U.S. patent number 3,672,308 [Application Number 05/087,428] was granted by the patent office on 1972-06-27 for roadway switching arrangement for transportation system having center guiderail below track level.
This patent grant is currently assigned to Westinghouse Electric Corporation. Invention is credited to William R. Segar.
United States Patent |
3,672,308 |
Segar |
June 27, 1972 |
ROADWAY SWITCHING ARRANGEMENT FOR TRANSPORTATION SYSTEM HAVING
CENTER GUIDERAIL BELOW TRACK LEVEL
Abstract
A switching arrangement for a transportation system employing
flexible-tired self-propelled vehicles riding on roadways having
laterally spaced tracks and a guide beam (guide rail) therebetween
which is engaged by guide wheels carried by supports depending from
the undercarriage of the vehicle.
Inventors: |
Segar; William R. (Monroeville,
PA) |
Assignee: |
Westinghouse Electric
Corporation (Pittsburgh, PA)
|
Family
ID: |
22205132 |
Appl.
No.: |
05/087,428 |
Filed: |
November 6, 1970 |
Current U.S.
Class: |
104/246;
104/130.01; 104/247 |
Current CPC
Class: |
B60M
1/30 (20130101); E01B 25/00 (20130101) |
Current International
Class: |
B60M
1/30 (20060101); B60M 1/00 (20060101); E01B
25/00 (20060101); E01b 007/12 (); B61b 013/04 ();
F01b 023/06 () |
Field of
Search: |
;104/130,246,247
;105/144 ;246/415,435 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Hoffman; Drayton E.
Claims
I claim:
1. In a transportation system having at least first, second and
third roadways, the second and third roadways diverging at least
initially from each other, the longitudinal axis of each of the
second and third roadways merging with the longitudinal axis of the
first roadway at a common point, each roadway having a pair of
laterally spaced tracks and a guide rail therebetween, the guide
rail of the first roadway terminating in a free end at said point,
each guide rail having oppositely facing vertical guide surfaces
along the length of the rail, and wherein the laterally spaced,
resilient-tired riding wheels of a vehicle are held substantially
to fixed lines of travel on the spaced tracks of a roadway by
cooperative engagement of first and second rotatable guide means of
the vehicle with the opposite vertical guide surfaces of the guide
rail of the roadway, said first and second rotatable guide means
being respectively mounted on laterally spaced first and second
supports depending from the under carriage of the vehicle on
opposite sides of the guide rail, switching means for selectively
routing a vehicle along predetermined courses between the first
roadway and either of the second and third roadways, said switching
means comprising:
A. first and second guide rail sections, the first in end-to-end
relation with the guide rail of the second roadway and terminating
in a free end short of said common point, and the second in
end-to-end relation with the guide rail of the third roadway and
terminating in a free end short of said common point, whereby there
are longitudinal gaps between the free end of the guide rail of the
first roadway on the one hand and the free ends of the first and
second guide rail sections on the other hand,
B. guide rail transfer means selectively operable in mutually
exclusive first and second positions, the first position providing
guide rail continuity between the free end of the guide rail of the
first roadway and the free end of the first guide rail section, the
second position providing guide rail continuity between the free
end of the guide rail of the first roadway and the free end of the
second guide rail section; and
C. frog means comprising elements providing running surfaces for
vehicle riding wheels along the lines of travel of said wheels in
vehicle movement between the first roadway and the second roadway
and between the first roadway and the third roadway as dictated by
the guide rails for the respective courses, said running surfaces
being coplanar with said tracks, first and second of said running
surfaces being supported by said first and second guide rail
sections, others of said running surfaces being disposed to provide
surfaces on opposite sides of each of said first and second running
surfaces and laterally spaced therefrom to provide slots for the
supports of said rotatable guide means to thread through, said
slots being wide enough to provide clearance for said supports but
narrow enough to provide substantial interface between the vehicle
riding wheels and said running surfaces at any point of travel over
said slots.
2. The combination as in claim 1 wherein said frog means includes
track sections in end-to-end relation with tracks of the second and
third roadways for providing said other running surfaces.
3. The combination as in claim 2 wherein said track sections have
lateral extensions which provide running surfaces included in said
other running surfaces.
4. The combination as in claim 3 wherein at least said lateral
extensions are made of structural plate to allow room for said
rotatable guide means to pass thereunder.
5. The combination as in claim 1 wherein said guide rail transfer
means comprises rigidly connected third and fourth laterally spaced
guide rail sections transversely movable between first and second
mutually exclusive positions, in the first position the third guide
rail section bridging the gap between the guide rail of the first
roadway and the first guide rail section, in the second position
the fourth guide rail section bridging the gap between the the
guide rail of the first roadway and the second guide rail
section.
6. The combination as in claim 5 wherein said third and fourth
guide rail sections are lockable in said first and second
positions.
