MXPA98001774A - Transportation system, based on fins semirrigi - Google Patents

Abstract

The present invention relates to a transport system, which comprises: a vehicle support structure, which extends along a transit path, a vehicle, supported on the support structure, for movement along of the same, this vehicle has a dimension of length, along the support structure, an elongated semirigid fin, attached to the vehicle, for the transmission of the driving forces along the support structure to the vehicle, this fin is sufficiently rigid and yet sufficiently flexible, continuously, about a vertical axis, to assume a uniform, continuous horizontal curvature along a horizontally curved portion of the transit path and the fin has a length dimension, along the support structure, greater than the length of the vehicle and less than the length of the support structure, and this fin extends from when I As one of a front end and a rear end of the vehicle, a plurality of thrust assemblies, positioned along the support structure, for engagement with the opposite sides of the fin, these thrust assemblies apply compression forces to the flap in one direction along the support structure, to effect at least one of propulsion and braking of the vehicle, and this flap is sufficiently rigid for braking and propulsion of the vehicle, by the forces of understanding applied by the impulse assemblies, without the lateral buckling of the fin under the compression load

Description

TRANSPORT SYSTEM . BASED ON SEMI-RIGID FINS TECHNICAL FIELD The present invention relates, in general, to transport or transit systems, which employ a passive vehicle and an active guide structure or track and, more particularly, refers to automatic systems for the transportation of persons, type that employs a traction element, such as a tow rope or a traction band, to propel a vehicle along a track.

Prior Art For many years, transport systems, based on drag ropes, have been used extensively. Thus, ski lifts, chair lifts and aerial rails have long been used a metal rope or cable for dragging, and act as a traction element for a vehicle, which can take the shape of a chair, gondola or rails cabin. More recently, tow rope technology has been adapted to automatic systems for transporting people, as, for example, shown and described in my United States of America patent No. 5,406,891. These systems employ a passive or powerless vehicle, which is supported by wheels or sheaves in a guide track and propelled along the track on a transit path in either a ring or shuttle, by a tow rope. This tow rope is driven by a winch at the end of the trajectory and / or drive wheels that engage an intermediate rope. The systems to move people, based on drag ropes, have numerous advantages, but they also have certain problems, particularly in track applications in the form of ring or curved. The tow rope guide, under relatively high tension forces, has disadvantages related to the cost and momentum of the intermediate ends of the tow rope of the transit path is relatively difficult. More recently, an automatic system for moving people was developed, which uses a flexible traction band, instead of the tow rope. The use of a traction band greatly simplifies the problems associated with driving the vehicle in a ring-shaped track or along a curved track. Unlike trailing cords, a traction band can be easily driven from intermediate locations to the ends of the belt. Thus, a distributed impulse system can be employed with a system based on a traction band, rather than the impulse sets placed only at the ends of the transit path. As indicated in my United States of America patent No. 5,445,081, a plurality of pulse wheels in contact with the web can be distributed along virtually any configuration of the transit path, so as to be able to couple and propel by friction the band, and so the vehicle. The use of flexible conveyor-type belts, such as the tension or tension element in a transport system, is also described in U.S. Patent No. 3,537,402 to Harkess. In the Harkess patent, the transport system employs a flexible web traction element, which is not a continuous or endless web. Instead, the Harkess traction belt extends in front of the vehicle only, with a locomotive coupled to the traction belt to keep the belt taut, so that the friction pulses, distributed around the transit path, can pull the vehicle, a loaded band train. The locomotive constantly exerts a pull force or tension on the traction belt in front of the vehicle, and the drive wheels on the front of the vehicle also apply a tension force to the belt to propel the vehicle. The government of the Harkess vehicle is achieved by guide wheels, which support the vehicle on the track or support structure. It is also known in the prior art, driving transport vehicles using relatively rigid shoes or driving fins, which extend substantially over the length of the vehicle. U.S. Patent No. 4,361,094 to Schwarzkopf, for example, describes such a system. The Schwarzkopf vehicle is guided or guided by rails and a longitudinally non-compressible, or fin, impulse element is driven between the driving rollers or wheels. Similarly, Grant US Pat. No. 3,880,088 is typical of a conveyor system in which the friction drive wheels are distributed along the track and coupled to a relatively rigid surface on the track. the vehicle, to propel it. While the transport systems, which attach a flap or shoe over the length of the vehicle, capable of applying compression loads along the track, both to brake and propel the vehicle, these systems limit due to the length over which the forces, both tension (tension) and compression, can be applied. Also, the government or assistance in the governance of the vehicles in such prior art systems, which use the propulsion assemblies, has not been attempted. More generally, alternative automatic systems for moving people have included magnetic levitation systems, hover systems and motor-based linear systems. The primary disadvantage of such systems is that of cost. The cost of the vehicle and the cost of the runway in which it is transported are substantial. More particularly, the construction of the track is critical for the proper operation of the vehicle. Track tolerances of one to two millimeters are common. This greatly increases the costs of construction and may pose serious problems in seismic areas or areas where soil sinking is difficult to prevent. In the systems of transport of type long drag, the curves are, in general, relatively gradual and the side accelerations, not comfortable, as a result of the return, are reduced to the minimum easily. In people movement applications, the transit path is typically shorter and the turns typically have narrower radii than long haul transit systems, for example of 12.20 meters or less. A problem which is common to virtually all automatic systems that move people, therefore, is the problem of the guidance or lateral steering of the vehicle, without the uncomfortable lateral accelerations. More typically, government in the movement of persons is achieved by wheels with flanges supporting load or lateral guide wheels, which are coupled to a guide surface of the support structure. The natural tendency of a set of wheels, is to try to keep the vehicle in a straight path. Therefore, in the turns, the wheels of the vehicle tend to fight with these turns, as they seek, or oscillate around, a nominal return trajectory. The inherent lateral accelerations can be unpleasant to occupants. Another problem encountered in the turns is that the track must be inclined (over-raised) in order to tilt the vehicle in the turn to displace the centrifugal force around the turn and is required by most regulations if the acceleration is centrifugal is 0.10 or more. The inclination of the vehicle gives the occupants a comfortable state around the turn. The cost of building a track that has sloping turns, which are often increased in a vertical curve, can be very substantial, particularly if all dimensions must be kept within a few millimeters. Even one more problem that has been found with the automatic systems to move people of the traction type, is braking. Flexible bands, for example, of the type of my patent of the United States of America No. 5, 445.081 and in Harkess patent No. 3,537,408, are very suitable for propulsion with the use of friction impulse, because the band will withstand substantial tensile forces. Braking, however, is another problem because the inherent flexibility of the belt will not support the compression load without buckling. Therefore, the band will be braked from behind the vehicle, which is not possible with the Harkess patent, because there is no band behind the vehicle, or auxiliary braking must be provided, for example, by braking friction against a shoe or surface in the vehicle or braking the wheels of the vehicle. Therefore, it is an object of the present invention to provide a transportation system suitable for use as a resource for moving people by short haul, which has a greatly improved propulsion and steering control system and has a construction cost greatly reduced track or support structure. Another object of the present invention is to provide a transport system, suitable for use as an automatic means to move people in which the track is active, the vehicle is passive and the steering of the vehicle can be achieved, in part, by using the propulsion system of this vehicle. Still a further object of the present invention is to provide a vehicle propulsion system as an automatic means for moving people, which will allow multiple vehicles to be independently operated on the support track, while still providing independent braking and acceleration control of each vehicle.

