U.S. patent application number 09/775930 was filed with the patent office on 2001-11-08 for monorail system.
Invention is credited to Svensson, Einar.
Application Number | 20010037747 09/775930 |
Document ID | / |
Family ID | 25105982 |
Filed Date | 2001-11-08 |
United States Patent
Application |
20010037747 |
Kind Code |
A1 |
Svensson, Einar |
November 8, 2001 |
Monorail system
Abstract
A monorail system for passenger and light freight transportation
provides a support structure with an essentially planar top surface
and a stabilizer guide rail having a vertical web portion
supporting a head portion. The head guides a vehicle along the top
surface while conductors secured to the web portion transmit
electrical current to the vehicle through a current collector
secured to the vehicle. A portion of the stabilizer guide rail may
be flexible providing a simple, inexpensive device for switching
the vehicle between a plurality of tracks. The system operates
equally well with a variety of vehicle propulsion and suspension
systems including electromechanical, magnetic levitation or linear
electric motors. In addition, the system may be operated with a
semi-maglev system, wherein the vehicle is partially supported by
wheels and magnetic levitation.
Inventors: |
Svensson, Einar; (Bend,
OR) |
Correspondence
Address: |
James A. Niegowski
Banner & Witcoff, Ltd.
11th Floor
1001 G Street, N.W.
Washington
DC
20001-4597
US
|
Family ID: |
25105982 |
Appl. No.: |
09/775930 |
Filed: |
February 2, 2001 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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09775930 |
Feb 2, 2001 |
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09206792 |
Dec 7, 1998 |
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6182576 |
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09206792 |
Dec 7, 1998 |
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08646198 |
May 7, 1996 |
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5845581 |
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60107485 |
Nov 6, 1998 |
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60081337 |
Apr 8, 1998 |
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Current U.S.
Class: |
104/120 ;
104/124; 104/243 |
Current CPC
Class: |
B61B 13/04 20130101;
B60L 2200/26 20130101; B60L 13/06 20130101; E01B 25/10
20130101 |
Class at
Publication: |
104/120 ;
104/124; 104/243 |
International
Class: |
B61B 005/00 |
Claims
We claim:
1. A monorail system comprised of: at least one propelled vehicle
having a body and at least one wheel assembly; a support having an
essentially planar top surface, said planar top surface having a
width not more than one-half the width of said vehicle; a
longitudinal stabilizer guide rail mounted parallel to and on top
of said planar top surface and having a web supporting a head; and
a control system for providing guidance, propulsion, and partial
support of said vehicle through a mechanism that maintaining gaps
between said vehicle and said stabilizer guide rail, said wheel
assembly providing the remaining support.
2. The monorail system of claim 1, wherein said control system is
an electromagnetic system, said electromagnetic system creating an
attractive force across said gaps.
3. The monorail system of claim 2, wherein said electromagnetic
system is comprised of at least one electromagnet mounted on said
vehicle and magnetic material located in said stabilizer guide
rail, said electromagnets being located adjacent to said stabilizer
guide rail.
4. The monorail system of claim 3, wherein said stabilizer guide
rail is comprised of an iron core and an aluminum surface.
5. The monorail system of claim 3, wherein at least one linear
induction motor is mounted on said vehicle adjacent to said
stabilizer guide rail, said linear induction motor providing
propulsion to said vehicle.
6. The monorail system of claim 5, wherein said electromagnetic
system and said maglev linear induction motor provide partial
support to said vehicle, said wheel assembly providing the
remaining support.
7. The monorail system of claim 1, wherein said control system is
an electrodynamic system, said electrodynamic system creating a
repulsive force across said gaps.
8. The monorail system of claim 7, wherein said electrodynamic
system is comprised of at least one electromagnet mounted on said
vehicle and a plurality of null-flux coils mounted on said
stabilizer guide rail.
9. The monorail system of claim 8, wherein said null-flux coil is
figure eight shaped.
10. The monorail system of claim 8, wherein said null-flux coils
are embedded within said stabilizer guide rail, said stabilizer
guide rail being comprised of a non-magnetic material.
11. The monorail system of claim 8, wherein said electrodynamic
system provides propulsion to said vehicle.
12. The monorail system of claim 11, wherein said electrodynamic
system provides partial support to said vehicle, said wheel
assembly providing the remaining support.
13. The monorail system of claim 1, wherein said wheel assembly
includes one or more wheels, said wheels being comprised of metal,
metal alloy, rubber, or synthetic rubber.
14. The monorail system of claim 1, wherein one or more of said
wheels are pneumatic tires.
15. The monorail system of claim 14, wherein said tires have run
flat safety inserts.
16. The monorail system of claim 1, wherein said mechanism for
maintaining gaps includes a sensor, said sensor adjusting said
monorail system such that the distance across said gaps is
substantially constant.
17. The monorail system of claim 1, wherein said gaps include a
low-friction medium, said low-friction medium being a solid,
liquid, or gaseous material.
18. The monorail system of claim 1, wherein the speed of said
vehicle varies from 0 to 500 km per hour.
19. A monorail system comprised of: at least one propelled vehicle
comprised of a body and at least one wheel assembly; a support
having an essentially planar top surface, said top surface having a
width not more than one-half the width of said vehicle; a
longitudinal stabilizer guide rail mounted parallel to and on top
of said planar top surface and having a web supporting a head; and
a combined guidance and propulsion system, said guidance and
propulsion system including at least two electromagnets and at
least one maglev linear induction motor mounted on said vehicle,
said electromagnets and said maglev linear induction motor
interacting with a magnetic material in said stabilizer guide rail
so as to provide guidance, propulsion, and partial support of said
vehicle, said wheel assembly providing the remaining support.
20. A monorail system comprised of: at least one propelled vehicle
comprised of a body and at least one wheel assembly; a support
having an essentially planar top surface, said top surface having a
width not more than one-half the width of said vehicle; a
longitudinal stabilizer guide rail mounted parallel to and on top
of said planar top surface and having a web supporting a head; and
a combined guidance and propulsion system, said guidance and
propulsion system consisting of at least one electromagnet mounted
on said vehicle, said electromagnet interacting with a plurality of
null-flux coils embedded within said stabilizer guide rail so as to
provide guidance, propulsion, and partial support of said vehicle,
said wheel assembly providing the remaining support.
21. The monorail system of claim 20, wherein said electromagnets
are located adjacent to said stabilizing guide rail that contains
said null-flux coils.
22. The monorail system of claim 21, wherein said stabilizer guide
rail is comprised of a non-magnetic material.
23. The monorail system of claim 20, wherein said null-flux coil is
figure eight-shaped.
Description
[0001] This is a continuation-in-part of U.S. patent application
Ser. No. 08/646,198, filed on May 7, 1996, issued as U.S. Pat. No.
5,845,581 on Dec. 8, 1998. This application also claims the benefit
of U.S. Provisional Application No. 60/107,485, filed on Nov. 6,
1998, and U.S. Provisional Application No. 60/081,337, filed on
Apr. 8, 1998. This application is also a continuation-in-part of
U.S. patent application Ser. No. 09/206,792, filed on Dec. 7,
1998.
BACKGROUND OF THE INVENTION
[0002] The present invention relates to an improved monorail
passenger and light freight system, including a vehicle and
improved rail for such a system.
[0003] Railed-vehicle systems, such as monorails, have numerous
benefits, particularly in overcrowded urban environments where the
surface streets are congested with traffic, and traditional forms
of mass transportation, such as buses, must compete for space with
existing traffic. For example, a dedicated elevated guide way
vehicle system operates above city streets and therefore is immune
from traffic congestion. It provides a quick and convenient way for
moving people around a city, and it actually helps to relieve
traffic congestion.
[0004] However, existing elevated railed-vehicle systems have
several characteristics that have precluded their wide acceptance
throughout the world. First, known support structures used to
elevate the guide way are heavy and excessively large making them
expensive to construct and install. Such structures are difficult
to prefabricate at a central manufacturing facility and then
transport easily to the location where they will ultimately be
installed. Accordingly, the support structures must be individually
manufactured directly on the site where they will be used. This
time and expense of manufacturing such structures is a primary
contributor to the excessive costs of elevated rail systems. In
addition, variations in weather, temperature, and environment at
each individual support structure manufacturing site combined with
variations associated with continuously having to move and set-up
the manufacturing equipment at each site make it difficult to
efficiently control the quality and consistency of each
manufactured support structure.
[0005] Moreover, known guide rails and running paths are prone to
accumulate snow and ice, which may adversely affect vehicle
operation. Similarly, known bogie, vehicle frames, guide rails, and
rail switching devices are complex and expensive to construct.
[0006] Thus, there remains a need for railed-vehicle systems that
can be consistently and economically prefabricated off-site and
easily moved to the installation site, that provide improved
stabilizer rail and bogie designs, that provide improved switching
devices, and that provide improved construction shapes, designs and
materials for use in rail, vehicle, and vehicle components.
BRIEF SUMMARY OF THE INVENTION
[0007] Fulfilling the forgoing needs is the primary objective of
the invention.
[0008] The invention also includes a monorail system having one or
more of the following improvements:
[0009] 1. a monorail transportation system for passengers and light
freight that is light and economical and enables free form
construction at low cost;
[0010] 2. a monorail system with a low profile stabilizer guide
rail that communicates with vehicles with independent bogies that
have electromechanical propulsion and suspension systems, magnetic
levitation systems, or linear electrical motor systems for
propelling the vehicles;
[0011] 3. a monorail system with at least one longitudinal
conductor mounted on and running parallel to the stabilizer guide
rail and at least one electric cable received within and extending
though the stabilizer guide rail to the longitudinal conductor;
[0012] 4. a monorail system that provides a means for receiving,
within a vehicle in a monorail system, electrical information
through a conductor.
[0013] 5. a monorail system having heated guide and/or stabilizer
rails;
[0014] 6. a monorail system having improved running path, guide
rail and bogie designs to facilitate operation and construction of
these systems;
[0015] 7. a monorail system having alternative drive wheel
configurations;
[0016] 8. a monorail system having improved hardware and
materials;
[0017] 9. a monorail system having improved safety features;
and
[0018] 10. a monorail system having improved switching devices for
switching between two or more guide ways;
[0019] Accordingly, the present invention provides an improved
monorail system with an essentially planar top surface that
includes (a) a means for support having an essentially planar top
surface; (b) a longitudinal stabilizer guide rail with a vertical
web supporting a head forming two stabilizer guide tracks that is
mounted parallel to and on top of the planar top surface and
dividing the planar top surface into two parallel vehicle running
paths; (c) at least one propelled vehicle having a vehicle body and
at least two independent bogies in communication with the vehicle
running paths and the stabilizer guide rail and the bogies being
able to rotate independently about a pivot point between the
vehicle body and the bogies; and (d) at least one longitudinal
conductor mounted on and running parallel to the stabilizer guide
rail and one electric cable received within and extending through
the stabilizer guide rail to the longitudinal conductor.
[0020] Improved vehicle, bogie, rail, and support structures and
designs are also disclosed.