7. The combination as in claim 5 wherein there is motor means for
moving said third and fourth guide rail sections laterally.
8. The combination as in claim 6 which includes motor driven
locking means for locking said third and fourth guide rail sections
in said first and second positions.
9. The combination as in claim 5 wherein current rails are attached
to said first, second, third and fourth guide rails for supplying
electric power to vehicles passing through the switching means.
Description
BACKGROUND OF THE INVENTION
In the Transit Expressway Report of the MPC Corporation, 4400 5th
Avenue, Pittsburgh, Pa. 15213, dated Feb. 20, 1967, and in the U.S.
Pat. No. 3,312,180 to E. O. Mueller, there is described a
transportation system employing self-propelled cars with rubber
tires riding on a roadway having a pair of laterally spaced tracks
and an I-shaped guide beam between and below the tracks. For
steering, the car is equipped with pairs of laterally spaced
resilient-tired guide wheels, each wheel of a pair being carried by
an individual support depending from the under carriage of the car
for rotation in a horizontal plane below the track surface. The
guide wheels of each pair engage opposite sides of the guide beam,
whereby the car is constrained to "follow" the guide beam, that is
its line of travel is dictated by the guide beams.
The guide wheels have a normal operating diameter (running radius)
and a limiting predetermined minimum diameter, whereby under
abnormal conditions the wheels cannot reduce to less than the
predetermined minimum diameter. The arrangement is such that the
laterally flanged top of the guide beam overhangs not only the
normal operating diameter of a guide wheel but also the minimum
diameter to prevent upset of the car under abnormal conditions such
as excessive car sway, or excessive flexing or collapse of the
resilient-tired guide wheels. As described in the Transit
Expressway Report, electric power is supplied to the car through
current collectors from power rails supported by one of the
tracks.
Transportation systems employing a plurality of roadways and
vehicles that are steered by engagement with guidance elements of
the roadway require switching arrangements to permit selective
transfer of a vehicle between one roadway and either one of second
and third roadways. In the conventional rail system the guidance
element is also the riding track whose side is engaged by the
flange of a railway car wheel for guidance. The switching art for
conventional rail systems is an old and highly developed art.
The prior art relating to switching arrangements for roadways
employing flexible-tired vehicles is meager and generally
represented by U.S. Pat. Nos. 2,718,194, 3,095,827, 3,098,454,
3,152,559 and 3,308,766, and the aforementioned Transit Expressway
Report, pages 153 to 2170. The switching system of the prior art
has any one or more of the following characteristics: expensive;
complex; cumbersome; massive; and inappropriateness to the type of
equipment and use to which the present invention is directed.
SUMMARY OF THE INVENTION
The invention is directed to a switching arrangement for a
transportation system of the type discussed, in which arrangement:
the guide wheels function through the switch without discontinuity,
the same as along the roadway; the ride quality is not impaired
while passing through the switch at rated speeds, and power is
continuously maintained on the car while passing through the
switch.
In accordance with one embodiment of the invention, the switching
arrangement includes: a movable guide beam arrangement operable in
first and second mutually exclusive positions, for selectively
connecting the guide beam of a first roadway to the guide beam of
either a second or a third roadway; and a frog providing running
surfaces for car riding wheels along the lines of travel of the
wheels in car movement between the first roadway and the second
roadway and between the first roadway and the third roadway as
dictated by the guide beams for the respective courses, the running
surfaces being coplanar with the tracks. Included in the running
surfaces are surfaces supported by the guide beams of the second
and third roadways, while others of the running surfaces are
located on opposite sides of each of the guide beam supported
surfaces and laterally spaced therefrom to provide slots for the
supports of the guide wheels to thread through. The arrangement is
such that the slide slots are wide enough to provide clearance for
the guide wheels supports for both operating diameter and
predetermined minimum diameters of the guide wheels, but narrow
enough to provide substantial interface between the car riding
wheels and the running surfaces at any point of travel over the
slots for riding comfort and minimum noise.
DRAWINGS
FIG. 1 is a section through a roadway and car, which with the
exception of the current collection systems therein, illustrates
the type of transportation system described in the aforementioned
MPC publication and U.S. Pat. No. 3,312,180, for which the present
invention is especially applicable:
FIG. 2 illustrates the current collection systems described in the
MPC publication;
FIGS. 3 and 4 are plan views of a switch embodying the invention,
and showing the two operative positions of the movable guide beam
arrangement;
FIG. 5 is a section taken along the lines V--V of FIG. 3, but with
parts of a vehicle added;
FIG. 6 is a plan view showing more details of the movable guide
beam arrangement;
FIGS. 7, 8 and 9 are sections taken along lines VII--VII,
VIII--VIII, and IX--IX of FIG. 6;
FIG. 10 is a section taken along the line X--X of FIG. 7; and
FIG. 11 is a diagram of an automatic control system for the
switch.
PREFERRED EMBODIMENT OF INVENTION
In FIG. 1, there is shown a roadway R including a pair of laterally
spaced concrete topped tracks 18 and 20 supported from a roadbed
22, and a flanged guide rail (guide beam) 24 between the tracks and
supported along its length from the roadbed 22 by a continuous or
discontinuous support element or elements 25. Shown running on the
tracks is a self-propelled vehicle 26, for example for carrying
passengers. The vehicle is provided with at least two pairs of
resilient-tired laterally spaced riding wheels, any or all of which
may also be driving wheels. The wheel pairs are spaced
longitudinally of the vehicle, one pair being shown in FIG. 1 as
including wheels 28 and 30 connected by an axle in an axle housing
32 fixed to a frame 34. The vehicle 26 is further provided with a
body 36 on a frame 37 resiliently supported by frame 34. For
comfort and safety each wheel has two sections and dual resilient
tires, for example pneumatic rubber or rubber like tires. The dual
tires for wheel 28 and indicated at 38 and 39, while those of wheel
30 are indicated at 40 and 42. To accommodate the broad composite
tread of each of the wheels 28 and 30, rails 18 and 20 are provided
with wide running surfaces 44 and 46 respectively.
The vehicle 26 is steered by the engagement of sets of opposing
guide wheels with opposite sides 52 and 54 of the guide rail 24.
One such set is shown in FIG. 1 and includes pneumatic
resilient-tired wheels 56 and 58 carried for rotation around
vertical axes by supports 60 and 62 mounted to the frame 34.
Supports 60 and 62 are shown as vertical axles whose upper ends are
affixed to the frame 34. The upper ends of axles 60 and 62 may be
eccentric shaped and clamped in split bushings 64 and 66 attached
to the frame 34. The pneumatic tires on the guide wheels 56 and 58
are pressed against the guide rail web to produce preloading forces
by clamping the eccentric shaft endings in a position to produce
the desired preloading, thus providing to each of the guide wheels
a normal operating diameter under normal load, which because of
tire resiliency, is a little less than the wheel would have if it
were not in engagement with the web on the guide rail. "Normal
operating diameter" corresponds to the "rolling radius" which is
the radial dimension from the centerline of the guide wheel shaft
to the interface of the guide wheel tire and the guide rail under
preloaded condition.
Excessive tire deflections due to abnormal lateral forces, or due
to under-inflation, are limited by steel safety discs 68 and 70
attached to the guide wheels 56 and 58 respectively. The diameter
of each safety disc is slightly less than the diameter of its
associated guide wheel tire, and also less than the normal
operating diameter of the wheel. In a particular operating example
the diameter of the safety disc is about 1 inch less than the
normal operating diameter of the associated guide wheel. Thus if a
guide wheel tire becomes deflated its corresponding safety disc
will engage the web of the guide beam 24 to take over the steering
of the vehicle.
The web of the guide rail transmits lateral wind forces, as well as
the centrifugal and steering forces, to the roadway structure. The
guide rail flange prevents the vehicle from derailing or upsetting,
since the flange will be engaged by the safety discs 68 or 70 as
the case may be in case the vehicle attempts to upset or become
derailed. Thus, the safety discs perform dual functions in the
operation of the vehicle.
The vehicle 26 may be driven by any suitable motor such as internal
combustion engine, electric motors or other. By way of example the
vehicle is shown as powered by an electric motor 72 coupled to the
axle connecting the drive wheels 28 and 30. Electric power is
supplied to the vehicle by an arrangement including conductors
(current rails) 74 insulatively supported by brackets 76 attached
at longitudinal intervals to the guide rails 24, and contacted by
wiping brushes 78 carried by a bracket 80 fixed to the frame 34
behind the axle 62. Conductors 82 and 84 connected to the motor 76
and the control circuits of the vehicle, pass through or along the
bracket 80 for connection to the brushes 78.
In an operating example, the diameter of axles 60 and 62 was about
2 inches, guide wheel tire diameter inflated and unloaded about
16.5 inches, normal operating diameter of guide wheels (tires
engaging guide beam and preloaded) about 16 inches (rolling radius
8 inches), safety discs about 15 inches in diameter, and riding
wheel dual pneumatic tires each 7.50 .times. 20.
Ground rail and collector brush are shown at 86 and 88
respectively, the brush being carried by a bracket 90 (behind axle
60) secured to the frame 34, while the rail 86 is supported by
brackets 76 attached to the guide rail 24. The current collection
system disclosed in the aforementioned MPC publication is
illustrated in FIG. 2 wherein the power conductors 92 are supported
by brackets 94 attached to the track 18. In this figure, the
collector brushes 96 are supported by a bracket 98 attached to the
under carriage of the vehicle.
