CA1083422A - Pivotal guide beam switch for a tansportation system - Google Patents
Pivotal guide beam switch for a tansportation systemInfo
- Publication number
- CA1083422A CA1083422A CA266,430A CA266430A CA1083422A CA 1083422 A CA1083422 A CA 1083422A CA 266430 A CA266430 A CA 266430A CA 1083422 A CA1083422 A CA 1083422A
- Authority
- CA
- Canada
- Prior art keywords
- guide beam
- vehicle
- roadways
- roadway
- pivotal
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B25/00—Tracks for special kinds of railways
- E01B25/28—Rail tracks for guiding vehicles when running on road or similar surface
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Vehicle Body Suspensions (AREA)
- Platform Screen Doors And Railroad Systems (AREA)
- Railway Tracks (AREA)
Abstract
PIVOTAL GUIDE BEAM SWITCH
FOR A TRANSPORTATION SYSTEM
ABSTRACT OF THE DISCLOSURE
A transportation system including transportation vehicles which are guided along the tracks of a roadway by guide wheels, depending below the vehicles and following a guide beam that extends laterally between the roadway tracks.
In transportation systems including more than one roadway, a pivotal guide beam switch controllably directs the trans-portation vehicles between several of the roadways. The switch is supported by a roadway junction structure provi-ding a running surface for transportation vehicles traveling between roadways, and is comprised of first and second pivotal guide beams. The first pivotal guide beam directs vehicles between first and second roadways and the second pivotal guide beam directs vehicles between the first and third roadways. Each pivotal guide beam is comprised of a fixed section and a pivotal section which is placed in-line with the longitudinal axis of the first transportation system roadway when that pivotal guide beam is to be opera-tive.
FOR A TRANSPORTATION SYSTEM
ABSTRACT OF THE DISCLOSURE
A transportation system including transportation vehicles which are guided along the tracks of a roadway by guide wheels, depending below the vehicles and following a guide beam that extends laterally between the roadway tracks.
In transportation systems including more than one roadway, a pivotal guide beam switch controllably directs the trans-portation vehicles between several of the roadways. The switch is supported by a roadway junction structure provi-ding a running surface for transportation vehicles traveling between roadways, and is comprised of first and second pivotal guide beams. The first pivotal guide beam directs vehicles between first and second roadways and the second pivotal guide beam directs vehicles between the first and third roadways. Each pivotal guide beam is comprised of a fixed section and a pivotal section which is placed in-line with the longitudinal axis of the first transportation system roadway when that pivotal guide beam is to be opera-tive.
Description
CROSS REFERENCES TO RELATED APPLICATIONS
~2 n ~pp/~ ~fi on -~ Reference is made to a entitled Power Rail, Control Signal Rail And Guide Beam Arrangement For A Transportatlon System, Serial No. ~7, ~t3, filed ~e~. ~/97~ by W. R. Segar, ~ ) which application is anl assigned to the assignee o~ the present invention.
BACKGROUND OF THE INVENTION
Field o~ the Invention: .
The invention relates to a transportation vehicle -1- ,, ~ : . . ',, ............... : ,,." , - : ,.: ... .
: ........ ... , ~ . , ,: . , ., : . ..
339L;2~ ~ ~
: ' . ' roadway switching arrangement ~or directing vehicles between first and second roadways o~ a transportation system or, alternatively, between first and third roadways o~ the transportation system.
Descri~tion of the Prior Art:
-- .
Transportation systems employing self-propelled, rubber tired vehicles wh~ch traverse a roadway comprised of laterally spaced tracks are well known in the prior art.
The transportation vehicles can be steered by laterally spaced resilient-tired guide wheels depending from the undercarriage o~ the vehicle and which rotate in a horizon-tal plane engaging opposite sides of a guide beam fixed to the vehicle roadway so as to direct the vehicle along the roadway. Such transportation systems are described in a publication entitled Transit Expressway Report of MPC Corpora-,~ .
tion, 4400 Fi~th Avenue, Pittsburgh, Pennsylvania 15213,dated February 20, 1967, and in U.S. Patent No. 3,312,180 of E. 0. Mueller.
In transportation systems where the vehicle line o~ travel is determined by the engagement of vehicle guide wheels with a roadway guide beam, the utilization of a plurality of roadways requires guide beam switching arrange-ments to provide selective transfer of a vehicle between one roadway and either a second or a third roadway. A prior art switching arrangement for a transportation system employing .
resilient-tired vehicles is described in U.S. Patent No.
3,672,308 of W. R. Segar. Generally, the prior art systems employed a guide beam trans~er table or laterally moving guide beam switching arrangement which had high installation costs, and in the case of the transfer table arrangement
~2 n ~pp/~ ~fi on -~ Reference is made to a entitled Power Rail, Control Signal Rail And Guide Beam Arrangement For A Transportatlon System, Serial No. ~7, ~t3, filed ~e~. ~/97~ by W. R. Segar, ~ ) which application is anl assigned to the assignee o~ the present invention.
BACKGROUND OF THE INVENTION
Field o~ the Invention: .
The invention relates to a transportation vehicle -1- ,, ~ : . . ',, ............... : ,,." , - : ,.: ... .
: ........ ... , ~ . , ,: . , ., : . ..
339L;2~ ~ ~
: ' . ' roadway switching arrangement ~or directing vehicles between first and second roadways o~ a transportation system or, alternatively, between first and third roadways o~ the transportation system.
Descri~tion of the Prior Art:
-- .
Transportation systems employing self-propelled, rubber tired vehicles wh~ch traverse a roadway comprised of laterally spaced tracks are well known in the prior art.
The transportation vehicles can be steered by laterally spaced resilient-tired guide wheels depending from the undercarriage o~ the vehicle and which rotate in a horizon-tal plane engaging opposite sides of a guide beam fixed to the vehicle roadway so as to direct the vehicle along the roadway. Such transportation systems are described in a publication entitled Transit Expressway Report of MPC Corpora-,~ .
tion, 4400 Fi~th Avenue, Pittsburgh, Pennsylvania 15213,dated February 20, 1967, and in U.S. Patent No. 3,312,180 of E. 0. Mueller.
In transportation systems where the vehicle line o~ travel is determined by the engagement of vehicle guide wheels with a roadway guide beam, the utilization of a plurality of roadways requires guide beam switching arrange-ments to provide selective transfer of a vehicle between one roadway and either a second or a third roadway. A prior art switching arrangement for a transportation system employing .
resilient-tired vehicles is described in U.S. Patent No.
3,672,308 of W. R. Segar. Generally, the prior art systems employed a guide beam trans~er table or laterally moving guide beam switching arrangement which had high installation costs, and in the case of the transfer table arrangement
-2-;"' . ' .
. . : . , .
1~83422 -required relatively large surface areas and movement o~ a large mass of roadway. The complexity and size of certain of these prior art arrangements limited the reliability of their operation and the flexibility of their application.
Also, these prior art devices demanded a relatively long time period to complete a cycle of operation, and required a relatively large number of sensing devices for determining whether the switch was locked in the intended position.
SU~MARY OF THE INVENTION
For transportation systems including a multiple of roadways and transportation vehicles directed over those roadways by a guide wheel and guide beam arrangement, a guide beam switch is provided for directing a vehicle between first and second roadways or, alternatively as described, between first and third roadways. The guide beam switch is comprised of a first pivotal guide beam for directing trans-portation vehicles between the first and second roadways and a second pivotal guide beam for directing transportation vehicles between the first and third roadways. The first pivotal guide beam is comprised of a fixed section, whose longitudinal axis remains in-line with the longitudinal axes of the guide beams of the first and second roadways, and a pivotal section, whose longi~udinal axis is pivoted in-line with the longitudinal axes o~ the guide beams of the first and second roadways when the vehicle is to travel between the first and second roadways. The second pivotal guide beam is comprised of a fixed section, whose longitudinal axis remains in-line with an arc which is tangential to the longitudinal axes o~ the guide beams of the first and third roadways; and a pivotal section, whose longitudinal axes is ~334ZZ
pivoted in-line with the arc tangential to the longitudinal axes of the guide beams of the first and third roadways when the vehlcle is to travel between the first and third roadways.
The guide beam pivotal sections, whose in-line positions are mutually exclusive, are controlled by an actuating apparatus in relation to the course intended for the vehicle to travel.
The pivotal section of each gui~e beam section is supported . .: .
by a bearing assembly at its pivotal end and a platform and roller assembly at its opposite end and is interlocked with sensing devices which determine whether the pivotal section associated with the intended course of travel is locked into the desired in-line position.
This relati-vely uncomplicated design provides a switch which is safe, but inexpensive to install, reliable and widely applicable. The disclosed switch provides a relatively small surface area, a fast operating cycle, and ; relatively few sensing devices to determine whether it is locked into the desired proper position.
BRIEF DESCRIPTION OF THE DRAWINGS
Figure 1 is a cross-sectional view of a transpor-tation system roadway taken in a plane perpendicular to the longitudinal axis of the roadwayO
Figure 2 is a top pro~ection of a first, second and third vehicle roadway ~oined by a pivotal guide beam switch where, depending upon the position of the switch, transportation vehicles are directed between the first and second roadways or between the first and third roadways.
Figure 3 is a cross-sectional view taken in the plane III-III of Figure 2 and showing track surfaces and 3Q structure for supporting vehicles of a transportation system .
: : ~ ,: , . , . .. . : . .
1~334~2 and a pivotal guide beam switch.
Figure 4 is a cross-sectional view taken in the plane IV-IV of Figure 2 and showing additional structure for supporting vehicles of a transportation system and a pivotal guide beam switch.
Figure 5 is a cross-sectional view taken in the plane V-V of Figure 2 and showing a bearing assembly inclu-ded in the pivotal guide beam switch.
Figure 5A is a sectional view of the antifriction bearing assembly shown in Figure 5.
Figure 6 is a cross-sectional view taken in the plane VI-VI of Figure 2 and showing a platform and roller assembly included in the pivotal guide beam switch.
Figure 7 is a cross-sectional view of a roller , included in the pivotal guide beam switch and taken in the plane VII_VII of Figure 6.
Figure 8 is a cross-sectional view of a tie rod included in the pivotal guide beam switch taken in the plane VIII-VIII of Figure 2.
Figure 9 is a cross-sectional view of a hydraulic cylinder included in the pivotal guide beam switch and taken in the plane IX-IX of Figure 2. ~ -Figure 9A is a sectional view of the spherical bearing assembly shown in Figure 9.
Figure 10 is a cross-sectional view taken in the `
plane X-X of Figure 2 and shows apparatus for detecting the position of the pivotal guide beam switch.
Figure 11 is a cross-sectional view of a second hydraulic cylinder included in the pivotal guide beam switch -taken in the plane XI-XI of Figure 2.
Figure 12 diagrammatically illustrates how the pivotal guide beam switch is trans~erred from a first position to a second position.
Figure 13 diagrammatically illustrates how the : ' . . ' . ' ,, . . '.: . :', .
~'~2 pivotal guide beam switch is transferred from a second position t~ a flrst position.
- Figure 14 is a top proJection of a power and signal rail arrangement in combination with the first, second and third vehicle roadways, and the pivotal guide beam switch.
PREFE~RED EMBODIMENT OF THE INVENTION
Figure 1 is a cross-sectional view of a transpor-tation system roadway 20 taken along the roadway's longi-10 tudinal axis. Roadway 20 is comprised of laterally spaced ! .
concrete tracks 22 and 24 supported from a road bed 26, and ;~
a flange~ gui~e beam 28 located between tracks 22 an~ 24, ~ . .
and comprised of upper and lower horizontal flanges 30 and `~
32 ~ oined by vertical web 340 Figure 1 also shows a transpor-tation vehicle 36 having a pair of resilient, laterally spaced vehicle main wheels 38 and 40 running on tracks 22 and 24, respectively. Wheel 38 is comprised of tires 42 and - ,~
43 and wheel 40 is comprised of tires 45 and 46. The vehicle 36 is provided wlth at least two such pairs of resilient, 20 laterally spaced, wheels fixed longitudinally along the ~ -~
vehicle. The wheel pair 38, 40 shown in Figure 1 ls con-nected by an axle contained in an axle housing 48 which is fixed to the vehicle frame 50 by support brackets 52 and 53.
The vehicle 36 is further provided with a body 55 mounted on a longitudinal frame 57 resiliently supported by air springs 59 and 60 mounted on channel members 62 and 63 mounted on vehicle frame 50. The vehicle is powered by an electric ; , motor 64 coupled to the axle connecting wheels 38 and 40.
