Rail vehicle, in particular road-rail vehicle, which is designed to change tracks, and corresponding system and method

Abstract

The invention relates to a rail vehicle (100), in particular a road-rail vehicle (100), comprising a chassis (101), which is designed for a track / rail / line guiding process and on which at least two axles with two respective wheels (110) are mounted, and comprising multiple track guide units (111), which can be coupled to the track / rail / line guide (121, 122) individually in a mechanical and / or magnetic manner independently of one another via at least one drive (102) and / or actuator of the rail vehicle. The individual track guide units (111) can be moved and / or activated individually independently of one another such that the rail vehicle (100) can be decoupled from a first track / rail / line guide (121) during a drive in order to change tracks and can be coupled to a second track / rail / line guide (122). The invention also relates to a method for operating a rail vehicle, in particular a road-rail vehicle, on track / rail / line guides for the purpose of an automatic track change and to a system comprising at least one rail vehicle and at least one first and second track / rail / line guide, wherein the rail vehicle can be decoupled from the first track / rail / line guide and can be coupled to the second track / rail / line guide.

Description

[0001] RAIL VEHICLE, IN PARTICULAR ROAD-RAIL VEHICLE ENGINEERED FOR LANE CHANGE, AND CORRESPONDING SYSTEM AND METHOD

[0002] TECHNICAL FIELD

[0003] The present invention relates to a rail vehicle, in particular a road-rail vehicle with a chassis designed for track / rail / track guidance, on which at least two axles are mounted, each with wheels that can be individually coupled to the track / rail / track guidance independently of one another. Furthermore, the present invention also relates to a method for operating a rail vehicle, in particular a road-rail vehicle, on track / rail / track guidance systems for the purpose of independent track changes. Furthermore, the present invention relates to a system comprising at least one rail vehicle and at least one first and second track / track / track guidance system, wherein the rail vehicle can be decoupled from the first track / track / track guidance system and coupled to the second track / track / track guidance system.

[0004] BACKGROUND OF THE INVENTION

[0005] Some vehicles are designed to be suitable for different surfaces, for example both asphalt (or road) and rail / railway tracks.

[0006] However, road-rail vehicles, which can run not only in predefined lanes such as on rails / tracks, but also on roads, are usually bound to a lane when aligning or after aligning, which is predetermined by the rail layout including the setting of switches (predefined dependency particularly in the case of rail / track layout).

[0007] The utility model DE 20 2017 103 154 U1 describes a road-rail vehicle with track guidance units and wheels, which shows advantageous behavior, particularly when the track guidance units are aligned.

[0008] Based on the state of the art, there is further interest and / or further need for greater flexibility / variability in connection with the most flexible guidance of a rail vehicle, especially a rail-rail vehicle, particularly in the area of ​​switches or other branching points of track / rail / track layouts and directions, particularly for the purpose of decoupling / uncoupling the vehicle from or to a specific track / rail. In other words: The flexibility / variability of vehicles, which must be guided in a track-bound manner, particularly depending on the situation, should be improved, and the travel of a vehicle in the rail system in all possible directions should be made possible, regardless of the setting of the switches. SUMMARY OF THE INVENTION

[0009] The object is to provide a rail vehicle, in particular a road-rail vehicle, or a corresponding system and a method for coupling and decoupling track-bound rail vehicles, in particular road-rail vehicles, to / from at least one track (in particular rail), whereby the greatest possible flexibility and variability can be ensured with regard to the type and manner of track-bound guidance of the rail vehicle, in particular road-rail vehicle, in particular with regard to the direction of travel and route. In particular, the object is to enable a track change of a rail vehicle, in particular a road-rail vehicle, even in a rail system, in such a way that the vehicle can change lanes independently from one track orCan decouple a rail and couple it to another track, particularly in the area of ​​a switch (setting) on ​​rail / track guides, particularly during a journey, preferably at a vehicle speed of over 10 km / h, wherein the lane change can be carried out during the journey by means of a control / regulation unit based on measured values ​​from a sensor system of the rail vehicle.

[0010] This object is achieved by a rail vehicle, in particular a road-rail vehicle, according to claim 1, and by a method according to the respective subordinate method / use claim. Advantageous developments of the invention are explained in the respective subclaims and system claims. The features of the exemplary embodiments described below can be combined with one another unless explicitly stated otherwise.

[0011] Such a vehicle has the advantage that the vehicle does not necessarily have to follow the direction of travel predetermined by the point position; for example, in the case of rail vehicles Z traveling close behind one another, the vehicle does not have to follow the current track layout predetermined by a respective predefined point position (in particular in order to be able to clear the direction of travel for a high-speed train, for example, to overtake / bypass a slower or stationary train, or to avoid having to adjust a point). Although a point could be changed briefly, this is not possible or desirable in some situations, or it would possibly entail risks for the planned route. In any case, depending on the size of the rail system and the vehicles involved, a correspondingly high level of communication orControl / regulation engineering effort is required to enable unscheduled switch positions while maintaining a good level of safety.

[0012] According to the invention, a technology is provided which makes it possible to more easily decouple vehicles, in particular two-way vehicles intended for road and rail, in particular during a journey, from a single predefined track guidance (in particular track / rail guidance) and to couple them to another track guidance (in particular track / rail guidance) as required.

[0013] According to the invention, a rail vehicle is provided, in particular a road-rail vehicle, with a chassis designed for track / rail / railway guidance, on which at least two axles are each mounted with wheels, and with a plurality of track guidance units which can be individually coupled to the track / rail / railway guidance independently of one another via at least one drive and / or actuator of the rail vehicle.

[0014] According to the invention, it is proposed that the individual track guidance units can be individually displaced and / or activated independently of one another, in particular during a journey, preferably at a minimum speed of 10 km / h, in such a way that the rail vehicle can be decoupled from a first track / rail / track guide and coupled to a second track / rail / track guide for a track change in the area of ​​a switch along the track / rail / track guide, wherein the track change can be carried out by means of a control / regulation unit based on measured values ​​from a sensor system of the rail vehicle.

[0015] This track-bound but track-independent vehicle provides a high degree of flexibility and independence from rail systems as such, particularly when using rail vehicles, especially road-rail vehicles, which usually also have to be used outside of scheduled times (or following their own timetable that deviates from an initial timetable but takes the initial timetable into account).

[0016] The vehicle, a driver and / or a control unit can independently decide and specify which lane / rail should be followed.

[0017] The control component can control the track guidance units of at least some of the vehicles, particularly during a journey, preferably at a minimum speed of 10 km / h, such that the track guidance units can be individually activated and / or displaced independently of one another, such that the vehicle can be decoupled from a first track / rail / track system and coupled to a second track / rail / track system for a lane change, particularly in the area of ​​a switch along the track / rail / track system. This makes it possible to select, maintain variable, and change the travel directions of vehicles independently of the switch positions.

[0018] It has been shown that the ability to change tracks automatically or autonomously enables great flexibility / variability, both with regard to the use of the vehicle and with regard to the use of the track / track layout or track(s), largely independent of the current system status of the rail system (especially independent of current switch positions). The use of such rail vehicles, especially road-rail vehicles, can also be very interesting for a rail network operator, for example, when control-related interventions in normal operations are to be avoided while simultaneously increasing the utilization / utilization of the rail network.

[0019] In contrast to previously tested technologies, the vehicle no longer needs to stop for a decoupling / uncoupling process and be lifted out of the lane, for example, by a crane or similar external device, or be moved far enough to a potentially usable exit point in order to release or change lanes. The vehicle can also change lanes while moving, especially at a minimum speed of 10 km / h, directly near a switch, without the switch having to be changed.

[0020] In the following, the road / rail vehicle is also generally referred to as a “vehicle”. In this respect, the chassis and the wheels can each be optimized for specific applications, for example the wheels for a road or for a special rail system. The invention can be implemented largely independently of the number of axles and the number of wheels, i.e. in principle also for single-axle vehicles or even for vehicles with only one wheel. Vehicles are of course preferably equipped with at least two axles and at least four wheels, but the present invention can also be implemented in vehicles with fewer or more axles / wheels. Insofar as the present invention is / will be implemented for rail vehicles, in particular road / rail vehicles for rail and road, the wheels are preferably for roads orAsphalt is designed / intended, and in the case of lane coupling, the vehicle is preferably guided solely / exclusively by means of the lane guidance units.

[0021] The functioning of the vehicle can be based on the wheels providing propulsion both on the surface without tracks (tracked-out condition) and on rails or similar tracks (tracked-in condition).

[0022] In the broader sense, "track" or "rail" (each in the singular) is to be understood as a track or rail guide for vehicles with at least two wheels / guide units on the right and left (starboard and port) of a corresponding axle of the vehicle, so that the term "track" or "rail" can also refer to two parallel track guides or two parallel rail lines. The singular also seems more appropriate here than the plural, as there may be vehicles that can be supported on only a single track / rail (unlike, for example, a classic railway carriage), e.g. with a comparatively wide support, such as maintenance vehicles for track / rail systems.The wording in the claims is to be understood in this sense: the arrangement described for one side of the respective axle can, in the case of two tracks / rail lines, also be implemented mirror-symmetrically on the other side of the axle, but this does not necessarily have to be the case, for example if the vehicle is already able to rest on just one support or wheel (tends to be the case with at least two axles arranged one behind the other). However, it is also known, for example, from the field of pedestrian / passenger transport systems that even a bearing on just one wheel can be ensured with sufficient stability (in particular with the aid of gyroscopes and actuators or servomotors relating to the spatial orientation of the vehicle). In this respect, the person skilled in the art is free to select the number of axles and the number of support points per axle.

[0023] The term "track" is understood as a generic term for all types of predetermined track guidance systems, and can therefore also include the terms "rail guidance" and "track guidance" (whereby the term "track" is to be understood here, particularly in the narrower sense, specifically as a reference to tracks for traditional railway logistics). The inventive concept can be applied generally to track-bound vehicles and is explained here in particular with reference to rail guidance systems for rail vehicles, in particular road-rail vehicles. Unless explicitly stated otherwise, in the context of the respective disclosure concerning "track" or "rail" or "track," each of these three types of guidance systems can be referred to equally; this applies here to both the wording of the claims and the description.

[0024] "Bow-side" refers specifically to a position at the front / in front of the vehicle in the direction of travel. For vehicles that can also maneuver backward, the direction may be the opposite. "Bow-side" can therefore also be generally understood as "front / in front," and "rear-side" can also be generally understood as "rear / behind." In any case, "bow-side" or "rear-side" refers to a direction in or opposite the direction of travel, i.e., orthogonal to the lateral / transverse direction.

[0025] The term or verb "to couple" is generally understood as a generic term in the sense of "to guide" or "to fix with respect to a lateral or transverse direction." Unless expressly stated otherwise, the general term "to couple" refers to both mechanical coupling and magnetic coupling, as well as a combination of both types of coupling. In particular, this term should be understood to mean "mechanical contact," "bringing into engagement," or "bringing into positive contact," as well as "magnetic coupling," depending on the type of contact between the track guidance unit and the track / rail / track. For mechanical coupling, a positive connection can be achieved by a rim or collar present at least on one side, which secures the track guidance unit to the corresponding rail, or by a wheel resting on the rail from above.For magnetic coupling, the magnetic field lines emanating from magnets and / or electromagnets located in track guidance units form preferentially in the soft magnetic tracks / rails / tracks due to the permeability difference between air and track / rail / track, resulting in an attraction between track guidance units and tracks / rails / tracks. In the following, the term "coupling" will be used generally, and the special features and advantages of magnetic coupling will be discussed in more detail. Unless explicitly stated, mechanical / magnetic coupling of track guidance units does not exclude the other type of coupling as an additional coupling. This means that a mechanically coupled track guidance unit can also be magnetically coupled, but this is not necessarily the case, and vice versa.The vertical position shift of the respective track guidance unit can also be described as retraction (upwards) or extension (downwards).

[0026] The present invention is described in particular with reference to a vehicle with two axles and four track guidance units. Optionally, more than two track guidance units can be provided per side, in particular four track guidance units, for example two track guidance units per wheel, arranged on the front and rear of an axle, or eight track guidance units, for example four track guidance units per wheel, including two track guidance units coupled internally to the rail (arranged on the front and rear of an axle) and two track guidance units coupled externally to the rail (also arranged on the front and rear). However, any higher number of track guidance units is also possible. For perspective reasons, not all track guidance units are always visible / illustrated in the present figures.

[0027] The track guidance units can be arranged either inside or outside the respective track and can also be displaced laterally. Such redundancy of track guidance units can also simplify the vehicle's possible applications with regard to different track bed configurations, rails, and switches.

[0028] For travel on the track / rail (straight ahead), either some or all of the track guidance units can be coupled to the rail. Depending on the vehicle type and surface, and in particular whether drive movement is to be transmitted (either via wheels or via the track guidance units), a preferred number of track guidance units can be coupled in each individual case (particularly taking into account stability / locking and friction losses / rolling resistance). When traveling on the track / rail along a curve, the number of track guidance units coupled to the track / rail can be greater on the inside of the curve than on the outside of the curve, and / or the track guidance units can be magnetically coupled more strongly to the track / rail on the inside (radially inside) of the curve to prevent slipping off the track / rail / track guidance.

[0029] Track guidance units that are to be mechanically coupled can be designed, for example, as a roller with an at least approximately vertical axis (particularly when the vehicle is not to be supported on the track via the track guidance units), or as a type of miniaturized rail / railway wheel (which is particularly advantageous with regard to supporting large weight forces), or, for example, as a roller with an axis slightly inclined relative to the horizontal plane for engaging the underside of the rail profile. A combination of the above-mentioned features is also possible, both by using different designs for several track guidance units and by combining a vertical axis and / or a miniaturized rail wheel and / or a roller for engaging the underside of the rail system in a single track guidance unit.Track guidance units that are to be magnetically coupled have, for example, a permanent magnet and / or an electromagnet connected to an actuator. The track guidance units can be optionally displaceable until the distance between the magnet and the rail is sufficiently small and the force effect is sufficiently large. The permanent magnets can also be switchable and connected to an actuator. It is also possible to combine mechanical and magnetic coupling. For this purpose, both magnets (permanent and / or electromagnets) can be integrated into the track guidance units, as well as rollers as a type of miniaturized rail / railway wheel, optionally with a wheel rim, for resting on the track / rail / track guide with the.

[0030] Track guidance unit, whereby the rollers can act both as spacers and support the grip on the track / rail / track guide.

[0031] The present invention is explained in particular with reference to vertically and horizontally displaceable track guidance units, wherein a displacement of the individual track guidance units at least in the vertical direction is described in detail here (lane change by changing at least the height position of the track guidance units); in many applications, the displacement in the vertical direction is particularly useful for decoupling / uncoupling both mechanically and magnetically; in certain applications, however, the course of the tracks or rails and / or a longitudinal distance between the desired relative positions of the contact / coupling points between the rail and the respective track guidance unit can also be designed such that the vehicle can also be moved with (additional) transverse displacement of individual track guidance units.For many applications, however, merely / exclusively positioning the individual track guidance units vertically will be sufficient; the ability to activate an (electro)magnet can facilitate vertical positioning with magnetic coupling. Therefore, a transverse offset is not always a necessary step in the process to implement the relocation / lane change described here. However, for certain applications, it may be desirable or necessary for the vehicle to be configured for this type of movement in the transverse direction of the track guidance units, i.e., to be able to implement not only a vertical displacement of the track guidance units, but optionally also a horizontal displacement of the track guidance units (particularly in the range of a few centimeters of transverse offset), for example, if the longitudinal distance between the areas of the track in which a relocation / shift is to take place requires this.The optional track change kinematics described here therefore also optionally include transverse offset kinematics in some cases. Ultimately, whether transverse offset is unnecessary, desired, or even required can depend on the selected type and geometric design of the track guidance units (in particular the size of a magnet / contact surface to the rail or the width of a magnet / support and the geometric position of the coupling point, particularly on top or lateral). It is also possible for all track guidance units to be arranged at a fixed distance from the rail and (additionally) have electromagnets and / or permanent magnets connected to an actuator, so that the magnetic coupling can be optionally strengthened or weakened, and that control on the rails can be achieved from the fixed arrangement and targeted activation of the electromagnets.It is also possible for the track guidance units to be passively displaceable horizontally, for example, if they have a left and a right magnet. This allows the right rail / track to be followed particularly easily in the area of ​​a switch, where a left or right rail / track can be selected, by activating the right magnets or coupling the right magnets to the track / rail / track guide. However, an active transverse offset and / or a roller connected to the track guidance unit can prevent the distance between the magnet and the rail / track from becoming too small.