BRIEF DESCRIPTION OF THE DRAWINGS
[0021] The features of this invention that are believed to be novel
are set forth with particularity in the appended claims. The
invention itself, however, together with its objects and the
advantages thereof, will be best understood by reference to the
following description taken in connection with the accompanying
drawings in which:
[0022] FIG. 1 is a sectional side view of a typical monorail system
constructed according to the present invention including a vehicle
running thereon.
[0023] FIG. 2 is a partial schematic sectional end view of the
planar top surface and stabilizer guide rail with a wheeled vehicle
running thereon.
[0024] FIG. 3 is a schematic sectional plan view of the planar top
surface and stabilizer guide rail with an alternative wheeled
vehicle running thereon.
[0025] FIG. 4 is an enlarged partial schematic sectional end view
of the planar top surface and stabilizer guide rail showing the
control conduits and insulated contact rails in greater detail.
[0026] FIG. 5 is a top plan view of the double current collector of
a preferred embodiment of the present invention.
[0027] FIG. 6 is a partial schematic view of a guide way inductive
communications collector in accordance with the preferred
embodiment of the present invention.
[0028] FIG. 7 is a partial schematic sectional end view of the
planar top surface and stabilizer guide rail with a magnetically
levitated and propelled vehicle running thereon.
[0029] FIG. 8 is a partial schematic sectional end view of the
planar top surface and stabilizer guide rail with a linear
electrical motor propelled vehicle running thereon.
[0030] FIG. 9 is a plan view of one embodiment of a switch made
according to the present invention including the flexible
stabilizer guide rail shown in the switched position.
[0031] FIG. 10 is an end sectional view of an embodiment of the
switch having a crank motor and lever arm assembly along the line
10-10 in FIG. 9.
[0032] FIG. 11 is a side sectional view of an embodiment of the
switch having a crank motor and lever arm assembly along the line
11-11 in FIG. 9.
[0033] FIG. 12 is an enlarged partial schematic sectional end view
of a planar top surface, stabilizer guide rail, and guide wheel
arrangement in accordance with a preferred embodiment of the
present invention.
[0034] FIG. 13 is an enlarged partial schematic sectional end view
of a planar top surface, stabilizer guide rail, and guide wheel
arrangement in accordance with a preferred embodiment of the
present invention.
[0035] FIG. 14 is a partial schematic sectional end view of a
planar top surface and stabilizer guide rail with a wheeled vehicle
having a guide wheel suspension system in accordance with a
preferred embodiment of the present invention.
[0036] FIG. 15 is a partial schematic sectional plan view of the
suspension system of FIG. 14.
[0037] FIG. 16 is a partial schematic sectional plan view of a
circular wheel bogie in accordance with an alternative preferred
embodiment of the present invention.
[0038] FIG. 17 is an enlarged partial schematic sectional end view
of the circular wheel bogie of FIG. 16 showing possible orientation
on a stabilizer guide rail.
[0039] FIG. 18 is a partial schematic sectional plan view of a
circular wheel bogie without a cross-brace in accordance with a
preferred embodiment of the present invention.
[0040] FIG. 19 is a partial schematic sectional plan view of a
circular wheel bogie having a cross-brace and showing possible
orientation of drive gears and motors in accordance with a
preferred embodiment of the present invention.
[0041] FIG. 20 is a partial schematic sectional plan view of an
alternative drive system showing possible orientation of drive
gears and motor in accordance with a preferred embodiment of the
present invention.
[0042] FIG. 21 is a partial plan view of a cushion suspension and
vehicle automatic leveling device in accordance with a preferred
embodiment of the present invention.
[0043] FIG. 22 is a partial cross-sectional view of the cushion
suspension and vehicle automatic leveling device taken along line
22-22 of FIG. 21.
[0044] FIG. 23 is an enlarged partial schematic plan view of a
compact motor-gear-brake assembly built into the wheel hubs of the
drive wheels in accordance with a preferred embodiment of the
present invention.
[0045] FIG. 24 is an enlarged partial schematic plan view of a
bogie assembly for receiving the motor-gear-brake assembly of FIG.
23.
[0046] FIG. 25 is an enlarged partial schematic sectional end view
of the planar top surface and stabilizer guide rail showing
possible alternative locations for the control conduits and
insulated contact rails.
[0047] FIG. 26 is an enlarged partial schematic sectional end view
of the planar top surface and stabilizer guide rail showing
additional possible alternative locations for the control conduits
and insulated contact rails.
[0048] FIG. 27A is a side view of a vehicle in accordance with a
preferred embodiment of the present invention having a single
vehicle framed with aircraft aluminum and having a low floor.
[0049] FIG. 27B is a top plan view of the vehicle of FIG. 27A.
[0050] FIG. 28A is a side view of a vehicle in accordance with a
preferred embodiment of the present invention having three cars
aligned in a train, each car framed in aircraft aluminum and having
high floors.
[0051] FIG. 28B is a top plan view of the vehicle of FIG. 28A.
[0052] FIG. 29A is a side view of a vehicle in accordance with a
preferred embodiment of the present invention having three cars
aligned in a train, each car constructed of composite materials and
having high floors.
[0053] FIG. 29B is a top plan view of the vehicle of FIG. 29A.
[0054] FIG. 30 is an enlarged cross-sectional plan view of taken
along line 30-30 of FIG. 29B showing possible orientation of people
and monorail components.
[0055] FIG. 31A is a side plan view of a vehicle in accordance with
a preferred embodiment of the present invention having a low
profile and adapted to seat 6 passengers and one wheel chair.
[0056] FIG. 31 B is a top plan view of the vehicle of FIG. 31A.
[0057] FIG. 32 an enlarged partial schematic sectional end view of
an emergency guide wheel assembly showing possible orientation on a
guide rail in accordance with a preferred embodiment of the present
invention.
[0058] FIG. 33A is an isometric view of a run-flat tire for use on
the monorail system in accordance with a preferred embodiment of
the present invention.
[0059] FIG. 33B is an exploded isometric view of components
included in the run-flat tire of FIG. 33A.
[0060] FIG. 33C is a cross-sectional plan view of the run-flat tire
of FIG. 33A in accordance with a preferred embodiment of the
present invention.
[0061] FIG. 33D is a cross-sectional plan view of the run-flat tire
of FIG. 33A in accordance with an alternative preferred embodiment
of the present invention.
[0062] FIG. 34 is a partial side plan view of a vehicle on-board
switch assembly in accordance with a preferred embodiment of the
present invention.
[0063] FIG. 35 is a schematic sectional plan view of the switch
assembly of FIG. 34.
[0064] FIG. 36 is a partial top plan view of the switch assembly of
FIG. 34.
[0065] FIG. 37 is a schematic top plan view of a vehicle switch
dispatch area in accordance with a preferred embodiment of the
present invention.
[0066] FIG. 38 is a schematic top plan view of a possible off-line
station incorporating an on-board vehicle switch in accordance with
a preferred embodiment of the present invention.
[0067] FIG. 39 is an alternative preferred vehicle switching device
in accordance with a preferred embodiment of the present
invention.
[0068] FIG. 40A is a front plan view of the guide way support
structure in accordance with a preferred embodiment of the present
invention.
[0069] FIG. 40B is an exploded plan view of the guide way support
structure of FIG. 40A.
[0070] FIG. 41 is a partial schematic sectional end view of the
planar top surface and stabilizer guide rail showing a
semi-levitated vehicle in accordance with the semi-maglev system of
the present invention.
[0071] FIG. 42 is a partial schematic sectional end view showing a
first embodiment of the semi-maglev system wherein levitation is
achieved using an electromechanical system.
[0072] FIG. 43 is a partial schematic sectional end view showing a
second embodiment of the semi-maglev system wherein levitation is
achieved using an electromechanical system.
[0073] FIG. 44 is a partial schematic sectional end view showing a
first embodiment of the semi-maglev system wherein levitation is
achieved using an electrodynamic system.
[0074] FIG. 45 is a partial schematic sectional end view showing a
second embodiment of the semi-maglev system wherein levitation is
achieved using an electromechanical system.
[0075] FIG. 46 is a schematic view of a null-flux coil as used by
an electrodynamic system.
[0076] FIG. 47 is a schematic sectional view of a null-flux coil
embedded within a stabilizer guide rail.
[0077] FIG. 48 is a profile view of a stabilizer guide rail with
embedded null-flux coils.
[0078] FIG. 49 is a partial schematic sectional end view showing an
alternate embodiment of the semi-maglev system wherein levitation
is achieved using an electromechanical system and the stabilizer
guide tracks are directed horizontally.
[0079] FIG. 50 is a partial schematic sectional end view showing an
alternate embodiment of the semi-maglev system wherein levitation
is achieved using curved repulsive travelling maglev linear
indution motor.
[0080] FIG. 51 is a graph showing potential velocities and
accelerations for the preferred embodiment of the monorail
system.
DETAILED DESCRIPTION OF THE INVENTION
[0081] A monorail system including support structure, running path,
guide rail, railed-vehicle, and devices for switching the railed
vehicle between at least two running paths according to several
embodiment of the invention is shown in FIGS. 140B.
[0082] A. General Manufacturing and Assembly
[0083] To provide comprehensive disclosure without unduly
lengthening the specification, this specification hereby
incorporates by reference the disclosures of U.S. Pat. No.
3,710,727 to Svensson which issued on Jan. 16, 1973; U.S. pat. app.
Ser. No. 08/646,198 to Svensson filed on May 7, 1996; and
Provisional U.S. pat. app. Ser. No. 60/081,337 to Svensson filed on
Apr. 8, 1998. These references provide greater detail regarding the
construction, installation and use of guide ways, railed-vehicles,
switching devices, and the like. Specific improvements to
particular components are identified below. Unless specifically
identified otherwise below, reference numerals refer to like
numbered elements identified in the incorporated references.
[0084] Referring now to FIG. 1, the monorail system of the present
invention includes a planar top surface 12 and one or more vehicles
30 running thereon. The planar top surface 12 may be the top of a
concrete slab or more preferably a longitudinal beam 14. The
concrete slab or longitudinal beam 14 may be a single continuous
slab or beam or made up of a plurality of slabs or longitudinal
beam sections (not shown) interconnected end to end by conventional
means. The longitudinal beam 14 in cross section may be an inverted
"z,900 "-shape or a hollow rectangle or trapezoid, or any other
hollow configuration providing a planar top surface 12. The instant
invention may be adapted for use in a tunnel or subway setting, at
ground level, or an elevated beamway above ground by support
columns using conventional techniques or supported as disclosed in
U.S. Pat. No 3,710,727.
[0085] Mounted on top of and parallel to the planar top surface 12
is a stabilizer guide rail 18. As shown in FIGS. 2 and 3, the
stabilizer guide rail 18 divides said planar top surface 12 into
two parallel vehicle running paths 20. The stabilizer guide rail 18
may be made of either rigid or flexible materials except in the
areas where the stabilizer guide rail 18 must be made of a flexible
material to enable moving the stabilizer guide rail 18 from one
planar top surface 12 to another planar top surface 12 as will be
described below. Accordingly, the stabilizer guide rail 18 may be
made of concrete, steel, aluminum, reinforced fiberglass, hard
plastics or other suitable materials. If the stabilizer guide rail
18 is made of concrete, a metal or hard non-metallic cap (not
shown) may be fitted on its head to reduce wear or cracking caused
by vehicles running thereon as will be described hereafter.
[0086] As shown in FIG. 2, the stabilizer guide rail 18 includes a
vertical web 22 supporting an upwardly and outwardly extending head
24 forming two stabilizer guide tracks 26. The vertical web 22 and
head 24 may be hollow as shown in FIG. 2 or a modified I-beam as
shown in FIG. 4.
[0087] The planar top surface 12 is approximately four feet wide
for a full-scale system and is not more than half of the width of a
full-size vehicle 30. The width of the planar top surface 12 will
be smaller if the monorail system 10, including the vehicles 30,
are constructed on a smaller scale.
[0088] As shown in FIGS. 2 and 3, the vehicle 30 consists of a
vehicle body 32 and at least one bogie 40. Each bogie 40 includes a
vertical and horizontal pivot point 42 and bogie frame 44. The
vehicle 30 will have one of three propulsion systems (i.e.,
electromechanical power, magnetic levitation, or linear electrical
motors), each of which will be discussed below. In each case, the
vehicle body 32 rests on top of the bogie frames 44 through the
suspension systems 46, allowing the bogies 40 to rotate
independently of each other and the vehicle body 32 about a pivot
42. Preferably, the vehicle body 32 includes a vehicle chassis 34
with slots (not shown) for receiving the pivot point 42 for each
bogie 40. The pivot point 42 is a shear pin.
[0089] As shown in FIG. 2, the chassis 34 also rests on a
ring-shaped turn table 36, which communicates with the bogie frame
44 via rollers 38 and thereby provides added horizontal stability.
The vehicle chassis 34 and bogie frames 44 may be made of steel,
aluminum or fiberglass materials.
[0090] The primary suspension system for the vehicle 30 is provided
in conjunction with the propulsion systems described below. A
secondary vertical suspension may be provided by one or more pairs
of vertical springs with lateral restraining 46 to keep the vehicle
floor at the same level for different passenger or cargo loadings.
The vertical springs 46 are located between the rollers 38 and the
bogie frame 44. Preferably, the vertical springs 46 are automatic
leveling and self-inflating air springs.
[0091] B. Electro-Mechanical Propulsion and Suspension System
[0092] One embodiment of the instant invention includes one or more
electric powered bogies 40 with wheels. As shown in FIG. 2, each
bogie 40 may include an axle 48 attached to the bogie frame 44 and
positioned substantially perpendicular to the vehicle running paths
20. A drive wheel assembly 50 having one or more pairs of drive
wheels 52 are attached to the axle 48. Alternatively, as shown in
FIG. 3, each bogie 40 may include two axles 48 attached to the
bogie frame 44 and positioned substantially perpendicular to the
parallel vehicle running paths 20. One or more drive wheels 52 are
attached to each axle 48. In both FIGS. 2 and 3, the drive wheels
52 are located inside the bogie frame 44 and adapted to run on the
vehicle running paths 20. These drive wheels 52 may be solid,
gas-filled, air-filled, or more preferably foam-filled rubber or
synthetic rubber.
[0093] On a vehicle 30 longer than 12 feet, all electromechanical
driven bogies 40 should include at least a first and second pair of
guide wheels 54 separated by the drive wheels 52. On a vehicle 30
less than 12 feet long, only a single pair of guide wheels 54 need
be associated with each set of drive wheels 52.
[0094] Each pair of guide wheels 54 straddles the stabilizer guide
rail 18. Each individual guide wheel 54 is attached to the bogie
frame 44 by a linkage 56 and is inclined to run along one
stabilizer guide track 26. Preferably, the linkage 56 is a lateral
suspension linkage that includes the following components shown in
FIG. 2: a fixed bracket consisting of two spaced-apart plates 58
and 59 that are welded to the bogie frame 44 with a tube-shaped
extension protruded down and in toward the stabilizer guide rail 18
about 30.degree..+-.5.degree., an adjustment lever 62 connected by
bolts to the fixed bracket plates 58 and 59 at one end of the
adjustment lever 62 and to a guide wheel 54 at the other end of the
lever 62, a controlled spring 60 between the fixed bracket plate 58
and the adjustment lever 62, a manual spring adjustment 64
controlling the spring 60 and adjustment lever 62, an automatic
adjustment lever 66, and a vibration damper 68.
[0095] The spring 60 is preferably a controlled air pressure
spring. Using the manual spring adjustment 64, one can tighten or
loosen the spring 60 to adjust the amount of pressure the
adjustable lever 62 causes the guide wheel 54 to exert against the
stabilizer guide track 26. By releasing the spring 60 and the bolts
between the adjustment lever 62 and the stabilizer guide wheel 54,
the stabilizer guide wheel 54 can be rotated away from the
stabilizer guide rail 18 and serviced. The automatic adjustment
lever 66 adjusts for horizontal movement of the stabilizer guide
wheel 54 as it moves in and out of curves in the stabilizer guide
track 26 and stabilizes the linkage 56.
[0096] The spring-induced pressure of the guide wheels 54 against
the inclined stabilizer guide track 26 minimizes the risk of
overturning the vehicle 30, notwithstanding the centrifugal forces
and wind that act upwardly on the cars during motion. The guide
wheels 54 pressing against the inclined stabilizer guide track 26
generate a vertical force component that biases the drive wheels 52
downward for improved traction between the drive wheels 52 and the
vehicle running paths 20. The guide wheels 54 steer the vehicle 30
by causing a small rotation of the bogie 40, which takes place
independently of the vehicle body 32.
[0097] The vibration damper 68 is a pad or cushion around the bolt
connecting the fixed bracket plates 58 and 59 to the lever 62.
Preferably, the vibration damper 68 is a cube-shaped rubber cushion
that is fixed between the bracket plates 58 and 59 and dampens
vibration.
[0098] In this embodiment of the instant invention, the vehicle is
propelled forward by one or more electric traction motors 70 and
preferably operates on alternating current. In some instances,
traction motors 70 will be fixed to only one of the bogies 40,
usually the rear bogie 40. For large vehicles, traction motors 70
will be fixed to each of the bogies 40. If a single axle 48 is used
in conjunction with the drive wheels 52 on a bogie 40, a single
electric traction motor 70 may be fixed to said bogie frame 44 and
communicate with said axle 48 through a gear mechanism 72. If as
shown in FIG. 3, each bogie 40 includes two axles 48 attached to
the bogie frame 44, two electric traction motors 70 may be fixed to
the bogie frame 44 so that one motor 70 communicates with one axle
48 through a gear mechanism 72. Alternatively, an expandable drive
shaft 74 may be coupled to and between each said gear mechanism 72
and each said electric traction motor 70 to enable attachment of
the electric traction motor 70 to the vehicle floor frame 34
instead of the bogie frame 44. The motor could, however, be
supported by the bogie mounted to the outside of the bogie
frame.
[0099] Power for the electric traction motors 70 is obtained
through electrical cables received within and extending through the
stabilizer guide rail 18. These cables are connected to insulated
contact rails 76 on the stabilizer guide rail 18. The conductive
portion of the insulated contact rail 76 may be made of copper,
aluminum, or any other suitable conductive material. Two insulated
contact rails 76 are mounted on the stabilizer guide rail 18 if
two-phase power is desired and three insulated contact rails 76 are
mounted if three-phase power is desired. The use of insulated
contact rails 76, instead of bare contact rails, enables closer
spacing of the contact rails 76, results in a shorter stabilizer
guide rail 18 (about 360 mm for the combined height of the head 24
and web 22), and increases safety of the monorail system 10
operation.
[0100] The power is picked up by current collectors 78 installed on
the bogie frame 44 or vehicle floor frame 34. Preferably, the
current collectors 78 are double current collectors shown in FIG.
5. More specifically, FIG. 5 is a top view of the double current
collector 78 with a first and second collector heads 80, first and
second collector pivot levers 82, collector mounting bracket 84,
and first and second collector cables 86.
[0101] A vehicle control and communication system (VCCS) consists
of printed circuit assemblies that respond to guideway-inductive
communications; to regulate vehicle position and generated control
functions for the vehicle 30. This would, for example, apply to
brakes, motor propulsion demands, power loss, speed, temperature,
and exit door closing. The VCCS is channeled through control
conduits 90 mounted on the stabilizer guide rail 18. Preferably,
the control conduits 90 are insulated and mounted on the opposite
side of the stabilizer guide rail 18 from the insulated contact
rails 76. As shown in FIG. 6, guideway inductive communications are
picked up from the control conduits 90 by guideway-inductive
communication collectors 92 and communication cables 93. The
communication collectors 92 are attached to a communication
collector hub 94 by collector arms 96. The communication collector
hub 94 is mounted on the bogie frame 44 or vehicle floor frame 34
by mounting arm 98 and bracket 99.
[0102] Alternatively an antenna and radio receiver may be used to
replace the guideway inductive communication collectors 92,
collector hub 94, collector arms 96, mounting arm 98 and bracket
99.
[0103] Brakes (not shown) for the vehicles with electro-mechanical
bogies 40 are mechanical brakes and dynamic brakes. The mechanical
brakes are friction drum brakes or dual-piston caliper,
electropneumatically operated. The mechanical brakes work in
combination with the dynamic brakes in decelerating the vehicle
from about 5 miles per hour to a full stop. Emergency braking is
controlled by a pneumatic spring valve held off the friction
brakes.
[0104] C. Magnetic Levitation System
[0105] A second embodiment of the instant invention involves the
use of magnetically levitated and propelled bogies 140. Referring
now to FIG. 7, the monorail system 110 also may be adapted to
operate with magnetic levitation and propulsion ("Maglev
Technology"). The general concept of levitating and propelling
objects are known but have not been applied to monorails. For
example, see U.S. Pat. No. 3,841,227.
[0106] Maglev Technology of the instant invention involves the use
of a plurality of magnets in a vehicle 130, vehicle running paths
120 and stabilizer guide rail 118 in such a manner that during
operation of the vehicle 130 there is no physical contact between
the vehicle 130, the vehicle running paths 120 and the stabilizer
guide rail 118.
[0107] There are two basic types of magnets in this second
embodiment of the monorail system:
[0108] 1. Stationary magnets 152 and 156, installed and recessed
into the planar top surface 112 of the parallel vehicle running
paths 120, and along the two stabilizer guide tracks 126 of the
stabilizer guide rail 118; and
[0109] 2. Traveling magnets 154 and 158 installed in the bogie
frame 144 of the vehicle 130.
[0110] The stationary magnets 152 and 156 and traveling magnets 154
and 158 are aligned so that they repel each other during operation
of the vehicle 130. Both the stationary and traveling magnets are
coils of conductive material such as aluminum, titanium, copper, or
combinations of titanium and aluminum.
[0111] The bogies of the electromechanical embodiment described
above may be modified to accommodate the Maglev Technology. Drawing
part numbers 10 through 44 of FIGS. 1 through 4 correspond to
drawing part numbers 110 through 144 of FIG. 7.
[0112] Stabilization, steering, and control of the vehicle 130 are
accomplished by having at least a first and second traveling guide
magnet 154 within each bogie 140 and positioned on opposite
vertical sides of the stabilizer guide rail 118 straddled by the
bogie frame. These traveling guide magnets 154 operate in
conjunction with repulsive stationary magnets 156 received along
the stabilizer guide tracks 126 of the stabilizer guide rail 118.
Collectively these traveling and stationary guide magnets 154 and
156 perform the same function as the guide wheels of the
electro-mechanical embodiment, but without any component of the
vehicle 130 ever directly contacting the stabilizer guide rail 118
during cruise operations.
[0113] Preferably, each traveling guide magnet 154 is attached to
the bogie frame 144 through a linkage in a manner similar to the
electro-mechanical embodiment; however, each traveling guide magnet
154 may be mounted directly to the bogie frame 144 provided the
traveling guide magnet 154 is aligned with its adjacent stationary
guide magnets 156. In addition, optimal performance and economy is
obtained by providing one first and one second traveling guide
magnet 154 per bogie frame 144; however, the vehicle 130 will
operate effectively with additional traveling guide magnets 154
within each bogie frame 144.
[0114] An air gap between each traveling guide magnet 154 and its
corresponding stationary guide magnets 156 may vary greatly between
installations without adversely impacting the operation of the
vehicle 130. Optimal performance for the monorail is obtained when
this distance between the traveling guide magnets 154 and the
stationary guide magnets 156 is 5 centimeters.
[0115] Levitation of the vehicle 130 is obtained in a similar
fashion. For optimal performance, at least two traveling drive
magnets 158 are mounted within each bogie frame 144 above the area
to be occupied by the two parallel vehicle running paths 120. A
plurality of stationary drive magnets 152, aligned to provide
repulsive force to the corresponding traveling drive magnets 158,
are mounted along the vehicle running paths 120. Collectively these
traveling and stationary drive magnets 152 and 158 perform the same
function as the drive wheel assembly of the electro-mechanical
embodiment, but without any component of the vehicle 130 directly
contacting the stabilizer guide rail 118 during cruise operation of
the vehicle 130. Propulsion and braking of the vehicle 130 is
accomplished by modulating the repulsive forces of the stationary
and traveling drive magnets 156 and 158 using conventional
techniques.
[0116] The pattern and size of the stationary magnets 152 and 156
can be designed and engineered for maximum power efficiency. For
example, the pattern of these magnets can be "figure 8" shaped, and
known as "null-flux" coils of titanium, aluminum, copper, or other
conductive materials mounted in the vehicle running paths 120 on
each side of the stabilizer guide rail and cross connected. In this
configuration, the rectangular shaped traveling drive magnets 158
within each bogie frame would include four super conducting magnets
to interact with the "null-flux" coils to generate propulsion,
levitation, and guidance.
[0117] During initial start-up or during an emergency operation of
the maglev system, the repulsive forces between the corresponding
stationary and traveling drive magnets 152 and 158 and traveling
and stationary guide magnets 154 and 156 may not be sufficient to
levitate or steer the vehicle 130. Because of these situations, it
may be desirable to incorporate emergency drive wheels 160 and
emergency guide wheels 162 to prevent damage to the vehicle 130,
stabilizer guide rail 118, bogies frames, or other components. It
is preferable that these emergency drive wheels 160 and emergency
guide wheels 162 are made of steel, or other rigid metal or alloy,
are mounted on retractable axles (not shown), and have a diameter
large enough to provide clearance between the stabilizer guide rail
head 124 and the vehicle body 132. Alternatively, the emergency
guide wheels 160 and emergency drive wheels 162 may be mounted and
operated in a manner similar to the electromechanical
embodiment.
[0118] The air gap between each traveling drive magnet 158 and its
corresponding stationary drive magnets 152 may vary greatly between
installations without adversely impacting the operation of the
vehicle 130. Optimal performance for the monorail system is
obtained when the drive magnets and tolerances are sized to obtain
a 6 centimeter distance between these magnets during normal cruise
operation.
[0119] The size of the stationary and traveling guide magnets 154
and 156 and stationary and traveling drive magnets 152 and 158
depends on the size, weight, and expected load requirements of the
vehicle. In general, the drive magnets 152 and 158 should be able
to create repulsive forces totaling twice the expected combined
maximum load and weight of the vehicle 130. The guide magnets 154
and 156 should be able to create repulsive forces totaling twice
the maximum expected lateral, centrifugal, and wind forces acting
on the vehicle 130.
[0120] In order to optimize the required electromagnetic repulsive
forces, the planar top surface 112 and stabilizer guide rail 118
should be constructed with suitable non-magnetic material. The
preferred material for the planar top surface 112 is concrete,
however, suitable non-magnetic materials should be substituted for
the steel and steel pre-stressing wires commonly used inside a
concrete structure. The stabilizer guide rail 118 may be made from
a variety of non-magnetic materials including, but not limited to,
concrete and reinforced plastic.
[0121] Power to the traveling magnets 154 and 158 and vehicle 130
may be provided by a variety of methods. For example, similar to
the electro-mechanical embodiment discussed above, insulated
conductors may be mounted on the longitudinal stabilizer guide rail
118. However, because of the tight tolerances between the traveling
magnets 154 and 158 and stationary magnets 152 and 156, the
conductors may be mounted on the top of the stabilizer guide rail
118. Moreover, to help reduce electromagnetic interference between
the traveling magnets 154 and 158 and stationary magnets 152 and
156, it is preferred that the conductors be electromagnetic. Power
could also be provided to the vehicle 130 by batteries mounted
within the vehicle 130.
[0122] Similarly, control commands may be transmitted to the
vehicle 130 by a variety of methods. For example, similar to the
electromagnetic conductors providing power to the vehicle 130,
control commands may be transmitted to the vehicle through a
separate set of electromagnetic conductors mounted on the top of
the stabilizer guide rail 118. Alternatively, an inductive control
system 192, may be similar to the vehicle control and communication
system (VCCS) using an antenna described in the electromechanical
embodiment may be implemented.
[0123] All power cables and control system 192 needed for the
stationary magnets in the vehicle running paths 120 and the
stabilizer guide rail 118 may be channeled up from below the
vehicle running path 120 through the hollow web of the stabilizer
guide rail 118 to the magnets.
[0124] D. Linear Induction Motor System
[0125] A third embodiment of the instant invention involves the use
of linear electrical motor systems. See FIG. 8. Referring now to
FIG. 8, another embodiment of the invention includes the
application of a linear electric motor 270 received within the
bogie frame 244 to propel the vehicle 230. In this embodiment, a
linear electric motor 270 is substituted for the electrical
traction motor of the electromechanical embodiment shown in FIGS.
1-4.
[0126] The bogies of the electromechanical embodiment described
above may be modified to accommodate the linear electric motor 270.
Drawing part numbers 10 through 66 of FIGS. 1 through 4 correspond
to drawing part numbers 210 through 266 of FIG. 8.
[0127] A linear electric motor 270 is perhaps best understood by
imagining the stator of an ordinary electrical motor being cut,
unrolled and stretched lengthwise. An appropriate conductive
material like copper, aluminum, or other material is positioned
next to the unrolled stator. The alternating current in the
unrolled stator provided by conventional techniques magnetically
interacts with the conductive material to create a moving field of
magnetic force acting on both the stator and the conductive
material. The vehicle may be slowed down or stopped by reversing
the polarity of that moving field.
[0128] By positioning a linear electric motor 270 on the vehicle
230 adjacent to a conductive material received along the web 222 of
the longitudinal stabilizer guide rail 218, the vehicle can be
propelled along the vehicle running paths 220. In this embodiment,
the linear induction motor 270 may be on either side of the
longitudinal stabilizer guide rail 218, or one linear induction
motor 270 may be placed on each side of the longitudinal stabilizer
guide rail 218.
[0129] Alternatively, a series of linear electric motors may be
mounted along the web 222 and conductive material mounted on the
bogie 240 or bogie frame 244 adjacent to the web 222. In situations
where a linear electric motor 270 is mounted to the web 222, the
longitudinal stabilizer guide rail 218 and the planar top surface
210 may be made of reinforced plastic, fiber glass, or other
suitable nonconductive material.
[0130] For optimal performance, the distance between the linear
electric motor 270 and conductive material mounted on the bogie 240
or bogie frame 244 should be not more than one half an inch.
[0131] In situations where it is desirable to install the linear
electric motor 270 within the bogie, the linear electric motor 270
may be sized to fit below and between the lateral suspension
linkage 256 and adjacent to the web 222. The linear electric motor
270 also may be attached to the bogie frame 244 through mounting
brackets (not shown).
[0132] Power to the linear electric motor 270 may be provided by a
variety of techniques. In situations where there is only one linear
electric motor 270 adjacent to the longitudinal stabilizer guide
rail 218, insulated power and control conductors may be positioned
on the opposite side of the web 222 containing the required
conductive material. Alternatively, if a linear electric motor 270
is installed on each side of the longitudinal stabilizer guide rail
218, insulated power and control conductors may be positioned along
the top of the longitudinal stabilizer guide rail head 224. In
addition, a longitudinal stabilizer guide rail 218 having an open
web 222 may be used. In that case, insulated power and control
conductors may be positioned along the vehicle running path 220.
Also, power to the linear electric motor 270 and other ancillary
electrical components may be provided by rechargeable batteries
(not shown) positioned within the vehicle 230.
[0133] One skilled in the art will readily see that it is possible
to combine technologies such that a vehicle can be propelled by a
linear electric motor installed along the stabilizer guide rail and
magnetically levitated by magnets installed in the running path and
along the stabilizer guide tracks.
[0134] E. Vehicle Pathway Switch
[0135] Another improvement of the invention involves the ability to
easily switch the vehicle 330 between two or more vehicle running
paths 328. FIGS. 9, 10, & 11. The present invention permits a
vehicle to be switched from one planar top running surface 306 to
another simply by pivoting a flexible stabilizer guide rail 300 of
predetermined length between two planar top surfaces 306 and 310.
The switch itself may be constructed and supported using
traditional methods, materials, or techniques disclosed in U.S.
Pat. No. 3,710,727.
[0136] Referring now to FIG. 9, an improved pathway switch 302 is
disclosed. The system includes an essentially Y-shaped vehicle
pathway 304 having an essentially planar top surface 306. The
Y-shaped vehicle pathway 304 is joined at its foot to a single
planar top surface 306 and at its arms to a second planar top
surface 308 and a third planar top surface 310, respectively. A
flexible stabilizer guide rail 300 has one end fixedly mounted near
the foot or base of the Y-shaped vehicle pathway 304 by, for
example, pins, while its other end is movable between the arms of
the Y-shaped vehicle pathway 304. FIG. 10 shows the flexible
stabilizer guide rail 300 in its first position 318 and second
position 320, respectively.