The vehicle steering mechanism includes sets of 30 opposing guide wheels 65 and 66 which follow opposite sides '' ' :. .,:, of guide beam web 34. Figure 1 illustrates one such set of guide wheels 65 and 66, comprised of pneumatic, resilient tires 67 and 68, carried on vertical axles 70 and 71, which ~-are clamped to vehicle frame 50 by split bushings 73 and 74. . .:
The en~s of vertical axles 70 and 71 are clamped in a position which produces a predetermined force between the guide beam web 34 and pneumatic tires 67 and 68. Due to the resiliency of pneumatic tires 67 and 68, the normal operating distance between the surface of guide beam web 34 and the centerline 0 Qf vertical axles 70 and 71 is somewhat less than the true radius of pneumatic wheels 67 and 680 This distance will be referred to as the "operating radius". Excessive deviations in the operating radius due to unusual lateral forces acting on the transportation vehicle 36 or due to under-inflation of pneumatic tires 67 or 68, are limited by steel safety discs 76 and 77 attached to vertical axles 70 and 71, respectively. The radius of each safety disc is slightly less than the operating radius of its associated pneumatic tire so that if a pneumatic tire 67 or 68 becomes deflated or the car experiences abnormally strong, lateral wind, centrifugal, or steering ~orces, the associated safety disc 76 or 77 will engage the web 34 of the guide beam 28 and assume steering control o~ the vehicle. The safety discs 76 `: -and 77 serve a second function by cooperating with the upper ~ ;
flange 30 o~ guide beam 28 to oppose forces tending to cause the vehicle to roll.
Apparatus for supplying electric power and control signals to the vehicle includes power collectors 81~ 82 and 83 in contact with power rails 90, 92 and 94, respectively; ~;
ground collector 95 in contact with ground rail 96; and -7- ` .~ `.
'~ ~ .', "' 1~8~42~
;:,: . .
control signal collector 97 in contact with control signal rail 98. Collectors 81, 82 and 83 are carried by bracket :
106 fixed to the vehicle frame 50. Ground rail collector 95 is mounted in bracket 110 and signal rail collector 97 is .
mounted in bracket 114 which are similarly fixed to vehicle frame 50. Power rails 90, 92 and 94, ground rail 96, and signal ra11 98 are insulatively supported by mounting brackets 116 attached at longitudinal intervals to the upper flange 30 of` guide beam 28.
Figure 2 shows a pivotal guide beam switch 118 lo- .:
cated at the Junction of` a first vehicle roadway 12~, a - -second vehicle roadway 122 and a third vehicle roadway 124.
Roadways 120, 122 and 124 are substantially similar to roadway 20 and are comprised of' laterally spaced tracks 126 and 128 supported by a roadbed 130, and a flanged guide beam ,~
132 located between tracks 1~6 and 128. The pivotal guide beam switch 118 controls the direction of travel of~ a trans-portation vehicle between roadways 120 and 122 and between .
roadways 120 and 124. The pivotal guide beam switch 118 20 includes a flrst switching guide beam 143 comprised of a fixed guide beam section 145 and a pivotal guide beam section 147, and a second switching guide beam 149 comprised o~ :.
fixed guide beam section 151 and pivotal guide beam section 153.
The pivotal guide beam sw~tch 118 is supported by a roadway Junction structure shown in Figures 2, 3 and 4.
Figures 3 and 4 are cross-sectional views of the roadway Junction structure, respectively taken along the lines III-III and IV-IV of Figure 2. The roadway Junction structure 30 is comprised of track surfaces 155, 156, 157, 158 and 159 ,. .
. . : . , .
1~83422 -required relatively large surface areas and movement o~ a large mass of roadway. The complexity and size of certain of these prior art arrangements limited the reliability of their operation and the flexibility of their application.
Also, these prior art devices demanded a relatively long time period to complete a cycle of operation, and required a relatively large number of sensing devices for determining whether the switch was locked in the intended position.
SU~MARY OF THE INVENTION
For transportation systems including a multiple of roadways and transportation vehicles directed over those roadways by a guide wheel and guide beam arrangement, a guide beam switch is provided for directing a vehicle between first and second roadways or, alternatively as described, between first and third roadways. The guide beam switch is comprised of a first pivotal guide beam for directing trans-portation vehicles between the first and second roadways and a second pivotal guide beam for directing transportation vehicles between the first and third roadways. The first pivotal guide beam is comprised of a fixed section, whose longitudinal axis remains in-line with the longitudinal axes of the guide beams of the first and second roadways, and a pivotal section, whose longi~udinal axis is pivoted in-line with the longitudinal axes o~ the guide beams of the first and second roadways when the vehicle is to travel between the first and second roadways. The second pivotal guide beam is comprised of a fixed section, whose longitudinal axis remains in-line with an arc which is tangential to the longitudinal axes o~ the guide beams of the first and third roadways; and a pivotal section, whose longitudinal axes is ~334ZZ
pivoted in-line with the arc tangential to the longitudinal axes of the guide beams of the first and third roadways when the vehlcle is to travel between the first and third roadways.
The guide beam pivotal sections, whose in-line positions are mutually exclusive, are controlled by an actuating apparatus in relation to the course intended for the vehicle to travel.
The pivotal section of each gui~e beam section is supported . .: .
by a bearing assembly at its pivotal end and a platform and roller assembly at its opposite end and is interlocked with sensing devices which determine whether the pivotal section associated with the intended course of travel is locked into the desired in-line position.
This relati-vely uncomplicated design provides a switch which is safe, but inexpensive to install, reliable and widely applicable. The disclosed switch provides a relatively small surface area, a fast operating cycle, and ; relatively few sensing devices to determine whether it is locked into the desired proper position.
BRIEF DESCRIPTION OF THE DRAWINGS
Figure 1 is a cross-sectional view of a transpor-tation system roadway taken in a plane perpendicular to the longitudinal axis of the roadwayO
Figure 2 is a top pro~ection of a first, second and third vehicle roadway ~oined by a pivotal guide beam switch where, depending upon the position of the switch, transportation vehicles are directed between the first and second roadways or between the first and third roadways.
Figure 3 is a cross-sectional view taken in the plane III-III of Figure 2 and showing track surfaces and 3Q structure for supporting vehicles of a transportation system .
: : ~ ,: , . , . .. . : . .
1~334~2 and a pivotal guide beam switch.
Figure 4 is a cross-sectional view taken in the plane IV-IV of Figure 2 and showing additional structure for supporting vehicles of a transportation system and a pivotal guide beam switch.
Figure 5 is a cross-sectional view taken in the plane V-V of Figure 2 and showing a bearing assembly inclu-ded in the pivotal guide beam switch.
Figure 5A is a sectional view of the antifriction bearing assembly shown in Figure 5.
Figure 6 is a cross-sectional view taken in the plane VI-VI of Figure 2 and showing a platform and roller assembly included in the pivotal guide beam switch.
Figure 7 is a cross-sectional view of a roller , included in the pivotal guide beam switch and taken in the plane VII_VII of Figure 6.
Figure 8 is a cross-sectional view of a tie rod included in the pivotal guide beam switch taken in the plane VIII-VIII of Figure 2.
Figure 9 is a cross-sectional view of a hydraulic cylinder included in the pivotal guide beam switch and taken in the plane IX-IX of Figure 2. ~ -Figure 9A is a sectional view of the spherical bearing assembly shown in Figure 9.
Figure 10 is a cross-sectional view taken in the `
plane X-X of Figure 2 and shows apparatus for detecting the position of the pivotal guide beam switch.
Figure 11 is a cross-sectional view of a second hydraulic cylinder included in the pivotal guide beam switch -taken in the plane XI-XI of Figure 2.
Figure 12 diagrammatically illustrates how the pivotal guide beam switch is trans~erred from a first position to a second position.
Figure 13 diagrammatically illustrates how the : ' . . ' . ' ,, . . '.: . :', .
~'~2 pivotal guide beam switch is transferred from a second position t~ a flrst position.
- Figure 14 is a top proJection of a power and signal rail arrangement in combination with the first, second and third vehicle roadways, and the pivotal guide beam switch.
PREFE~RED EMBODIMENT OF THE INVENTION
Figure 1 is a cross-sectional view of a transpor-tation system roadway 20 taken along the roadway's longi-10 tudinal axis. Roadway 20 is comprised of laterally spaced ! .
concrete tracks 22 and 24 supported from a road bed 26, and ;~
a flange~ gui~e beam 28 located between tracks 22 an~ 24, ~ . .
and comprised of upper and lower horizontal flanges 30 and `~
32 ~ oined by vertical web 340 Figure 1 also shows a transpor-tation vehicle 36 having a pair of resilient, laterally spaced vehicle main wheels 38 and 40 running on tracks 22 and 24, respectively. Wheel 38 is comprised of tires 42 and - ,~
43 and wheel 40 is comprised of tires 45 and 46. The vehicle 36 is provided wlth at least two such pairs of resilient, 20 laterally spaced, wheels fixed longitudinally along the ~ -~
vehicle. The wheel pair 38, 40 shown in Figure 1 ls con-nected by an axle contained in an axle housing 48 which is fixed to the vehicle frame 50 by support brackets 52 and 53.
The vehicle 36 is further provided with a body 55 mounted on a longitudinal frame 57 resiliently supported by air springs 59 and 60 mounted on channel members 62 and 63 mounted on vehicle frame 50. The vehicle is powered by an electric ; , motor 64 coupled to the axle connecting wheels 38 and 40.
The vehicle steering mechanism includes sets of 30 opposing guide wheels 65 and 66 which follow opposite sides '' ' :. .,:, of guide beam web 34. Figure 1 illustrates one such set of guide wheels 65 and 66, comprised of pneumatic, resilient tires 67 and 68, carried on vertical axles 70 and 71, which ~-are clamped to vehicle frame 50 by split bushings 73 and 74. . .:
The en~s of vertical axles 70 and 71 are clamped in a position which produces a predetermined force between the guide beam web 34 and pneumatic tires 67 and 68. Due to the resiliency of pneumatic tires 67 and 68, the normal operating distance between the surface of guide beam web 34 and the centerline 0 Qf vertical axles 70 and 71 is somewhat less than the true radius of pneumatic wheels 67 and 680 This distance will be referred to as the "operating radius". Excessive deviations in the operating radius due to unusual lateral forces acting on the transportation vehicle 36 or due to under-inflation of pneumatic tires 67 or 68, are limited by steel safety discs 76 and 77 attached to vertical axles 70 and 71, respectively. The radius of each safety disc is slightly less than the operating radius of its associated pneumatic tire so that if a pneumatic tire 67 or 68 becomes deflated or the car experiences abnormally strong, lateral wind, centrifugal, or steering ~orces, the associated safety disc 76 or 77 will engage the web 34 of the guide beam 28 and assume steering control o~ the vehicle. The safety discs 76 `: -and 77 serve a second function by cooperating with the upper ~ ;
flange 30 o~ guide beam 28 to oppose forces tending to cause the vehicle to roll.
Apparatus for supplying electric power and control signals to the vehicle includes power collectors 81~ 82 and 83 in contact with power rails 90, 92 and 94, respectively; ~;
ground collector 95 in contact with ground rail 96; and -7- ` .~ `.
'~ ~ .', "' 1~8~42~
;:,: . .
control signal collector 97 in contact with control signal rail 98. Collectors 81, 82 and 83 are carried by bracket :
106 fixed to the vehicle frame 50. Ground rail collector 95 is mounted in bracket 110 and signal rail collector 97 is .
mounted in bracket 114 which are similarly fixed to vehicle frame 50. Power rails 90, 92 and 94, ground rail 96, and signal ra11 98 are insulatively supported by mounting brackets 116 attached at longitudinal intervals to the upper flange 30 of` guide beam 28.
Figure 2 shows a pivotal guide beam switch 118 lo- .:
cated at the Junction of` a first vehicle roadway 12~, a - -second vehicle roadway 122 and a third vehicle roadway 124.
Roadways 120, 122 and 124 are substantially similar to roadway 20 and are comprised of' laterally spaced tracks 126 and 128 supported by a roadbed 130, and a flanged guide beam ,~
132 located between tracks 1~6 and 128. The pivotal guide beam switch 118 controls the direction of travel of~ a trans-portation vehicle between roadways 120 and 122 and between .
roadways 120 and 124. The pivotal guide beam switch 118 20 includes a flrst switching guide beam 143 comprised of a fixed guide beam section 145 and a pivotal guide beam section 147, and a second switching guide beam 149 comprised o~ :.
fixed guide beam section 151 and pivotal guide beam section 153.
The pivotal guide beam sw~tch 118 is supported by a roadway Junction structure shown in Figures 2, 3 and 4.
Figures 3 and 4 are cross-sectional views of the roadway Junction structure, respectively taken along the lines III-III and IV-IV of Figure 2. The roadway Junction structure 30 is comprised of track surfaces 155, 156, 157, 158 and 159 ,. .