In FIG. 3, there are shown three roadways, R1, R2 and R3. Each of
which in cross section is like the roadway R in FIG. 1, and
includes laterally spaced parallel tracks with a parallel guide
rail therebetween. Road R1 includes tracks 100 and 102, a flanged
guide rail 104 intermediate of and parallel through the tracks, and
current and ground rails 106 and 108 supported at intervals from
the guide rail by brackets 110. Roadway R2 includes rails 112 and
114, guide rail 116, and current and ground rails 118 and 120,
respectively. Roadway R3 includes tracks 122 and 124, guide rail
126, and current and ground rails 128 and 130.
It will be noted that roadways R1 and R2 are straight roadways and
in line with each other, that is their longitudinal axes are in
line with each other. On the other hand, roadway R3 is a curved
roadway whose longitudinal axis or axis projection merges with the
longitudinal axis line of roads R1 and R2 at the line or point P.
Although only small sections of roadways R2 and R3 are shown, it
should be noted that at least initially roadways R2 and R3 diverge
from each other looking toward the right in FIG. 3. The term
"longitudinal axis" as used herein covers both the straight line
projection of roadways R1 and R2 and the curved line projection of
roadway R3.
In FIG. 3, there is shown a switching arrangement 132 for
selectively and operatively connecting roadway R1 to either of
roadways R2 and R3. Switch 132 includes a guide rail transfer
section 134 and a frog section 136. Transfer section 134 operates
to selectively effect guide rail continuity between the guide rail
of roadway R1 and the guide rail of either roadway R2 or roadway R3
as desired. The frog section 136 provided running surfaces for the
vehicle riding wheels along the lines of travel of the wheels in
vehicle movement between the roadway R1 and roadway R2, and between
roadway R1 and roadway R3, ad dictated by the guide beam
arrangement for the respective courses.
Frog section 136 is provided with a track section 138 (FIGS. 3, 4
and 5) having a part 140 with a normal width running surface in
line with tracks 100 and 112, and a part 142 which longitudinally
extends the normal width running surface of part 140, but
additionally is provided with a lateral inward extension 144 which
laterally broadens the running surface 145 for the length of the
extending portion 144. Track section 138 is made for example from a
1 inch thick steel plate supported by suitable steel beams 146 and
other structural elements such as webs 148, the beams 146 being
secured to transverse roadbed members 150. Frog section 136 also
includes a track section 152 having a part 154 with a normal width
running surface in line with track 124 and along the projected
curved longitudinal axis thereof. Track section 152 also has a part
155 having a running surface not only in line with track part 154,
but also having a lateral inward extension 156 which provides a
broadened running surface 157 along the length of the extension. In
the same manner as track section 138, track section 152 also is
made from a structural plate and similarly supported by structural
elements 158 and 159 based on the road bed and attached to cross
members 150.
The frog 136 includes a fixed section of flanged guide rail 160 in
end-to-end relation with guide rail 116 so that effectively it
becomes an extension thereof. Guide rail 160 is structurally
supported by and secured to elements 161 fixed to the road bed and
terminates in a free end 162.
As viewed in FIG. 1, the left end of switch 132 is the "facing end"
of the switch because the "point" of the switch is at that end. The
opposite end (right end) of the switch is referred to as the
"trailing end" because it trails the point of the switch. From
these reference points the following reference directions are
established. The point direction is the direction "looking" from
the trailing end toward the point or facing end, while the opposite
direction is the "trailing direction."
A bridging plate 164 secured to the flange top of guide rail 160
extends from the free end 162 of guide rail 160 in the trailing
direction to provide a running surface 166. A set of current rails
168 in line with and connected to current rails 118, and a ground
rail 170 in line with ground rail 120 are supported by brackets 172
attached to the guide rail 160.
Frog 136 includes a fixed section of guide rail 174 in end-to-end
relation with guide rail 126, effectively continuing the guide rail
126 along the curved projection of its longitudinal axis. Guide
rail section 174 is structurally supported on the road bed and
terminates in a free end 176. A bridging plate 178 secured to the
flange top of the guide rail 170 extends from the free end of the
guide rail 176 in the trailing direction to provide a running
surface 180. A set of current rails 182 in line with and connected
to current rails 128, and a ground rail 184 in line with ground
rail 130 are attached by brackets to guide rail 174 to follow along
the course thereof.
The frog 136 includes a track section 186 made for example from 1
inch steel plate and supported at a height from the road bed by
structural elements 188 and 190 secured to the road bed, for
example by attachment to road bed members 150. The trailing end of
track section 186 abuts the converging ends of tracks 114 and 122
whereby the upper surface 200 of the track section 186 provides a
continuation of a merger place for tracks 114 and 122.
The upper surfaces of tracks 112, 114, 122, 124, track sections
138, 152, 186 and bridging members 164 and 178, are all coplanar to
provide running surfaces for the vehicle riding wheels. The running
surfaces of track sections 138, 152, 186 and bridging members 164
and 178 may be coated with a bonded friction coating, for example
polyester and grit to prevent loss of adhesion on the tires of the
riding wheels.
