CA1193705A - Transit vehicle control apparatus - Google Patents
Transit vehicle control apparatusInfo
- Publication number
- CA1193705A CA1193705A CA000413544A CA413544A CA1193705A CA 1193705 A CA1193705 A CA 1193705A CA 000413544 A CA000413544 A CA 000413544A CA 413544 A CA413544 A CA 413544A CA 1193705 A CA1193705 A CA 1193705A
- Authority
- CA
- Canada
- Prior art keywords
- vehicle
- track
- control
- control means
- output
- 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
- 239000012530 fluid Substances 0.000 claims description 12
- 230000008878 coupling Effects 0.000 claims description 3
- 238000010168 coupling process Methods 0.000 claims description 3
- 238000005859 coupling reaction Methods 0.000 claims description 3
- 239000003981 vehicle Substances 0.000 description 53
- 239000000919 ceramic Substances 0.000 description 4
- 239000004020 conductor Substances 0.000 description 4
- 238000004804 winding Methods 0.000 description 4
- BTFMCMVEUCGQDX-UHFFFAOYSA-N 1-[10-[3-[4-(2-hydroxyethyl)-1-piperidinyl]propyl]-2-phenothiazinyl]ethanone Chemical compound C12=CC(C(=O)C)=CC=C2SC2=CC=CC=C2N1CCCN1CCC(CCO)CC1 BTFMCMVEUCGQDX-UHFFFAOYSA-N 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 229960004265 piperacetazine Drugs 0.000 description 2
- 241001052209 Cylinder Species 0.000 description 1
- 230000001276 controlling effect Effects 0.000 description 1
- 230000005484 gravity Effects 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 238000000034 method Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
- B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
- B61L3/14—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control to cut-off the power supply to traction motors of electrically-propelled vehicles
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
- Platform Screen Doors And Railroad Systems (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE
A transit vehicle control apparatus is provided for responding to the open and closed positions of a road-way track switch for operatlng at least one movement control member to determine the passage of a transit vehicle through that track switch.
A transit vehicle control apparatus is provided for responding to the open and closed positions of a road-way track switch for operatlng at least one movement control member to determine the passage of a transit vehicle through that track switch.
Description
7~5 l ~9,616 TRANSIT VEHICLE CONTROL APPARATUS
BACKGROUND OF THE INVENTION
It is Xnown in the prior art to provide a trac~
switch apparatus for a transit vehicle system as shown by U.S. Patent 4,090,452 of W. R. Segar. A pivotal track switch is provided for directing vehicles between first and second roadways or between first and third roadways.
It is Xnown in the prior art to control the in terlocking operation for a transit vehicle system such that route alignment and vehicle movement in ~elation to roadway track switches is maintained to permit safe vehi-cle travel along the track and through track switches as shown by U.S. Patent 3,740,548 of R. C. Hoyler.
It is known to provide vehicle control apparatus utilizing a programmed digital computer to provide auto-matic operation of the vehicle through a roadwa~ track system including track switches, and to control a vehicle such that it will not attempt to pass through an cpen switch as set forth in Preprint 3659 of the American Society of Civil Engineers for the convention meeting in Atlanta on October 23-25, 1979 and entitled "Atlanta Airport Automated Guideway Transit System" by J. Kapala.
It is also known to provide a control apparatus for the vehicle propulsion motors thal is res~orsive to a ~or~ q/~ k~ c~ 7- ~ /
traction reauest~P signal and which determines the trac-tion level of the motors, such as set forth in an article in the Westinghouse Engineer for September 1372 at pages ~3~7~
. .
BACKGROUND OF THE INVENTION
It is Xnown in the prior art to provide a trac~
switch apparatus for a transit vehicle system as shown by U.S. Patent 4,090,452 of W. R. Segar. A pivotal track switch is provided for directing vehicles between first and second roadways or between first and third roadways.
It is Xnown in the prior art to control the in terlocking operation for a transit vehicle system such that route alignment and vehicle movement in ~elation to roadway track switches is maintained to permit safe vehi-cle travel along the track and through track switches as shown by U.S. Patent 3,740,548 of R. C. Hoyler.