3~L22 ~. ~
.`..:: ~' ' .. . .
lying ~n the horizontal plane of tracks 126 and 128 to provide a running surface ~or the wheels 38 and 40 of a .
vehicle traveling between roadways 120 and 122, or roadways ::~:
120 and 124. Track surfaces 155 and 156 are supported by ~:.
steel members 161 and 162, respectively, as shGwn in Figure . : ;
3. Steel members 161 and 162 are fixed to roadbed 130 and are fixed to each other by cross members 164, 166, 168, 170, 172 and 174. Track surface 157 is supported by frog member 176 which is fixed to cross members 172 and 174 and by ~
10 longitudinal member 177 fixed between cross members 170 and - ~ :
172. Track surface 158 is supported by fixed guide beam section 145 and p~votal guide beam section 147 o~ switching - guide beam 143 and track surface 159 is supported by fixed guideway section L51 and pivotal guideway section 153 of -switching guideway 149.
Track surfaces 155 and 156 have been laterally expanded to increase the track sur~ace ~or vehicles travel-ing ~hrough switch 1180 The lateral expansion of track sur-face 155 is supported by a number of arched supports 181 fixed at longitudinal intervals along steel member 161.
Similarly, the lateral expansion of track surface 156 is supported by a number of arched supports 182 fixed at longi~
tudinal intervals along steel member 162. Slot 184 is pro-vided between track sur~aces 155 and 158, slot 185 is pro-vlded between track surfaces 158 and 157; slot 186 is pro-vided between track sur~aces 157 and 159; and slot 187 is provided between track surfaces 159 and 156 to accommodate ;~
the vertical axles 70 and 71 of gu~de wheels 65 and 66 as the transportation vehicle 36 tra~erses the guide be~m 30 switch between roadways 120 and 122 and between roadways 120 _ g _ . .
i~34;2;~ ~
and 124. Arched supports 181 and 182 which support lateral expansions of track surfaces 155 and 156 are arched to accommodate the guide tires ~2 and 68 and safety discs 76 : ~ .
and 77 of guide wheels 65 and 66 as the transportation , vehicle traverses the switch ll~o Slots 184, 185, 186 and 187 do not materially af~ect the smoothness of the vehicle's ride because the angle at which the vehicle passes over slots 184, 18~, 186 and 187 in combination with the pairs of ~ -tires 42, 43 and 45, 46 which comprise wheels 38 and 40 maintain continuous tread contact between wheels 38 and 40 and the track sur~aces 155, 156, 157, 158 and 159 and prevent .
two wheels of vehicle 36 ~rom simultaneously crosslng the s lot s O . .
As shown in Figure 2, the pivotal guide beam - .
switch 118 provides for travel of a transportation vehicle b-etween roadways 120 and 122 or, alternatively, between ~ :
roadways 120 and 124 by controlling the positions of pivotal guide beam sections 147 and 153 of switching guide beams 143 and 149. When vehicles are to be directed between roadways :~
20 120 and 122, pivotal guideway section 147 is pivoted so that ..
lts longitudinal axis is in-line with the longitudinal axes o~ guide beams 132 o~ roadways 120 and 122. When vehicles are to be directed between roadways 120 and 124, pivotal guideway section 153 is pivoted so that its longitudinal ,`~
axis is ln-line with an arc tangential to the longitudinal axes of guide beams 132 of roadways 120 and 124.
Fixed guide beam section 145 is permanently -.
mounted to cross members 170, 172 and 174 such that its horizontal axis is substantially in-line with the horizontal 30 axes of the guide beams 132 o~ roadways 120 and 122. Fixed -10- ~ ,.
. ' ``'~ ' .
guide beam section 151 is permanently mounted to lateral cross members 170, 172 and 174 such that its longitudinal axis is substantially in-line with an arc which is tangen- ~:
tlal to the longitudinal axes of guide beams 132 of road- ~.
ways 120 and 124. ;
The pivot ends 189 and 190 of pivotal guide beam ..... .
sections 147 and 153 are supported b~ anti-friction bearing . :~
assemblies 193 and 195 mounted on cross member 168 as shown ~::
in the cross-sectional view of Figure 5 taken along line V-V
10 of Figure 2. Figure ~ includes a sectioned view of the anti- . .
friction bearing assembly 195 showing a bearing post 197 fixed to pivotal guide beam section 147 and pressed into the .
inner race of upper bearing 199 and lower bearing 201. The outer races of bearings 199 and 2Ql are press fitted into casing 203 which is fixed to channel-type cross member 168. : :
A washer 204, nut 205 and cotter pin 206 lock the bearing assembly together. .
The travel ends 208 and 210 of pivotal guide beam ..
sections 147 and 153 are supported b~ a platform and roller 20 assembly 211 shown in the cr~ss-sectional view of Figure 6 taken along the lines VI-VI of Figure 2. The platform and ~. :
roller assembly 211 includes platform-type cross member 164 fixed between steel members 161 and 162 and supporting roller 213 which carries pivotal guide beam section 147 and roller 215 which carries pivotal guide beam section 153.
Roller 213 is also shown in Figure 7 taken along line VII-VII of Figure 6 and includes mounting plate 217 fixed to pivotal guide beam section 147, wheel blocks 219 and 220 fixed to mounting plate 217 and wheels 222 and 223 rotatably retained in wheel blocks 219 and 220. Wheel 1a~83~2 "
blocks 219 and 220 are fixed to mounting plate 217 at a predetermined angle with respect to the longitudlnal axis of ~
pivotal guide beam section 147 such that the axes o~ rota- ~ .
tion of wheels 222 and 223 is parallel to the radius of the ~
arc traveled by travel end 208 of pivotal guide beam sec- ~ ~:
tion 147. Mounting plate 217 also carries locking bracket 225 so that pivotal guide beam section 147 may be locked in a :
predetermined position, as will be explained later. Roller -~
215 is substantially identical to roller 213 and includes ~-10 locking bracket 226. Since rollers 213 and 215 are substan- ` .
tially identical, roller 215 is not described in detail. :-. .
Pivotal guide beam sections 147 and 153 are main- ~ :
: . , .
tained in a predetermined relation to each other by tie rod 227 which is pivotally coupled to pivotal guide beam sections ~:
147 and 153 through the bearing assembly shown in the cross-sectional view of Figure 8 taken along the line VIII-VIII
of Figure 2. In Figure 8, bearing 229 is retained in tie rod 227 by retaining rings 231 and 232 and is press fitted onto a stud 234 which is fixed to pivotal guide beam section ~.
153. The bearing 229 is locked onto stud 234 by washer 236, lock washer 237 and elastic stop nut 238. The opposite end o~ the rod 227 is pivotally coupled to section 147 through a substantially identical bearing assembly which is not des- ;
cribed in detail. . .~ .
Figure 2 and the cross-sectional view of Figure 9 taken along line IX-IX of Figure 2 show a hydraulic cylinder 240 which controls a push rod 242 fixed to pivotal guide beam :~
section 153 to control, in cooperation with tie rod 227, .
the positions of both pivotal guide beam sections 147 and .
153. Hydraulic cylinder 240 is pivotally maintained in a `
,',; ~: ....
- 1~83~2Z
horizontal plane within an aperture of steel member 162 by trunnion mountings 244 and 245 to permit hydraulic cylinder 240 to maintain its longitudinal axis in line with the longitudinal axis of push rod 242 as it is extended and retracted to control the positions of pivotal guide beam sections 147 and 153. Trunnion mountings 244 and 245 also prevent impact loading of hydraulic cylinder 240 when vehicles ~.
travel along pivotal guide beam sections 147 and 153.
Trunnion mounting 245 includes a trunnion bushing 247 held ;~ :
between trunnion pin 249 and trunnion bracket 251. Trunnion pin 249 is fixed to hydraulic cylinder 240 and trunnion ~ .
bracket 251 is ~ixed to mounting plate 253 which is ~ixed to ~: :
steel member 162. Trunnion mounting 244 is substantially ~
identical to trunnion mounting 245 and, there~ore, is not : :
explained in detail. Push rod 242, which is controlled by . ~ .
hydraulic cylinder 240, is ~ixed to pivotal guide beam~ :
section 153 by spherical bearing assembly 255. Spherical .:~
`~; bearing assembly 255 shown in Figure 9A includes spherical :
bearing 257 held in a cavity of push rod 242 by retaining ring 259 and locked onto beam pin 261 by washer 263, lock :
washer 264, nut 265, and cotter pin 266. Beam pin 261 is ~ :
maintained between pivotal guide beam section 153 and mounting ~ :
bracket 268 which is ~ixed to guide beam section 153. .
The apparatus for positioning pivotal section 147 which directs vehicles between roadways 120 and 122 includes pivotal guide beam section stop 270. The apparatus ~or .
positioning pivotal section 153 to direct vehicles between roadways 120 and 124 includes plvotal guide beam stop 272.
As shown in Figure 10, which is a cross-sectional view taken along the line X-X of Figure 2, pivotal guide beam stop 270 . , .
~. . .
~ .. .
, .
. .. , . , .. .. ,: .,. ... , .. : :. ; . .
~8~3422 is comprised of a pin 274 horizontally mounted to a first retainlng plate 276, and a secon~ retaining plate 278 having an annular aperture. Retaining plate 276 is fixed to cross member 166 and retaining plate 278 iS fixed to pivotal guide beam section 147 such that, when pivotal guide beam section 147 has its longitudinal axis in-line with the longitudinal axes of guide beams 132 of roadways 120 and 122, retaining plate 276 is flush against retaining plate 278 and pin 274 is disposed within the annular aperture of retaining plate lo 278 where it is detected by a metal detector 280 fixed across the aperture of retaining plate 278. Similarly, pivotal guide beam stop 272 is comprised of a pin 284, : :
horizontally mounted to a first retaining plate 286, and a ~
second retaining plate 288 having an annular aperture. ~ -; -Retaining plate 286 is fixed to cross member 166 and retaining . -~
plate 288 is fixed to pivotal guide beam section 153 such that, when the longitudinal axis of pivotal guide beam ~:
section 153 lies along the arc tangential to the longitudinal axes of guide beams 132 of roadways 120 and 124, retaining plate 28S iS flush against retaining plate 288 and pin 284 . ~:-is disposed within the annular aperture of retaining plate 288 where it is detected by a metal detector 290 fixed across the aperture of retaining plate 288.
Pivotal guide beam sections 147 and 153 are locked :
in their in-line positions by a locking pin 292 controlled by a hydraulic cylinder 294 as shown in the cross-sectional view of Figure 11 taken along the line XI-XI o~ Figure 2.
Hydraulic cylinder 294 is supported by trunnion mountings 295 fixed to platform cross member 164 through mounting bracket 297, and is linked to locking pin 292 through coup--14- :.
.... . .
, ~ , . . ",.. ..
ling 299. Locking pin 292 is contained by a guide member 301 fixed to platform cross member 164 such that, when the : longitudinal axis of pivotal guide beam section 147 is ln-line with the longitudinal axes of guide beams 132 of roadways 120 and 122, hydraulic cylinder 294 extends locking pin 292 into the aperture in locking bracket 225 depending from mounting plate 217 which is fixed to pivotal guide beam section 147. When locking pin 292 is thus disposed within both locking bracket 225 and guide member 301, travel end : 10 208 of pivotal guide beam section 147 is fixed with respect to platform cross-member 164 so to lock pivotal guide beam section 147 in its in-line position and to absorb lateral forces on pivotal guide beam section 147 induced by vehicles ~ :
; running through the switch. The aperture of locking bracket 225 is provided with a beveled edge 302 and locking pin 292 ;: ;
is provided with a hemispheric nose 303 to allow for minor . :;
variances in the relative positions of mounting bracket 225 and guide member 301 between operating cycles of the guide ~ ~;
beam switch 118. Also, the beveled edge 302 of the aperture 20 of locking bracket 225 and the hemispheric nose 3~3 of lock-ing pin 292 permit precise alignment between guide beam 132 ~ :
of roadway 120 and pivotal guide beam section 147 to be accomplished by the locking pin arrangement of ~igure 11. .
The beveled edge 302 of the aperture of locking bracket 225 ~::
and the hemispheric nose 303 of locking pin 292 combine with the coupling 299 which permits movement in a horizontal plane, and the trunnion mountings 295 supporting hydraulic .
cylinder 294, which permit movement in a vertlcal plane, to decrease the axial resistance of locking pin 292 as it is 30 extended into the aperture of locking bracket 225. Metal .. . ...... . . ............. . . . ........ . . ..
., . ,. ,, . : ...... : . . .: : ..
1~8~42;~
dekectors 304 and 305 are used to determine whether locking pin 292 is in a locked or an unlocked position.