Still another object of the present invention is to provide a transport system, which is durable, has a relatively low construction cost, is inexpensive to maintain, can be adapted to a wide range of applications, is less sensitive to soil subsidence and more comfortable. for the passengers. The transportation system of the present invention has other advantageous objects and features that will become apparent from, and indicated in more detail in, the accompanying drawings and the following description of the Best Way to Carry Out the Invention Disclosure of the Invention The transportation system of the present invention comprises, briefly, a vehicle or track supporting structure, which extends along a transit structure; a vehicle supported on the support structure, for movement along the structure; and an elongated, semi-rigid fin, attached to the vehicle, for the propulsion transmission forces along the trajectory to the vehicle. The semi-rigid fin has a length along the trajectory greater than the length of the vehicle and less than the length of the trajectory, and a plurality of impulse assemblies are placed along the support structure to frictionally engage and propel this fin. , applying both tension and compression forces to the fin. In addition to acting as a traction element when advancing the vehicle, the fin is sufficiently rigid to withstand the forces of significant compressive loads, without the lateral buckling of this fin, in order to allow both braking on the front of the vehicle, as the impulse from behind the vehicle. In another aspect of the present invention, the flap also has sufficient lateral stiffness to make it possible to direct the vehicle on the support structure, at least in part, using this flap. A plurality of fin guide assemblies are placed along the support structure, to frictionally couple the semi-rigid fin and the lateral positioning of this fin relative to the support structure. The semi-rigid fin, in turn, is coupled to the vehicle through a propulsion and steering assembly, in order to effect, in part, the steering or steering of the vehicle on the support structure. Impulse assemblies may be used, partly or completely, to effect the fin guidance, but in sections of the track where the impulse assemblies are separated by a substantial distance, intermediate guide assemblies of the fin are employed. Since the semi-rigid fin of impulse and direction extends in front of the vehicle for a substantial distance, for example, from 2 to 4 times the length of the vehicle, the semi-rigid nature of the fin will cause this fin to fold laterally through an arch. relatively uniform in the turns. This uniform and gradual bending can be combined with the guide wheels in contact with the track, to reduce the non-comfortable lateral acceleration of the vehicle. In yet a further aspect of the present invention, the transport vehicle is formed with a pair of load-bearing wheels, mounted for rotation to the vehicle body in a longitudinally spaced and substantially axially aligned relationship, and at least one Stringer or track control assembly is mounted to the vehicle body and extends laterally from the load bearing wheels, to engage the guide surface and maintain the vehicle in a stable rolling orientation. The method of the present invention is comprised, in brief, of the steps of supporting an elongated, semi-rigid fin from the vehicle, more preferably in a generally vertical orientation, and the fin has a length dimension substantially greater than the length of the vehicle. . This fin extends forward of the vehicle and preferably backwards, by at least one dimension of the length of the vehicle, and this fin is formed as a semi-rigid element, which is secured to the vehicle for the transmission of forces, both impulse and lateral, from the fin of the vehicle. In one aspect of the method, the step of applying both tension and compression forces to the fin, through the drive assemblies frictionally engaging the fin, is taken to propel and brake the vehicle without buckling the fin. In another aspect of the method, the step of the fin contact on one side by the fin placement assemblies is taken with the positioning assemblies being formed to guide the lateral position of the fin relative to the track, as Vehicle and fin are propelled along the track, to help in the direction of the vehicle along the track. In a final aspect of the method of the present invention, a method of supporting a transport vehicle is provided, comprising the steps of supporting most of the weight of the vehicle on a pair of load-bearing wheels, longitudinally spaced and substantially aligned. and the orientation of the vehicle control roller around the load-bearing wheels, by a roller control assembly. Description of the Drawing Figure 1 is a schematic top plan view of a middle section of the runway and an intermediate station in a transport system constructed in accordance with the present invention. Figure 2 is a schematic top plan view of an end section of the track and an end section constructed in accordance with the present invention. Figure 3 is an enlarged view in end elevation, in cross section, taken substantially along the plane of line 3-3 in Figure 2, showing the track with the transport vehicles shown in silhouette. Figure 4 is an enlarged end elevational view, taken substantially along the plane of line 4-4 in Figure 1, showing the intermediate station and runway, with the transportation system vehicles shown in silhouette. Figure 5 is a side elevation view of a transport vehicle, constructed in accordance with the present invention and supported on the track of Figures 3 and 4. Figure 6 is an end elevation view of a vehicle of the Figure 3, with the propulsion set of the vehicle not shown for ease of understanding. Figure 6A is an end elevational view, corresponding to Figure 6, showing the construction of the track and orientation of the vehicle in one turn.