It is known to provide vehicle control apparatus utilizing a programmed digital computer to provide auto-matic operation of the vehicle through a roadwa~ track system including track switches, and to control a vehicle such that it will not attempt to pass through an cpen switch as set forth in Preprint 3659 of the American Society of Civil Engineers for the convention meeting in Atlanta on October 23-25, 1979 and entitled "Atlanta Airport Automated Guideway Transit System" by J. Kapala.
It is also known to provide a control apparatus for the vehicle propulsion motors thal is res~orsive to a ~or~ q/~ k~ c~ 7- ~ /
traction reauest~P signal and which determines the trac-tion level of the motors, such as set forth in an article in the Westinghouse Engineer for September 1372 at pages ~3~7~
. .
2 4g,616 145-151, and in an article in the Westinghouse Engineer for March 1973 at pages 34-41.
It is known in the prior art to incorporate track switches in a transit expressway system in several locations in order to transfer vehicles from one guideway path to another and to provide automatic control operation of transit vehicles through programmed digital computers t~ detect the position of each tracX switch and to control the travel of a vehicle such that a vehicle will not enter the open leg of any track switch. However, in manual operation, human factors introduce the possibility of misjudgment on the part of the operator regarding a track switch position such that a faii-safe method of stopping a vehicle which is approaching an open leg of a track switch lS is desired.
SUMMARY OF THE I~ENTION
A vehicle control apparatus is operative with a transit vehi~le to prevent the passage of that vehicle through an open and misaligned track switch. A current conducting vehicla circuit member is carried by the vehi-cle and is included in the vehicle propulsion motor cir-cuit to control and determine the continued operation of the propulsion motor. A track-side movable member is positioned ahead of the track cwitch and operative in one of a first position where there is cooperation with the vehicle carried first member to open the motor circuit and stop the vehicle when the vehicle is moving to pass through a misaligned and open track switch and having a second position where there i5 no cooperation with the vehicle carried first member when the vehicle is moving to pass through a properly aligned and closed track switch.
BRIEF DESCRIPTION OF THE DRAWINGS
Figure 1 is a showing of a transit vehicle operative with a roadway tracX and including a current conducting vehicle carried circuit member in accordance with the present invention;
It is known in the prior art to incorporate track switches in a transit expressway system in several locations in order to transfer vehicles from one guideway path to another and to provide automatic control operation of transit vehicles through programmed digital computers t~ detect the position of each tracX switch and to control the travel of a vehicle such that a vehicle will not enter the open leg of any track switch. However, in manual operation, human factors introduce the possibility of misjudgment on the part of the operator regarding a track switch position such that a faii-safe method of stopping a vehicle which is approaching an open leg of a track switch lS is desired.
SUMMARY OF THE I~ENTION
A vehicle control apparatus is operative with a transit vehi~le to prevent the passage of that vehicle through an open and misaligned track switch. A current conducting vehicla circuit member is carried by the vehi-cle and is included in the vehicle propulsion motor cir-cuit to control and determine the continued operation of the propulsion motor. A track-side movable member is positioned ahead of the track cwitch and operative in one of a first position where there is cooperation with the vehicle carried first member to open the motor circuit and stop the vehicle when the vehicle is moving to pass through a misaligned and open track switch and having a second position where there i5 no cooperation with the vehicle carried first member when the vehicle is moving to pass through a properly aligned and closed track switch.
BRIEF DESCRIPTION OF THE DRAWINGS
Figure 1 is a showing of a transit vehicle operative with a roadway tracX and including a current conducting vehicle carried circuit member in accordance with the present invention;
3'~ 5 3 49,61~
Figure 2 is a showing of a prior art roadway track system including a track switch;
Figure 3 shows one view of a prior art current conducting circuit control member carried by a vehicle car S body;
Figure 4 shows a second view of the prior art current conducting circuit control member carried by the vehicle car body;
Figure 5 shows a pivotal track switch including the provided control cylinder movable second members in accordance with tha present invention;
Figure 6 is a schematic diagram to show the operation of the provided control cylinder members of Figure 5;
Figure 7 shows the position sensing control cylinder member coupled with a pivotal guide beam of the track switch shown in Figure 5;
Figure 8 shows the control cylinder member oper-ative ~ith the second track section shown in Figure 5 and the vehicle carried current conducting circuit control member shown in Figures 3 and 4;
Figure 9 shows the control cylinder member operative with the third track section shown in Figure S
and the vehicle carried current conducting circuit control member shown in Fi~ures 3 and 4; and Figure 10 shows a suitable vehicle propulsion motor circuit arrangement for the curre~t conducting circuit control ~ember of Figures 3 and 4 to determine the operation of the vehicle propulsion motors.