In a similar fashion, when the longitudingal axis of the pivotal guide beam section 153 lies along the arc tangential to the axes of guide beams 132 of roadways 120 and 124, hydraulic cylinder 294 extends to insert locking pin 292 into an aperture of a locking bracket 226 of roller 215 (Figure 6) to lock pivotal guide beam section 153 in its operative position.
The operation of piuotal guide beam switch 11~ is explained in relation to the schematic diagrams of Figures 12 and 13. In Figure 12, the pivotal guide beam switch 118 is shown by light dashed lines as being in a first position with the axis of ~ivotal guide beam section 147 in-line with :
the axes of guide beams 132 of roadways 120 and 122. The ~ .
guide wheels 65 and 66 of vehicle 36 (Figure 1) travel along switching guide beam 143 in the same manner as they would follow guide beam 132 of roadway 120 or 122. In Figure 13, the plvotal guide beam switch 118 is shown by light dashed 20 lines in a second position with the axis of pivotal guide ;~.
beam section 153 in-line with an arc tangential to the lon- :
gitudinal axes of guide beams 132 of roadways 120 and 124 for directing vehicles between roadways 120 and 124. The guide wheels 65 and 66 of the transportation vehicle 36 (Figure 1) follow switching guide beam 149 in the same . ;
manner as they would follow guide beam 132 of roadway 120 or 124.
The position of switch 118 is determined by con-trolling the stroke position of cylinders 240 and 294 in 30 relation to a pressure supply acting through solenoid-type :
: ' . ' ,, . . . ' , .
, ' ' , , . ,, ', -1~33~2~
hydraulic valves. The solenoid-type hydraullc valves are controlled in relation to a voltage source acting through an arrangement of electrical contacts.
If guide beam switch 118 is locked in its first position indicated in ~igure 12 when it is determined that a vehicle should be directed between roadways 120 and 124, the position of guide beam switch 118 must be changed to that shown in Figure 13. While pivotal guide beam switch 118 is locked in the first position of ~igure 12, piston 307 10 of cylinder 240 is at the lower end o~ cylinder 240 and piston 308 of cylinder 294 is at the left-hand end of cylinder 294. Pin 274 is disposed within the annular aper-ture of retaining plate 278 causing the normally closed electrical contacts 309 of metal detector 280 to be main-tained open. Pin 284 is outside the annular aperture of retaining plate 288 so that the normally closed electrical ~;
contacts 310 of metal detector 290 are closed. Locking pln 292 is extende~ into the aperture of locking bracket 225 : .
such that it is not detected by metal detector 304 but is ~-20 detected by metal detector 305, therefore causing normally closed electrical contacts 311 of metal detector 304 to be closed, the normally open electrical contacts 312 of metal detector 304 to be open, and the normally closed electrical contacts 313 of metal detector 305 to be open. Locking pin ;
292 is not detected by metal ~etector 306 which is moutned on pivotal guide beam section 153 in substantially the same manner as metal detector 305 is mounted to pivotal guide ~;
beam section 147, so that its normally closed electrical --contacts 314 are closed. Spool 316 is maintained at the 30 rlght-hand end of solenoid-spring valve 317 by spring 319.
-17- `;
.. ...
45,997 , ~
~ 33~2 Spool 321 remains in the left-hand end of double solenoid valve 322 from the last cycle of operation of swltch 118.
~he position of spools 316 and 321 is controlled in relation to control voltage source 323 acting through electrical contacts 309, 310, 3~1, 312, 313 and 314. Valves 317 and 322 are provided a substantially constant hydraulic pressure from accumulator 324 supplied by hydraulic pump 326 which pumps hydraulic fluid from a reservoir 328 in relation to pressure switch 330.
To transfer switch 118 to the position o~ Figure 13, the automatlc train operation (AT0) equipment 334 pro-vides a switch transfer command signal on line 336 to cause electrical contacts 338 to close. Alternatively, contacts `
338 could have been closed by an electrical timer or a manual pushbutton. The closure of electrical contacts 338 completes a clrcuit through control votlage source 323;
electrical contacts 338, 310 and 311, and solenoid 340 of '. :
sol-enoid-spring valve 317; to energize solenoid 340 closing electrical interlock 342 an~ causing spool 316 of valve 317 ~. .
20 to shuttle to the left. This action connects the left side ..
of.piston 308 of hydraulic cylinder 294 to the substantially ~. .
constant pressure provided by accumulator 324 and connects :.; .. ;
the right.side of piston 30$ to reservoir 328 which is at atmospheric pressure. The difference in pressure on oppo- ~ ~ :
site sides Or piston 30~ causes it to move to the right. As .
: piston 30~ reaches the end of its stroke, locking pin 292 which is coupled to piston 30~, is withdrawn from locking . ..
bracket 225 so that pivotal guide beam section 147 is un~
locked. The withdrawal of locking pin 292 also permits .
metal detector 305 to close its normally closed contacts -18- .
:
1~839L22 313, and causes metal detector 304 to open its normally ~-closed contacts 311 and to close its normally open contacts 312. The pressure supplied to cylinder 294 is unchanged by the opening of contacts 311 because solenoid 340 is maintained ~`
energized through electrical interlock 342.
The closure of contacts 312 completes an electrical circuit through control voltage source 323; contacts 338 and 310; solenoid ~y~; and contacts 312, 313 and 314; to energize .
solenoid 344 and cause spool 321 of valve 322 ko shuttle to 10 the right. This act~on connects the lower side o~ piston -307 of hydraulic cylinder 240 to the substantially constant pressure provided by accumulator 324 and connects the upper side of piston 307 to reservoir 328 which is at atmospheric pressure. The difference in pressure on opposite sides of piston 307 causes ~t to move upwards. As piston 307 begins its upward stroke, pin 274 is withdrawn from the aperture in retaining plate 278 permitting metal detector 280 to close its normally closed contacts ~ . As piston 307 reaches the end o~ its upward stroke, retaining plate 286 contacts retaining plate 288 to stop the movement of pivotal guide beam sections 147 and 153, and pin 284 becomes disposed within the aperture of retaining plate 288 causing metal detector 290 to open the normally closed contacts 310.
The opening of contacts 310 interrupts the flow of current through solenoids 340 and 344 causing them to be deenergized. Spool 321 of valve 322 remains at the right-hand end of valve 322, but spring 319 shuttles spool 316 toits initial position at the right-hand end of valve 317 to provide the pressure of accumulator 324 to both si~es of 30 piston 308. The surface area exposed to accumulator pres-.. . .
10~33422 sure on the left side of piston 308 is smaller than the surface area exposed to accumulator pressure on the right side of piston 308 by an area equal to the area of the end of piston rod 346 of piston 308. This difference in surface area exposed to accumulator pressure results ln a net force . , . .: , tending to move piston 308 from right-to-left and causing locking pin 292 to be extended into the aperture of locking bracket 226 to lock pivotal guide beam portion 153 in the ;
position shown in Figure 13.
As locking pin 292 is extended into the aperture of locking bracket 226, it is not detected by metal detector 304 but is detected by metal detector 306, thereby causing the normally closed contacts 311 of metal detector 304 to be closed, the normally open contacts 312 of metal detector 304 to be open, and the normally closed contacts 314 of metal detector 306 to be open.
If pivotal guide beam switch is locked in its second position indicated in Figure 13 when it is determined that a vehicle should be directed between roadways 120 and 20 122, the position of guide ~eam switch 118 must be changed to that shown in Figure 12. While pivotal guide beam switch 118 is locked in the second position of Figure 13, piston 307 of cylinder 240 is at the upper end of cylinder 240 and piston 308 of cylinder 294 is at the left~hand end of cylinder 294. Pin 284 is disposed within the annular aperture of retaining plate 288 cuasing the normally closed electrical contacts 310 of metal detector 290 to be maintained open.
Pin 274 is outside the annular aperture of retaining plate i 278 so that the normally closed electrical contacts 309 of 30 metal detector 280 are closed. Locking pin 292 is extended .
1~3~22 ` ~ -into the aperture of locking bracket 226 such that it is not detected by metal detector 304 but is detected by metal detector 306, therefore causing normally closed electrical contacts 311 of metal detector 304 to be closed, the normally open electrical contacts 312 of metal detector 304 to be open, and the normally closed electrical contacts 314 of metal detector 306 to be open. Locking pin 292 is not ;~
detected by metal detector 305, so that its normally closed electrical contacts 313 are closed. Spool 316 is maintained at the right-hand end of solenoid-spring valve 317 by spring 319. Spool 321 remains in the right-hand end of double solenoid valve 322 from the previously explained operation of switch 118.
To transfer switch 118 to the position of Figure 12, the automatic train operation (AT0) equipment 334 pro-vides a switch transfer command signal on line 348 to cause electrical contacts 350 to close. The closure of electrical contacts 350 completes a circuit through control voltage source 323; electrical contacts 350, 309 and 311; and sole-20 noid 340 of solenoid-spring valve 317; to energize solenoid 340 closing electricl inter~ock 342 and causing spool 316 of valve 317 to shuttle to the left. This action connects the left side o~ piston 308 of hydrauIic cylinder 294 to the substantially constant pressure provided by accumulator 324 and connects the right side of piston 308 to reservoir 328 which is at atmospheric pressure. The difference in pressore ~-~
on opposite sides of piston 308 causes it to move to the right. As piston 308 reaches the end of its stroke, locking pin 292, which is coupled to piston 308, is withdrawn from 30 locking bracket 226 so that pivotal guide beam section 153 is unlocked. The withdrawal of locklng pin 292 also permits metal detector 306 to close its normally closed contacts 314, and causes metal detector 304 to open its normally closed contacts 311 and to close its normally open contacts 312. The pressure supplied to cylinder 294 is unchanged by the opening of contacts 311 because solenoid 340 is main-tained energized through electrical interlock 342.
The closure of contacts 312 completes an electri-cal circuit through control voltage source 323; contacts 350 -and 309; solenoid 352; and contacts 312, 313 and 314; to energize solenoid 352 and cause spool 321 of valve 322 to shuttle to the left. This action connects the upper side of piston 307 of hydraulic cylinder 240 to the substantially constant pressure provided by accumulator 324 and connects the lower side of ;QiStQn 307 to reservoir 328 which is at atmospheric pressure. The difference in pressure on opposite sides of piston 307 causes it to move downwards. As piston 307 begins its downward stroke, pin 284 is withdrawn from the aperture in retaining plate 288, permitting metal detector 290 to close its normally closed contacts 310. As piston 307 reaches the end of its downward stroke, retaining plate 276 contacts retaining plate 278 to stop the movement of pivotal guide beam sections 147 and 153, and pin 274 becomes disposed within the aperture of retaining plate 228 causing metal detector 280 to open th~ normally closed contacts 309.
The opening of contacts 309 interrupts the flow of current through solenoids 340 and 352, causing them to be deenergized. Spool 321 of valve 322 remains at the left-hand end of valve 322, but spring 319 shuttles spool 316 to 30 its initial position at the right-hand end of valve 317 to ,: ' , ~ . ' ': ' ,' . ~ ' ' ' :
' ' ' '' " ~
lL~8;~2 provide the pressure of accumulator 324 to both sides of piston 308. The surface area exposed to accumulator pressure on the left side of piston 308 is smaller than the surface area exposed to accumulator pressure on the right side o~
piston 308 by an area equal to the area of the end of piston rod 346 of piston 308. This difference in surface area exposed to accumulator pressure results in a net force tending to move piston 308 from right-to-left and causing locking pin 292 to be extended into the aperture of locking 10 bracket 225 to lock pivotal guide beam portion 147 in the position shown in Figure 12.
As locking pin 292 is extended into the aperture of locking bracket 225, it is not detected by metal detector 304 but is detected by metal detector 305, thereby causing the normally closed contacts 311 of metal detector 304 to be closed, the normally open contacts 312 of metal detector 304 to be open, and the normally closed contacts 313 of metal detector 305 to be open.
Because spool 316 ls shuttled to the left-hand end 20 of valve 317 by spring 319, in the event of a power failure, locking pin 292 will be automatically extended. Figures 12 and 13 also show a hydraulic hand pump 354 for manual operation of the pivotal guide beam switch 18 when the pressure supply from accumulator 324 and pump 326 has failed. ~
The presently disclcsed pivotal guide beam switch ~-118 may be used in combinatlon with a modification of the power rail, signal rall, ground rail and guide beam arrangement explained in relation to Figure 1 to continuously provide power and control signals to the transportation vehicle 36 30 as it travels through the pivotal guide beam switch. Moreover, 1~8~4~Z
these power and control signals may be provided using the :
same power and signal collector arrangement as used to ` :
provide power and control signals to the vehicle as it ~ :
traverses the vehicle roadways 120, 122 and 124.