Generally only the sectioned cuts of the frog components are shown
in FIG. 5 to avoid complicating the drawing. For example, the curve
of guide rail 174 to the right is not shown. However, the
converging ends of beams 188 and 190 are shown, although they are
"back" of the section line V--V of FIG. 3.
It will be noted that the bridging member 164 is spaced from the
plate 138 extension 144, and from the track section 186 to provide
slots 94 and 96, respectively, to allow supports 60 and 62 of the
guide wheels of a vehicle to thread therethrough when the vehicle
is negotiating one course through the switch. Also bridging member
178 is spaced from the track section 186 and from the extension 158
of track section 152 to provide the slots 198 and 200 respectively
through which the support elements 60 and 62 of the guide wheels of
a vehicle will thread while the vehicle is negotiating the curved
course of the switch.
The transfer section 134 of the switch 132 is provided with fixed
track sections 202 and 204 having running surfaces 206 and 208
respectively coplanar with and affording continuity of the running
surfaces of tracks 100 and 102, and track sections 138 and 152.
Effectively, tracks 100 and 112, and track sections 202 and 138
form a continuous track except for gaps provided to compensate for
expansion due to temperature change. In like manner, tracks 102 and
124, and track sections 204 and 152 form a continuous track except
for gaps provided to compensate for expansion due to heat.
Track section 202 at its point end is the normal track width, but
it gradually widens to an enlarged portion 210 at the trailing end
of the section. In somewhat similar manner track section 204 is of
normal track width at its point end, but gradually widens toward an
enlarged trailing end 212. Track sections 202 and 204 are for
example made from 1 inch steel plates secured to structural support
elements 213 and 214 secured to and supported by the road bed.
The guide rail transfer section 134 is provided with a guide rail
transfer mechanism 216 having two mutually exclusive positions. In
one position the transfer mechanism provides a "connection" between
the free ends of guide rail 104 and guide rail 160 to effect guide
rail continuation between guide rails 104 and 160. In the other
position, the transfer mechanism provides a connection between the
free ends of guide rail 104 and 174 to effect guide rail continuity
between guide rails 104 and 174.
Although other transfer mechanisms for effecting these connections
may be employed in connection with the disclosed frog section 136,
the specific one illustrated in FIG. 3 is a preferred form.
The preferred form of transfer mechanism at 216 includes guide
rails 218 and 220 rigidly connected in fixed laterally spaced
relation by transverse members shown symbolically by dashed lines
222 and 224 in FIGS. 3 and 4, and more specifically illustrated in
FIGS. 6 to 10. The joined guide rail sections 218 and 220 are
movable in concert transversely from one to the other of the two
mutually exclusive different positions shown in FIGS. 3 and 4. The
transverse movement of the guide rail sections 218 and 220 is on
transverse ways and by mechanisms not shown in FIGS. 3 and 4 but
illustrated in detail in FIGS. 6 to 10. Also means for locking the
transfer mechanism in either of the positions is shown specifically
in FIGS. 6 to 9.
It should be noted at this point that FIG. 4 is generally a
duplicate of FIG. 3 with a little less detail shown but with the
transfer mechanism 216 shown in a different alternative
position.
Attached by suitable brackets 226 to the guide rail 218 are a set
of current rails 228 and a ground rail 230. In like manner,
attached to the guide rail 220 by suitable brackets 231 are a set
of current rails 232 (better seen in FIG. 4) and a ground rail 234.
The current and ground rails attached to the respective guide rails
218 and 220 are parallel to their associated guide rails and being
attached to them move with them when the transfer mechanism 216 is
moved laterally.
In the position of the transfer mechanism 216 shown in FIG. 3,
guide rail 218 is aligned with guide rails 104 and 160 to close the
longitudinal gap therebetween, thereby effectively connecting guide
beams 104 and 160 to provide guide beam continuity therebetween. It
will be noted that in the position of FIG. 3 the power conductor
sets 106, 228, 168 and 118, are lined up and connected to the same
power source. Ground rails 108, 230, 170, and 120 are also aligned.
In the position of FIG. 4 current rail sets 106, 232, 182 and 128
are lined up and are connected to the same source of power. Also
the ground rails 108, 234, 184 and 130 are aligned.
In the position of FIG. 3, the course of travel of a vehicle
through the switch as dictated by the aligned guide rails is
defined by the centerlines of travel 240 and 242 of the opposite
side riding wheels 28 and 30, respectively of the vehicle, whereby
the vehicle will transfer from one to the other of roadways R1 and
R2.
The arrangement of slot 194 is such that its centerline is
coincident with (intersects) the centerlines of guide wheel support
60 and ground brush bracket 90 under static load conditions of the
vehicle. In like manner the arrangement of slot 196 is such that
its centerline is coincident with the centerlines of guide wheel
support 62 and current brush bracket 80 under the same conditions.