DESCRIPTION OF THE PREFE~RED EMBODIMENT
_ Figure 1 is a cross-sectional view of a transit vehicle 20 operative with a roadway track 10 taken along the longitudinal axis of the roadway. The roadway 10 is comprised of laterally spaced tracks 12 and 14 supported from a road bed 16 and including a flanged guide beam 18 located between the tracks 12 and 14. The transit vehicle-20 has pairs of resilient and laterally spaced main wheels ~ ~3t7~.5
Figure 2 is a showing of a prior art roadway track system including a track switch;
Figure 3 shows one view of a prior art current conducting circuit control member carried by a vehicle car S body;
Figure 4 shows a second view of the prior art current conducting circuit control member carried by the vehicle car body;
Figure 5 shows a pivotal track switch including the provided control cylinder movable second members in accordance with tha present invention;
Figure 6 is a schematic diagram to show the operation of the provided control cylinder members of Figure 5;
Figure 7 shows the position sensing control cylinder member coupled with a pivotal guide beam of the track switch shown in Figure 5;
Figure 8 shows the control cylinder member oper-ative ~ith the second track section shown in Figure 5 and the vehicle carried current conducting circuit control member shown in Figures 3 and 4;
Figure 9 shows the control cylinder member operative with the third track section shown in Figure S
and the vehicle carried current conducting circuit control member shown in Fi~ures 3 and 4; and Figure 10 shows a suitable vehicle propulsion motor circuit arrangement for the curre~t conducting circuit control ~ember of Figures 3 and 4 to determine the operation of the vehicle propulsion motors.
DESCRIPTION OF THE PREFE~RED EMBODIMENT
_ Figure 1 is a cross-sectional view of a transit vehicle 20 operative with a roadway track 10 taken along the longitudinal axis of the roadway. The roadway 10 is comprised of laterally spaced tracks 12 and 14 supported from a road bed 16 and including a flanged guide beam 18 located between the tracks 12 and 14. The transit vehicle-20 has pairs of resilient and laterally spaced main wheels ~ ~3t7~.5
4 49,616 22 and 24 and travels along the tracks 12 and 14. The vehicle 20 is provided with a body 26 mounted on a longi-tudinal support 28 resiliently supported by air springs 30 mounted on channel members 32 mounted on vehicle frame 34.
S The vehicle is powered by an electric motor 36 coupled through an axle to the wheels 22 and 24. The transporta-tion system shown in Figure 1, other than the circuit member 37 and the movable member 38 including the control rod 39, is described in greater detail in U.S. Patent 4,090,452. The current conducting circuit control member 37 comprising a frangible flag is carried by the vehicle 20 in relation to the position of a vehicle operation determining movable member 38 including a control rod 39 fastened to the roadway track 12, such that when the control rod 39 is lowered as shown in Figure 1 there is no cooperation between the control rod 39 and the control member 37. However, when the control rod 39 is raised as shown by dotted lines in Figure l, then there is position-al cooperation between the control rod 39 and the co~trol member 37 of a passing vehicle.
In Figure 2, there is a showing of a prior art roadway track sytem including a well known tracX switch 40 connected between a first tracX section 42 and a second tracX section g4 when the tracX switch is in one position and connected between the first track section 42 and a third tracX section 4~ when the track switch 40 is in its other position.
In Figure 3 there is shown a side view of a prior art current conducting circuit member 50 carried by a vehicle car body 25 in relation to the support wheel pair 24 of a transit vehicle such as shown in Figure 1.