Figure 7 is an enlarged end elevational view showing details of the vehicle's drive assembly, mounted on the runway, the steering and driving semirigid fin and the steering and suspension assembly of the vehicle. Figure 7A is a schematic end elevation view, corresponding to Figure 7 and illustrating the steering control assembly, suitable for use with the present invention. Figure 7B is a schematic top plan view, taken substantially along the plane of line 7B-7B in Figure 7A. Figure 7C is a schematic view in lateral elevation, taken substantially along the plane of line 7C-7C in Figure 7B. Figure 8 is a schematic, fragmentary, top plan view of the impulse assembly and the semirigid fin of impulse and direction. Figure 8A is a schematic, fragmentary, top plan view, corresponding to Figure 8, of a semirigid, alternative, impulse and direction fin construction. Figure 8B is an end elevational view, in cross section, of an alternative embodiment of a semi-rigid flap, constructed in accordance with the present invention. Figure 9 is a top plan view, fragmentary, sectional view of the track, partially with separate sections, showing the trolley supporting the flipper fin, constructed in accordance with the present invention. Figure 10 is an enlarged, fragmentary top plan view, in cross section, of the impulse and direction fin of the present invention, as it is attached to the pull band and taken substantially along the plane of the line 10- 10 in Figure 11. Figure 11 is a side elevational view of the impulse and steering fin and the pull band shown in Figure 10. The Best Mode of Carrying Out the Invention The transport system of the present invention employs a passive or non-energized vehicle and an active or energized track for the vehicle. Instead of employing an endless loop tensile belt, however, the transport of the present invention is based on the use of a semi-rigid fin, which is attached to the vehicle and is driven by frictional impulse assemblies, distributed as length of the support structure of the vehicle or track. In one aspect of the present invention, the semi-rigid fin provides a structure which can both drive and brake the vehicle, which uses the compressive load along the length of the semi-rigid fin without buckling of this fin. In another aspect of the present invention, the semi-rigid flap is used to assist in steering the vehicle in a manner that reduces the non-comfortable lateral acceleration forces. In the most preferred form, the semi-rigid flap is used to both drive and direct the vehicle. The semi-rigid fin of the transport system of the present invention has a length which is greater than the vehicle, but substantially less than the entire transit path. The length of the fin, combined with its rigidity, intensifies both the propulsion and the direction of the vehicle. The semi-rigid fin, however, will not be formed as a continuous or endless element. Instead, the semi-rigid fin is finite in length, with its length preferably several times the length of the vehicle. The finite length of the flap allows a plurality of vehicles to be moved independently on the track. Alternatively, however, a flexible traction band can be coupled in tandem with the semi-rigid fin to provide an endless loop drive assembly. In another aspect of the present invention, the vehicle is provided with a two-wheel load-bearing suspension having a stringer or roll control assembly, which causes the vehicle to be stable about the roller axis and still have Some of the advantages of operating a bicycle. This suspension also allows reductions in the cost of the construction of the track that supports the vehicle. Referring now to the drawing and particularly to Figures 1 to 3, a transport system is shown in which there is a support structure of the vehicle, generally designated with 1, which in the preferred form is not a pair of conventional rails, but is also referred to herein as a "track". The support structure 21 extends along the transit path, and in automatic systems for moving people, this path will typically be relatively short, for example from 305 meters to 4,800 kilometers. However, it will be understood that the length of the support structure 21 of the vehicle can be several kilometers, without departing from the spirit and scope of the present invention. Mounted on support structure 21 is at least one vehicle, generally designated 22, and in most systems there will be a plurality of transport vehicles 22, such as vehicles 22a, 22b and 22c in Figure 2, carrier in mobile form on track 21 for propulsion along the transit path. As shown in Figures 1 and 2, the vehicles 22 are advanced in the direction of the arrows 23 along the track 21, which tends to be constructed so that the vehicles can pass each other, while traveling in the opposite direction in a close relationship, side by side, over most of the track length. The vehicles 22 can carry passengers or payloads, but, in most applications, the vehicles 22 will have cabins 122, which accommodate the passengers, and movable door assemblies 125 with the windows 130 of the cabin, as best seen in Figure 5. Moving doors 125 can be provided on one or both sides of vehicle 22, depending on the location of the station along track 21. Therefore, as will be seen in Figure 1, a charging station and discharge 24 of passengers is placed between the tracks, which go in opposite directions at an intermediate location to the ends of the support structure. Thus, the doors 1125 will be provided on the inner side of the vehicles 22. In Figure 2, there is shown an end station 26 positioned within an end ring 27 of the support structure 21 of the vehicle, and the doors 125 of new will be inside the vehicle. If a station is placed on the outer side of the ring 27, the doors 125 would be on the outside of the vehicle. As can be seen by comparison of Figures 1 and 2 with Figure 3, the track assembly 21 is shown merely schematically in Figures 1 and 2. One of the important features of the transportation system of the present invention, without However, it is that the vehicles 22 are constructed and supported for movement in a manner that allows the track 21 to be extremely compact in its width dimension, so as to have a minimum "bottom trail" on the ground and a minimum " upper trace ". This compact state is best seen in Figure 3, which shows the track as it typically appears in the vast majority of the transit path. In Figure 3, the support structure 21 of the vehicle can be seen to be supported on towers or vertically extending posts 31, having a cross arm 32, mounted transversely, carried at its upper end. The opposite ends of the cross arm 32 have longitudinally extending I-beams 33, these I-beams have flanges or flanges 34, which face upwards and extend longitudinally, which supply the longitudinal support surface for the vehicles 22b and 22c . As seen from Figure 3, each of the vehicles 22b and 22c includes a load supporting rope 36, which engages and is supported on the rim 34 of the vehicle support structure 21 and, as can be seen in FIG. Figure 2, a second rear wheel 36a or wheel bearing load, is also supported on the flange or rim 34. The wheels 36 and 36a are preferably aligned longitudinally, in a substantial way, to reduce the runway 21 width requirement to a minimum, but they do not have to be in the same plane. While one of the important advantages of the transport system, the guide or track 21 is compact and can be supported in an elevated position for the movement of vehicles in opposite directions by a single tower or pole element 31, it will also be appreciated that the pole 31 can be eliminated and runway 21 can be supported in decline within a tunnel. As can also be seen from Figure 3, close to the center of the transverse arm 32, two arms, extending longitudinally, are rigidly secured to the transverse arm. The vertical extension elements 38 are similarly secured to the arms 37 and the longitudinally extending L-shaped guide flanges 39 are mounted to the extension elements. As will be seen, a track control assembly, generally designated 40 and including a first guide wheel 41 and a second guide wheel 42, rolls on the ascending and descending surfaces of the guide ridges 39. The assembly 40 acts as a stringer assembly or roll control device, which makes it possible for the vehicles 22b and 22c to be supported on only one pair of longitudinally aligned wheels, 36 and 36a, as will be described more fully below. Referring now to Figure 7, further details of the construction of runway 21 and the drive, steering and suspension assembly of the vehicle can be described. Attached to a lower carriage assembly, generally designated 43, is an elongated, semi-rigid flap, generally designated 44. This flap 44 is engaged by a ball joint 143 to an arm 146, which extends horizontally. This arm 146, in turn, is secured to a transverse beam arm 47, which is coupled to a hinge pin 116 and therefore to the frame or chassis of the vehicle. The frictional impulse forces in one direction along the track 21 are applied to the vane 44 by the impulse assemblies 45, and the impulse forces are transmitted from the semirigid vane 44 to the arm 146 and to the transverse beam arm 47 through the hinge pin 116 to the frame 133 for driving the vehicle 22 along the support structure 21, as will be described later in greater detail. In the transport system of the present invention, however, the flap 44 is not merely a flexible traction band, capable of supporting only tension forces. Instead, the fin 44 is a semi-rigid fin that has sufficient rigidity to both brake and propel the vehicle 22, with the use of the compression load, by the length dimension of the fin, without crushing or buckling longitudinal of this fin. Thus, the traction belts of the prior art have traditionally been quite flexible and unable to load compressive for braking or propulsion of vehicles. Applying a compressive force along the length of such traction bands, will immediately cause the band to be buckled longitudinally along the track, which, of course, is not acceptable. Referring now to Figures 7 and 8, one can see the preferred shape of the semi-rigid fin 44 that includes a relatively rigid elongate plate 49. This plate 49 can be provided by spring steel, aluminum, fiber reinforced plastics, for traction, or similar plate material, which can withstand significant compressive loads without buckling. The opposite sides of the plate 49 are preferably covered by a resilient rubber layer 51, natural or synthetic. As will be explained below, the rubber layers 51 can advantageously be grooved or ribbed at 52, to make them resiliently compressible between the opposing pulse wheels 48 of the impulse assemblies 45, and the layers 51 can be adhesively bonded or through the vulcanization to plate 49.