Slots 194 and 196 are wide enough to allow the axles 60 and 62 and
brackets 90 and 80 to pass through the slots as the vehicle passes
through the switch. Preferably the slots should not be much wider
than is necessary to allow free passage of the axles 60 and 62
under abnormal conditions when one or the other safety disks 68 and
70 engages the guide beam, that is, when one or the other guide
wheels 56 and 58 is operating at the predetermined minimum diameter
(the diameter of disks 68 and 70). In the operating example wherein
the vehicle guide wheel elements have the hereinbefore mentioned
dimensions and relations, the slots 194 and 196 were 4.5 inches
wide. These slots will not affect the ride quality of the vehicle,
even at high speeds. The vehicle passes over the slots at an angle
such that for each set of dual tires passing over a slot, the
minimum tread contact of the tire load area on the road surface for
a 100 ft. radius curve is 100 percent for one tire and 64 percent
of the other tire. This is equivalent to about 80 percent of a
single tire having a broad tread equal to the composite tread of
dual tires. This is based on 7.50 .times. 20 pneumatic riding
tires. Two laterally spaced sets of dual tires do not cross the
slots at the same time. For abnormal transverse load conditions or
for a flat guide wheel tire, the safety disk involved maintains
positive guide wheel axle clearance in the slot and thus insures
that the guide wheel axles and the brackets for the current
collectors will always thread the slots. The safety disks also
functions in the vertical plane to thread the guide wheels in the
event of an overturning force.
In the position of FIG. 4, the course of travel of a vehicle
through the switch as dictated by the aligned guide rails is
defined by the center lines of travel 244 and 246 of the opposite
side riding wheels 28 and 30, respectively, of the vehicle, whereby
the vehicle will transfer from one to the other of roadways R1 and
R3 in either direction. In this course of travel the guide wheel
axles 60 and 62 and the current and brush brackets will thread
slots 198 and 200 which are dimensioned in the same manner as slots
194 and 196.
While slots 194, 196, 198 and 200 are wide enough to provide
clearance for the guide wheel axles under normal and abnormal
conditions such as engagement of the guide rail by the safety
disks, they are made narrow enough to provide substantial interface
between the vehicle riding wheels and the running surfaces on
opposite sides of the slots at any point of travel over the slots
to provide riding comfort and minimize noise.
It may be noted that while the structural plates from which track
sections 138, 152 and 186 are made are strong enough to support the
vehicle, at least the portions adjacent the slots 194, 196, 198 and
200 are thin enough to provide clearance for the vehicle guide
wheels passing thereunder. This is also rue of the bridging plates
164 and 178.
Referring now to FIG. 6, which shows the transfer section 134 in
more detail but with the current and ground rails omitted to
simplify the illustration, guide rails 218 and 220 are connected
together to form a rigid structure 216 by means of members 222 and
224 at opposite ends of the guide rails, and an intermediate
U-shaped member 250. Although the current and ground rails are
omitted in FIG. 6, they are shown in FIG. 7. Member 250 is secured
as by welding to the guide rails 218 and 220. Members 222 and 224
ride on ways 252 and 254 in the form of heavy pipes disposed
transversely across the load bed and secured at their opposite ends
to the supporting structure of track sections 202 and 204, more
specifically elements 213 and 214. Thus they function as ways and
also as diaphragms for the roadway structure.
Except for their different lengths, cross-tie members 222 and 224
are similar in structure and only one, member 222 will be described
in detail. Member 222 generally comprises a rigid assembly having
similar reaction roller end frames 256 and 258 (FIG. 7) and (FIG.
10) connected together by a pipe 260 concentrically encircling pipe
252 for free relative movement therebetween. End frame 256 has a
plate section 262 having an aperture 264 (FIG. 10) coincident with
the inside diameter of pipe 260, through which aperture the pipe
252 freely passes.
Three pairs of tabs 266, 268 and 270 welded to the plate 262 and to
the pipe 260 provide support for shafts 272, 274 and 276 carrying
bearing mounted rollers 278, 280 and 282, respectively, spaced
120.degree. apart and which project through slots 284, 286 and 288,
respectively, cut in pipe 260, whereby the rollers will roll and
guide on and along the pipe 252. Shafts 272, 274 and 276 are
eccentrically mounted so that the roller wheels can be easily
adjusted for proper alignment and bearing on the steel pipe 252 by
means of a handle as at 290. Guide rail 220 is rigidly secured to
plate 262 by welding the bottom flange of the guide rail through
spacers 292 and 294 to tabs 296 and 298 that are integral with (as
by welding) to plate 262.
End frame 258 is structurally the mirror image of end frame 256 and
is secured to the opposite end of pipe 260 which end is also
slotted to allow the three rollers on frame 258 to engage and ride
on pipe 252. Guide rail 218 is secured to the frame 258 in the same
manner that guide beam 220 is secured to the frame 256.
Guide rails 218 and 220 are rigidly secured to the movable cross
tie 224 in the same way that they are secured to the movable
cross-tie 222. As hereinbefore stated, the members 222 and 224 are
alike except for length. Thus cross-tie 224 is also equipped with
rollers which ride on and guide along pipe 254. The roller mounted
assemblies at opposite ends of guide beams 218 and 220 effect
longitudinal and vertical alignment, provide lateral stability to
the guide beam structure to insure movement along the chosen course
of the switch, and provide a highly mechanically efficient rolling
motion for both powered and manual operation and positioning.
The tops of guide beams 218 and 220 are below the track sections
202 and 204 to allow guide rail 218 to tuck or pass under the
cantilevered portion of the section 202 when moved to the position
of FIG. 4, and to allow guide rail 220 to pass under the
cantilevered portion of section 204 when moved to the position of
FIG. 3.
As seen in FIG. 6, an electric cylinder motor 300 is
trunnion-mounted on cross members 302 and 304 attached to the beams
213 and 214. A two degrees of movement (freedom) trunnion mounting
is indicated at 306. An electric cylinder motor translates
reversible rotary movement of a rotor member to reversible linear
movement of an output rod, which for motor 300 is indicated at 308.
It is the functional equivalent of a fluid cylinder and piston
combination for providing linear motion. Motor 300 is supplied with
electric power from a source not shown through input line 312 and a
control 314 including on-off and reversing switches.
The end of rod 308 is secured to the yoke portion of the U-member
250, preferably through a firm but resilient connection 310 to
avoid shock. The attachment of rod 308 to the U-shaped member 250
is such that the member 250 will be constrained to follow the
linear movement of the rod in one or the opposite direction
depending on the motor direction selected. Since the U-member 250
is rigidly fastened (as by welding) to guide beams 218 and 220,
these beams will move with the U-member. The movement of guide
rails 218 and 220 will of course be on and guided by the ways 252
and 254 as hereinbefore described. The motor rod 308 is capable of
sufficient travel to move the guide rails to either of the two
switching positions of FIGS. 3 and 4. The position of FIG. 3 is the
same as the position of FIG. 6.
In either of the switching positions, the transfer mechanism is
locked by locking pins 316 and 318 (FIGS. 6 and 9) driven into
indexing apertures 321 and 320 in pipes 252 and 254 respectively.
For the transfer position of FIG. 6, the index apertures 321 and
320 in pipes 252 and 254 are in line with and occupied by the pins
316 and 318, respectively, in their disposition shown in FIG. 6.
These apertures are visible in FIG. 6 only in dotted, however the
aperture aligned with pin 318 is clearly seen in FIG. 9 at 320 and
is shown as a hardened pocket insert 323 in an aperture in pipe
254. For locking in the position of FIG. 4, the index apertures for
pins 316 and 318 are shown at 322 and 324 in pipes 252 and 254,
respectively. In FIG. 9, pipe 325 corresponds to pipe 260 at the
other end of the guide rail assembly.
Although the locking pins 316 and 318 may be driven manually, motor
driven operation is provided by connecting the pins through a
releasable connection to the output rod of an electric cylinder
motor. More specifically, pin 316 is connected through a releasable
coupling 326 to the output rod 328 of a reversible electric
cylinder motor 330, trunnion-mounted between the horizontal plates
332 and 334 (FIGS. 6 and 7) of an integral frame 336 having side
plates 338 and 340 welded to the pipe 260. While most of the
details of the locking pin motor and mounting therefor are best
seen in FIGS. 6 and 7, the shape of the side plates 338 and 340 of
the frame 336 is best seen in FIG. 8 where side plate 340 is shown
in full and frame 258 in phantom. Power is supplied to the motor
330 from a source not shown through an electric line 342 and a
control system 344 including on/off switches and reversing
switches.
In like manner, pin 318 is connected through a releasable coupling
to the output rod of an electric cylinder motor 346 trunnion
mounted on a frame 348 that is welded to the movable cross-tie 224.
Electric power is supplied to the motor 346 through a line 350 and
a control circuit 352 including on/off and reversing switches.
It may be noted at this point that the resilient coupling 310
between the motor drive rod 308 and the U-member 250, not only
prevents impact loading of the basic structure but also permits the
locking pins 316 and 318 to engage with minimum axial resistance.
The locking of the guide rail transfer mechanism serves a dual
purpose. It provides the support to the guide rails necessary
because of the guiding of the vehicle as well as provides the
absolute alignment necessary to execute a smooth transition of the
equipment from the switching guide rail members to one or the other
of roadways R2 and R3.