The circuit member 50 may comprise a ceramic element hav ing embedded within the ceramic element or fastened to the ceramic element by suitable a&esive material conductors
S The vehicle is powered by an electric motor 36 coupled through an axle to the wheels 22 and 24. The transporta-tion system shown in Figure 1, other than the circuit member 37 and the movable member 38 including the control rod 39, is described in greater detail in U.S. Patent 4,090,452. The current conducting circuit control member 37 comprising a frangible flag is carried by the vehicle 20 in relation to the position of a vehicle operation determining movable member 38 including a control rod 39 fastened to the roadway track 12, such that when the control rod 39 is lowered as shown in Figure 1 there is no cooperation between the control rod 39 and the control member 37. However, when the control rod 39 is raised as shown by dotted lines in Figure l, then there is position-al cooperation between the control rod 39 and the co~trol member 37 of a passing vehicle.
In Figure 2, there is a showing of a prior art roadway track sytem including a well known tracX switch 40 connected between a first tracX section 42 and a second tracX section g4 when the tracX switch is in one position and connected between the first track section 42 and a third tracX section 4~ when the track switch 40 is in its other position.
In Figure 3 there is shown a side view of a prior art current conducting circuit member 50 carried by a vehicle car body 25 in relation to the support wheel pair 24 of a transit vehicle such as shown in Figure 1.
The circuit member 50 may comprise a ceramic element hav ing embedded within the ceramic element or fastened to the ceramic element by suitable a&esive material conductors
5~ and 54 such that if the circuit member 50 is physically broken away from the vehicle body 26, the elactrical cir-cuit including the conductors 52 and 54 is interrupted.
11~37~:? ~ii 5 49,616 The conductors 52 and 54 extend through a coupllng 56 and are operative with the propulsion control apparatus 58 of the vehlcle 20. The circuit member 50 is fastened t~ a support member 60 connected with the body 26 by suitable fasteners 62 and 64 such that the circuit member 50 travels along the track 14 with the movement of the vehicle 20.
In Figure 4 there is shown an end view of the circuit member 50 connected through the support 60 with the car body 26 of the vehicle 20 including wheel pair 24 operative with the track surface 14 for movement along the track surface 14.
In Figure 5 there is shown a pivotal track switch 40 connected between a first track section 42, a second track section 44, and a third track section 46.
The guide beam movement power cylinder operative to physi-cally move the coupled quide beams 72 and 74 between these first and second switch positions is well known and nct shown in Figure 5. A switch position sensing cylinder 70 is connected to the movable end of guide beam section 72 in relation to pivot 73 for sensing a first switch posi-tion, when the guide beam 72 is coextensive wlth the guide baam 82 of the first track section 42 to enable safe travel of a vehicle from the second track sec~ion 44 to the first track section 42. The position sensing cylinder 70 also responds to a second switch pos1tion, when the second quide beam section 74 in relation to pivot 75 by operation of ~he direct coupling 76 provided between the guide beam sections 72 and 74 is in position coextensive with the guide beam 82 to enable a safe travei of a transit vehicle from the third track section 46 to the first track section 42. A first output is provided by the position sensing cylinder when the guide beam 72 is coextensive with the guide beam 82 and a second output i 5 provlded by the position sensing cyllnder 70 when the guide beam 74 is coaxtensive with the guide beam 82. A control cylinder 78 is provided at the side of the second track section 44 and a control cylinder 80 is provided at the side of the third 3'-~U5
11~37~:? ~ii 5 49,616 The conductors 52 and 54 extend through a coupllng 56 and are operative with the propulsion control apparatus 58 of the vehlcle 20. The circuit member 50 is fastened t~ a support member 60 connected with the body 26 by suitable fasteners 62 and 64 such that the circuit member 50 travels along the track 14 with the movement of the vehicle 20.
In Figure 4 there is shown an end view of the circuit member 50 connected through the support 60 with the car body 26 of the vehicle 20 including wheel pair 24 operative with the track surface 14 for movement along the track surface 14.
In Figure 5 there is shown a pivotal track switch 40 connected between a first track section 42, a second track section 44, and a third track section 46.
