Multipurpose vehicle for various types of travel ways

Abstract

A combination vehicle for the use of various roadways. The combination vehicle (1) consists of a traction. head (14) and a trailer element (15) for requirements of various types of use and in this combination, is determined for three alternative types of locomotion including wheel/road (6), whecl/rails (7) and magnetic levitation (8). For the whecl/rails (7) and wheel/road (6) types of locomotion, the vehicle is provided with a combined flange wheel (5) and street wheel (4). For its use as a maglev vehicle, at least four supports (11) with extendable or swing-out current-carrying magnetic coils (12) and asynchronous short-stator motors (13) arc arranged on both sides of the chassis.%! For the transition from one type of locomotion to another, the roadways (6, 7) are lowered relatively to each other using ramps. To overcome points of discontinuity such as intersections (38), switches (39) and level crossings, roadway sections (40, 41, 42, 43, 45) are lowered or swung out in relation to each other.

Description

[0001] The invention consists of a combination vehicle for the transport of people and goods suitable for the alternative use of different types of roadways such as-streets, rails (tracks), magnetic levitation (maglev).

[0002] The combination vehicle, similar to a passenger car, shall be preserved as an individual vehicle and, at the same time, if necessary, be able to adjust to a route-bound joint system using a special coupling and connection system.

PRIOR ART

[0003] Each of the existing transport systems has its advantages and disadvantages.

[0004] The car, as an individual vehicle, has the advantage to move people or goods directly and comfortably from one place to another (from door to door in a way). Its disadvantage is to be found in its bad efficiency and high environmental pollution. The roadways used by it (streets, highways) arc overcrowded and used inefficiently with regard to the content of the vehicle. For the driver, this means a high strain on the nerves and the risk of accidents resulting in severe personal and economic damages. The construction of more and more street and increasingly wider streets does not solve this probler., but enhances the disadvantages.

[0005] The track- or rail-bound traffic system railroad shows only some of these disadvantages, but includes the disadvantages of lacking individuality and flexibility, fixed running times and troublesome approaches to the stations. The rare use of the railroad system causes relatively high fixed costs.

[0006] The magnetic levitation technique as a route-bound traffic system is comparable to the track-bound traffic. Aside from its advantages of a high velocity and good efficiency, the disadvantages of the track-bound traffic already mentioned are much in evidence.

[0007] A combination of individual and track-bound traffic could represent a remedy.

[0008] Combination vehicles running on the street as well as on. tracks are well-known. All these vehicles require costly appliances to lead up the means of locomotion (flange wheel, road wheel) in order to switch from the street to the tracks and vice versa (lowerator, separate axles, variable tire pressure, etc.).

[0009] When running on tracks, the flange wheels have to be located tower than the pneumatic tires in order to be able to run over switches smoothly.

[0010] For the solution of this problem, separate wheel systems are used which have to accept a relative horizontal and vertical distance variation to each other.

[0011] DE 38 41 092 A1 describes a combination vehicle which can run on streets as well as on tracks. Furthermore, the particularities of the traffic roadways are taken into consideration as well as an optimized adjustment of vehicles and traffic roadways.

[0012] The tasks of this older invention basically consists in the creation of a track/road wheel system allowing for the transition from one traffic roadway to the other using horizontal, and vertical distance variations of the wheels provided for the use of the different traffic roadways.

[0013] In addition to the road/track wheel systems, magnetic guiding and driving devices are provided ensuring a smooth traffic flow and serving the guidance along the traffic ways.

[0014] The magnetic systems contribute to a relief of the roadway but do not represent an autonomous mode of driving. Through their magnetic guard rails and safety rails the magnetic guiding devices can support toe changes and thus do not need conventional switches.

[0015] The disadvantage of this invention is to be found in the fact that this combination vehicle can only run on two roadways (tracks, road) and is equipped with complicated street/track wheel changing mechanisms. Furthermore, there is no possibility to adapt the same vehicle to special requirements of use. Another grave disadvantage is the fact that this combination vehicle can only run on lines especially designed for it and making this roadway impassable for conventional vehicles. This applies especially to the switch technology and the transitions from one roadway to another.