The unlocking, the moving of the transfer mechanism from one to the
other position, and the locking may be accomplished entirely
manually if desired. For example, starting with the position shown
in FIGS. 3 and 6, the pins 316 and 318 may be retracted manually by
disconnecting the pins from their respective motor drive rods and
then simply retracting the pins by hand. After which the motor 300
may be manually cranked by a crank 354 which turns the motor rotor
to drive the motor output rod 308 in the proper direction to move
the guide rails 218 and 220 until they reach the position as in
FIG. 4 where the locking pins 316 and 318 will be in alignment with
the apertures 322 and 324 in the pipes 252 and 254. At this point
the pins may be inserted manually into locking position. Of course,
the pins 316 and 318 may be retracted and inserted by manually
cranking the motors 330 and 346 by means of cranks 356 and 358.
Certainly easier, the pins 316 and 318 may be inserted and
retracted by applying electric power to the motors 330 and 346 for
the desired direction of travel. Likewise, electric power for
desired direction of travel may be applied to motor 300 to drive
the guide rails 218 and 220 in the desired direction.
The system may be made automatic for example by use of controls as
in FIG. 11. In this figure, the pins 316 and 318 are shown in the
inserted or locked position. Associated with pin 316, are limit
switches L1, L2, L3 and L4. Likewise, associated with locking pin
318 are limit switches L1', L2', L3' and L4'. The system of FIG. 11
also includes limit switches L5, L6, L7 and L8 which are also shown
in their actual fixed locations in FIG. 6, such that limit switches
L5 and L6 are tripped by guide rail 218 when it reaches the
position of FIG. 4, and limit switches L7 and L8 are tripped by
guide rail 220 when it reaches the position of FIGS. 6 and 3. The
system of FIG. 11 also includes a control and power circuit 360
tied in for example with automatic roadway control system.
To make a change in alignment from the alignment position of FIG. 6
to the position of FIG. 4, assuming locking pin 316 and 318 are
locked in place, the switching operation begins with a command from
the automatic train controls for the switching alignment to change.
The control system 360 transmits an unlock command signal along the
line 362 through limit switches L4 and L4' to motors 330 and 346.
These motors withdraw the locking pins 316 and 318 until the pins
engage and trip open limit switches L4 and L4' to shut off the
power to motors 330 and 346 and also to send a verification signal
along lines U to the control circuit 360. This full stroke of the
actual withdrawal of the locking pins is verified by the limit
switches L3 and L3' which are tripped closed when the locking pins
are fully withdrawn.
The closing of limit switches L3 and L3' closes a power circuit to
motor 300 along lines 364, 366, 368, and through the reversing
switch 370 through limit switch L5 and into the motor 300. Motor
300 then drives the guide rails 218 and 220 to the position of FIG.
4 in which position guide rail 218 strike limit switches L5 and L6
to open switch L5 and close switch L6. The motor circuit 300 is
thus opened, and switch L6 transmits a signal along line X to the
control circuit 360 notifying the control circuit that the guide
beams have arrived in alignment with roadway R3. It should be noted
that in the meantime the reversing switch 370 had been set to
provide output through L5 by signals along line 372 from the
control circuit 360. In response to the signal on line X, the
control circuit 360 sends a lock signal along line 374 through
limit switches L1 and L1' to the motors 330 and 346 which drive the
locking pins 316 and 318 into the apertures 322 and 324 until the
limit switches L1 and L1' are tripped open to turn the motor power
off.
In the meantime, the control circuit 360 has sent a selection
signal along line Z to a selector switch 376 to select current
rails 232. When the locking pins 316 and 318 are in the locked
position, they trip limit switches L2 and L2' closed to close the
power circuit from a source of power 378 through the selector
switch 376 to the current rails 232. It should be understood that
the circuit FIG. 11 is only for illustration and that where power
circuits are involved, intervening relays would be used between the
limit switches and power circuits.
To change the switch alignment from the position of FIG. 4 back to
the position of FIG. 3 (from roadway R3 to roadway R2), the above
described procedure is generally repeated except that instead of
limit switch L5, the selection signal 372 causes the reversing
switch 370 to connect to switch L7, and a signal is applied along
line Z to cause the selector 376 to select current rail 228.
When the position of FIG. 3 is reached, limit switches L7 is
tripped to open the motor 300 circuit, and limit switch L8 is
tripped closed to send a signal along Y to the control circuit 360
signifying that the move has been completed. In response, the
control circuit 360 transmits a lock signal along line 374.
It should be understood that vehicles may travel in either
direction through the switch in each of the two selectable
positions of the switch.
In the arrangement shown the straight section of the switch may be
negotiated by the vehicle at maximum speed, the maximum speed of
the curved section being determined not by the switch, but by the
radius of curvature of the roadway with the speed limited only to
obtain the desired passenger comfort.
The switching apparatus disclosed herein may be adapted to a broad
range of turnout radii extending at least as low as 25 feet; in a
sense the real limitation is the turning radius of the vehicle.
It should be understood that the herein described arrangements are
simply illustrative of the principles of the invention, and that
other embodiments and applications are within the spirit and scope
of the invention.
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