Figure 14 lllustrates an embodiment of a comblnation ~ `
of the modified signal rail, power rail, ground rail and ~ `
guide beam arrangement and the pivotal guide beam switch ~ -disclosed herein. Tapered rail sections 356, 358, 360 and 362 are each comprised of power rails 90, 92 and 94; ground 10 rail 96; and signal rail 98 mounted on mounting brackets 363 located at longitudinal intervals along the tapered rail sections 356, 358, 360 and 362. Mounting brackets 363 of :~`
tapered rail section 356 are fastened to fixed guide beam section 145 between insulati~e wedge 364 and the end of guide beam section 145 opposite guide beam 132 of roadway 122. Mounting brackets 363 of tapered rail section 358 are ~ , fastened to pivotal guide beam section 147 between insulative wedge 366 and the travel end 208 of guide beam section 147.
Mounting brackets 363 of tapered rail section 360 are fastened 20 to fixed guide beam section 151 between insulative wedge 368 and the end of guide beam section 151 opposite guide beam 132 of roadway 124. Mounting brackets 363 of tapered rail section 362 are fastened to pivotal guide beam section 153 between insulative wedge 370 and the travel end 210 of guide beam section 153.
The power rail arrangement for use in combination with pivotal guide beam switch 118 which is shown in Figure 14 provides a power rail gap between insulative wedges 368 and 370 to permit the vehicle wheels 40 o~ a vehicle traveling between roadways 120 and 122 to cross switching guide beam - .
149. Similarly, a power rail gap is provided between insula-tive wedges 364 and 366 to permit the wheels 38 of a vehicle .
travellng between roadways 120 and 124 to cross switching guide beam 143. These gaps are necessary because the power rails pro~ect above the guide beam switching sections. ~:
Since ground rail 96 and signal rail 98 do notpro~ect above the upper horizontal flange 30 Or guide beam 28, rails 96 and 98 require no gap between insulative wedges 364 and 366 or between 368 and 370 to accommodate the wheels of vehicle 36. However, ground rail 96 and signal rail 98 do require a small gap of pivot ends 189 and 190 of pivotal guide beam sections 147 and 153 to allow those guide beam sections to pivot on bearing assemblies 193 and 195.
In tapered rail sections 356, 358, 360 and 362, power rails 90, 92 and 94 are mounted in substantially the same arrangement described in relation to Figure 1 except that brackets 363 are sized such that the dimensions between power rails 90, 92 and 94 continuously decrease from dimensions equal to those between the power rails, mounted on guide beam 132 of roadways 120, 122 or 124, and previously described in relation to Figure 1, to dimensions compatible with the dimensions of the bases of insulative wedges 364, 366, 368 and 370. At the base of insulative wedges 364, 366, 368 and 370, the dimensions of tapered rail sections 356, 358, 360 and 362 are such that the collection surfaces of power rails go, 92 and 94 are in the same plane as the sides of the insulative wedges. This gradual change in the dimensions between p~wer rails 90, 92 and 94 of tapered rail sections 356, 358, 360 and 362 is provided to allow the collectors 81, 82 and 83 on the vehicle to disengage and engage the . . .
: . '.
power rails in a smooth fashion so as to reduce mechanical wear of the collectors. ~he gradual change in dimensions also allows the collectors of vehicles leaving switch 118 to maintain more positive contact with the power rails by preventing the collectors from overshooting the power rails as they engage a tapered rail section. Since there is no substantial gap required in ground rail 96 or signal rail 98 between insulative wedges 368 and 370, or insulative wedges 364 and 366, to accommodate the wheels of vehicle 36, rails o 96 and 98 are maintained in the same relation with respect to guide beam sections 145, 147, 151 and 153 as for guide beam 32 in Figure 1 and are not tapered as are power rails go, 92 and 94.
Insulative wedges 364, 366, 368 and 370 are mounted on fixed guide beam section 145, pivotal guide beam section 147, fixed guide beam section 151 and pivotal guide `
beam section 153, respectively, to prevent arcing between the power rails and their associated collectors as the collectors draw away from or a~proach their associated 20 rails. Insulative wedges 364, 366, 368 and 370 may be made o~ micarta or other material with similar electrical and physical properties.
Power and control signals are provided to tapered rail section 356 through electrical conductors appropriately connected to the power and control signal rails mounted on guide beam 132 o~ roadway 122. Power and control signals are provided to tapered rail section 358 through electrical conductors appropriately connected to the power and control signal rails of tapered rail section 356 and passing through 30 a channel between switching guide beam 143 and track surface .
, ;
.: . , .
, ~ , .
1~383~2~:
:. .
158. In a similar manner, power and control signals are provided to tapered rail section 360 through electrical conductors appropriately connected to the power and control signal rails mounted on guide beam 132 of roadway 124. .
Power and control signals are provided to tapered rail section 362 through electrical conductors appropriately :~.
connected to to the power and control signal rails of tapered rall section 360 and passing through a channel between switching guide beam 149 and track surface 159.
Control signals are collected from ground rail 96 and signal rail 98 by vehicles operating in switch 118 in the same manner that they are collected as the vehicle ~.
traverses roadways 120, 122 or 124. Power is continuously provided to vehicle 36 as it negotiates switch 118 through a first set of collectors located at a first position on vehicle 36 and a second set of collectors located at a second position on vehicle 36 which is lGngitudinally displaced from the first collectors by a distance greater than the gap between the bases of insulative wedges 364 and 366 and the ~-.
gap between the bases of insulative wedges 368 and 370, respectively. Alternatively, in applications where a multiple of vehicles will be coupled together, power slgnals could be continuously provided to all vehicles if collectors asso-ciated with any two vehicles are similarly longitudlnally displaced and there is power and control signal communica-tion between the vehicles.
. '
.`..:: ~' ' .. . .
lying ~n the horizontal plane of tracks 126 and 128 to provide a running surface ~or the wheels 38 and 40 of a .
vehicle traveling between roadways 120 and 122, or roadways ::~:
120 and 124. Track surfaces 155 and 156 are supported by ~:.
steel members 161 and 162, respectively, as shGwn in Figure . : ;
3. Steel members 161 and 162 are fixed to roadbed 130 and are fixed to each other by cross members 164, 166, 168, 170, 172 and 174. Track surface 157 is supported by frog member 176 which is fixed to cross members 172 and 174 and by ~
10 longitudinal member 177 fixed between cross members 170 and - ~ :
172. Track surface 158 is supported by fixed guide beam section 145 and p~votal guide beam section 147 o~ switching - guide beam 143 and track surface 159 is supported by fixed guideway section L51 and pivotal guideway section 153 of -switching guideway 149.
Track surfaces 155 and 156 have been laterally expanded to increase the track sur~ace ~or vehicles travel-ing ~hrough switch 1180 The lateral expansion of track sur-face 155 is supported by a number of arched supports 181 fixed at longitudinal intervals along steel member 161.
Similarly, the lateral expansion of track surface 156 is supported by a number of arched supports 182 fixed at longi~
tudinal intervals along steel member 162. Slot 184 is pro-vided between track sur~aces 155 and 158, slot 185 is pro-vlded between track surfaces 158 and 157; slot 186 is pro-vided between track sur~aces 157 and 159; and slot 187 is provided between track surfaces 159 and 156 to accommodate ;~
the vertical axles 70 and 71 of gu~de wheels 65 and 66 as the transportation vehicle 36 tra~erses the guide be~m 30 switch between roadways 120 and 122 and between roadways 120 _ g _ . .
i~34;2;~ ~
and 124. Arched supports 181 and 182 which support lateral expansions of track surfaces 155 and 156 are arched to accommodate the guide tires ~2 and 68 and safety discs 76 : ~ .
and 77 of guide wheels 65 and 66 as the transportation , vehicle traverses the switch ll~o Slots 184, 185, 186 and 187 do not materially af~ect the smoothness of the vehicle's ride because the angle at which the vehicle passes over slots 184, 18~, 186 and 187 in combination with the pairs of ~ -tires 42, 43 and 45, 46 which comprise wheels 38 and 40 maintain continuous tread contact between wheels 38 and 40 and the track sur~aces 155, 156, 157, 158 and 159 and prevent .
two wheels of vehicle 36 ~rom simultaneously crosslng the s lot s O . .
As shown in Figure 2, the pivotal guide beam - .
switch 118 provides for travel of a transportation vehicle b-etween roadways 120 and 122 or, alternatively, between ~ :
roadways 120 and 124 by controlling the positions of pivotal guide beam sections 147 and 153 of switching guide beams 143 and 149. When vehicles are to be directed between roadways :~
20 120 and 122, pivotal guideway section 147 is pivoted so that ..
lts longitudinal axis is in-line with the longitudinal axes o~ guide beams 132 o~ roadways 120 and 122. When vehicles are to be directed between roadways 120 and 124, pivotal guideway section 153 is pivoted so that its longitudinal ,`~
axis is ln-line with an arc tangential to the longitudinal axes of guide beams 132 of roadways 120 and 124.
Fixed guide beam section 145 is permanently -.
mounted to cross members 170, 172 and 174 such that its horizontal axis is substantially in-line with the horizontal 30 axes of the guide beams 132 o~ roadways 120 and 122. Fixed -10- ~ ,.
. ' ``'~ ' .
guide beam section 151 is permanently mounted to lateral cross members 170, 172 and 174 such that its longitudinal axis is substantially in-line with an arc which is tangen- ~:
tlal to the longitudinal axes of guide beams 132 of road- ~.
ways 120 and 124. ;
The pivot ends 189 and 190 of pivotal guide beam ..... .
sections 147 and 153 are supported b~ anti-friction bearing . :~
assemblies 193 and 195 mounted on cross member 168 as shown ~::
in the cross-sectional view of Figure 5 taken along line V-V
10 of Figure 2. Figure ~ includes a sectioned view of the anti- . .
friction bearing assembly 195 showing a bearing post 197 fixed to pivotal guide beam section 147 and pressed into the .
inner race of upper bearing 199 and lower bearing 201. The outer races of bearings 199 and 2Ql are press fitted into casing 203 which is fixed to channel-type cross member 168. : :
A washer 204, nut 205 and cotter pin 206 lock the bearing assembly together. .
The travel ends 208 and 210 of pivotal guide beam ..
sections 147 and 153 are supported b~ a platform and roller 20 assembly 211 shown in the cr~ss-sectional view of Figure 6 taken along the lines VI-VI of Figure 2. The platform and ~. :
roller assembly 211 includes platform-type cross member 164 fixed between steel members 161 and 162 and supporting roller 213 which carries pivotal guide beam section 147 and roller 215 which carries pivotal guide beam section 153.
Roller 213 is also shown in Figure 7 taken along line VII-VII of Figure 6 and includes mounting plate 217 fixed to pivotal guide beam section 147, wheel blocks 219 and 220 fixed to mounting plate 217 and wheels 222 and 223 rotatably retained in wheel blocks 219 and 220. Wheel 1a~83~2 "
blocks 219 and 220 are fixed to mounting plate 217 at a predetermined angle with respect to the longitudlnal axis of ~
pivotal guide beam section 147 such that the axes o~ rota- ~ .
tion of wheels 222 and 223 is parallel to the radius of the ~
arc traveled by travel end 208 of pivotal guide beam sec- ~ ~:
tion 147. Mounting plate 217 also carries locking bracket 225 so that pivotal guide beam section 147 may be locked in a :
predetermined position, as will be explained later. Roller -~
215 is substantially identical to roller 213 and includes ~-10 locking bracket 226. Since rollers 213 and 215 are substan- ` .
tially identical, roller 215 is not described in detail. :-. .
Pivotal guide beam sections 147 and 153 are main- ~ :
: . , .
tained in a predetermined relation to each other by tie rod 227 which is pivotally coupled to pivotal guide beam sections ~:
147 and 153 through the bearing assembly shown in the cross-sectional view of Figure 8 taken along the line VIII-VIII
of Figure 2. In Figure 8, bearing 229 is retained in tie rod 227 by retaining rings 231 and 232 and is press fitted onto a stud 234 which is fixed to pivotal guide beam section ~.
153. The bearing 229 is locked onto stud 234 by washer 236, lock washer 237 and elastic stop nut 238. The opposite end o~ the rod 227 is pivotally coupled to section 147 through a substantially identical bearing assembly which is not des- ;
cribed in detail. . .~ .
Figure 2 and the cross-sectional view of Figure 9 taken along line IX-IX of Figure 2 show a hydraulic cylinder 240 which controls a push rod 242 fixed to pivotal guide beam :~
section 153 to control, in cooperation with tie rod 227, .
the positions of both pivotal guide beam sections 147 and .
153. Hydraulic cylinder 240 is pivotally maintained in a `
,',; ~: ....
