular to the driving direction.

[0094] The first running wheel 11a and / or the first support wheel 12a support on the fourth running wheel intermediate rail 6b until its end. Before the end of the fourth running wheel intermediate rail 6b, the fourth running wheel rail 4 supported by the first running wheel 11a starts.

[0095] Therefore, when passing through the turnout, the wheel-rail contact on both sides of the wheel set always remains uninterrupted. The driving process through the blunt end of the turnout is opposite to the above two descriptions.

[0096] Figure 3 Shows a plan view of an exemplary embodiment of the rail transit system 300 and an exemplary embodiment of the chassis 200. Refer to Figure 1 , shows the position outside the turnout 1, before the turnout starting point WA.

[0097] Two wheel sets can be seen, each wheel set having a wheel set shaft 13 and running wheels 11a, 11b and support wheels 12a, 12b. The running wheels 11a, 11b engage with the first running wheel rail 1 and the second running wheel rail 2. In addition, two first lateral guiding devices 15a and two second lateral guiding devices 15b can be seen, each with a first guiding wheel 16a and a second guiding wheel 16b respectively.

[0098] An exemplary embodiment of a rail transit system 300 is shown, including a cross-sectional view of a chassis 200 and a turnout 100. In this case, the illustration of the turnout 100 corresponds to Figure 1 the A-A cross-section in

[0099] The illustrations of the chassis 200 and the turnout 100 are consistent with Figure 2 In addition, Figure 4 a cab 18 for transporting passengers or goods is also shown in

[0100] The rail transit system 300 is preferably fixed to a support (not shown), corresponding to an elevated or suspended track.

[0101] It should be noted that the exemplary embodiments are merely examples and are not intended to limit the scope of protection, application, and construction in any way. On the contrary, the foregoing description provides a guide for implementation of at least one exemplary embodiment for those skilled in the art, where various changes can be made, particularly in terms of the functions and settings of the components, without departing from the scope of protection determined by the claims and / or the combination of features equivalent thereto.

[0102] List of attachment numbers

[0103] 100 Turnout

[0104] 200 Chassis

[0105] 300 Rail transit system

[0106] 1 First running wheel rail

[0107] 2 Second running wheel rail

[0108] 3 Third running wheel rail

[0109] 4 Fourth running wheel rail

[0110] 5a First running wheel intermediate rail

[0111] 5b Second running wheel intermediate rail

[0112] 6a Third running wheel intermediate rail

[0113] 6b Middle rail of the fourth running wheel

[0114] 7 Middle rail of the first supporting wheel

[0115] 8 Middle rail of the second supporting wheel

[0116] 9 First guide rail

[0117] 10 Second guide rail

[0118] 11 Running wheel

[0119] 12 Supporting wheel

[0120] 13 Axle of the wheel set

[0121] 15a First lateral guiding device

[0122] 15b Second lateral guiding device

[0123] 16a First guiding wheel

[0124] 16b Second guiding wheel

[0125] 18 Cab

[0126] 19 Cab suspension device

[0127] M Center line of the track

[0128] WA Starting point of the turnout

[0129] WE End point of the turnout

Claims

1. A passive switch (100) for a track system of a rail transit system, comprising: a first track defined by a first running wheel rail (1) and a second running wheel rail (2), a second track defined by the first running wheel rail (1) and a third running wheel rail (3), a third track defined by the second running wheel rail (2) and a fourth running wheel rail (4), a first intermediate track defined by the first running wheel rail (1), a first running wheel intermediate rail (5a), a second running wheel intermediate rail (5b), and a first support wheel intermediate rail (7), a second intermediate track defined by the second running wheel rail (2), a third running wheel intermediate rail (6a), a fourth running wheel intermediate rail (6b), and a second support wheel intermediate rail (8), wherein the first running wheel intermediate rail (5a), the second running wheel intermediate rail (5b), and the first support wheel intermediate rail (7) are arranged such that each does not intersect the track center line (M) of the second intermediate track, and the third running wheel intermediate rail (6a), the fourth running wheel intermediate rail (6b), and the second support wheel intermediate rail (8) are arranged such that each does not intersect the track center line (M) of the first intermediate track.

2. The switch (100) according to claim 1, wherein the first running wheel intermediate rail (5a), the second running wheel intermediate rail (5b), and the first support wheel intermediate rail (7) are arranged such that each maintains at least a defined distance (d) from the track center line (M) of the second intermediate track, and this distance is preferably at least about one-twentieth of the width of the first track, at most about one-quarter of the width of the first track, and more preferably about one-sixth of the width of the first track, wherein the third running wheel intermediate rail (6a), the fourth running wheel intermediate rail (6b), and the second support wheel intermediate rail (8) are arranged such that each maintains at least this defined distance (d) from the track center line (M) of the first intermediate track.

3. The switch (100) according to claim 1 or 2, wherein the first and second intermediate tracks are configured to ensure uninterrupted force absorption of the two wheels of a wheel set in the normal direction of the track plane in the track center direction.

4. The switch (100) according to any one of the preceding claims, wherein the first running wheel intermediate rail (5a) and the second running wheel intermediate rail (5b) are each arranged to overlap or be adjacent to the first support wheel intermediate rail (7) in a direction parallel to the second running wheel rail (2), wherein the third running wheel intermediate rail (6a) and the fourth running wheel intermediate rail (5b) are each arranged to overlap or be adjacent to the second support wheel intermediate rail (8) in a direction parallel to the first running wheel rail (1), wherein the track width of the first track is increased between the switch starting point (WA) and the first running wheel intermediate rail (5a) and the third running wheel intermediate rail (6a) relative to the nominal track width of the track system.

