CA2142292A1 - Induction motor monorail system - Google Patents
Induction motor monorail systemInfo
- Publication number
- CA2142292A1 CA2142292A1 CA002142292A CA2142292A CA2142292A1 CA 2142292 A1 CA2142292 A1 CA 2142292A1 CA 002142292 A CA002142292 A CA 002142292A CA 2142292 A CA2142292 A CA 2142292A CA 2142292 A1 CA2142292 A1 CA 2142292A1
- Authority
- CA
- Canada
- Prior art keywords
- track
- vehicle
- guideway
- slot
- saddle
- 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.)
- Abandoned
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L13/00—Electric propulsion for monorail vehicles, suspension vehicles or rack railways; Magnetic suspension or levitation for vehicles
- B60L13/10—Combination of electric propulsion and magnetic suspension or levitation
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
- B61B13/00—Other railway systems
- B61B13/08—Sliding or levitation systems
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2200/00—Type of vehicles
- B60L2200/26—Rail vehicles
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Electromagnetism (AREA)
- Power Engineering (AREA)
- Control Of Vehicles With Linear Motors And Vehicles That Are Magnetically Levitated (AREA)
Abstract
A magnetic levitated vehicle (10), including a linear rotor (62) connected thereto, runs on a tubular track (12) having a circular cross section and a tubular linear induction motor stator (30) mounted therein. The rotor (62) is movably mounted within the stator (30) and the vehicle (10) is positioned above the track (12).
The rotor (62) is connected to the vehicle (10) by a riser (64) extending through longitudinal slots (54, 56) of the track (12) and stator (30), and by an actuator mechanism, which includes a transversely curved saddle (142, 144, 146) movably connected to drive members (76a, 76b), for enabling the vehicle (10) to be banked at curve sections of the tubular track (12). Further, vehicle banking is also accomplished by constructing the track (12) and stator (30) with the slots (54, 56) laterally offset at the curved sections of the track (12).
The rotor (62) is connected to the vehicle (10) by a riser (64) extending through longitudinal slots (54, 56) of the track (12) and stator (30), and by an actuator mechanism, which includes a transversely curved saddle (142, 144, 146) movably connected to drive members (76a, 76b), for enabling the vehicle (10) to be banked at curve sections of the tubular track (12). Further, vehicle banking is also accomplished by constructing the track (12) and stator (30) with the slots (54, 56) laterally offset at the curved sections of the track (12).
Description
` - 2 1 4 2 2 9 ~ P~/V~;92/06908 INDUCTION MOTOR MONORAIL SYSTEM
.~
: The present invention relates to tracked vehicle ~ systems and more particularly concerns a vehicle system : 5 em~odying a track guideway :that has ~an upwardly convex ~ transverse curvature.~ ~-: Tracked veh~icle systems generally embody a track structure including spaced rails~ particularly ronfigured ~: : for support~ of vehicle: wheels~ or oth r levitation 10 ~ arrangements.~ Magnetic :levitation has been wldely suggested, though less widely employed, for systems in : whlch~ speeds :may exceed those that are conveniently:or ; :safely~ attainabl:e for wheeled~vehicles. ~Particularly for .
high: speed :~inter-city public transportation, magnetic 15~ :~ levitation~::systems of various: designs :and~ configurations : -~
:
contlnue to~be~pr:oposedO ~:High speed:trains provide advanta~es~of~easing overcr~wded::freeways:and airports~, reduction o~ pollution and facllitating mass ~ransportation of~:~ride~:s~between congested~urba:n centers.~ ~espite the Z~O~ many~advantages of proposed~hlgh speed transport systems,~
ew~such:proposals have been~adopted.~ Among obstacl~es to widespread adoption of high speed transport systems are the tr~k ;configuration,~ and~;in particular, tra~k- system cos~s. ~Track~configuration cross. sact~:ons fre~uently :25~ include planes: and surfaces for magnetic levitat~ion extend~ing~ in~ di:f~ferent directions, requiring complex structu:r s needed:-to provide both lateral and vertical : :;support~.~ High speed~magnetically levitated vehicle ~ystems presently re~uire hi~h precision of track configuration and :;30~: ; positlon, the~reby greatly increasing cost of ~onstruction .
, W094/04404 2 1 ~ 2 2 9 2 PCT/US92/0690~-~
and maintenance. Such tracks must be carefully leveled and aligned, both longitudinally and transversely, often to small fractions of an inch.
B~nking of such track structures at curved track sections is essential and becomes ever more important as speeds increase~ As the vehicle travels along a curved track section, optimum lateral stability is achieved when the resultant of gravitational and centrifugal acceleration forces is perpendicular to the track surface. The direction of such resultant depends upon track curvature and vehicle speed, and thus, for a track of given curvature, the track has an~optimum bank angle for any one speed. In present systems this bank angle is fixed when the track is constructed, and thus, for optimum operation,` 15 the vehicle must traverse such a banked curved section at a single predetermined speed. This may cause difficulties for~a vehicle normally programmed for high sp~ed operation on a track ~banked for such speed. Under certain circumstances the vehicle may be required to traverse a high speed ~curved section at a lower speed, or in some cases to stop at such section. In such a situation, not only ls~the tilt of the vehicle objectionable to passengers and freight, b~t it may increase the tendency of the . .
vehicle to overturn, toward~the inside of the curve. On the other hand, if the vehicle should run~a~ too high a speed along ~a~ curve having too small a~ bank angle, centrifugal force becomes~too large for the amount of bank and tends to laterally displace the vehicle outwardly of --~ I , ,, the curved track. Such forces, which can create dangerous situations, become of~ greater concern as vehicle speeds increase~
With a fixed bank angle, the track cannot properly handle both high speed passenger trains and ~low, heavily laden freight trains. If the track curves are banked for high speed the heavy freight traln may be re~uired to traverse ~uch curves at a spe~ed higher than optimum, thus ~ `'.
`)94/~440~ 2 1 ~ 2 2 9 2 PCT/USg2/06908 paylng an economic penalty in fuel costs to overcome increased drag at the higher speeds.
Accordingly, it is an object of the present invention to pro~ide a tracked vehicle system in which above-mentioned problems are avoided or minimized.
, Summary of the Invention In carrying out principles of the present invention in accordance with a preferred embodiment thereof, a tracked ~ vehicle system has a track that includes a longitudinally extending guideway having an upwardly convex transverse curvature. A ;vehlcle is supported ~on the guideway for longitudinal and transverse motion relative to the track.
The vehicle is~banked as it travels along the curved track .
sectlon~by positionlng the vehicle transversely around the guideway toward~an inward side~ of the track curve.
A~ccordlnq to one feature of the invention, the track is formed~as a tube of circular crass section, having a-guide slot at an appropriate point and carrying the tubular ~ ;~ stator of~a linear induction motor or a linear synchronous motor within the ;track tube, which stator itself has an eIongated;~slo~;ln registry with the track tube guide slot.
A rotor~;of the motor is mounted within the tubular stator and~includes~a riser extending upwardly through both sl;ots 25~ to~a~transversely curved~drive arm on which~a transvers~ly curved~saddle~is mounted for transverse r~tation~about the center of~curvature~of the ~rac~k. A vehicle supported~on the saddle~ is~thus driven by the thrust impar~ed to the saddle from the rQtor and may be r~tated as required by 3~0 ~ traok longitudinal curvature and vehicle speed 50 t~at the resultant of;gravitational and centrifugal acceleration~is dir~cted~ toward~ the cen~er o~f transYerse ourvature of the trac~. Alternativ~ly, or in additlon to ~he transverse saddle rotation, banking can be partially or entirely ac-35~ complished by laterally shifting location of the sl~ots inthe guide tube and s~ator.
W0~4/0~04 2 1 4 2 2 ~ 2 PCT/US9~/06~
Brief Description of the Drawinas FIG. 1 is a side elevational view of a s~ctlon of a track and v~hicle embodying principles of the present invention;
FIG. 2 is a fragmentary pictorial view, partly in sec-tion, showing some details of the tubular tracki FIG. 3 is a transverse cross section through the track and saddle;
FIG. 4 is a pictorial view, with parts cut a~ay, : ~ 10 showing saddle structure;
: FIGS. 5 and 6 are sectional views showing the roller mounting of the transve;rsely shiftable saddle upon the riser driver housing;
FIG. 7 is a longitudinal section showing details of lS ~ riser connectisns and conneGtions between drive units;
: FXGS~ 8 and 9 are transverse and longitudinal views illustrating retractable support whePls;
~: : FIGS. lOa, lOb and lOc are schematic illustrations showing the banking of the vehicle by rotation about the center of t:rack curvature;
FIG. ll~is a block diagram of an acceleration based ba~king~control;:
:FIG~ 12 is schematically depicts a track and saddle : illustrating banking of the vehicle by tilted~ or 25: transversely displaced slot~arrangement;
FI~. 13 illus:trates a portion of a tubular track : ` ~ having its: guide slot laterally dlsplaced at a curved section; and '~ : FIG. 14 illustrates a small scale mo.~el system ~ 30 employing wheels~both inslde:and outside the track.
. .
Detailed Description ~ : :
: Illustrated in FIG. 1 is a m~gnetically levitated : ~ monorail vehicle system in which a vehicle, such as a ` ~ pas~enger coach 10~, is mounted on a ~ubular track 12 that is supported on a number of spaced columns 14. The coach ~:
-:
?94/~04 : 2 i 4 2 2 9 ~ PCT/US92/06908 may be of any length, such as, for example, a twenty foot long coach, or may be of greater length, as illustrated, formed by a plurality of sections 15, 16, 17 and 18, interconnected and articulated to one another at flexing joints 19, 20 and 21. The track is formed of an elongated tube, preferably of circular cross section as illustrated in FIGS. 2 and 3, having a relatively thick tubular wall 24. A presently preferred track configuration includes a vertically oriented diametral inner brace 26 extending the entire length of the track, at the upper end of which is formed, completely within the interior of the tubular track wall 24,:a tubular stator 30 having stator coils (not shown) on an inner surface 32 thereof. The tubular stator : extends the full length of the track and forms a fixed portion of a linear induction or linear synchronous motor, ~: including a driven linear rotor, to be described below, but : not shown in FIG. 2. The track structure may be formed of suitably reinforced concrete or any one of a number~ of resin impregnated fibers, including graphite, glass, and 20; boron. Fibers~of bamboo may also be employed, requiring a rack having a:thicker wall because of the somewhat lesser strength of bamboo fiber. : The tubular track may also ~e made by various well known ~ilament winding techniques to : provide~increased strength with relatively~light weight.
:
~ : A plurality:of longitudinally extending cable slots, such as~ those designated by reference characters 34, 36, 38, 40 are:~circumferentially:spaced around and formed in :the tube waIl 24 to receive longitudinally extending tension cables 42, 44,~ 46, 48 which are fixed at 30~ longitudinally spa~ed poin~s~not shown) to the tube wall.