The guide beam movement power cylinder operative to physi-cally move the coupled quide beams 72 and 74 between these first and second switch positions is well known and nct shown in Figure 5. A switch position sensing cylinder 70 is connected to the movable end of guide beam section 72 in relation to pivot 73 for sensing a first switch posi-tion, when the guide beam 72 is coextensive wlth the guide baam 82 of the first track section 42 to enable safe travel of a vehicle from the second track sec~ion 44 to the first track section 42. The position sensing cylinder 70 also responds to a second switch pos1tion, when the second quide beam section 74 in relation to pivot 75 by operation of ~he direct coupling 76 provided between the guide beam sections 72 and 74 is in position coextensive with the guide beam 82 to enable a safe travei of a transit vehicle from the third track section 46 to the first track section 42. A first output is provided by the position sensing cylinder when the guide beam 72 is coextensive with the guide beam 82 and a second output i 5 provlded by the position sensing cyllnder 70 when the guide beam 74 is coaxtensive with the guide beam 82. A control cylinder 78 is provided at the side of the second track section 44 and a control cylinder 80 is provided at the side of the third 3'-~U5
6 49,616 track section 46, which control cylinders 78 and 80 are coupled with the position sens'ng cylinder 70 for control-ling the passage of respective transit vehicles from the second track section 44 and the thlrd track section 46 onto the first track section 42.
In Figure 6 there is a schematic diagram to illustrate the operation of the position sensing cylinder 70 in relation to the two control cylinders 78 and 80.
'~hen the track switch 40 is moved to its second position such that the piston 84 of the position sensing cylinder' is lowered, this forces a first output of fluid through the output 86 to the control cylinder 78 below the piston 88 such that the piston 88 rises to elevate the control rod 90. When the piston 88 rises within the control cylinder 78, this forces control fluid through the ou~put 92 to the control cylinder 80 above the piston 94 and this lowers the piston 94 withiA ~he conlrol cylinder 80 and forces control fluid throush the conduit 95 to the posi-tion senslng cylinder 70 above the piston 84. In this way, a closed fluid circuit is provided between the pos tion sensing cylinder 70 and _he two control cylinders ~
and 80. When the control rod 40 is elevated in relation to movement of a transit vehicle from a second track section 4a in a direction toward the first track section 42, the control rod 90 would obstruct the passage of the flangible ceramic circuit member 50 ca-ried by any transit vehicle moving from the second track section 4a through the track switch 40 onto the first track section 42.
When the track switch 40 is changed to lts first position such that the pivotal beam section 72 is coexten-sive with the beam section 82 of the first track section 42, through the connection me~ber 98 this ralses the pis-ton 84 to force a second output of fluid through the conduit 96 to the control cylinder 80 below the piston 94 and raises that piston 94 to elevate the control rod lO0 of the control cylinder 80 above the height where 'he circuit member S0 would be obstructed and broken for any oJ~1 ~
In Figure 6 there is a schematic diagram to illustrate the operation of the position sensing cylinder 70 in relation to the two control cylinders 78 and 80.
'~hen the track switch 40 is moved to its second position such that the piston 84 of the position sensing cylinder' is lowered, this forces a first output of fluid through the output 86 to the control cylinder 78 below the piston 88 such that the piston 88 rises to elevate the control rod 90. When the piston 88 rises within the control cylinder 78, this forces control fluid through the ou~put 92 to the control cylinder 80 above the piston 94 and this lowers the piston 94 withiA ~he conlrol cylinder 80 and forces control fluid throush the conduit 95 to the posi-tion senslng cylinder 70 above the piston 84. In this way, a closed fluid circuit is provided between the pos tion sensing cylinder 70 and _he two control cylinders ~
and 80. When the control rod 40 is elevated in relation to movement of a transit vehicle from a second track section 4a in a direction toward the first track section 42, the control rod 90 would obstruct the passage of the flangible ceramic circuit member 50 ca-ried by any transit vehicle moving from the second track section 4a through the track switch 40 onto the first track section 42.
