U.S. patent application number 09/539538 was filed with the patent office on 2001-11-15 for elevated cableway system.
This patent application is currently assigned to BRACEWELL & PATTERSON, L.L.P.. Invention is credited to Aasheim, Per, Pugin, Andre O., Wettstein, Hans.
Application Number | 20010039900 09/539538 |
Document ID | / |
Family ID | 46257020 |
Filed Date | 2001-11-15 |
United States Patent
Application |
20010039900 |
Kind Code |
A1 |
Pugin, Andre O. ; et
al. |
November 15, 2001 |
Elevated cableway system
Abstract
An improved cableway system for providing a track over which a
vehicle traverses is disclosed. The improved system includes a
catenary cable system and a pair of track cable systems. The track
cable systems are hung from the catenary cable system and support
tracks over which a vehicle traverses. A plurality of hangers is
employed to suspend the track cable systems from the catenary cable
system. A plurality of pylons support the catenary and track cable
systems. A pylon includes a base pylon, a lower saddle, and an
upper saddle. The lower saddle is pivotally mounted to the base
pylon and supports the track cable systems. Preferred embodiments
of the lower saddle include apparatuses that dampen the application
of loads to the pylon by the vehicle traversing the system. The
upper saddle is supported by the base pylon and supports the
catenary cable system while providing for deflection of the
catenary cable system in response to forces applied to the cableway
system. A preferred embodiment of the cableway system includes a
force equalizing assembly for joining the catenary cable system to
the track cable system at points between support pylons to equalize
the tension in the cables among the various cables.
Inventors: |
Pugin, Andre O.; (Corseaux,
CH) ; Wettstein, Hans; (Fislisbach, CH) ;
Aasheim, Per; (Vevey, CH) |
Correspondence
Address: |
ALBERTO Q . AMATONG , JR .
FULBRIGHT & JAWORSKI L . L . P .
1301 McKINNEY
SUITE 5100
HOUSTON,
TX
77010-3095
US
|
Assignee: |
BRACEWELL & PATTERSON,
L.L.P.
|
Family ID: |
46257020 |
Appl. No.: |
09/539538 |
Filed: |
March 31, 2000 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
09539538 |
Mar 31, 2000 |
|
|
|
09028440 |
Feb 24, 1998 |
|
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Current U.S.
Class: |
104/123 |
Current CPC
Class: |
E01B 25/16 20130101;
B61B 3/02 20130101; B61B 7/06 20130101 |
Class at
Publication: |
104/123 |
International
Class: |
B61B 012/00 |
Claims
What is claimed is:
1. A force equalizing assembly for joining a catenary cable system
to a pair of track cable systems at points between support pylons
in an elevated cableway system to equalize the tension between the
catenary cable system and the track cable systems, comprising a
system of cable encasing members for frictionally engaging cables
of the catenary cable system and the track cable systems about
their respective circumferences and for distributing the forces
applied by the catenary cable system and the track cable systems
among the catenary cable system cables and the track cable systems
cables.
2. The force equalizing assembly of claim 1 wherein said system of
cable encasing members comprises: a force equalization plate having
at least three parallel channels formed along the length of a
surface thereof for accepting the catenary cable system in the
center channels and said track cable systems in the outer channels,
the channels being shaped to approximate half of the respective
cable circumferences except that the ends of the channels are
flared outwardly, a clamping plate having at least three parallel
channels formed along the length of a first surface thereof for
accepting the catenary cable system in the center channels and said
track cable systems in the outer channels, the channels being
shaped to approximate the other half of the respective cable
circumferences except that the ends of the channels are flared
outwardly, the channeled clamping plate having a second surface
opposite the first surface that is adapted for engagement by the
wheels of the cable car, the second surface being elevated opposite
the center channels to accommodate stresses imposed by the clamped
cable assembly, and the channeled surfaces of the force
equalization plate and the clamping plate being complementary such
that the plates are adaptable for bolting together through
respective bores therein for frictionally locking the catenary and
track cable systems within the respective channels to equalize the
forces in said respective catenary and track cable systems, the
respective flared ends of the channels in the assembled plates
forming a frusto-conical cavity in each end of the assembly about
each of said respective catenary and track cable systems for
reducing wear on the cables by the ends of the plates.
3. The force equalizing assembly of claim 2 wherein said system of
cable encasing members includes a plurality of bolts passing
through a respective plurality of complementary bores in the force
equalizing plate and the clamping plate and clamping the plates
together.
4. The force equalizing assembly of claim 2 wherein the force
equalization plate and the clamping plate each have six parallel
channels formed along the length of the respective surfaces thereof
for frictionally locking two catenary cables in the center two
respective channels and four track cables in the outer four
respective channels when the plates are assembled.
5. The force equalizing assembly of claim 4 wherein the surface of
the clamping plate opposite the channeled surface is elevated
opposite the center two channels to accommodate stresses imposed by
the clamped cable assembly.
6. The force equalizing assembly of claim 1 wherein said assembly
of cable encasing members comprises a plurality of spelter
sockets.
7. The force equalizing assembly of claim 1 wherein said assembly
of cable encasing members includes a frame with cable connections
for cables connecting from angles acute to the longitudinal axis of
the frame and for cables connecting parallel with the longitudinal
axis of the frame for therethrough distributing forces among a
catenary cable system and a pair of track cable systems.
8. The force equalizing assembly of claim 6 wherein said assembly
of cable encasing members includes a frame with cable connections
for cables connecting from angles acute to the longitudinal axis of
the frame and for cables connecting parallel with the longitudinal
axis of the frame for therethrough distributing forces among a
catenary cable system and a pair of track cable systems.
9. The force equalizing assembly of claim 7 wherein said frame
comprises: a base frame including an elongated plate with U-shaped
ends for connecting the catenary cable system cables to each end, a
plurality of askew connection plates attached to vertical faces of
the elongated plate of said base frame at acute angles to the
longitudinal axis of said base frame for connecting the track cable
systems cables, and a plurality of cross members extending from the
faces of the elongated plate of said base frame on opposite faces
of the elongated plate for carrying wheel support rails at outer
ends of said cross members.
10. The force equalizing assembly of claim 9 wherein said frame
further comprises a plurality of bracing bars extending
perpendicularly from said cross members and between said cross
members for laterally supporting said cross members.
11. The force equalizing assembly of claim 9 wherein the respective
U-shaped ends of said base frame include legs upon which the cable
connection are made up, the legs having different lengths to
provide clearance between the connections of each of the cables of
the catenary cable system to the legs.
12. The force equalizing assembly of claim 9 wherein each leg of
the U-shaped ends of said base frame has a hole to accept a pin of
a connection that is connected to a cable of the catenary cable
system.
13. The force equalizing assembly of claim 11 wherein each leg of
the U-shaped ends of said base frame has a hole to accept a pin of
a connection that is connected to a cable of the catenary cable
system.
14. The force equalizing assembly of claim 9 wherein each askew
connection plate has a hole to accept a pin of a connection that is
connected to a cable of the track cables systems.
15. The force equalizing assembly of claim 9 wherein each said
cross member supports a spacer plate at its end between said cross
member and said wheel support rails to elevate said wheel support
rails.
16. The force equalizing assembly of claim 9 wherein said wheel
support rails are connected atop said frame for supporting a wheel
of a vehicle traversing the elevated cableway system.
17. The force equalizing assembly of claim 16 wherein said wheel
support rails have channels cut in their bottom sides to allow
passage of the cables of the track cable systems through the sides
of the wheel support rails.
18. The force equalizing assembly of claim 1 wherein said system of
cable encasing members comprises: a catenary cable system clamp
that grasps the catenary cable system, and a plurality of track
cable system clamps that grasp the pair of track cable systems and
are yieldably attached to the catenary cable system clamp, the top
surface of said plurality of track cable system clamps being
adapted for engagement by the wheels of a vehicle traversing the
elevated cableway system.
19. The force equalizing assembly of claim 18, said catenary cable
system clamp further comprising an extension member clamp slidably
guiding the catenary cable system into said catenary cable system
clamp to lessen wear on the catenary cable system due to bending of
the catenary cable system at the connection to the catenary cable
system clamp.
20. The force equalizing assembly of claim 19 wherein said
extension member guide comprises: a pair of opposing members
extending outwardly from each longitudinal end of the assembly body
for fitting around the catenary cable system, and a plurality of
linings fitting between the pair of opposing members and the
catenary cable system and providing for clamping friction
therebetween while reducing wear therebetween.
21. The force equalizing assembly of claim 18 wherein said
plurality of track cable system clamps comprises: a plurality of
cross extensions attached to the catenary cable system clamp, and a
plurality of springs attached between said cross extensions and
said track cable system clamps for providing a yieldable attachment
therebetween.
22. The force equalizing assembly of claim 21 wherein the spring
constants of said springs are varied, with the springs attached
between said cross extension and said track cable system clamps
nearest to the middle of the plurality of track cable system clamps
deflecting less under a given load than do the springs farther away
from the middle of the group, thereby more equally distributing the
loads carried through and clamping pressures exerted by said track
cable system clamps, allowing said track cable system clamps that
are farther from the middle of the group to deflect, whereby the
clamps near the middle of the group will have greater load
transferred to them.
Description
[0001] This application is a continuation-in-part of application
Ser. No. 08/510,479, filed Aug. 2, 1995.
BACKGROUND OF THE INVENTION
[0002] 1. Field of the Invention
[0003] This invention pertains to elevated cableway systems used in
mass transit systems and the like, and, more particularly, to an
improved cableway for such systems.
[0004] 2. Description of the Prior Art
[0005] Many types of elevated cableway systems have been used in or
proposed for mass transit systems. One such system is disclosed and
claimed in U.S. Pat. No. 4,069,765 issued Jan. 24, 1978 to Gerhard
Muller. This system is neither a suspension, or cable stayed bridge
nor an aerial tramway. Consequently, not all standard design
criteria are necessarily applicable to the system in the Muller
'765 patent.
[0006] Thus the Muller '765 patent discloses a non-standard
approach and FIGS. 1-5 of the present application correspond to
FIGS. 3-7 of the Muller '765 patent. FIG. 1 illustrates in gross an
elevated cableway system 10 in which vehicle 12 travels along track
cable systems 14 suspended from catenary, or support cable 16. As
shown in FIGS. 2-3 and 5, track cable systems 14 comprises
locked-coil steel cables 14a-d and catenary cable system 16
comprises locked-coil steel cables 16a-b. Returning to FIG. 1, a
plurality of pylons 18 elevate and support track cable systems 14
and catenary cable system 16 between the termini 20 of system 10.
Track cable systems 14 and catenary cable system 16 are preferably
anchored to ground 19 to sustain horizontal cable forces and
transmit them to ground 19.
[0007] One of Muller's basic approaches is illustrated in FIGS.
1-2. Stress loads associated with the "sag" in track cable systems
14 and catenary cable system 16 caused by the weight of vehicle 12
were a problem for cableway systems at the time Muller filed the
'765 patent application as shown in FIG. 1. Muller proposed, as
disclosed in the No. '765 patent, to address these problems by
pre-tensioning, or pre-stressing, track cable systems 14 so that
track cable systems 14 levelled under the weight of vehicle 12 as
shown in FIG. 1.
[0008] Part of Muller's proposed design included new cross-ties 15
and hangers, or spacers, 7 for suspending track cable systems 14
from catenary cable system 16. These cross-ties 15 and hangers 7,
which were new at the time, are illustrated in FIGS. 2-3. Through
this suspension system, track cable systems 14 were tensioned as
described above and, consequently, "bowed" upward when not weighted
by vehicle 12. This approach has worked well and is incorporated in
the present invention as set forth below.
[0009] Muller also proposed tying track cable systems 14 and
catenary cable system 16 together between pylons 18 at points 22 as
shown in FIG. 4. Muller tied the cables with force equalization
plate 24, in cooperation with clamping plate 26 and wedges 28.
Force equalization plate 24 also improved the distribution of load
stresses in the cableway system and, in combination with tensioning
track cable systems 14, substantially advanced the art.
[0010] Muller also adopted the pylon structure earlier disclosed in
U.S. Pat. No. 3,753,406. As set forth in column 1, line 65 to
column 2, line 3 of the No. '765 patent, it was thought the pylons
in such a system must be "stiff". It was though that
"self-aligning" or "self-adjusting" pylons would introduce
undesirable longitudinal shifting between the catenary and track
cables. However, we now know that "self-aligning" or
"self-adjusting" pylons produce substantial design benefits
provided measures are taken to minimize or eliminate longitudinal
shifting.
[0011] Some problems also appeared in implementing Muller's design
despite its great advance over the art. For instance:
[0012] (1) catenary cable system 16 was strung over rollers on the
top of pylons 18 and began to wear from the movement across the
rollers as vehicle 12 traversed the cableway;
[0013] (2) the design of the equalizer plate 24 could also cause
problems by kinking cable elements 16a-b, and 14a-d, under some
circumstances; and
[0014] (3) cable elements 14a-d were required to have upper
surfaces engageable by the wheels of the vehicle because the
equalizer plate did not provide for such engagement.
[0015] It further came to be realized that load stresses could be
better distributed through redesign of the force equalizing
assembly as well as the hangers and cross-ties, particularly in
light of the new pylon designs.
[0016] U.S. Pat. No. 4,264,996 by Baltensperger and Pfister
describes a suspended railway system with towers that support a
catenary cable atop the towers and support track cables with a
"stressing beam" that is pivotally connected to the towers. The No.
'996 system is, however, distinguishably less capable than the
present invention. For instance, the No. '996 patent fails to grasp
the catenary cable at the support on top of the tower. Therefore,
as described in the No. '996 patent, the cable is allowed to slip
in the notches of the support. This slippage will inevitably cause
wear on the cables.
[0017] Additionally, while the stressing beam gives some measure of
weight redistribution at the track cable support, the fact that
there is only one beam and the fact that the beam merely pivots
about a single point ensures that the impact with the support of a
vehicle passing over the support will not be substantially
lessened. When weight is applied to one end of the beam, the other
end of the beam necessarily must tilt upwardly thereby creating a
ramp for a vehicle traversing the track to climb. With only a
single beam, the tilt of the beam cannot be lessened until the
vehicle passes each point along the beam. If the beam had secondary
and tertiary beams connected to it as the present invention does,
the moment about the central pivot point could be lessened in
advance of the vehicle. With secondary and tertiary beams, the
point of applied load is the point where the secondary beam
attaches to the main beam, not the point the vehicle is
passing.
[0018] It is therefore a feature of this invention that it provides
an improved pylon design for elevated cableway systems.
[0019] It is furthermore a feature of this invention that the
improved pylon design reduces wear on the catenary cable system by
not allowing the catenary cable system to slide or role directly on
the top of the pylon.
[0020] It is furthermore a feature of this invention that the
improved pylon includes a new, deflecting upper saddle to support
the catenary cable system while relieving stresses imposed on the
catenary cable system by deflecting under load applied by the
vehicle traversing the track cable system.
[0021] It is a still further feature of this invention that the
improved pylon includes an improved, pivotable lower saddle to
better transmit forces and distribute load stresses through the
cableway system as the vehicle traverses the cableway.
[0022] It is furthermore a feature of this invention that load
stresses are distributed through improved hanger and spacer
designs.
[0023] It is still furthermore a feature of this invention that it
provides an improved cableway system with greater lateral support
for the union between the catenary and track cable systems by
providing improved force equalizing assemblies.
[0024] It is still furthermore a feature of this invention that it
provides an alternate force equalizing assembly that reduces wear
on the catenary cable system and the track cable systems by
allowing the cables to controllably yield relative to one another
as force is transferred between them.
SUMMARY OF THE INVENTION
[0025] The features described above, as well as other features and
advantages, are provided by an improved cableway system that
includes a pylon, an upper saddle, and a lower saddle. The pylon
includes a base pylon, and the lower saddle is mounted to the base
pylon from which a track cable may be strung. The upper saddle,
from which a catenary cable system may be strung, is movably
mounted to the base pylon to deflect in response to the weight of a
vehicle traversing the track cable systems.
[0026] The improved pylon also includes in some embodiments a new
lower saddle including a main beam pivotally mounted at the center
of its longitudinal axis to the pylon for rotation in a first
vertical plane. A pair of secondary beams are each pivotally
mounted at the center of its longitudinal axis to the main beam
substantially at a respective end of the main beam for rotation in
the first vertical plane. Four tertiary beams are each pivotally
mounted at the center of its longitudinal axis to one of the
respective secondary beams substantially at a respective end of the
one secondary beam for rotation in the first vertical plane. Eight
suspension rods are each pivotally mounted at one of its ends to
one of the respective tertiary beams substantially at a respective
end of the one tertiary beam for rotation in the first vertical
plane. The other end of each suspension rod is pivotally connected
to a cross-tie at the center of the cross-tie's longitudinal axis
for rotation of the cross-tie in a second vertical plane that is
perpendicular to the first vertical plane. The cross-tie supports
the second cable. Four shock absorbers are each pivotally mounted
at one of its ends to one of the respective tertiary beams, and the
other end of each shock absorber is pivotally connected to a
cross-tie near another end of a suspension rod that is connected
substantially at the other end of the tertiary beam to which the
one end of the shock absorber is connected. Four bracing rods are
each pivotally mounted at one of its ends to a cross-tie near a
lower end of a first suspension rod. Another end of each bracing
rod is pivotally connected to a cross-tie at a lower end of and
near a second suspension rod that is connected to an opposite end
of a tertiary beam from which the first suspension rod hangs.
[0027] The improved cableway system also includes improved hangers
and cross-ties comprising a hanger member suspended from the
catenary cable system by one end thereof. A cross-tie is pivotably
mounted to the hanger member at the end distal to the catenary
cable system. A track cable guide is affixed to the cross-tie, and
a power rail guide is mounted to the cross-tie.
[0028] A force equalizing assembly for joining the catenary cable
system to the track cable systems midway between the pylons is also
provided to equalize the tension between the support and track
cable systems. The assembly includes a force equalization plate
having at least three parallel channels formed along the length of
a surface thereof is provided for accepting the support cable in
the center channel and the track cable systems in the outer
channels. The channels are shaped to approximate one-half of the
respective cable circumferences, except that the ends of the
channels are flared outwardly. The channeled clamping plate has at
least three parallel channels formed along the length of a first
surface thereof is provided for accepting the support cable in the
center channel and the track cable systems in the outer channels.
The channels of the clamping plate are shaped to approximate
one-half of the respective cable circumferences, except that the
ends of the channels are flared outwardly. The channeled clamping
plate has a second surface opposite the first surface that is
adapted for engagement by the wheels of the cable car. The
channeled surfaces of the force equalization plate and the clamping
plate are complementary such that the plates may be assembled about
the cables for frictionally locking the cables within the
respective channels to equalize the tension in the support and
track cable systems. The respective flared ends of the channels in
the assembled plates form a frusto-conical cavity in each end of
the assembly about each of the cables for reducing wear on the
cables by the ends of the plates.
[0029] In another improved embodiment of the force equalizing
assembly, the cables-of the catenary cable system and the track
cable systems are grasped about their circumferences by cable
connections of a system of cable encasing members. The cables are
thereby connected through the cable connections to a frame of the
system of cable encasing members for distributing forces among the
cable systems. The force equalizing assembly is adapted to accept
connection of cables both from angles acute to and parallel with
the longitudinal axis of the frame.
[0030] In another improved embodiment of the force equalizing
assembly, a catenary cable system clamp grasps the catenary cable
system and a plurality of track cable system clamps grasp the pair
of track cable systems. The track cable system clamps are yieldably
attached to the catenary cable system clamp to provided controlled
force distribution between the cable systems. The top surface of
the plurality of track cable system clamps is adapted for
engagement by the wheels of a vehicle traversing the elevated
cableway system.
BRIEF DESCRIPTION OF THE DRAWINGS
[0031] A more particular description of the invention briefly
summarized above can be had by reference to the preferred
embodiments illustrated in the drawings in this specification so
that the manner in which the above cited features, as well as
others that will become apparent, are obtained and can be
understood in detail. The drawings illustrate only preferred
embodiments of the invention and are not to be considered limiting
of its scope as the invention will admit to other equally effective
embodiments. In the drawings:
[0032] FIGS. 1-5 illustrate a prior art cableway system disclosed
and claimed in U.S. Pat. No. 4,069,765 issued Jan. 24, 1978 to
Gerhard Muller and correspond to FIGS. 3-7 therein.
[0033] FIG. 6 illustrates the pylon of the inventive cableway
system described herein, including an upper saddle and a lower
saddle, in elevation.
[0034] FIGS. 7A-G illustrate the upper saddle of the new pylon;
FIG. 7A is a side, elevation view; FIG. 7B is a broken isometric
view; FIGS. 7C-D are elevation and plan views, respectively, of the
base of the upper saddle in partial section.
[0035] FIG. 7H illustrates an elevation view of the lower saddle of
the pylon in FIG. 6; FIG. 7I is a plan view of FIG. 7H; FIG. 7J is
a plan view taken along section 7J-7J in FIG. 7H; FIG. 7K is an
elevation view taken along section 7K-7K in FIG. 7H; FIG. 7L is an
elevation view taken along 7L-7L in FIG. 7H.
[0036] FIGS. 7M-N and 7P illustrate the transverse connecting frame
and main beam of the lower saddle; FIG. 7M is a partial elevation
view; FIG. 7N is a side elevation view taken along section 7N-7N in
FIG. 7M; FIG. 7P is a partial plan view of FIG. 7M; and FIG. 7Q is
an elevation view taken along section line 7Q-7Q of FIG. 7M.
[0037] FIGS. 7R-7U illustrate the tertiary beams and suspension
rod/cross tie assemblies of the lower saddle; FIG. 7R is an
elevation view; FIG. 7S is a side elevation view taken along
section 7S-7S in FIG. 7R; FIG. 7T is a side elevation view taken
along section 7T-7T in FIG. 7R; FIG. 7U is a plan view taken along
section 7U-7U in FIG. 7R.
[0038] FIGS. 7V-7X illustrate the equalizing beam of the lower
saddle; FIG. 7V is an elevation view; FIG. 7W is a plan view of
FIG. 7V; FIG. 7X is a side elevation view taken along section 7X-7X
in FIG. 7W.
[0039] FIG. 7Y is a side elevation view of an alternate embodiment
of the lower saddle connected to a tubular pylon support beam with
stabilizing shock absorber and bracing rods added. FIG. 7Z is a
partial isometric view of the alternate embodiment of the lower
saddle connected to a tubular pylon support beam.
[0040] FIG. 7AA is a side elevation view of a support pylon showing
an upper saddle supported by a tubular base pylon that has an
opening in an upper end through which a lower end of an upright
extends.
[0041] FIGS. 7AB-7AE illustrate an alternate upper saddle that
supports a catenary cable on top of a base pylon through a set of
cable clamping wheel assemblies; FIG. 7AB is a side elevation view
of the alternate upper saddle mounted on top of a base pylon; FIG.
7AC is an end elevation view of one of the cable clamping wheel
assemblies supported atop a roller base and wheel bearing members;
FIG. 7AD is a plan view of one of the cable clamping wheel
assemblies; FIG. 7AE is a side elevation view of one of the cable
clamping wheel assemblies.
[0042] FIGS. 8A-B illustrate the hangers, cross-ties, and rails of
the track cable systems in the new system in an isometric view;
FIG. 8A in partially exploded perspective and FIG. 8B is in
elevation.
[0043] FIGS. 9A-B illustrate the hangers, cross-ties, and power
rail of the new system in section along line 9A-9A of FIG. 8B and
in partial cutaway; FIG. 9A shows a horizontal section of the
catenary cable system; and FIG. 9B shows an inclined section of the
catenary cable system.
[0044] FIGS. 10A-C illustrate the cross-ties, cables, and rails of
the track cable systems in the new system; FIG. 10A in a top view
with ghosted lines; FIG. 10B in section along line 10B-10B in FIG.
10A and in partial cutaway; and FIG. 10C in an end view.
[0045] FIGS. 11A-D illustrate a force equalizing assembly tying the
catenary and track cable systems at intermediate points in the
span.
[0046] FIG. 11E shows an isometric view of an alternate force
equalizing assembly.
[0047] FIGS. 11F-11L show a second alternate force equalizing
assembly; FIG. 11F shows an isometric view of the second alternate
force equalizing assembly; FIG. 11G shows a cross-section through a
middle portion of the force equalizing assembly; FIG. 11H is a
cross-section taken along line A-A as shown in FIG. 11G; FIG. 11L
is a cross-section taken along line B-B as shown in FIG. 11G; FIG.
11J is a plan view of a portion of the force equalizing assembly;
FIG. 11K is a cross-section taken along line C-C as shown in FIG.
11J; FIG. 11L shows an end elevation view of the second alternate
force equalizing assembly.
DESCRIPTION OF THE PREFERRED EMBODIMENT
[0048] FIG. 6 illustrates one of pylons 17 in a preferred
embodiment of the elevated cableway system, including upper saddle
30 from which catenary cable system 16 is strung, lower saddle 200
from which track cable systems 14 are strung, and base pylon 21 on
which lower saddle 200 is mounted. Hangers 27 suspend track cable
systems 14 from catenary cable system 16 and pre-tension track
cable systems 14, as described above. Pylon 17 is attached to
ground 19 by any suitable technique known to the art. The precise
dimensions of pylon 17 such as height and width will be matters of
engineering design predicated on well known structural principles
to account for structural loads, such as vehicle and cable weight,
and for loads arising from environmental conditions such as wind,
seismic activity, precipitation and temperature.
[0049] Upper saddle 30, shown in greater detail in FIGS. 7A-C,
permits relatively free motion at the top of pylon 17, and
transmits vertical loads from vehicle 12 and pre-tensioning forces
to pylon 17. Upper saddle 30 lessens fatigue of catenary cable
system 16, requires only limited maintenance, and eases
implementation of a desired 7.degree. deviation of pylon 17. Upper
saddle 30 comprises upright 32 pivotably mounted to base 34 and is
capped by coupling 40, which is engaged with cable connector
42.
[0050] Turning now to FIG. 7B, coupling 40, cable connector 42, and
pin 44 atop upper saddle 30 are shown in an enlarged, partially
cutaway view. Supports 50 help bear and distribute the load on
coupling 40 to upright 32. Cover 52 provides some protection for
coupling 40 and connector 42 from the elements. The socketing and
pinned connection of coupling 40 engaged with cable connector 42
reduces the risk of fatigue to catenary cable system 16 caused by
the shifting of catenary cable system 16 across pylon 18 of the
system in the Muller No. '765 patent. The embodiment of FIGS. 7A-C
thereby reduces the risk of fatigue failure in catenary cable
system 16 by precluding bending fatigue stresses, thus leaving only
tension-tension fatigue stress on catenary cable system 16. This
connection also permits shorter cable lengths to facilitate
transportation, handling and construction of the system.
[0051] Coupling 40 in the preferred embodiment is a welded plate
assembly including base plate 46 and at least two member plates 48
extending substantially perpendicularly from base plate 46 as shown
in FIG. 7B. Cable connector 42 is socketed on one end to engage
coupling 40. Pin 44 joins cable connector 42 to coupling 40 through
co-aligned holes in tines 43 of forked connector 42 and coupling 40
when cable connector 42 and coupling 40 are engaged. The socket and
pin connection provided by cable connector 42 must be strong enough
to sustain the load on catenary cable system 16 and the loads from
environmental conditions. Cables 16a-b are strung in a first
direction from the non-connected end of cable connector 42.
Coupling 40 is also joined to a second cable connector 42 that
provides cable connection to cables 16a-b in a second direction, as
shown in FIG. 7B.
[0052] Cables 16a-b are preferably clamped together as shown in
FIG. 7E at predetermined intervals using clamps 49 between cable
connector 42 and the first one of hangers 27. Clamps 49 are better
illustrated in FIGS. 7F-G and comprise pins 51 joining clamp
members 53a-d. Clamp members 53a-d define passages 55a-b through
which cable members 16a-b pass.
[0053] Passages 55a-b may include flared openings on one or both
ends thereof as are discussed in connection with catenary cable
clamp 85 and equalizing lock 300. The flared openings of passages
55a-b are best shown in FIG. 10C, wherein the lesser diameter at
point 57 of passages 55a-b forms the throat of the opening and the
greater diameter at point 59 forms the flare. These flared openings
minimize the "beam effect" wherein a clamped cable behaves
structurally as a beam.
[0054] Still referring to the FIG. 7B, upright 32 is pivotably
mounted to double V-shaped base 34. Base 34, like coupling 40, in
the preferred embodiment is a welded plate assembly and comprises
bottom plate 54 and side plates 56. Side plates 56 are attached in
slotted channels at each end of bottom plate 54, as shown in FIG.
7C to define slots into which tongues 58 extend from the bottom of
upright 32. Pins 60, preferably constructed from brass to reduce
friction, run through co-aligned holes in side plates 56 and
tongues 58. Upright 32 supports forces received through coupling 40
and transmits them to pins 60 about which upright 32 rotates.
[0055] Base 34 also includes additional means for bearing the load
of upright 32. Each of these means includes a bearing pin 62
extending through a split flanged sleeve 64 and 66. Flanged sleeves
64 extend from tongues 58, and flanged sleeves 66 are welded to the
interior surfaces of paired side plates 56. Bearing pin 62 is held
in place by threaded nuts about pin 62 both above and below sleeve
64, and reciprocates in sleeve 66. The design of upper saddle 30
described above essentially implements a "pulley". Pins 60 are the
center of rotation for this "pulley" and the length of upright 32
defines its radius. The "pulley" diameter may be variable and, in
the preferred embodiment, is 150 times the diameter of catenary
cable system 16. Although the design handles forces conceptually as
does a pulley, there are obvious structural differences. For
instance, rotation of upright 32 about pins 60 is constrained to a
7.degree. deviation from the vertical norm. This rotation in upper
saddle 30 prevents the introduction of high moments to pylon that
are 17 present for the rigid pylons 18 of the system disclosed in
the Muller No. '765 patent.
[0056] In the preferred embodiment, lower saddle 200 is designed to
accommodate deflection of upright 32, and transmit the vertical and
lateral loads applied across a portion of track cable systems 14 to
pylon 17, which ultimately transmits the loads to the ground. In
this manner, the lower saddle transmits loads developed by vehicle
12, cables 14, the environmental conditions, and deviation of upper
saddle 30 (up to 7 degrees each direction). Furthermore, lower
saddle 200 provides for a smoother transition from one pylon span
to another than previously available, and increases the comfort of
the vehicle's passengers by reducing the curvature of track cable
systems 14.
[0057] Lower saddle 200, represented in detail by FIGS. 7H-7X, is
connected to pylon base 21 beneath pylon upright 32 by way of
transverse pylon beam 202, that is mounted transversely to and
extends outwardly from either side of base pylon 21. This
connection between the lower saddle and pylon base 21 is also
illustrated in FIG. 6.
[0058] U-shaped transverse connecting frame 204 is connected to one
end of transverse pylon beam 202 and extends downwardly therefrom
to accept and transmit lateral and vertical forces to pylon 17. A
second identical transverse connecting frame extends downwardly
from the other end of transverse pylon beam 202, providing a second
guideway on the other side of each pylon, but only one such frame
204 will be discussed herein to avoid redundancy. With reference to
FIGS. 7M and 7N, transverse connecting frame 204 includes two
vertical suspension beams 206A, 206B connected to transverse pylon
beam 202 and extending downwardly therefrom. Suspension beams 206A
and 206B are connected by horizontally positioned transverse beam
208 by way of bolted connections 208A. Webs 210 are welded to and
extend vertically across transverse support beam 208 for added
stability. Bearing plates 212A and 212B are welded to and extend
upwardly from transverse support beam 208. The assembly of the
horizontal and vertical beams, and other associated hardware thus
forms the structural skeleton of transverse connecting frame
204.
[0059] An alternate means of connecting a lower saddle to a base
pylon beam 201, functionally similar to support beam 208 described
above, is illustrated in FIGS. 7Y and 7Z. At least one pair of
connecting plates 203 is attached to the base pylon beam to
substantially encase the base pylon beam. Cap plate 207 is
connected to the top of connecting plates 203. An upper attachment
plate 209 is removably connected to cap plate 207 by a plurality of
bolts. The attachment plate is fixed to bearing plates 212A and
212B in a manner similar to the attachment of bearing plates 212A
and 212B to the transverse support beam described above. A hanger
plate 211 is connected to the bottom of connecting plates 203. The
hanger plate is fitted with holes to accept bolts to removably
connect additional structure as described below.
[0060] A vertical load transmission system is pivotally connected
to transverse connecting frame 204, shown in FIG. 7M, or
alternatively to base pylon beam 201, shown in FIG. 7Y, for
transmitting vertical loads developed by the vehicle and cables, as
well as those loads developed by deflection of the upper saddle, to
base pylon 21. A primary requirement of the vertical load
transmission system is that vertical loads transmitted by the
system should be well distributed over a portion of the track cable
systems to avoid damaging curvilinear deflections in the cables.
Accordingly, the vertical load transmission system is preferably an
isostatic system of interconnected beams and bars arranged in a
hierarchical manner.
[0061] More specifically, with reference to FIGS. 7H and 7L, main
beam 214 is a welded plate assembly formed in rectangular
cross-section, and is pivotally mounted through its side walls at
the center of its longitudinal axis to bearing plates 212A and 212B
for rotation in a vertical plane. Main beam 214 is bi-symmetrical
and has a variable height defined by a sloped upper surface that
peaks at its center directly above its pivotal mounting point and
slopes downwardly towards its ends 214E. Lower surface 214L of the
main beam is flat and extends horizontally between ends 214E.
[0062] Dumbbell-shaped collar 216 is mounted at its disc-like ends
216A and 216B across the sides of the main beam in circular
openings 218A and 218B, respectively, as shown in FIGS. 7N. Shaft
220 is mounted through the longitudinal axis of collar 216 and
extends out of ends 216A, 216B through cylindrical openings 220A
and 220B therein, respectively. The ends of shaft 220 further
extend through openings 222 and associated radial bearings 222A in
bearing plates 212A and 212B of the transverse connecting frame, as
indicated in FIGS. 7H and 7N, thereby supporting the main beam for
rotation relative to the pylon. Bearings 222A are bronze to reduce
friction.
[0063] A pair of secondary beams 224 are pivotally mounted at the
centers of their respective longitudinal axes to flanges 226
connected to and extending downwardly from locations near the
respective ends 214E of the main beam, enabling rotation of the
secondary beams relative to the main beam in the same vertical
plane that the main beam is rotatable within. Flanges 226 are
equipped with openings 232A and 232B, respectively, for mounting
shafts 234 therein, as displayed in FIGS. 7L and 7Q. Shafts 234
pass through discs 236A and 236B mounted within circular openings
in respective secondary beams 224, pivotally connecting the
secondary beams to flanges 226-near each end of the main beam.
Rings 230 retain shafts 234 in place. Like main beam 214, the
secondary beams are formed of a welded plate assembly that results
in a variable height and a rectangular cross-section.
[0064] Four tertiary beams 238 are each pivotally mounted at the
center of its longitudinal axis to one of respective secondary
beams 224 substantially at a respective end of the secondary beam
for rotation in the same vertical plane that the main and secondary
beams are rotatable within. Referring to FIGS. 7S and 7U, tertiary
beams 238 carry collars 240 in circular openings 240A. These
collars are aligned with two respective sets of complementary discs
242A and 242B, one set of discs 242A, 242B being mounted in
circular openings near each end of secondary beams 224. Shafts 244
extend through aligned openings in the respective disc-collar-disc
assembly 242A, 240, and 242B to pivotally connect the centers of
tertiary beams 238 to the respective ends of secondary beams 224 in
a conventional manner. The end portions of the upper and lower
faces of secondary beams 224 are cut open somewhat to permit
unimpeded movement of tertiary beams 238.
[0065] Eight suspension rods 246 are each pivotally mounted at
their upper ends to each of respective ends 238E of the tertiary
beams for rotation in the vertical plane. Bolts 248 pass through
circular openings in each of the suspension rod halves 246A, 246B
as well as a circular opening in each of the ends of tertiary beams
238. Cylindrical bearings 250 are positioned about bolt 248 to
facilitate relative rotation between the suspension rods and the
tertiary beams, and to maintain the spacing between the suspension
rod halves. Similar bearings are provided at other interfaces where
components rotate relative to one another throughout the lower
saddle, in conventional fashion.
[0066] The other end of each suspension rod 246 is pivotally
connected to a cross-tie 256 by way of flange 258 that extends
upwardly from connecting plate 259. Cross-ties 256 function to
transmit vertical and lateral vehicle loads to the vertical and
lateral load transmission systems, via the engagement of the
vehicle wheels with the rails carried by the cross-ties. Connecting
plate 259 is bolted via four bolts 259A about the intersection of
the cross-tie's longitudinal axis with the axis of an equalizing
beam (described below), enabling rotation of cross-ties 256 in the
vertical plane relative to the suspension rods. As shown in FIG.
7H, bolts 259A actually consist of four sets of bolts of varying
lengths to accommodate the differing thicknesses of the equalizing
beam across lower saddle 200.
[0067] Bolts 252 pass through circular openings at the bottom of
suspension rod halves 246A, 246B and openings through flanges 258.
The suspension rod halves are connected with welded web 257 that
effectively provides an I-section to minimize the risk of
instability in the suspension rods. Cylindrical bearings 254 again
facilitate relative rotation and maintain the spacing between the
suspension rod halves. Rod halves 246A, 246B are enlarged at each
of their ends for the pivotal connections to the tertiary beams and
the cross-ties, respectively, as shown in FIG. 7R. This rotation of
the suspension rods at both ends prevents the rods from taking any
moment due to lateral forces which, as explained below, are devoted
to the equalizing beam.
[0068] In another preferred embodiment of the vertical load
transmission means of the lower saddle, shown in FIGS. 7Y and 7Z,
bracing rod pairs 247 and shock absorbers 249 are added to
alternate tertiary beams 239 and suspension rods 246 to further
dampen the impact of vertical loads applied to the track cable
systems by dampening the rate at which the suspension rods and the
tertiary beams rotate relative to one another. The figures disclose
an embodiment wherein the secondary and tertiary beams have hanger
plates being used to connect lower members to higher members.
Secondary hanger plate 229 is shown suspended from alternate
secondary beam 225 to support alternate tertiary beam 239. Tertiary
hanger plates 241 are shown suspended from alternate tertiary beam
239 to support suspension rods 246. Additionally, sets of
suspension rods 246 are used rather than single suspension rods 246
at each end of each tertiary beam.
[0069] Bracing rod pairs 247 have holes at either end through which
bolts 253 pass, thereby pivotally connecting the bracing rods to
the rest of the assembly. The end of shock absorber 249 adjacent to
the lower end of the suspension rods is also pinned by bolt 253 to
pivotally connect the shock absorber to the suspension rods 246,
bracing rod pair 247, and alternate cross-ties 255. The alternate
cross-ties are substantially similar to cross-ties 256 described
below, but have two flanges 258 rather than one, as shown in FIG.
7T. The additional flange enables attachment of a shock absorber
between the flanges, as seen in FIG. 7Z. The opposite end of the
shock absorber, i.e. the upper end, is pivotally connected to the
adjacent tertiary beam by pinning the shock absorber with bolt 251
through tertiary hanger plates 241 and suspension rods 246. Those
skilled in the art will appreciate that bracing rod pairs 247 and
shock absorbers 249 could be appended to the first disclosed beam
and hanger arrangement.
[0070] Cross-ties 256 are different from cross-ties 25 on the pylon
spans, which are described below. Cross-ties 256 transmit an upward
vertical force to the track cable systems to support them at
intermediate points between pylons. Cross-ties 25 transmit an
upward vertical force to the track cable systems to support them
from the lower saddle 200. Referring to FIG. 7X, cross-ties 256
include flat plates 257 to which grooved blocks 257A are welded to
serve as a bearing for track cable systems 14. A rail is provided
in the form of a second grooved block R that is used to clamp the
carrier cables to cross-ties 256. Three rows of bolts are used to
secure grooved blocks R to flat plate 257, as shown in FIG. 7W.
Interim cable track support sections 257A' are provided between
cross-ties 256 and are connected to grooved blocks 257A to form a
continuous bearing cradle for track cable systems 14. Grooved
blocks R are butterfly shaped, as viewed in FIG. 7I, resulting from
symmetrical grooves cut into each end. Interim rail sections, not
shown, having tongued ends for engaging the grooved ends of the
blocks R and are connected thereto to form a continuous rail for
supporting the vehicle wheels along the length of the lower
saddle.
[0071] Lower saddle 200 further includes a lateral load
transmission system that contains equalizing beam 260 carried
across the cross-ties 256, and lateral support stud 282 carried by
transverse connecting frame 204, as shown in FIGS. 7H and 7V. Thus,
equalizing beam 260 spans transversely across the lower saddle's
cross-ties 256 to transmit lateral forces to lateral support stud
282. The equalizing beam further serves to stabilize suspension
rods 246 in the face of lateral forces. The equalizing beam must be
flexible in the vertical direction so that the vertical load
transmission system operates effectively as an isostatic system,
but also must be reasonably stiff in the lateral direction to
transmit lateral forces.
[0072] To meet these seemingly contradictory requirements,
equalizing beam 260 includes superimposed plates 264, 266, 268, and
270 of different lengths and thicknesses, as displayed in FIGS. 7V
and 7W. Thus, plate 264 is shorter than plate 266, which is shorter
than plate 268, and so forth. Also, as particularly shown in FIG.
7W, the widths of the plates are greatest at the center of their
longitudinal axes and decrease along the lengths of the plates
towards each of their ends. This variable width, plus the variable
thickness of the super-imposed plate stack, decreases the lateral
and vertical moments of inertia of the equalizing beam at its end
where bending strength is least needed.
[0073] Lateral and vertical loads are transmitted at cross-ties 256
by four bolts 259A that connect the cross-ties to both the vertical
and lateral load transmission systems, which operate independently
from one another. Thus, as explained above, cross-ties 256 are
connected to suspension rods 246 and equalizing beam 260 using
bolts 259A. Referring to FIGS. 7R and 7T, the bolts are fixed in
threaded holes 259B in the cross-ties for better transmission of
lateral forces than if secured with nuts.
[0074] The plates of equalizing beam 260 are joined together near
their centers by bolting the plates together along with the
center-most cross-ties 256 and suspension rods 246 using bolts
259A, as displayed in the left-most equalizing beam 256 of FIG. 7W.
The plates of the equalizing beam should otherwise, i.e., outside
of the center, be free to move longitudinally. This freedom of
movement is realized by using a teflon coating between the plates
that provides for maximum vertical flexibility, and by making the
bolt holes in the plates that are aligned with the other cross-ties
slotted in the longitudinal direction. Bolt sleeves 259B are
provided in these slotted bolt holes that are slightly taller than
the equalizing beam's plate stack to avoid clamping the plates
outside of their centers, as shown in the lower portion of FIG. 7R.
This allows vertical loads that are transmitted from cross-ties 256
to suspension rods 246 to effectively bypass equalizing beam
260.
[0075] Referring to FIG. 7N, the lateral load transmission system
is further connected to transverse connecting frame 204 and extends
downwardly therefrom in the form of lateral support stud 282 to
provide for lateral rigidity of the track cable systems and to
sustain loads due to environmental conditions. Lateral support
housing 276 is connected to and extends downwardly beneath
transverse support beam 208. Lateral support stud 282 is encased
within housing 276 and extends downwardly through the center
thereof.
[0076] The lower portion of steel lateral support stud 282 is
tapered and extends downwardly through respective aligned grooves
286 formed through clamping plates 262 as well as each of the
plates of the equalizing beam, as shown in FIGS. 7J and 7K.
External contact faces of the stud are chromium plated, and are
capped with plates 282A made of a hardened steel material, e.g.,
quenched and tempered steel. Clamping plates 262 are provided with
guide blocks 284 for engaging lateral support stud plates 282A and
limiting the motion of stud 282 within groove 286 to linear motion
along the axis of the equalizing beam. Guide blocks 284 are also
made of a hardened steel material in order to sustain the high
contact pressure at the lateral support stud plates. A plurality of
bolts 286A are positioned in aligned bores through the assembly of
clamping plates 262, guide block 284, and equalizing beam 260 about
grooves 286 and secured with nuts to clamp the assembly. In this
manner, lateral movement of the cross-ties, as well as track cable
systems 14 supported at each of the ends thereof, is
controlled.
[0077] Thus, lateral loads resulting from environmental conditions
and deviation (up to 7 degrees either direction) of the upper
saddle are applied through cross-ties 256 and equalizing beam 260
to lateral support stud 282. The lateral forces are then
transmitted through transverse connecting frame 204 or
alternatively to base pylon beam 201, which carries the lateral
support stud, to the base pylon.
[0078] In the alternate means of connecting a lower saddle to a
base pylon beam 201 as describe above in association with FIGS. 7Y
and 7Z, the support stud 282 is also employed. The support stud is
fixed to a lower attachment plate 281. The lower attachment plate
has holes to align with the holes in hanger plate 211, and by
receiving bolts through those holes is removably affixed to the
hanger plate and thus to pylon beam 201. As in the first described
attachment of the lower saddle, housing 276 is used to provide
lateral support to support stud 282.
[0079] Referring again to FIGS. 6 and 7B, upper saddle 30, which is
pivotable on pins 60 and includes upright 32, constitutes a
yieldable leg deviating from a strict vertical orientation in
response to loads on catenary cable system 16 up to 7.degree.
either direction. When engaged with coupling 40 and joined by pin
44, cable connectors 42 can rotate relative to coupling 40. The
relative rotation of cable connectors 42 and coupling 40 is a
response to loads on upper saddle 30 received via catenary cable
system 16, and permits deviation of the yieldable leg. As stated
above, bottom saddle 200 is designed to accommodate this deviation
and, through equalizing beam 260, to: (1) minimize in-plane
rigidity; and (2) provide lateral rigidity to sustain environmental
loads and forces of pylon 17's deviation from the strict vertical
orientation. Through this yieldable leg and bottom saddle described
above, the present invention contravenes the art by providing
self-adjusting pylons 17, and provides for a smooth transit of
vehicle 12 across the system in accordance with regulatory
guidelines.
[0080] The present invention also contemplates two additional
embodiments of the upper saddle and base pylon combination. FIG.
7AA shows one alternate embodiment. Therein, tubular upright 33 is
supported by tubular base pylon 23 that has an opening in its upper
end through which a lower end 35 of the upright extends. The
arrangement permits rotation of upper saddle 31 in response to
forces applied to the catenary cable system, but limits the
rotation by interference of lower end 35 of upright 33 against the
inside of tubular base pylon 23. Coupling 41 is substantially
similar to coupling 40 disclosed above.
[0081] FIGS. 7AB-7AE illustrate a second alternate embodiment of
the upper saddle and base pylon. As shown in FIG. 7AB, a base pylon
29 supports an upper saddle composed of a bearing assembly 135 and
cable attachment assemblies 140. Bearing assembly 135 is composed
of base plate 136 that provides holes for receiving bolts to
connect to base pylon 29 below, and a platform for connection of
additional components above. Support member 137 extends vertically
from base plate 136 to provide vertical separation between the base
plate and catenary cable system 16 supported above. Roller base 138
is supported on top of support member 137 to provide a surface that
defines a pattern of travel of cable attachment assemblies 140
above. In the embodiment shown, the pattern of travel defined is a
curvlinear pattern approximating the natural curve of catenary
cable system 16 under a given load. FIG. 7AC shows two crane rails
139 supported on top of roller base 138 to provide wheel-bearing
surfaces on which cable attachment assemblies 140 can travel.
[0082] The components of cable attachment assemblies 140 are
illustrated in FIGS. 7AC-7AE. Each cable attachment assembly is
supported on crane rails 139 by wheels 141 which are coaxially
attached to axle 142. Axle 142 is attached to additional components
used to clamp the catenary cable system by axle retainers 143. Axle
retainers 143 are bolted to upper channel members 144. Upper
channel members 144 are welded to a plate 146 and angles 147 to
make up the upper one half of the components used to clamp the
catenary cable system. Lower channel members 145 are similarly
welded to a plate 146 and angles 147 to form the lower half of the
components used to clamp the catenary cable system. The upper and
lower halves are bolted together through angles 147 at their ends
and through plates 146 near their centers. Teflon linings 148 are
fitted around the catenary cable system 16 (cable 16a and 16b)
between the two halves so that when the bolts connecting the two
halves are tightened, adequate pressure will be exerted on the
catenary cables to connect the cables to the cable clamping
assemblies. However, the flexibility of the teflon will be relied
upon to ensure that the applied pressure will not be so great as to
crush or damage the cables.
[0083] The cables, rails, and cross-ties of the elevated cableway
system are illustrated in FIGS. 8A-10C. FIG. 8A is an isometric,
partially exploded view of hangers 27a-b, cross-ties 25, and
carrier rail 14 of the present invention that replace the
counterparts in the Muller No. '765 patent depicted in FIG. 2. FIG.
8B is a frontal, elevation view of long hanger 27a and cross-tie 25
and shows the relationship of vehicle 12 to one such
hanger/cross-tie combination in ghosted lines.
[0084] FIGS. 9A and 9B provide additional views of hanger 27a: FIG.
9A in section and partial cutaway along line 9A-9A of FIG. 8B; and
FIG. 9B in section along line 9B-9B of FIG. 9A. FIGS. 10A-C depict
rail 100, cables 14c-d, and cross-tie 25. FIG. 10A is a partial top
view, FIG. 10B is a section taken along line 10B-10B of FIG. 10A in
partial cutaway, and FIG. 10C in a front view of rail 100 and
bottom guide 102.
[0085] Returning to FIG. 8A, two alternative embodiments for hanger
27 are shown: long hanger 27a and short hanger 27b. As is shown in
FIGS. 2 and 4, both long and short hangers are used depending on
the hanger's distance from pylon 17 and span midpoint 22. In
addition to differing lengths, hangers 27a-b differ in that hanger
member 91 of hanger 27a is a locked-coil steel cable but in hanger
27b is a rod. Furthermore, short hanger 27b can be used in
different lengths using the same construction. Two different
lengths are used for short hanger 27b in a single 600 m span in the
preferred embodiment.
[0086] The length of hangers 27a-b is calculated to pre-tension
track cable systems 14 as described above, to transmit vertical,
pre-tensioning forces to pylon 17, and to ensure clearance between
catenary cable clamp 85 and vehicle 12 in high winds, and so the
length thereof will depend on the particular application for a
given embodiment. The effective length of hangers 27a-b can be
adjusted by tightening and loosening nuts 70 and 72 on threaded end
68 of hanger member 91 described below to adjust the pre-tensioning
forces. The length of the threads on threaded end 68 must
consequently be sufficient to accommodate the desirable range of
tensions. In long hanger 27a, this will nominally be a 0-300 mm and
in short hanger 27B the length will vary but be at least greater
than 50 mm.
[0087] Hangers 27a-b are suspended from catenary cable system 16 by
clamping cables 16a-b in openings 87a-b of suspension clamp 85
shown in FIG. 8A. Suspension clamp 85 is pivotably mounted to
hanger member 91 at pivot 76. Suspension clamp 85 comprises first
guide member 86 bolted to lower guide member 88 as shown in FIGS.
9A-B. Suspension clamp 85 includes passage 106 through which
threaded end 68 of hanger member 91 extends, and block 78 joined to
first guide member 86 at pivot 76 such that catenary cable system
16 and suspension clamp 85 may pivot relative to hanger member 91
16.degree. relative to the horizontal normal as shown in FIG. 9D.
Block 78 includes a bore through which threaded end 68 of hanger
member 91 extends. Block 78 rests on a shoulder formed on threaded
end 68 and is secured thereagainst by nuts 70 and 72 and washer
74.
[0088] Disadvantages to the clamping of cable 16 typically include
cable fatigue and the "beam effect", in which cable behaves
structurally as a beam. Suspension clamp 85 minimizes these
disadvantages by including flared openings 89 in grooves 87a-b as
shown in FIGS. 9A-9B. Flared openings are also employed in
equalizing locks 300 discussed below and shown in FIGS. 11A-D.
[0089] Hanger member 91, as shown in FIGS. 8A-B, of long hanger 27a
is jointed and includes upper piece 92, essentially a threaded fork
member, and lower piece 94, a steel cable, moving relative to one
another at joint 96; hanger member 91 of short hanger 27b is not
jointed. The articulation provided by joint 96 and pivot 76
provides flexibility in hanger 27a that will reduce bending moments
therein resulting from the loads of power rail 90 and vehicle 12,
as well as other forces. Hence, the elimination of joint 96 in
hanger 27b, in which bending moments are of less concern because of
the shorter length of hanger member 91, and the inclusion of pivot
76, permit the suspending of hanger 27b from catenary cable system
16.
[0090] Referring still to FIGS. 8A-B, cross-tie 25 is an asymmetric
I-beam mounted to the hanger member 91 at pivot 98 at collar 93 of
hanger member 91 distal to catenary cable system 16 in both long
hanger 27a and short hanger 27b. Pivot 98 is a cylindrical plain
bearing providing flexibility and thereby reducing flexural effects
in cables 14 and 16. Cross-tie 25 is preferably constructed from
cast steel and is I-shaped in cross-section as shown in the
isometric view of FIG. 8A and in the cross-sectional view of FIG.
10B. Openings 95 are either cast or milled in cross-tie 25 to
reduce weight and, consequently, the load on catenary cable system
16.
[0091] Cables 14a-d of track cable systems 14 are shown in ghosted
lines in FIG. 8A. Track cable guides 102 comprising bottom guide
members 104 and rails 100, joined as shown more fully in FIGS.
10A-C, are mounted to opposite ends of cross-tie 25 as shown in
FIGS. 8A-B. Guide members 104 may be either formed integrally with
or bolted to cross-tie 25 as best shown in FIGS. 10B and 10C by
bolts 114 extending through bores 116 and secured by nut and washer
combinations 118. Still referring to FIGS. 10A-C, rails 100 are
then mounted by mating bolts 114 with slot 120 in rail 100 and
sliding rails 100 until properly positioned as shown in FIG. 10C.
When rails 100 are properly positioned relative to guides 104,
rails 100 and guides 104 define grooves 122 shown in FIG. 10C
through which cables 14a-d are strung as shown best in FIGS. 10A-B
and in ghosted lines in FIG. 8A.
[0092] Rails 100 constructed of aluminum comprise modular segments
that typically are sufficiently large to span the entire distance
between hangers 27. Although one end of each segment will be
relatively fixed in position by the mating of bolts 114 to slot 120
as discussed above, the other end will be softly, rather than
rigidly, fixed by the mating of grooves 122 with cables 14a-d. The
movement thereby permitted accommodates thermal expansion of the
segments and is therefor desirable. Thus, thermal expansion joints
127 are created between rail segments such as joint 127 between
segments 129 shown in FIGS. 8A, and 10A-B. Joints 127 are
preferably angled at 45.degree. relative to the longitudinal axis
of rails 100. Rails 100 also include upper surfaces 132 and sides
134 providing a smooth and gliding surface for vehicle 12 in the
preferred embodiment as discussed below. Although not shown, the
preferred embodiment includes a layer of insulation between rails
100 and cables 14a-d to avoid corrosion and reduce noise.
[0093] Other modifications may be employed in the design of rails
100. For instance, holes 124 are milled into individual segments of
rails 100 to decrease weight and the heads of bolts 114 need not be
of uniform height above cross-tie 25 if it is desirable to incline
segments of rails 100. One may furthermore provide some means for
heating rails 100 for use in particularly cold climates. These and
other such modifications are contemplated by and are within the
scope of the invention.
[0094] As is known to those in the art, vehicle 12 must be powered
as it traverses the system and so provision must be made for power
rail 90 as shown in FIGS. 8B and 10B. Power rail 90 may be mounted
to cross-tie 25 as shown in ghosted lines in FIGS. 8B and 10B.
Power rail 90 is grasped by power rail guide 84 bolted to plate
112, which in turn is bolted to the bottom of cross-tie 25. As
shown in FIG. 8B, a power rail 90 and power rail guide 84 are
preferably mounted to each end of cross-tie 25 in this embodiment.
Also as is known in the art, power rail 90 must be electrically
insulated from all other parts of the system for safety
reasons.
[0095] The relation of vehicle 12 to the combination of hanger 27,
cross-tie 25, and track cable systems 14 is best illustrated in
FIG. 8B. Carrier wheels 126 mounted on either side of the vehicle
above its roof 128 in any convenient manner rotate in the vertical
plane, ride on the upper surface 132 of rails 100, and carry the
weight of vehicle 12. Guide wheels 130 rotate in the horizontal
plane, contact sides 134 of rails 100, and maintain the lateral
position of vehicle 12 vis-a-vis the carrier rails.
[0096] Referring now to FIGS. 11A-D, force equalizing assembly 300,
also known as an equalizing lock, is provided for joining catenary
cable system 16 to track cable systems 14 between the pylons to
equalize the tension between the catenary and track cable systems.
Force equalizing assembly 300 substantially prevents relative
movement between catenary cable system 16 and track cable systems
14 and distributes forces therebetween through friction on the
cables. As such, the force equalizing assembly reduces the maximum
deflection of the guideway by impeding relative movement between
the cables. Force equalizing assembly 300 includes force
equalization plate 302 having three sets of parallel channels
formed along the length of the upper surface thereof for accepting
catenary cable system 16 in the center two channels 302B and track
cable systems 14 in the outer four channels 302A. Thus, the
channels are shaped to approximate one-half of the respective cable
circumferences except that the ends of the channels are flared
outwardly, as illustrated in FIGS. 11C and 11D.
[0097] Clamping plate 304 also has three sets of parallel channels
that are formed along the length of the lower surface thereof for
accepting catenary cable system 16 in center channels 304B and
track cable systems 14 in outer channels 304A. Like the channels of
the force equalization plates, the channels of the clamping plates
are shaped to approximate one-half of the respective cable
circumferences except that the ends of the channels are flared
outwardly.
[0098] As shown in FIGS. 11C and 11D, the channeled surfaces of
respective force equalization plates 302 and the clamping plates
304 are complementary such that the plates may be assembled about
the cables for frictionally locking the cables within the
respective channels to equalize the tension in the catenary and
track cable systems. The respective flared ends of the channels in
the assembled plates form a frusto-conical cavity in each end of
the assembly about each of the cables for reducing wear on the
cables by limiting engagement, and therefore bending stresses, with
the ends of the plates, a feature lacking in the Muller disclosure.
The flared ends are defined by narrower diameter 307 and greater
diameter 309 in the opening of the channel through the assembly as
best shown in FIG. 1D.
[0099] Plates 302, 304 are assembled by the insertion of a
plurality of bolts 306 through a respective plurality of
complementary bores 308 formed in the plates along the sides of the
channels. Bolts 306 are high strength bolts to assure the proper
tightening force, and are countersunk such that their heads are
flush with the upper surface of clamping plates 304. Bolts 306 are
retained by respective nuts 310. Flush mounting of the bolts
prevents the possibility of the vehicle wheels colliding with one
of them.
[0100] Clamping plate 304 may have an upper surface that is
elevated at its center (not shown) above the two center channels
304B to provide a greater cross-sectional area at the areas of
greatest stress. The upper surfaces of plate 304 are further
adapted for engagement by the wheels of the cable car.
[0101] The force equalizing assembly interfaces with the rail
profile to assure a continuous running track. The rail profile must
therefore accommodate the profile, i.e., shape of equalizing lock
300. It follows that the 45.degree. expansion gap in the rail
cannot be used at the rail's engagement with the force equalizing
assembly.
[0102] The present invention further contemplates two alternate
embodiments of the force equalizing assembly of cable encasing
members for connecting and distributing forces between the catenary
cable system and the track cable systems. The first alternate force
equalizing assembly, or equalizing lock is illustrated in FIG. 11E.
Several wheel support rails, 350 and 354, have been removed in the
figure in order to clearly illustrate the components below the
rails. The assembly of cable encasing members is made up of frame
333 with connections thereto. The connections of the cables are
made with spelter sockets 334, as shown in the figure, or by any
other cable encasing connection known to those in the art. Frame
333 is made up of base frame 336 which is an elongated plate with
U-shaped ends 338. U-shaped ends 338 of the embodiment shown
consist of legs 340 and 342 which are of different lengths. Because
legs 340 and 342 are of different lengths, clearance is created
between the connections to allow for less moment stress development
at the base of the "U" for a given tensile load on the cables. That
is, if the legs were not of different lengths, the connections
would be side by side. In order for the side by side connections
not to interfere with one another, legs 340 and 342 would have to
be farther apart. Because the legs would be farther apart, a
greater moment would be created near their respective connections
to the rest of the frame. The different length legs avoid this
condition.
[0103] A plurality of askew connection plates 344 extend from the
vertical faces of base frame 336 at acute angles to the
longitudinal axis of the base frame and provide points of
connection for track cable systems 14. On both sides of base frame
336, cross members 346 extend from the face of base frame 336 to
carry spacer plates 348 and wheel support rails 350. Bracing bars
352 extend perpendicularly from cross members 346 to provide
lateral support for the cross members.
[0104] Wheel support rails 350 span between cross members 346 and
may have spacer plates 348 between the rails and the cross members
to give additional elevation to the rails. Wheel support rails 350
typically do not have track cables running underneath them.