[0016] A combination of a road vehicle with magnetic levitation technology is also principally known. Again, there is no possibility of an easy, additive combination due to the complicated roadway technology.

[0017] The patent specification DE 42 18 001 C2 describes such a transport system designed to run on roads and use magnetic levitation technology.

[0018] This vehicle can run on roads as well as on magl.ev lines, but includes the disadvantage that a quick change from one roadway to the other is impossible, and thus, for various transport tasks, various vehicles are required as well as complicated switch systems providing for a smooth running on the raglev line.

[0019] The invention's purpose

[0020] The invention's purpose is the creation of a combination vehicle with a detachable chassis connection system for various roadways and for the combination of individual driving units to a superior joint system with a simple structure, easily handles the transitions from one roadway to another and copes with switches, intersections/crossings and other points of discontinuity and allows for a quick replacement of utility superstructures.

[0021] The combination vehicle is supposed to run on existing lines as far as possible in order to use them in a more efficient way, to save environmental and energy resources and to increase transport capacity. Non-existing lines such as the maglev line are to be realized in a most simple way and with minimum expenditure.

[0022] The invention's purpose is fulfilled by the features of the first patent claim. Advantageous further developments and arrangements are subjects of the subclaims.

[0023] The combination vehicle is designed for three types of locomotion, namely wheel/road. wheel/track and magnetic levitation technology, and is for these purposes equipped with different means of locomotion, such as street wheel, flange wheel and coils for the generation of an electromagnetic field so that it can alternatively be used as a road, track or maglev vehicle.

[0024] For the realization of a quick transition from one type of roadway to the other, the vehicle only undergoes slight alterations. These alterations only affect the transition from the road or tracks to the maglev line and include the extension or swinging out of current-carrying magnet coils for magnetic levitation installed at the vehicle's chassis.

[0025] For the transition to the maglev line, it is advantageous to first change from the road to the tracks and use a part of the rails, sufficient in length, parallel to magnetic levitation.

[0026] Using this part of the rails also allows for the realization of intersections and switches of a mraglev line in the area of the rails interrupting the maglev street.

[0027] An advanced model even preserves the rail for the functions transportation and locomotion through magnetic levitation.

[0028] In the area of the road and rail systems, not the vehicle is altered for the passing of switches, intersections and other points of discontinuity of a roadway or for the passing of intersections of different roadways, but the roadway itself.

[0029] This directly combines the type of locomotion wheevrail and wheel/road with the invention's solution of the flange wheel with the road wheel by attaching the wheel flange directly to the rim.

[0030] Due to this simple construction, the combined air/flange wheels can be equipped with electric wheel hub motors.

[0031] According to the invention, the handling of the points of discontinuity in the areas road and rail, e.g. level crossings, is achieved by lowering or lifting one roadway relatively to the other. For intersections and switches in the area of rails, for the release of the respective line, only small parts of the rails have to be swung out or lowered to allow the road wheel arranged next to the wheel flange and having a greater diameter to pass.

[0032] It is also possible to avoid the point of discontinuity by using street sections. This means ramps are used before and after each point of discontinuity allowing the transition from the tracks to the street or vice vcrsa. This handling of points of discontinuity.could be advantageous at train stations and switch yards, for example.

[0033] For a quick handling of these transitions from one roadway to the other or the avoidance of points of discontinuity, the ramps are provided with mechanical and electric control devices.

[0034] For the use of combination vehicles as maglev vehicles, at least four run-out or swing-out current-carrying magnetic coils are provided on carrier element, on both sides of the chassis whereas for locomotion, asynchronous short-stator motors are arranged on both sides of the vehicle.

[0035] Furthermore, the roadway has to be equipped with vehicle carrier rails with integrated transport rails on both sides. Alternatively to the use of asynchronous short-stator motors at the vehicle it is also possible to use a long-stator motor along the line within the transport or guiding rail.

[0036] As already mentioned, it is also possible to use the existing rails for the functions transportation and locomotion through magnetic levitation. In this case, additional vehicle carrier and transport rails as described above are not necessary.