[0032] The inventive concept described here with respect to one side (starboard, port, or right, left) of the vehicle or an axle can also be implemented in a mirror image on one or the other side of the axle, in particular at an intermediate position, depending on the number of tracks / rails / guides provided. Typically, a track system comprising two parallel tracks / rails is to be expected, so that the inventive concept is implemented mirror-symmetrically on the right and left sides of the vehicle at the corresponding sections, at least with regard to the device-related aspects (however, the displacement and control method can vary depending on the side or be offset in time in individual cases).

[0033] According to one exemplary embodiment, the rail vehicle, particularly on the underside of the rail vehicle, has a sensor system for detecting the track or rail, in particular the current position and / or orientation of the switch. This promotes a high degree of autonomy of the rail vehicle, in particular a road-rail vehicle, when selecting the desired direction of travel, in particular independently of any measurement or communication equipment of the rail system or of a company operating the rail system. In this respect, the invention can also provide a vehicle that places only minimal requirements on system compatibility, for example, only with regard to the track gauge. Furthermore, this enables validation of the specified position and an additional option for assessing the magnetic coupling strength.The sensor system can comprise a position sensor and / or a measuring unit for measuring the distance to the rail, in particular the switch, and / or the speed of the rail vehicle and / or detecting the switch. The measuring unit can use electromagnetic waves of different wavelengths for this purpose. For example, the measuring unit can comprise a camera for visible and / or infrared light and / or a LIDAR sensor and / or a radar sensor. Corresponding technologies for other wavelength ranges can also be used. Alternatively or additionally, the measuring unit can comprise magnetic field sensors. In particular, this allows the switch to be detected with high precision in the area of ​​the switch.

[0034] According to one embodiment, the rail vehicle is configured to receive current geopositioning data of the rail vehicle in order to detect the track or rail, in particular the switch, in particular the current position and / or orientation of the switch, by means of or based on the current geopositioning data of the rail vehicle. This further supports a lane change according to the desired direction of travel contrary to the switch position, and ensures reliable detection of the track or rail, for example, in the event of a partial failure of the sensor system. Advantageously, the vehicle can travel on track sections where there is no switch based exclusively on geopositioning data until it enters the range of a switch, and more precise detection of the switch becomes necessary.This increases the computational and energy efficiency of the vehicle's evaluation unit, since the complex evaluation of the sensor measurements can be dispensed with, at least on such sections of the route.

[0035] According to one embodiment, the rail vehicle has a detection device, a receiving unit, a storage unit, and an evaluation unit. The detection device is configured to detect a relative position between the rail vehicle and the switch based on measurement data from the sensor system and / or geopositioning data and / or in conjunction with / by means of at least one marking or detection transmitter of a switch or control unit and / or based on time and speed data of the rail vehicle. The receiving unit receives, and the storage unit stores, information about a desired direction of travel.The evaluation unit compares a direction of travel specified by the switch position with the desired direction of travel, whereby in the event of a deviation between the desired direction of travel and the direction of travel specified by the switch position, in particular during travel, the control / regulation unit carries out a lane change in the area of ​​the switch according to the desired direction of travel and opposite to the switch position.

[0036] According to one exemplary embodiment, individual track guidance units, in particular the track guidance units for controlling the rail vehicle on the rails, can be individually displaced horizontally with a transverse offset predefined by the rail vehicle and positioned in at least one corresponding transverse position corresponding to a transverse distance specified by the track / rail / track guidance. This simplifies cornering and can be utilized, in particular, when negotiating a switch to follow the desired direction, regardless of the switch's current orientation. Alternatively or additionally, it is advantageous if the track guidance units can be moved vertically via a drive between a lowered, coupled position and a raised, road position.This means that the rail vehicle can be decoupled from the rails in designated areas and then continue traveling on the road, in particular without the track guidance units colliding with standardized distances in road traffic, such as curb heights. Preferably, the respective track guidance unit is height-adjustable in both the zero position and the transverse position. This also enables adjustment of the relative position in the case of guides that are predefined in the lateral direction by a rim or edge or the like. This provides the desired high level of variability not only with regard to lane changes that are independent of the switch position, but also independent of the direction of travel, i.e. bidirectional functionality. Last but not least, this also facilitates at least partially automated / automatable lane changes, in particular based on a movement path along the track oralong the rail system.

[0037] According to one embodiment, at least two different track guidance units are assigned to each axle, namely at least one first track guidance unit on the front side of the corresponding axle and at least one second track guidance unit on the rear side of the corresponding axle.

[0038] According to one embodiment, the rail vehicle has a control / regulation unit coupled to the at least one drive and / or actuator, which is configured to specify the vertical and / or transverse displacement or position of the track guidance units and / or to deactivate and / or activate an electromagnet, in particular also depending on current position or image data. This further increases the accuracy of the coupling and simplifies the use of the rail vehicle for a user.

[0039] According to one embodiment, the respective track guidance unit has a support roller, in particular with a guide ring / wheel flange, which is designed to support the rail vehicle, in particular a road-rail vehicle, on the correspondingly selected rail / rail guide. This also enables the transmission of comparatively high loads, e.g., on rails; in this respect, bearings on wheels (or the like) while traveling on the rail(s) can be dispensed with. Since the vehicle can be supported on at least one track guidance unit per axle even when changing lanes, the structure or chassis is not overloaded by the track change.

[0040] According to one embodiment, the respective track guidance unit is configured to ensure guidance on the correspondingly selected rail / track guide by internal contact or external contact, in particular by means of a correspondingly arranged guide ring. This enables the respective track guidance unit to be brought into the desired relative position either from the inside or from the outside, or at least to be supported in the corresponding direction against the acting reaction forces. The person skilled in the art can select the most advantageous configuration for the respective application, particularly depending on the design of the rail. Although contacting both internally and externally is also possible, this can entail disadvantages with regard to rail compatibility and low-friction, tilt-free guidance.

[0041] According to one embodiment, the track guidance units are configured to be selectively displaced transversely outwards and / or inwards. This also facilitates fine adjustment of the transverse position of the track guidance units relative to one another, particularly with track gauges that vary depending on the rail system (or in the area of ​​switches). Alternatively or additionally, the respective track guidance units are arranged inwards or outwards relative to the respective track and / or can be displaced laterally. This also enables a particularly advantageous type of support and coupling (decoupling) between the vehicle and the rail / track for the respective application.

[0042] According to one embodiment, the track guidance units are each mounted so as to be freely rotatable about a vertical axis. This also facilitates advantageous alignment of the track guidance units, particularly according to the current track / rail layout.

[0043] According to one exemplary embodiment, the track guidance units that are to be mechanically coupled can be designed, for example, as a roller with an at least approximately vertical axis (particularly when the vehicle is not to be / necessarily supported on the track via the track guidance units), or as a type of miniaturized rail / railway wheel (which is particularly advantageous with regard to supporting large weight forces), or, for example, as a roller with an axis slightly inclined relative to the horizontal plane for engaging an underside of the rail profile. A combination of the above-mentioned features is also possible, both by using different designs for several track guidance units and by combining a vertical axis and / or a miniaturized rail wheel and / or a roller for engaging the underside of the rail system in a single track guidance unit.

[0044] Track guidance units that are to be magnetically coupled comprise, for example, a permanent magnet and / or an electromagnet connected to an actuator. The track guidance units can be selectively displaceable until the distance between the magnet and the rail is sufficiently small and the force is sufficiently large. The permanent magnets can also be switchable and connected to an actuator. It is also possible to combine mechanical and magnetic coupling. For this purpose, magnets (permanent and / or electromagnets) can be integrated into the track guidance units, as well as rollers, a type of miniaturized rail / railway wheel, optionally with a wheel rim, connected to the track guidance unit for resting on the track / rail / track guide. The rollers can function both as spacers and can support grip on the track / rail / track guide.

[0045] According to one embodiment, the road-rail vehicle is designed as a road-rail vehicle with wheels intended for roads and optionally also for rails, and with a chassis intended for both roads and rails. This enables the vehicle to be moved on conventional roads or similar surfaces without track-bound paths, regardless of the ability to change lanes. Alternatively or additionally, the rail vehicle, in particular a road-rail vehicle, has two axles, each with two wheels, and track guidance units arranged in front of and behind the wheels, i.e., four wheels and a plurality of track guidance units. This ultimately provides good stability, whether on the wheels, on the track guidance units, or by means of the track guidance units.

[0046] According to one embodiment, at least one of the track guidance units can be magnetically coupled to the track / rail / track guide. At least one track guidance unit, preferably a plurality of the track guidance units, comprises a permanent magnet or an electromagnet, or a combination of a permanent magnet and an electromagnet, and is coupled to the track / rail / track guide via the actuator and / or the drive. The use of a permanent magnet enables a secure coupling to the track / rail / track guide, in particular without having to add additional energy to the system. However, releasing the coupling can be challenging, especially with strong permanent magnets.A design with only an electromagnet, on the other hand, offers great flexibility and allows a control system, for example, using signal generators and sensors and a control loop, to adjust the strength of the magnetic field as needed. This can eliminate the need for a drive and vertical displacement. A combination of an electromagnet and a permanent magnet is preferred, with the electromagnet configured to amplify or weaken the magnetic field of the permanent magnet. This configuration is advantageous in terms of the energy required. In the magnetically coupled state, the electromagnet can be used to create a superimposed field that finely adjusts the force input via a control loop and, for example, keeps it constant.In addition, the electromagnet can weaken the field emitted by the permanent magnet during a decoupling process, making it easier to increase the distance between the track guidance unit and the track / rail / track guide using a drive. All purely magnetic designs promote a long service life for the track guidance units, as they do not require physical contact with the track / rail / track guide and are therefore subject to minimal wear.

[0047] According to one embodiment, the magnetically coupled track guidance units each comprise at least one permanent magnet and one electromagnet connected to the actuator, wherein the electromagnet is configured to strengthen, weaken, or finely adjust the magnetic coupling with the track / rail / track guide. Alternatively or additionally, the track guidance units comprise a switchable permanent magnet connected to the actuator. This has particularly advantageous effects on magnetic coupling and decoupling.

[0048] According to one embodiment, track guidance units point to the rail at the front end of at least one axle with a first pole of the electromagnet / magnet, and to the rail at the rear end of the at least one axle with a second pole of the electromagnet / magnet, preferably different from the first. This configuration results in a particularly advantageous force effect and secure magnetic coupling due to the high permeability differences between air and track / rail / glaciation.

[0049] According to one embodiment, the rail vehicle has both track guidance units for fixing to the rail and track guidance units for control on the rail, in particular in the area of ​​a switch. The track guidance units for fixing to the rail are, for example, at a fixed distance from the track / rail / track guide or are engaged with the track / rail / track guide and prevent the rail vehicle from slipping or unwanted decoupling. The track guidance units for control on the rail, in particular in the area of ​​a switch, are, for example, connected to the (front) wheels of the rail vehicle and ensure that the wheels follow the track / rail / track guide. In addition, they are designed to guide the wheels in the area of ​​a switch along a selectedZdesired track, regardless of the current orientation of the switch.For example, the track guidance units for control can have (electro)magnets and be horizontally movable. However, there can also be several track guidance units per front wheel, arranged at a horizontal distance from one another in front of the front wheel. In this case, the track guidance units for control can be individually vertically movable, so that a vertical downward displacement of a "left" track guidance unit for control causes the left track / rail / track guidance of a switch to be followed due to the mechanical coupling and / or the stronger magnetic coupling of this track guidance unit. In this way, a switch can be "overtaken" in the desired direction without stopping in front of the switch. Separating the track guidance units into track guidance units for fixation and control reduces the complexity of the vehicle's control unit.

[0050] According to one embodiment, the track guidance units for control are arranged on the rail at the front end of the front axle of the rail vehicle and have at least two permanent magnets and / or electromagnets, wherein the permanent magnets and / or electromagnets are arranged in a V-shape and can be individually moved and / or activated independently of one another. With this arrangement, the magnetic coupling with the desired track / rail / track guidance can be particularly easily reinforced, so that the vehicle can follow the track / rail / track course selected by the driver / control unit at a switch. Away from switches, the permanent magnets and / or electromagnets are arranged equidistant from the rail and exert a balanced force towards the rail.

[0051] The above-mentioned object is also achieved by a method for operating a rail vehicle, in particular a road-rail vehicle on rail / railway tracks, in particular a rail vehicle, in particular a road-rail vehicle, as described above, wherein a relative position between the rail vehicle and the switch can be detected based on measurement data from a sensor system and / or speedometers and / or geopositioning data and / or in conjunction with / by means of at least one marking or detection transmitter of a switch or control unit, wherein a control / regulation unit carries out a lane change in the area of ​​the switch in accordance with the desired direction of travel and against the switch position in the event of a deviation between the desired direction of travel and the direction of travel predetermined by the switch position during a journey,wherein the vehicle, in particular, does not travel slower than 10 km / h when changing lanes, and wherein the rail vehicle is decoupled from a first track / rail / track guide and coupled to a second track / rail / track guide. This allows the vehicle to follow the rail system in the area of ​​the switch (opposite the switch position) as if the switch were aligned in the specified direction of travel. According to one embodiment, the relative position between the rail vehicle and the switch is detected by a detection device of the rail vehicle, wherein information about a desired direction of travel is received by a receiving unit of the rail vehicle and stored by a storage unit of the rail vehicle.An evaluation unit compares the direction of travel specified by the switch position with the desired direction of travel. This further supports the rail vehicle in autonomously changing lanes according to the desired direction of travel, contrary to the switch position.

[0052] The detection device can receive information in various ways, for example directly from a driver of the vehicle, from a navigation system or from a central control component, for example a control component of a logistics system.

[0053] According to one embodiment, the decoupling from the first track / rail / track guide and the coupling to the second track / rail / track guide is carried out in such a way that at least two track guidance units, each on one side of the rail vehicle, in particular road-rail vehicle, can be displaced individually vertically and optionally also individually horizontally in a lateral direction transverse to the rail vehicle, in particular road-rail vehicle, from a zero position into a transversely offset transverse position for the coupling (either inwards or outwards, whereby a transverse displacement can also be optional depending on the design of the coupling partners, track guidance unit and rail).Alternatively or additionally, the decoupling from the first track / rail / track guide and the coupling to the second track / rail / track guide is carried out in such a way that a magnetic coupling is generated / reinforced by activating (electro)magnets, whereby the respective track guidance units are arranged in different transverse and / or vertical positions and / or an (electro)magnet of a track guidance unit located at a predefined distance from the track / rail / track guide is activated. In this case, the vertical position of either a currently uncoupled track guidance unit is shifted downwards until this track guidance unit ensures the coupling and guidance of the rail vehicle, in particular a road-rail vehicle, on the desired new track / rail / track section (in particular also on a transversely offset orcurved (second) rail / track section), so that the rail vehicle, in particular a road-rail vehicle, is mechanically and / or magnetically coupled thereto, whereupon the other mechanically coupled track guidance units are raised, so that the rail vehicle, in particular a road-rail vehicle, is mechanically decoupled from the previous (or from a first) rail / track guidance, in particular in the area of ​​a switch, or the height position is shifted downwards until the magnetic field lines of a magnet arranged in the track guidance unit spread out excellently in the track / rail / track guidance and the magnetic coupling is strong enough and / or until the track guidance units are mechanically coupled to the new track / rail / track guidance.If all track guidance units are coupled exclusively magnetically to the tracks / rails / tracks, the track guidance units can easily remain in their vertical position at a switch and be coupled to the desired track / rail / track guidance only via a transverse offset. With a track guidance unit that is coupled both magnetically and mechanically to the track / rail / track guides, the track guidance unit can remain in its vertical position, provided the mechanical coupling is via a wheel supported from above, allowing this wheel to roll over the switch. This results in the aforementioned advantages.