5. The switch (100) according to any one of the preceding claims, comprising a first guide rail (9) parallel to the first running wheel rail (1) and a second guide rail (10) parallel to the second running wheel rail (2).

6. The switch (100) according to claim 5, wherein The guide rails (9, 10) each extend to the switch start (WA) and the switch end (WE) and / or the guide rails (9, 10) are arranged outside the track.

7. A chassis (200) for a rail vehicle, comprising: two wheel sets, each wheel set having a first running wheel (11a) and a second running wheel (11b), in particular with an inner flange, and each wheel set having a first support wheel (12a) and a second support wheel (12b), these support wheels being designed without a flange, wherein the two running wheels (11a, 11b) and the two support wheels (12a, 12b) are rigidly coupled by a common axle (13) of the wheel set or are configured as loose wheels, and the two support wheels (12a, 12b) are located outside the running wheels (11a, 11b) on the axle (13) of the wheel set respectively, wherein the running wheels (11a, 11b) and the support wheels (12a, 12b) are configured to support forces in a first direction on the track (5a, 5b, 6a, 6b, 7, 8); a first lateral guiding device (15a) having at least one first guiding wheel (16a), configured to support a force in a second direction against the first guide rail (9), wherein the first direction and the second direction are at least substantially perpendicular; a second lateral guiding device (15b) having at least one second guiding wheel (16b), the axis of which is perpendicular to at least one axle (13) of the wheel set, configured to support a force in a third direction against the second guide rail (10), wherein the third direction and the second direction are at least substantially opposite; wherein at least one first guiding wheel (16a) and at least one second guiding wheel (16b) are each movably arranged so as to be able to engage with the corresponding guide rail (9, 10).

8. The chassis (200) according to claim 7, wherein, the running wheels (11a, 11b) and the support wheels (12a, 12b) are integrally formed on each side of the wheel set and form a common running surface.

9. The chassis (200) according to claim 7 or 8, wherein, at least one first guiding wheel (16a) and at least one second guiding wheel (16b) each move independently of one another in and / or outside the plane spanned by the guide rails (9, 10).

10. The chassis (200) according to any one of claims 7 to 9, wherein, the first lateral guiding device (15a) and the second lateral guiding device (15b) are arranged such that all the guiding wheels (16a, 16b) are further away from the longitudinal central axis of the chassis than the running wheels (11a, 11b).

11. A rail vehicle (300) having a chassis (200) according to any one of claims 7 to 10, wherein, the driver's cab (18) of the rail vehicle (300) is arranged below the chassis (200).

12. A rail transit system (400) having at least three tracks, comprising: at least one passive switch (100), in particular a switch (100) according to any one of claims 1 to 6, at least one rail vehicle (300), in particular a rail vehicle (300) according to claim 11, Among them, the chassis (200) has at least two wheel sets configured to be able to absorb forces substantially perpendicular to the track plane, and has at least two guide wheels (16a, 16b) configured to be able to absorb forces substantially parallel to the track plane. Each wheel set has wheels that are rigidly coupled or configured as loose wheels and have an outwardly tapered flange profile that interacts with the running rails (1, 2, 3, 4) to self-stabilize the wheel set in a sinusoidal motion. Among them, the turnout (100) has at least one first guide rail (9) and a second guide rail (10) that interact with at least one first guide wheel (16a) and at least one second guide wheel (16b) to enable the rail vehicle (300) to be guided from the first track to the second track and vice versa, and to be guided from the first track to the third track and vice versa. Among them, the turnout (100) has at least two intermediate tracks defined by two intermediate rails (5a, 5b, 6a, 6b, 7, 8) and a running rail (1, 2). These intermediate rails and running rails are arranged to interact with the chassis (200) such that at least one wheel on each side of the wheel set maintains uninterrupted rail contact when passing through the turnout. Among them, each intermediate rail maintains a distance (d) from the track center line (M) of the corresponding intermediate track that is at least about one-twentieth and at most about one-quarter of the width of the first track, especially about one-sixth. Among them, the rail vehicle (300) has equipment for carrying goods or passengers, especially the cab 18, which is arranged below the track plane.

13. The transportation system according to claim 12, having at least one turnout (100) according to any one of claims 1 to 3 and a rail vehicle (300) according to claim 11, wherein The first running wheel intermediate rail (5a) and the first support wheel intermediate rail (7) are spaced from the first running rail (1). The second running wheel intermediate rail (5b) is spaced from the third running rail (3). The third running wheel intermediate rail (6a) and the second support wheel intermediate rail (8) are spaced from the second running rail (2). The fourth running wheel intermediate rail (6b) is spaced from the fourth running rail (4) such that the running wheels (11a, 11b) with flanges can pass through without contact with tolerances.

14. The transportation system according to claim 12 or 13, wherein The wheel-rail contact between the running wheels (11a, 11b) and the running rails (1, 2, 3, 4) is configured to have an equivalent taper less than 0.

6. In particular, the running wheels (11a, 11b) have an outwardly tapered flange profile.

15. The transportation system according to any one of claims 12 to 14, wherein The first running wheel intermediate rail (5a), the second running wheel intermediate rail (5b), and the first support wheel intermediate rail (7) are spaced from the track center line (M) by a distance (d) or more, which is large enough to allow the cab suspension (19) penetrating the track plane to pass through without contact with tolerances. Among them, the middle rail of the third running wheel (6a), the middle rail of the fourth running wheel (6b), and the middle rail of the second supporting wheel (8) maintain a distance (d) or greater from the track center line (M), and this distance is large enough to allow the cab suspension (19) penetrating the track plane to pass through without contact under tolerances.

Images