When the track switch 40 is changed to lts first position such that the pivotal beam section 72 is coexten-sive with the beam section 82 of the first track section 42, through the connection me~ber 98 this ralses the pis-ton 84 to force a second output of fluid through the conduit 96 to the control cylinder 80 below the piston 94 and raises that piston 94 to elevate the control rod lO0 of the control cylinder 80 above the height where 'he circuit member S0 would be obstructed and broken for any oJ~1 ~
7 49,616 vehicle passing from the third track section 46 in a direction toward the first t~ack section 42. When the piston 94 rises within the control cylinder 80, this forces fluid through the connection 92 to the control S cylinder 78 above the piston 88 which causes the piston 88 to move do~nward within the control cylinder 78 and the control rod 90 is lowered to a position below the level of any flangible flag circuit member S0 carried by a transit vehicle passing from its respective second track section 44. As -~he the piston 88 moves downward within the con-trol cylinder 78, this forces ~luid through the conduit 86 to the position sensing cylinder below the piston 84 such that the closed fluid circuit arrangement is maintained between the position sensing cylinder 70 and the two control cylinders 78 and 80. Now with the control rod 100 eleva~ed, this prevents any vehicle traveling along the third track section in a direction toward the track switch from passing into the track switch since the control rod 100 would break the flangible flag circuit member 50 carried by any such vehicle to result in at least one of the emergency ~rake system and the propul~ion motor of ~hat vehicle being operated to stop the vehicle beore it arrived at the track switch 40.
In Figure 7 there is illustrated the position sensing cylinder 70 connected with the guide beam section 72 of the track switch 40. The connecting rod 98 is shown suitably connected to the web iO2 of the guide beam 72 at a location below the travel path of the ~uide wheels 17 and 19 shown in Figure 1. The 1uid conduits 96 and 86 are shown in Figure 7, with a bottom support connection 104 being provided to anchor the position s~nsing cylinder 70.
In Figure 8 there is shown the control cylinder 78, which is operative with and alongslde the second track section 4a as shown in Figure 5. The control cylinder 78 is anchored in position by support members 106 and includes the fluid conduits 92 and 86 and the control rod 90 which ~3'~
In Figure 7 there is illustrated the position sensing cylinder 70 connected with the guide beam section 72 of the track switch 40. The connecting rod 98 is shown suitably connected to the web iO2 of the guide beam 72 at a location below the travel path of the ~uide wheels 17 and 19 shown in Figure 1. The 1uid conduits 96 and 86 are shown in Figure 7, with a bottom support connection 104 being provided to anchor the position s~nsing cylinder 70.
In Figure 8 there is shown the control cylinder 78, which is operative with and alongslde the second track section 4a as shown in Figure 5. The control cylinder 78 is anchored in position by support members 106 and includes the fluid conduits 92 and 86 and the control rod 90 which ~3'~
8 '~9,616 is shown in its retracted posltion in relation to the track surface 14 such that it would not obstruct and break the circuit member 50 of a transit vehicle passing along the track surface 14.
In Figure 9 there is shown the control cylinder 80, which is operative with the third track section 46 as shown in Figure 5. The control cylinder 80 incluc`es the fluid conduits 92 and 96 and is fastened relative to the sur~ace of the trac~ section l~ such that the control rod 100 when elevated will obstruct and break the circuit member 50 carried by any transit vehicle passing along the third track section past the control rod 100. As shown in Figure 9, thç control rod is drawn into the control cylin-der 80 such that it would not break off a circuit element 50.
In Figure 10 there is shown an illustrative motor control arrangement for the circuit member 50 of Figures 3 and 4 to determine the operation of the vehicle propulsion motors. A plurality of vehicle propulsion 20 motors 110 and 112 are shown operative in the power mode, and which motors are well-known DC series motors each including an armature and a field winding. The irst motor armature 114 is connected in a first circuit includ-ing the first motor field winding il6 while the second motor armature 118 is connected in a second c1rcuit in-cluding ~he second motor field winding 120. The two motors are connected in parallel as determined by closing of suitable switches as described in greater detail in the above-referenced published article in the Westinghouse Engineer for March 1973. In the power mode, the chopper 122 builds up current in the motors by completing the circuit from the DC power supply 124 through the motors to ground. When the chopper 122 is turned off, the energy stored in the motor reactor 126 and the inductance of the motors maintains current flow through the free-wheeling diode 128. The prooulsion control apparatus 58 is opera-tive to determine the conduct1vity of the chopper 122 in J~j
In Figure 9 there is shown the control cylinder 80, which is operative with the third track section 46 as shown in Figure 5. The control cylinder 80 incluc`es the fluid conduits 92 and 96 and is fastened relative to the sur~ace of the trac~ section l~ such that the control rod 100 when elevated will obstruct and break the circuit member 50 carried by any transit vehicle passing along the third track section past the control rod 100. As shown in Figure 9, thç control rod is drawn into the control cylin-der 80 such that it would not break off a circuit element 50.