[0054] In other words, lane changing can be implemented either based on synchronized vertical position changes of the track guidance units and / or based on the synchronized activation of an electromagnet. Depending on the desired lane change situation, the respective track guidance unit can also be displaced transversely / horizontally. The respective right and left track guidance units can either be displaced synchronously in pairs, or the adjustment can be performed individually, unilaterally, on the right side of the vehicle independently of the left side (the preferred approach also depends on the type of switch and rail guidance, the type of coupling of the track guidance units to the track / rail / track guidance, and any possible connection between the right and left track guidance units).The following explains an example procedure for moving or adjusting the track guidance units when driving over a switch, in particular at a minimum speed of 10 km / h, in the event that there is a deviation between the desired direction of travel and the direction of travel specified by the switch position, whereby this deviation results in particular from a comparison which is carried out by an evaluation unit of the vehicle, a) The vehicle is initially on a straight-ahead rail section in a section of a first track / rail / track guidance in front of a switch which is set to travel straight ahead, for example with all track guidance units in a lowered position or in a state coupled to the track.b) When approaching or driving over the switch (especially after the switch position has been detected either by sensor / measurement technology or specified via a position input), the track guidance units of the front axle are raised if they are mechanically connected to the switch, and the other rear track guidance units are / remain lowered. c) The track guidance units are then moved to the second track / rail / track guide at the turnout point along the desired direction of travel. This means that for coupling the front track guidance units, they are first lowered if they were raised for uncoupling and then coupled to the second track / rail / track guide.Then, the rear guidance units are raised if the rear guidance units are mechanically coupled to the track / rail / track guide; otherwise, the rear guidance units can "run along" over the switch, provided they are magnetically coupled to the track / rail / track guide (especially by displacement), without being raised. d) Now the corresponding front wheels are coupled to the new desired direction of travel, and the guidance units of the rear axle can be repositioned at the turnout point, so that in this example described here, all guidance units are again coupled to the desired track / rail / track guide.

[0055] This shows that the switching when turning a switch set to "straight ahead" can be achieved both with a vertical movement of the track guidance units and, if necessary, also by a transverse offset of individual track guidance units. According to the present disclosure, the track guidance units can and must therefore also be offset in the transverse direction, in particular individually and independently of one another. Depending on the layout of the rails, this may be advantageous or necessary, and is also advantageous with regard to track width adjustment, but a transverse offset of the track guidance units does not necessarily always have to occur for the switching according to the invention. For track guidance units that have two or more V-shaped (electro)magnets that can be individually displaced or activated, the transverse offset is not necessary, for example.Here, a track can be selected, for example, by approaching one of the V-shaped magnets or by activating just one of the V-shaped magnets. According to one exemplary embodiment, at least two track guidance units are assigned to each axle of the vehicle, namely at least one first track guidance unit on the front side of the corresponding axle and at least one second track guidance unit on the rear side of the corresponding axle of the vehicle. In this case, in an exemplary procedure, when driving onto or over the switch, the front track guidance units (on the front side of the front axle) are raised if they are mechanically coupled to the first track / rail / track guide, or in the case of a purely magnetic coupling, they are magnetically decoupled from the first track / rail / track guide, and the other rear track guidance units are / remain down / coupled.The track guidance units are then moved accordingly at the turnout point. To mechanically couple the front track guidance units (at the front axle's nose) with the second track / rail / track guide, which guides the train in the desired direction of travel opposite to the switch position, these are first lowered or, in the case of a purely magnetic coupling, magnetically coupled to the second track / rail / track guide. Then, the rear track guidance units (at the rear of the front axle) are raised if they are mechanically coupled to the first track / rail / track guide, which guides the train in the direction of travel specified by the switch position, or, in the case of a purely magnetic coupling, magnetically decoupled from the first track / rail / track guide.The corresponding front wheels are now coupled to the second track / rail / track guide, and at least one of the rear track guidance units (rear of the front axle) can be moved at the turning point of the switch, so that in this example all track guidance units of the front axle are again coupled to the second track / rail / track guide. This can then be carried out accordingly for the rear wheels. The sequence of moving the individual track guidance units described here is only an example of the procedural implementation of the invention; optionally, a variation can be made, for example, such that first the front track guidance units of the front axle, then the rear track guidance units of the front axle, then the front track guidance units of the rear axle and then the rear track guidance units of the rear axle are raised and lowered as soon as the respective wheels orThe track guidance units approach the switch or are in the corresponding relative position to the turning point (which point in time or which relative position can be detected, for example, by sensors / measurements and transmitted to a control component of the vehicle). From this description of the arrangement and control of the track guidance units, the person skilled in the art will recognize that the track guidance units described here can optionally be mounted and controlled with individual suspension / independent wheel suspension (regardless of their absolute number).

[0056] Changing track at a switch can also be described with reference to different longitudinal sections of the track / rail, here using the example of a track system with two tracks and a vehicle with at least two axles (i.e. at least four wheels and at least four track guidance units):

[0057] The vehicle approaches a switch on the track / rail with all track guidance units initially down or coupled to the track / rail. Upon reaching a first longitudinal section, for example, the transverse position of the front track guidance units is adjusted so that they are aligned with the track / rail desired by the driver / vehicle / on-board computer. If the front track guidance units are in mechanical contact with the track / rail / track guidance, it may be necessary to first raise the track guidance units, i.e., change their height using a drive, before the transverse position is adjusted and the front track guidance unit is then coupled to the desired track / rail.It is also possible to use the actuator to decouple a magnetically coupled track guidance unit from the "unwanted" track / rail, as described above, and to switch / deactivate it again for magnetically (assisted) coupling. The coupling can occur at a given time (which can also be specified by position detection for control purposes), for example, as soon as the front / frontmost axle of the vehicle reaches a subsequent second longitudinal section of the track / rail (in particular, an area in which a turning point or the adjustable rail section of the switch is already overlapped and a corresponding transverse distance still exists between the overlapping rails). The corresponding rear-side track guidance units are then decoupled from the "unwanted" track / rail.The front track guidance units are connected to the front tires in such a way that the vehicle is forced onto the desired track layout. If the rear track guidance units are coupled exclusively magnetically or mechanically only by rollers resting on the track / rail from above, the vehicle can easily pull the front track guidance units (track guidance units for control) and the rear track guidance units (for fixation) over the switch until the rear track guidance units are coupled or can be coupled to the desired track / rail / track layout. Other forms of mechanical coupling may require vertical displacement of the rear track guidance units.In these cases, the rear track guidance units, provided they are also magnetically coupled to the track / rail, can first be magnetically decoupled using the actuator and then mechanically decoupled using the drive until the vehicle has rolled far enough over the switch to a longitudinal position (detected, for example, by a sensor) that the rear track guidance units would be coupled exclusively to the desired track / rail upon vertical downward displacement. From this longitudinal position, the track guidance units are lowered and coupled to the desired track / rail, and the vehicle can continue its journey as before. The vehicle is thus able to negotiate a switch regardless of its current orientation. In particular, the orientation of the switch itself can change during the crossing process without causing the vehicle to tilt with the track guidance units.An advantage of a vehicle whose track guidance units are exclusively magnetically coupled or mechanically coupled only by rollers resting on the track / rail from above also becomes apparent in this context, since this vehicle is able to cross the switch without lifting the track guidance units, which considerably speeds up and / or simplifies the process.

[0058] An exemplary lane change in a rail system with two tracks and a vehicle with at least two axles is described below, wherein each axle is assigned at least two different track guidance units, namely at least one first track guidance unit on the front side of the corresponding axle and at least one second track guidance unit on the rear side of the corresponding axle (i.e. at least four wheels and at least eight track guidance units).

[0059] The vehicle approaches a track / rail switch with all track guidance units down or coupled. Initially, only the rear-end track guidance units (especially those of the first axle or optionally all axles) are engaged with the track / rail (if necessary, the front-end track guidance units are uncoupled as a preparatory measure). The front-end track guidance units are therefore in a raised position or will be moved there at a given time (which can also be specified by position detection in the control system).As soon as the front / frontmost axle of the vehicle crosses the switch (in particular, reaches an area in which a turning point or the adjustable rail section of the switch is already overlapped and a corresponding transverse distance still exists between the overlapping rails), the right and / or left front-end track guidance units are lowered (i.e. coupled to the track / rail), and the corresponding rear-end track guidance units are then raised (decoupled); thus, the vehicle can now follow the desired track path; thanks to the different longitudinal positions of the front and rear track guidance units, the point at which the actual position of the switch would have resulted in a different guidance of the vehicle has been skipped or bridged, so to speak.Depending on the design of the rail / switch, this bridging maneuver can also be accomplished with the described adjustment of the track guidance units on only one side of the vehicle (right or left); in particular, this also depends on the switch position.Based on the switch position, e.g. visually / optically detected, the vehicle can specify in terms of control / regulation whether the respective track guidance unit on the right or left side of the vehicle is relocated, or whether / how the track guidance units on both sides of the vehicle are relocated. As soon as the front / frontmost axle reaches a further subsequent longitudinal section of the track / rail (in particular an area in which the adjustable rail section of the switch is already overlapped and a corresponding transverse distance already exists between the overlapping rail lines), the track guidance units on the other side (starboard or port) can optionally be relocated accordingly. This additional longitudinal section-related measure (or its timing) can also depend, in particular, on the radius of curvature of the switch;because on one rail the turning point is clearly defined (contact area between two rail sections), on the other opposite parallel rail, however, the turning point is not a point-like area in the geometric sense, but a comparatively long section depending on the radius of curvature of the switch, which, depending on the design of the track guidance units, can only be used again after a certain longitudinal distance (longitudinal displacement) - only at / from this moment onwards does it make sense to relocate the corresponding track guidance units (in this respect, the corresponding bridging maneuver of the track guidance kinematics may be individually different for each vehicle side, right and left).

[0060] When coupling the respective front-end track guidance unit with the new desired track, a transverse offset can optionally also be carried out, depending on the longitudinal distance and the width of the rail or the track guidance unit; the additional transverse offset can be desired or preferred depending on the application; preferably, the chassis or the bearing of the track guidance units is generally designed to achieve such a transverse offset either per axle or individually for all individual track guidance units (in particular, either inwards or outwards), so that a / the vehicle can be provided with a very high degree of independence or self-sufficiency.

[0061] Alternatively, the track change can also be carried out as follows, depending on the design of the rail system or switch:

[0062] The vehicle approaches a switch on the track / rail, with only the rear-side track guidance units (in particular of all axles) engaging with the track / rail; the front-side track guidance units are in a raised position; as soon as the front / forward-most axle of the vehicle reaches the corresponding longitudinal section of the track / rail (in particular an area in which the adjustable rail section of the switch is already overlapped and a corresponding transverse distance between the overlapping rail strands still exists), depending on the desired direction of the vehicle, at least one of the right or left front-side track guidance units is lowered (i.e. coupled to the track / rail), and the corresponding rear-side track guidance unit is raised (decoupled);As soon as the front / frontmost axle reaches a corresponding subsequent longitudinal section of the track / rail (in particular an area in which the adjustable rail section of the switch is already overlapped and a corresponding transverse distance between the overlapping rails already exists), the track guidance units on the other side (starboard or port) are shifted accordingly; when coupling the respective bow-side track guidance unit with the new desired track, a transverse offset can optionally also occur.

[0063] Instead of purely mechanically coupled track guidance units, mechanically and / or magnetically coupled track guidance units can also be used.

[0064] According to one embodiment, a time for the activation of an electromagnet and / or the vertical and optionally also a transverse displacement of the track guidance units is defined as a function of a current position of the rail vehicle, in particular a road-rail vehicle, on the track / rail / track system, in particular by specifying the time by means of a control / regulation unit of at least one drive and / or actuator of the rail vehicle, in particular a road-rail vehicle, in particular in the area of ​​a switch. This also promotes an autonomous or at least partially autonomous actuation of the track change kinematics as a function of a current relative position of the rail vehicle, in particular a road-rail vehicle, and / or as a function of a current switch position. The track change kinematics is, for example,characterized by analogous movement of paired guidance units (respectively, front-end or rear-end guidance units), or by a specific temporal sequence of movement of front-end and rear-end guidance units, and / or by a lifting-swivel mechanism, or exclusively by a lifting / lowering movement. If all guidance units are magnetically coupled, no vertical position change is required when crossing the switch, provided the front guidance units are already oriented along the desired direction.

[0065] The above-mentioned object is also achieved by using at least two track guidance units on one axle of a rail vehicle, in particular a road-rail vehicle, namely at least one first track guidance unit on the front side of the corresponding axle and at least one second track guidance unit on the rear side of the corresponding axle, in particular in a rail vehicle described further above, wherein the individual track guidance units can be displaced independently of one another individually vertically and optionally also individually horizontally in a lateral direction transverse to the rail vehicle (or transverse to the intended direction of travel) from a zero position into an offset position, in particular also into a transversely offset transverse position, such that the rail vehicle can be decoupled from a first rail / track guide and coupled to a second rail / track guide, in particular in the region of a switch.This results in the advantages mentioned above.

[0066] The aforementioned object is also achieved by using at least two track guidance units in a rail vehicle, in particular a road-rail vehicle, in particular in a rail vehicle described above, wherein the individual track guidance units can be activated independently of one another and / or can be displaced individually vertically and optionally also individually horizontally in a lateral direction transverse to the rail vehicle (or transverse to the intended direction of travel) from a zero position into an offset position, in particular also into a transversely offset transverse position, such that the rail vehicle can be decoupled from a first track / rail / track guide and coupled to a second rail / track guide, in particular in the region of a switch. This results in the aforementioned advantages.

[0067] The aforementioned object is also achieved by a system comprising at least one rail vehicle, in particular a rail-road vehicle, in particular a rail vehicle as described above, and at least one first and second rail / rail guide, wherein the rail vehicle can be decoupled from the first rail / rail guide and coupled to the second rail / rail guide, in particular in the region of a switch, by a method of the type described above. This results in the aforementioned advantages.

[0068] According to one embodiment, the system is configured to specify transport routes of the rail vehicle, in particular a rail-rail vehicle, counter to a switch position or independently of a current switch position along at least one first and second rail / track guide. This also provides flexibility / variability independent of the current state and / or the current use / travel of the track / rail system.

[0069] According to one embodiment, the system comprises a plurality of at least partially autonomously driving rail vehicles, in particular road-rail vehicles, which are transported (transportable) along a plurality of transport paths. The system defines transfer points from rails to road or vice versa. A control component (control / regulation unit) of the system controls the transport paths between first and second transfer points (or handover points), with at least a subset of the rail vehicles, in particular road-rail vehicles, being at least partially rail-coupled. This also promotes advantageous scalability and application of the invention in systems with numerous movement paths.

[0070] A particularly preferred embodiment of the transport system is characterized in that it contains two control components. One of the control components directly controls the vehicles that can be decoupled from a first track / rail / track system, while the other control component controls switch positions of the rail system. At least some of the vehicles can travel independently of the first track / rail / track system, while another part of the vehicles is tied to the track / Z-rail / track system, in particular including the positions of the rail switches, etc. Such a system has the particular advantage that both vehicles that can be decoupled from the Z-track / track system and vehicles that cannot be decoupled from the Z-track / track / track system can be used in a jointly usable rail system.

[0071] Such a traffic system design is also particularly advantageous because it allows vehicles that can be decoupled from the respective track / rail / slope layouts to be integrated into the system, allowing free capacity to be utilized. For example, it is possible for track-independent vehicles to overtake other vehicles and / or avoid other vehicles.