- 1~83~2Z
horizontal plane within an aperture of steel member 162 by trunnion mountings 244 and 245 to permit hydraulic cylinder 240 to maintain its longitudinal axis in line with the longitudinal axis of push rod 242 as it is extended and retracted to control the positions of pivotal guide beam sections 147 and 153. Trunnion mountings 244 and 245 also prevent impact loading of hydraulic cylinder 240 when vehicles ~.
travel along pivotal guide beam sections 147 and 153.
Trunnion mounting 245 includes a trunnion bushing 247 held ;~ :
between trunnion pin 249 and trunnion bracket 251. Trunnion pin 249 is fixed to hydraulic cylinder 240 and trunnion ~ .
bracket 251 is ~ixed to mounting plate 253 which is ~ixed to ~: :
steel member 162. Trunnion mounting 244 is substantially ~
identical to trunnion mounting 245 and, there~ore, is not : :
explained in detail. Push rod 242, which is controlled by . ~ .
hydraulic cylinder 240, is ~ixed to pivotal guide beam~ :
section 153 by spherical bearing assembly 255. Spherical .:~
`~; bearing assembly 255 shown in Figure 9A includes spherical :
bearing 257 held in a cavity of push rod 242 by retaining ring 259 and locked onto beam pin 261 by washer 263, lock :
washer 264, nut 265, and cotter pin 266. Beam pin 261 is ~ :
maintained between pivotal guide beam section 153 and mounting ~ :
bracket 268 which is ~ixed to guide beam section 153. .
The apparatus for positioning pivotal section 147 which directs vehicles between roadways 120 and 122 includes pivotal guide beam section stop 270. The apparatus ~or .
positioning pivotal section 153 to direct vehicles between roadways 120 and 124 includes plvotal guide beam stop 272.
As shown in Figure 10, which is a cross-sectional view taken along the line X-X of Figure 2, pivotal guide beam stop 270 . , .
~. . .
~ .. .
, .
. .. , . , .. .. ,: .,. ... , .. : :. ; . .
~8~3422 is comprised of a pin 274 horizontally mounted to a first retainlng plate 276, and a secon~ retaining plate 278 having an annular aperture. Retaining plate 276 is fixed to cross member 166 and retaining plate 278 iS fixed to pivotal guide beam section 147 such that, when pivotal guide beam section 147 has its longitudinal axis in-line with the longitudinal axes of guide beams 132 of roadways 120 and 122, retaining plate 276 is flush against retaining plate 278 and pin 274 is disposed within the annular aperture of retaining plate lo 278 where it is detected by a metal detector 280 fixed across the aperture of retaining plate 278. Similarly, pivotal guide beam stop 272 is comprised of a pin 284, : :
horizontally mounted to a first retaining plate 286, and a ~
second retaining plate 288 having an annular aperture. ~ -; -Retaining plate 286 is fixed to cross member 166 and retaining . -~
plate 288 is fixed to pivotal guide beam section 153 such that, when the longitudinal axis of pivotal guide beam ~:
section 153 lies along the arc tangential to the longitudinal axes of guide beams 132 of roadways 120 and 124, retaining plate 28S iS flush against retaining plate 288 and pin 284 . ~:-is disposed within the annular aperture of retaining plate 288 where it is detected by a metal detector 290 fixed across the aperture of retaining plate 288.
Pivotal guide beam sections 147 and 153 are locked :
in their in-line positions by a locking pin 292 controlled by a hydraulic cylinder 294 as shown in the cross-sectional view of Figure 11 taken along the line XI-XI o~ Figure 2.
Hydraulic cylinder 294 is supported by trunnion mountings 295 fixed to platform cross member 164 through mounting bracket 297, and is linked to locking pin 292 through coup--14- :.
.... . .
, ~ , . . ",.. ..
ling 299. Locking pin 292 is contained by a guide member 301 fixed to platform cross member 164 such that, when the : longitudinal axis of pivotal guide beam section 147 is ln-line with the longitudinal axes of guide beams 132 of roadways 120 and 122, hydraulic cylinder 294 extends locking pin 292 into the aperture in locking bracket 225 depending from mounting plate 217 which is fixed to pivotal guide beam section 147. When locking pin 292 is thus disposed within both locking bracket 225 and guide member 301, travel end : 10 208 of pivotal guide beam section 147 is fixed with respect to platform cross-member 164 so to lock pivotal guide beam section 147 in its in-line position and to absorb lateral forces on pivotal guide beam section 147 induced by vehicles ~ :
; running through the switch. The aperture of locking bracket 225 is provided with a beveled edge 302 and locking pin 292 ;: ;
is provided with a hemispheric nose 303 to allow for minor . :;
variances in the relative positions of mounting bracket 225 and guide member 301 between operating cycles of the guide ~ ~;
beam switch 118. Also, the beveled edge 302 of the aperture 20 of locking bracket 225 and the hemispheric nose 3~3 of lock-ing pin 292 permit precise alignment between guide beam 132 ~ :
of roadway 120 and pivotal guide beam section 147 to be accomplished by the locking pin arrangement of ~igure 11. .
The beveled edge 302 of the aperture of locking bracket 225 ~::
and the hemispheric nose 303 of locking pin 292 combine with the coupling 299 which permits movement in a horizontal plane, and the trunnion mountings 295 supporting hydraulic .
cylinder 294, which permit movement in a vertlcal plane, to decrease the axial resistance of locking pin 292 as it is 30 extended into the aperture of locking bracket 225. Metal .. . ...... . . ............. . . . ........ . . ..
., . ,. ,, . : ...... : . . .: : ..
1~8~42;~
dekectors 304 and 305 are used to determine whether locking pin 292 is in a locked or an unlocked position.
In a similar fashion, when the longitudingal axis of the pivotal guide beam section 153 lies along the arc tangential to the axes of guide beams 132 of roadways 120 and 124, hydraulic cylinder 294 extends to insert locking pin 292 into an aperture of a locking bracket 226 of roller 215 (Figure 6) to lock pivotal guide beam section 153 in its operative position.
The operation of piuotal guide beam switch 11~ is explained in relation to the schematic diagrams of Figures 12 and 13. In Figure 12, the pivotal guide beam switch 118 is shown by light dashed lines as being in a first position with the axis of ~ivotal guide beam section 147 in-line with :
the axes of guide beams 132 of roadways 120 and 122. The ~ .
guide wheels 65 and 66 of vehicle 36 (Figure 1) travel along switching guide beam 143 in the same manner as they would follow guide beam 132 of roadway 120 or 122. In Figure 13, the plvotal guide beam switch 118 is shown by light dashed 20 lines in a second position with the axis of pivotal guide ;~.
beam section 153 in-line with an arc tangential to the lon- :
gitudinal axes of guide beams 132 of roadways 120 and 124 for directing vehicles between roadways 120 and 124. The guide wheels 65 and 66 of the transportation vehicle 36 (Figure 1) follow switching guide beam 149 in the same . ;
manner as they would follow guide beam 132 of roadway 120 or 124.
The position of switch 118 is determined by con-trolling the stroke position of cylinders 240 and 294 in 30 relation to a pressure supply acting through solenoid-type :
: ' . ' ,, . . . ' , .
, ' ' , , . ,, ', -1~33~2~
hydraulic valves. The solenoid-type hydraullc valves are controlled in relation to a voltage source acting through an arrangement of electrical contacts.
If guide beam switch 118 is locked in its first position indicated in ~igure 12 when it is determined that a vehicle should be directed between roadways 120 and 124, the position of guide beam switch 118 must be changed to that shown in Figure 13. While pivotal guide beam switch 118 is locked in the first position of ~igure 12, piston 307 10 of cylinder 240 is at the lower end o~ cylinder 240 and piston 308 of cylinder 294 is at the left-hand end of cylinder 294. Pin 274 is disposed within the annular aper-ture of retaining plate 278 causing the normally closed electrical contacts 309 of metal detector 280 to be main-tained open. Pin 284 is outside the annular aperture of retaining plate 288 so that the normally closed electrical ~;
contacts 310 of metal detector 290 are closed. Locking pln 292 is extende~ into the aperture of locking bracket 225 : .
such that it is not detected by metal detector 304 but is ~-20 detected by metal detector 305, therefore causing normally closed electrical contacts 311 of metal detector 304 to be closed, the normally open electrical contacts 312 of metal detector 304 to be open, and the normally closed electrical contacts 313 of metal detector 305 to be open. Locking pin ;
292 is not detected by metal ~etector 306 which is moutned on pivotal guide beam section 153 in substantially the same manner as metal detector 305 is mounted to pivotal guide ~;
beam section 147, so that its normally closed electrical --contacts 314 are closed. Spool 316 is maintained at the 30 rlght-hand end of solenoid-spring valve 317 by spring 319.
-17- `;
.. ...
45,997 , ~
~ 33~2 Spool 321 remains in the left-hand end of double solenoid valve 322 from the last cycle of operation of swltch 118.
~he position of spools 316 and 321 is controlled in relation to control voltage source 323 acting through electrical contacts 309, 310, 3~1, 312, 313 and 314. Valves 317 and 322 are provided a substantially constant hydraulic pressure from accumulator 324 supplied by hydraulic pump 326 which pumps hydraulic fluid from a reservoir 328 in relation to pressure switch 330.
To transfer switch 118 to the position o~ Figure 13, the automatlc train operation (AT0) equipment 334 pro-vides a switch transfer command signal on line 336 to cause electrical contacts 338 to close. Alternatively, contacts `
338 could have been closed by an electrical timer or a manual pushbutton. The closure of electrical contacts 338 completes a clrcuit through control votlage source 323;
electrical contacts 338, 310 and 311, and solenoid 340 of '. :
sol-enoid-spring valve 317; to energize solenoid 340 closing electrical interlock 342 an~ causing spool 316 of valve 317 ~. .
20 to shuttle to the left. This action connects the left side ..
of.piston 308 of hydraulic cylinder 294 to the substantially ~. .
constant pressure provided by accumulator 324 and connects :.; .. ;
the right.side of piston 30$ to reservoir 328 which is at atmospheric pressure. The difference in pressure on oppo- ~ ~ :
site sides Or piston 30~ causes it to move to the right. As .
: piston 30~ reaches the end of its stroke, locking pin 292 which is coupled to piston 30~, is withdrawn from locking . ..
bracket 225 so that pivotal guide beam section 147 is un~
locked. The withdrawal of locking pin 292 also permits .
metal detector 305 to close its normally closed contacts -18- .
:
1~839L22 313, and causes metal detector 304 to open its normally ~-closed contacts 311 and to close its normally open contacts 312. The pressure supplied to cylinder 294 is unchanged by the opening of contacts 311 because solenoid 340 is maintained ~`
energized through electrical interlock 342.
The closure of contacts 312 completes an electrical circuit through control voltage source 323; contacts 338 and 310; solenoid ~y~; and contacts 312, 313 and 314; to energize .
solenoid 344 and cause spool 321 of valve 322 ko shuttle to 10 the right. This act~on connects the lower side o~ piston -307 of hydraulic cylinder 240 to the substantially constant pressure provided by accumulator 324 and connects the upper side of piston 307 to reservoir 328 which is at atmospheric pressure. The difference in pressure on opposite sides of piston 307 causes ~t to move upwards. As piston 307 begins its upward stroke, pin 274 is withdrawn from the aperture in retaining plate 278 permitting metal detector 280 to close its normally closed contacts ~ . As piston 307 reaches the end o~ its upward stroke, retaining plate 286 contacts retaining plate 288 to stop the movement of pivotal guide beam sections 147 and 153, and pin 284 becomes disposed within the aperture of retaining plate 288 causing metal detector 290 to open the normally closed contacts 310.
The opening of contacts 310 interrupts the flow of current through solenoids 340 and 344 causing them to be deenergized. Spool 321 of valve 322 remains at the right-hand end of valve 322, but spring 319 shuttles spool 316 toits initial position at the right-hand end of valve 317 to provide the pressure of accumulator 324 to both si~es of 30 piston 308. The surface area exposed to accumulator pres-.. . .
10~33422 sure on the left side of piston 308 is smaller than the surface area exposed to accumulator pressure on the right side of piston 308 by an area equal to the area of the end of piston rod 346 of piston 308. This difference in surface area exposed to accumulator pressure results ln a net force . , . .: , tending to move piston 308 from right-to-left and causing locking pin 292 to be extended into the aperture of locking bracket 226 to lock pivotal guide beam portion 153 in the ;
position shown in Figure 13.
As locking pin 292 is extended into the aperture of locking bracket 226, it is not detected by metal detector 304 but is detected by metal detector 306, thereby causing the normally closed contacts 311 of metal detector 304 to be closed, the normally open contacts 312 of metal detector 304 to be open, and the normally closed contacts 314 of metal detector 306 to be open.