In Figure 10 there is shown an illustrative motor control arrangement for the circuit member 50 of Figures 3 and 4 to determine the operation of the vehicle propulsion motors. A plurality of vehicle propulsion 20 motors 110 and 112 are shown operative in the power mode, and which motors are well-known DC series motors each including an armature and a field winding. The irst motor armature 114 is connected in a first circuit includ-ing the first motor field winding il6 while the second motor armature 118 is connected in a second c1rcuit in-cluding ~he second motor field winding 120. The two motors are connected in parallel as determined by closing of suitable switches as described in greater detail in the above-referenced published article in the Westinghouse Engineer for March 1973. In the power mode, the chopper 122 builds up current in the motors by completing the circuit from the DC power supply 124 through the motors to ground. When the chopper 122 is turned off, the energy stored in the motor reactor 126 and the inductance of the motors maintains current flow through the free-wheeling diode 128. The prooulsion control apparatus 58 is opera-tive to determine the conduct1vity of the chopper 122 in J~j
9 ~9,616 response .o a P signal as well known and as described in the above-referer.ced articles in the Westinghouse Engineer for September 1972 and ~he Westinshouse Engineer for March 1973. The appllcation of the ~ signal to the propulsion S apparatus 58 is determined by a circuit interrupter such as the relay 130 including the armature 132 gravity opera-tive with switch contacts l3a and 136 to determine the provision of the P signal from .he P s1gnal source 138 to the propulsi.on control apparatus 58. A control winding 140 is operative with a suitable low voltage power supply 142 connected through the flangible flag circuit member S0, including the conductors 54 and 52 as shown in Figure 3, for determining the application of power to the propul-sion motors 110 or 112 when the P signal is provided or alternately the application of the emergency brakes 144 and/or braking with the motors 110 and 112 when the P sig nal is not provided to the propulsion control apparatus 58.
Claims (7)
1. In control apparatus for a vehicle coupled with a motor to provide movement of the vehicle along a roadway track including a track switch connected between first, second and third track sections, said track switch having one position connecting the first and third track sections and having another position connecting the first and second track sections the combination of:
circuit means carried by said vehicle and moving along said roadway track for controlling said motor, position sensing means coupled with said track switch and responsive to the position of the track switch for providing a first output when said switch is in said one position and pro-viding a second output when said switch is in said another position, first vehicle control means responsive to said first output and operative with the circuit means for controlling the movement of the vehicle from the third track section to the first track section, and second vehicle control means responsive to said second output and operative with the circuit means for controlling the movement of the vehicle from the second track section in a direc-tion toward the first track section.
circuit means carried by said vehicle and moving along said roadway track for controlling said motor, position sensing means coupled with said track switch and responsive to the position of the track switch for providing a first output when said switch is in said one position and pro-viding a second output when said switch is in said another position, first vehicle control means responsive to said first output and operative with the circuit means for controlling the movement of the vehicle from the third track section to the first track section, and second vehicle control means responsive to said second output and operative with the circuit means for controlling the movement of the vehicle from the second track section in a direc-tion toward the first track section.
2. The control apparatus of claim 1, with the first vehicle control means including a first movable member for obstructing the moving circuit means in response to the first output when said vehicle is moving from the third track section in a direction toward the first track section, and with the second vehicle control means including a second movable member for obstructing the moving circuit means in response to the second output when said vehicle is moving from the second track section in a direction toward the first track section.
3. The control apparatus of claim 1, with each of the first and second control means including a cylinder member having a control rod such that the control rod is elevated to obstruct the circuit means moving along the roadway track in response respectively to said first output and said second output of the position sensing means.
4. The control apparatus of claim 1, with the circuit means including a frangible flag that can be broken by one of the first and second vehicle control means to control the movement of said vehicle in a direction toward the first track section.
5. The control apparatus of claim 1, with each of the first and second vehicle control means including a cylinder having a movable control rod, with each of the first output and the second output being a pressurized fluid flow coupled with a selected one of said vehicle control means to move the control rod associated with that one vehicle control means for obstructing the moving circuit means along the roadway track.