However, wheel support rails near the transition points where the
track cables must pass underneath and into the support rails must
be altered to avoid interfering with the track cables. Thus,
transition wheel support rails 354 have channels cut in their lower
faces and sides to allow passage of the cable of the track cable
systems 14 through the sides of the wheel support rails.
[0105] The second alternate force equalizing assembly is
illustrated in FIGS. 11F-L. As illustrated in FIGS. 11F and 11G,
the assembly of cable encasing members is made up of an assembly
body 367, a catenary cable system clamp 370, and a pair of track
cable system clamps 368.
[0106] In a preferred embodiment, assembly body 367 includes of a
pair of parallel tubular beams 372 extending the length of the
force equalizing assembly that support a plurality of cross
extensions that in turn support catenary cable system clamp 370 and
track cable system clamps 368.
[0107] The cross extensions are made up of tubular columns 374,
lateral bracing plates 376, span plates 378a-b, and wing plates
380, as shown in FIGS. 11G and 11I. A plurality of tubular columns
374 extend vertically from tubular beams 372 to support span plates
378a-b. Lateral bracing plates 376 are provided between consecutive
tubular columns 374 to provide support to the columns. Span plates
378a-b are connected between laterally adjacent tubular columns 374
to support catenary cable system clamp 370. Span plates 378a are
notched to sit on top of tubular columns 374. Span plates 378b are
not notched and are attached to the sides of every other laterally
adjacent set of tubular columns 374. Span plates 378a are attached
to the tubular columns 374 at either end of the force equalizing
assembly. Pairs of span plates 378b are therebetween attached to
every other laterally adjacent set of tubular columns 374. Pairs of
span plates 378a are attached to every other laterally adjacent set
of tubular columns not connected by span plates 378b. Catenary
cable system clamp 370 slides in catenary clamp grooves 379 between
catenary cable reaction plates 382. Catenary cable reaction plates
382 are attached between alternating pairs of adjacent span plates
378a. Therefore, each catenary cable system clamp 370 slides in
grooves 379 between every other pair of span plates 378a. Catenary
cable springs 384 are placed between catenary cable system clamp
370 and reaction plates 382 to yieldably transfer forces between
catenary cable system clamp 370 and reaction plates 382.
[0108] As illustrated in FIGS. 11J and 11K, catenary cable reaction
plate 382 is made up of inverted T-shaped body 385 and insertable
inverted T-shaped wedge 386, each connected to the other by bolts
through both of their respective wings. Inverted T-shaped wedge 386
is used to facilitate assembly of the force equalizing assembly.
After all of catenary cable system clamps 370 have been put in
place about catenary cable system 16 and within assembly body 367,
inverted T-shaped wedges 386 are inserted into inverted T-shaped
bodies 385 and bolted in place. The function of the wedges is to
energize catenary cable springs 384. Those skilled in the art will
appreciate that it would not be possible to assemble and adjust
catenary cable system clamps 370 about cables 16 if the springs
were energized or compressed to workable loads during the assembly
process. Therefore, by inserting wedges 386 between catenary cable
springs 384 after all of catenary cable system clamps 370 have been
put in place in assembly body 367, the force equalizing assembly
can be successfully assembled.
[0109] Continuing now with the description of assembly body 367,
wing plates 380 are attached to tubular beams 372 on both sides of
the force equalizing assembly to provide support for track cable
system clamps 368. Track cable system clamps 368 slides in track
cable clamp grooves 381 between track cable reaction plates 388.
Track cable reaction plates 388 are attached between alternating
pairs of wing plates 380, as seen in FIG. 11H. Therefore, each
track cable system clamp 368 slides in grooves 381 between every
other pair of wing plates 380. Track cable springs 390 are placed
between track cable system clamps 368 and reaction plates 388 to
yieldably transfer forces between track cable system clamp 368 and
reaction plates 388.
[0110] As illustrated in FIGS. 11J and 11K, track cable reaction
plate 388 is-made up of a T-shaped body 391 and an insertable
T-shaped wedge 392, each connected to the other by bolts through
both of their respective wings. In a manner essentially identical
to inverted T-shaped wedge 386 of the catenary cable clamp
described above, T-shaped wedge 392 of the track cable clamp is
used to facilitate assembly of the force equalizing assembly.
[0111] As illustrated in FIGS. 11G and 11I, each catenary cable
system clamp 370 is formed by a clamp sliding body 394 and a
catenary clamping plate 396. Clamp sliding body 394 and clamping
plate 396 have complementary channels in which cables of catenary
cable system 16 are secured by bolting body 394 and plate 396
together. FIG. 11I also shows a cross-section of catenary reaction
plate 382 as formed by inverted T-shaped wedge 386 inserted into
inverted T-shaped body 385. Energized catenary cable springs 384
between wedge 386 and catenary cable system clamp 370 are also
illustrated.
[0112] Similarly, as illustrated in FIGS. 11G and 11H, track cable
system clamps 368 are formed by a clamp sliding body 398 and a
clamping plate 399. Clamp sliding body 398 and a track clamping
plate 399 have complementary channels in which cables of track
cable systems 14 are secured by bolting body 398 and plate 399
together. Similar to FIG. 11I above, FIG. 11H shows arrangements of
track reaction plates 388 and track springs 390.
[0113] With a large cable clamping mechanism such as the force
equalizing assembly of the present embodiment, it is problematic
that unless the cable slips near the end of a clamp closest to the
application of load, the clamping pressure near the farthest end of
a clamp cannot be fully utilized. That is, if the clamping pressure
near the end of a clamp closest to an applied force is great enough
to hold a cable without slipping, the clamping pressure at the end
of the clamp farthest from the applied force is not utilized. In
the preferred embodiment described here, this limitation is
overcome by using a plurality of clamps that intermittently grasp
the cables, but are allowed to deflect relative to one another and
a fixed body, specifically assembly body 367. The means for
accomplishing controlled relative movement among clamps is to place
springs between the clamps and the cross extensions of the assembly
body. By using springs with different spring constants, different
amounts of resistance can be generated between selected clamps. By
placing springs with lower spring constants closest to the end of
the cable to which load is applied, these clamps will be allowed to
deflect more under a given load. Since the clamps on the closest
end are allowed to deflect more, more load is passed on to the
farther clamps. By this mechanism-the clamping-pressures required
by the respective clamps are equalized.
[0114] The arrangement described above is employed both with
catenary cable springs 384 and catenary cable system clamps 370,
and with track cable springs 390 and track cable system clamps 368.
The numbers and spring constants of the various springs would be a
matter left to the discretion of the designer for a given set of
loadings.
[0115] A basic problem with clamping cables is that large stresses
tend to be generated near the point where a cable exits a clamp.
Furthermore, the stress is accentuated if the cable is subjected to
lateral loadings that additionally strain the cable at the exit
point due to bending induced by the lateral loading. In a preferred
embodiment of the present invention, as illustrated in FIGS. 11F
and 11L, an extension member guide 400 is added to the force
equalizing assembly to address this problem.
[0116] Extension member guide 400 is bolted to assembly body 367 at
the entry and exit ends of catenary cable system 16. Extension
member guide 400 guides catenary cable system 16 into catenary
cable system clamp 370 to reduce the wear on catenary cable system
16 due to combined tension and bending of catenary cable-system 16
at the-point of entry into catenary cable system clamp 370.
[0117] In a preferred embodiment, extension member guide 400 is
formed by an upper guide 402 and a lower guide 404, the combined
profile of the guides fitting around catenary cable system 16.
Upper guide 402 and lower guide 404 are formed with complementary
holes so that they may be clamped together by a plurality of
bolts.
[0118] The holes formed for catenary cable system 16 through
extension member guide 400 are slightly larger than the cables of
catenary cable system 16. The purpose of the enlarged holes is to
provide for limited clamping of catenary cable system 16 without
generating the unwanted stress at the outer ends of the clamp.
Extension member guide 400 essentially guides catenary cable system
16 more squarely into catenary cable assembly clamp 370. Thereby,
the more extreme stresses developed by combined tension and bending
of the cable are not experienced. In a preferred embodiment of
extension member guide 400, linings 406 are fitted between guide
400 and cable system 16 to provide limited clamping friction
therebetween without inducing wear therebetween.
[0119] It is therefore evident that the invention claimed herein
includes many alternative and equally satisfactory embodiments
without departing from the spirit or essential characteristics
thereof. Those of ordinary skill in the art having the benefits of
the teachings herein will quickly realize beneficial variations and
modifications on the preferred embodiments disclosed herein such as
that discussed in the above paragraph, all of which are intended to
be within the scope of the invention. For instance, all cables in
the preferred embodiment are locked-coil steel cables because of
their high corrosion resistance, density, and moduli of elasticity
as well as their lower sensitivity to bearing pressure. However,
other types of cables may also be suitable in some embodiments. The
preferred embodiments disclosed above must consequently be
considered illustrative and not limiting of the scope of the
invention.
* * * * *