[0137] The flexible stabilizer guide rail 300 may be made of steel,
aluminum or plastic reinforced fiberglass or other suitable
material so long as the material is flexible in the transverse
direction and has strength sufficient to withstand the forces
exerted thereon by the passing vehicle. The length of the flexible
stabilizer guide rail 300 vary with the design speed of the
vehicle. Thus, at higher speeds, a longer flexible stabilizer guide
rail 300 is needed. For example, while the vehicle is in the
maintenance yard and operated at slow speeds, the switch may be
only twenty five feet long.
[0138] The flexible stabilizer guide rail 300 has at least one
electric cable received within it providing power to at least one
continuous longitudinal insulated conductor mounted to the flexible
stabilizer guide rail 300. The flexible stabilizer guide rail 300
is electrically connected to continuous longitudinal insulated
conductor mounted to the flexible stabilizer guide rail 300 at the
foot of the Y-shaped vehicle pathway 304.
[0139] Each arm of the Y-shaped vehicle pathway 304 includes a
stabilizer guide rail 324 having a vertical web (not shown)
supporting an upwardly and outwardly extending head (not shown)
forming two stabilizer guide tracks 326. Each stabilizer guide rail
324 is mounted parallel to and on top of the Y-shaped vehicle
pathway 304 dividing the planar top surface into two parallel
vehicle running paths 328. Both stabilizer guide rails 324 in the
arms of the Y-shaped vehicle pathway 304 have at least one
insulated electrical contact at or near their ends closest to the
foot of the Y-shaped vehicle pathway 304. Each stabilizer guide 324
rail has at least one electric cable received within it providing
power to at least one continuous longitudinal insulated conductor
mounted to the stabilizer guide rail 324.
[0140] For each finally commanded position of the flexible
stabilizer guide rail 300, at least one electrical contact at the
moving end of the flexible stabilizer guide rail 300 aligns a
corresponding contact on the stabilizer guide rail 324 in one of
the arms of the Y-shaped vehicle pathway 304 to close the
electrical circuit. This alignment permits a continuous insulated
conductor along the path of the vehicle through the pathway
switch.
[0141] It is envisioned that this technique of providing continuous
electrical connections to the vehicle 330 through the switch also
may be used to provide operation and control signals discussed
above in the description of other embodiments. Moreover, the switch
components may be made from suitable non-conducting or non-magnetic
materials as required to permit any of the previously discussed
embodiments to effectively operate thereon.
[0142] FIGS. 9, 10 and 11 disclose one embodiment of a switch for
moving one end of the flexible stabilizer guide rail 300 between
the arms of the Y-shaped vehicle pathway 304. The flexible
stabilizer guide rail 300 has a guide foot adapted to be movably
inserted in at least one guide slot 332 in the Y-shaped vehicle
pathway 304. The guide slot 332 runs between the diverging arms of
the Y-shaped vehicle pathway 300 and may be supported by braces or
simply cut into the Y-shaped vehicle pathway 304. Preferably, the
guide slot 332 and guide foot are either greased metal or plastic
to aid passage the guide foot along the guide slot 332.
[0143] A drive slot 334 running through the Y-shaped vehicle
pathway 304 between the diverging arms of the Y-shaped vehicle
pathway 304 aids moving the end of the flexible stabilizer guide
rail 300. The movable end of the flexible stabilizer guide rail 300
has a drive foot that is movably received within the drive slot
334. Preferably, the drive slot 334 and drive foot may be either
greased metal or plastic to allow easy passage of the drive foot
along the drive slot 334. The drive slot has a narrow opening that
extends through the bottom of the Y-shaped vehicle pathway 304. A
lever arm 338 is pivotally attached to the drive foot through the
narrow opening on the bottom of the Y-shaped vehicle pathway
304.
[0144] A crank motor 340 is attached below the Y-shaped vehicle
pathway 304 with a support bracket 342. An expandable lever arm 346
is pivotally attached to the crank motor 340 and linked to the
lever arm 338 such that operation of the crank motor 340 drives
both the expandable lever arm 346 and lever arm 338 and thereby
moves the flexible stabilizer guide rail 300 between its first
position on one arm and its second position on the other arm of the
Y-shaped vehicle pathway 304.
[0145] Other means such as driven rollers connected directly to the
flexible stabilizer guide rail 300 or a hydraulic cylinder and
piston arrangement, or pulleys and pulley drive motor may also be
used to deflect the flexible stabilizer guide rail 300.
[0146] The monorail system of the present invention can be built to
different scales of size. The "full scale" system is applicable to
trunklines and commuter vehicles (trains) with potential large
volumes of passenger traffic per hour. It also can be used for
transporting light freight. Vehicles for the "full scale" system
may be, for example, 30 feet long, 10 feet wide and approximately
10 feet tall when measured from the top of the vehicle running path
to the top of the vehicle's roof. The width of the planar top
surface would be approximately 4 feet.
[0147] A "half scale" system involves light vehicles, loads and
smaller construction. Vehicles can be made small enough for 6
seated people. For example, a "half scale" vehicle may be 12 feet
long, 5.5 feet wide and 6 feet tall. Several vehicles could be
connected into trains. Size of the monorail structure could be
sized down, too, so that the width of the planar top surface is
approximately 30 inches. This size would have great applicability
within industry, shopping centers, recreational and amusement,
airports, fairs, and zoos.
[0148] For switching operations with the noted sizes of the "full
scale" and "half scale" systems, the moveable end of the flexible
stabilizer guide rail is displaced only a small amount between its
first position and second position--180 centimeters for a "full
scale" vehicle and 115 centimeters for a small "half scale"
vehicle. The length of the flexible stabilizer guide rail will
determine how fast each of these vehicles may go through the
switch. For optimal high speed switching the flexible stabilizer
guide rail should be longer than 75 feet.
[0149] Intermediate sized systems also could be built. In addition,
a "half scale" vehicle could be adapted to run on the same monorail
structure as a "full scale" vehicle as long as the bogie of the
"half scale" vehicle can straddle and operate on the stabilizer
guide rail normally used for "full scale" vehicles.
[0150] F. Heated Running Paths and Guide Rail
[0151] Referring specifically to FIGS. 2, 4, and 8, heated running
paths and/or guide rails are disclosed. In environments where the
monorail system may operate in below freezing weather, it may be
desirable to heat the running paths and/or guide rails to prevent
ice and snow from building up on these structures.
[0152] Devices for economically heating these paths and rails
include imbedding heating conduits such as fluid pipes 21b (FIG.
2), thermal warming cables 21a (FIG. 4), or warm air ducts 21c
(FIG. 8) in the running paths 20 and head 24. The warming medium,
such as electricity or warm fluid or air, is provided to the
conduits with known methods and devices, and activated when needed,
preferably through an automated control system.
[0153] Alternatively, existing contact rails 76 and control
conduits 90 may be modified to transfer heat from these rails and
conduits the their adjacent areas, thereby warming the areas around
the running paths and guide rail. Moreover, the longitudinal beam
may be thermally insulated to retain any stored or accumulated
heat, thereby reducing the likelihood of snow or ice build-up.
[0154] G. Alternative Bogie Designs, Guide Rail Designs, and Drive
System Configurations
[0155] Referring to FIG. 12, an alternative preferred stabilizer
guide rail 400 and Bogie configuration is disclosed. This
configuration includes planar top surface 12, longitudinal beam 14,
top stabilizer guide rail 18, vehicle running paths 20, head
portion 401, vertical web 22, uplift wheel running paths 402,
stabilizer wheel guide tracks 404, stabilizer wheels 408, uplift
wheels 410, drive wheel tires 52, current collectors 28, control
conduits 412, centerline 414 of monorail, guide way and guide rail,
bogie frame 416, anchor bolts 418 positioned between gearbox and
disk brake, motor 420, planetary gear box 422, disk brake 424, disk
brake caliper 426, drive wheel hub 428, wheel hub stud bolts 430,
low floor 432 in vehicle, seating level 434 above tires, and drive
wheel flange 436.
[0156] In particular, the guide rail 400 includes a standard wide
flange or I-beam without any additional particularly-shaped head
configuration. Horizontal stabilizer guide wheels 408 are
positioned on the bogie such that they run against the top end
portion 401 of the web 22, in front and behind the traction drive
wheels. Also, one pair of vertical uplift wheels 410 are positioned
as shown between the two pairs of stabilizer guide wheels 408.
[0157] The two sets of wheels 408 and 410 have separate functions.
Namely, the horizontal guide wheels 408 steer the vehicle, but they
also resist over turning of the vehicle as the vehicle travels
along the guide rail. The vertical wheels 410, which are preferably
pre-loaded to give better traction on the drive wheels especially
during curves, also act as safety emergency wheels to prevent
overturning of the vehicle. The vertical wheels 410 will resist
uplift forces that may arise during extreme centrifugal and lateral
wind forces acting on the vehicle, particularly when the vehicle is
operating on a curved, super-elevated (i.e. tilted) guide way,
thereby keeping the vehicle on track during these adverse
conditions.
[0158] Alternatively, as shown in FIG. 13, the head of the I-Beam
may be slightly angled. Accordingly, the vertical uplift wheels
would be mounted in the slightly angled position as shown to run
along this angled head. Preferably, six guide wheels will be
installed on each bogie, as opposed to the four guide wheel
arrangement disclosed in U.S. pat. app. Ser. No. 08/646,198. The
addition of the two additional guide wheels reduces the likelihood
of the vehicle derailing.
[0159] Referring now to FIGS. 14 and 15, an alternative preferred
stabilizer guide wheel and suspension system 511 is disclosed. This
guide wheel and suspension system 511 includes planar top surface
512, longitudinal beam 514, stabilizer guide rail 518, vehicle
running paths 520, vertical web 522, head 524, stabilizer guide
tracks 526, floor surface 528 inside vehicle 530, vehicle body 532,
vehicle floor frame 534, ring-shaped turntable 536 positioned under
floor frame, sliding bearing surface 538 between turntable 536 and
bearing, bogie 540, bogie frame 544, vehicle body vertical
suspension pocket 546, motor 548 in wheel hub, caliper brake 549,
gear box 550 in wheel hub, or motor 551 positioned at a right angle
to axle, drive wheels 552, gear 553 positioned at a right angle to
axle, stabilizer guide wheels 554, adjustable lever arm linkage 556
for guide wheel support assembly, fixed guide wheel sliding pocket
frame 558 attached to bogie frame, fixed support bracket 559 for
lever assembly welded to bogie frame to prevent wheel derailment,
adjustable air pressure spring cushions 560 positioned between
linkage 556 and bracket 559, bolt assembly 561, sliding piston with
pocket frame 562, adjustable attachment 563 of guide wheel to lever
arm, built-in suspension dampening device 564 positioned between
lever arm and guide wheel hub, vacuum or low air pressure
compartment 565 positioned at the end of pocket frame, bogie frame
pivot ring 566, bogie frame support cross-brace 567 for pivot ring
loading, floor frame ring support 568, sliding pivot ball bearing
ring 569 positioned between bogie frame pivot and floor frame of
vehicle, vertical sliding area 570 positioned between floor frame
and bogie frame, and circular end sections 572 of bogie frame and
cross-brace.