[0072] The invention further relates to a two-way wheel, comprising a rigid hard wheel and at least one rubber-tired road wheel arranged coaxially to the hard wheel, a two-way vehicle with a chassis designed for track / rail / strip guidance, on which at least two axles are each mounted with wheels, and with several track guidance units which are individually movable vertically between a lowered guide position and a raised road position via at least one drive of the two-way vehicle, a use of a two-way wheel as a wheel of a two-way vehicle and a method for operating a two-way vehicle with a two-way wheel using a radius change of the hard wheel.

[0073] For road and rail travel, wheels are generally known in the art that have both a rail wheel and a road wheel on one axle. For example, US Pat. No. 1,853,572 shows a triple wheel consisting of two rubber-tired road wheels and a rigid rail wheel with a wheel rim. The radius of the rubber-tired wheels, when inflated, is larger than the radius of the rail wheel. For rail travel, air is released from the respective air tubes of the rubber-tired road wheels, so that the rail wheel is used for rail travel.

[0074] In the prior art, rail wheels of road-rail vehicles with at least one road wheel are usually conical or have a wheel rim to guide the wheel along rails. Therefore, it is a further object of embodiments of the invention to provide a corresponding road-rail vehicle that overcomes the disadvantages of previously established technologies and increases flexibility, a road-rail vehicle that can travel both on the road and on rails or other hard, smooth surfaces, a use of a road-rail vehicle as a wheel of a road-rail vehicle, and a method for operating a road-rail vehicle with a road-rail vehicle. This object is achieved by the following road-rail vehicle, wherein the features of the exemplary embodiments described below can be combined with one another, unless explicitly stated otherwise.

[0075] The proposed two-way wheel comprises a rigid hard wheel with a wheel surface made of a first material and at least one rubber-tired road wheel arranged coaxially to the hard wheel with a wheel surface made of a second material, wherein the second material is softer than the first material. It is characterized in that the hard wheel is convex or flat. This means that the radius of the hard wheel in the center of a contact surface or its tread is at least as large as in the edge regions of the contact surface. For the purposes of this application, a hard wheel is a rigid wheel whose tread is made of an inelastic or at least only slightly elastic material and which is suitable for traveling on smooth, rigid surfaces, such as rails.The convex or flat design of this hard wheel gives it the advantage over conical rail wheels in that it is suitable for running on a variety of flat surfaces and only makes contact with a rail from above, without its own guidance from the sides. This makes it possible, for example, to drive over switches or tracks in the opposite direction to their position, thereby increasing the flexibility of the rail wheel. However, a hard wheel as described here has the special feature over a conical rail wheel that it does not have to be held on the rail by a wheel rim, but that track guidance units can be used on a road-rail vehicle with a hard wheel when running on the rail.

[0076] With a flat design, the hard wheel has a constant radius across its cross-section. With a convex design, the hard wheel has a maximum radius across its cross-section at at least one point between the edge regions. The constant or maximum radius of the hard wheel is to be understood as the first radius in the context of this application. Rubber-tired road wheels are generally also convex. The maximum radius of the road wheel is to be understood as the second radius. Rubber-tired road wheels can be any type of conventional road wheel, for example air-filled road wheels or those that do not require air, such as the Uptis model from Michelin.

[0077] According to an advantageous embodiment of the invention, the ratio of the first radius to the second radius is reversibly variable. This further increases the flexibility of the two-way wheel. By varying the radius ratio of the hard wheel and the rubber-tired road wheel(s), it is possible to optionally set all wheels of the two-way wheel to be in contact with the ground, or only the hard wheel or only the road wheel(s) to be in contact. Due to the reversibility of the change, any change in the ratio can be reversed.

[0078] A preferred embodiment of the invention is characterized in that the hard wheel has a radius-changing mechanism that can change the radius of the hard wheel, and / or the road wheel has a radius-changing mechanism that can change the radius of the road wheel. The inclusion of a radius-changing mechanism in the hard wheel and / or the road wheel offers the advantage that, upon activation of the mechanism, the radius is changed, in particular changed automatically. Radius-changing mechanisms are generally included in the prior art. Thus, a variety of known radius-changing mechanisms are suitable for changing the radius of the hard wheel and / or the radius of the road wheel.

[0079] A particularly preferred embodiment of the invention is characterized in that the hard wheel has spokes, wherein the spokes are formed by pneumatic or hydraulic working cylinders and the radius-changing mechanism of the hard wheel can change the length of the spokes by means of the working cylinders. Actuating the mechanism causes the working cylinders to stretch or lengthen. The circumference or the tread is divided into uniform segments for this purpose. In the initial state with a smaller radius, the segments can, for example, overlap one another proportionally, so that when the mechanism is actuated, the hard wheel still has a continuous tread and locking of the wheel is prevented. A further embodiment of the invention is characterized in that the two-way wheel has exactly one rubber-tired road wheel, wherein the hard wheel is preferably arranged on the side of the two-way wheel facing the axle.This creates a dual wheel. The arrangement of the hard wheel on the side closest to the axle allows the hard wheels to be spaced at a distance corresponding to the width of the rail track, particularly on vehicles with a wider track gauge.

[0080] According to a further advantageous embodiment of the invention, the two-way bicycle has exactly two rubber-tired road wheels, with the hard wheel preferably arranged between the two rubber-tired road wheels. This design provides a triple wheel. This results in the advantage of increased weight support. This design can offer advantages in terms of stability, particularly with narrow rubber-tired road wheels.

[0081] A further preferred embodiment of the invention is characterized in that the hard wheel and the rubber wheel are combined in a common rim, and the different wheel surfaces made of the first material and the second material are integrated into the tire. This can be achieved, for example, via a ring made of the first material that is embedded in the second material. The first material can be steel, metal, or another material with particularly low elasticity.

[0082] A further embodiment of the invention provides a road-rail vehicle, in particular according to one of the embodiments described herein, wherein a majority of the wheels of the road-rail vehicle, preferably all of the wheels of the road-rail vehicle, are formed by road-rail wheels. Due to its road-rail wheel, the road-rail vehicle thus provided is suitable for both road travel and track / rail / track guidance. Guidance on the tracks is ensured by the track guidance units, while the hard wheel itself preferably rests on top of the rails.

[0083] According to a further embodiment of the invention, a two-way wheel is used as the wheel of a road-rail vehicle, wherein the road-rail vehicle uses at least one rubber-tired road wheel for travel on the road, wherein the hard wheel of the two-way wheel hangs or runs on the axle at a distance from the road, and the road-rail vehicle uses the hard wheel for travel on the rail, wherein the road wheel or the road wheels of the two-way wheel hang or hang on the axle at a distance, in particular at a horizontal distance, from the rail. This offers the advantage that a hard wheel is protected when traveling on the road and that the rubber-tired road wheel or the rubber-tired road wheels are not stressed when traveling on the rail or a similar smooth surface and thus have an increased service life.

[0084] Advantageously, the road-rail wheel is used in such a way that when switching between road and rail travel, the ratio of the radii of the hard wheel and the rubber-tired road wheel(s) is changed. In particular, only one of the radii, preferably only the radius of the hard wheel, is changed during the change. This further increases the service life of the hard wheel and the rubber-tired road wheels by preventing contact with the respective unsuitable surface. This also utilizes the flexibility of the road-rail wheel and enables particularly easy switching between road and rail.

[0085] A further embodiment of the invention provides a method for operating a road-rail vehicle with a road-rail wheel using a radius change of the hard wheel. It is characterized in that, in one step of the method, in road operation, the radius of the hard wheel is selected to be so small that the hard wheel has no connection to the road, so that the road wheel or road wheels are responsible for the movement of the road-rail vehicle while traveling on the road, and in a further step, in rail operation, the radius of the hard wheel is selected to be so large that the rubber-tired road wheel has no connection to the rails, so that the hard wheel is responsible for the movement of the road-rail vehicle while traveling on the rail.The method thus provided offers the advantage that the road-rail wheel has an increased service life and the road-rail vehicle uses the appropriate chassis for every surface.

[0086] Advantageously, in a further step of the method, a change is made from road to rail or from rail to road and the radius of the hard wheel is increased or reduced during the change. In one step, the road / rail vehicle is aligned along the rails at an intersection between the road network and the rail network during road operation and remains stationary above the rails and the radius of the hard wheel is increased until the hard wheel carries the road / rail vehicle. In a further step, at a suitable point during rail operation, the radius of the hard wheel is reduced until the road wheel carries the road / rail vehicle. This advantageously enables a change between two different transport networks. It is preferred that this change takes place quickly, for example due to a particularly fast-acting radius-changing mechanism.For example, traffic jams can be easily avoided with appropriate route planning. The changeover preferably takes place in areas where the tracks and the road are at the same level, as is the case at level crossings, for example. The changeover can also be accomplished using elevators, cranes, or similar aids. Using areas where the tracks and the road are at the same level offers the advantage that they are generally plentiful and / or can be built quickly, meaning that no complex retrofitting or preparation of the transport networks is necessary for the use of the method. No ramp or similar equipment is required either. The method provided is therefore characterized by a particularly high level of flexibility and rapid deployment with many possible applications.

[0087] The invention can also be described by the features presented below. The features presented below can be combined both with each other and with the subsequent representations of preferred embodiments based on the figures, with particularly preferred combinations of features being highlighted by reference to previously presented combinations of features.

[0088] AA) Rail vehicle, in particular a road-rail vehicle with a chassis designed for track, Z-rail / railway guidance, on which at least two axles are each mounted with wheels, and with several track guidance units that are independently movable vertically between a lowered guide position and a raised road position via at least one drive of the rail vehicle, in which at least two different track guidance units are assigned to each axle, namely at least one first track guidance unit at the front of the corresponding axle and at least one second track guidance unit at the rear of the corresponding axle, wherein the individual track guidance units are independently displaceable such that the rail vehicle can be decoupled from a first track / rail Z-rail guidance and coupled to a second track / rail / railway guidance for a track change,particularly in the area of ​​a switch along the track / rail / track layout. AB) Rail vehicle, preferably corresponding to AA, wherein the individual track guidance units are individually displaceable horizontally with a transverse offset predefined by the rail vehicle and are positionable in at least one corresponding transverse position corresponding to a transverse distance specified by the track / rail / track layout.

[0089] AC) Rail vehicle, preferably corresponding to AB, wherein the respective track guidance unit is height-adjustable both in the zero position and in the transverse position.

[0090] AD) Rail vehicle, preferably according to AA, wherein the rail vehicle is configured to overcome a track / rail switch independently of a / the current switch position, in particular by exclusively vertical displacement of the individual track guidance units; and / or wherein the rail vehicle is configured to position each track guidance unit individually in the vertical and horizontal direction both with respect to a / the zero position and with respect to a / the transverse position, in particular by means of the at least one drive.

[0091] AE) Rail vehicle, preferably corresponding to AA, wherein the rail vehicle has a control / regulation unit coupled to the at least one drive, which is configured to specify the height and / or transverse displacement or position of the respective front and rear track guidance units.

[0092] AF) Rail vehicle, preferably according to AA, wherein the respective track guidance unit has a support roller, in particular with a guide ring, which is configured to support the rail vehicle on the correspondingly selected track / rail / track guide; and / or wherein the respective track guidance unit is configured to ensure guidance on the correspondingly selected track / rail / track guide by internal contact or by external contact, in particular in each case by means of a correspondingly arranged guide ring.

[0093] AG) Rail vehicle, preferably according to AA, wherein the track guidance units are configured to be selectively displaced transversely outwards and / or inwards; and / or wherein at least some of the track guidance units are arranged inwards or outwards relative to the respective track and / or are displaceable in a lateral direction. AH) Rail vehicle, preferably according to AA, wherein the track guidance units are each mounted so as to be freely rotatable about a vertical axis.

[0094] AI) Rail vehicle, preferably corresponding to AA, wherein the track guidance units are designed as a roller with an axis slightly inclined relative to the horizontal plane for engagement with an underside of the rail profile.

[0095] AJ) Rail vehicle, preferably according to AG, wherein the track guidance units are configured to be selectively displaced transversely outwards and / or inwards; and / or wherein at least some of the track guidance units are arranged inwards or outwards relative to the respective track and / or are displaceable in a lateral direction, wherein the track guidance units are each mounted so as to be freely rotatable about a vertical axis and wherein the track guidance units are designed as a roller with an axis slightly inclined relative to the horizontal plane for engaging an underside of the rail profile.

[0096] AK) Rail vehicle, preferably corresponding to AA, wherein the rail vehicle is designed as a road-rail vehicle with wheels intended for roads and optionally also for rails and with a chassis intended for roads and rails; and / or wherein the road-rail vehicle has two axles, each with two wheels and front and rear track guidance units arranged on either side of the wheels, i.e. four wheels and eight track guidance units.

[0097] AL) Rail vehicle, preferably corresponding to AA, wherein the rail vehicle is designed as a road-rail vehicle with wheels intended for roads and optionally also for rails and with a chassis intended for roads and rails; and / or wherein the road-rail vehicle has two axles, each with two wheels and any number of front and rear track guidance units arranged on either side of the wheels, i.e. four wheels and any number of track guidance units.

[0098] AM) Rail vehicle, in particular a road-rail vehicle with a chassis designed for track / rail / track guidance, on which at least two axles are each mounted with wheels, and with a plurality of track guidance units which can be individually and independently coupled to the track / rail / track guidance via at least one drive and / or actuator of the rail vehicle, wherein the individual track guidance units can be individually and independently displaced and / or activated such that the rail vehicle can be uncoupled from a first track / rail / track guidance and coupled to a second track / rail / track guidance for a track change, in particular in the region of a switch along the track / rail / track guidance, wherein at least one of the track guidance units can be magnetically coupled to the track / rail / track guidance.

[0099] AN) Rail vehicle, preferably corresponding to AM, wherein at least one track guidance unit, preferably a plurality of track guidance units, comprise a permanent magnet or an electromagnet or a combination of permanent magnet and electromagnet and are coupled to the track / rail / track guide via the actuator and / or the drive.

[0100] AO) Rail vehicle, preferably according to AM, wherein the track guidance units each have at least one permanent magnet and at least one electromagnet connected to the actuator, wherein the electromagnet is configured to amplify, attenuate or finely adjust the magnetic coupling with the track / rail / track guide or wherein the track guidance units have a switchable permanent magnet connected to the actuator.

[0101] AP) Rail vehicle, preferably corresponding to AM, wherein the rail vehicle, in particular on at least one track guidance unit, has a sensor for measuring a distance from the rails for detecting a rail and / or for measuring a distance from a rail.

[0102] AQ) Rail vehicle, preferably corresponding to AM, wherein the rail vehicle has a control / regulation unit coupled to the at least one drive and / or actuator, which is configured to specify the height and / or transverse displacement or position of the track guidance units and / or to activate the magnet.

[0103] AR) Rail vehicle, preferably corresponding to AM, wherein the rail vehicle has both track guidance units for fixing on the rail and track guidance units for control on the rail, in particular in the area of ​​a switch.

[0104] AS) Rail vehicle, preferably corresponding to AR, wherein the track guidance units for control are arranged on the rail at the front side of the front axle of the rail vehicle and have at least two permanent magnets and / or electromagnets, wherein the magnets and / or electromagnets are arranged in a V-shape and can be individually displaced and / or activated independently of one another.

[0105] AT) Rail vehicle, preferably corresponding to AM, wherein individual track guidance units, in particular the track guidance units for controlling the rail vehicle on the rails, are individually displaceable horizontally with a transverse offset predefined by the rail vehicle and are positionable in at least one corresponding intended transverse position corresponding to a transverse distance predetermined by the track / rail / track guidance and / or the track guidance units are movable vertically between a lowered coupled position and a raised road position via a drive.

[0106] AU) Rail vehicle, preferably corresponding to AM, wherein the rail vehicle is configured to overcome a track / rail switch independently of a / the current switch position, in particular by exclusively vertical displacement of individual track guidance units; and / or wherein the rail vehicle is configured to position each track guidance unit individually in the vertical and horizontal direction both with respect to a / the zero position and with respect to a / the transverse position, in particular by means of the at least one drive; and / or wherein the rail vehicle is configured to deactivate / activate an electromagnet.