` Each cable is adjustable in length (between it5 fixed ~: points~ by sui~able adjusting means, such as a turn buckle arrangement illustrated at;50. Adjustment o~ the length of each ca~le individually is accomplished to provide alignment and realignment of the tube 24 as may be necessary or desirable. Although four tension cables are :: ~ ~ : :
W094/044~ 2 1 ~ 2 ~ 9 2 PC~/US92/06gO~
i . .,., ~ ~ .
illustrated, it will be readily understood that other numbers of cables may be employed. The adjusting turn buckles are accessible through suitable openings formed in the tube wall, and may be operated by a motor 51.
As can be seen in FIG. 3, the stator 30 has an elliptical cross section, although it will be readily appreciated that circular or other cross sectional shapes of the stator may be employed. The tube wall 24 has an opening at its top, providin~ a guide slot 54 which extends lO in a vertical plane along the entire length of the track, at the uppermost part of the tube. The stator 30, which is in part supported by and fixedly secured to the inner diametral brace 26, also has a slot 56 at its upper end in alignment with the guide~slot 54. Sides of the aligned 15 slots a~re lined with fixed channel shaped protective and brake members 58,60 on either side of both slots.
A superconducting rotor 62, having - an external configuration congruent with the inner surface of stator 30,~is carried within the stator so that its outer surface 20 is slightly spaced inwardly ~rom the inner surface of the stator.~ The stator and ro~or, excep~ fo~ the tubular configuration illustrated ln FIG. 3, form parts of a known type of linear induction or linear synchronous motor which operates in a conventional fashion by means of a traveling ~25~ ~magnetic~ield that is generated when the stator coils are energized and which reacts with a magnPtic field induced in the rotor 62 to generate interacting magnetic fields ~o drive the rotor longitudinally along and within the stator.
Magnetic interaction of the sta~or and ro~or serve t~
~ maintain the spacing between these mot~r elements. A
plurality of rotors 62 are connected end to end along the length~of~ each vehicle, as shown in FIG. 7.
Each rotor 62 has a limited length and is connected by a universal joint 63 (FIG. 7) to;an additional rotor so that each ~ehicle may be propelled by two or more rotors.
~ ~dja~ent an end of at least alternate rotors near the ':
~: -~ ,' ' ~ 94/04404 21~29~ PCT/US92/06~08 junction between adjacent rotors, is fixed a riser generally indicated at ~4 in FIG~ 7. Eacn riser is connected by a pin 68 to a yoke 70 carried at the end of a shaft 72 of a piston mounted in a fluid filled damper cylinder 74. The cylinder 7~ is fixedly connected to a cylindrical damper mounting housing section 75a that is an integral part of a ~igid longitudinally extending riser drive housing structure 75 (FIGS. 3, 4, 7). Housing structure 75 fixedly carries at its opposite ends two substantially identical curved, transversely extending drlve arms generally designated at 76a,76b ~FIGS. 3 and 5).
Riser brake supports 78 are fixed to the top of the rotor between the risers and carry laterally outwardly expandable brake pads 80,82 (FIGS. 3, 7 and 8) that are outwardly `~ 15 driven by a suitable drive (not shown) to engage the fixed brake surfaces 58,60 lining slots o~ the track tube and stator.
: Drive arms 76a,76~ are laterally fixed parts of the transverse drive~housing structure that is fixed to the 20: risers. Each has a circularly arcuate transverse shape, as can b~ seen i;n FIG. 3, being curved about the center of curvature of:the~track and concentric therewith. Each driv:e arm is~of;roughly inverted U-shape in section, having ~ a top wall 83~ and four transversely spaced depending :~ 25 ~ : bearing suppor~ wall~s 84,85,86, 7 (FIG. 6~.
A ~centxal portion~of housing structure 75 fixedly carries first and second mutually longitudinally spaced transversely extending vertical sid~ elements 94,95 (FIGS.
4 and 7). Side elements 94,95 have bearing apertures lined with vertically: spaced bearing slee~es 96,98. Sleeve 96 rota~ably receives a~longitudinally extending pinion drive shaft lO0 having a drive gear 102 fixed thereon. The drive ~haft is connected to the output of a gear drive housing ~ ~ 104 haYing an input from a pair of pinion drive motors 105 ::~ : 35 tha~ are:mounted in~housing structure 75. A pinion gear 106, mounted in bearing 98 (and in a companion bearing, not , , W094/0~04 P~T/U~2/06~ ' "214'2,~
shown, in side element 9~) is in driven engagement with drive gear 102. The drive housing structure has identical transverse arms, gear drives and related support and drive structure at both ends, as shown in FIG. 7. Alternatively, instead of gear drives, hydraulic rams can be utilized to transversely rotate the outrigger assemblies about the axis of the track.
Thus it will be~seen that the drive arms 76a,76b and drive housing structure 75 are fi~edly mounted to the rotors and are driven longitudinally along the track tube 12 t together with the rotors.
Referrlng to FIGS. 5 and 61 bearing support walls 84 - 87 of drive arm 76a form downwardly opening channels 108,110 whicb mount axially al'igned pairs of mutually ~, ~ 15 spaced rollers ll2;,114 ;in~one channel and 116,118 in the other. The pairs oP rollers are longitudinally spaced from one ~;anothe:r and ]ournaled on mutually aligned axes extending longitudinally of the track. The rollers are journaled in opposite downwardly extending side walls 84 ~
~20 ~ 87 of the ch~annels 108,110 respectively. For each of the drive~arms 76a,76b ~here are three transversely spaced sets ' of rollers, ~as,sho~n at 112,112a and 112b in FIG. 3 for drive~arm,76a~and roller sets 112c,~ 112d, 112e for drive ' , arm;76b 25 ~ A transversely shiftable saddle structure .is movably mounted to the~drive housing structure 75 and, as best se n in FIGS. 3,~4, ~5 and 6,~ includes a~ pair of mutually , circumferentially spaced structurally rigid outriggers 142,14~ rigidly interconnec~ed by a transve~sely ext ~nding 3~0 ; circularly curved outrigger transverse bridge 146. The outriggers are~ formed by rigid structur s that ex~end longitudinally ~on both sides of housing structure 75 and ` are transver~ely spaced therefrom. Each has a curved lower support~surface 162 that is congruen~ with the curved track surf~ace. The saddle structure is arranged tQ receive the longitudinal thrust of the rotor imparted through the drive `~
~ 4/04404 PCT/US9~/0~9~8 2l~?29,~ , arms 76a,76b and is mounted to the drive arms for transverse shifti~g, or, more specifically, for transverse rotation relative to the drive axms about the center of cur~ature of the guideway surface 86. outrigger transverse bridge 146 has a central section between the outriggers that is basically channel shaped in cross section, as can be bes~ seen ln FIG. 6, ar~d includes upstanding lateral walls 150,152 interconnected by a bottom web 154 that fixedly extends between the side walls. The upper.ends of the side walls terminate in lat~ral outwardly projec~ing : : flanges 156,158 which rest upon outer rollers 112,118 respectively. Inner:rollers 114,116 are in rolling contact with the upper surface of the web 154. Web 154 fixedly carries an arcuate transverse rack 172 that is in driven engagement with gear 106. The saddle and drive housing structure have the same tr~nsverse curvature as the track.
Thus~ the outrigger transverse bridge is supported on the rollers f~or: trans~er~e rotatlon relative to the drive housing structure about the center of tubular guide track : : 20 when~driven by :the rack 172 and gear 106.
`; ~Assuming~the rotors are driven toward the right, as viewed in FIGo 7, rotor thrust lS tr~nsmitted via the :~ risers 64 to longitudinally drive the drive arms 76a,76b of the saddle. Longitudinal thrust on the drive arms is ~: 2S transmitted via: the rollers 112 ~ to longitudinally : drive the outrigger transverse bridge 146 of the saddle : structure.
ach outrigger, such as outrigger 142, extends ~ longitudinally of the track from one end of the housing :~ ~ 30 structure to: the~other and includes a lower surface 162 ::(FIG. 3~ having inner:and outer magne~ic levitation coils 4,~166 which cooperate respectively with electrically conductiv:e plates, such as::aluminum plates 168,170 fixed to outer sur~aces ~ o~:the guide ~u~e. Center portions of the 3:5 ~ plates a~re radially aligned with respective magnetic levitatlon colls 164,166 when the saddle structure iS
: :
~: .
W094/04404 . PCT/US92/0690~
21 ~22y2 transversely centered. The circumferential extent of the conductive plates 168,170 is greater than the circumferential extent of the levitation coils 164,166 to accommodate transverse rotation of the saddle. As will be more particularly described below, where significant transverse motion, as for banking on a curve, is expected, the con~uctive plates 168,170 are continuous cir-cumferentially for a sufficiently large distance outwardly of each side~ of ~the track guide and stator slots 54,56.
Each outrigger I4:2,144 is identical to the other, except that the two are of opposite hand, and each at its inner end is fixedly connected to an ou~er end of the outrigger transverse bridge 146. By means of the transversely extending rack 172, gears 102, 106 and motors ~05 _(FIGS. 4 and 5), the outrigyer transverse bridge 146, together with , . .
: outriggers 142,144, are transv~rsely rotated about the axis -:
o~ the track 2~4.
A car support platform 204 (FIGS. 3 and 5) includes a : nominally horizontal transverse support structure 206, :-:having depending walls 208,210 to which are secured car skirts 212,214, having their lower ends closely adjacent to but:`relatively~movable with respect to the lower outermost -~.
ends~of~outriggers 142,144. Car support platform 204, is : : : ~ .`:
mounted:to the outriggers by means of pairs of pneumatic :25 sus~pension cylinders 216,218 or other pneumatic suspension ~ units that ar:e se~ured to mounting:pads ~224,226 that are :~ ~ fixedly carried by the outriggers. Identical pneumatic suspension arrangements 216 khrough 226 are located at each `
end of each:~outrigger. In a- presently contemplated ~ alternative arrangement suspensivn units 216,218 are repl~ced by air bag or air spring units that provide full : vertical, lateral and longitudinal location of the : ~ ~ outrigger assemblies. A vehicle hody 230 of suitable size and configuration is fixedly mounted to the car support 35 ~ platform 204.
- . .
: ?94~0~04 21 ~ 22 32 PCT/US92/06908 Retractable wheels are provided to support the saddle structure from the track at low speeds and when the~vehicle is stationary~ Upon attainment of a suitable higher speed the wheels are retracted and the vehicle is supported magnetically. To this end, wheels, such as wheels 230,232,234 and 236 (FIGS. 8 and 9) are mounted in pairs to wheel brackets 240,242, which are carried by driven shafts 244,246 of hydraulic cylinders 248,250. The latter are : fixedly carried~ by the saddle structure between the transverse bridges 146 at each end of the saddle structure.