[0160] In particular, as best shown in FIGS. 14 and 15, the
suspension 511 includes a tube type assembly 558 fixed to the front
and read end frames of the wheel bogie 544 between two end brackets
559 that are welded to the bogie frame 544. Two stabilizer guide
wheels 554 with a sliding piston pocket frame 562 are forced
against the stabilizer guide tracks 526 by respective lever arms
556 that have remote pressure controlled air pads 560 acting
between the lever arms 556 and the fixed brackets 559.
[0161] The stabilizer guide wheel 554 includes the built-in
suspension dampening device 564 between the lever arm 556 and the
axle attachment 563. The wheel bogie unit 540 with a built in
axle-free motor 548 and gear box with brake 550, as shown in FIGS.
23 and 24, are partially built into the drive wheel 552 hub and
rotate independently horizontally about a ball bearing ring 566
attached to the longitudinal cross-brace 567 of the bogie frame
544. The rotation of the wheel bogie 540 takes place within a small
circular turntable 556 fixed to the floor 534 of the vehicle
530.
[0162] With the above configuration, all lateral forces such as
those arising during windy conditions, acceleration and braking of
the vehicle, and centrifugal forces acting on the vehicle are
transferred through the floor 534 to the turntable 569 and then to
the bogie frame pivot ring 566. These forces are thereby resisted
by guide wheel assembly 511 with the guide wheels 554 acting
against the stabilizer 518. Similarly, vertical forces acting on
the vehicle 530 are transferred through the bogie perimeter
turntable ring 536, then through the sliding bearing surface 538 to
the pocket suspension 546 built into the bogie frame 544 as shown
in, and described with respect to, FIGS. 22-25.
[0163] Referring now to FIGS. 16-18, alternative circular wheel
bogies with a perimeter ball bearing turntable are disclosed. These
embodiments include a stabilizer guide wheel assembly 6200, lever
arm 6201 for guide wheel assembly, piston 6202 for guide wheel
assembly, controlled air pressure pocket 6204 in piston 6202, link
6206 between piston 6202 and lever arm 6201, internal guide wheel
vibration dampening device 6208, tube compartment 6210 for rubber
vibration damper, ball bearing 6211, stiffener bracket 6212 for
ball bearing turntable, axle bolt attachment 6214 for guide wheel,
irregular shaped bolt 6217 attached inside to vibration material,
wheel bogie frame 6218, and slot 6220 for axle bolt and guide wheel
adjustment.
[0164] Specifically, an open circular wheel bogie frame 6218
without a center cross-brace is disclosed in FIGS. 16 and 17.
Referring specifically to FIG. 16, the stabilizer guide wheel
assembly 6200 includes a piston 6202 with controlled air pressure
6204 inside thereof. The air pressure 6204 is created within
chamber partially defined by the front and read end circular shaped
bogie frame portion 6203 as shown. A lever arm 6201 extends from a
hinge 6206 at the end of the piston 6202 through a tube compartment
6210 to the guide wheel attachment 6214. The tube compartment 6210
has a resilient, such as rubber or similar material, vibration
damper 6208 built into a tubular shaped compartment 6208 that is
fixed to the bogie frame below. As the controlled air pressure 6204
within piston 6200 expends, the lever arm 6210 will rotate and
twist the rubber assembly 6216 about the pivot bolt 6217 forcing
increased pressure on the guide wheel 654 against the stabilizer
guide tracks 626 of the stabilizer guide rail 618.
[0165] Referring now to FIG. 17, the bogie frame 6218 includes a
circular bogie frame portion 6203 and the piston 6202 with
controlled air pressure 6204 within the piston assembly 6200, and
the rubber vibration damper compartment 6210. The guide wheel can
easily be removed with the open slot 6220 (FIG. 16) for the axle
bolt attachment 6214.
[0166] The guide wheel assembly 6200 is quite simple and requires
little space and adaptation since it is partly built into the
circular wheel bogie portion 6203. Moreover, since the unique lever
arm mechanism and suspension is locked into the bogie frame 6203,
the likelihood of inadvertent derailment of the stabilizer guide
wheel 654 is greatly reduced.
[0167] Referring now to FIG. 18, a circular wheel bogie including a
bogie frame 6218 having two circular front and rear end sections
6203 and no interior cross brace is disclosed. Specifically, during
acceleration and braking of the vehicle, the forces acting on the
drive wheels 652 and the wheel bogie 6218 are transferred through a
perimeter circular ball bearing frame 6212 (FIG. 17) attached to
the floor frame 634 of the vehicle 630, as shown in FIGS. 16 and
17. The wheel bogie 6218 rotates within the ball bearing perimeter
ring 6212 (FIG. 17), which transfers horizontal wind and lateral
centrifugal forces into the floor frame 634 of the vehicle 630. The
vertical forces from the vehicle 630 are transferred through the
four rectangular bearing and suspension pocket devices 6120 in the
bogie frame 6218. The Motor-Gear-Brake assembly 648, 650, 649,
respectively, is axle free, and partially built into the drive
wheel hub 652 as shown in FIGS. 23 and 24.
[0168] Referring now to FIG. 19, a circular wheel bogie including a
bogie frame 745 having a cross-brace 767 between two circular end
sections 772 with a pivot ring 766 in the middle thereof is
disclosed. The pivot ring 766 works much like the pivot bolt
disclosed in U.S. pat. app. Ser. No. 08/646,198. However, forces
are distributed over a larger ring area. Accordingly, the wheel
bogie is provided with greater stability.
[0169] The pivot ring 766 transfers horizontal forces, such as
those arising during windy conditions or lateral acceleration of
the vehicle, through a circular perimeter ball bearing frame 769
outside the pivot ring that is part of the floor frame 734 of the
vehicle 730. The vertical forces form the vehicle 730 are
transferred though the four bearing and suspension pockets 7120.
The motor 751 is supported by the wheel bogie 745 with a right
angle gear-pinion 753 arrangement.
[0170] Referring now to FIG. 20 a drive system 802 for mechanically
coupling two drive wheels 804 to one motor 806 is disclosed. In
particular, the drive system includes a straight bevel-gear unit
808 and a spur-gear unit 810 defining a differential. The gear
units 808 and 810 are interconnected by a low-lying high-speed
cross link shaft 812.
[0171] The present design allows for a low floor height across the
full length of the passenger compartment. Moreover, the low-lying
cross link shaft permits a torsionally rigid connection the wheels
in order to maintain sinusoidal motion during straight away
operation. The use of the differential results in less; stain on
the transmission when cornering, less wear on the tires, and less
noise.
[0172] Referring now to FIGS. 21 and 22 a monorail vehicle air
cushion suspension and vehicle automatic leveling device 9120 is
disclosed. The suspension and leveling device 9120 includes a
vehicle bearing support piece 9121, vertical sides 9122 of the
bearing support, control pressure valve 9124, air cushion
suspension pads 9125, vertical side 9126 of recessed pocket in the
bogie frame, cushioning layers 9127 between air pads, turntable
ring 9130 attached below the vehicle floor frame, vehicle bogie
frame exterior surface 9131, and vehicle bogie frame interior
surface 9132.
[0173] In particular, the drive wheel tires 952 are the primary
vertical suspension of the monorail vehicle. The vertical secondary
suspension consists of four rectangular air suspension devices 9120
recessed into a pocket 946 in the bogie frame 940. Each air
suspension device, which may consist of one or several air cushion
pads 9125, has a bearing support piece 9121 on top that is
partially recessed into the bogie frame 9131. The bearing support
is shaped so it can slightly deflect vertically 9122 into the bogie
frame 940, but not substantially horizontally.
[0174] The bearing support 9121, which has a sliding surface 938 on
top, transfers the weight of the vehicle through the turntable ring
936 attached to the vehicle floor frame 934 to the air cushion pads
below 9125. The air cushion pads 9125 are connected to an automatic
air pressure control valve 9124 that keeps the bearing support 9121
at the same level.
[0175] The sliding bearing support surface 938 is made of a hard
surface material having a low sliding friction coefficient, such as
Teflon or graphite. When the vehicle travels through the curved
section of the guide way, the wheel bogie 940 rotates relative to
the car body 930. This rotation takes place between the sliding
bearing support surface 938 and the turntable ring 936. The air
cushion suspension operates through the curved section and during
the straight sections.
[0176] Special cushioning materials for dampening vertical impacts
on the vehicle, are built into the three horizontal layers 9127 of
the air spring pads. The number of pads, hardness and dampening
characteristics of these layers vary with the vehicle size and the
anticipated vertical loading.
[0177] The vehicle's secondary vibration has two functions. First,
it works as a secondary vibration and dampening suspension device
to resist impact and other types of loading on the vehicle during
acceleration and different speeds. Second, it serves as an
automatic leveling device, so the floor level inside the vehicle is
kept at the same elevation at all times, independent of the number
of passenger in the vehicle. For example, when the vehicle is
heavily loaded with passengers, the automatic controlled air
pressure valve 9124 will increase the pressure in the suspension
air pads 9125. Likewise, when there are few or no passengers in the
vehicle, the automatic air pressure valve will reduce the air
pressure in the suspension pads. Thus, the vehicle floor surface at
passenger loading and unloading facilities will expedite passengers
more efficiently through the doors, and accommodate disabled wheel
chair passengers by allowing them to roll the chair on or off the
vehicle without floor elevation differences, since the vehicle
floor and loading ramp will be at the same level all the time.
[0178] Referring now to FIGS. 23 and 24, a pre-manufactured,
compact, axle free, Motor-Gear-Brake ("MGB") assembly built into
the wheel hub of the traction drive wheel for the monorail system
is disclosed. This configuration includes planar top surface 1002,
longitudinal beam 1004, top stabilizer guide rail 1006, vehicle
running paths 1008, vertical web 1010, uplift wheel running paths
1012, stabilizer wheel guide tracks 1014, stabilizer wheels 1016,
uplift wheels 1018, drive wheel tire 1020, current collectors 1022,
control conduits 1024, centerline 1026, of monorail, guide way and
guide rail, bogie frame 1028, anchor bolts 1030 positioned between
gearbox and disk brake, motor 1032, planetary gear box 1034, disk
brake 1036, disk brake caliper 1038, drive wheel hub 1040, wheel
hub stud bolts 1042, low floor 1044 in vehicle, seating level 1046
above tires, and drive wheel flange 1048.
[0179] In particular, referring to FIG. 23, the motor, planetary
gearbox and caliper disk brake are all a compact unit built along
the center line of the wheel hub and partly inside the hub. The MGB
unit is supported by the bogie frame and the wheel flange, and no
axle is needed for the drive wheel.
[0180] In one possible preferred embodiment, a standard 19.5 inch
wheel flange of steel or aluminum is used. The MGB can be
manufactured and shipped as one unit, and can be mounted directly
into the unmounted bogie frame shown in FIG. 24. As a result, the
bogie will be light weight, less costly and less complex than known
alternatives.