[0037] For this purpose, units with carrier electromagnets and asynchronous short-stator motors or, alternatively, long-stator motors are arranged next to the rails or directly on the rails between the flange wheels allowing for the conventional locomotion on rails. Thus, the rails themselves serve as transport rails and vehicle carrier rails. The maglev units are arranged underneath the wagons and are swung closely towards the rail so that, when in motion, they glide over an air gap along the rail supported by the magnetic field.

[0038] The use of carrier electromagnets and the asynchronous short-stator or long-stator motor directly on the rail allows the vehicle to use the rail intersections and switches even when hovering.

[0039] An especially advantageous design of the combination vehicle is achieved through the modular design consisting of a traction head and one or more trailer elements interconnected by a special chassis connection system.

[0040] Due to this construction, on the one hand, the combination vehicle as an individual vehicle can be adapted to various types of use and, on the other hand, can be integrated into primary line-bound joint systems.

[0041] For being maneuverable on all lines when pulling or pushing it may be advantageous if at least one trailer element is firmly connected to the traction head, but due to the special chassis connection system easily coupleable. Further trailer elements may then be connected over an articulated coupling as usual trailers as desired.

[0042] Through the construction of a uniform vehicle consisting of the traction head and trailer element, but without a trailer, the speed limit for road traffic applicable for vehicles with trailers will not apply. Thus, the combination vehicle provides more freedom on the road compared to conventional solutions.

[0043] The traction head is a vehicle part equipped with all the necessary drive units and control devices being able to run on all or only specific roadways. In combination with a trailer element, the vehicle will always able to use any roadways.

[0044] The traction head is manned with a driver but, apart from. that, like a car, it can provide transportation for several people. The trailer clement can be adapted to various requirements of use such as breakbulk cargo, camping box, tank truck, passenger transport and so on. The realization of either heavy transport vehicles or trucksters and camping cars is possible.

[0045] For a smooth and clocked throughput of the rail-bound lines, the combination of traction head and trailer element can be operated automatically without the need for a driver.

[0046] The construction where the trailer element only serves as the rear wheel axle of the combination and is equipped with a rear-wheel, brake installation and current supply fed over the coupling elements by the traction head shows to be advantageous for the combination traction head and trailer element.

[0047] The special design of the connection system between the traction head and trailer element, makes it possible to realizing a vertically adjustable trailer coupling where slight lifting is sufficient to achieve a relatively great alteration of the horizontal position of the chassis of the trailer element.

[0048] This effect is especially supported by the fact that the chassis of the traction head behind a driver's cab shows a relatively long shackle end providing a relatively high arm of a lever. When lifting the trailer coupling, the front part of the chassis of the trailer element is lifted and so is a connection element to which the back part of the chassis of the traction head is attached.

[0049] The fact that the traction head is toed to the front can have a supporting effect. This produces a scissors effect causing the back side of the driver's cab to be lifted as well. In the area of the back side of the driver's cab the trailer coupling can be attached so that a scissors reaction between a trailer coupling head and a coupling claw has a relatively weak effect, whereas there is an extensive horizontal descent at the chassis of the trailer element due to the long arm of a lever at the end of the chassis of the traction head.

[0050] In order to achieve the corresponding descent of the traction head as well as of the trailer element, it is advantageous to arrange the rear axle of the traction head and the front axle of the trailer element in a vertically adjustable way.

[0051] All necessary mechanical or electric connections between the traction head and the trailer clement are carried out through vertical movements during the transference of the vehicle from the folded in the horizontal state relieving the connections from the traction powers towards the vehicle's longitudinal axle.

[0052] The traction head is connected to the trailer element so that, after their combination, only two axles are designed for running on streets and rails, i.e. the front axle for the traction head and the rear axle for the trailer element. The remaining axles allow the traction head to run fast, economically and in a maneuverable way in the local area. One does not always want to explore a city with a heavy camper when on vacation, for instance.

[0053] In combination with the traction head, the trailer element only needs the front axle for changing, switching and coupling to the traction head. After that the wheel suspensions on the vehicle that are not absolutely necessary and vertically adjustable for the combinatory system anyway, arc lifted to a degree where they have a sufficient distance to the road and rails.

[0054] For a less heavy and less complicated version of the combination vehicle it is thus sufficient to equip the rear axle of the traction head and the front axle of the trailer element only with light support wheels.