[0107] AV) Rail vehicle, preferably according to AM, wherein the track guidance units are configured to be selectively displaced transversely outwards and / or inwards; and / or wherein at least some of the track guidance units are arranged inwards or outwards relative to the respective track and / or are displaceable in a lateral direction.

[0108] AW) Rail vehicle, preferably according to AM, wherein the rail vehicle is designed as a road-rail vehicle with wheels intended for roads and optionally also for rails and with a chassis intended for roads and rails; and / or wherein the road-rail vehicle has two axles, each with two wheels, and track guidance units arranged in front of and behind the wheels, i.e. four wheels and a plurality of track guidance units. AX) Rail vehicle, preferably according to AM, wherein track guidance units on the front side of at least one axle point towards the rail with a first pole of the permanent magnet or electromagnet, and track guidance units on the rear side of the at least one axle point towards the track / rail with a second pole of the permanent magnet or electromagnet, preferably different from the first.

[0109] CA) Method for coupling a rail vehicle to track / rail / track guides, in particular a rail vehicle according to AA, wherein at least two track guidance units are each individually displaceable vertically and optionally also individually horizontally in a lateral direction transverse to the rail vehicle for coupling, namely at least one first track guidance unit on the front side of the corresponding axle and at least one second track guidance unit on the rear side of the corresponding axle, wherein the respective front and rear track guidance units are / are arranged in different transverse and / or vertical positions, and wherein the vertical position of either one of the currently unloaded track guidance units is displaced downwards until this track guidance unit ensures the support and guidance of the rail vehicle on the desired track / rail / track section, so that the rail vehicle is coupled thereto,whereupon the height position of the other track guidance unit is raised so that the rail vehicle is decoupled from the existing track / rail / track guidance, especially in the area of ​​a switch.

[0110] CB) Method, preferably corresponding to CA, wherein a time point of at least the height and optionally also a transverse displacement of the front and rear track guidance units is defined as a function of a current longitudinal position of the rail vehicle on the track / rail / track guide, in particular by specifying the time point by means of a control / regulation unit of at least one drive of the rail vehicle, in particular in the area of ​​a switch.

[0111] CC) Method, preferably corresponding to CA, wherein the method is carried out based on measurement data from sensors of the rail vehicle which detect the track or rail, in particular by means of or based on current geoposition data of the rail vehicle and / or by detecting a / the current position / orientation of a switch and / or in connection with / by means of at least one marking or detection transmitter of a switch or control unit.CD) Method for coupling a rail vehicle to track / rail / track guides, in particular a rail vehicle according to AM, wherein at least two track guidance units are each individually vertically displaceable on one side of the rail vehicle, optionally also individually horizontally in a lateral direction transverse to the rail vehicle for the coupling and / or wherein a magnetic coupling is generated / reinforced by activating magnets, wherein the respective track guidance unit is / are arranged in different transverse and / or vertical positions and / or a magnet of a track guidance unit located at a predefined distance from the track / rail / track guide is deactivated / activated.

[0112] CE) Method, preferably corresponding to CD, wherein a time of activation of an electromagnet / magnet and / or the height and optionally also a transverse displacement of the track guidance units is defined as a function of a current position of the rail vehicle on the track / rail / track guide, in particular by specifying the time by means of a control / regulation unit for at least one drive and / or actuator of the rail vehicle, in particular in the area of ​​a switch.

[0113] CF) Method, preferably corresponding to CD, wherein the method is carried out based on measurement data from sensors of the rail vehicle which detect the track or rail, in particular by means of or based on current geoposition data of the rail vehicle and / or by detecting a / the current position / orientation of a switch and / or in connection with / by means of at least one marking or detection transmitter of a switch or control unit and / or by calculating a / the current position of the rail vehicle based on time and speed data.

[0114] EA) Use of at least two track guidance units on an axle of a rail vehicle, preferably corresponding to AA, namely at least one first track guidance unit on the front side of the corresponding axle and at least one second track guidance unit on the rear side of the corresponding axle, in particular in a rail vehicle, wherein the individual track guidance units can be displaced independently of one another individually vertically and optionally also individually horizontally in a lateral direction transverse to the rail vehicle from a zero position into a transversely offset transverse position, such that the rail vehicle can be decoupled from a first track / rail / track guide and coupled to a second track / rail / track guide, in particular in the region of a switch.EB) Use of at least two track guidance units, in particular in a rail vehicle, preferably according to AM, wherein the individual track guidance units can be activated independently of one another and / or can be displaced individually vertically and optionally also individually horizontally in a lateral direction transverse to the rail vehicle from a zero position into a transversely offset transverse position, such that the rail vehicle can be decoupled from a first track / rail / track guidance system and coupled to a second track / rail / track guidance system, in particular in the region of a switch.

[0115] FA) System comprising at least one rail vehicle, in particular a rail vehicle, preferably according to AA, and at least one first and second track / rail / track guide, wherein the rail vehicle can be decoupled from the first rail / rail guide by a method according to AM and can be coupled to the second track / rail / track guide, in particular in the region of a switch.

[0116] FB) System, preferably corresponding to FA, wherein the system is configured to specify transport routes of the rail vehicle independently of a current switch position along at least a first and second track / rail ZG guide.

[0117] FC) System, preferably corresponding to FA, wherein the system comprises a plurality of at least partially autonomously driving rail vehicles, in particular road-rail vehicles, which are transported along a plurality of transport routes, wherein the system defines transfer points from rails to road or vice versa, wherein a control component of the system controls / regulates the transport routes between first and second transfer points, wherein at least a subset of the road-rail vehicles are at least partially rail-coupled.

[0118] FD) System, preferably corresponding to FA, wherein the system has a control component for track guidance units of vehicles and wherein the control component is set up such that the control component can control the track guidance units of at least part of the vehicle such that the track guidance units can be individually displaced independently of one another such that the vehicle can be decoupled from a first track / rail / track guidance and coupled to a second track / rail / track guidance for a track change, in particular in the region of a switch along the track / rail / track guidance.

[0119] FE) System, preferably corresponding to FD, wherein the system contains at least two control components, wherein one of the control components can directly control the vehicles that can be decoupled from a first track / rail / track system, and wherein the other control component can control switch positions of the rail system, so that at least some of the vehicles can travel independently of the first track / rail / track system and another part of the vehicles is bound to the track / rail / track system, in particular including positions of the rails / switches, etc.

[0120] FF) System, preferably corresponding to FE, whereby both vehicles that can be decoupled from track / rail / ZG ice guidance and vehicles that cannot be decoupled from track / rail / G ice guidance can be used in a jointly usable rail system.

[0121] FG) System, preferably corresponding to FF, whereby vehicles that can be decoupled from the respective track, Z-rail / Gleisführungen are integrated into the system, by means of which free capacities can be used.

[0122] FH) system, preferably corresponding to FG, whereby lane-independent vehicles can carry out overtaking maneuvers while non-lane-independent vehicles are stopped at stops.

[0123] Fl) System comprising at least one rail vehicle, in particular a rail vehicle, preferably according to AM, and at least one first and second track / rail / track guide, wherein the rail vehicle can be decoupled from the first rail / track guide by a method according to CD and can be coupled to the second track / rail / track guide, in particular in the region of a switch.

[0124] FJ) System, preferably according to F1, wherein the system is configured to specify transport routes of the rail vehicle independently of a current switch position along at least a first and second track / rail layout. FK) System, preferably according to F1, wherein the system comprises a plurality of at least partially autonomously driving rail vehicles, in particular road-rail vehicles, which are transported along a plurality of transport routes, wherein the system defines transfer points from rails to road or vice versa, wherein a control component of the system controls / regulates the transport routes between the first and second transfer points, wherein at least a subset of the road-rail vehicles are at least partially rail-coupled.

[0125] FL) System, preferably according to Fl, wherein the system has a control component for track guidance units of vehicles and wherein the control component is set up such that the control component can control the track guidance units of at least some of the vehicles such that the track guidance units can be activated independently and / or displaced individually from one another such that the vehicle can be decoupled from a first track / Z-rail / Gleis guide and coupled to a second track / rail / Gleis guide for a lane change, in particular in the region of a switch along the track / rail / Gleis guide.

[0126] FM) System, preferably corresponding to FL, wherein the system contains at least two control components, wherein one of the control components can directly control the vehicles that can be decoupled from a first track / rail / railway system, and wherein the other control component can control switch positions of the rail system, so that at least some of the vehicles can travel independently of the first track / rail / railway system and another part of the vehicles is bound to the track / rail / railway system, in particular including positions of the rail switches, etc.

[0127] FN) system, preferably corresponding to FM, whereby both vehicles that can be decoupled from the track / rail / Gleisführung and vehicles that cannot be decoupled from the track / rail / Gleisführung can be used in a jointly usable rail system.

[0128] FO) System, preferably according to FN, whereby vehicles that can be decoupled from the respective track, Z-rail / track guides are integrated into the system, allowing free capacity to be utilized. FP) System, preferably according to FO, whereby track-independent vehicles can perform overtaking maneuvers at stops while non-track-independent vehicles are stopped.

[0129] HA) Two-way wheel, comprising a rigid hard wheel with a wheel surface made of a first material and at least one rubber-tired road wheel arranged coaxially to the hard wheel with a wheel surface made of a second material, wherein the second material is softer than the first material, wherein the hard wheel is convex or flat.

[0130] HB) Two-way wheel, preferably corresponding to HA, wherein the hard wheel has a first radius and the rubber-tyred road wheel has a second radius, wherein the ratio of the first radius to the second radius is reversibly variable.

[0131] HC) Two-way wheel, preferably corresponding to HB, wherein the hard wheel has a radius-changing mechanism that can change the radius of the hard wheel and / or the road wheel has a radius-changing mechanism that can change the radius of the road wheel.

[0132] HD) Two-way wheel, preferably corresponding to HC, wherein the hard wheel has spokes, wherein the spokes are formed by pneumatic or hydraulic working cylinders and the radius-changing mechanism of the hard wheel can change the length of the spokes by means of the working cylinders.

[0133] HE) Two-way wheel, preferably corresponding to HA, wherein the two-way wheel has exactly one rubber-tyred road wheel, wherein the hard wheel is preferably arranged on the side of the two-way wheel facing the axle.

[0134] HF) Two-way bicycle, preferably corresponding to HB, wherein the two-way bicycle has exactly two rubber-tyred road wheels, wherein the hard wheel is preferably arranged between the two rubber-tyred road wheels.

[0135] HG) Road-rail wheel, preferably corresponding to HA, wherein the hard wheel and the rubber wheel are combined in a common rim, and the different wheel surfaces made of the first material and the second material are integrated in the tire. HH) Road-rail vehicle with a chassis configured for track / rail / track guidance, on which at least two axles are mounted, each with wheels, and with several track guidance units which are individually and independently movable vertically between a lowered guide position and a raised road position via at least one drive of the road-rail vehicle, wherein a majority of the wheels of the road-rail vehicle, preferably all wheels of the road-rail vehicle, are designed as road-rail wheels, in particular as road-rail wheels corresponding to HA.

[0136] Hl) Road-rail vehicle, preferably according to HH, wherein each axle is assigned at least two different track guidance units, namely at least one first track guidance unit at the front of the corresponding axle and at least one second track guidance unit at the rear of the corresponding axle, wherein the individual track guidance units are individually displaceable independently of one another such that the road-rail vehicle can be uncoupled from a first track / rail / track guide and coupled to a second track / rail / track guide for a track change, in particular in the region of a switch along the track / track / track guide.

[0137] HJ) Road-rail vehicle, preferably corresponding to H1, wherein the individual track guidance units are individually displaceable horizontally with a transverse offset predefined by the road-rail vehicle and are positionable in at least one corresponding intended transverse position corresponding to a transverse distance predetermined by the track / rail / track guide, wherein the respective track guidance unit is height-adjustable both in the zero position and in the transverse position, and in that the road-rail vehicle is configured to overcome a track / rail switch independently of aZthe current switch position, in particular by exclusively vertical displacement of the individual track guidance units andZor that the road-rail vehicle is configured to position each track guidance unit individually in the vertical and horizontal direction with respect to both aZthe zero position and aZthe transverse position,in particular by means of at least one drive.,

[0138] HK) Use of a two-way wheel as a wheel of a road-rail vehicle, wherein the road-rail vehicle uses at least one rubber-tyred road wheel for traveling on the road, wherein the hard wheel of the two-way wheel hangs or runs on the axle at a distance from the road, and the road-rail vehicle uses the hard wheel for traveling on the rail, wherein the road wheel or the road wheels of the two-way wheel hang or hang on the axle at a distance, in particular at a horizontal distance, from the rail.

[0139] HL) Use of a road-rail wheel, preferably corresponding to HK, wherein the road-rail vehicle changes the ratio of the radii of the hard wheel and the rubber-tyred wheel or wheels when changing between travel on the road and travel on the rail, wherein in particular only one of the radii, preferably only the radius of the hard wheel, is changed during the change.

[0140] HM) Method for operating a road-rail vehicle, in particular a road-rail vehicle, preferably according to HH, with a road-rail wheel using a radius change of the hard wheel, wherein in one step in road operation the radius of the hard wheel is selected to be so small that the hard wheel has no connection to the road, so that the road wheel or the road wheels are responsible for the movement of the road-rail vehicle while traveling on the road, and in a further step in rail operation the radius of the hard wheel is selected to be so large that the rubber-tyred road wheel has no connection to the rails, so that the hard wheel is responsible for the movement of the road-rail vehicle while traveling on the rail.

[0141] HN) Method, preferably corresponding to HM, wherein in one step the change is made from road to rail or from rail to road and the radius of the hard wheel is increased or reduced during the change, wherein in one step the road-rail vehicle is aligned along the rails at an intersection between the road network and the rail network in road operation and remains above the rails and the radius of the hard wheel is increased until the hard wheel carries the road-rail vehicle and in a further step in rail operation at a suitable point the radius of the hard wheel is reduced until the road wheel carries the road-rail vehicle.

[0142] HO) Method, preferably according to HN, wherein the change is carried out in areas where the rails and the road are at the same level, for example at level crossings. HP) Method according to, preferably according to HN, wherein, in a step for coupling the road-rail vehicle to track / rail / track guides, at least two track guidance units, each on an axle of the rail vehicle, are individually displaceable vertically and optionally also individually horizontally in a lateral direction transverse to the rail vehicle for the coupling, wherein at least one first track guidance unit is arranged at the front of the corresponding axle and at least one second track guidance unit is arranged at the rear of the corresponding axle, wherein the respective front and rear track guidance units are / are arranged in different transverse and / or vertical positions,and wherein the height position of either one of the currently unloaded track guidance units is shifted downwards until this track guidance unit ensures the support and guidance of the rail-road vehicle on the desired track / rail / track section, so that the rail-road vehicle is coupled thereto, whereupon the height position of the other track guidance unit is raised, so that the rail vehicle is decoupled from the previous track / rail / track guidance, in particular in the area of ​​a switch.

[0143] SHORT DESCRIPTION OF THE CHARACTERS

[0144] The invention is described in more detail in the following drawings. Reference numbers not explicitly described in a particular drawing refer to the other drawings. They show: Figs. 1 and 2 each show, in perspective view, a vehicle on any level or uneven surface (in particular on a road or asphalt) and a vehicle on a rail guide, each according to an exemplary embodiment. The vehicle has eight track guidance units, which are individually named here.