If deemed necessary or desirable, auxiliary guide wheels 252,254 (FIG. 8) are mounted to outer ends of the outriggers on:a suitable yoke structurPs (not shown) for pivot 1 motion:about longitudinally extending axes 256,258 between retracted and supporting positions, as illustrated `~; in~FIG. 8. Accordingly, the vehicle, including the c~r support platform:and outriggers, and also the driver arm, and thereby the rotor, may be supported from the guide tube : : by~contac~ of the wheels 230, 232, 234 and 236, with the :~ outer surface of the guide tube when the wheels are e~tended~for low speed operation of the vehicle. In normal high speed operation, all wheels are retracted.
FIG. 7 illustrates ~he longitudinal interconnection of a number of drive units for an individual vehicle.
Depending upon~the length of the vehicle it will have two ` ;: : or:~more interconnected drive unlts, each drive unit : : including a plurality of rotors (62, 62a and 62b of one ~: drive unit in FIG.:7), and a transversely shiftable saddle :~ structure, as previously described. FIG. 7 shows one drive ~: unit 260 connected~at each of its.ends to similar drive units 262,264 of which only end portions are shown. The individual drive units are hingedly connected to one another by universal ~joint connections 266,268 to : : ~ :facilitate passage of the vehicle along sharper curved ~, ~ 35 sections:of the track. Within each drive unit the thrae : rotors are pivotally interconnected with each other, as ~ :
: : :
W094/04404 2 ~ ~ 2 2 9 ~ PCT/US92/06~f~
indicated at 63. Thus, as illustrated in the somewhat schematic showing of FIG~ 7 (certain parts of the vehicle and certain parts of the saddle structure and guide tube are not shown in this figure), a first or forward drive unit 264, including a rotor 62c and saddle structure, as previously described, is connected a~ one end of the rotor via a flexible coupling 268 to one end of a similar rotor 62b of a second identical drive unit 260.
FIGS. lOa, lOb and lOc schematically illustrate transverse rotation for banking of the vehicle during traverse of straiqht and curved track sections, where track : slots on both straight and curved track sections are posi-tioned at the uppermost midpoint of the track tube. FIG.
lOa illustrates a vehicle 290 on a straight section of track wherein the force of gravity acting on the car center ~: of gravity 294 is directed vertically downwardly, as : ~indicated by arrow 296, toward the geometric center 298 of the guide tube 300.
Consider, in the illustration of FIG. lOb, that the : 20 vehicle is moving away from ~he viewer into the plane of the paper on a track that is curving toward the left, away from the viewer. The vehicle and its saddle are rotated banked3~about the track cPnter 298 to compensate for the laterally directed: centr:ifugal acceleration actiny on the car during its traverse of the curve, such acceleration being indicated by the vector 30~. The gravitational : acceleration vector 296 remains the same so that the resultant of the two accelerations, indicated at 303, with optimum rotation of the car for banking, is directed along a~ line in~ersecting:the geometrical center 298 of the : : track. Thus the resultant of forces of the car on the track is directed radially o~ the circularly curved track tube and perpendicular to the guideway formed by the tube :
outer surface.
5imilarly, as indicated in FIG. lOc, the car is shifted toward the right as viewed in this figure when ~ , /04404 13 PCT/US92/069~8 traversing a curved section of track that turns toward the right as the vehicle moves away from the viewer to compensate for the centrifugal acceleration 304, which combines with the gravitational acceleration 296 to provide a resultant acceleration 306 which is directed through the center of curvature 298 of the track section. It is presently contemplated that saddle structure and transverse rot~tion will allow rotation of as much as twenty degrees to either side of the straight track section position illustrated in FIG. l0a. Obviously other limits of rotation may be employed. Of course the preferred amount of transverse~rotation depends upon both curvature of the track section and vehicle speed.
The pinion drive motor 105, which drives transverse ro~ation of the vehicle and saddle for ban~ing, may be ~ controlled by any one of a number of different automatic ; systems or manually. For example, an acceleration sensing system will sense centrifugal acceleration experienced by the vehicle as it traverses the curve and the necessary :~ .
~ angle of transverse rotation is compu~ed as a function of t~e sensed centrifugal acceleration and gravitational acceleration g. Such a system has maximum fIexibility in that neither the degree of curvature nor the speed of the ; vehic1e need be previous1y known or programmed~ Proper banking is a~hieved by transverse rotation of the saddle to a point where the resultant acceleration i5 directed toward ~` the center of the track and thus is precisely perpendicular to the guideway surface that supports the saddle and vehicle. FIG. ll is a simplified block diagram of one such ~ closed loop bank angle control system. Centrifu~al acceleration is sensed by an accelerometer 316 on the vehicle, sends a signal to a computer 318, which generates a drive signal for the pinion drive motor 105 to drive the ~ehicle and its saddle around the ~rack to the appropriate bank angle. In an alternative control (not shown) a pendulous accelerometer on the vehicle will sense the .
.. ,., . .. , ,, .... , ~ .. .... , .. , . . , ... , .. , ~ , ..... .. . .
W0~4/0~04 . PCT/US92/0690~f :
214~292 resultant of gravity and centrifugal acceleration and generate a signal to drive the pinion motor 105 and tilt the vehicle to a null position in which the resultant of gravity and centrifugal acceleration is directed to the 5center of the tubular track.
As previously mentioned, the magnetic or electrically conductive levitation plates 168,170 which extend longitudinally for the full length of the guide tube are generally radially aligned with each of the magnetic coils lO164,166 of the outriggers and may have somewhat greater :circumferential extent to accommodate a small amount of rotation of the vehicle and saddle for straight or generally nearly straight track sections. For curved sections, wherP a greater amount of rotation is expected, ~: .15 :plates 168 and 170 are replaced by a single cir-:cumferentially extending plate extending on both sides of the guide tube slot from a point adjacent ~he slot to a point 173 that may be twenty degrees further around the : circumference of the guide tube than the point shown in : 20FIG. 3 for the distal edge 171 of plate 168. Edge 171 is most dis~ant clrcumferentially from the slot ~or a straight rack section. For a curved track, thè saddle and its
.~
: The present invention relates to tracked vehicle ~ systems and more particularly concerns a vehicle system : 5 em~odying a track guideway :that has ~an upwardly convex ~ transverse curvature.~ ~-: Tracked veh~icle systems generally embody a track structure including spaced rails~ particularly ronfigured ~: : for support~ of vehicle: wheels~ or oth r levitation 10 ~ arrangements.~ Magnetic :levitation has been wldely suggested, though less widely employed, for systems in : whlch~ speeds :may exceed those that are conveniently:or ; :safely~ attainabl:e for wheeled~vehicles. ~Particularly for .
high: speed :~inter-city public transportation, magnetic 15~ :~ levitation~::systems of various: designs :and~ configurations : -~
:
contlnue to~be~pr:oposedO ~:High speed:trains provide advanta~es~of~easing overcr~wded::freeways:and airports~, reduction o~ pollution and facllitating mass ~ransportation of~:~ride~:s~between congested~urba:n centers.~ ~espite the Z~O~ many~advantages of proposed~hlgh speed transport systems,~
ew~such:proposals have been~adopted.~ Among obstacl~es to widespread adoption of high speed transport systems are the tr~k ;configuration,~ and~;in particular, tra~k- system cos~s. ~Track~configuration cross. sact~:ons fre~uently :25~ include planes: and surfaces for magnetic levitat~ion extend~ing~ in~ di:f~ferent directions, requiring complex structu:r s needed:-to provide both lateral and vertical : :;support~.~ High speed~magnetically levitated vehicle ~ystems presently re~uire hi~h precision of track configuration and :;30~: ; positlon, the~reby greatly increasing cost of ~onstruction .
, W094/04404 2 1 ~ 2 2 9 2 PCT/US92/0690~-~
and maintenance. Such tracks must be carefully leveled and aligned, both longitudinally and transversely, often to small fractions of an inch.
B~nking of such track structures at curved track sections is essential and becomes ever more important as speeds increase~ As the vehicle travels along a curved track section, optimum lateral stability is achieved when the resultant of gravitational and centrifugal acceleration forces is perpendicular to the track surface. The direction of such resultant depends upon track curvature and vehicle speed, and thus, for a track of given curvature, the track has an~optimum bank angle for any one speed. In present systems this bank angle is fixed when the track is constructed, and thus, for optimum operation,` 15 the vehicle must traverse such a banked curved section at a single predetermined speed. This may cause difficulties for~a vehicle normally programmed for high sp~ed operation on a track ~banked for such speed. Under certain circumstances the vehicle may be required to traverse a high speed ~curved section at a lower speed, or in some cases to stop at such section. In such a situation, not only ls~the tilt of the vehicle objectionable to passengers and freight, b~t it may increase the tendency of the . .
vehicle to overturn, toward~the inside of the curve. On the other hand, if the vehicle should run~a~ too high a speed along ~a~ curve having too small a~ bank angle, centrifugal force becomes~too large for the amount of bank and tends to laterally displace the vehicle outwardly of --~ I , ,, the curved track. Such forces, which can create dangerous situations, become of~ greater concern as vehicle speeds increase~
With a fixed bank angle, the track cannot properly handle both high speed passenger trains and ~low, heavily laden freight trains. If the track curves are banked for high speed the heavy freight traln may be re~uired to traverse ~uch curves at a spe~ed higher than optimum, thus ~ `'.
`)94/~440~ 2 1 ~ 2 2 9 2 PCT/USg2/06908 paylng an economic penalty in fuel costs to overcome increased drag at the higher speeds.
Accordingly, it is an object of the present invention to pro~ide a tracked vehicle system in which above-mentioned problems are avoided or minimized.
, Summary of the Invention In carrying out principles of the present invention in accordance with a preferred embodiment thereof, a tracked ~ vehicle system has a track that includes a longitudinally extending guideway having an upwardly convex transverse curvature. A ;vehlcle is supported ~on the guideway for longitudinal and transverse motion relative to the track.
The vehicle is~banked as it travels along the curved track .
sectlon~by positionlng the vehicle transversely around the guideway toward~an inward side~ of the track curve.
A~ccordlnq to one feature of the invention, the track is formed~as a tube of circular crass section, having a-guide slot at an appropriate point and carrying the tubular ~ ;~ stator of~a linear induction motor or a linear synchronous motor within the ;track tube, which stator itself has an eIongated;~slo~;ln registry with the track tube guide slot.
A rotor~;of the motor is mounted within the tubular stator and~includes~a riser extending upwardly through both sl;ots 25~ to~a~transversely curved~drive arm on which~a transvers~ly curved~saddle~is mounted for transverse r~tation~about the center of~curvature~of the ~rac~k. A vehicle supported~on the saddle~ is~thus driven by the thrust impar~ed to the saddle from the rQtor and may be r~tated as required by 3~0 ~ traok longitudinal curvature and vehicle speed 50 t~at the resultant of;gravitational and centrifugal acceleration~is dir~cted~ toward~ the cen~er o~f transYerse ourvature of the trac~. Alternativ~ly, or in additlon to ~he transverse saddle rotation, banking can be partially or entirely ac-35~ complished by laterally shifting location of the sl~ots inthe guide tube and s~ator.
W0~4/0~04 2 1 4 2 2 ~ 2 PCT/US9~/06~
Brief Description of the Drawinas FIG. 1 is a side elevational view of a s~ctlon of a track and v~hicle embodying principles of the present invention;
FIG. 2 is a fragmentary pictorial view, partly in sec-tion, showing some details of the tubular tracki FIG. 3 is a transverse cross section through the track and saddle;
FIG. 4 is a pictorial view, with parts cut a~ay, : ~ 10 showing saddle structure;
: FIGS. 5 and 6 are sectional views showing the roller mounting of the transve;rsely shiftable saddle upon the riser driver housing;
FIG. 7 is a longitudinal section showing details of lS ~ riser connectisns and conneGtions between drive units;
: FXGS~ 8 and 9 are transverse and longitudinal views illustrating retractable support whePls;
~: : FIGS. lOa, lOb and lOc are schematic illustrations showing the banking of the vehicle by rotation about the center of t:rack curvature;
FIG. ll~is a block diagram of an acceleration based ba~king~control;:
:FIG~ 12 is schematically depicts a track and saddle : illustrating banking of the vehicle by tilted~ or 25: transversely displaced slot~arrangement;
FI~. 13 illus:trates a portion of a tubular track : ` ~ having its: guide slot laterally dlsplaced at a curved section; and '~ : FIG. 14 illustrates a small scale mo.~el system ~ 30 employing wheels~both inslde:and outside the track.
. .
Detailed Description ~ : :
: Illustrated in FIG. 1 is a m~gnetically levitated : ~ monorail vehicle system in which a vehicle, such as a ` ~ pas~enger coach 10~, is mounted on a ~ubular track 12 that is supported on a number of spaced columns 14. The coach ~:
-:
?94/~04 : 2 i 4 2 2 9 ~ PCT/US92/06908 may be of any length, such as, for example, a twenty foot long coach, or may be of greater length, as illustrated, formed by a plurality of sections 15, 16, 17 and 18, interconnected and articulated to one another at flexing joints 19, 20 and 21. The track is formed of an elongated tube, preferably of circular cross section as illustrated in FIGS. 2 and 3, having a relatively thick tubular wall 24. A presently preferred track configuration includes a vertically oriented diametral inner brace 26 extending the entire length of the track, at the upper end of which is formed, completely within the interior of the tubular track wall 24,:a tubular stator 30 having stator coils (not shown) on an inner surface 32 thereof. The tubular stator : extends the full length of the track and forms a fixed portion of a linear induction or linear synchronous motor, ~: including a driven linear rotor, to be described below, but : not shown in FIG. 2. The track structure may be formed of suitably reinforced concrete or any one of a number~ of resin impregnated fibers, including graphite, glass, and 20; boron. Fibers~of bamboo may also be employed, requiring a rack having a:thicker wall because of the somewhat lesser strength of bamboo fiber. : The tubular track may also ~e made by various well known ~ilament winding techniques to : provide~increased strength with relatively~light weight.
:
~ : A plurality:of longitudinally extending cable slots, such as~ those designated by reference characters 34, 36, 38, 40 are:~circumferentially:spaced around and formed in :the tube waIl 24 to receive longitudinally extending tension cables 42, 44,~ 46, 48 which are fixed at 30~ longitudinally spa~ed poin~s~not shown) to the tube wall.
` Each cable is adjustable in length (between it5 fixed ~: points~ by sui~able adjusting means, such as a turn buckle arrangement illustrated at;50. Adjustment o~ the length of each ca~le individually is accomplished to provide alignment and realignment of the tube 24 as may be necessary or desirable. Although four tension cables are :: ~ ~ : :
W094/044~ 2 1 ~ 2 ~ 9 2 PC~/US92/06gO~
i . .,., ~ ~ .
illustrated, it will be readily understood that other numbers of cables may be employed. The adjusting turn buckles are accessible through suitable openings formed in the tube wall, and may be operated by a motor 51.
As can be seen in FIG. 3, the stator 30 has an elliptical cross section, although it will be readily appreciated that circular or other cross sectional shapes of the stator may be employed. The tube wall 24 has an opening at its top, providin~ a guide slot 54 which extends lO in a vertical plane along the entire length of the track, at the uppermost part of the tube. The stator 30, which is in part supported by and fixedly secured to the inner diametral brace 26, also has a slot 56 at its upper end in alignment with the guide~slot 54. Sides of the aligned 15 slots a~re lined with fixed channel shaped protective and brake members 58,60 on either side of both slots.
A superconducting rotor 62, having - an external configuration congruent with the inner surface of stator 30,~is carried within the stator so that its outer surface 20 is slightly spaced inwardly ~rom the inner surface of the stator.~ The stator and ro~or, excep~ fo~ the tubular configuration illustrated ln FIG. 3, form parts of a known type of linear induction or linear synchronous motor which operates in a conventional fashion by means of a traveling ~25~ ~magnetic~ield that is generated when the stator coils are energized and which reacts with a magnPtic field induced in the rotor 62 to generate interacting magnetic fields ~o drive the rotor longitudinally along and within the stator.
Magnetic interaction of the sta~or and ro~or serve t~
~ maintain the spacing between these mot~r elements. A
plurality of rotors 62 are connected end to end along the length~of~ each vehicle, as shown in FIG. 7.
Each rotor 62 has a limited length and is connected by a universal joint 63 (FIG. 7) to;an additional rotor so that each ~ehicle may be propelled by two or more rotors.
~ ~dja~ent an end of at least alternate rotors near the ':
~: -~ ,' ' ~ 94/04404 21~29~ PCT/US92/06~08 junction between adjacent rotors, is fixed a riser generally indicated at ~4 in FIG~ 7. Eacn riser is connected by a pin 68 to a yoke 70 carried at the end of a shaft 72 of a piston mounted in a fluid filled damper cylinder 74. The cylinder 7~ is fixedly connected to a cylindrical damper mounting housing section 75a that is an integral part of a ~igid longitudinally extending riser drive housing structure 75 (FIGS. 3, 4, 7). Housing structure 75 fixedly carries at its opposite ends two substantially identical curved, transversely extending drlve arms generally designated at 76a,76b ~FIGS. 3 and 5).
Riser brake supports 78 are fixed to the top of the rotor between the risers and carry laterally outwardly expandable brake pads 80,82 (FIGS. 3, 7 and 8) that are outwardly `~ 15 driven by a suitable drive (not shown) to engage the fixed brake surfaces 58,60 lining slots o~ the track tube and stator.
: Drive arms 76a,76~ are laterally fixed parts of the transverse drive~housing structure that is fixed to the 20: risers. Each has a circularly arcuate transverse shape, as can b~ seen i;n FIG. 3, being curved about the center of curvature of:the~track and concentric therewith. Each driv:e arm is~of;roughly inverted U-shape in section, having ~ a top wall 83~ and four transversely spaced depending :~ 25 ~ : bearing suppor~ wall~s 84,85,86, 7 (FIG. 6~.
A ~centxal portion~of housing structure 75 fixedly carries first and second mutually longitudinally spaced transversely extending vertical sid~ elements 94,95 (FIGS.
4 and 7). Side elements 94,95 have bearing apertures lined with vertically: spaced bearing slee~es 96,98. Sleeve 96 rota~ably receives a~longitudinally extending pinion drive shaft lO0 having a drive gear 102 fixed thereon. The drive ~haft is connected to the output of a gear drive housing ~ ~ 104 haYing an input from a pair of pinion drive motors 105 ::~ : 35 tha~ are:mounted in~housing structure 75. A pinion gear 106, mounted in bearing 98 (and in a companion bearing, not , , W094/0~04 P~T/U~2/06~ ' "214'2,~
shown, in side element 9~) is in driven engagement with drive gear 102. The drive housing structure has identical transverse arms, gear drives and related support and drive structure at both ends, as shown in FIG. 7. Alternatively, instead of gear drives, hydraulic rams can be utilized to transversely rotate the outrigger assemblies about the axis of the track.
Thus it will be~seen that the drive arms 76a,76b and drive housing structure 75 are fi~edly mounted to the rotors and are driven longitudinally along the track tube 12 t together with the rotors.
Referrlng to FIGS. 5 and 61 bearing support walls 84 - 87 of drive arm 76a form downwardly opening channels 108,110 whicb mount axially al'igned pairs of mutually ~, ~ 15 spaced rollers ll2;,114 ;in~one channel and 116,118 in the other. The pairs oP rollers are longitudinally spaced from one ~;anothe:r and ]ournaled on mutually aligned axes extending longitudinally of the track. The rollers are journaled in opposite downwardly extending side walls 84 ~
~20 ~ 87 of the ch~annels 108,110 respectively. For each of the drive~arms 76a,76b ~here are three transversely spaced sets ' of rollers, ~as,sho~n at 112,112a and 112b in FIG. 3 for drive~arm,76a~and roller sets 112c,~ 112d, 112e for drive ' , arm;76b 25 ~ A transversely shiftable saddle structure .is movably mounted to the~drive housing structure 75 and, as best se n in FIGS. 3,~4, ~5 and 6,~ includes a~ pair of mutually , circumferentially spaced structurally rigid outriggers 142,14~ rigidly interconnec~ed by a transve~sely ext ~nding 3~0 ; circularly curved outrigger transverse bridge 146. The outriggers are~ formed by rigid structur s that ex~end longitudinally ~on both sides of housing structure 75 and ` are transver~ely spaced therefrom. Each has a curved lower support~surface 162 that is congruen~ with the curved track surf~ace. The saddle structure is arranged tQ receive the longitudinal thrust of the rotor imparted through the drive `~
~ 4/04404 PCT/US9~/0~9~8 2l~?29,~ , arms 76a,76b and is mounted to the drive arms for transverse shifti~g, or, more specifically, for transverse rotation relative to the drive axms about the center of cur~ature of the guideway surface 86. outrigger transverse bridge 146 has a central section between the outriggers that is basically channel shaped in cross section, as can be bes~ seen ln FIG. 6, ar~d includes upstanding lateral walls 150,152 interconnected by a bottom web 154 that fixedly extends between the side walls. The upper.ends of the side walls terminate in lat~ral outwardly projec~ing : : flanges 156,158 which rest upon outer rollers 112,118 respectively. Inner:rollers 114,116 are in rolling contact with the upper surface of the web 154. Web 154 fixedly carries an arcuate transverse rack 172 that is in driven engagement with gear 106. The saddle and drive housing structure have the same tr~nsverse curvature as the track.
Thus~ the outrigger transverse bridge is supported on the rollers f~or: trans~er~e rotatlon relative to the drive housing structure about the center of tubular guide track : : 20 when~driven by :the rack 172 and gear 106.
`; ~Assuming~the rotors are driven toward the right, as viewed in FIGo 7, rotor thrust lS tr~nsmitted via the :~ risers 64 to longitudinally drive the drive arms 76a,76b of the saddle. Longitudinal thrust on the drive arms is ~: 2S transmitted via: the rollers 112 ~ to longitudinally : drive the outrigger transverse bridge 146 of the saddle : structure.
ach outrigger, such as outrigger 142, extends ~ longitudinally of the track from one end of the housing :~ ~ 30 structure to: the~other and includes a lower surface 162 ::(FIG. 3~ having inner:and outer magne~ic levitation coils 4,~166 which cooperate respectively with electrically conductiv:e plates, such as::aluminum plates 168,170 fixed to outer sur~aces ~ o~:the guide ~u~e. Center portions of the 3:5 ~ plates a~re radially aligned with respective magnetic levitatlon colls 164,166 when the saddle structure iS
: :
~: .
W094/04404 . PCT/US92/0690~
21 ~22y2 transversely centered. The circumferential extent of the conductive plates 168,170 is greater than the circumferential extent of the levitation coils 164,166 to accommodate transverse rotation of the saddle. As will be more particularly described below, where significant transverse motion, as for banking on a curve, is expected, the con~uctive plates 168,170 are continuous cir-cumferentially for a sufficiently large distance outwardly of each side~ of ~the track guide and stator slots 54,56.
Each outrigger I4:2,144 is identical to the other, except that the two are of opposite hand, and each at its inner end is fixedly connected to an ou~er end of the outrigger transverse bridge 146. By means of the transversely extending rack 172, gears 102, 106 and motors ~05 _(FIGS. 4 and 5), the outrigyer transverse bridge 146, together with , . .
: outriggers 142,144, are transv~rsely rotated about the axis -:
o~ the track 2~4.
A car support platform 204 (FIGS. 3 and 5) includes a : nominally horizontal transverse support structure 206, :-:having depending walls 208,210 to which are secured car skirts 212,214, having their lower ends closely adjacent to but:`relatively~movable with respect to the lower outermost -~.
ends~of~outriggers 142,144. Car support platform 204, is : : : ~ .`:
mounted:to the outriggers by means of pairs of pneumatic :25 sus~pension cylinders 216,218 or other pneumatic suspension ~ units that ar:e se~ured to mounting:pads ~224,226 that are :~ ~ fixedly carried by the outriggers. Identical pneumatic suspension arrangements 216 khrough 226 are located at each `
end of each:~outrigger. In a- presently contemplated ~ alternative arrangement suspensivn units 216,218 are repl~ced by air bag or air spring units that provide full : vertical, lateral and longitudinal location of the : ~ ~ outrigger assemblies. A vehicle hody 230 of suitable size and configuration is fixedly mounted to the car support 35 ~ platform 204.
- . .
: ?94~0~04 21 ~ 22 32 PCT/US92/06908 Retractable wheels are provided to support the saddle structure from the track at low speeds and when the~vehicle is stationary~ Upon attainment of a suitable higher speed the wheels are retracted and the vehicle is supported magnetically. To this end, wheels, such as wheels 230,232,234 and 236 (FIGS. 8 and 9) are mounted in pairs to wheel brackets 240,242, which are carried by driven shafts 244,246 of hydraulic cylinders 248,250. The latter are : fixedly carried~ by the saddle structure between the transverse bridges 146 at each end of the saddle structure.
If deemed necessary or desirable, auxiliary guide wheels 252,254 (FIG. 8) are mounted to outer ends of the outriggers on:a suitable yoke structurPs (not shown) for pivot 1 motion:about longitudinally extending axes 256,258 between retracted and supporting positions, as illustrated `~; in~FIG. 8. Accordingly, the vehicle, including the c~r support platform:and outriggers, and also the driver arm, and thereby the rotor, may be supported from the guide tube : : by~contac~ of the wheels 230, 232, 234 and 236, with the :~ outer surface of the guide tube when the wheels are e~tended~for low speed operation of the vehicle. In normal high speed operation, all wheels are retracted.
FIG. 7 illustrates ~he longitudinal interconnection of a number of drive units for an individual vehicle.
Depending upon~the length of the vehicle it will have two ` ;: : or:~more interconnected drive unlts, each drive unit : : including a plurality of rotors (62, 62a and 62b of one ~: drive unit in FIG.:7), and a transversely shiftable saddle :~ structure, as previously described. FIG. 7 shows one drive ~: unit 260 connected~at each of its.ends to similar drive units 262,264 of which only end portions are shown. The individual drive units are hingedly connected to one another by universal ~joint connections 266,268 to : : ~ :facilitate passage of the vehicle along sharper curved ~, ~ 35 sections:of the track. Within each drive unit the thrae : rotors are pivotally interconnected with each other, as ~ :
: : :
W094/04404 2 ~ ~ 2 2 9 ~ PCT/US92/06~f~
indicated at 63. Thus, as illustrated in the somewhat schematic showing of FIG~ 7 (certain parts of the vehicle and certain parts of the saddle structure and guide tube are not shown in this figure), a first or forward drive unit 264, including a rotor 62c and saddle structure, as previously described, is connected a~ one end of the rotor via a flexible coupling 268 to one end of a similar rotor 62b of a second identical drive unit 260.
FIGS. lOa, lOb and lOc schematically illustrate transverse rotation for banking of the vehicle during traverse of straiqht and curved track sections, where track : slots on both straight and curved track sections are posi-tioned at the uppermost midpoint of the track tube. FIG.
lOa illustrates a vehicle 290 on a straight section of track wherein the force of gravity acting on the car center ~: of gravity 294 is directed vertically downwardly, as : ~indicated by arrow 296, toward the geometric center 298 of the guide tube 300.
Consider, in the illustration of FIG. lOb, that the : 20 vehicle is moving away from ~he viewer into the plane of the paper on a track that is curving toward the left, away from the viewer. The vehicle and its saddle are rotated banked3~about the track cPnter 298 to compensate for the laterally directed: centr:ifugal acceleration actiny on the car during its traverse of the curve, such acceleration being indicated by the vector 30~. The gravitational : acceleration vector 296 remains the same so that the resultant of the two accelerations, indicated at 303, with optimum rotation of the car for banking, is directed along a~ line in~ersecting:the geometrical center 298 of the : : track. Thus the resultant of forces of the car on the track is directed radially o~ the circularly curved track tube and perpendicular to the guideway formed by the tube :
outer surface.
5imilarly, as indicated in FIG. lOc, the car is shifted toward the right as viewed in this figure when ~ , /04404 13 PCT/US92/069~8 traversing a curved section of track that turns toward the right as the vehicle moves away from the viewer to compensate for the centrifugal acceleration 304, which combines with the gravitational acceleration 296 to provide a resultant acceleration 306 which is directed through the center of curvature 298 of the track section. It is presently contemplated that saddle structure and transverse rot~tion will allow rotation of as much as twenty degrees to either side of the straight track section position illustrated in FIG. l0a. Obviously other limits of rotation may be employed. Of course the preferred amount of transverse~rotation depends upon both curvature of the track section and vehicle speed.
The pinion drive motor 105, which drives transverse ro~ation of the vehicle and saddle for ban~ing, may be ~ controlled by any one of a number of different automatic ; systems or manually. For example, an acceleration sensing system will sense centrifugal acceleration experienced by the vehicle as it traverses the curve and the necessary :~ .
~ angle of transverse rotation is compu~ed as a function of t~e sensed centrifugal acceleration and gravitational acceleration g. Such a system has maximum fIexibility in that neither the degree of curvature nor the speed of the ; vehic1e need be previous1y known or programmed~ Proper banking is a~hieved by transverse rotation of the saddle to a point where the resultant acceleration i5 directed toward ~` the center of the track and thus is precisely perpendicular to the guideway surface that supports the saddle and vehicle. FIG. ll is a simplified block diagram of one such ~ closed loop bank angle control system. Centrifu~al acceleration is sensed by an accelerometer 316 on the vehicle, sends a signal to a computer 318, which generates a drive signal for the pinion drive motor 105 to drive the ~ehicle and its saddle around the ~rack to the appropriate bank angle. In an alternative control (not shown) a pendulous accelerometer on the vehicle will sense the .
.. ,., . .. , ,, .... , ~ .. .... , .. , . . , ... , .. , ~ , ..... .. . .
W0~4/0~04 . PCT/US92/0690~f :
214~292 resultant of gravity and centrifugal acceleration and generate a signal to drive the pinion motor 105 and tilt the vehicle to a null position in which the resultant of gravity and centrifugal acceleration is directed to the 5center of the tubular track.
As previously mentioned, the magnetic or electrically conductive levitation plates 168,170 which extend longitudinally for the full length of the guide tube are generally radially aligned with each of the magnetic coils lO164,166 of the outriggers and may have somewhat greater :circumferential extent to accommodate a small amount of rotation of the vehicle and saddle for straight or generally nearly straight track sections. For curved sections, wherP a greater amount of rotation is expected, ~: .15 :plates 168 and 170 are replaced by a single cir-:cumferentially extending plate extending on both sides of the guide tube slot from a point adjacent ~he slot to a point 173 that may be twenty degrees further around the : circumference of the guide tube than the point shown in : 20FIG. 3 for the distal edge 171 of plate 168. Edge 171 is most dis~ant clrcumferentially from the slot ~or a straight rack section. For a curved track, thè saddle and its
2~ : outrigger may rotate twenty degrees in one direction or the other from the ~osition iIlustrated in FIGS. 3 and lOa to ~25:~: the~position shown in FIGS. lOb and lOc. Thus, on curved track:::sectionst: the conductive levitation plates 168,170 :: arè suitably extended circumferentially :to enable the magnetic levitation to function even as the ~ehicle and saddle are transversely rotated. Preferably, at least the ~ magnetic levitation CQils ~ axe ~super condurtive for increased magnetic efficiency.
Various other arrangements for con~rolling banking of the vehicle and actively driving transverse rotation of the proper amount are readily~available. Gyr~scopes mounted on 35~ ~ ~ the vehi~le may;~be employed for lateral sta~ili2ation.
Pendulous acceleration sensing gyroscopes may be employed ~
)94/~04 PCT/~S92/06908 21~2292 to control the pinion drive motors 105 and th~reby actively accomplish transverse rotation to the proper bank angle.
A computer aboard each vehicle may be employed for control of tilt. Thus the radius of curvature of each curve is known and the sequence of curves is known and programmed into the computer, or curvature of individual curves of the track may be sensed as the vehicle approaches to provide information to a computer concerning the degree of curvature of each individual curve. In such an al-ternate arrangement a suitable speed sensor on the vehicleprovides a seco~nd input to the computer which produces a transverse rotation drive signal as a function of the known (or measured) curvature of the track section and the sensed vehicle speed. The drive signal is fed to control the ~: 15 pinion drive motor on the vehicle to accomplish the desired : optimum rotation of the vehicle and saddle as previously described.
~: ~ It will be seen that the described sys~em, unlike ~ ~prior systems, does not require any pre-constructed fixed : ~ 20 banklng of the track so as to cau~se the track itself to provlde banking~for a vehicle traveling at only a single ~: preselected speed. To the contrary, the system described h~rein enables the track to be built with no banking :wh:atsoever, and yet the vehicle itself may be properly :banked at different curves and at any reasonable speed.
Moreover~, the system will: operate to enable a vehicle to stop or move slowly on a sharp curve without uncomfortable : ~ , or dangerous inclination of the vehicle or causing the ~ehicle to be subject to the~tendency to over~urn. Should the vehicle stop on a:curve, sui~able sensors (not shown~
will~ sense :the trac~ curvature (or vehicle tilt and Yelocity) and rotate the saddle and -vehicle until the resultant acceleration experienced by the vehicle, which is only the gravitational acceleration when the vehicle is at ~ 35 ~ rest, is again directed ~hrough the center of curvature of : : :
W~94~04 2 1 ~ 2 ~ 9 2 PCT/US92/0690~
16 ~
:
the tube, thereby rotating the saddle and vehicle to an upright position.
The described banking system provides this tracked vehicle with great flexibility in handling different modes of transportatiGn on the same track. For example, the track may handle a very high speed passenger vehicle which requires a high degree of banking on sharp curves, and yet at other times the same track will readily handl a slower vehiole, such as a slow freight vehicle, that is not capable of successfully negotiating a curved track section that is sufflciently banked to accommodate the high speed passenger vehicle. In the present arrangement no banking of the track is required. It is the vehicle, not the track, that is banked appropriately on demand. Banking of the vehicle is automatically varied on demand in accordance w~ith the degree of track curvature and vehicle speed.
Although a significant advantage of the prPsent system .
is its ab~llity to enable a high speed vehicle to negotiate -~
sharp curved track sections~without any type of pre-bankiny of the track itself, the present system is nevertheless capable, with slight modification, of providing a tracked system in which the track itself controls a fixed ~, predetermined~ amount of vehicle banking. Such fixed or track ~anking may be supplemented if desired by additional transverse rotation of the vehicle and its ~addle. Thus, as~illustrated;in~ FIGS. 12 and ~3, a tubular track 3~8 which is identica~l to that prevlously described [except ~or its slot position) has its slot 330 circumferentially offset from the ver~ical ~or curved sections of the track.
~`
~ ~For straight sections, of course, the slot is still at the uppermost part of the tube as previously described in connection wi~h the embodiments of FIGS. 1 through 10. The guide slot 330 of ~he track tube, and the slot of the stator 334, which is still registered with the tu~e slot, ~ are offset together. The riser 336 of the rotor 338 is also offset to extend through both slots. Consequently, :
.
)94/~04 2 1 ~ 2 2 9 2 PCT/U~92/06908 the rotor and all parts driven thereby (inclu~ing the saddle and the car) are automatically tilted ~y the configuration and positioning of the stator and rotor. As the slots tilt (are positioned at a circumferentially shifted position) for a curve along the length of the : ~rack, the slot sides contact the riser and shift the riser : and structure carried by the riser so as to maintain the : ~: riser aligned in both slots. The rotor is magnetically ~ ~ supported within the stator as previously described, and, : 10 as the positions of the stator together ~ith its rotor are : l:aterally shifted in accordance with the desired built-in banking of the track, thé:rotor,:riser and therefore saddle :~
and vehicle are automatically laterally displaced on those curved sections:at which the s~ator, rotor and guide slot ~ are li~ewise circumferentially ~offset. Effectively, the slot operates as a vehicle~guide, and the riser, which is fixed~to~the vehlcle, operates::as a guide follower to keep : the vehicle centered over the track slot. If circumstances :permit:~ehicle speeds to be fixed or predetermined at all ~ times~,:the vehicle and its supporting saddle need not be transversely~:rotated for:any additional banking. In~fact, in some situations where circumferentially offset track and : stator~ slots:~ are employed for curved sections, no transverse ~saddle and vehicle motion: need be provided, 25~ ~ ~thereby~;d~ecreasing complexity and cost of the vehicle. In same~::situations; all banking may be fixed in the track~by positionlng the`track and~sta~or 510ts~ laterally offset::
from a vert~ical ~diametral~ longitudinal plane of track.
: Ne~erthele s, even with the offset of stator and rotor on ~:
30~ the~curYed sections,~ the~system may use a vehicle and -: sadd:le that are still capable of transverse rota~ion ~o : : ; provide ~ additional ~or decreased banking, as may be necessary or~desirable.~
Although the track ~e.g. its supporting surface or ~ : :
:35~ ~ guideway) described above has a circular section, it will : be ~readily appreciated that other (non-circular) upwardly W094/~04 2 1 ~ 2 2 9 2 PC~/US92/0690~-convex transverse curvatures may be employed for configurations of that portion of the upper surface of the track that mates with and magnetically supports the outriggers of the vehicle supportin~ saddle. It is only those portions of the upper surface of the track guideway (e.g. outer surfaces of aluminum levitation plates 168,170) that require the upwardly convex transverse curvature that enables transverse tilting motion of the vehicle around the track.
,..
~ For those configurations where the vehicle is banked solely~by the position of the track and stator slots, as in FIGS.~ 12 and 13 tSheet 7),~ there need be no saddle structure transversely shlftable around the track and, part~lcularly~for lower speeds, the vehicle may be supported ~ entl~rely~,~at~all times, by conventlonal wheels fixed to the vehicle ~and~bearing upon the ~curved guideway. Such an arrangement particularly lends itself to use In small scale model~or~toy~track vehi~le systemsO No magnetlc levitation - ~ ~ need be employed in such a ~configuration. Instead of a ; 20 ~ near~ motor fixed to the~tr~ck, any~suitable type of conventional~ motor may be mounted in the vehicle to drive the~wheels~for~;vehlcle propulslon. In such~an arrangement, as illustrated in~FIG. 14 (Sheet 4), although the stator and rotor o~f;~ he induction motor are~eliminated, the~
25~ vehicle;400 is~still fixedly~connected to~a rlser 402 which projects from;the~Yehicle~downwardly into the slot formed n~the~track~404~to guide the vehicle along the track-and to tilt the vehicle at~jtrack sections in which the slot is circumferentlally offset from~a Iongitudinal vertical plane ~ through~the track cenrerr Further, in order to retain conventional outer wheels 408 of the vehicle on the track in contact with the~ guideway surface, a group of inner wheels 4l0 are~rotatably carried by the~lower end of the riser, entlrely ~within the tubular track and bearing 35 ~ pwardly~(radiaIly~outwardly) against the inner surface 414 of the tubul~ar track~ Inner wheels 410 are at all times , : :: : : :
: :: : :
: ~:
~ 94/04404 2 1 ~ 2 2 9 2 PCT/US92/06908 , 19 resiliently urged radially outwardly by suitable mechanism (not shown) against the inner surface of the ~rack to cooperate with a set of outer wheels positioned between the ~: vehicle and the outer surface of the tracks, so as to : 5 resiliently clamp the track or grip the track between outer and inner sets of wheels. This gripping prevents : "derailment" by keeping the vehicle from being detached from the track.; Thus:the tubular track allows the vehicle : to be securely affixed to the track with minimum restraint :~ lO on longitudinal motion.
; In such toy model it will be appreciated that : elliptical or mul~i-s1ded cross-sectional shapes utilizing any number of flat or curved ~aces may be utilized for the : : track guideway, instead of the circular cross-sectional 15~ shapes~ previously~ment1oned.:~ In such an arrangement the slot: in the~ guideway : is angularly offset, being transversely or~anqularly displaced about an axis extending along a~ central~ portion of :the track cross-section.
Although~ the present arrangement shown utilizes a single 20~ slot with r1ser assembly connecting the wheels inside the guideway ~o~the ~vehicle running on the~ outer surface-, multip1e~s1Ots~and r1sers ~may :be used: to :support the :vehic1e~:in:~ ke manner, and~ the tube interior may have single~or~muitip1e~re1nforcement~webs.:
Various other arrangements for con~rolling banking of the vehicle and actively driving transverse rotation of the proper amount are readily~available. Gyr~scopes mounted on 35~ ~ ~ the vehi~le may;~be employed for lateral sta~ili2ation.
Pendulous acceleration sensing gyroscopes may be employed ~
)94/~04 PCT/~S92/06908 21~2292 to control the pinion drive motors 105 and th~reby actively accomplish transverse rotation to the proper bank angle.
A computer aboard each vehicle may be employed for control of tilt. Thus the radius of curvature of each curve is known and the sequence of curves is known and programmed into the computer, or curvature of individual curves of the track may be sensed as the vehicle approaches to provide information to a computer concerning the degree of curvature of each individual curve. In such an al-ternate arrangement a suitable speed sensor on the vehicleprovides a seco~nd input to the computer which produces a transverse rotation drive signal as a function of the known (or measured) curvature of the track section and the sensed vehicle speed. The drive signal is fed to control the ~: 15 pinion drive motor on the vehicle to accomplish the desired : optimum rotation of the vehicle and saddle as previously described.
~: ~ It will be seen that the described sys~em, unlike ~ ~prior systems, does not require any pre-constructed fixed : ~ 20 banklng of the track so as to cau~se the track itself to provlde banking~for a vehicle traveling at only a single ~: preselected speed. To the contrary, the system described h~rein enables the track to be built with no banking :wh:atsoever, and yet the vehicle itself may be properly :banked at different curves and at any reasonable speed.
Moreover~, the system will: operate to enable a vehicle to stop or move slowly on a sharp curve without uncomfortable : ~ , or dangerous inclination of the vehicle or causing the ~ehicle to be subject to the~tendency to over~urn. Should the vehicle stop on a:curve, sui~able sensors (not shown~
will~ sense :the trac~ curvature (or vehicle tilt and Yelocity) and rotate the saddle and -vehicle until the resultant acceleration experienced by the vehicle, which is only the gravitational acceleration when the vehicle is at ~ 35 ~ rest, is again directed ~hrough the center of curvature of : : :
W~94~04 2 1 ~ 2 ~ 9 2 PCT/US92/0690~
16 ~
:
the tube, thereby rotating the saddle and vehicle to an upright position.
The described banking system provides this tracked vehicle with great flexibility in handling different modes of transportatiGn on the same track. For example, the track may handle a very high speed passenger vehicle which requires a high degree of banking on sharp curves, and yet at other times the same track will readily handl a slower vehiole, such as a slow freight vehicle, that is not capable of successfully negotiating a curved track section that is sufflciently banked to accommodate the high speed passenger vehicle. In the present arrangement no banking of the track is required. It is the vehicle, not the track, that is banked appropriately on demand. Banking of the vehicle is automatically varied on demand in accordance w~ith the degree of track curvature and vehicle speed.
Although a significant advantage of the prPsent system .
is its ab~llity to enable a high speed vehicle to negotiate -~
sharp curved track sections~without any type of pre-bankiny of the track itself, the present system is nevertheless capable, with slight modification, of providing a tracked system in which the track itself controls a fixed ~, predetermined~ amount of vehicle banking. Such fixed or track ~anking may be supplemented if desired by additional transverse rotation of the vehicle and its ~addle. Thus, as~illustrated;in~ FIGS. 12 and ~3, a tubular track 3~8 which is identica~l to that prevlously described [except ~or its slot position) has its slot 330 circumferentially offset from the ver~ical ~or curved sections of the track.
~`
~ ~For straight sections, of course, the slot is still at the uppermost part of the tube as previously described in connection wi~h the embodiments of FIGS. 1 through 10. The guide slot 330 of ~he track tube, and the slot of the stator 334, which is still registered with the tu~e slot, ~ are offset together. The riser 336 of the rotor 338 is also offset to extend through both slots. Consequently, :
.
)94/~04 2 1 ~ 2 2 9 2 PCT/U~92/06908 the rotor and all parts driven thereby (inclu~ing the saddle and the car) are automatically tilted ~y the configuration and positioning of the stator and rotor. As the slots tilt (are positioned at a circumferentially shifted position) for a curve along the length of the : ~rack, the slot sides contact the riser and shift the riser : and structure carried by the riser so as to maintain the : ~: riser aligned in both slots. The rotor is magnetically ~ ~ supported within the stator as previously described, and, : 10 as the positions of the stator together ~ith its rotor are : l:aterally shifted in accordance with the desired built-in banking of the track, thé:rotor,:riser and therefore saddle :~
and vehicle are automatically laterally displaced on those curved sections:at which the s~ator, rotor and guide slot ~ are li~ewise circumferentially ~offset. Effectively, the slot operates as a vehicle~guide, and the riser, which is fixed~to~the vehlcle, operates::as a guide follower to keep : the vehicle centered over the track slot. If circumstances :permit:~ehicle speeds to be fixed or predetermined at all ~ times~,:the vehicle and its supporting saddle need not be transversely~:rotated for:any additional banking. In~fact, in some situations where circumferentially offset track and : stator~ slots:~ are employed for curved sections, no transverse ~saddle and vehicle motion: need be provided, 25~ ~ ~thereby~;d~ecreasing complexity and cost of the vehicle. In same~::situations; all banking may be fixed in the track~by positionlng the`track and~sta~or 510ts~ laterally offset::
from a vert~ical ~diametral~ longitudinal plane of track.
: Ne~erthele s, even with the offset of stator and rotor on ~:
30~ the~curYed sections,~ the~system may use a vehicle and -: sadd:le that are still capable of transverse rota~ion ~o : : ; provide ~ additional ~or decreased banking, as may be necessary or~desirable.~
Although the track ~e.g. its supporting surface or ~ : :
:35~ ~ guideway) described above has a circular section, it will : be ~readily appreciated that other (non-circular) upwardly W094/~04 2 1 ~ 2 2 9 2 PC~/US92/0690~-convex transverse curvatures may be employed for configurations of that portion of the upper surface of the track that mates with and magnetically supports the outriggers of the vehicle supportin~ saddle. It is only those portions of the upper surface of the track guideway (e.g. outer surfaces of aluminum levitation plates 168,170) that require the upwardly convex transverse curvature that enables transverse tilting motion of the vehicle around the track.
,..
~ For those configurations where the vehicle is banked solely~by the position of the track and stator slots, as in FIGS.~ 12 and 13 tSheet 7),~ there need be no saddle structure transversely shlftable around the track and, part~lcularly~for lower speeds, the vehicle may be supported ~ entl~rely~,~at~all times, by conventlonal wheels fixed to the vehicle ~and~bearing upon the ~curved guideway. Such an arrangement particularly lends itself to use In small scale model~or~toy~track vehi~le systemsO No magnetlc levitation - ~ ~ need be employed in such a ~configuration. Instead of a ; 20 ~ near~ motor fixed to the~tr~ck, any~suitable type of conventional~ motor may be mounted in the vehicle to drive the~wheels~for~;vehlcle propulslon. In such~an arrangement, as illustrated in~FIG. 14 (Sheet 4), although the stator and rotor o~f;~ he induction motor are~eliminated, the~
25~ vehicle;400 is~still fixedly~connected to~a rlser 402 which projects from;the~Yehicle~downwardly into the slot formed n~the~track~404~to guide the vehicle along the track-and to tilt the vehicle at~jtrack sections in which the slot is circumferentlally offset from~a Iongitudinal vertical plane ~ through~the track cenrerr Further, in order to retain conventional outer wheels 408 of the vehicle on the track in contact with the~ guideway surface, a group of inner wheels 4l0 are~rotatably carried by the~lower end of the riser, entlrely ~within the tubular track and bearing 35 ~ pwardly~(radiaIly~outwardly) against the inner surface 414 of the tubul~ar track~ Inner wheels 410 are at all times , : :: : : :
: :: : :
: ~:
~ 94/04404 2 1 ~ 2 2 9 2 PCT/US92/06908 , 19 resiliently urged radially outwardly by suitable mechanism (not shown) against the inner surface of the ~rack to cooperate with a set of outer wheels positioned between the ~: vehicle and the outer surface of the tracks, so as to : 5 resiliently clamp the track or grip the track between outer and inner sets of wheels. This gripping prevents : "derailment" by keeping the vehicle from being detached from the track.; Thus:the tubular track allows the vehicle : to be securely affixed to the track with minimum restraint :~ lO on longitudinal motion.
; In such toy model it will be appreciated that : elliptical or mul~i-s1ded cross-sectional shapes utilizing any number of flat or curved ~aces may be utilized for the : : track guideway, instead of the circular cross-sectional 15~ shapes~ previously~ment1oned.:~ In such an arrangement the slot: in the~ guideway : is angularly offset, being transversely or~anqularly displaced about an axis extending along a~ central~ portion of :the track cross-section.
Although~ the present arrangement shown utilizes a single 20~ slot with r1ser assembly connecting the wheels inside the guideway ~o~the ~vehicle running on the~ outer surface-, multip1e~s1Ots~and r1sers ~may :be used: to :support the :vehic1e~:in:~ ke manner, and~ the tube interior may have single~or~muitip1e~re1nforcement~webs.:
Claims (37)
1. A tracked vehicle system comprising:
a track including a longitudinally extending guideway having an upwardly convex transverse curvature, said track having a longitudinally curved section, a vehicle means for supporting said vehicle on said guideway for longitudinal and transverse motion relative to the track, means for propelling the vehicle longitudinally along the track, and means for positioning the vehicle transversely around said guideway toward an inward side of the track curved section to provide a banked position of the vehicle as it travels along the track curved section.
a track including a longitudinally extending guideway having an upwardly convex transverse curvature, said track having a longitudinally curved section, a vehicle means for supporting said vehicle on said guideway for longitudinal and transverse motion relative to the track, means for propelling the vehicle longitudinally along the track, and means for positioning the vehicle transversely around said guideway toward an inward side of the track curved section to provide a banked position of the vehicle as it travels along the track curved section.
2. The system of Claim 1 wherein said means for supporting comprises means for guiding said vehicle relative to the guideway in a transverse path having a curvature that matches said guideway curvature.
3. The system of Claim 1 wherein a longitudinal slot is formed in an upper portion of said guideway, and including a slot follower fixed to the vehicle and projecting into said slot.
4. The system of Claim 3 wherein said slot is trans-versely offset from a longitudinally extending vertical plane through the center of said guideway at portions of said longitudinally curved track sections.
5. The system of Claim 1 wherein said means for supporting comprises a saddle fixed to said vehicle and having a support surface adjacent said track guideway, said saddle being configured and arranged to support said vehicle on said guideway, said support surface extending transversely of said track and having a downwardly concave transverse curvature that matches the curvature of said guideway.
6. The system of Claim 5 wherein said means for propelling comprises a motor on said track having a drive member that is propelled along the track, and a longitudinal driving connection between said saddle and said drive member.
7. The system of Claim 6 wherein said drive member is movably connected to said saddle for transverse motion of the saddle relative to said drive member.
8. The system of Claim 1 wherein said means for propelling comprises a linear motor secured to said track, said motor including a linear stator below said track and having a stator slot, said track having a guide slot in alignment with said stator slot, a linear rotor mounted to said stator to be driven along said stator and track, a riser fixed to said rotor and extending upwardly through both said slots, and means for connecting an upper portion of said riser to said vehicle.
9. The system of Claim 8 wherein said slots are aligned in a direction inclined to the vertical at said longitudinally curved section of said track.
10. The system of Claim 1 wherein said guideway has a longitudinally extending slot, said means for propelling including a movable member mounted below said track and having a riser extending upwardly through said slot, a drive member fixed to said riser above said track, and means for connecting said drive member to said vehicle, said slot being laterally displaced from a surface extending vertically through the center of said track at said longitudinally curved section.
11. The system of Claim 1 wherein said means for positioning comprises means: for indicating motion of the vehicle along said curved section, and lateral drive means responsive to said means for indicating for transversely shifting the vehicle partly around said guideway.
12. The system of Claim 1 wherein said means for positioning comprises acceleration means for sensing centrifugal acceleration of said vehicle, and transverse drive means responsive to said acceleration means for transversely moving the vehicle partly around said guideway.
13. The system of Claim 1 wherein said track comprises an elongated guide tube having track walls, a plurality of longitudinally extending tension cables mutually spaced around said guide tube and fixed to said track wall at longitudinally spaced points, and means for adjusting the lengths of at least some of said cables between said points to control longitudinal configuration of the track.
14. The system of Claim 1 wherein said track comprises an elongated guide tube of substantially circular cross section having a longitudinally extending guide slot in an upper part thereof, said means for propelling comprising a linear motor secured to said tube, said motor including a linear tubular stator within said tube, said stator having a stator slot registered with said guide slot, said motor including a linear rotor mounted in said tubular stator to be driven along said stator and track, a riser fixed to said rotor and extending upwardly through both said slots, a saddle fixed to said vehicle and supported on said track for longitudinal and transverse mo-tion relative to the track, and a longitudinal drive connection between said saddle and said riser, said means for positioning comprising means for driving said saddle transversely-around said track.
15. The system of Claim 14 wherein said track includes a straight section, and wherein said stator and guide slots are aligned with each other in a direction that is vertical at said straight section and in a direction that is inclined to the vertical at said longitudinally curved section.
16. A tracked vehicle system comprising:
an elongated track having at least on longitudinally curved section, said track having a cross section including a transversely curved upwardly convex guideway, a vehicle, means for supporting the vehicle from the track for longitudinal motion along the track guideway and for limited transverse motion about the track guideway, propulsion means for driving the vehicle along the track guideway, and means for shifting the vehicle transversely around the track guideway when the vehicle is at said curved track section, whereby the vehicle is banked at said curved track section.
an elongated track having at least on longitudinally curved section, said track having a cross section including a transversely curved upwardly convex guideway, a vehicle, means for supporting the vehicle from the track for longitudinal motion along the track guideway and for limited transverse motion about the track guideway, propulsion means for driving the vehicle along the track guideway, and means for shifting the vehicle transversely around the track guideway when the vehicle is at said curved track section, whereby the vehicle is banked at said curved track section.
17. The system of Claim 16 wherein said guideway has a circular transverse curvature, and wherein said mean for shifting comprise means for rotating the vehicle transversely around the center of curvature of the circularly curved guideway.
18. The system of Claim 16 wherein said propulsion means comprises a linear motor having a stator fixed to said track guideway and having a longitudinally driven rotor, said means for supporting the vehicle from the track comprising a saddle connected to the vehicle and extending transversely about a portion of said track guideway, and means for connecting the saddle to the rotor for longitudinal motion with the rotor and for limited transverse motion relative to the rotor.
19. The system of Claim 16 wherein said means for shifting comprises means for indicating motion of the vehicle along said curved section, and lateral drive means responsive to said means for indicating for transversely shifting the vehicle partly around said convex guideway.
20. The system of Claim 16 wherein said means for shifting comprises acceleration means for sensing centrifugal acceleration of said vehicle, and transverse drive means responsive to said acceleration means for transversely moving the vehicle partly around said guideway.
21. The system of Claim 16 wherein said track comprises an elongated guide tube having track walls, a plurality of longitudinally extending tension cables mutually spaced around said guide tube and fixed to said track wall at longitudinally spaced points, and means for adjusting the lengths of at least some of said cables between said points.
?? 94/04404 PCT/US92/06908
?? 94/04404 PCT/US92/06908
22. The system of Claim 16 wherein said track guideway has a longitudinally extending slot, and including a driver member mounted below said track guideway and having a riser extending upwardly through said slot, a drive member fixed to said riser above said track guideway and a saddle fixed to the vehicle and connected to be driven by said drive member.
23. The system of Claim 16 wherein said track guideway has a longitudinally extending slot offset from the center of said guideway at said longitudinally curved section, a riser extending through said slot, and means for connecting said riser to said vehicle above said track guideway.
24. The system of Claim 16 wherein said means for shifting the vehicle transversely comprise a saddle connected to the vehicle and extending transversely about a portion of said guideway, means for connecting the saddle to said propulsion means for driving the saddle longitudinally along the track guideway, and means for connecting the saddle to said propulsion means for limited transverse motion of the saddle relative to the propulsion means.
25. The system of Claim 23 wherein said means for shifting the vehicle comprises said riser and said slot.
26. A tracked vehicle system comprising:
an elongated track having a transversely curved guideway that is upwardly convex, a longitudinally extending guide slot in said guideway, a linear motor comprising:
a stator fixed to said track beneath said guideway, said stator having a WO 94/04404 PCT/US92/0690?
longitudinally extending stator slot in registration with said guide slot, a riser extending through said guide slot, rotor means for driving the riser along said guideway, a drive member fixed to said riser above said guideway, a vehicle supported for motion along said guideway, and means for connecting the vehicle to said drive member to be driven along the guideway with the riser.
an elongated track having a transversely curved guideway that is upwardly convex, a longitudinally extending guide slot in said guideway, a linear motor comprising:
a stator fixed to said track beneath said guideway, said stator having a WO 94/04404 PCT/US92/0690?
longitudinally extending stator slot in registration with said guide slot, a riser extending through said guide slot, rotor means for driving the riser along said guideway, a drive member fixed to said riser above said guideway, a vehicle supported for motion along said guideway, and means for connecting the vehicle to said drive member to be driven along the guideway with the riser.
27. The system of Claim 26 wherein said means for connecting the vehicle comprises means for providing limited transverse motion of said vehicle in an arcuate path relative to said drive member.
28. The system of Claim 27 wherein said guideway is transversely circularly curved and including means for banking the vehicle by driving it in a circular path transversely of said drive member.
29. The system of Claim 26 wherein said means for connecting the vehicle to said drive member comprises a transversely curved guide saddle, means for magnetically supporting the saddle from the guideway, said saddle being slidably connected to said drive member for motion in a limited transversely curved path relative to said drive member and around said guideway.
30. A tracked vehicle system comprising:
an elongated track having at least one longitudinally curved section, said track section having a longitudinally extending guideway, ? 94/04404 PCT/US92/06908 a longitudinally extending guide slot in said guideway, said guide slot being transversely offset at said longitudinally curved section from an upper portion of said guideway toward an inner side of the longitudinally curved section, a riser extending through said guide slot, a vehicle supported for longitudinal motion along said guideway, means for driving the vehicle longitudinally along the guideway, and means for connecting the vehicle to said riser for guiding the vehicle along the guideway.
an elongated track having at least one longitudinally curved section, said track section having a longitudinally extending guideway, ? 94/04404 PCT/US92/06908 a longitudinally extending guide slot in said guideway, said guide slot being transversely offset at said longitudinally curved section from an upper portion of said guideway toward an inner side of the longitudinally curved section, a riser extending through said guide slot, a vehicle supported for longitudinal motion along said guideway, means for driving the vehicle longitudinally along the guideway, and means for connecting the vehicle to said riser for guiding the vehicle along the guideway.
31. A tracked vehicle system comprising:
an elongated track having at least one longitudinally curved section, said track section having a guideway that is transversely curved about a center of curvature below the guideway, a vehicle supported for motion along said guideway, and means for banking said vehicle at said curved section, said means for banking comprising means for transversely shifting said vehicle in a curved path relative to said guideway.
an elongated track having at least one longitudinally curved section, said track section having a guideway that is transversely curved about a center of curvature below the guideway, a vehicle supported for motion along said guideway, and means for banking said vehicle at said curved section, said means for banking comprising means for transversely shifting said vehicle in a curved path relative to said guideway.
32. The system of Claim 31 wherein said means for banking includes a longitudinal slot formed in said guideway, said slot being transversely offset at said curved portion, and a riser extending through said slot and connected to said vehicle.
33. The system of Claim 31 wherein said guideway is transversely circularly curved, and including a drive member, means for propelling the drive member along said track, a saddle, means for transmitting thrust from the drive member to said saddle, and means for mounting the saddle to the drive member for transverse motion relative to said guideway in a circular path about the center of curvature of said guideway.
34. The system of Claim 33 wherein said means for propelling comprises a linear motor stator mounted below said track, a rotor mounted adjacent the stator below said track to be driven along the track, a longitudinal slot formed in said track, and a riser extending through said track and connected to said rotor to said drive member.
35. The system of Claim 34 wherein said drive member includes a transverse drive arm, said saddle comprising an outrigger bridge extending transversely along said drive arm, means for mounting the bridge for transverse motion relative to the drive arm, means for transferring longitudinal thrust from said drive arm to said bridge, means for supporting outer end portions of said bridge from said guideway for transverse and longitudinal motion relative to said guideway, and means for mounting said vehicle to said bridge for motion therewith.
36. The system of Claim 32 including outer support means carried by the vehicle for supporting the vehicle from an outer surface of the track, said track having an inner surface, and inner support means carried by said riser for bearing against said inner surface.
37. A tracked vehicle system comprising:
an elongated track having at least one longitudinally curved section, said track section having a guideway, a vehicle supported for motion along said guideway, and means for banking said vehicle at said curved section, said means for banking comprising a longitudinal ? 94/04404 PCT/US92/06908 slot formed in said guideway, said slot being transversely and angularly offset at said curved portion, and a riser extending through said slot and connected to said vehicle.
an elongated track having at least one longitudinally curved section, said track section having a guideway, a vehicle supported for motion along said guideway, and means for banking said vehicle at said curved section, said means for banking comprising a longitudinal ? 94/04404 PCT/US92/06908 slot formed in said guideway, said slot being transversely and angularly offset at said curved portion, and a riser extending through said slot and connected to said vehicle.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| PCT/US1992/006908 WO1994004404A1 (en) | 1992-08-14 | 1992-08-14 | Induction motor monorail system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2142292A1 true CA2142292A1 (en) | 1994-03-03 |
Family
ID=25677783
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002142292A Abandoned CA2142292A1 (en) | 1992-08-14 | 1992-08-14 | Induction motor monorail system |
Country Status (5)
| Country | Link |
|---|---|
| EP (1) | EP0653992A4 (en) |
| JP (1) | JPH08503669A (en) |
| AU (1) | AU2550592A (en) |
| CA (1) | CA2142292A1 (en) |
| WO (1) | WO1994004404A1 (en) |
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| WO2009126823A2 (en) | 2008-04-09 | 2009-10-15 | Applied Materials, Inc. | A polishing system having a track |
| JP2011526843A (en) | 2008-07-01 | 2011-10-20 | アプライド マテリアルズ インコーポレイテッド | Modular baseplate semiconductor polisher architecture |
| US9032880B2 (en) | 2009-01-23 | 2015-05-19 | Magnemotion, Inc. | Transport system powered by short block linear synchronous motors and switching mechanism |
| US8967051B2 (en) | 2009-01-23 | 2015-03-03 | Magnemotion, Inc. | Transport system powered by short block linear synchronous motors and switching mechanism |
| US8616134B2 (en) | 2009-01-23 | 2013-12-31 | Magnemotion, Inc. | Transport system powered by short block linear synchronous motors |
| CN105813886B (en) | 2013-09-21 | 2018-04-03 | 麦克纳莫绅有限公司 | Transported for packing with the linear electric machine of other purposes |
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| JPH0274272U (en) * | 1988-11-28 | 1990-06-06 | ||
| NO166620C (en) * | 1989-01-23 | 1991-08-21 | Hans Husevaag | ROAD SYSTEM INCLUDING A DRIVING ROAD AND A DRIVING TOY. |
| DE3902949A1 (en) * | 1989-02-01 | 1990-08-09 | Thyssen Industrie | VEHICLE CARRIERS FOR MAGNETIC RAILWAYS |
-
1992
- 1992-08-14 WO PCT/US1992/006908 patent/WO1994004404A1/en not_active Application Discontinuation
- 1992-08-14 EP EP92919146A patent/EP0653992A4/en not_active Withdrawn
- 1992-08-14 JP JP6506191A patent/JPH08503669A/en active Pending
- 1992-08-14 AU AU25505/92A patent/AU2550592A/en not_active Abandoned
- 1992-08-14 CA CA002142292A patent/CA2142292A1/en not_active Abandoned
Also Published As
| Publication number | Publication date |
|---|---|
| JPH08503669A (en) | 1996-04-23 |
| AU2550592A (en) | 1994-03-15 |
| EP0653992A1 (en) | 1995-05-24 |
| WO1994004404A1 (en) | 1994-03-03 |
| EP0653992A4 (en) | 1995-07-26 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| FZDE | Discontinued |