If pivotal guide beam switch is locked in its second position indicated in Figure 13 when it is determined that a vehicle should be directed between roadways 120 and 20 122, the position of guide ~eam switch 118 must be changed to that shown in Figure 12. While pivotal guide beam switch 118 is locked in the second position of Figure 13, piston 307 of cylinder 240 is at the upper end of cylinder 240 and piston 308 of cylinder 294 is at the left~hand end of cylinder 294. Pin 284 is disposed within the annular aperture of retaining plate 288 cuasing the normally closed electrical contacts 310 of metal detector 290 to be maintained open.
Pin 274 is outside the annular aperture of retaining plate i 278 so that the normally closed electrical contacts 309 of 30 metal detector 280 are closed. Locking pin 292 is extended .
1~3~22 ` ~ -into the aperture of locking bracket 226 such that it is not detected by metal detector 304 but is detected by metal detector 306, therefore causing normally closed electrical contacts 311 of metal detector 304 to be closed, the normally open electrical contacts 312 of metal detector 304 to be open, and the normally closed electrical contacts 314 of metal detector 306 to be open. Locking pin 292 is not ;~
detected by metal detector 305, so that its normally closed electrical contacts 313 are closed. Spool 316 is maintained at the right-hand end of solenoid-spring valve 317 by spring 319. Spool 321 remains in the right-hand end of double solenoid valve 322 from the previously explained operation of switch 118.
To transfer switch 118 to the position of Figure 12, the automatic train operation (AT0) equipment 334 pro-vides a switch transfer command signal on line 348 to cause electrical contacts 350 to close. The closure of electrical contacts 350 completes a circuit through control voltage source 323; electrical contacts 350, 309 and 311; and sole-20 noid 340 of solenoid-spring valve 317; to energize solenoid 340 closing electricl inter~ock 342 and causing spool 316 of valve 317 to shuttle to the left. This action connects the left side o~ piston 308 of hydrauIic cylinder 294 to the substantially constant pressure provided by accumulator 324 and connects the right side of piston 308 to reservoir 328 which is at atmospheric pressure. The difference in pressore ~-~
on opposite sides of piston 308 causes it to move to the right. As piston 308 reaches the end of its stroke, locking pin 292, which is coupled to piston 308, is withdrawn from 30 locking bracket 226 so that pivotal guide beam section 153 is unlocked. The withdrawal of locklng pin 292 also permits metal detector 306 to close its normally closed contacts 314, and causes metal detector 304 to open its normally closed contacts 311 and to close its normally open contacts 312. The pressure supplied to cylinder 294 is unchanged by the opening of contacts 311 because solenoid 340 is main-tained energized through electrical interlock 342.
The closure of contacts 312 completes an electri-cal circuit through control voltage source 323; contacts 350 -and 309; solenoid 352; and contacts 312, 313 and 314; to energize solenoid 352 and cause spool 321 of valve 322 to shuttle to the left. This action connects the upper side of piston 307 of hydraulic cylinder 240 to the substantially constant pressure provided by accumulator 324 and connects the lower side of ;QiStQn 307 to reservoir 328 which is at atmospheric pressure. The difference in pressure on opposite sides of piston 307 causes it to move downwards. As piston 307 begins its downward stroke, pin 284 is withdrawn from the aperture in retaining plate 288, permitting metal detector 290 to close its normally closed contacts 310. As piston 307 reaches the end of its downward stroke, retaining plate 276 contacts retaining plate 278 to stop the movement of pivotal guide beam sections 147 and 153, and pin 274 becomes disposed within the aperture of retaining plate 228 causing metal detector 280 to open th~ normally closed contacts 309.
The opening of contacts 309 interrupts the flow of current through solenoids 340 and 352, causing them to be deenergized. Spool 321 of valve 322 remains at the left-hand end of valve 322, but spring 319 shuttles spool 316 to 30 its initial position at the right-hand end of valve 317 to ,: ' , ~ . ' ': ' ,' . ~ ' ' ' :
' ' ' '' " ~
lL~8;~2 provide the pressure of accumulator 324 to both sides of piston 308. The surface area exposed to accumulator pressure on the left side of piston 308 is smaller than the surface area exposed to accumulator pressure on the right side o~
piston 308 by an area equal to the area of the end of piston rod 346 of piston 308. This difference in surface area exposed to accumulator pressure results in a net force tending to move piston 308 from right-to-left and causing locking pin 292 to be extended into the aperture of locking 10 bracket 225 to lock pivotal guide beam portion 147 in the position shown in Figure 12.
As locking pin 292 is extended into the aperture of locking bracket 225, it is not detected by metal detector 304 but is detected by metal detector 305, thereby causing the normally closed contacts 311 of metal detector 304 to be closed, the normally open contacts 312 of metal detector 304 to be open, and the normally closed contacts 313 of metal detector 305 to be open.
Because spool 316 ls shuttled to the left-hand end 20 of valve 317 by spring 319, in the event of a power failure, locking pin 292 will be automatically extended. Figures 12 and 13 also show a hydraulic hand pump 354 for manual operation of the pivotal guide beam switch 18 when the pressure supply from accumulator 324 and pump 326 has failed. ~
The presently disclcsed pivotal guide beam switch ~-118 may be used in combinatlon with a modification of the power rail, signal rall, ground rail and guide beam arrangement explained in relation to Figure 1 to continuously provide power and control signals to the transportation vehicle 36 30 as it travels through the pivotal guide beam switch. Moreover, 1~8~4~Z
these power and control signals may be provided using the :
same power and signal collector arrangement as used to ` :
provide power and control signals to the vehicle as it ~ :
traverses the vehicle roadways 120, 122 and 124.
Figure 14 lllustrates an embodiment of a comblnation ~ `
of the modified signal rail, power rail, ground rail and ~ `
guide beam arrangement and the pivotal guide beam switch ~ -disclosed herein. Tapered rail sections 356, 358, 360 and 362 are each comprised of power rails 90, 92 and 94; ground 10 rail 96; and signal rail 98 mounted on mounting brackets 363 located at longitudinal intervals along the tapered rail sections 356, 358, 360 and 362. Mounting brackets 363 of :~`
tapered rail section 356 are fastened to fixed guide beam section 145 between insulati~e wedge 364 and the end of guide beam section 145 opposite guide beam 132 of roadway 122. Mounting brackets 363 of tapered rail section 358 are ~ , fastened to pivotal guide beam section 147 between insulative wedge 366 and the travel end 208 of guide beam section 147.
Mounting brackets 363 of tapered rail section 360 are fastened 20 to fixed guide beam section 151 between insulative wedge 368 and the end of guide beam section 151 opposite guide beam 132 of roadway 124. Mounting brackets 363 of tapered rail section 362 are fastened to pivotal guide beam section 153 between insulative wedge 370 and the travel end 210 of guide beam section 153.
The power rail arrangement for use in combination with pivotal guide beam switch 118 which is shown in Figure 14 provides a power rail gap between insulative wedges 368 and 370 to permit the vehicle wheels 40 o~ a vehicle traveling between roadways 120 and 122 to cross switching guide beam - .
149. Similarly, a power rail gap is provided between insula-tive wedges 364 and 366 to permit the wheels 38 of a vehicle .
travellng between roadways 120 and 124 to cross switching guide beam 143. These gaps are necessary because the power rails pro~ect above the guide beam switching sections. ~:
Since ground rail 96 and signal rail 98 do notpro~ect above the upper horizontal flange 30 Or guide beam 28, rails 96 and 98 require no gap between insulative wedges 364 and 366 or between 368 and 370 to accommodate the wheels of vehicle 36. However, ground rail 96 and signal rail 98 do require a small gap of pivot ends 189 and 190 of pivotal guide beam sections 147 and 153 to allow those guide beam sections to pivot on bearing assemblies 193 and 195.
In tapered rail sections 356, 358, 360 and 362, power rails 90, 92 and 94 are mounted in substantially the same arrangement described in relation to Figure 1 except that brackets 363 are sized such that the dimensions between power rails 90, 92 and 94 continuously decrease from dimensions equal to those between the power rails, mounted on guide beam 132 of roadways 120, 122 or 124, and previously described in relation to Figure 1, to dimensions compatible with the dimensions of the bases of insulative wedges 364, 366, 368 and 370. At the base of insulative wedges 364, 366, 368 and 370, the dimensions of tapered rail sections 356, 358, 360 and 362 are such that the collection surfaces of power rails go, 92 and 94 are in the same plane as the sides of the insulative wedges. This gradual change in the dimensions between p~wer rails 90, 92 and 94 of tapered rail sections 356, 358, 360 and 362 is provided to allow the collectors 81, 82 and 83 on the vehicle to disengage and engage the . . .
: . '.
power rails in a smooth fashion so as to reduce mechanical wear of the collectors. ~he gradual change in dimensions also allows the collectors of vehicles leaving switch 118 to maintain more positive contact with the power rails by preventing the collectors from overshooting the power rails as they engage a tapered rail section. Since there is no substantial gap required in ground rail 96 or signal rail 98 between insulative wedges 368 and 370, or insulative wedges 364 and 366, to accommodate the wheels of vehicle 36, rails o 96 and 98 are maintained in the same relation with respect to guide beam sections 145, 147, 151 and 153 as for guide beam 32 in Figure 1 and are not tapered as are power rails go, 92 and 94.
Insulative wedges 364, 366, 368 and 370 are mounted on fixed guide beam section 145, pivotal guide beam section 147, fixed guide beam section 151 and pivotal guide `
beam section 153, respectively, to prevent arcing between the power rails and their associated collectors as the collectors draw away from or a~proach their associated 20 rails. Insulative wedges 364, 366, 368 and 370 may be made o~ micarta or other material with similar electrical and physical properties.
Power and control signals are provided to tapered rail section 356 through electrical conductors appropriately connected to the power and control signal rails mounted on guide beam 132 o~ roadway 122. Power and control signals are provided to tapered rail section 358 through electrical conductors appropriately connected to the power and control signal rails of tapered rail section 356 and passing through 30 a channel between switching guide beam 143 and track surface .
, ;
.: . , .
, ~ , .
1~383~2~:
:. .
158. In a similar manner, power and control signals are provided to tapered rail section 360 through electrical conductors appropriately connected to the power and control signal rails mounted on guide beam 132 of roadway 124. .
Power and control signals are provided to tapered rail section 362 through electrical conductors appropriately :~.
connected to to the power and control signal rails of tapered rall section 360 and passing through a channel between switching guide beam 149 and track surface 159.
Control signals are collected from ground rail 96 and signal rail 98 by vehicles operating in switch 118 in the same manner that they are collected as the vehicle ~.
traverses roadways 120, 122 or 124. Power is continuously provided to vehicle 36 as it negotiates switch 118 through a first set of collectors located at a first position on vehicle 36 and a second set of collectors located at a second position on vehicle 36 which is lGngitudinally displaced from the first collectors by a distance greater than the gap between the bases of insulative wedges 364 and 366 and the ~-.
gap between the bases of insulative wedges 368 and 370, respectively. Alternatively, in applications where a multiple of vehicles will be coupled together, power slgnals could be continuously provided to all vehicles if collectors asso-ciated with any two vehicles are similarly longitudlnally displaced and there is power and control signal communica-tion between the vehicles.