6. In control apparatus for a vehicle having movement along a roadway track including a track switch having a first position between first and second track sections and a second position between first and third track sections, the combination of first control means coupled with the track switch and responsive to the first position and the second position of the track switch, second control means operative through a fluid coupling with the first control means and in response to said first position providing a first control output to said vehicle for determining the movement of said vehicle between the first and second track sections, and third control means operative through a fluid coupling with the first control means and in response to said second position providing a second control output to said vehicle for determining the movement of said vehicle between the first and third track sections.
7. The control apparatus of claim 6, with the second control means including a first member physically located in response to said first position to prevent the movement of said vehicle from the second track section to the first track section, and with the third control means including a second member physically located in response to said second position to prevent the movement of said vehicle from the third track section to the first track section.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US31492381A | 1981-10-26 | 1981-10-26 | |
| US314,923 | 1981-10-26 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1193705A true CA1193705A (en) | 1985-09-17 |
Family
ID=23222090
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000413544A Expired CA1193705A (en) | 1981-10-26 | 1982-10-15 | Transit vehicle control apparatus |
Country Status (5)
| Country | Link |
|---|---|
| JP (1) | JPS58105869A (en) |
| CA (1) | CA1193705A (en) |
| DE (1) | DE3239143A1 (en) |
| GB (1) | GB2108305B (en) |
| IT (1) | IT1158588B (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3920344A1 (en) * | 1989-06-21 | 1991-01-10 | Schmidt Irmgart | Internal transport system for factories |
| CN109398373B (en) * | 2018-12-05 | 2024-05-28 | 辽宁工业大学 | Suspension type double-drive lane changing system and rail thereof |
-
1982
- 1982-10-15 CA CA000413544A patent/CA1193705A/en not_active Expired
- 1982-10-20 IT IT41657/82A patent/IT1158588B/en active
- 1982-10-22 DE DE19823239143 patent/DE3239143A1/en not_active Withdrawn
- 1982-10-26 GB GB08230494A patent/GB2108305B/en not_active Expired
- 1982-10-26 JP JP57186911A patent/JPS58105869A/en active Pending
Also Published As
| Publication number | Publication date |
|---|---|
| GB2108305B (en) | 1985-02-06 |
| JPS58105869A (en) | 1983-06-23 |
| IT8241657A0 (en) | 1982-10-20 |
| IT8241657A1 (en) | 1984-04-20 |
| IT1158588B (en) | 1987-02-18 |
| GB2108305A (en) | 1983-05-11 |
| DE3239143A1 (en) | 1983-05-05 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US4027596A (en) | Rapid transit system | |
| US5419261A (en) | Passenger transport installation having a plurality of track sections | |
| CN109455200B (en) | Automatic steering bifurcation system of railway car and control method thereof | |
| US5619931A (en) | Road and rail using rail wheel drive and apparatus | |
| CA1193705A (en) | Transit vehicle control apparatus | |
| US3812788A (en) | Transport installation with independent vehicles | |
| US3067697A (en) | Controlled high-speed highway | |
| US3861321A (en) | Transportation system and vehicles for the system | |
| US6155176A (en) | Racing amusement ride | |
| KR20040049828A (en) | Automatic and guided system for transporting people and method for controlling transport modules running in such a system | |
| US1781284A (en) | Method for automatically signaling and controlling trains according to the position of track switches | |
| JPH01263301A (en) | Track working vehicle | |
| US3493086A (en) | Traction increaser apparatus for railway vehicles | |
| US2101711A (en) | Transportation system and apparatus | |
| CA1064324A (en) | Rapid transit system | |
| JPH02101904A (en) | Branching device and method for induction repellent magnetic levitation railroad | |
| US3387880A (en) | Rail transportation control system | |
| RU2264941C1 (en) | Automatic control system of switches with shunting automatic cab signaling | |
| US4373613A (en) | Vehicle brake equipment | |
| WO1995013948A2 (en) | Improvements in or relating to transportation | |
| SU1010296A1 (en) | Apparatus for moving car train | |
| CA1074621A (en) | Rapid transit system | |
| US1665281A (en) | Safety auto control | |
| US1499982A (en) | Automatic railroad signal | |
| US2066455A (en) | Protected switch operating system |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEC | Expiry (correction) | ||
| MKEX | Expiry |