[0055] The lifting of the unnecessary axles is furthermore necessary to preserve the maneuverability on the practicable lines for the combination system, too.

[0056] The combination vehicle is designed for the use of existing roads and rail lines in such a way that these remain unaltered as far as possible, are used more efficiently, environment and resources are saved and the transport capacity is increased.

[0057] Since maglev lines have only been realized for experimental purposes so fare they can be realized in an easy way and with only little expenditure in connection with the existing lines and adapted to the use with. the combination vehicle according to the invention from the very beginning, Like that, vehicle carrier rails could, e.g., be arranged directly on the subgrade and connected to the rails over the sills, if necessary.

[0058] But even that is not necessary. As already mentioned, the rail itself can carry out the transportation and locomotion functions through magnetic levitation,

[0059] Combining railways with magnetic levitation, existing railway traffic vehicles such as the underground railway and suburban fast train, can be operated in a faster, more efficient and more ecological way,

EXAMPLES

[0060] Based on figures, some design types of the solution according to the invention are described in detail.

[0061] The following is shown:

[0062] FIG. 1 the combination vehicle for the use of three roadways in profile in the area of a vehicle carrier arm and an asynchronous short-stator motor,

[0063] FIG. 2 the combination vehicle in combination with the traction head and the trailer element for the use on three roadways in a view from underneath,

[0064] FIG. 3 a side view of the combination vehicle with closed connection system in the traction head/trailer element unit,

[0065] FIG. 4 the side view of the combination vehicle according to FIG. 3 when removing or connecting the traction head from/to the trailer element,

[0066] FIG. 5 a ramp for the transition from road to rail,

[0067] FIG. 6 a possible arrangement of the vehicle carrier rail with the transport rail along a line,

[0068] FIG. 7 a railway intersection,

[0069] FIG. 8 a railway switch,

[0070] FIG. 9 an road/rail intersection with barrier,

[0071] FIG. 10 a trailer element chassis with moveable load suspension device,

[0072] FIG. 11 a sectional drawing of a vehicle (outlined) with swing-out carrier electromagnets on a rail,

[0073] FIG. 12 a side view of a vehicle according to FIG. 11 with carrier electromagnet and asynchronous short-stator motor on a rail,

[0074] FIG. 13 design of a rail for the realization of three types of locomotion on one line.

[0075] FIG. 1 shows the combination vehicle 1 in a schematic sectional. drawing for the alternative use on three roadways; street 6, rail 7, and rnaglev street 8.

[0076] To simplify the drawing, only one side of the vehicle J. with one wheel 4, is shown 5. For driving on the street 6, the combination vehicle J. is provided with street wheels 4, for driving on rails 7 with flange wheels 5 and for its use as hovercraft a rnaglev street 8 is arranged.

[0077] The road wheel 4 and the flange wheel 5 arc arranged on one axle 3, whereas the diameter of the flange wheel 5 is smaller than the diameter of the road wheel 4 or the wheel flange 5 is directly attached to the rim of the road wheel 4.

[0078] For the alternative use of the combination vehicle 1 as a hovercraft, both sides of the chassis 2 E are already provided with at least four vehicle carrier arms 11 (FIG. 1 only shows one vehicle carrier arm 11) with run-out or swing-out current-carrying electromagnets 12 for the generation of the magnetic field required for hovering.

[0079] The vehicle carrier arms 11 can be retracted and extended through a threaded rod using hydraulic or electromagnetic means.

[0080] The magnetic field of the electromagnet 12 builds up towards a vehicle carrier rail 9 running along both sides of the line. For this purpose at least.one part of the vehicle carrier rail is made of iron.

[0081] For the locomotion along the maglev line 8, asynchronous short-stator motors 13, building up an electromagnetic field of travelling waves towards a transport rail, are arranged on both sides of the chassis 2 of the combination vehicle 1.

[0082] FIG. 2 shows a particularly advantageous construction of the combination vehicle 1.

[0083] For an individual adjustment to various use requirements the vehicle 1 consists of a traction head 14 and a trailer element 15 adaptable to various use requirements.

[0084] The traction head 14 is coupled with the trailer element 15 via a connection system comprising of a longitudinal joining journal 16, a transversal joining journal 1.7 as well as a coupling bolt 18. The longitudinal joining journal, for instance, can be connected to a chassis 19 of the traction head 14 and engage with bushings correspondingly arranged in the area of the traction head. The longitudinal joining journals 16 extend in the direction of a longitudinal axle 20 of the vehicle. The transversal joining journals 17 are arranged at right angles to the vehicles longitudinal axle 20. The coupling bolt 18 also extends in the direction of the vehicle's longitudinal axle 20.

[0085] Since both longitudinal joining journals 16 and the coupling bolt 18 alone already create a stable triangular connection between the 14 and the trailer element 15, the longitudinal joining journals 17 only have an additional safety function. The transversal joining journals 17 can also serve as a simple support for the reception of high weights.

[0086] The coupling bolt 18 can be positioned in direction of the vehicle's longitudinal axle 20 by a winch 21. A connection of the coupling bolt 1,8 and the winch 21 is achieved through a flexible coupling 22. The coupling 22 can, for instance, have the form of a chain, but the use of high-strength ropes is also possible. To limit the coupling bolt's 18 positioning scope, a distance collar 23 is provided extending in right angles to the vehicle's longitudinal axle 20.

[0087] The traction head 14 as well as the trailer element 15 are equipped with means of locomotion for all three types of locomotion such as wheel/road 4, wheel/rail 5 and magnetic levitation 8.

[0088] In the design according to FIG. 2, the traction head 14 is provided with two axles 24 and 25. Both axles 24 and 25 can be equipped with combined flange/road wheels 26 for the alternative use of the road 6 or rails 7. But there is also a possibility of only equipping the front axle 24 with flange/road wheels 26, whereas the rear axle 25 only has simple road wheels 4. This version its suitable when the traction head 14 alone is used exclusively for local short-distance transport. Furthermore, the front axle 24 has to be steerable for road traffic.

[0089] In addition, an extendable vehicle carrier arrn 11 with carrier electromagnet 12 and an asynchronous short-stator motor 13 is arranged on each side of the traction head 14. If the traction head 1.4 shall be able to run on the maglev line 8 without a trailer element, at least two carrier electromagnets 12 have to be installed on each side of the traction head 14.

[0090] The trailer element 15 also has a front axle 27 and a rear axle 28. The rear axle 28 is equipped with flange/road wheels 26 whereas the front axle 27 only has road wheels 4 required for switching and coupling in the street area.

[0091] Due to the length of the trailer element 15, in any case, at least two extendable vehicle carrier arms 11 with carrier electromagnets 12 and two asynchronous short-stator motors 13 should be arranged on each side.

[0092] In combination with the trailer element 15 the traction head forms a uniform vehicle with a high maneuverability usable for all three types of roadways. The rear axle 25 of the traction head 14 and the front axle 27 of the trailer element 15 are then not required and thus raised.

[0093] The back of the trailer element 15 is provided with a trailer coupling 29 where trailers with a similar construction as the trailer element 15, but without vertical adjustability of the front axle 27 and equipped with four flange/road wheels 26, can be coupled in a flexible way. Train operation with several trailers is especially useful for rail-bound traffic.

[0094] FIG. 3 shows the connection of the traction head 14 with the trailer element 1.5 with the longitudinal joining journals 16 and the transversal joining journals 17 connected to the corresponding elements. The rear axle 25 of the traction head 14 and the front axle 27 of the trailer element 15 are raised for a more flexible use on the road 6 or on rails 7 through a vertically adjustable wheel suspension 30 so that only the axles 24 and 28 of the combination vehicle 1 are in touch with the respective roadway 6 or 7.

[0095] The means for magnetic levitation 8 were left out in FIG. 3 and FIG. 4.

[0096] FIG. 4 shows the arrangement according to FIG. 3 in a bent state allowing a connection or disconnection of the traction head 14 and the trailer element 15. In this, a bending section 3 1 extends in the area of the longitudinal joining journal 16. The coupling bolt 18 is moved in the direction of the trailer element 15 and lifted over the shackle end of the chassis 19 of the traction head 1.4 using a vertical adjusting mechanism.