[0145] Fig. 3 and 4 each show a perspective view of a vehicle according to an embodiment on a rail guide, on the one hand in an arrangement in front of a switch of the rail system which is set to travel straight ahead, and on the other hand at the moment of crossing the switch when traveling straight ahead, with the corresponding relative positions of the track guidance units;

[0146] Fig. 5, 6, 7A, 7B, 8 each show a perspective view of a vehicle according to an embodiment on a rail guide, initially in an arrangement in front of a switch of the rail system (section X3) that is set for straight-ahead travel, wherein different moments / times when crossing a switch of the rail system for the purpose of cornering / turning are shown, i.e. opposite to the switch set for straight-ahead travel, with the corresponding relative positions of the track guidance units; Fig. 9 and 10 each show a perspective view of a vehicle according to an embodiment on a rail guide, on the one hand in an arrangement in front of a switch of the rail system that is set for a turning operation, and on the other hand at the moment of crossing the switch when turning, with the corresponding relative positions of the track guidance units;

[0147] Fig. 11, 12, 13A, 13B, 14 each show a perspective view of a vehicle according to an embodiment on a rail guide, initially in an arrangement in front of a switch of the rail system which is set for a turning operation, wherein different moments / times when driving over a switch of the rail system for the purpose of straight-ahead travel are shown, that is to say opposite a switch set for turning travel, with the corresponding relative positions of the track guidance units;

[0148] Fig. 15, 16, 17, 18A, 18B, 19 each show a perspective view of a vehicle according to a further embodiment in situations in front of, above and behind a switch or a turning point of a switch, wherein the vehicle independently initiates a turning process, contrary to the current switch position (straight ahead);

[0149] Fig. 20a and 20b show a first magnetically coupled track guidance unit of a rail vehicle according to an embodiment of the invention;

[0150] Fig. 21a and 21b show a second magnetically coupled track guidance unit of a rail vehicle according to an embodiment of the invention;

[0151] Figs. 22a and 22b show a third track guidance unit of a rail vehicle according to an embodiment of the invention;

[0152] Fig. 23a to 23c show a magnetically and mechanically coupled track guidance unit of a rail vehicle according to an embodiment of the invention;

[0153] Fig. 24a to 24c show a magnetically coupled track guidance unit for control on a rail of a rail vehicle according to an embodiment of the invention;

[0154] Fig. 25a and 25b show a road-rail vehicle according to an embodiment of the invention on different surfaces;

[0155] Fig. 26 shows a detail of a track guidance unit for fixing on the rail of a rail vehicle according to an embodiment of the invention;

[0156] Fig. 27a to 27c each show a perspective view of a vehicle according to a further embodiment in situations in front of, above and behind a switch or a turning point of a switch, wherein the vehicle, which according to an embodiment of the invention has track guidance units for fixing, in this case magnetic track guidance units, and track guidance units for controlling a switch, independently initiates a turning process, contrary to the current switch position;

[0157] Fig. 28a to 28c each show a perspective view of a vehicle according to a further embodiment in situations in front of, above and behind a switch or a turning point of a switch, wherein the vehicle, which according to an embodiment of the invention has a plurality of track guidance units, independently initiates a turning process, contrary to the current switch position;

[0158] Fig. 29a a side view of a two-way bicycle as a dual wheel;

[0159] Fig. 29b is a front view of the two-way wheel showing the tread and the radius ratio;

[0160] Fig. 29c is a side view of the two-way wheel with a second radius ratio;

[0161] Fig. 29d is a front view of the two-way wheel showing the tread with the second radius ratio;

[0162] Fig. 30a a side view of a two-way bicycle as a triple bicycle;

[0163] Fig. 30b is a front view of the two-way wheel showing the tread and the radius ratio;

[0164] Fig. 30c is a side view of the two-way wheel with a second radius ratio;

[0165] Fig. 30d a front view of the two-way radius with second radius ratio to

[0166] View of the treads;

[0167] Fig. 31a shows a hard wheel of a two-way bicycle with a radius-changing mechanism in a first state;

[0168] Fig. 31b the hard wheel in a second state with an enlarged radius;

[0169] Fig. 32a a segmentable, foldable rubber wheel having a radius-changing mechanism;

[0170] Fig. 32b the foldable rubber wheel in a partially folded state, Fig. 32c the folded rubber wheel.

[0171] DETAILED DESCRIPTION OF THE FIGURES

[0172] The invention will first be described generally with reference to all reference numerals. Details will be explained in conjunction with the respective figures.

[0173] Provided is a track-bound / rail-coupleable vehicle (100), in particular a road-rail vehicle, which, together with a rail guide, forms a vehicle-rail system (200). The vehicle (100) is configured for independent, autonomous, or automated track changes, namely from a first track / rail / track guide (121) to a second track / rail / track guide (122), in particular in the region of a switch (123), in particular during a journey, preferably at a minimum speed of 10 km / h, wherein the first track / rail / track guide (121) leads in a direction of travel predetermined by the switch position, and the second track / rail / track guide (122) leads in a desired direction of travel opposite to the switch position (123).Optionally, this lane change can be carried out in a controlled / regulated manner, in particular by means of a control / regulation unit (104) and based on measured values ​​from sensors (103) communicating therewith (e.g. position sensors and / or measuring units) and / or geoposition data and / or in connection with / by means of at least one marking or recognition transmitter of the switch (123) or control unit and / or based on time and speed data of the vehicle (100).

[0174] For example, the (road-rail) vehicle is a vehicle with two axles and one right and one left wheel (110) per axle.

[0175] Fig. 1 shows a vehicle (100) with retracted or raised track guidance units (111). The vehicle (100) has two adjustable track guidance units (111) for each wheel, namely a front-end track guidance unit (111a) and a rear-end track guidance unit (111b). In other words: in front of and behind each ground contact point (wheel contact point), a track guidance unit (111) is provided, adjustable at least in terms of its height. The vehicle rests on wheels (110) on the ground, e.g., on a road, a meadow, or a gravel path. The control / regulation unit (104) is connected to the drives acting on the track guidance units, for example, the drive (102) shown as an example, by a control / regulation connection.This control / regulation connection, which can optionally be implemented for automated implementation, is, for example, wireless or is realized by a wired connection line (not shown for simplification reasons).

[0176] For ease of understanding, these track guidance units (111) can also be referred to as follows: left track guidance units L1, L2, L3, L4 and right track guidance units R1, R2, R3, R4 (each numbered consecutively from front to back). The track guidance units (111) are preferably mounted on the chassis (101) and adjustable via at least one drive (102). This arrangement forms a / the lane change kinematics (199) (in Fig. 7A), by means of which the vehicle can perform lane changes autonomously, in particular counter to a switch position (123). In Fig. 2, the vehicle (100) is shown in a tracked arrangement on two rails of a rail system, with all track guidance units (111) extended or in a lower engagement position.The track guidance units can be optionally aligned to the load and support of the vehicle and adjusted in height (set height position) such that both wheel axles are raised and the wheels do not contact the rails at all, or such that only one wheel axle is raised and the other wheel axle (e.g. the axle responsible for driving the wheels) remains positioned such that the corresponding wheels can contact the rails (compare illustration in Fig. 2 with raised front axle), or such that both wheel axles are hardly or only partially relieved of load and all wheels continue to contact the rails. The appropriate configuration in each case can also depend on the vehicle type and the type of use or the rails / track and can be individually adjusted for each application.

[0177] The height position of each track guidance unit can be adjusted / specified, for example, using a hydraulic ram (112). It is advantageous, but not necessary, for the track guidance units to each have at least one running wheel (113) (or at least one support roller) and a wheel flange or guide flange (114) for the purpose of guidance along the rails (and optionally also for supporting the vehicle in the sense of a support).

[0178] Figs. 2 and 3 illustrate the chosen nomenclature / designation of the individual track guidance units (111). The left-hand track guidance units of the two chassis axles are designated L1, L2, L3, L4, and the corresponding right-hand track guidance units are designated R1, R2, R3, R4, with the number increasing from the front to the rear of the vehicle (100) (L1 therefore corresponds to the frontmost left-hand track guidance unit, also generally designated 111a in the other figures, and R4 corresponds to the rearmost right-hand track guidance unit, also generally designated 111b in the other figures).

[0179] The individual track guidance units (generally designated by reference numeral 111) are illustrated here essentially abstractly as rectangles, particularly to clarify that the present invention is not limited to a specific type of coupling between the rail and the corresponding track guidance unit. Therefore, the support rollers described elsewhere herein can also alternatively be provided by a different type of coupling / coupling, both on the sides of the rail and underneath the rail (particularly depending on the particular type of track / rail to be used in a particular Z-track rail system). Therefore, the rectangles chosen for the illustration can also encompass any additional drive, bearing, or support components of the respective track guidance unit.

[0180] Fig. 3 shows a situation in which the vehicle (100) is located in a straight-ahead section (Xa) of the rail system in front of a switch (123) set to straight ahead, with all track guidance units (111) engaged with the rails (lowered position). The wheels of the front axle can either run along the rails or drive the vehicle, or the corresponding track guidance units (111) are extended so far that the wheels are suspended in the air (without contact with the rails). Fig. 4 shows a situation in which the vehicle passes the switch (123) in straight ahead according to the switch position (no track change contrary to the switch position desired).

[0181] Figs. 5 and 6 show a situation in which the vehicle (100) is shortly before a switch (123) which, contrary to the switch position set to straight ahead, should not be passed in a straight-ahead direction, but rather the vehicle (100) should make an independent lane change. In this case, the vehicle (100) in Fig. 5 initially approaches with all track guidance units down or coupled. Upon reaching a first longitudinal section (Xa) in Fig. 6, the front-side track guidance units of the front axle are not engaged with the track / rail. To do this, the vehicle adjusts / adjusts the individual track guidance units (111) as follows:

[0182] In the situation according to Fig. 6, the front, bow-side track guidance unit L1 is raised (this also applies to R1, but is not visible). In the situation according to Fig. 7 A and Fig. 7B, in the area of ​​the second longitudinal section (Xb), after passing the turning point (x3) of the switch (123), all track guidance units of the first axle (L1, R1, L2, R2) are recoupled to the rail, and on the rear axle, all bow-side track guidance units (L3, R3) are raised or disengaged, and all rear-side track guidance units 111b, L2, R2, L4, R4 are engaged with the rails (lowered position).

[0183] Figs. 6, 7A, and 7B show a situation in which the front axle of the vehicle (100) is first located above a / the turning point (x3) of the switch (123), where (or in front of it in the direction of travel) the corresponding front-side track guidance units (111a) are moved downwards and the rear-side track guidance units (111b) are raised (thus, the turning point (x3) has been bridged, skipped, thanks to the track guidance units arranged in different longitudinal positions in front of and behind the respective wheel). As soon as the rear axle of the vehicle (100) reaches the turning point (x3), first the front-side and then the rear-side track guidance units are repositioned accordingly. After the entire vehicle has passed the turning point (Fig. 8), the rear-side track guidance units (111b) of the respective axle can optionally be reengaged with the rails.

[0184] Figures 9 and 10 show a situation in which the vehicle follows the track course specified by a switch position, in this case to turn.

[0185] Figures 11 to 14 show a process in which the vehicle bridges the current switch position (123) oriented towards turning in order to drive straight ahead.

[0186] In Fig. 12, the front bow-side tracking units are raised.

[0187] In Fig. 13A and 13B, the front-side tracking units of the rear axle are raised.

[0188] In Fig. 14, the rear track guidance units are still held in the raised position until the vehicle has left the turning area.

[0189] The following figures describe a further embodiment in which additional front- or rear-end redundant track guidance units L1a, L3a, R1a, R3a (here: only front-end redundant track guidance units) are provided and the vehicle thus has track guidance units on the front side both inside and outside the track and thus has six track guidance units per axle and twelve on the entire vehicle.

[0190] Fig. 15 shows a situation with all track guidance units shifted downwards.

[0191] In the situation according to Fig. 16, the right front bow-side track guidance units (L1, R1a) and the front rear-side track guidance units (L2, R2) are raised and the left front bow-side track guidance units (L1a, R1a) are moved downwards.

[0192] In Fig. 17, the front-side track guidance units (L1, L1a, R1, R1a) are moved downwards and the front-rear track guidance units (L2, R2) are raised.

[0193] In Fig. 18A and 18B, the right rear bow-side tracking units (L3, R3a) are shifted upwards.

[0194] In Fig. 19, the rear track guidance units (L4 and R4) are moved upwards.

[0195] Fig. 20 shows a first magnetically coupled track guidance unit (111) of a rail vehicle (not shown here), in particular a road-rail vehicle, according to one embodiment of the invention. In Fig. 20a, the track guidance unit is magnetically coupled to the track / rail / railway guide (121). For this purpose, the track guidance unit has two rigidly arranged bar magnets (131) and a rotatably mounted cylindrical magnet (131 ") in its interior. One bar magnet (131) points upwards with its north pole (133), while the other bar magnet (131) is oriented upwards with its south pole (134). The north and south poles of the cylindrical magnet (131') each point towards the bar magnet (131) located to the left and right of the cylindrical magnet (131'). In this case, the cylindrical magnet (131') is connected to an actuator (not shown) via a gear wheel (140) and, when activated, rotates the cylindrical magnet (131 *) by 180 degrees.The magnetic field characteristics resulting from the respective orientation of the cylindrical magnet (131*) are approximately indicated by the field lines (135). The track guidance unit (111) consists of a soft magnetic material in which the field lines (135) preferentially propagate between the permanent magnets (131, 131'). In the state of the track guidance unit (111) shown in Fig. 20a, the field lines (135) emanating from the north pole (133) of the first bar magnet (131) are forced, due to the orientation of the cylindrical magnet (131') in the center, to bridge the air gap between the track guidance unit (111) and the track / rail (121) twice in order to propagate into the likewise soft magnetic rail material and reach the other bar magnet (131). In Fig.Figure 20b shows the state in which the cylindrical magnet (131') is rotated 180 degrees internally and serves as a source (or sink) for the field lines (135) propagating toward the rail. In this case, the track guidance unit (111) is field-free to the outside and not coupled to the track / rail / track guide (121).

[0196] Fig. 21 shows a second magnetically coupled track guidance unit (111) of a rail vehicle, in particular a road-rail vehicle, according to one embodiment of the invention. The track guidance unit (111) can be displaced between a raised and lowered position by means of a drive (102). In Fig. 21a, the track guidance unit (111) is shown in the lowered position in the coupled state. A rod-shaped permanent magnet (131) is located inside the track guidance unit (111). A coil acting as an electromagnet (132) is angled around the outside of the track guidance unit (111) and can be connected to a switch (not shown here) to form an actuator (likewise not shown), so that a current can be excited through the windings of the coil both in a first direction and in a second direction opposite to the first direction.The electromagnet (132) is thus suitable for generating a magnetic field that can both strengthen and weaken the magnetic coupling of the track guidance unit (111) with the track / rail guide (121). In order to efficiently decouple the track guidance unit (111) from the track / rail (121), the field (135) emanating from the permanent magnet (131) can first be weakened using the coil before the drive (102) raises the track guidance unit (111) until the distance is large enough and the magnetic field lines (135) no longer penetrate the rail material, as shown in Fig. 21b. Preferably, the track guidance unit (111) can be raised so high for travel on the road that it does not extend above the vehicle floor (105).