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Claims (5)
1. In switch apparatus for a transportation system having at least one vehicle; first, second and third roadways for said vehicle to traverse; respective guide beams associated with each of said roadways; and guide wheels, depending from said vehicle, which rotate about vertical axes on opposite sides of a given guide beam and cooperate with said guide beam to direct said vehicle in relation to one of said roadways; the switch apparatus including:
laterally spaced tracks for supporting said vehicle when traversing from the first roadway to one of the second and third roadways;
first guide beam means located below said tracks and having a pivotal section movable in position between the tracks and a fixed section for directing said vehicle between said first roadway and said second roadway;
second guide beam means located below said tracks and having a pivotal section movable in position between the tracks and a fixed section for directing said vehicle between said first roadway and said third roadway; and control means for moving one of said first and second pivotal sections within said predetermined spacing for directing said vehicle in relation to said roadways; and connection means for maintaining the pivotal section of said first guide beam means and the pivotal section of said second guide beam means in a predetermined relationship between said tracks such that, when the longitudinal axis of the pivotal section of said first guide beam means is substan-tially in-line with the respective longitudinal axes of the respective guide beams associated with said first and second roadways, the longitudinal axis of the pivotal section of said second guide beam means is oblique to the longitudinal axes of the respective guide beams associated with said first and third roadways, and when the longitudinal axis of the pivotal section of said second guide beam means is sub-stantially in-line with the longitudinal axes of the respective guide beams associated with said first and third roadways, the longitudinal axis of the pivotal section of said first guide beam means is oblique to the longitudinal axis of the respective guide beams associated with said first and second roadways including a position indicating means associated with the guide beam of the first roadway for indicating whether the longitudinal axis of the pivotal section of the first guide beam means is in line with the longitudinal axis of the respective guide beams associated with said first and second roadways and indicating means for indicating whether the longitudinal axis of the pivotal section of said second guide beam means is in line with the longitudinal axis of the respective guide beams associated with said first and third roadways said indicating means comprising, in each case, a metallic pin fixed relative to said roadway and associated with the movable end of said first and second guide beam means, each of said pins protruding into an aperture mounted on a guide beam when the associated guide beam is in line with the guide beam associated with the first roadway and a metal detector for detecting the presence of said pin in said aperture.
laterally spaced tracks for supporting said vehicle when traversing from the first roadway to one of the second and third roadways;
first guide beam means located below said tracks and having a pivotal section movable in position between the tracks and a fixed section for directing said vehicle between said first roadway and said second roadway;
second guide beam means located below said tracks and having a pivotal section movable in position between the tracks and a fixed section for directing said vehicle between said first roadway and said third roadway; and control means for moving one of said first and second pivotal sections within said predetermined spacing for directing said vehicle in relation to said roadways; and connection means for maintaining the pivotal section of said first guide beam means and the pivotal section of said second guide beam means in a predetermined relationship between said tracks such that, when the longitudinal axis of the pivotal section of said first guide beam means is substan-tially in-line with the respective longitudinal axes of the respective guide beams associated with said first and second roadways, the longitudinal axis of the pivotal section of said second guide beam means is oblique to the longitudinal axes of the respective guide beams associated with said first and third roadways, and when the longitudinal axis of the pivotal section of said second guide beam means is sub-stantially in-line with the longitudinal axes of the respective guide beams associated with said first and third roadways, the longitudinal axis of the pivotal section of said first guide beam means is oblique to the longitudinal axis of the respective guide beams associated with said first and second roadways including a position indicating means associated with the guide beam of the first roadway for indicating whether the longitudinal axis of the pivotal section of the first guide beam means is in line with the longitudinal axis of the respective guide beams associated with said first and second roadways and indicating means for indicating whether the longitudinal axis of the pivotal section of said second guide beam means is in line with the longitudinal axis of the respective guide beams associated with said first and third roadways said indicating means comprising, in each case, a metallic pin fixed relative to said roadway and associated with the movable end of said first and second guide beam means, each of said pins protruding into an aperture mounted on a guide beam when the associated guide beam is in line with the guide beam associated with the first roadway and a metal detector for detecting the presence of said pin in said aperture.
2. In switch apparatus for a transportation system having at least one vehicle; first, second and third roadways for said vehicle to traverse; respective guide beams associated with each of said roadways; and guide wheels, depending from said vehicle, which rotate about vertical axes on opposite sides of a given guide beam and cooperate with said guide beam to direct said vehicle in relation to one of said roadways; the switch apparatus including:
laterally spaced tracks for supporting said vehicle when traversing from the first roadway to one of the second and third roadways;
first guide beam means located below said tracks and having a pivotal section movable in position between the tracks and a fixed section for directing said vehicle between said first roadway and said second roadway;
second guide beam means located below said tracks and having a pivotal section movable in position between the tracks and a fixed section for directing said vehicle between said first roadway and said third roadway; and control means for moving one of said first and second pivotal sections within said predetermined spacing for directing said vehicle in relation to said roadways; and connection means for maintaining the pivotal section of said first guide beam means and the pivotal section of said second guide beam means in a predetermined relationship between said tracks such that, when the longitudinal axis of the pivotal section of said first guide beam means is substan-tially in-line with the respective longitudinal axes of the respective guide beams associated with said first and second roadways, the longitudinal axis of the pivotal section of said second guide beam means is oblique to the longitudinal axes of the respective guide beams associated with said first and third roadways, and when the longitudinal axis of the pivotal section of said second guide beam means is sub-stantially in-line with the longitudinal axes of the respective guide beams associated with said first and third roadways, the longitudinal axis of the pivotal section of said first guide beam means is oblique to the longitudinal axis of the respective guide beams associated with said first and second roadways including metallic locking pin means associated with the guide beam of a first roadway and cooperating with an aperture mounted on said guide beam for selectively locking the pivotal section of said first guide beam means in a position in which its longitudinal axis is substantially in-line with the longitudinal axis of the respective guide beams associated with said first and second roadways and for selectively locking the pivotal section of said second guide beam means in a position in which its longitudinal axis is substantially in-line with the longitudinal axis of the respective guide beams associated with said first and third roadways and including a metal detector for determining whether said metallic locking pin is in its locked or unlocked position.
laterally spaced tracks for supporting said vehicle when traversing from the first roadway to one of the second and third roadways;
first guide beam means located below said tracks and having a pivotal section movable in position between the tracks and a fixed section for directing said vehicle between said first roadway and said second roadway;
second guide beam means located below said tracks and having a pivotal section movable in position between the tracks and a fixed section for directing said vehicle between said first roadway and said third roadway; and control means for moving one of said first and second pivotal sections within said predetermined spacing for directing said vehicle in relation to said roadways; and connection means for maintaining the pivotal section of said first guide beam means and the pivotal section of said second guide beam means in a predetermined relationship between said tracks such that, when the longitudinal axis of the pivotal section of said first guide beam means is substan-tially in-line with the respective longitudinal axes of the respective guide beams associated with said first and second roadways, the longitudinal axis of the pivotal section of said second guide beam means is oblique to the longitudinal axes of the respective guide beams associated with said first and third roadways, and when the longitudinal axis of the pivotal section of said second guide beam means is sub-stantially in-line with the longitudinal axes of the respective guide beams associated with said first and third roadways, the longitudinal axis of the pivotal section of said first guide beam means is oblique to the longitudinal axis of the respective guide beams associated with said first and second roadways including metallic locking pin means associated with the guide beam of a first roadway and cooperating with an aperture mounted on said guide beam for selectively locking the pivotal section of said first guide beam means in a position in which its longitudinal axis is substantially in-line with the longitudinal axis of the respective guide beams associated with said first and second roadways and for selectively locking the pivotal section of said second guide beam means in a position in which its longitudinal axis is substantially in-line with the longitudinal axis of the respective guide beams associated with said first and third roadways and including a metal detector for determining whether said metallic locking pin is in its locked or unlocked position.
3. In vehicle switching apparatus for a transpor-tation system having a vehicle; first, second and third road-ways having respective vehicle support surfaces for said vehicle to traverse; a respective guide beam associated with each of said roadways; and guide wheels, depending from said vehicle, which rotate about vertical axes on opposite sides of one of said guide beams to direct said vehicle along the roadway associated with said one guide beam; the combination of:
vehicle support means providing vehicle support surfaces having a predetermined spacing corresponding with the spacing between the vehicle support surfaces of said roadways and extending from the first roadway to the second and third roadways;
first guide beam means located below said vehicle support means and having a first pivotal section and a first fixed section for directing said vehicle between said first roadway and said second roadway;
second guide beam means located below said vehicle support means and having a second pivotal section and a second fixed section for directing said vehicle between said first roadway and said third roadway; and control means for moving one of said first and second pivotal sections within said predetermined spacing for directing said vehicle in relation to said roadways, each of said first and second pivotal sections having an end locking bracket adjustable in position between the support tracks including lock means including a movable metallic pin connected with the guide beam of said first roadway and cooperative with the locking bracket of one of said first and second pivotal section for locking one said pivotal section in position relative to the guide beam of the first roadway and a metal detector to determine the condition of said lock means by determining the position of said movable pin.
vehicle support means providing vehicle support surfaces having a predetermined spacing corresponding with the spacing between the vehicle support surfaces of said roadways and extending from the first roadway to the second and third roadways;
first guide beam means located below said vehicle support means and having a first pivotal section and a first fixed section for directing said vehicle between said first roadway and said second roadway;
second guide beam means located below said vehicle support means and having a second pivotal section and a second fixed section for directing said vehicle between said first roadway and said third roadway; and control means for moving one of said first and second pivotal sections within said predetermined spacing for directing said vehicle in relation to said roadways, each of said first and second pivotal sections having an end locking bracket adjustable in position between the support tracks including lock means including a movable metallic pin connected with the guide beam of said first roadway and cooperative with the locking bracket of one of said first and second pivotal section for locking one said pivotal section in position relative to the guide beam of the first roadway and a metal detector to determine the condition of said lock means by determining the position of said movable pin.
4. In vehicle switching apparatus for a transpor-tation system having a vehicle; first, second and third road-ways having respective vehicle support surfaces for said vehicle to traverse; a respective guide beam associated with each of said roadways; and guide wheels, depending from said vehicle, which rotate about vertical axes on opposite sides of one of said guide beams to direct said vehicle along the roadway associated with said one guide beam; the combination of:
vehicle support means providing vehicle support sur-faces having a predetermined spacing corresponding with the spacing between the vehicle support surfaces of said roadways and extending from the first roadway to the second and third roadways;
first guide beam means located below said vehicle support means and having a first pivotal section and a first fixed section for directing said vehicle between said first roadway and said second roadway;
second guide beam means located below said vehicle support means and having a second pivotal section and a second fixed section for directing said vehicle between said first roadway and said third roadway; and control means for moving one of said first and second pivotal sections within said predetermined spacing for directing said vehicle in relation to said roadways with each of said first and second pivotal sections having a travel end including first indicating means located at the travel end of said first pivotal section for providing an indication when said first pivotal section is in a first position in-line with the guide beam associated with said first roadway and second indicating means located at the travel end of said second pivotal section for providing a second indication when the second pivotal section is in the second position in-line with the guide beam associated with said first roadway, both of said indicating means comprising pins fixed relative to said roadways which enter apertures mounted on said pivotal sections when the pivotal sections are in the in-line position and metal detector means for indicating the presence of said metallic pins in said apertures.
vehicle support means providing vehicle support sur-faces having a predetermined spacing corresponding with the spacing between the vehicle support surfaces of said roadways and extending from the first roadway to the second and third roadways;
first guide beam means located below said vehicle support means and having a first pivotal section and a first fixed section for directing said vehicle between said first roadway and said second roadway;
second guide beam means located below said vehicle support means and having a second pivotal section and a second fixed section for directing said vehicle between said first roadway and said third roadway; and control means for moving one of said first and second pivotal sections within said predetermined spacing for directing said vehicle in relation to said roadways with each of said first and second pivotal sections having a travel end including first indicating means located at the travel end of said first pivotal section for providing an indication when said first pivotal section is in a first position in-line with the guide beam associated with said first roadway and second indicating means located at the travel end of said second pivotal section for providing a second indication when the second pivotal section is in the second position in-line with the guide beam associated with said first roadway, both of said indicating means comprising pins fixed relative to said roadways which enter apertures mounted on said pivotal sections when the pivotal sections are in the in-line position and metal detector means for indicating the presence of said metallic pins in said apertures.
5. The apparatus of claim 4, including means for producing a switch transfer command signal to activate said control means and cause the guide beam switching means to move selectively between first and second positions, said command signal being determined in-part-by the indication derived from said indicating means.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US63800175A | 1975-12-05 | 1975-12-05 | |
| US638,001 | 1975-12-05 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1083422A true CA1083422A (en) | 1980-08-12 |
Family
ID=24558243
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA266,430A Expired CA1083422A (en) | 1975-12-05 | 1976-11-24 | Pivotal guide beam switch for a tansportation system |
Country Status (3)
| Country | Link |
|---|---|
| JP (1) | JPS5269117A (en) |
| CA (1) | CA1083422A (en) |
| GB (1) | GB1571523A (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60230403A (en) * | 1984-04-27 | 1985-11-15 | 財団法人鉄道総合技術研究所 | Drive apparatus of shunt |
| FR2878488B1 (en) * | 2004-12-01 | 2007-03-02 | Vossloh Cogifer Sa | DEVICE FOR CHANGING THE TRACK FOR VEHICLES ON PNEUMATIC WHEELS |
| JP5693294B2 (en) * | 2011-02-28 | 2015-04-01 | 三菱重工業株式会社 | Bifurcation device and center-guided track system |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5438362B1 (en) * | 1970-11-06 | 1979-11-20 |
-
1976
- 1976-11-24 CA CA266,430A patent/CA1083422A/en not_active Expired
- 1976-12-02 GB GB5025476A patent/GB1571523A/en not_active Expired
- 1976-12-06 JP JP14569876A patent/JPS5269117A/en active Pending
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5269117A (en) | 1977-06-08 |
| GB1571523A (en) | 1980-07-16 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |