GB1571523A - Pivotal guide beam switch for a transportation system - Google Patents
Pivotal guide beam switch for a transportation system Download PDFInfo
- Publication number
- GB1571523A GB1571523A GB5025476A GB5025476A GB1571523A GB 1571523 A GB1571523 A GB 1571523A GB 5025476 A GB5025476 A GB 5025476A GB 5025476 A GB5025476 A GB 5025476A GB 1571523 A GB1571523 A GB 1571523A
- Authority
- GB
- United Kingdom
- Prior art keywords
- guide beam
- roadway
- power
- vehicle
- pivotal
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B25/00—Tracks for special kinds of railways
- E01B25/28—Rail tracks for guiding vehicles when running on road or similar surface
Description
(54) PIVOTAL GUIDE BEAM SWITCH
FOR A TRANSPORTATION SYSTEM
(71) We, WESTINGHOUSE ELEC
TRIC CORPORATION of Westinghouse
Building, Gateway Center, Pittsburgh,
Pennsylvania. United States of America, a company organised and existing under the laws of the Commonwealth of Pennsylvania,
United States of America, do hereby declare the invention, for which we pray that a patent may be granted us, and the method by which it is to be performed, to be particularly described in and by the following statement:
This invention relates in general to selfsteering and guiding transportation vehicle systems, and in particular to a self-steering transportation vehicle roadway switching arrangement of a roadway junction for selectively directing and guiding vehicles between first and second roadways or, between first and third roadways of the junction.
Reference is made herein to copending application entitled Power Rail, Control
Signal Rail And Guide Beam Arrangement
For A Transportation System, Serial No.
50255176, wherein a power collection apparatus suitable for the switching arrangement of this invention is described.
Transportation systems employing selfguiding, rubber tired vehicles which traverse a roadway comprised of spaced tracks are well known in the prior art. The transportation vehicles can be steered by spaced resilient-tired guide wheels depending from the undercarriage of the vehicle and which rotate in a horizontal plane engaging opposite vertical faces of a guide beam fixed to the vehicle roadway so as to direct the vehicle along the roadway. Such transportation svstems are described for e.g., in a publication entitled Transit Expressway Report of MPC Corporation, 4400 Fifth Ave nue, Pittsburgh, Pennsylvania 15213, dated
February 20. 1967. and in U.S. Patent No.
3.312,180 of E. O. Mueller.
In transportation systems where the vehicular line of travel is determined by the engagement of vehicle guide wheels with a roadway guide beam, the utilization of a plurality of roadways at a junction requires guide beam switching arrangements to provide selective transfer of a vehicle between one roadway and either a second or a third roadway. A prior art switching arrangement for a transportation system employing resilient-tired vehicles is described in U.S.
Patent No. 3.672,308 of W. R. Segar.
Generally, the prior art systems employ a guide beam transfer table or laterally moving guide beam switching arrangement having high installation costs; and, in the case of the transfer table arrangement required relatively large surface areas and movement of a large mass of roadway. The complexity and size of certain of these prior art arrangements limited the reliabilitv of their operation and the flexibility of their application.
Also, these prior art devices demanded a relatively long duration to complete a cycle of operation, and required a relatively large number of sensing devices for determining whether the switch was locked in the intended position.
Obviating the foregoing disadvantages of the prior art arrangements, the present invention provides a roadway guide selection switching apparatus to guide a moving transportation vehicle of the self-steering type on tracks at a roadway junction selectively from a first roadway to a second roadway or from said first roadway to a third roadway, the vehicle being of the type comprising guide wheels depending therefrom to engage a fixed guide beam disposed under the vehicle and mounted on and along each roadway. the switching apparatus in use being located to be able to bridge a free end of a first roadway with the second or third roadway, the switching apparatus having immovable converging track protions extending from the second and third roadways and forming respectively second and third ends of said second and third roadways. said switching apparatus comprising: a first elongated pivotal guide beam member pivoted at said second end and extending substantially to bridge a gap between said first free-end and said second end; a second elongated pivotal guide beam member pivoted at said third end and extending substantially to bridge a gap between said first free-end and said third end, said first and second pivotal guide beam members having a cross section similar to that of the fixed guide beam of said each roadway.
actuating means to move the first and second guide beam members together and laterally of their length to first and second extreme positions and selectively retain the unpivoted ends of one of said first and second elongated pivotal guide beam members in substantial alignment with said first free end of the first roadway; and selfaligning locking means disposed at the free end of and to form part of the first roadway to automatically align and lock said second or third end with said first free end, whereby the transportation vehicle can be guided from the first roadway to either the second roadway or the third roadway as desired.
In one embodiment. the guide beam switch is comprised of a first pivotal guide beam for directing transportation vehicles between the first and second roadways and a second pivotal guide beam for directing transportation vehicles between the first and third roadways. The first pivotal guide beam is comprised of a fixed section. whose longitudinal axis remains in-line with the longitudinal axes of the guide beams of the first and second roadways, and a pivotal section, whose longitudinal axis is pivoted in-line with the longitudinal axes of the guide beam of the first and second roadways when the vehicle is to travel from the first to the second roadway.The second pivotal guide beam is comprised of a fixed section, whose longitudinal axis remains in-line with an arc which is substantially tangential to the longitudinal axes of the guide beams of the first and third roadways; and a pivotal section, whose longitudinal axis is pivoted in-line with the arc tangential to the longitu- dinal axes of the guide beams of the first and third roadways when the vehicle is to travel between the first and third roadways. The guide beam pivotal sections. whose in-line positions are mutually exclusive, are controlled by an actuating apparatus in relation to the course of travel intended for the vehicle to travel.The pivotal section of each guide beam section is supported by a bearing assembly at its pivotal end and a platform and roller assembly at its opposite end and is interlocked with sensing devices which determine whether the pivotal section associated with the intended course of travel is locked into the desired in-line position.
The relatively simple design of this invention provides a switch which is safe, but inexpensive to install, reliable and widely applicable. The disclosed switch requires a relatively small surface area, relatively few sensing devices to determine whether it is locked into the desired proper position, and has a fast operating cycle.
For a better understanding of the invention, reference may be had to the preferred embodiment which is exemplary of the invention and is shown in the accompanying drawing in which:
Figure 1 is a cross-sectional view of a transportation system roadway taken in a plane perpendicular to the longitudinal axis of the roadway.
Figure 2 is a top projection of a first, second and third vehicle roadway joined by a pivotal guide beam switch where, depending upon the position of the switch, transportation vehicles are directed between the first and second roadways or between the first and third roadways.
Figure 3 is a cross-sectional view taken in the plane III-III of Figure 2 and showing track surfaces and structure for supporting vehicles of a transportation system and a pivotal guide beam switch.
Figure 4 is a cross-sectional view taken in the plane IV-IV of Figure 2 and showing additional structure for supporting vehicles of a transportation system and a pivotal guide beam switch.
Figure 5 is a cross-sectional view taken in the plane V-V of Figure 2 and showing a bearing assembly included in the pivotal guide beam switch.
Figure 5A is a detail of the ringed section
of Figure 5.
Figure 6 is a cross-sectional view taken in the plane VI-VI of Figure 2 and showing a platform and roller assembly included in the pivotal guide beam switch.
Figure 7 is a cross-sectional view of a roller included in the pivotal guide beam switch and taken in the plane VII-VII of
Figure 6.
Figure 8 is a cross-sectional view of a tie rod included in the pivotal guide beam switch taken in the plane VIII-VIII of
Figure 2.
Figure 9 is a cross-sectional view of a hydraulic cylinder included in the pivotal guide beam switch and taken in the plane
IX-IX of Figure 2.
Figure 9A is a detail of the ringed section of Figure 9.
Figure 10 is a cross-sectional view taken in the plane X-X of Figure 2 and shows apparatus for detecting the position of the pivotal guide beam switch.
Figure 11 is a cross-sectional view of a second hydraulic cylinder included in the pivotal guide beam switch taken in the plane
Xl-XI of Figure 2.
Figure 12 diagrammatically illustrates how the pivotal guide beam switch is transferred from a first position to a second position.
Figure 14 is a top projection of a power and signal rail arrangement in combination with the first, second and third vehicle roadways, and the pivotal guide beam switch.
Figure 1 is a cross-sectional view of a transportation system roadway 2() taken along the roadway's longitudinal axis.
Roadway 20 is comprised of laterally spaced concrete tracks 22 and 24 supported from a road bed 26, and a flanged guide beam 28 located between tracks 22 and 24, and comprised of upper and lower horizontal flanges 30 and 32 joined by vertical web 34.
Figure 1 also shows a transportation vehicle 36 having a pair of resilient, laterally spaced vehicle main wheels 38 and 40 running on tracks 22 and 24, respectively. Wheel 38 is comprised of tires 42 and 43 and wheel 40 is comprised of tires 45 and 46. The vehicle 36 is provided with at least two such pairs of resilient, laterally spaced, wheels fixed longitudinally along the vehicle. The wheel pair 38. 40 shown in Figure 1 is connected by an axle contained in an axle housing 48 which is fixed to the vehicle frame 50 by support brackets 52 and 53. The vehicle 36 is further provided with a body 55 mounted on a longitudinal frame 57 resiliently supported by air springs 59 and 60 mounted on channel members 62 and 63 mounted on vehicle frame 50. The vehicle is powered by an electric motor 64 coupled to the axle connecting wheels 38 and 40.
The vehicle steering mechanism includes sets of opposing guide wheels 65 and 66 which follow opposite sides of guide beam 34. Figure 1 illustrates one such set of guide wheels 65 and 66. comprised of pneumatic, resilient tires 67 and 68, carried on vertical axles 70 and 71. which are clamped to vehicle frame 50 by split bushings 73 and 74.
The ends of vertical axles 70 and 71 are clamped in a position which produces a predetermined force between the guide beam web 34 and pneumatic tires 67 and 68.
Due to the resiliency of pneumatic tires 67 and 68, the normal operating distance between the surface of guide beam web 34 and the centerline of vertical axles 70 and 71 is somewhat less than the true radius of pneumatic wheels 67 and 68. This distance will be referred to as the "operating radius".
Excessive deviations in the operating radius due to unusual lateral forces acting on the transportation vehicle 36 or due to underinflation of pneumatic tires 67 or 68, are limited by steel safety discs 76 and 77 attached to vertical axles 70 and 71, respectively. The radius of each safety disc is slightly less than the operating radius of its associated pneumatic tire so that if a pneumatic tire 67 or 68 becomes deflated or the car experiences abnormally strong, lateral wind, centrifugal, or steering forces, the associated safety disc 76 or 77 will engage the web 34 of the guide beam 28 and assume steering control of the vehicle. The safety discs 76 and 77 scrve a second function by cooperating with the upper flange 30 of guide beam 28 to oppose forces tending to cause the vehicle to roll.
Apparatus for supplying clectric power and control signals to the vehicle includes power collectors 81, 82 and X3 in contact with power rails 90, 92 and 94, respectively; ground collector 95 in contact with ground rail 96; and control signal collector 97 in contact with control signal rail 98. Collectors 81, 82 and 83 are carried by bracket 106 fixed to the vehicle frame 50. Ground rail collector 95 is mounted in bracket 110 and signal rail collector 97 is mounted in bracket 114 which are similarly fixed to vehicle frame 50. Power rails 90, 92 and 94; ground rail 96; and signal rail 98 are insulatively supported by mounting brackets 116 attached at longitudinal intervals to the upper flange 30 of guide beam 28.
Figure 2 shows a pivotal guide beam switch 118 located at the junction of a first vehicle roadway 120, a second vehicle roadway 122 and a third vehicle roadway 124.
Roadways 120, 122 and 124 are substantially similar to roadway 20 and are comprised of laterally spaced tracks 126 and 128 supported by a roadbed 130, and a flanged guide beam 132 located between tracks 126 and 128. The pivotal guide beam switch 118 controls the direction of travel of a transportation vehicle between roadways 120 and 122 and between roadways 120 and 124. The pivotal guide beam switch 118 includes a first switching guide beam 143 comprised of a fixed guide beam section 145 and a pivotal guide beam section 147, and a second switching guide beam 149 comprised of fixed guide beam section 151 and pivotal guide beam section 153.
The pivotal guide beam switch 118 is supported by a roadway junction structure shown in Figures 2, 3 and 4. Figures 3 and 4 are cross-sectional views of the roadway junction structure, respectively taken along the lines III-III and IV-IV of Figure 2. The roadway junction structure is comprised of track surfaces 155, 156, 157, 158 and 159 lying in the horizontal plane of tracks 126 and 128 to provide a running surface for the wheels 38 and 40 of a vehicle travelling between roadways 120 and 122, or roadways 120 and 124. Track surfaces 155 and 156 are supported by steel members 161 and 162, respectively. as shown in Figure 3. Steel members 161 and 162 are fixed to roadbed 13(1 and are fixed to each other by cross members 164, 166, 16X, 17(), 172 and 174.
Track surface 157 is supported by frog member 176 which is fixed to cross members 172 and 174 and by longitudinal member 177 fixed between cross members 170 and 172.
Track surface 15X is supported by fixed guide beam section 145 and pivotal guide beam section 147 of switching guide beam 143 and track surface 159 is supported by fixed guideway section 151 and pivotal guideway section 153 of switching guideway 149.
lYack surfaces 155 and 156 have been laterally extended to increase the track surface for vehicles traveling through switch
I IX. The laterll extension of track surface 155 is supported by arched supports 181 fixed at longitudinal intervals along steel member 161. Similarly, the lateral extension of track surface 156 is supported by arched supports I x2 fixed at longitudinal intervals along steel member 162.Slot 1X4 is provided between track surfaces 155 and 158; slot 185 i.s provided between track surfaces 15X and 157: slot lXf is provided between track surfaces 157 and 159; and slot 187 is provided between track surfaces 159 and 156 to accommodate the vertical axles 70 and 71 of guide wheels 65 and 66 as the trLllsportIti()n vehicle 36 traverses the guide beam switch between roadways 120 and 122 and between roadways 120 and 124.Arched supports 181 and 182 which support lateral expansion of track surfaces 155 and 156 are arched to accommodate the guide tires 67 and 68 an safety discs 76 and 77 of guide wheels 65 and 66 as the transportation vehicle traverses the switch 118.Slots 184, 185. 186 and 187 do not materially affect the smoothness of the vehicular ride because the angle at which the vehicle passes over slots 184, 185, 186 and 187 in combination with the pairs of tires 42, 43 and 45, 46 which comprise wheels 38 and 40 maintain continuous tread contact between wheels 38 and 4() and the track surfaces 155, 156, 157, 15X and 159 and prevent two wheels of vehicle 36 from simultaneously crossing the slots.
As shown in Figure 2, the pivotal guide beam switch 118 provides for travel of a transportation vehicle between roadways 12() and 122 or, alternatively, between roadways 120 and 124 by controlling the positions of pivotal guide beam sections 147 and 153 of switching guide beams 143 and 149. When vehicles are to be directed between roadways 120 and 122, pivotal guideway section 147 is pivoted so that its longitudinal axis is in-line with the longitudinal axes of guide beams 132 of roadways 120 and 122. When vehicles are to be directed between roadways 120 and 124, pivotal guideway section 153 is pivoted so that its longitudinal axis is in-line with an arc tangential to the longitudinal axes of guide beams 132 of roadways 120 and 124.
Fixed guide beam section 145 is permanently mounted to cross members 170, 172 and 174 such that its horizontal axis is substantially in-line with the horizontal axes of the guide beams 132 of roadways 120 and 122. Fixed guide beam section 151 is permanently mounted to lateral cross members 170, 172 and 174 such that its longitudinal axis is substantially in-line with an arc which is tangential to the longitudinal axes of guide beams 132 of roadways 12() and 124.
The pivot ends 189 and 190 of pivotal guide beam sections 147 and 153 are supported by anti-friction bearing assemblies 193 and 195 mounted on cross member 168 as shown in the cross-sectional view of
Figure 5 taken along line V-V of Figure 2.
Figure SA includes a sectioned view of the anti-friction bearing assembly 195 showing a bearing post 197 fixed to pivotal guide beam section 153 and pressed into the inner race of upper bearing 199 and lower bearing 201.
The outer races of bearings 199 and 201 are press fitted into casing 203 which is fixed to channel-type cross member 168. A washer 204, nut 205 and cotter pin 2()6 lock the bearing assembly together.
The travel ends 208 and 210 of pivotal guide beam sections 147 and 153 are supported by a platform and roller assembly 211 shown in the cross-sectional view of
Figure 6 taken along the lines VI-VI of
Figure 2. The platform and roller assembly 211 includes platform-type cross member 164 fixed between steel members 161 and 162 and supporting roller 213 which carries pivotal guide beam section 147 and roller 215 which carries pivotal guide beam section 153.
Roller 213 is also shown in Figure 7 taken along line VII-VII of Figure 6 and includes mounting plate 217 fixed to pivotal guide beam section 147, wheel blocks 219 and 220 fixed to mounting plate 217 and wheels 222 and 223 rotatably retained in wheel blocks 219 and 220. Wheel blocks 219 and 220 are fixed to mounting plate 217 at a predetermined angle with respect to the longitudinal axis of pivotal guide beam section 147 such that the axes of rotation of wheels 222 and 223 is parallel to the radius of the arc traveled by travel end 208 of pivotal guide beam section 147. Mounting plate 217 also carries locking bracket 225 so that pivotal guide beam section 147 may be locked in a predetermined position, as will be explained later. Roller 215 is substantially identical to roller 213 and includes locking bracket 226.
Since rollers 213 and 215 are substantially identical, roller 215 is not described in detail.
Pivotal guide beam sections 147 and 153 are maintained in a predetermined relation to each other by tie rod 227 which is pivotally coupled to pivotal guide beam sections 147 and 153 through the bearing assembly shown in the cross-sectional view of Figure 8 taken along the line Vlll-VIII of
Figure 2. In Figure 8, bearing 229 is retained in tie rod 227 by retaining rings 231 and 232 and is press fitted onto a stud 234 which is fixed to pivotal guide beam section 153. The bearing 229 is locked onto stud 234 by washer 236, lock washer 237 and elastic stop nut 238. The opposite end of the rod 227 is pivotally coupled to section 147 through a substantially identical bearing assembly which is not described in detail.
Figure 2 and the cross-sectional view of
Figure 9 taken along line IX-IX of Figure 2 show a hydraulic cylinder 240 which controls a push rod 242 fixed to pivotal guide beam section 153 to control, in cooperation with tie rod 227, the positions of both pivotal guide beam sections 147 and 153. Hydraulic cx linder 240 is pivotally maintained in a horizontal plane within an aperture of steel member 162 bv trunnion mountings 244 and 245 to permit hydraulic cylinder 240 to maintain its longitudinal axis in line with the longitudinal axis of push rod 242 as it is extended and retracted to control the positions of pivotal guide beam sections 147 and 153.Trunnion mountings 244 and 245 also prevent impact loading of hydraulic cylinder 24() when vehicles travel along pivotal guide beam sections 147 and 153. Trunnion mounting 245 includes a trunnion bushing 'A7 held between trunnion pin 249 and trunnion bracket 251. Trunnion pin 249 is fixed to hvdraulic cvlinder 240 and trunnion bracket 251 is fixed to mounting plate 253 which is fixed to steel member 162. Trunnion mounting 244 is substantially identical to trunnion mounting 245 and. therefore. is not explained in detail. Push rod 242, which is controlled bv hydraulic cylinder 240. is fixed to pivotal guide beam section 153 by spherical bearing assembly 255.Spherical bearing assembly 255 includes spherical bearing 257 (see Figure 9A) fastened with push rod 242 by retaining ring 259 and locked onto beam pin 261 by washer 263.
lock washer 264. nut 265. and cotter pin 266.
Beam pin 261 is maintained between pivotal guide beam section 153 and mounting bracket 268 which is fixed to guide beam section 153.
The apparatus for positioning pivotal section 147 which directs vehicles between road avs 120 and 122 includes pivotal guide beam section stop 270. The apparatus for positioning pivotal section 153 to direct vehicles between roadways 120 and 124 includes pivotal guide beam stop 272. As shown in Figure 10, which is a crosssectional view taken along the line X-X of
Figure 2, pivotal guide beam stop 270 is comprised of a pin 274 horizontally mounted to a first retaining plate 276, and a second retaining plate 278 having an annular aperture.Retaining plate 276 is fixed to cross member 166 and retaining plate 278 is fixed to pivotal guide beam section 147 such that, when pivotal guide beam section 147 has its longitudinal axis in-line with the longitudinal axes of guide beams 132 of roadways 120 and 122, retaining plate 276 is flush against retaining plate 278 and pin 274 is disposed within the annular aperture of retaining plate 278 where it is detected by a metal detector 280 fixed across the aperture of retaining plate 278. Similarly, pivotal guide beam stop 272 is comprised of a pin 284, horizontally mounted to a first retaining plate 286. and a second retaining plate 288 having an annular aperture.Retaining plate 286 is fixed to cross member 166 and retaining plate 288 is fixed to pivotal guide beam section 153 such that when the longitudinal axis of pivotal guide beam section 153 lies along the arc tangential to the longitudinal axes of guide beams 132 of roadways 120 and 124, retaining plate 286 is flush against retaining plate 288 and pin 284 is disposed within the annular aperture of retaining plate 288 where it is detected by a metal detector 290 fixed across the aperture of retaining plate 288.
Pivotal guide beam sections 147 and 153 are locked in their in-line positions by a locking pin 292 controlled by a hydraulic cylinder 294 as shown in the cross-sectional view of Figure 11 taken along the line Xl-XI of Figure 2. Hydraulic cylinder 294 is supported by trunnion mountings 295 fixed to platform cross member 164 through mounting bracket 297, and is linked to locking pin 292 through coupling 299. Locking pin 292 is contained by a guide member 301 fixed to platform cross member 164 such that, when the longitudinal axis of pivotal guide beam section 147 is in-line with the longitudinal axes of guide beams 132 of roadways 120 and 122, hydraulic cylinder 294 extends locking pin 292 into the aperture in locking bracket 225 depending from mounting plate 217 which is fixed to pivotal guide beam section 147.When locking pin 292 is thus disposed within both locking bracket 225 and guide member 301. travel end 208 of pivotal guide beam section 147 is fixed with respect to platform cross-member 164 so to lock pivotal guide beam section 147 in its in-line position and to absorb lateral forces on pivotal guide beam section 147 induced bv vehicles running through the switch. The aperture of locking bracket 225 is provided with a beveled edge 302 and locking pin 292 is provided with a hemispheric nose 303 to allow for minor variances in the relative positions of mounting bracket '25 and guide member 301 between operating cycles of the guide beam switch 118.
Also. the beveled edge 302 of the aperture of locking bracket 225 and the hemispheric nose 303 of locking pin 292 permit precise alignment between guide beam 132 of roadway 120 and pivotal guide beam section 147 to be accomplished by the locking pin arrangement of Figure 11. The beveled edge 3()' of the aperture of locking bracket 225 and the hemispheric nose 303 of locking pin 292 combine with the coupling'99 which permits movement in a horizontal plane, and the trunnion mountings 292 supporting hydraulic cylinder 294, which permit movement in a vertical plane, to decrease the axial resistance of locking pin 292 as it is extended into the aperture of locking bracket 225. Metal detectors 304 and 305 are used to determine whether locking pin 292 is in a locked or an unlocked position.
In a similar fashion, when the longitudinal axis of the pivotal guide beam section 153 lies along the arc tangential to the axes of guide beams 132 of roadways 120 and 124, hydraulic cylinder 294 extends to insert locking pin 292 into an aperture of a locking bracket'26 of roller 215 (Figure 6) to lock pivotal guide beam section 153 in its operative position.
The operation of pivotal guide beam switch 118 is explained in relation to the schematic diagrams of Figures 12 and 13. In Figure 17. the pivotal guide beam switch 118 is shown bv light dashed lines as being in a first position with the axis of pivotal guide beam section 147 in-line with the axes of guide beams 132 of roadways 120 and 122.
The guide wheels 65 and 66 of vehicle 36 (Figure 1) travel along switching guide beam 143 in the same manner as they would follow guide beam 132 of roadway 120 or 122. In Figure 13, the pivotal guise beam switch 118 is shown by light dashed lines in a second position with he a::wis of pivotal guide beam section 153 in-line with an arc tangential to the longitudinal axes of guide beams 132 of roadways 120 and 124 for directing vehicles between roadways 120 and 124. The guide wheels 65 and 66 of the transportation vehicle 36 (Figure 1) follow switching guide beam 149 in the same manner as they would follow guide beam 1'2 of roadway 120 oi 4.
The position of switch 118 is determined by controlling the stroke position of cylinders 240 and 294 in response to pressurized fluid conveyed through solenoid-type hydraulic valves. The solenoid-type hydraulic valves are controlled in relation to a voltage source acting through an arrangement of electrical contacts.
If guide beam switch 118 is locked in its first position indicated in Figure 12 when it is determined that a vehicle should be directed between roadways 120 and 124, the position of guide beam switch 118 must be changed to that shown in Figure 13. While pivotal guide beam switch 118 is locked in the first position of Figure 12, piston 307 of cylinder 240 is at the lower end of cylinder 240 and piston 308 of cylinder 294 is at the left-hand end of cylinder 294. Pin 274 is disposed within the annular aperture of retaining plate 278 causing the normally closed electrical contacts 309 of metal detector 280 to be maintained open. Pin 284 is outside the annular aperture of retaining plate 288 so that the normally closed electrical contacts 310 of metal detector 290 are closed.Locking pin 292 is extended into the aperture of locking bracket 225 such that it is not detected by metal detector 304 but is detected by metal detector 305, therefore causing normally closed electrical contacts 311 of metal detector 304 to be closed, the normally open electrical contacts 312 of metal detector 304 to be open, and the normally closed electrical contacts 313 of metal detector 305 to be open. Locking pin 292 is not detected by metal 306 which is mounted on pivotal guide beam section 153 in substantially the same manner as metal detector 305 is mounted to pivotal guide beam section 147, so that its normally closed electrical contacts 314 are closed. Spool 316 is maintained at the right-hand end of solenoid-spring valve 317 by spring 319.
Spool 321 remains in the left-hand end of double solenoid valve 322 from the last cycle of operation of switch 118. The position of spools 316 and 321 is controlled in relation to control voltage source 323 acting through electrical contacts 309, 310, 311, 312, 313 and 314. Valves 317 and 322 are provided a substantially constant hydraulic pressure from accumulator 324 supplied by hydraulic pump 326 which pumps hydraulic fluid from a reservoir 328 in relation to pressure switch 330.
To transfer switch 118 to the position of
Figure 13, the automatic train operation FATSO) equipment 334 provides a switch transfer command signal on line 336 to cause electrical contacts 338 to close. Alternatively, contacts 338 could have been closed by an electrical timer or a manual pushbutton. The closure of electrical contacts 338 completes a circuit through control voltage source 323; electrical contacts 338, 310 and 311, and solenoid 340 of solenoidspring valve 317; to energize solenoid 340 closing electrical interlock 342 and causing spool 316 of valve 317 to shuttle to the left.
This action connects the left side of piston 308 of hydraylic cylinder 294 to the substantially constant pressure provided by accu mulator 324 and connects the right side of piston 308 to reservoir 328 which is at atmospheric pressure. The difference in pressure on opposite sides of piston 308 causes it to move to the right. As piston 308 reaches the end of its stroke, locking pin 292, which is coupled to piston 308, is withdrawn from locking bracket 225 so that pivotal guide beam section 147 is unlocked.
The withdrawal of locking pin 292 also permits metal detector 305 to close its normally closed contacts 313, and causes metal detector 304 to open its normally closed contacts 311 and to close its normally open contacts 312. The pressure supplied to cylinder 294 is unchanged by the opening of contacts 311 because solenoid 340 is maintained energized through electrical interlock 342.
The closure of contacts 312 completes an electrical circuit through control voltage source 323; contacts 338 and 310; solenoid 334; and contacts 312, 313 and 314; to energize solenoid 344 and cause spool 321 of valve 322 to shuttle to the right. This action connects the lower side of piston 307 of hydraulic cylinder 240 to the substantially constant pressure provided by accumulator 324 and connects the upper side of piston 307 to reservoir 328 which is at atmospheric pressure. The difference in pressure on opposite sides of piston 307 causes it to move upwards. As piston 307 begins its upward stroke. pin 274 is withdrawn from the aperture in retaining plate 278 permitting metal detector 280 to close its normally closed contacts 309.As piston 307 reaches the end of its upward stroke. retaining plate 286 contacts retaining plate 288 to stop the movement of pivotal guide beam sections 147 and 153, and pin 284 becomes disposed within the aperture of retaining plate 288 causing metal detector 290 to open the normailv closed contacts 310.
The opening of contacts 310 interrupts the flow of current through solenoids 340 and 344 causing them to be deenergized. Spool 321 of valve 3'2 remains at the right-hand end of valve 322, but spring 319 shuttles spool 316 to its initial po.don at the right-hand end of valve 317 to provide the pressure of accumulator 324 to both sides of piston 3()8. The surface area exposed to accumulator pressure on the left side of piston 3(tie is smaller than the surface area exposed to accumulator pressure on the right side of piston 308 by an area equal to the area of the end of piston rod 346 of piston 308.This difference in surface area exposed to accumulator pressure resumes in a net force tending to move piston 308 from right-to-left and causing locking pin 292 to be extended into the aperture of locking bracket 226 to lock pivotal guide beam portion 153 in the position shown in Figure 13.
As locking pin 292 is extended into the aperture of locking bracket 226, it is not detected by metal detector 304 but is detected by metal detector 306, thereby causing the normally closed contacts 311 of metal detector 304 to be closed, the normally open contacts 312 of metal detector 304 to be open, and the normally closed contacts 314 of metal detector 306 to be open.
If pivotal guide beam switch is locked in its second position indicated in Figure 13 when it is determined that a vehicle should be directed between roadways 120 and 122, the position of guide beam switch 118 must be changed to that shown in Figure 12.
While pivotal guide beam switch 118 is locked in the second position of Figure 13, piston 307 of cylinder 240 is at the upper end of cylinder 240 and piston 308 of cylinder 294 is at the left-hand end of cylinder 294.
Pin 284 is disposed within the annular aperture of retaining plate 288 causing the normally closed electrical contacts 310 of metal detector 290 to be maintained open.
Pin 274 is outside the annular aperture of retaining plate 278 so that the normally closed electrical contacts 309 of metal detector 280 are closed. Locking pin 292 is extended into the aperture of locking bracket 226 such that it is not detected by metal detector 304 but is detected by metal detector 306, therefore causing normally closed electrical contacts 311 of metal detector 304 to be closed, the normally open electrical contacts 312 of metal detector 304 to be open, and the normally closed electrical contacts 314 of metal detector 306 to be open. Locking pin 292 is not detected by metal detector 305, so that its normally closed electrical contacts 312 are closed.
Spool 316 is maintained at the right-hand end of solenoid-spring valve 317 by spring 319. Spool 321 remains in the right-hand end of double solenoid valve 322 from the previously explained operation of switch 118.
To transfer switch 118 to the position of
Figure 12, the automatic train operation (ATO) equipment 334 provides a switch transfer command signal on line 348 to cause electrical contacts 350 to close. The closure of electrical contacts 350 completes a circuit trough control voltage source 323; electrical contacts 350, 309 and 311; and solenoid 340 of solenoid-spring valve 317; to energize solenoid 340 closing electrical interlock 342 and causing spool 316 of valve 317 to shuttle to the left. This action connects the left side of piston 308 of hydraulic cylinder 294 to the substantially constant pressure provided by accumulator 324 and connects the right side of piston 308 to reservoir 328 which is at atmospheric pressure. The difference in pressure on opposite sides of piston 308 causes it to move to the right.As piston 3()8 reaches the end of its stroke, locking pin 292, which is coupled to piston 3(18, is withdrawn from locking bracket 226 so that pivotal guide beam section 153 is unlocked. 'l'he withdrawal of locking pin 292 also permits metal detector 3(16 to close its normally closed contacts 314, and causes metal detector 304 to open its normally closed contacts 311 and to close its normally open contacts 312. The pressure supplied to cylinder 294 is unchanged by the opening of contacts 311 because solenoid 340 is maintained energized through electrical interlock 342.
The closure of contacts 312 completes an electrical circuit through control voltage source 323; contacts 350 and 309; solenoid 352; and contacts 312, 313 and 314; to energize solenoid 352 and cause spool 321 of valve 322 to shuttle to the left. This action connects the upper side of piston 307 of hydraulic cylinder 24() to the substantially constant plcssurc I"'"vided by acctlmulclíor 324 and connects the lower side of piston 3()7 to reservoir 328 which is at atmospheric pressure. The difference in pressure on opposite sides of piston 307 causes it to move downwards.As piston 307 begins its downward stroke, pin 284 is withdrawn from the aperture in retaining plate 288, permitting metal detector 290 to close its normally closed contacts 31(). As piston 307 reaches the end of its downward stroke, retaining plate 276 contacts retaining plate 278 to stop the movement of pivotal guide beam sections 147 and 153, and pin 274 becomes disposed within the aperture of retaining plate 228 causing metal detector 280 to open the normally closed contacts 309.
The opening of contacts 309 interrupts the flow of current through solenoids 340 and 352, causing them to be deenergized. Spool 321 of valve 322 remains at the left-hand end of valve 322, but spring 319 shuttles spool 316 to its initial position at the right-hand end of valve 317 to provide the pressure of accumulator 324 to both sides of piston 308.
The surface area exposed to accumulator pressure on the left side of piston 308 is smaller than the surface area exposed to accumulator pressure on the right side of piston 308 by an area equal to the area of the end of piston rod 346 of piston 308. This difference in surface area exposed to accumulator pressure results in a net force tending to move piston 308 from right-toleft and causing locking pin 292 to be extended into the aperture of locking bracket 225 to lock pivotal guide beam portion 147 in the position shown in Figure 12.
As locking pin 292 is extended into the aperture of locking bracket 225, it is not detected by metal detector 304 but is de
tected by metal detector 305, thereby caus
ing the normally closed contacts 311 of
metal detector 304 to be closed, the normal
ly open contacts 312 of metal detector 304 to
he open, and the normally closed contacts
313 of metal detector 3().5 to be open.
Because spool 316 i9 shuttled to the
left-hand end of valve 317 hy spring 319, in
the event of a power failure, locking pin 292
will be automatically extended. Figures 12
and 13 also show a hydraulic hand pump 354
for manual operation of the pivotal guide
beam switch 18 when the pressure supply
from accumulator 324 and pump 326 has
failed.
The presently disclosed pivotal guide
beam switch 118 may be used in combina
tion with a modification of the power rail,
signal rail, ground rail and guide beam
arrangement explained in relation to Figure
1 to continuously provide power and control
signals to the transportation vehicle 36 as it
travels through the pivotal guide beam
switch. Moreover, these power and control
signals may be provided using the same
power and signal collector arrangement as
used to provide power and control signals to
the vehicle as it traverses the vehicle road
ways 12(), 122 and 124.
Figure 14 illustrates an embodiment of a
combination of the modified signal rail,
power rail, ground rail and guide beam
arrangement and the pivotal guide beam
switch disclosed herein. Tapered power rail
sections 356, 358, 360 and 362 are each
comprised of power rails 90, 92 and 94;
ground rail 96; and signal rail 98 mounted
on mounting brackets 363 located at longitu
dinal intervals along the tapered rail sec
tions 356, 358, 360 and 362. Mounting
brackets 363 of tapered rail section 356 are
fastened to fixed guide beam section 145
between insulative wedge 364 and the end of
guide beam section 145 opposite guide beam
132 of roadway 122. Mounting brackets 363
of tapered rail section 358 are fastened to
pivotal guide beam section 147 between
insulative wedge 366 and the travel end 208
of guide beam section 147. Mounting brack
ets 363 of tapered rail section 360 are
fastened to fixed guide beam section 151
between insulative wedge 368 and the end of
guide beam section 151 opposite guide beam
132 of roadway 124. Mounting brackets 363
of tapered rail section 362 are fastened to
pivotal guide beam section 153 between
insulative wedge 370 and the travel end 210
of guide beam section 153.
The power rail arrangement for use in combination with pivotal guide beam switch 118 which is shown in Figure 14 provides a power rail gap between insulative wedges 368 and 370 to permit the vehicle wheels 40 of a vehicle traveling between roadways 120 and 122 to cross switching guide beam 149.
Similarly, a power rail gap is provided between insulative wedges 364 and 366 to permit the wheels 38 of a vehicle traveling between roadways 120 and 124 to cross switching guide beam 143. These gaps are necessary because the power rails project above the guide beam switching sections.
Since ground rail 96 and signal rail 98 do not project above the upper horizontal flange 30 of guide beam 28, rails 96 and 98 require no gap between insulative wedges 364 and 366 or between 368 and 370 to accommodate the wheels of vehicle 36.
However, ground rail 96 and signal rail 98 do require a small gap of pivot ends 189 and 190 of pivotal guide beam sections 147 and 153 to allow those guide beam sections to pivot on bearing assemblies 193 and 195.
In tapered rail sections 356. 358, 360 and 362, power rails 90, 92 and 94 are mounted in substantially the same arrangement described in relation to Figure 1 except that brackets 363 are sized such that the dimensions between power rails 90, 92 and 94 continuously decrease from dimensions equal to those between the power rails, mounted on guide beam 132 of roadways 12(). 122 or 124, and previously described in relation to Figure 1, to dimensions compatible with the dimensions of the bases of insulative wedges 364, 366, 368 and 370.At the base of insulative wedges 364. 366, 368 and 370, the dimensions of tapered rail sections 356. 358. 360 and 362 are such that the collection surfaces of power rails 90, 92 and 94 are in the same plane as the sides of the insulative wedges. This gradual change in the dimensions between power rails 90, ')' and 94 of tapered rail sections 356, 358, 36() and 362 is provided to allow the collectors 81. 82 and 83 on the vehicle to disengage and engage the power rails in a smooth fashion so as to reduce mechanical wear of the collectors. The gradual change in dimensions also allows the collectors of vehicles leaving switch 118 to maintain more positive contact with the power rails by preventing the collectors from overshooting the power rails as they engage a tapered rail section.Since there is no substantial gap required in ground rail 96 or signal rail 98 between insulative wedges 368 and 370, or insulative wedges 364 and 366. to accommodate the wheels of vehicle 36, rails 96 and 98 are maintained in the same relation with respect to guide beam sections 145, 147, 151 and 153 as for guide beam 32 in Figure 1 and are not tapered as are power rails 90. 99 and 94.
Insulative wedges 364, 366, 368 and 370 are mounted on fixed guide beam section 145. pivotal guide beam section 147. fixed guide beam section 151 and pivotal guide beam section 153. respectively, to prevent arcing between the power rails and their associated collectors as the collectors draw away from or approach their associated rails. Insulative wedges 364, 366, 368 and 370 may be made of micarta or other material with similar electrical and physical properties.
Power and control signals are provided to tapered rail section 356 through electrical conductors appropriately connected to the power and control signal rails mounted on guide beam 132 of roadway 122. Power and control signals are provided to tapered rail section 358 through electrical conductors appropriately connected to the power and control signal rails of tapered rail section 356 and passing through a channel between switching guide beam 143 and track surface 158. In a similar manner, power and control signals are provided to tapered rail section 360 through electrical conductors appropriately connected to the power and control signal rails mounted on guide beam 132 of roadway 124.Power and control signals are provided to tapered rail section 362 through electrical conductors appropriately connected to the power and control signal rails of tapered rail section 360 and passing through a channel between switching guide beam 149 and track surface 159.
Control signals are collected from ground rail 96 and signal rail 98 by vehicles operating in switch 118 in the same manner that they are collected as the vehicle traverses roadways 120, 122 or 124. Power is continuously provided to vehicle 36 as it negotiates switch 118 through a first set of collectors located at a first position on vehicle 36 and a second set of collectors located at a second position on vehicle 36 which is longitudinally displaced from the first collectors by a distance greater than the gap between the bases of insulative wedges 364 and 366 and the gap between the bases of insulative wedges 368 and 370, respectively.
Alternatively, in applications where a multiple of vehicles will be coupled together, power signals could be continuously provided to all vehicles if collectors associated with any two vehicles are similarly longitudinally displaced and there is power and control signal communication between the vehicles.
WHAf WE CLAIM IS:
1. A roadway guide selection switching apparatus to guide a moving transportation vehicle of the self-steering type on tracks at a roadway junction selectively from a first roadway to a second roadway or from said first roadway to a third roadway, the vehicle being of the type comprising guide wheels depending therefrom to engage a fixed guide beam disposed under the vehicle and mounted on and along each roadway, the switching apparatus in use being located to be able to bridge a free end of a first
**WARNING** end of DESC field may overlap start of CLMS **.
Claims (6)
1. A roadway guide selection switching apparatus to guide a moving transportation vehicle of the self-steering type on tracks at a roadway junction selectively from a first roadway to a second roadway or from said first roadway to a third roadway, the vehicle being of the type comprising guide wheels depending therefrom to engage a fixed guide beam disposed under the vehicle and mounted on and along each roadway, the switching apparatus in use being located to be able to bridge a free end of a first
roadway with the second or third roadway, the switching apparatus having immovable converging track portions extending from the second and third roadways and forming respectively second and third ends of said second and third roadways, said switching apparatus comprising: a first elongated pivotal guide beam member pivoted at said second end and extending substantially to bridge a gap between said first free-end and said second end: a second elongated pivotal guide beam member pivoted at said third end and extending substantially to bridge a gap between said first free-end and said third end. said first and second pivotal guide beam members having a cross section similar to that of the fixed guide beam of said each roadway. actuating means to move the first and second guide beam members together and laterally of their length to first and second extreme positions and selectively retain the unpivoted ends of one of said first and second elongated pivotal guide beam members in substantial alignment with said first free end of the first roadway; and self-aligning locking means disposed at the free end of and to form part of the first roadway to automatically align and lock said second or third end with said first free end, whereby the transportation vehicle can be guided from the first roadway to either the second roadway or the third roadway as desired.
2. The apparatus of claim 1 in which said actuating means comprises a hydraulic piston operative with a hydraulic pump located adjacent to said switching apparatus.
3. Apparatus as in claim 1 or 2 including first and second bearing assemblies for pivotally supporting one end of said first and second pivotal guide beams; a platform and roller assembly for vertically supporting the unpivoted ends of said first and second pivotal guide beams: and a tie rod for maintaining the length of said first pivotal guide beam in a predetermined spaced relation to the length of said second pivotal guide beam.
4. The apparatus of claim 3 including detecting means for detecting whether said first and second extreme positions of the guide beams are in fact attained when actuated.
5. The apparatus of claim 3 including detecting means for detecting if said selective locking means is in an unlocked position.
6. A roadway guide selection switching apparatus substantially as described hereinbefore with reference to and as illustrated in Figures 2 to 14 of the accompanying drawing.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US63800175A | 1975-12-05 | 1975-12-05 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| GB1571523A true GB1571523A (en) | 1980-07-16 |
Family
ID=24558243
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB5025476A Expired GB1571523A (en) | 1975-12-05 | 1976-12-02 | Pivotal guide beam switch for a transportation system |
Country Status (3)
| Country | Link |
|---|---|
| JP (1) | JPS5269117A (en) |
| CA (1) | CA1083422A (en) |
| GB (1) | GB1571523A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20130193278A1 (en) * | 2011-02-28 | 2013-08-01 | Yukihide Yanobu | Branching device and center guide-type track-based transportation system |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60230403A (en) * | 1984-04-27 | 1985-11-15 | 財団法人鉄道総合技術研究所 | Drive apparatus of shunt |
| FR2878488B1 (en) * | 2004-12-01 | 2007-03-02 | Vossloh Cogifer Sa | DEVICE FOR CHANGING THE TRACK FOR VEHICLES ON PNEUMATIC WHEELS |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3672308A (en) * | 1970-11-06 | 1972-06-27 | Westinghouse Electric Corp | Roadway switching arrangement for transportation system having center guiderail below track level |
-
1976
- 1976-11-24 CA CA266,430A patent/CA1083422A/en not_active Expired
- 1976-12-02 GB GB5025476A patent/GB1571523A/en not_active Expired
- 1976-12-06 JP JP14569876A patent/JPS5269117A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20130193278A1 (en) * | 2011-02-28 | 2013-08-01 | Yukihide Yanobu | Branching device and center guide-type track-based transportation system |
| US9212454B2 (en) * | 2011-02-28 | 2015-12-15 | Mitsubishi Heavy Industries, Ltd. | Branching device and center guide-type track-based transportation system |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5269117A (en) | 1977-06-08 |
| CA1083422A (en) | 1980-08-12 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US4090452A (en) | Power rail, control signal rail and guide beam arrangement for a transporting system | |
| US3672308A (en) | Roadway switching arrangement for transportation system having center guiderail below track level | |
| US5957055A (en) | Container-transporting system with rails | |
| US3098454A (en) | Automatic steering system for vehicles supported on pneumatic tired wheels | |
| US5845581A (en) | Monorail system | |
| US3834316A (en) | Two rail suspension railway with a linear motor | |
| US20110114742A1 (en) | Structure of bifurvation and crossover site of guideway in guided vehicle transportation system | |
| US3830163A (en) | Monorail vehicle switching arrangement | |
| US3872793A (en) | Guided transport system | |
| JPS62503112A (en) | Switching mechanism | |
| US3782292A (en) | Switching system for a transportation system employing a guideway | |
| CN1125422A (en) | Rail gripping vehicle | |
| US4794866A (en) | Linear motor driven railway car | |
| US2825291A (en) | Overhead urban railway | |
| US2903972A (en) | Railway switch assemblies | |
| US4168770A (en) | Power collection apparatus for a transportation system | |
| US3791306A (en) | Vehicle guideway switching mechanism | |
| GB1571523A (en) | Pivotal guide beam switch for a transportation system | |
| US4032095A (en) | Central guide system for vehicles | |
| US3854412A (en) | Switch for use in a magnetic suspension railroad | |
| US2162351A (en) | Combined road and rail vehicle and track system therefor | |
| US4447680A (en) | Power collection apparatus for a transportation system | |
| JPS6055341B2 (en) | Transport vehicle | |
| US20220032783A1 (en) | Stabilisation and levitation mechanism for a dedicated vehicle, taking into account the interoperability with existing transport systems in the vicinity of switches and routes of conventional vehicles and how the vehicle is stabilised in the stabilisation and levitation mechanism | |
| US3208400A (en) | Rubber tired railway truck and guiding device |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PS | Patent sealed | ||
| PCNP | Patent ceased through non-payment of renewal fee |