[0197] Fig. 22 shows a third track guidance unit (111) of a rail vehicle, in particular a road-rail vehicle, according to an embodiment of the invention, which is coupled to the track / rail (121) via a permanent magnet (131). A drive (not shown here) is suitable for displacing the track guidance unit (111) between a lowered position and a raised position via a gear (141). The vehicle floor (105) has a receiving space (106) which can completely accommodate the track guidance unit (111) in the raised position, so that all safety distances in road traffic are still maintained. Preferably, the permanent magnet (131) in this embodiment is switchable similarly to Fig. 20 and is field-free to the outside in the raised position. In this way, undesired interactions with the environment are avoided. Fig.23 shows a track guidance unit (111) of a rail vehicle, in particular a road-rail vehicle, according to one embodiment of the invention, which can be coupled to the track / rail (121) both mechanically via rollers (142) and magnetically via a permanent magnet (131) embedded in the track guidance unit (111). The magnetic support is shown here to underline how a combination of magnetic and mechanical coupling can look. However, individual track guidance units can also be designed purely mechanically. They can, for example, be connected to the track / rail / track guidance via the rollers shown or via clothes brushes or similar mechanical coupling methods known to those skilled in the art.The roller (142) of the track guidance unit (111) rests here from above on the rail (121) and serves to regulate the distance between the magnetic part of the track guidance unit (111) and the track / rail (121), and in particular prevents the distance from becoming too small. It is also conceivable to achieve a mechanical coupling via rollers resting laterally on the rails. For example, these rollers can contact a rail from both sides and hold the vehicle on the rail. Individual track guidance units can be coupled to the rails exclusively mechanically. A wheel rim (143) can additionally fix the track guidance unit (111) on the track / rail (121), as shown in Fig. 23a. The track guidance unit (111) can have a spring (144) and / or a damping element (145) and can be connected to the vehicle via this.The rollers (142) are preferably rigidly connected to the permanent magnet (131) so that a certain minimum distance of, for example, 5 mm between the track guidance unit (111), in particular the permanent magnet (131), and the track / rail (121) is not undercut. In this way, good contact of the rollers (142) with the track / rail (121) is ensured and an unbalanced attraction of the vehicle to the track / rail (121) is prevented. Fig. 23b shows a side view of the track guidance unit (111). To simplify track changing operations at a switch (123) contrary to its current orientation, it is advantageous to omit the wheel rim (143), as shown in Fig. 23c. This design is suitable for rolling over a switch (123), since the roller (142) only rests from above and has no lateral contact with the track / rail (121), which could otherwise jam with another track / rail.This track guidance unit (111) is particularly suitable as a track guidance unit (111d) (see Figure 25a) for fixing on a rail.

[0198] Fig. 24 shows a magnetically coupled track guidance unit (111c) of a rail vehicle, in particular a road-rail vehicle, for steering on a track / rail (121) according to one embodiment of the invention. However, this concept can also be applied to track guidance units for fixation. The track guidance unit (111c) has two electromagnets (132) arranged in a V-shape that can be individually activated by an actuator and can be moved between a lowered and a raised position via a drive. Fig. 24a shows the track guidance unit (111c) in the coupled state with a single track / rail (121). The magnetic attraction force of both electromagnets (132) balances each other out in the horizontal direction. In Fig. 24b and 24c a second track / rail / track guide (122) of a switch (123) is shown, at which the vehicle has to choose between two tracks.By exclusively coupling the left electromagnet (132) to the track / rail (121), the vehicle follows the left rail, as shown in Fig. 24b. For this purpose, it is advantageous if the track guidance unit (111) can be displaced horizontally by a transverse offset. In a similar way, the track guidance unit (111) is displaced in the other direction via a transverse offset and coupled to the right track (122) by activating the right electromagnet (132). The track guidance unit (111c) is connected to a front wheel of the vehicle or mounted near the front wheel and, due to the coupling of the track guidance unit (111c) to the track / rail / track guide (121, 122), forces the vehicle to follow the desired track / rail (121, 122).

[0199] Fig. 25 shows a road-rail vehicle (100) according to one embodiment of the invention. The road-rail vehicle (100) has a chassis configured for a track / rail / track guide (121), on which at least two axles are each mounted with wheels (110), and with a plurality of track guidance units (111) that can be individually and independently coupled to the track / rail / track guide (121) via at least one drive and / or actuator of the road-rail vehicle (100) (rail vehicle). The tracked state is shown in Fig. 25a. The track guidance unit (111c) located in front of the front axle serves for steering on the track / rail (121), while the track guidance unit (111d) located between the axles serves to fix the road-rail vehicle (100) on the track / rail. Here and in the following drawings, the track guidance units can be any of the connectable track guidance units shown and described in Fig. 20 to Fig. 24.Individual track guidance units can also be connected exclusively mechanically. The magnetic coupling does not preclude an additional mechanical coupling of the track guidance unit, and vice versa. In a suitable section, for example at a level crossing, the track guidance units (111) are optionally decoupled using the actuator and raised using the drive, wherein the track guidance units (111) are preferably accommodated entirely in the vehicle floor for travel on the road (125), as shown in Fig. 25b. In the case of the track guidance units (111d) for fixing, it is advantageous if they are elongated in the direction of travel in order to increase the coupling strength. Such a track guidance unit (111d) is shown in isolation in Fig. 26. Its cross-section and coupling and switching behavior have already been described in Fig. 20.This switchable track guidance unit (111d) simplifies decoupling from the track / rail / track guides (121) and provides a sufficiently strong magnetic coupling. A Cartesian coordinate system (300) shown in Fig. 26 serves to illustrate the direction of movement (z-axis) of the vehicle, the displacement direction of the track guidance units (111) for decoupling (y-axis), and the displacement direction (transverse direction) of the track guidance units (111) for control (x-axis).

[0200] A crossing process of a road-rail vehicle (100) according to an embodiment of the invention with track guidance units (111d) for fixing and track guidance units (111c) for controlling a switch (123) is shown in Fig. 27a to Fig. 27c. The track splits at the switch (123) into a straight-ahead track / rail / track guide (122) and a track / rail / track guide (121) turning left from the direction of travel of the vehicle, with the switch (123) in this case being oriented for "turning". In Fig. 27a, for example, the switch (123) is detected by means of a sensor system, and the driver / vehicle / on-board computer is offered the option of choosing which track (121, 122) to follow. Preferably, the track guidance units (111c) arranged in front of the front axle (front side) are coupled purely magnetically to the track / rail (121) for control purposes.The track guidance units (111c) for control can, of course, generally be mechanically assisted or even exclusively mechanically coupled to the track / rail (121). This can offer the aforementioned advantages in the control of the track guidance units (111c). The driver / vehicle / on-board computer decides to cross the switch (123) in the opposite direction to its orientation and to follow the straight-ahead track (122). To do this, the track guidance units (111c) for control are offset transversely to the right (in the x-direction) from the driver's perspective, so that the front tires (110) connected to the track guidance units (111c) roll over the small gap in the switch (123) as the vehicle continues to travel.When the track guidance units (111c) are relocated for control purposes, the track guidance units (111c) are decoupled from the first track / rail / track guide (121) and coupled to the second track / rail / track guide (122). The track guidance units (111d) for fixing are designed here in the manner shown in Fig. 20 and Fig. 26 and can be switched / activated via an actuator. During the overrun process, those track guidance units (111) that are mechanically coupled to the track / rail / track guide (121) other than by rollers resting on top are lifted one after the other to prevent jamming at the switch (123). In order to make it easier to decouple the track guidance unit (111d) from the first track (121) and to couple it to the desired track (122) for fixing the vehicle (100) on the track / rail, it is first switched by means of the actuator (state as in Fig. 20b) so that it is field-free to the outside.However, to simplify the control of the track guidance units (111d) and the control system in general, it is possible to leave the magnet "switched on" when crossing the switch (123) and to deactivate it only when uncoupling from the rails for further travel on the road. The vehicle (100) then passes over the switch (123) and reactivates the magnet (condition as in Fig. 20a), so that the magnetic coupling is strong enough to fix the vehicle on the track / rail / track guide (122), as shown in Fig. 27b. When crossing the track intersection of the right rail of the first track guide (121) with the left rail of the second track guide (122), the track guidance unit (111d) can now remain activated for fixation, without the risk of slipping / derailing the vehicle (100) due to excessive magnetic coupling with an undesired track.Mechanically coupled track guidance units (111) on the left side of the vehicle from the driver's perspective, which are not mechanically coupled exclusively to the track / rail / track guide (121) via rollers resting on top, are raised for this purpose, provided they have been mechanically coupled to the rail again in this section. However, it may be advantageous to keep these track guidance units in the raised position until the vehicle (100) has completely crossed the switch area, i.e., behind the track crossing. In Fig. 27c, the track guidance units (111c, 111d) are already coupled to the new track / rail / track guide (122), and the vehicle (100) has rolled over the switch (123) with both axles. The rearmost track guidance unit (111), which has been mechanically coupled to the track / rail / track guide (121) here, is shown here still in the raised position and is lowered as soon as the vehicle (100) has left the switch area.

[0201] The road-rail vehicle (100) shown in Fig. 28 is fixed to the rail due to a large number of track guidance units (111, 111'). The vehicle has two magnetically and / or mechanically coupleable track guidance units (111) in front of the front axle and the rear axle (each on the front side). The mechanical coupling can be achieved, for example, as shown here, by rollers resting on the sides of the rails. Behind the front and rear axles there are coupleable track guidance units (11 T) which are raised for the duration of the crossing of the switch (123). The track guidance units (111, 111") on the front axle are connected to the front wheel orconnected to the front axle (or arranged in its vicinity) and guide the wheels (110) along the track / rail / track guide (121), while the track guidance units (111, 111") of the rear axle serve to improve the hold (fixation) of the vehicle (100) on the track / rail / track guide (121). In the context of Fig. 28, the front track guidance unit (111) is understood to mean a track guidance unit (111) located in front of the respective axle, and the rear track guidance unit (111') is understood to mean a track guidance unit (111') located behind the respective axle. The two magnetically coupled track guidance units (111) in front of the axle can also be combined into a common track guidance unit in the manner of the track guidance unit (111c) in Fig. 24 and are here each individually vertically displaceable and are magnetically connected from the side to the respective rail coupled.If the vehicle (100) (e.g., via a sensor) or the driver / vehicle / on-board computer detects during travel that a switch (123) is located in front of it, it makes a decision as before as to which track to follow. Initially, all track guidance units (111, 111") are "down" in the coupled state with the first track / rail / track guide (121). The track guidance units (111) located in front of the axle can additionally be mechanically coupled with the track / rail / track guide (121) in order to maintain a certain distance between the track guidance units (111) and the rail.If the left-hand track / rail / track guide (122) is to be followed at the switch (123), but the switch (123) is aligned for straight-ahead travel, the right-hand track guidance unit (111) located in front of the left front wheel is raised (i.e. moved upwards), while the left-hand track guidance unit (111) remains magnetically and mechanically coupled to the track / rail / track guide (121,122). Subsequently, the right track guidance unit (111) in front of the left front wheel immediately behind the separation of the various track / rail / track guides (121,122) (switch (123)) is moved downwards again and coupled to the desired track / rail / track guide (122) and the track guidance units (11 T) located behind the front axle are raised and lowered again immediately after passing over the switch (123).Due to the asymmetry of the right and left rails at the switch (123), the right and left track guidance units in front of the right front wheel (not shown in the figure) are raised and lowered in a similar manner with a time delay. To prevent tilting on the rail due to the air gap in front of the right front wheel between the current track / rail / track guidance (121) and the desired track / rail / track guidance (122), the left track guidance unit in front of the right front wheel is shifted transversely to the left. This process is then repeated on the rear axle when crossing the switch (123) in the same way on the right and left, corresponding to the behavior of the track guidance units on the front axle. In Fig. 28a, the crossing process has already been completed for the track guidance units (111) mounted in front of the front axle, while the process for the track guidance units (111') mounted behind the front axle is currently being carried out, i.e.the track guidance unit (111") is raised and will be lowered and coupled to the track (122) after passing over the switch point (123) which is set straight ahead. The crossing process is still to come on the rear axle. Fig. 28b shows that on the rear axle only the left track guidance unit (111) in front of the axle is connected to the desired track / rail / track guidance (122), while the right track guidance unit (111) (of the left wheel (110)) attached to the rear axle and the track guidance unit (11 T) located behind the axle are in a raised position. Fig. 28c shows that on the rear axle the right track guidance unit (111) in front of the axle immediately behind the switch (123) is immediately lowered again in order to increase the hold of the vehicle (100) on the rail.Due to the proximity to the switch (123), the track guidance unit (111") behind the rear axle is still raised and is only lowered once the vehicle (100) has left the area of ​​the switch (123). On the right-hand side of the vehicle (100), the track guidance units (111, 111') must be raised and lowered in the same way, particularly at a later time when the right rail of the left-turning track / rail / track guide (122) and the left rail of the straight-ahead track / rail / track guide (121) cross, in order to prevent tilting and damage to the track guidance units (111, 111") and the vehicle (100).

[0202] Also provided is a two-way wheel (400), particularly for use in a two-way vehicle, which is suitable for movement on different surfaces.

[0203] Fig. 29a shows a two-way wheel (400) in a side view. Fig. 29b shows the two-way wheel 110 in a front view. It can be seen that the two-way wheel (400) is designed as a twin wheel and has a rubber-tired wheel (402) and a hard wheel (401). The tread (406) of the hard wheel (401) is smooth here without any curvature, while the rubber wheel (402) has an air tube and is conical. The radii 404 and 405 are initially selected to be the same in Fig. 29a and Fig. 29b. Fig. 29c shows the two-way wheel (110) in a second state. In this case, the ratio of the radii 404 and 405 of the rubber wheel (402) and the hard wheel (401) to one another has been changed. In this case, the hard wheel (401) has a larger radius 404 than the rubber wheel (402). The smooth design of the tread (403) of the hard wheel

[0204] (401), in particular the absence of a wheel rim, allows the two-way wheel (400) to rest on hard, smooth surfaces only from above and has no contact with the outer surface, for example, of a rail. This makes the two-way wheel (400) suitable for driving over rails / tracks / switches regardless of their orientation. The hard wheel (401) is narrower than the rubber wheel (402) in order to save weight. It is particularly preferred that for driving on the road due to a smaller radius 404 of the hard wheel (401) compared to the radius 405 of the rubber wheel

[0205] (402) only the rubber wheel (402) is used so that curbs and potholes as well as other unevenness can be cushioned and only the rubber wheel (402) has contact with the ground, and that for traveling on rails only the hard wheel (401) has contact with the rail due to a larger radius 404 of the hard wheel (401) compared to the radius 405 of the rubber wheel (402).

[0206] Fig. 30a and Fig. 30b show a two-way wheel (400), each in a side and front view. The two-way wheel (400) shown here is designed as a triple wheel, in which the middle wheel is formed by a hard wheel (401) and the two other wheels are formed by rubber wheels (402). Here, too, the hard wheel (401) is narrower than the rubber wheels (402). The design of the two-way wheel (400) as a triple wheel enables the two-way wheel (400) to be used for heavy transport where the weight must be distributed across several rubber wheels (402). The radii 404 and 405 of the rubber wheels (402) and the hard wheel (401) are initially identical. By means of a radius-changing mechanism (not shown in detail here), the ratio of the radii 404 and 405 to one another can be changed. Fig. 30c and Fig. 30d show the state of the two-way wheel (400) in a side and front view after actuation of the radius-changing mechanism.The ratio of radii 404 and 405 to each other has been adjusted by the mechanism so that the hard wheel (401) now has a larger radius 404 than the rubber wheel (402). When traveling on the rails, the rubber wheels (402) would thus have no contact with the ground and would not be in the way, especially when traveling over rails / tracks / switches.

[0207] Fig. 31a and Fig. 31b show a hard wheel (401) with an exemplary radius-changing mechanism. The hard wheel (401) has spokes (410) connected to tread segments (411) via a plurality of joints. The spokes (410) are connected at the center to a hub (412), which is slidably mounted on an axle (409). The spokes (410) are rotatably mounted on both the tread segments (411) and the hub (412). In the extended state of the hard wheel (401), as shown in Fig. 31a, the tread segments (411) form an approximately closed circle from a sufficiently large number of tread segments (411), so that a driver of a road-rail vehicle using a road-rail wheel whose hard wheel is variable in radius by means of this mechanism does not feel any jerking when traveling on rails.To reduce the radius of the hard wheel (401), the hub (412) is displaced along the axis (409), for example, using a hydraulic or pneumatic working cylinder (not shown here), so that the ends of the spokes (410) connected to the tread segments (411) are pulled radially inward or pushed outward. Fig. 31b shows the hard wheel (401) in the retracted state. In a preferred alternative, not shown here, the spokes (410) themselves are formed by hydraulic or pneumatic working cylinders and stretched or retracted via the application of pressure in order to vary the radius 404 of the hard wheel (401). This alternative is particularly preferred when the two-way wheel (400) is designed as a triple wheel, since the wheel hub (412) cannot simply be pushed along the axis (409) here.The design of the hard wheel (401) with spokes (410) compared to conventional conical rail wheels or rail wheels with a wheel rim, which are generally designed as solid wheels, offers the advantage that the hard wheel (401) is particularly light. This is possible because the two-way wheels (400) are preferably used for two-way vehicles, as shown in Fig. 1 to Fig. 19 and Fig. 25 to Fig. 28, and which have a significantly reduced weight compared to most rail vehicles. It is particularly preferred that the radius 404 of the hard wheel (401) in the first state in Fig. 31a is large enough, in particular larger than the radius 405 of the rubber wheel(s) (402), to prevent contact of the rubber wheel (402) or the rubber wheels (402) with the ground or rails when a two-way vehicle travels on rails. It is also preferred that the radius 404 of the hard wheel (401) in the second state in Fig.31b is small enough, in particular smaller than the radius 405 of the rubber wheel(s) (402), to prevent contact of the hard wheel (401) with the ground / road.