[0097] The scissors effect required for separating Or assembling the combination vehicle 1 is achieved by running out the vertically adjustable wheel suspension 30 on the axles 25 and 27.

[0098] FIG. 5 shows a ramp for the transition from the road 6 to the railway 7 and vice versa.

[0099] A lowering section 32 is planned directly at the transition section allowing for a positioning of the flange wheels 5 on the rails. The inner side of the rails 7 must have a gap or a groove 33 (as is the case with streetcars) for the wheel flange of the flange wheels 5 or the combined wheels 26.

[0100] To achieve an exact tracking, the ramp is equipped with mechanical 34 and electronic control devices 35 for tracking.

[0101] For the through traffic of a combination vehicle 1 on the railroad 7 the outer roadway areas 36 left and Tight of the railroad 7 are lowerable or swinging out.

[0102] A possible construction of a rnaglev street 8 with a vehicle carrier rail 9 and transport rails 10 is shown in FIG. 6. The drawing only shows one side of the line. The other side is mirror-inverted and constructed corresponding to the drive-through width of a vehicle.

[0103] The vehicle carrier rail 9 is anchored in the ground 6 through a stable foundation 37. It is, however, also possible to directly connect the vehicle carrier rail 9 to a formation or to the sills of the rails 7. This is especially advantageous for the transition from the rails 7 to magnetic levitation 8 or for the backfitting of formations to magnetic levitation 8.

[0104] FIG. 7 shows an intersection 38 of railroads 7 for the use of combination vehicles 1 with combined flange/road wheels 26. The shaded rail sections 40 have to be lowered or swung out for the unblocking of one direction and the shaded rail sections 41 for the unblocking of the other direction.

[0105] A switch 39 shown in FIG. 8 must be constructed similar to intersection 38 shown in FIG. 7. The shaded rail section 43 has to be lowered for the unblocking of the straight direction and the shaded rail section 42 has to be swung out for the unblocking of the diverted direction whereas one of the rail sections 43 at the same time represents one of the switch tongues.

[0106] FIG. 9 shows the intersection of a street 6 and a railroad 7 with a connection of a ramp according to FIG. 4 for the transition from the street 6 to the rails 7 and vice versa. For the unblocking of the railroad 7 the street sections 45 are lowered or swung out. The access area leads to the ramp and between the guiding and control devices 34.

[0107] The level crossing can additionally be provided with barriers closing together by swinging in the street sections 45.

[0108] In accordance with the version of the combination vehicle as shown in FIGS. 2 and 3, FIG. 10 provides for the arrangement of paths 48 in the area of the side bars 46, 47 of the trailer element 15, for instance in the form of slotted pipes 49. A bogie wagon 50 with carrying wheels 51 supported by bogie wagon axles 52 engages with the path 48. The bogie wagon 50 is provided with rollers 53. It is, for instance, possible to arrange three rollers in a row.

[0109] To make the loading or unloading of loads easier using the bogie wagon 50, it is planned to provide the ends of path 48 opposite to the traction head 14 with a long ‘S’ profile. Starting with a linear course of the paths 48, the ‘S’ profile extends in the direction of the road surface.

[0110] FIGS. 11 and 12 show a possible realization for the use of the transportation and locomotion functions provided by magnetic levitation on existing rails 7.

[0111] FIG. 11 shows a sectional drawing with carrying and guiding elements consisting of carrier electromagnets 12 arranged in a row and asynchronous short-stator motors 13 for magnetic levitation which are arranged on a vehicle 1 (outlined) with the possibility of swinging them in and out of a rail. The maglev elements 12, 13 are arranged below the superstructure of the vehicle 1 and are swung in to the rail 7 up to a few centimeters (distance a) using hinges 54 so that they glide on an air gap 55 along the rails 1 when gliding carried by the magnetic field. Supports 56 that can be fixed and can, if necessary, also be springborn or provided with shock absorbers or dashpots keep the maglev elements 12, 13 in a stable position. For the adjustment to various track widths the maglev elements 12, 13 are horizontally moveable (way b).

[0112] The railway intersections 38 and the switches 39 according to FIG. 7 and 8 are provided with movable railway sections such as 4043 on both sides of the rails so that the carrier electromagnets 12 and the asynchronous short-stator motors 13 can pass.

[0113] FIG. 12 shows a side view of the vehicle 1 according to FIG. 11 with the carrier electromagnet 12 and the asynchronous short stator motor 13 arranged behind it on track 1. The maglev units 12, 13 are short enough so that a sufficient air gap 55 is preserved even when running in curves.

[0114] Alternatively to the realizations according to FIG. 11 or 12 it is according to FIG. 13 possible to alter track 7 in a way where it can take over the transportation, guiding and driving functions required for the use of the combination vehicle I as a maglev vehicle more optimal and even without additional installations as in FIG. 6.

[0115] Track 7 is built as a special track 57 with a cross-section in the shape of a double ‘T’ with a track head 58 arched on top in the middle and along track 57. The upper T-profile of the special track 57 serves as a mounting rail and drive track 59 under which the electromagnets 12, 13 for lifting and promoting the vehicle 1 are arranged and the lower T profile serves as a stable foundation 60 for the seating on a sill 63. The crosshead 61 between the upper T-profile 59 and the lower T-profile 60 serves as a safety rail where guiding magnets 64 are arranged on both sides. The guiding magnets 64 ensure a safe tracking of the vehicle 1.

[0116] The Traverse 61 also serves as a backing girder for the track head 58 for the locomotion of rail vehicles.

[0117] The carrier magnets and drive magnets 13 as well as the guiding magnets 64 are arranged on mountings 62 beneath the underbody of the vehicle 2.

[0118] This type of railway realization can bc used in a multi-functional way: as already described for magnetic levitation, with the use of track heads 58 for track-bound locomotion and on the surface of the upper T shape 58 road vehicles can run tracking-based.

List of References

[0119] Comnbination vehicle 1

[0120] Chassis 2

[0121] Axle 3

[0122] Road wheel 4

[0123] Flange wheel 5

[0124] Ground or road 6

[0125] Track 7

[0126] Maglev line 8

[0127] Vehicle carrier rail 9

[0128] Transport rail 10

[0129] Vehicle carrier arm 11

[0130] Carrier electromagnet 12

[0131] Asynchronous short-stator motor 13

[0132] Traction head 14

[0133] Trailer element 15

[0134] Longitudinal joining journal 16

[0135] Transversal joining journal 17

[0136] Coupling bolt 18

[0137] Chassis, traction head with shackle end 19

[0138] Vehicle's longitudinal axle 20

[0139] Winch 21

[0140] Flexible coupling 22

[0141] Distance collar 23

[0142] Front axle, traction head 24

[0143] Rear axle, traction head 25

[0144] Combined flange/road wheel 26

[0145] Front axle, trailer element 27

[0146] Rear axle, trailer element 28

[0147] Trailer coupling 29

[0148] Vertically adjustable wheel suspension 30

[0149] Bending section, shackle end 31

[0150] Lowering section, street 32

[0151] Wheel flange groove 33

[0152] Mechanical control device 34

[0153] Electronic control device 35

[0154] External lane along a railroad 36

[0155] Foundation for maglev lines 37

[0156] Railway intersection 38

[0157] Railway switch 39

[0158] Moveable rail sections, intersection 40, 41

[0159] Moveable rail sections, switch 42, 43

[0160] Access area 44

[0161] SwiLg-out road section 45

[0162] Laterat beams 46,47

[0163] ‘S’ beams 48

[0164] Slotted pipes 49

[0165] Bogie wagons 50

[0166] Carrying wheels 51

[0167] Bogie wagon axles 52

[0168] Rollers 53

[0169] Hinges 54

[0170] Air gap 55

[0171] Support 56

[0172] Special track 57

[0173] Track head 58

[0174] Support and drive rail 59

[0175] Foundation 60

[0176] Crosshead, safety rail 61

[0177] Mountings for carrier, drive and guiding magnets 62

[0178] Sill 63

[0179] Guiding magnets 64

Claims

1. A combination vehicle with a vehicle chassis constructed for various use requirements and types of locomotion suhe including wheel/road, wheel/rail and magnetic levitation and, through the selection of various means of locomotion including road wheel, flange wheel, electromagnetic field, useable as a road vehicle and a rail vehicle or as a road vehicle and a maglev vehicle, provided with means of locomotion attached to the vehicle for driving through points of discontinuity including switches and intersections within a roadway and provided with a adjustable horizontal and vertical distance regulation for driving through intersections of various roadways, equipped with control devices and ramps for a transition from one roadway of a type of locomotion to another roadway of another type of locomotion, the combination vehicle comrising:

alternative means of locomotion for three types of roadways designed for locomotion types (a) wheel/road, (b) wheel/rails and (c) magnetic levitation;

road wheels for the locomotion type wheel/streets and wheel/rails and flange wheels, with the flange wheels each being smaller in diameter than the road wheels and one of the road wheels and one of the flange wheels being together connected firmly with each other on an axle; and

carrier arms for the locomotion type maglev vehicle with extendable or hinged current-carrying magnetic coils on both sides of the chassis for magnetic levitation and, for locomotion, one of either (a) asynchronous short-stator motors on both sides of the vehicle chassis or (b) long-stator motors on both sides of the line.

2. The combination vehicle of claim 1 fusrther comprisinz a traction head and one or more trailer elements adapted to be connected to the traction head or to each other by a engaging and disengaging a chassis connection system.

3. The combination vehicle of claim 2 wherein the traction head, alone or combined with a trailer element is equipped with a means of locomotion for three types of locomotion a, b and c.

4. The combination vehicle of claim 1 further comprising pneumatic wheels that are combined with wheel flanges of each of the flange wheels wherein the wheel flanges each define a rim of the pneumatic wheels respectively.

5. The combination vehicle of claim 1 further comprising, for the guiding and transportation finctions through magnetic levitation, a vehicle carrier rail with integrated transport or safety rail is arranged on the roadway on both sides of the line.

6. The combination vehicle of claim 1 further comprising, for guiding and transportation fimctions through magnetic levitation, a track adapted to serves as vehicle carrier rail and transport rail.

7. The combination vehicle of claim 6 wherein the track is defined by a rail with stable double T-profile with a vertical crosshead and an arched track head on top along the middle of the rail supported by the crosshead.

8. The combination vehicle of claim 1 wherein the ramps and the control devices include mechanical and electronic tracking and ramp control systems.

9. The combination vehicle of claim 8 further comprising a wheel/rail section for the transition from the road to the magnetic levitation line.

10. The combination vehicle of claim 4 wherein the axle is cranked and each of the flange wheels is arranged separately from the rim.

11. The combination vehicle of claim 1 wherein the vehicle includes a synchronizing device to give the flange wheels a rotating speed that corresponds to a driving speed of the vehicle before the vehicle touches down from hovering in a magnetic levitation.

12. The combination vehicle of claim 3 wherein the traction head includes a relatively long, rigid or bendable shackle end behind a driver's cab of the vehicle.

13. The combination vehicle of claim 12 further comprising a vertically and horizontally adjustable trailer coupling equipped with two extendable and hinged synchronous rope winches is arranged on a rear side of the traction head.

14. The combination vehicle of claim 1 further comprising coupling elements for the reception of shackle ends are arranged on a trailer element or the traction head.

15. The combination vehicle of claim 14 wherein a chassis of the trailer element consists of slotted pipe sections having an ‘S’-profile at a back side thereof.

16. The combination vehicle of claim 15 further comprising a bogie truck equipped with rollers is arranged in one of the slotted pipe sections.

17. The combination vehicle of claim 1 firther comprising sections of the roadway adapted to be lowered or swung out to overcome the points of discontinuity for the locomotion type wheel/rails.

18. The combination vehicle of claim 1 wherein the roadway includes at the level crossing outside of the rails directly adjacent to the tracks, a swiveling, practicable plate connected to a railway barrier so that the practicable plate can be lowered or swiveled by closing or opening the railway barrier.

19. The combination vehicle of claim 1 further comprising wheel suspensions that are arranged in a vertically adjustable way on the combination vehicle using a wheel suspensions.

20. The combination vehicle of claim 1 wherein, for adaptation to various track widths, the wheels and maglev elements and elements of locomotion are each arranged on the vehicle chassis in a horizontally and orthogonally moveable way towards the line.