[0181] FIG. 23 shows the caliper disk in two possible locations
with respect to the bogie frame, wheel flange, and gear box. For
the left drive wheel, the disk brake is located between the bogie
frame and the wheel flange. For the right drive wheel, the brake is
mounted to the end of the planetary gear box. Input or dynamic
brakes can also be built into the compact gear box unit. One known
manufacturer of dynamic brakes is Fairfield in LaFayefte, Ind.,
U.S.A.
[0182] The MGB assembly allows for large rotation about the pivot
point of the wheel bogie when the vehicle travels through sharp
curves.
[0183] H. Position of Current Collectors
[0184] Referring now to FIGS. 25 and 26, alternative locations for
possible positioning of the insulated power conduits 76 and control
conduits 90 are disclosed. In particular, in FIG. 26, the power
conduits 76 are positioned on top of the head 24 and the control
conduits 90 are mounted on the lower flange 77 of the stabilizer
guide rail as shown. Alternatively, as shown in FIG. 27, the power
conduits 76 may be positioned on the lower flange 77 and the
control conduits 90 may be positioned on top of the head. Of
course, any combination of these conduit position's and the conduit
positions noted in U.S. Pat. 5,845,581 may be used as needed.
[0185] I. Vehicle Construction and Designs
[0186] Referring now to FIGS. 27A-31B, alternative vehicle shapes,
designs and construction methods are disclosed. In particular, each
vehicle car may include a nose section 1102, a middle car section
1104, a vehicle doorway 1106, back-to-back seats 1108, and either a
low floor 1110 or a high floor 1112. If desired, a plurality of
cars may be secured to form a train of cars having a front car 1114
and a rear car 1116.
[0187] Referring now to FIGS. 27A and 27B, each vehicle car can be
manufactured with prefabricated components including two nose
sections 1102 secured to a central middle car section 1104. This
vehicle features a low floor 1110, wherein the drive wheels extend
above the vehicle floor in selected locations, and the remaining
floor is below the top of the drive wheels. The areas where the
tires protrude above the floor are covered with seats as shown.
However, there is unobstructed floor space with passage on both
sides of the tires, so passengers are free to walk from one end to
the other end of the vehicle. The vehicle is preferably constructed
with aircraft aluminum.
[0188] Referring now to FIGS. 28A, 28B, and 29B, a plurality of
cars forming a train are disclosed. In particular, front car 1114
includes a nose section 1102 secured to a central middle car
section 1104. Rear car 1116 includes a nose section 1102 secured to
a central middle car section 1104. All middle cars include only a
middle car section 1104, and the area between adjacent cars is
open, permitting passengers to walk freely between them.
[0189] As best shown in FIGS. 28A, 28B, 29A, 29B, and 30, each car
includes a high floor 1118, wherein the entire floor is positioned
above the top of the drive wheels providing unobstructed floor
space from end-to-end of the vehicle or a train of several vehicles
coupled together. Each car is preferably constructed with aircraft
aluminum.
[0190] A plurality of middle cars may be installed as needed to
accommodate passenger demand. Similarly, train sizes (i.e. the
length of the middle sections) may be adjusted to accommodate a
desired passenger load.
[0191] Referring now to FIGS. 29A and 29B, the basic vehicle
configuration as that shown in FIGS. 28A and B, respectively, is
disclosed. However, the vehicle body is preferably constructed with
composite materials.
[0192] A low profile Personal Rapid Transit (PRT) is disclosed in
FIGS. 31A and 31B. This vehicle is sized and shaped to accommodate
a small group of passengers, such as six passenger and one
wheelchair. The overall height of the vehicle is less than the
height of a typical passenger. A central sliding or overhead
doorway on each side of the vehicle, and which extends across half
of the cross-sectional area of the vehicle, allows passengers to
stand-up when entering or exiting the vehicle.
[0193] In light of the wide variety or shapes and designs for the
vehicle, all of which will operate on the guide way system of the
present invention, the size and shape of vehicles running on the
system may be modified throughout the day or season in response to
passenger demand. Moreover, each car can be adapted to operate
fully automatically without a driver. For example, automatic
electronic control signals can be transmitted to each vehicle
through inductive conduits mounted along the stabilizer guide rail,
on top of the runway, or inside the beam way.
[0194] J. Improved Safety Features
[0195] Referring now to FIG. 32, an emergency guide wheel
arrangement is disclosed. In particular, a safety guide wheel frame
1202 nearly encircles the head 1224. Emergency guide wheels 1255
(here guide wheels 1255a-b shown) are rotatably mounted to the
frame 1202 such that they engage the guide tracks 1226 of the head
1224 in the event of failure of any inflated tire in the vehicle.
Additional emergency guide wheels 1255 (here guide wheels 1255c-d
shown) are also rotatable mounted to the frame 1202 such that they
engage the upper side of head 1224. The emergency guide wheels 1255
may be constructed of solid rubber, urethane, or other suitable,
non-inflated, material.
[0196] In the event of a failure in any inflated rubber tires in
the monorail system, such as in the drive wheels or stabilizer
guide wheels, the emergency guide wheel arrangement, with its
safety wheel frame 1202 enveloping the guide rail allows the
emergency guide wheels 1255 to engage the guide rail, thereby
reducing the likelihood of vehicle derailment. The frame 1202 may
be attached to the bogie or the floor frame of the vehicle.
[0197] Referring to FIGS. 33A-33D, pneumatic tires such as those
used as drive wheels and guide wheels can be adapted to include
internal central support structures that maintain integrity of the
tire in the event of inadvertent lose of pneumatic tire pressure.
One known manufacturer of such tires is Hutchinson Industries Inc.
of Trenton, N.J., which markets such tires under the trademark
"RUN-FLAT."
[0198] K. Improved Switching
[0199] Improved switching devices are disclosed in FIGS. 34-39.
Referring specifically to FIGS. 34-38, a vehicle switch assembly is
disclosed including a vehicle running path 13300, a stabilizer
guide rail 13301, a lever arm assembly 13302, an on-line guide way
13303, an off-line guide way 13304, a side beam guide way 13305, a
side beam or slab 13306, a contact side beam wheel 13308, a side
rail wheel 13309, a wheel bogie frame 13310, a protected casing
13311 for the lever arm assembly 13302, a vehicle floor frame
13312, a vehicle 13313, a fixed pivot point 13314, an expandable
piston 13315, and a widened entrance portion 13316 of the side beam
guide rail 13305.
[0200] In particular and referring specifically to FIGS. 34-36, the
improved vehicle switch assembly 13302, which is automatically
controlled and operated on-board the vehicle or from a central
vehicle control center is shown. The on-board switching involves
removing a short length of the longitudinal stabilizer rail 13301
on the top of the runway 13300, where the vehicle is dispatched
from one on-line guide way 13303 to another off-line guide way
13304. This section of the guide way has a smooth unobstructed
surface area 13300 where the wheel bogie with the two guide wheels
can be guided onto another guide way without any surface
interference. The steering of the vehicle is accomplished by adding
a side beam guide rail 13305 that is mounted to the outside of the
beam way 13306 or a running slab at surface.
[0201] A lever arm assembly 13302 is in a protected casing 13311
that is confined within or below the floor frame 13312 of the
vehicle 13313 when not activated. When activated to switch the
vehicle from one guide way 13303 to another 13304, the lever arm
assembly 13302 is pivoted about a fixed point 13314, by means of a
piston 13315 that expands and forces the lever arm 13302 to rotate
about the pivot point 13314 approximately 90 degrees. In this
position, the wheel 13306 makes contact with the outside of the
beam way or slab, and guides the rail wheel 13309 into the widened
entrance 13316 of the guide rail 13305. With the stabilizer rail
13301 removed, the vehicle now is guided along the surface from
guide way 13303 to guide way 13304 by the vehicle switching
assembly 13302.
[0202] When the wheel bogie has passed though the intersection of
the two guide ways on-line guide way 13303, and off-line guide way
13304, the normal stabilizer grail 13301 appears and will take over
the guidance of the vehicle. At this point, the guide rail along
the side of the beam way 13305 is terminated, and the lever
assembly 13302 is deactivated and automatically rotated 90 degrees
back into the casing 13311 under the vehicle floor.
[0203] The on-board switching has a several application in the
present monorail system. For example, in the maintenance yard,
vehicles can be guided form one guide way into a number of service
and docking bays by use of the on-board switch. When applying an
off-line station as shown in FIG. 38, a train of vehicles can be
loaded on an off-line guide way while another train remains able to
pass by on an online guide way. Another application permits
cross-switching vehicles at the same level from one main guide way
to anther and vice-versa.
[0204] The despatch area for the on-board switching is a rather
short distance of approximately the length of the vehicle. For
extra security against, for example, extreme side winds on the
vehicle, the dispatch area can be protected and enclosed by, for
example, a transparent bubble shape enclosure.
[0205] Referring now to FIG. 39, an alternative vehicle rail switch
is disclosed. In particular, this switch includes crank motor 14340
as disclosed in U.S. pat. app. Ser. No. 08/646,198, runway surface
14400 for a first vehicle, stabilizer rail 14401 for the first
vehicle, rotational non-flexible switch 14402, length of switch
14404, intersection 14410, first vehicle 14413, guide way for first
vehicle 14414, intersection point 14415, locked position 14416 of
switch for first vehicle, central pivot point 14418 for switch,
angle 14420 of switch rotation, runway surface 14500 for second
vehicle, stabilizer rail 14501 for second vehicle, second vehicle
14513, guide way for second vehicle 14514, and locked position
14516 of switch for second vehicle.
[0206] In particular, the alternative switch in FIG. 39 provides a
short rotational non-flexible switch 14402 of a length 14404 that
allows a first vehicle 14413 and a second vehicle 14513 from two
separate monorail guide ways 14414 and 14514, at the same elevation
to cross each other at an intersection 14410. This is accomplished
by rotation a short segment of one of the stabilizer guide rails
14401 and 14501 about a central pivoting point 14418 on the top
surface of the level intersection area 14410.
[0207] As shown in FIG. 39, the first vehicle 14413 is guided along
the stabilizer 14401 through the intersection 14410 with the switch
14402 in position 14416, which is aligned with stabilizer 14401.
When the second vehicle 14513 approaches the intersection 14410,
the switch 14402 rotates counterclockwise about the pivot point
14418 at an angle 14420 and aligns the switch 14402 with the
stabilizer guide rail 14501 in the second locked position
14516.
[0208] The switch is rotated back and forth at an angle 14420
between the 2 positions 14416 and 14516 by means of a crank motor
14340, lever arm 14338, guide slot 14332 or similar device as
illustrated in U.S. pat. app. Ser. No. 08/646,198.
[0209] The switch is automatically operated from a central monorail
control station. Moreover, the switch may be readily modified to
include switching between three or more intersecting vehicle run
ways.
[0210] L. Prefabricated Dual Guide Way
[0211] In addition to the prefabricated guide ways support
structures disclosed in pending provisional U.S. pat. app. Ser. No.
60/081,337, FIGS. 9A-10B, an additional support structure is
disclosed in FIGS. 40A-B with like elements having like reference
numbers. This support structure features a pipe column serving as
the vertical column 61, and a t-shaped cantilever support serves as
the guide way support 71. As with all previously disclosed support
structures, this support structure can be prefabricated off-site in
portable light-weight components. Here the support structure
includes six components. These components may be easily transported
to the assembly site and quickly installed.
[0212] Having described and illustrated the principles of the
invention with reference to preferred embodiments thereof, it
should be apparent that these embodiments can be modified in
arrangement and detail without departing from the principles of the
invention. In view of the wide variety of embodiments to which the
principles of the invention can be applied, it should be apparent
that the detailed embodiments are illustrative only and should not
be taken as limiting the scope of the invention. Rather, the
claimed invention includes all such modifications as may come
within the scope of the following claims and equivalents
thereto.
[0213] Thus the monorail system of the present invention has great
flexibility in application. It can be used in a city environment
where speed is reduced due to short distances between numerous
stops or in rural areas where there are infrequent stops and speed
may be as high as 300 miles per hour using the Maglev Technology
embodiment. In addition, the small size of the monorail system of
the present invention enables locating the monorail in a wide
variety of urban and rural locations thereby reducing the physical
and aesthetic impact on the environment.
[0214] Those skilled in the art will realize that the monorail
system of the present invention will be one half to one third the
cost of conventional elevated transportation systems. The reasons
for the reduced cost are the small size of the components, reduced
quantity of construction materials, and components can be mass
produced in a factory and assembled in less time on site.
[0215] M. Semi-Maglev Monorail System
[0216] The monorail system of the present invention permits great
flexibility in areas of support, guidance, and propulsion. As
noted, support and guidance may be achieved through either a wheel
assembly or a full maglev system. Likewise, flexibility with
respect to propulsion permits use of an electromechanical, maglev,
or linear induction motor system, as manufactured by Power
Superconductors Application Corporation. Although these systems
standing alone provide an economical and relatively efficient
monorail system, greater benefits may be achieved by combining
systems that embrace both a wheel assembly and a maglev-style
system.
[0217] Referring to FIG. 41, the basic concept regarding the
semi-maglev monorail system is illustrated, wherein vehicle 30 is
partially supported by wheels 52 and a semi-maglev system, as
described below in detail. Like monorail systems of the prior
embodiments, a semi-maglev monorail system utilizes stabilizer
guide rail 18 that is attached to planar top surface 12. Stabilizer
guide rail 18 includes of head 24 supported by vertical web 22,
head 24 including of two upwardly and outwardly extending
stabilizer guide tracks 26. Vehicle 30 includes body 32 and bogie
40. Attached to bogie 40 are wheels 52 and portions of the
semi-maglev system. Wheels 52 of the present embodiment provide
support to vehicle 30. Also providing support, as well as guidance
and propulsion, is the semi-maglev system.
[0218] Depending upon the components used and their relative
configuration, the semi-maglev system may produce an attractive
force or a repulsive force between portions of the semi-maglev
system separated by gap 159. If an attractive force is produced,
the attractive force will be upwardly-directed with respect to
bogie 40, thereby reducing the load applied to wheels 52 by vehicle
30. In essence, the attractive force will act to transfer a portion
of the load on wheels 52 to stabilizer guide rail 18. Although a
repulsive force alone will add to the load on wheels 52, by
configuring an offset between portions of the semi-maglev system
separated by gap 159 in a manner known in the art, the repulsive
force can be directed in the upward direction, thereby reducing the
load on wheels 52.
[0219] The traditional electromechanical monorail propulsion system
has the benefit of high energy efficiency. Unlike a full maglev
system wherein vehicle 30 is fully levitated, the electromechanical
propulsion system requires no energy to levitate the vehicle.
However, the benefit of using a full maglev system lies in
increased speed capabilities. Factors that contribute to tire wear
include velocity, load weight, and duration of use. As such, high
velocities and loads tend to quickly wear tires, thereby placing a
practical limit on the maximum speed and maximum load of a monorail
system. A full maglev system is not limited by tire wear or maximum
tire velocities, thereby permitting greater velocities at the cost
of decreased efficiency due to levitation. Accordingly, the
traditional electromechanical monorail propulsion system has the
benefit of energy efficiency at the cost of limited velocity and
the full maglev system has the benefit of high velocities at the
cost of limited efficiency.
[0220] The semi-maglev monorail system, incorporating elements of
both systems, alleviates the velocity limitations of the
electromechanical monorail propulsion system while having an
efficiency that is approximately three times greater than that of
the full maglev system. Greater energy efficiency is achieved by
reducing the load on wheels 52, thereby reducing wear, and using
levitation in a manner that does not require full levitation of the
vehicle. In the preferred embodiment, vehicle 30 will be fully
supported by wheels 52 when vehicle 30 is at rest, thereby
obviating the energy requirements of levitation. For example, at
velocities between zero and 25 miles per hour, wheels 52 continue
to support the entire weight of vehicle 30. As velocity increases
further, to between 25 and 140 miles per hour, the maglev system
reduces the load on wheels 52 such that the maglev system supports
80 percent of vehicle weight. At higher velocities, preferably
beyond 200 miles per hour, the maglev system fully supports vehicle
30. Overall, the semi-maglev monorail system is capable of
achieving speeds in excess of 150 miles per hour. Velocities and
accelerations that may be achieved using the present system are
depicted in FIG. 51.
[0221] In addition to improved efficiency during operation, the
semi-maglev system has further benefits. The overall cost of the
full maglev system is approximately five times that of the
semi-maglev system. Additionally, the guide ways for a full maglev
system are twice the width of the guide ways utilized in the
present invention, thereby reducing the environmental impact of a
monorail system. By utilizing wheels, further benefits are gained
over the full maglev concept. If a power failure should occur at
high speeds, wheels 30 will support the weight of vehicle 30 and
safely permit deceleration. Wheels 30 may also be used for
complicated controls such as braking, acceleration, deceleration,
and precision stopping at loading platforms. Emergency propulsion
may also be provided by an electromagnetic motor located in wheels
30.
[0222] Use of pneumatic tires leads to the possibility that a
reduction in pneumatic pressure may hinder operation of vehicle 30.
To counter such an occurrence, a control system that regulates the
distance across gap 159 may be utilized to reduce further loading
of a tire should this possibility occur. In addition, the run-flat
technology discussed above will permit continued operation of
vehicle 30 until maintenance is practical.
[0223] FIG. 42 illustrates a semi-maglev system utilizing an
electromagnetic system for support and guidance and two maglev
linear induction motors for support and propulsion. In this
embodiment, the electromagnetic system includes a pair of
electromagnets 155 that are attached to bogie 40 so as to be on
opposite sides of stabilizer guide rail 18. Electromagnets 155
interact with stabilizer guide tracks 26, preferably comprised of
an iron core with an aluminum coating, so as to provide support and
guidance to vehicle 30. Maglev linear induction motor 271 interacts
with stabilizer guide tracks 26 so as to provide propulsion to
vehicle 30.
[0224] The semi-maglev system of FIG. 43 utilizes an
electromagnetic system for support and guidance and a single maglev
linear induction motor 271 for propulsion. The electromagnetic
system includes a pair of electromagnets 155 that are attached to
bogie 40 so as to be on opposite sides of stabilizer guide rail 18.
Electromagnets 155 interact with stabilizer guide tracks 26, also
comprised of an iron core with an aluminum coating, so as to
provide support and guidance to vehicle 30. Maglev linear induction
motor 271 is attached to vehicle 30 so as to be adjacent to
vertical web 22. The interaction between linear induction motor 271
and vertical web 22 is horizontally directed so that maglev linear
induction motor 271 of this embodiment provides propulsion, not
support.
[0225] The electromagnetic system illustrated in FIGS. 42 and 43
produces an attractive force across gap 159. The attractive force
is regulated by an electronic control system that maintains gap 159
at approximately 10 millimeters. Although air typically fills gap
159 other substances may be used that provide a low-friction
contact surface, such substances including Kamantec, Teflon, or any
suitable lubricant.
[0226] As an alternative to electromagnetic systems that require a
maglev linear induction motor for propulsion, an electrodynamic
system utilizing electromagnets in conjunction with null-flux coils
may be utilized. Referring to FIG. 44, a pair of electromagnets 155
are disposed adjacent to stabilizer guide tracks 26. Embedded
within stabilizer guide tracks 26 are a plurality of null-flux
coils 157 that interact with electromagnets 155 so as to provide
support, guidance, and propulsion to vehicle 30. Gap 159 separates
electromagnets 155 and null-flux coils 157 and typically has a
width of two to three inches with an electrodynamic system. FIG. 45
shows an alternate embodiment of the electrodynamic system, wherein
electromagnets 155 are angled to coincide with the configuration of
stabilizer guide rail 18. In addition to the null-flux coils
located in stabilizer guide tracks 26, additional null-flux coils
157 are embedded within vertical web 22.
[0227] The configuration, including preferred dimensions, of a
single null-flux coil 157 is depicted in FIGS. 46 and 47, wherein
null-flux coil 157 has a general figure eight shape. A plurality of
null-flux coils 157 must be embedded within stabilizer guide rail
18 along the entire length of the monorail system, as shown in FIG.
48. In order to produce the magnetic and electric fields necessary
for support, guidance, and propulsion, an electric current passes
through each null-flux coil 157. In order to utilize an
electrodynamic system, stabilizer guide rail 18 must be formed of a
non-conducting material such as concrete or a polymer.
[0228] Unlike the attractive force of electromagnetic systems, an
electrodynamic system produces a repulsive force. Through proper
alignment of electromagnets 155 and null-flux coils 157, as is
known in the art, the repulsive force may be directed upward,
thereby decreasing the load on wheels 52.
[0229] As illustrated in FIG. 49, stabilizer guide tracks 26 may
extend horizontally rather than upward and outward. In this
embodiment of the semi-maglev system, two electromagnets are
located on opposite sides of vertical web 22 and beneath
horizontally extending stabilizer guide tracks 26. The support and
guidance components of the attractive force produced by the
electromagnetic system are directed toward differing portions of
stabilizer guide rail 18. The attractive force directed toward
stabilizer guide tracks 26, being in the vertical direction,
supports vehicle 30. Similarly, the horizontal attractive force
directed toward vertical web 22 serves to guide vehicle 30 along
stabilizer guide rail 18. As with the prior embodiments utilizing
an electromagnet system, maglev linear induction motor 271 is
required for purposes of propulsion.
[0230] FIG. 50 shows curved repulsive traveling maglev linear
induction motor 159 installed in vehicle 30 that interacts with
stationary coils 157 in head 24 and provides combined guidance,
propulsion, and partial or full levitation. As an alternate
embodiment, curved repulsive traveling maglev linear induction
motor 159 may be replaced with super conducting magnetic coils
that, through repulsive interaction between the coils, provide
guidance, propulsion, and partial or full levitation.
[0231] The invention may be embodied in other specific forms
without departing from the spirit or central characteristics
thereof. The present embodiments are therefore to be considered in
all respects to be illustrative and not restrictive, the scope of
the present invention to be indicated by the appended claims rather
than by the foregoing description, and all changes which come
within the meaning and range of equivalency of the claims are
therefore to be embraced therein.
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