[0208] Fig. 32a to Fig. 32c show a further embodiment of a radius-changing mechanism. Here, the radius of a rubber wheel (402) is changed by folding tread segments (411) alternately forwards and backwards by means of spokes (410) to form two hubs (412), the distance between which can be varied, for example, via a working cylinder. This embodiment is particularly preferred when the rubber wheel (402) is not equipped with an air hose and is part of a twin wheel, as shown in Fig. 29, so that the hub (412) facing away from the hard wheel (401) can be easily extended upon activation when changing from driving with rubber wheels (402) to driving with hard wheels (401).

[0209] The embodiments shown here are merely examples of the present invention and should therefore not be considered limiting. Alternative embodiments contemplated by one skilled in the art are equally encompassed within the scope of the present invention.

[0210] List of reference symbols

[0211] 100 track-bound / rail-coupleable (road-rail) vehicles

[0212] 101 Chassis

[0213] 102 Drive

[0214] 103 Sensor! k / Sensors, e.g. position sensors and / or measuring units

[0215] 104 Control / regulation unit

[0216] 105 Vehicle floor

[0217] 106 Recording Room

[0218] 110 wheel

[0219] 111 Lane guidance unit

[0220] 111' additional track guidance units

[0221] 111a bow-side tracking unit

[0222] 111b rear-side tracking unit

[0223] 111c Track guidance unit for control

[0224] 111 d Track guidance unit for fixing on a rail

[0225] R1, R2, R3, R4 right-hand track guidance units (two wheel axles, four wheels)

[0226] L1a, L3a, R1a, R3a additional front or rear redundant track guidance units

[0227] Xa first longitudinal section of the track / rail

[0228] Xb second longitudinal section of the track / rail x3 turning point of a switch

[0229] 112 hydraulic rams

[0230] 113 Wheel or support roller

[0231] 114 Wheel flange or guide flange

[0232] 115 spring

[0233] 116 Damping element

[0234] 121 first track / rail / track layout

[0235] 122 second track / rail / track layout

[0236] 123 Switch

[0237] 125 Street

[0238] 131 Permanent magnet

[0239] 131 ' cylindrical magnet

[0240] 132 Electromagnet

[0241] 133 North Pole

[0242] 134 South Pole

[0243] 135 magnetic field

[0244] 140 Gear for connecting a magnet to an actuator 141 Gear for moving a track guidance unit

[0245] 142 roll

[0246] 143 wheel rim

[0247] 144 Spring 145 Damping element

[0248] 199 Lane change kinematics, acting on the front and rear sides of each axle

[0249] 200 system with track-bound vehicle and track / rail / track guides

[0250] 300 Cartesian coordinate system

[0251] 400 Two-way bike 401 Hard bike

[0252] 402 rubber-tired wheel

[0253] 404 first radius

[0254] 405 second radius

[0255] 409 Axle 410 Spoke

[0256] 411 tread segment

[0257] 412 Hub

Claims

Patent claims 1. Rail vehicle (100), in particular a road-rail vehicle (100) with a chassis (101) equipped for track / rail / track guidance, on which at least two axles are each mounted with wheels (110), and with several track guidance units (111) which can be coupled independently of one another to the track / rail / track guidance (121, 122) via at least one drive (102) and / or actuator of the rail vehicle, characterized in that the individual track guidance units (111) can be moved and / or activated independently of one another in such a way that the rail vehicle (100) can be uncoupled from a first track / rail / track guidance (121) and coupled to a second track / rail / track guidance (122) during a journey, in particular at a minimum speed of 10 km / h, for a track change.the lane change during travel can be carried out by means of a control unit (104) based on measured values ​​from a sensor (103) of the rail vehicle (100).

2. Rail vehicle (100) according to claim 1, wherein the rail vehicle is decoupleable from a first track / rail / track guide (121) and coupleable to a second track / rail / track guide (122) for a track change in the area of ​​a switch (123) along the track / rail / track guide.

3. Rail vehicle (100) according to claim 1 or 2, wherein the rail vehicle, in particular on the underside of the rail vehicle (100), has a sensor system (103) for detecting the track or rail, in particular the switch (123), in particular a relative position between the rail vehicle (100) and the switch (123) and / or the orientation of the switch (123).

4. Rail vehicle (100) according to one of the preceding claims, wherein the sensor system (103) comprises a position sensor and / or a measuring unit.

5. Railway vehicle (100) according to one of the preceding claims, wherein the railway vehicle is equipped to receive instantaneous geoposition data of the railway vehicle (100) in order to detect, by means of or based on the instantaneous geoposition data of the railway vehicle (100), the track or rail, in particular the switch (123), in particular the relative position between the railway vehicle (100) and the switch (123).

6. Rail vehicle (100) according to one of the preceding claims, wherein the rail vehicle (100) comprises: - a detection device which is set up to detect a relative position between the rail vehicle (100) and the switch (123) based on measurement data from the sensor (103) and / or geoposition data and / or in conjunction with / by means of at least one marking or recognition transmitter of a switch (123) or control unit and / or on the basis of time and speed data of the rail vehicle (100), - a receiving unit and a storage unit for receiving and storing information about a desired direction of travel, - an evaluation unit for comparing the direction of travel specified by the switch setting with the desired direction of travel, wherein the control unit (104) can perform a track change in the area of ​​the switch (123) in accordance with the desired direction of travel and against the switch setting in the event of a deviation between the desired direction of travel and the direction of travel specified by the switch setting, in particular during travel.

7. Rail vehicle (100) according to one of the preceding claims, wherein individual track guidance units (111) for controlling the rail vehicle (100) on the rails can be moved individually horizontally with a lateral offset predefinable by the rail vehicle (100) and can be positioned in at least one corresponding intended lateral position corresponding to a lateral distance specified by the track / rail / track guidance (121, 122) and / or the track guidance units (111) can be moved vertically between a lowered coupled position and a raised road position via a drive (102), wherein the respective track guidance unit (111) is height-adjustable in particular both in the zero position and in the lateral position.

8. Rail vehicle (100) according to one of the preceding claims, wherein at least two different track guidance units (111) are assigned to each axle, namely at least a first track guidance unit (111a) at the front of the corresponding axle and at least a second track guidance unit (111b) at the rear of the corresponding axle.

9. Rail vehicle (100) according to one of the preceding claims, wherein at least one of the track guidance units (111) is magnetically coupleable with the track / rail / track guidance (121,122).

10. Rail vehicle (100) according to claim 9, wherein at least one track guidance unit (111), preferably a plurality of the track guidance units (111), has a permanent magnet (131) or an electromagnet (132) or a combination of permanent magnet (131) and electromagnet (132) and is coupled to the track / rail / track guidance (121, 122) via the actuator and / or the drive (102).

11. Rail vehicle according to one of the preceding claims, wherein the rail vehicle (100) is equipped to provide the control / regulation unit (104) coupled to the at least one drive (102) and / or actuator, to specify the vertical and / or lateral displacement or position of the track guidance units (111) and / or to deactivate and / or activate a magnet (131, 132).

12. Rail vehicle (100) according to one of the preceding claims, wherein the respective track guidance unit (111) has a support roller (113), in particular with a guide ring (114), which is configured to support the rail vehicle on the correspondingly selected track / rail / track guide (121, 122); and / or wherein the respective track guidance unit is configured to ensure guidance on the correspondingly selected track / rail / track guide (121, 122) by means of internal contact or external contact, in particular by means of a correspondingly arranged guide ring (114).

13. Rail vehicle (100) according to one of the preceding claims, wherein the track guidance units (111) are arranged to be selectively displaced laterally outwards and / or inwards; and / or wherein at least some of the track guidance units (111) are arranged inside or outside relative to the respective track and / or are displaceable in a lateral direction.

14. Rail vehicle (100) according to one of the preceding claims, wherein the track guidance units (111) are each mounted so as to be freely rotatable about a vertical axis.

15. Rail vehicle (100) according to one of the preceding claims, wherein the track guidance units (111) are designed as a roller with an axis slightly inclined relative to the horizontal plane for engagement with an underside of the rail profile.

16. Rail vehicle according to one of the preceding claims, wherein the rail vehicle is designed as a dual-mode vehicle with wheels (110) intended for roads and optionally also for rails and with a chassis (101) intended for roads and rails; and wherein the dual-mode vehicle has at least two axles, each with two wheels and guide units (111) arranged in front of and behind the wheels, i.e. at least four wheels (110) and a plurality of guide units (111), in particular eight guide units (111).

17. Rail vehicle (100) according to one of claims 9 or 10, wherein the track guidance units (111) each have at least one permanent magnet (131) and each have at least one electromagnet (132) connected to the actuator, wherein the electromagnet (132) is configured to increase, decrease or fine-tune the magnetic coupling with the track / rail / track guidance (121, 122) or wherein the track guidance units (111) have a switchable permanent magnet (131) connected to the actuator.

18. Rail vehicle (100) according to one of claims 9, 10 or 17, wherein track guidance units (111) at the front of at least one axle point with a first pole of the permanent magnet (131) or electromagnet (132) towards the rail and track guidance units (111) at the rear of the at least one axle point with a second pole of the permanent magnet (131) or electromagnet (132), preferably different from the first, towards the track / rail (121, 122).

19. Rail vehicle according to one of the preceding claims, wherein the rail vehicle has both track guidance units (111 d) for fixing on the rail and track guidance units (111c) for steering on the rail, in particular in the area of ​​the switch (123).

20. Rail vehicle (100) according to one of claims 9 or 10, wherein the track guidance units (111c) for control on the rail are arranged forward of the front axle of the rail vehicle (100) and have at least two permanent magnets (131) and / or electromagnets (132), wherein the Permanent magnets (131) and / or electromagnets (132) are arranged in a V-shape and can be moved and / or activated independently of each other.

21. A method for operating a rail vehicle (100) according to one of the preceding claims, wherein a relative position between the rail vehicle (100) and the switch (123) can be detected based on measurement data from a sensor (103) and / or geoposition data and / or in conjunction with / by means of at least one marking or recognition transmitter of a switch (123) or control unit and / or based on time and speed data of the rail vehicle (100), wherein a control unit (104) performs a track change in the area of ​​the switch (123) in the desired direction of travel and against the switch setting when a deviation occurs between the desired direction of travel and the direction of travel specified by the switch setting during a journey, wherein the vehicle does not travel slower than 10 km / h during the track change,wherein the rail vehicle is uncoupled from a first track / rail / track guide (121) and coupled to a second track / rail / track guide (122).

22. Method according to the preceding method claim, wherein the relative position between the rail vehicle (100) and the switch (123) is detected by a detection device of the rail vehicle (100), wherein information about a desired direction of travel is received by a receiving unit of the rail vehicle (100) and stored by a storage unit of the rail vehicle (100), wherein a comparison between the direction of travel specified by the switch setting and the desired direction of travel is carried out by an evaluation unit.

23. Method according to one of the preceding method claims, wherein, for decoupling from the first track / rail / track guide (121) and for coupling to the second track / rail / track guide (122), at least one first track guidance unit (111a) at the front of the corresponding axle and at least one second track guidance unit (111b) at the rear of the corresponding axle are individually displaceable vertically and optionally also individually horizontally in a lateral direction transverse to the rail vehicle, wherein the respective front and rear track guidance units (111a, 111b) are / are arranged in different transverse and / or vertical positions, wherein the vertical position of one of the currently unloaded track guidance units (111a) is shifted downwards until this track guidance unit (111a) provides support and guidance for the rail vehicle on the desired track Z ensures the track / rail section is coupled to it, whereupon the height position of the other track guidance unit (111b) is raised, so that the rail vehicle is decoupled from the previous track / rail / rail guidance (121), whereby the respective track guidance units (111a, 111b) are controlled by the control unit (104) based on measurement data from a sensor (103) of the rail vehicle (100).

24. Method according to one of the preceding method claims, wherein for decoupling from the first track / rail / track guide (121) and for coupling to the second track / rail / track guide (122), in particular a rail vehicle according to one of claims 9 to 11, 17 or 18, to track / rail / track guides for a track change in the area of ​​a switch, wherein at least two track guidance units (111) are each individually vertically displaceable on one side of the rail vehicle (100), optionally also individually horizontally in a lateral direction transverse to the rail vehicle, and Z or wherein a magnetic coupling is generated Z or strengthened by activating magnets (131, 132), wherein the respective track guidance unit (111) is arranged in different transverse and Z or vertical positions, and Z or a magnet (131) located at a predefined distance to the track / rail / track guide is ,132) a lane guidance unit (111 ) is deactivated and Z or activated,wherein the respective track guidance units are controlled / regulated based on measurement data from a sensor system of the rail vehicle (100) by means of the control / regulation unit (104).

25. Method according to one of the preceding method claims, wherein a time of activation of a permanent magnet (131) or electromagnet (132) and of the vertical and optionally also of a lateral displacement of the track guidance units (111) is defined as a function of an instantaneous position of the rail vehicle (100) on the track / rail / railway guidance (121), in particular by specifying the time by means of the control unit (104) to at least one drive (102) and of the actuator of the rail vehicle (100) in the area of ​​the switch (123).

26. System comprising at least one rail vehicle according to one of claims 1 to 20, and at least one first and second track / rail / rail guidance system (121, 122), wherein the rail vehicle (100) is operated according to a method according to one of claims 21 to 25.

27. System according to claim 26, wherein the system is configured to specify transport routes of the rail vehicle independently of the current switch position along at least one first and second track / rail / track guidance (121 ,122).

28. System according to claim 26, wherein the system comprises a plurality of at least partially autonomous rail vehicles, in particular dual-mode vehicles (100), which are transported along a plurality of transport routes, wherein the system defines transfer points from rail to road or vice versa, wherein a control component of the system controls / regulates the transport routes between first and second transfer points, wherein at least a subset of the dual-mode vehicles are at least sectionally rail-coupled.

29. System according to one of claims 26 to 28, wherein the system comprises a control component for track guidance units of vehicles and wherein the control component is configured such that the control component can control the track guidance units of at least some of the vehicles in such a way that the track guidance units can be activated independently and / or moved individually from one another, so that the vehicle (100) can be decoupled from the first track / rail / track guidance (121) and coupled to the second track / rail / track guidance (122) for lane changes in the area of ​​a switch (123) along the track / rail / track guidance.

30. System according to claim 29, wherein the system comprises at least two control components, one of which can directly control the vehicles that can be decoupled from a first track / rail / rail guidance system (121), and the other control component can control the switch positions of the rail system, so that at least part of the vehicles can travel independently of the first track / rail / rail guidance system (121) and another part of the vehicles is bound to the track / rail / rail guidance system (121, 122), in particular including positions of the rail switches.

31. System according to claim 30, wherein both vehicles that can be decoupled from track / rail / track guidance (121 ,122) and vehicles that cannot be decoupled from track / rail / track guidance (121 ,122) can be used in a shared rail system.

32. System according to claim 31, wherein vehicles detachable from the respective track / rail guides (121, 122) are integrated into the system, by means of which free capacities can be used.

33. System according to claim 32, characterized in that track-independent Vehicles can overtake other vehicles and / or avoid other vehicles.

Images