As shown in Figure 8A, however, an alternative embodiment of the semi-rigid flap 44 employs rubber layers 51a, attached to the steel plate 49a, these layers are not grooved. The purpose of the slots 52 in Figure 8 is not to provide flexibility in the vane 44, but to provide the resilient compressibility in the thickness dimension, in order to allow the opposing pulses 48 to be mounted in fixed centers. The frictional impulse of the flap 44 is ensured by mounting the wheels 48 for the interference coupling and the resilient compression of the grooved layers 51. In Figure 8A, at least one of the driving wheels 48a is resiliently oriented, for example by a orientation spring 53, towards the vane 44a to ensure a sufficient frictional engagement of the vane 44a by the opposing pulses 48a. In yet a further alternative embodiment of the semirigid flap of the present invention, weight savings are achieved, as shown in Figure 8B. The semirigid flap 44b is constructed of a relatively rigid plate 49b, which has tubular strengthening elements 152, secured along the plate edges, top and bottom. Bent on the opposite sides of the plate 49b are the rubber layers 51b, which are shown here without being grooved. The fin construction of Figure 8b achieves the desired stiffness, while allowing the plate 49b to be thinner and thus lighter in weight. In the preferred form of the semi-rigid fin 44, the plate member 49 will have a thickness dimension in the range of 6.35 to 25.4 mm, depending on the material used. For constructed pins, as shown in Figure 8B, even thinner plates 49b are believed to be possible. The height dimension of the plate will vary from about 15.24 to 30.48 cm, and an upper edge 54 of the plate 49 can be mounted by the ball joint 143 to the arm 146. Each rubber layer 51 will typically have a thickness dimension in the range of about 6.35 to 12.70 mm, and will cover most of both sides of the fin plate 49. As will be understood, the semi-rigid fin 44 also has some degree of lateral flexibility, ie, it must be capable of bending laterally around the smaller radius along the transit path. As shown in Figure 2, the smaller radius will often be in the end ring section 27 of the support structure, although it will be understood that the minimum track radius may occur in other locations. While a zero plate, or a similar rigid fin assembly, which is 6.35 to 25.4 mm thick, is very difficult to bend over a short length, as the length of the plate increases, the deflection or side bending reaches be easier In the present invention, the semi-rigid elongated fin 44 has a length along the transit path or track 21, which is substantially larger than the length of the vehicle and is still less than the length of the entire view. This length of the high, therefore, allows the semi-rigid fin to be displaced laterally or bent, as it travels along the runway. As used herein, the term "vehicle length" will mean the length along the track 21 of a governable unit of the general assembly that is propelled along the track. As illustrated in Figures 1 and 2, the vehicle 21 is shown as a single governable unit, but it will be understood that two or more such units can be coupled together in tandem to form a train. More typically, the length of the fin 44 will be four to six times the length of the vehicle and, in most cases, less than 10 times this length of the vehicle. If a governable vehicle unit 22 typically has a length in the range of 6.10 to 12.20 meters, the semi-rigid flap 44 will have a length in the range of 24.4 to 122 meters. In the form of the transportation system, illustrated in the drawing, the preferred length of the vehicle 22 is about 6.10 meters from the front wheel 36 to the rear wheel 36a, while the length of the semi-rigid flap 44 is around 37.2 meters, or slightly greater than six times the length of the vehicle. A steel plate, still with layers of rubber on both sides, which is 37.2 meters long, can be easily laterally deviated around a radius which is, for example, approximately 12.2 meters, as shown in FIG. end ring section 27 of Figure 2. The semi-rigid fin will extend for approximately two and a half lengths of the vehicle in the front, and two and a half lengths of the vehicle in the rear part of this vehicle 22, making its bending or deflection around a turn, which has a radius of 12.2 meters, relatively easy. Over a short distance, however, the thrust vane 44 is very capable of withstanding the pulse forces of both tension and compression from the thrust assemblies 45. Thus, as the semi-rigid vane 44 passes between pairs of driving wheels 48. , these driving wheels can apply a tension or pulling force in front of the vehicle to pull this vehicle 22 along the track 21, in a conventional manner. However, additionally, the thrust assemblies 45 can also apply compression forces along the fin 44, behind the vehicle, to propel this vehicle along the track.

Similarly, in braking a compressive force can be applied in front of the vehicle, without lateral buckling of the semi-rigid flap 44. The semi-rigid nature of the thrust fin 44, plus its length, makes it possible for the thrust assemblies 45 to apply compression loads for both propulsion and braking over a substantial length of the fin. Thus, many drive assemblies in traction and compression can be used to accelerate and decelerate the vehicles 22 and yet these vehicles will not have to be attached to a single endless belt or pull rope. The semi-rigid flap 44, therefore, eliminates the need to brake the vehicle wheels 36, 36a or use auxiliary braking assemblies, mounted on the track, and allows both tension and compression loads along the fin, for carry out the propulsion. The buckling of the fin 49 is prevented by the semi-rigid nature of this fin and its support by the thrust assemblies 45 and the guide assemblies of the fin, and yet this fin can be propelled around curves that are sufficiently small in radius, due to the length of the fin. Likewise, the rigidity of the flap 44, together with its length substantially greater than the length of the vehicle, gives the present transport system greatly improved impulse and braking capabilities, which will accommodate a wide range of loads and speed profiles, in comparison with the prior art systems. As noted above, the thrust assemblies 45 provide the lateral support of the fin 44, this support along the length of the fin 44 is combined with the rigidity of the fin to prevent buckling. As will be described in more detail below, the auxiliary fin guide assemblies may also be supplied intermediate to the impulse assemblies 45 to further ensure that the semi-rigid fin is supported laterally against buckling. Such fin guide assemblies also provide the dual function of guiding or steering the fin, so as to ensure its precise lateral position as the fin and the vehicle are propelled around the support structure 21. As noted below, this function Guide is also an important aspect of the present invention and is used, in part, to effect the lateral steering of the vehicles 22. Before describing the steering function of the present invention, further details of the support of the assemblies will be described. of track and impulse. Referring again to Figure 7, the longitudinally extending I 33 beams at each end of the transverse arm 32 have drive motors 61 mounted thereon by means of supports 62. In the preferred form, the shaft The motor output 63 has a pinion gear 64 mounted therein, which drives a ring gear 66, mounted on the inside of the drive wheel 48 frictionally. The driving wheel 48 is mounted by bearings 67 to a support shaft 68. As will be seen from Figure 7, the wing 44 is mounted on a side of 1 central flange 71 of the I-beam, so that a wheel of The impulse must extend through an opening 69 in the central flange 71 of the I-beam 33, in order to couple the fin 44. The provision of the openings periodically along the central flange 71 will not materially affect the resistance. General of the I-beam. The motor 61 will typically be of the order of an electric gear motor of one to four horsepower, HP, (746 to 2984 watts) and most preferably, two HP motors are employed ( 1492 watts). As will be understood, the thrust assemblies 45 can also comprise a drive wheel and an opposite auxiliary wheel, instead of two driven wheels or rollers. Mounted below the cover or protective housing 72 are conduits 73 for motor controls, communications and electrical power. In the preferred form of the transport system of the present invention, the motors 61 are operated substantially only when the vane 44 of the vehicle passes between, or closely approaches, an impulse assembly 45. Thus, as can be seen in Figure 2, the support structure or track 21 of the vehicle includes preferably a fin or vehicle sensing device, such as optical or magnetic sensors, which can detect the position of the fin or vehicle along track 21 Sensors 75 and pulse assemblies 45 can be coupled to the central controller 80 by conductor lines 85 in the conduits 73 and can be activated as the fins advance, from the central control computer 80. The operation of the impulse assemblies 45 can be terminated by the controller, as the fin passes beyond a particular set of drive wheels. During the passage of the fin between the drive wheels, the computer 80 will also cause the drive wheels to accelerate or decelerate the fin and the vehicle, according to the desired speed profile along track 21. The energy at Vehicle for lighting, HVAC and audio communications can be supplied by an energy rail assembly 76, carried on the transverse arm 32 and slidably receiving a set of brushes 77 mounted from the arm 78, which depends downwards, from a portion of the vehicle, for example the arm 47. In order to provide maintenance for the runway 21 and further to provide an emergency runner for the passengers, a grid assembly 79, extending longitudinally, can be provided along the an edge of the cross arms 32. This grid assembly will extend along the runway so that passengers can walk on it for lengths between the towers s 31 to emergency exit stairs (not shown) carried by the towers. Referring now to Figure 4, the only difference in the construction of the track compared to Figure 3 is that the I-beams 33 on which the vehicles 22 are supported have been separated. As shown in Figure 1, this separation will allow the placement of a platform 24 between the vehicles 22 for loading and unloading the vehicles on the opposite sides of a single platform 24. A single cross arm 32 can be supported from a pair of vertical towers or posts 31 and 31a, and an elevator 81 can be placed to service platform 24, like stairs 82. In locations where snow can be expected to fall, it is advantageous to form platform 24 as a grid-like platform open, but it will be understood that the roofs and enclosures may also be provided on platforms 24 and 26. Continuing with the impulse function of the transport system of the present invention, it will be appreciated that while a semi-rigid fin is required for compressive loads and to assist In the braking or driving of vehicles, there will be sections of the traffic path that essentially require only that substantial maintenance be maintained. Constant speed of the vehicle. As can be seen in Figure 2, therefore, once the constant speed has been reached, the distance between the impulse assemblies 45 increases, and the number of impulse sets per unit length of the track 21 decreases. In one aspect of the present invention, it is convenient to be able to have separate vehicles, so that one vehicle can move while the other is stopped. The use of the propel thrust wing approach allows, for example, the vehicle 22a to be stopped at the station 28, while the vehicle 22b moves at a speed and the vehicle 22c moves at another speed. Such independent operation is controlled by the computer 80 and the sensors 75 of the vehicle / fin, along the track or support structure 3 ¡21. In another aspect of the present invention, however, a continuous pulse assembly is provided along the track 21, with all vehicles 2 moving substantially at the same speed and stopping at the same moment. In such a system, the semi-rigid flap 44 is coupled to a flexible traction band 86, as best seen in Figures 10 and 11 and as schematically represented in Figure 1 by dotted lines 86. Thus, a semi-rigid flap 44 of impulse has been coupled to the front and rear ends 87 of a flexible traction band 86. Such coupling can be achieved by fasteners 88, which pass through the body 89 of the pull band and an end section of the steel plate 49 of the thrust vane 44. Figure 2 illustrates a continuous loop configuration in which the sections of the flexible traction band 86 extend between the drive vanes 44 of the vehicle in sequence. The most advantageous application for the use of an impulse vane 44 and a tandem traction band 86 is in a shuttle-type application. This will allow the flexible band 86 to be rotated around a very small diameter winch, for example from 25.4 to 127 centimeters, and the impulse vanes 44 need not be flexible enough to bend around this small radius. The tandem approach of the fin / band allows the computer controller 80 to apply a compressive load on only the momentum flap 44. An area may be in an area ahead of the vehicles 22, since they enter stations 24 and 26, to decelerate the vehicle and stop it at the station. In stretches of the transit path in which the vehicles 22 are traveling at a substantially constant speed, however, and in areas of acceleration, the controller 80 can cause the drive assemblies 45 to apply tensile or tension force to the vehicle. both the fin 44 and the flexible traction band 86. The tandem coupling of the traction band to the semi-rigid fin 44, therefore, allows to increase the impulse force, which can be applied along the tandem assembly of the fin-band by the tension forces applied to the band 86, like enabling turns around a small radius. As will be appreciated, even the semi-rigid fins will need to be remotely supported from the vehicle 22, if its length is several times that of the vehicle. In the preferred form, the mobile support of the elongate semi-rigid flap 44 is achieved by using one or more trolley assemblies, generally designated 91, as best seen in Figure 9. The trolley assembly 91 may include a main wheel 92 supporting load, which mounts the upper flange 34 of the I-beam 33 and the opposite side wheels, 93 and 94, of guide (shown in interrupted lines), whose guide wheels mount the opposite edges of the rim 34. Depending on downwardly of the wheel 94 is a U-shaped arm 96, which extends around the guide wheel 94 and again inside the semi-rigid flap 44. The flap 44 can be secured, for example, by welding or screwing to the arm 96. Thus, the flap 44 is supported from the trolley 91 below the upper flange 34 of the I-beam 33, so that the weight of the semi-rigid flap does not have to be cantilevered, nor will it deviate downward with respect to a, the vehicle. The trolley assemblies 91 can be placed periodically along the length of the semi-rigid fin, as best seen in Figure 2. Many other forms of fin support trolleys are suitable for use in the transportation system. the present invention. As will be appreciated, the guide wheels 93 and 94, on the trolley 91, not only guide the trolley, but they also laterally place the vane 44 relative to the rim 34 of the I-beam. While it will be possible to guide the lateral position of the driving vane 44 only using the trolley assemblies 91, it is preferable to guide the lateral position of the vane 44, partly, using a combination of trolleys 91, thrust assemblies 45 and track-mounted fin guide assemblies, generally designated 98. As shown in Figure 9, three types of fin guide assemblies are employed, in addition to the trolleys 91. First, the impulse assemblies 45 also function as fin guide assemblies. Also, on the right side of the trolley assembly 91 is a pair of roller guide wheels 99 without power, while on the left side of the trolley assembly 91 there is a pair of sliding guide surfaces 101. The precise lateral location of the flap 44 relative to the rim surface 34, therefore, can be controlled by the thrust assemblies, the roller guides or the sliding guides. Thus, the mounting brackets for the driving wheels 48, for guide rollers 99 and for the guide surfaces 101 can all be adjusted so that the semi-rigid flap 44 is precisely positioned relative to the rim 34. The tapered protruding portion 97 of the vane 44 facilitates the entry of the thrust vane 44 between the wheels 48 of the pulse assembly, as do the guide rollers 99 and the guide surfaces 101. Obviously, it is preferable that the guide surfaces 101 and the Flap projection 97 are low friction surfaces, such as Teflon or the like, and it is also possible to use guide rods (not shown) that extend longitudinally for the entire length between adjacent pulse assemblies 45. Since the combination of impulse assemblies 45 and guiding elements 98, must occur sufficiently frequently to prevent buckling of the semi-rigid flap, flap 44 is also placed laterally on its side. completeness in relation to the rim 34 of the I-beam 33. Thus, while the semi-rigid flap 44 can be gradually bent or laterally offset over a long distance, the deviation between the adjacent guide elements 98 or between the guide elements 98 and the sets of impulse 45 is minimal. Therefore, the rigidity of the flap can be used not only to drive and brake the vehicle 22, but also as part of a vehicle steering assembly 22, but also as part of an assembly for steering the vehicle 22 a along the support flanges 34 and support structure 21. However, it will be understood that the semi-rigid flap 44 can simply be attached to a non-governable portion of the vehicle and used only for propulsion of the vehicle. Therefore, the steering can be achieved by other conventional means, independently of the wing 44. Conversely, the wing 44 can be used only as part of a steering assembly, with the vehicle being propelled by other conventional means. The semi-rigid flap 44, therefore, can be considered as a momentum fin, steering fin or, more preferably, a momentum and direction fin. Also, as noted below, fin 44 is also part of a safety assembly. Referring now to Figures 5, 7 and 7A, the suspension function of the lower carob assembly 43 of the present invention can be described in greater detail. The load-bearing wheel 36 is supported by an axle assembly, generally designated 111, which includes a U-shaped element or a fork 112, which is screwed at 113 to the beam arm 47, which is tilted downwards and it extends transversely. A hinge pin or steering shaft 115, oriented substantially vertically, is mounted to one end 117 of another transverse arm 118, which extends from the vehicle chassis or the load support frame 133. The fork element 112 and the hinge pin or steering shaft 116 are mounted for relative pivoting about a pivot 161, which is oriented substantially vertically. The chassis arm 118 extends inwardly and rearwardly from the load support wheel 36, until it reaches an inner end 123. An upper surface 124 of the inner end 123 of arm, supports the pneumatic spring 126, while a lower surface 127 of the arm end 123 supports a post 128, which extends downwards, which it joins the beam element 129, which extends longitudinally. As best seen in Figures 5 and 7C, the beam element 129 extends longitudinally under the floor of the car 122 of the vehicle to the rear wheel 36a. Also mounted to the front end of the frame 133 is a post 134, which extends upwards, which is behind the spring 126 and has a beam 110, horizontal and transverse, mounted thereto. A second post (not shown) is provided on the other side of the frame member 133, and this second post extends and is secured to the other end of the cross beam 136. This beam 136 supports the weight of the vehicle through a second beam and the pivot assembly, as well as a second pneumatic spring, and the external wheel 36 provided at the other end of the transverse beam 136. Since the vertical post 134 is behind the pneumatic spring 136, a cantilever element 137, which horizontally extending (Figure 5) extends over pneumatic spring 126. A lower or downward facing surface, 138, horizontally extending 137, engages the upper surface of pneumatic spring 126 and cooperates with the upwardly facing surface 124 to compress the spring 126 therebetween. Thus constructed, two beams 129 on the opposite sides of the vehicle, will compress two pneumatic springs 126 between the surfaces 138 and 124 in the opposing elements 137 and the end 123 of the arm 118. Such vertical displacement of the beam 129 upwards and downwards against the pneumatic springs 126 suspends the weight of the vehicle resiliently with respect to the rim 36 bearing load. The same lower carriage assembly 43 can be used to support the rear end of the frame 133 with respect to the rear wheel 36a. In Figure 7C, a stabilizing articulation form is shown between the frame 133 and the longitudinal beams 129. A T-piece, 171, can be secured to the beams 129 and have ball or flexible bushes, 174, mounted on the opposite arms of the T-element. The connections 176 extend longitudinally from the T-element 171 in opposite directions and are coupled to the frame 133 by coupling assemblies 172 and 173. As shown, a coupling assembly 173, of three pivots , of the type widely used in the automobile industry, is shown, but it is believed that a bushing or rubber block can also accommodate the necessary displacement, while ensuring that the displacement of the springs 126 along a substantially vertical axis is maintained. . Other forms of vehicle suspensions are suitable for use in the present invention, and the suspension assembly is not considered as a novel feature of the present invention. A form of steering assembly, suitable for use in the vehicle of the present invention, can be described with reference to Figures 7, 7A, 7B and 7C. As seen in Figures 7 and 7A, the shaft assembly 111 and the beam arm 47 are mounted for pivotal movement about the hinge pin 116 and the pivot shaft 161, which effects the turning of the wheel 36 on the upper flange 34 of the I-beam 33. In Figure 7B, the pivoting of the beam arm 47 will result in the change of the angle α of the arm 47, with respect to the flap 44 and the sides or edges of the upper flange 34 of the I-beam 33. In Figure 7B, the upper rim 34 is removed to show the vane 44 and the address bar 141, but it will be understood that the edges 156 of the rim of the lower beam and edges 154 of the rim upper 34 (Figures 7A and 7C) will typically be vertically superimposed. Therefore, by controlling the angle a between the arm 47 and the chassis element 129, the steering of the wheel 36 can be effected. As shown in Figures 7, 7A and 7B, the control / adjustment of the angle a and the direction of the vehicle 22 are achieved using the guide rollers 147, which roll over the edges 154 of the rim 34 of the upper beam in I. Mounted to extend longitudinally along a side near the beam in I 33, there is a bar elongate direction 141. This bar 141 may have a cross section, as shown in Figure 7, k to resist lateral bending around the vertical axis and preferably has a length of several meters, for example 1.5 meters. The ends 157 of the steering rod 141 have transversely extending arms 144 mounted thereon, which go through the upper part of the rim 34. An extension arm 149 secures one end of the arms 144 and the rollers 147 to the steering bar 141 and, as mentioned above, the guide rollers 147 are mounted on, and are guided by, the opposite edges 154 of the rim 34. The steering rod 141 is coupled to the stringer arm 47 by a bushing assembly. 142, which is slidably mounted on the arm 146, which extends from the stringer arm 47. The bushing is located between the ends of the bar 141 and is formed to allow axial displacement of the arm 47 and the arm 146 towards or away from the ball joint 143, by which the arm 47 engages the fin 44. The bar 141 is maintained at a known position relative to the beam at I by the guide rollers 147. If the bar of direction 141 pivotea alred For example, as a result of the horizontal curve in the track or beam in I 33, such pivoting will be transmitted from the steering bar 141 by the bushing 142 to the stringer arm 47. The pivoting of the arm 47 around the joint 143, in turn, causes the pivoting of the wheel 36 around the hinge pin 116 relative to the chassis 129 of the vehicle and the frame 133. Thus, as the guide rollers 147 follow the edges 154 of the beam , the steering bar 141 pivots or tilts, causing the arm 47 to pivot about the hinge pin 116 and the wheel 36 to be governed, along the rim 34.

Assuming that the vehicle 22 is traveling in the direction of the arrow 157a in Figure 7b, the stringer assembly 40 will produce a pulling force at the end of the arm 47 in the direction of the arrow F0, which will also tend to decrease the angle and rotating the wheel 36 on the rim 34. However, the guide rollers 147 will similarly produce net reactive forces, as indicated by the arrows F] _, which will tend to displace and equal F0. It is also advantageous to have the steering rod 141 moved towards the stringer assembly 40 from the turning plane 162 of the wheel 36 by an amount, d, shown in Figure 7A, to equalize the effect of the driving forces. Since precise dynamic equilibrium is not possible, therefore, particularly when considering the wind load and the like, the guide wheels 147, therefore, supply the dynamic torque necessary to balance the dynamic drag forces of the spar, guide rollers, wind load, etc. The vehicle of the present invention can be governed using a front steering wheel only, as described above, but, in the preferred form, the vehicle 22 has a front steering wheel 36 and a rear steering wheel 36a. As can be seen in Figure 7C, the rear wheel 36a is mounted to the hinge pin 115a, and a steering bar 141a extends longitudinally and engages a stringer arm 47a by a coupling bushing 142a, in the manner described for the front wheel 36. Since the longitudinal beams of the vehicle 129 do not bend in the curves, but the flap 44 does, the coupling 151 between the arm 146a and the flap 44 must be able to slide or move with respect to the flap 44. Again, the longitudinal displacement in the curves will be small, for example 0.0762 cm, the coupling 151 may be a rubber coupling instead of a sliding connection. In the steering assembly for the front wheel 36, the vehicle direction is effected by the offset direction of the beam edges 154. In the rear wheel assembly 36a, the semi-rigid flap 44 is used for steering the vehicle 22. The steering rod 141a is coupled to the guide rollers 147a, which are mounted on the sides of the vane 44, instead of the edges 154 of the flange or flange. Thus, a guide roller, or slider, can engage the opposite sides of the vane 44 at each end of the steering rod 141. The rollers 147a do not roll along the vane 44, because the vane and the bar The steering wheels travel together with the vehicle 22. The rollers 147a (or slides) need only accommodate the lengthening of the vane relative to the steering bar 141, of fixed length, in the curves. As described above for the front wheel 36, when a horizontal curve in the support track 21 is encountered, the flap 44 will cause deflection by a combination of impulse assemblies 45 and the fin guide assemblies 98. The induced curvature in the vane 44 will be "seen" by the guide rollers 147a and the steering rod 141a will be pivoted. This, in turn, causes the pivoting of the arm 47a, through the bushing 142a and the arm 146a, with the result that the rear wheel 36a will be governed by the semi-rigid flap 44. In the transportation system of the present invention, therefore, the guided semi-rigid fin 44 can be used as a steering mechanism, either alone or in combination with the displaced direction of the support structure. It is believed that the use of the semi-rigid fin to effect, at least in part, the direction of the vehicle, will make possible the rigid nature of the fin to smooth the curves or decrease the lateral accelerations of the cabin, not comfortable. The length of the fin, in combination with its rigidity and guidance, allows the anticipation and smoothness of the curves. However, as will be appreciated later, the steering assembly for the rear wheel 36a may be identical to that of the wheel 36, with the exception that a coupling 151 must be included to accommodate the relative longitudinal displacement occurring in the curves. While the thrust wing and the steering fin, concepts of the present invention, are applicable to vehicles 22 that are supported from a pair of front wheels and a pair of rear wheels bearing load, as is conventionally the case, the system of the present invention further preferably includes a vehicle in which the vast majority of vehicle loads are supported by a front wheel 36 that supports load and a rear wheel 36a that supports load. Thus, the vehicle 22 is preferably constructed with a bicycle-type load-bearing assembly, in which the vast majority, and preferably about 90 percent or more, of the weight of the vehicle is supported on the front wheel 36 bearing load and the rear wheel 36a supporting load. As can be seen in Figures 3 and 4, the load-bearing wheels 36, 36a and 36a are preferably, but not necessarily, aligned and positioned close to the center of the width dimension of the car 122, again from so that most of the weight can be supported by wheels 36 and 36a. In order to control the rolling of the two-wheeled vehicle 22 around the load-bearing wheels 36, 36a, the transverse beam arm 47 has a guide wheel or track control assembly, generally designated 40, mounted on the same. This guide wheel assembly, as described above, includes a pair of wheels 41 and 42, which are rotatably mounted on the axes 151 to the mounting plate 152 provided on the inner end 153 of the arm 47. Therefore, the Rolling the vehicle 22 around the support wheels 36, 36a is prevented by the guide wheels 41 and 42, which engage the L-shaped guide element 39, laterally spaced from the load bearing flange 34. Some weight can be supported by the guide wheels 41 and 42, but this weight will typically be ten percent, or less, of the total weight of the vehicle. One of the important advantages of the bicycle-type load-bearing wheel assembly of the transport vehicles of the present invention can be understood by comparison of Figures 6 and 6A. The assembly 43 of the bottom carriage of the vehicle 222 is has eliminated clarity from the illustration.- In Figure 6, the vehicle 22 is traveling on a level track, as is typical in a non-curve section. The load bearing wheels 36, 36a are mounted on the rim 34, while the roll control wheels 41 and 42 on the strut spleen assembly 40, rolling along the guide flange 39. Preferably, both wheels are load carriers will have a stringer assembly 40 to stabilize the car 122 at the front and rear of the vehicle. A single stringer can also be used. Figure 6A, in contrast, shows the vehicle 22 in a horizontally curved track section. In order to displace the centrifugal force in the vehicle 22 in a curve, it is preferable to tilt the vehicle inward, as shown by the inclination into the plane 161 of the wheel 36 from a vertical plane 181, which goes through the I-beam center 33. The inclination to the interior to accommodate the centrifugal force can be achieved by using a bicycle-type load-bearing system of the vehicle of the present invention, simply by raising or lowering the relative positions of the rim 34 and the control surface 39 for guidance or rolling. Much in the same way as a bicycle accommodates the inclination to the interior in curves by compression of the inner side of the wheel and the frictional forces between the bottom of the rim with the supporting surface 34, they are not necessary for any of the rim of support 34 or 1 guide flange 39 are inclined. Both flanges, 34 and 39, therefore, are oriented in a substantially horizontal plane in Figure 6A and tilt is achieved by simply changing the relative elevations of those surfaces, wheels 36, 41 and 42 easily accommodate the relative small angular changes required for provide comfort to passengers in a horizontal curve. As shown in Figure 6A, the rim 34 has been raised relative to the guide element 39, but it will be appreciated that the guide member 39 can also be lowered to effect the tilt ratio to the rim 34. Similarly, the curves in the opposite direction can be accommodated by the raising or lowering of either the rim 34 and / or the guide flange 39. Since the lateral position of the vehicle 22 on the rim 34 is being controlled by the steering bar 141 shifted from a semi-rigid fin 44 and the beam edges 154, the vehicle is now not free to move laterally on either the rim 34 or the guide element 39. The relative inclination of the vehicle can be accommodated, however, by mounting the thrust assemblies 40 and / or the guide assemblies 98 on the beams at I 33 at an angle corresponding to the angle of inclination. This can be achieved relatively easily and cheaply, however, while the flanges, 34 and 39, which lean precisely on a horizontal curve have a very substantial expense. Also, this expense increases when a grade or vertical curve is also present in the track. Thus, the use of a bicycle or two-wheel cargo support assembly for vehicles 22 allows the track or support structure 21 to be manufactured with second curved sections horizontally and / or vertically, at a much lower cost required for vehicles in which the entire track must be inclined for curves. This inclination is required, for example, for magnetic levitation and airslip tracks and is combined with the requirement for extremely precise track elevation to greatly increase the cost of the support structure over the cost that can be achieved by using the transport system of the present invention. In a final aspect of the present apparatus, the flap 44 supplies part of a safety structure for the vehicle 22. As can be seen in Figure 7, the transverse spleen 146 and the ball joint 143 are attached to the semi-rigid flap plate 49 in a position below the upper flange of the I-beam 34. Extending outwardly on the rim 34 is a hook element 182, which curves around the lower side of the flange 34, opposite the flange 44. Thus, the hook 182 and the fin / arm 44/146 enclose a sufficient portion of the rim 34 to prevent the vehicle from falling or being fully directed in displacement of the I-beam 33 in the event of a steering failure or other malfunction. .

Having described the apparatus of the present invention, three aspects of the method of the present invention can be described. In a first aspect, a method of driving a transport vehicle 22 along a support structure 21, is provided, which includes the steps of mounting an elongated fin semi-rigid to the vehicle 21, with the fin having a length dimension greater than that of the vehicle 22 and less than that of the runway 21. The next step in the vehicle drive method 22 is the step of supporting the semi-rigid flap 44 at longitudinal locations along the support structure 21, to be combined with the stiffness of the fin to prevent buckling of this fin 44 under compressive loading forces. This is achieved by laterally supporting the fin 44 by a combination of the thrust assemblies 45, the fin support assemblies 98 and / or the trolleys 91. Finally, the method of vehicle thrust includes the step of applying compression forces to the fin. semirigid 44, through impulse assemblies 45, which frictionally couple the fin to effect braking or propulsion of the vehicle. The impulse assemblies can additionally apply tensile or tensile forces to this fin 44.

The ability to apply both compression and tension forces to a long, semi-rigid fin 44 allows the vehicles in the present transport system to be driven independently of each other and still allows the drive assemblies to apply sufficient braking and propulsion forces. to achieve desirable speed profiles in the shortest transit trajectories, typical of automatic applications to move people. In some applications, and, more advantageously, in shuttles, the pulse method further includes the step of coupling a flexible traction band 86 between the semi-rigid fins 44 to form an endless loop. In a second aspect, a method is provided for the lateral guidance or steering of the transport vehicle on the track 21. The steering method again includes the step of supporting an elongated semi-rigid flap 44 from the vehicle 22. More preferably, the flap It has a length greater than the vehicle and extends at least forward of the vehicle. Next, the step of attaching the flap 44 to a vehicle steering assembly for the transmission of steering forces to the vehicle is achieved. Thus, the steering bar 141a and the arm 146a to a controllable stringer arm 47a, and the steering rod 141a, engage to follow the lateral displacements of the fin 44 by the rollers 147a on either side of the fin. 44 and at opposite ends of the address bar 141a. Finally, the steering method using the semi-rigid flap 44 includes the step of guiding the lateral position of the semi-rigid flap 44 in relation to the support structure 21, as the vehicle 22 is propelled along this support structure. In a final aspect of the present invention, a method is provided for supporting a vehicle 22 on a support structure 21, which includes the step of supporting a substantial majority of the weight of the vehicle 22 on a pair of load bearing wheels, 3 and 36a, longitudinally spaced and substantially aligned. The load-bearing method further includes the step of controlling the rolling orientation of the vehicle 22 by a stringer arm 47, which extends laterally away from the wheels 36, 36a, for the rolling contact of a guide surface, such as the flange 39, with the wheel assembly 40. Preferably, 80 to 90 percent, or more, of the weight of the vehicle 22 is supported on the wheels 36 and 36a, while about 20 to 10 percent, or less, of the weight, is supported on the stringer wheel assembly 40. The load-bearing aspect of the method of the present invention allows over-lifting without tilting either the I-beam flange or the guide flange 39, which greatly reduces the cost of construction of the support structure. As will be appreciated, the method of the present invention contemplates performing various combinations of the steps of the impulse, direction and support method, with the most preferred form of the method combining all three aspects of this method.

Claims (62)

R E I V I N D I C A C I O N S

1. A transportation system, which comprises: a vehicle support structure, which extends along a transit path; a vehicle, supported on the support structure, for movement along it, this vehicle has a length dimension, along the support structure; an elongated semirigid fin, attached to the vehicle, for the transmission of the impulse forces along the support structure to the vehicle, this fin is sufficiently rigid and still sufficiently flexible, continuously, around a vertical axis, for assume a continuous, uniform horizontal curvature along a horizontally curved portion of the transit path and the fin has a length dimension, along the support structure, greater than the length of the vehicle and less than the length of the support structure, and this fin extends from at least one of a front end and a rear end of the vehicle; a plurality of impulse assemblies, positioned along the support structure, for engagement with the opposite sides of the fin, these impulse assemblies apply compression forces to the fin in a direction along the support structure , to carry out at least one of the propulsion and braking of the vehicle; and this fin is sufficiently rigid for the braking and propulsion of the vehicle, by the compressive forces applied by the impulse assemblies, without the lateral buckling of the fin under the compression load.

2. The transport system, as defined in claim 1, and a plurality of fin guidance elements, positioned along the support structure, for coupling and supporting the opposite sides of the fin, according to this fin and the vehicle. they move along the support structure, to cooperate with the rigidity of the fin, to prevent lateral buckling of this fin under the compression load.

3. The transport system, as defined in claim 1, wherein the fin has a length no greater than about ten times the length of the vehicle, and this fin extends from the front end of the vehicle by at least one length of the vehicle. The vehicle and the impulse assemblies are formed by applying both tension and compression forces to this fin.

4. The transit system, as defined in claim 3, and a traction strip, laterally flexible, attached to a front end and a rear end of the fin and extending from the fin over the entire length of the support structure .

5. The transit system, as defined in claim 4, wherein the traction band extends in a ring from the forward end to the trailing end of the fin.

6. The transit system, as defined in claim 5, wherein the support structure is formed in a shuttle configuration, for the shuttle pulse of at least one of the rear and the front of the vehicle, between nearby stations to the opposite ends of the support structure.

7. The transport system, as defined in claim 1, wherein the fin is sufficiently rigid to have influence in the lateral direction of the vehicle on the support structure, through engagement and lateral positioning of the fin; the vehicle has a steering set; and the flap is coupled to this steering assembly.

8. The transport system, as defined in claim 7, wherein the lateral placement of the fin is affected, in part, by the impulse assemblies.

9. The transport system, as defined in claim 7, and a plurality of fin guidance elements, positioned along the support structure, for engaging, and supporting the opposite sides of, the fin for effecting placement. side of this fin to help in the direction of the vehicle in the support structure.

10. The transport system, as defined in claim 7, wherein the fin has a length no greater than about ten times the length of the vehicle, and this fin extends from a front end of the vehicle by at least one length of the vehicle. vehicle.

11. The transport system, as defined in claim 7, wherein the fin is sufficiently flexible laterally to fold laterally around a turn, having a radius of approximately 12.2 meters.

12. The transport system, as defined in claim 7, and a side guide assembly, coupled to the fin and formed to guide the lateral position of this fin relative to the support structure, as the fin moves along of the support structure.

13. The transport system, as defined in claim 12, wherein the side guide assembly is provided by a roller assembly, which is coupled in rolling form to the support structure.

14. The transport system, as defined in claim 1, wherein the fin is formed of a steel plate, having a thickness dimension of at least 0.635 cm. and a height dimension of at least 15.24 cm.

15. The transport system, as defined in claim 14, wherein the steel plate is covered with a layer of rubber on its opposite sides, for frictional engagement by the impulse assemblies.

16. The transport system, as defined in claim 15, wherein the impulse assemblies include a pulse wheel, resiliently oriented in impulse engagement with the rubber layer.

17. The transport system, as defined in claim 15, wherein the rubber layer is sufficiently compressible in resilient form, to drive the pulse assemblies, and these impulse assemblies have a pair of drive wheels, spaced at fixed locations at a distance less than a thickness dimension of the fin, which includes the rubber layer on each side of the steel plate.

18. The transport system, as defined in claim 1, wherein the fin extends both forwardly and rearwardly of the vehicle, by at least about one length of the vehicle.

19. The transport system, as defined in claim 19, wherein the flap extends both forwardly and rearwardly of the vehicle, for a distance equal to at least two lengths of the vehicle; and a fin support trolley assembly, attached to the fin both forwardly and rearwardly of the vehicle, this fin support trolley assembly is formed for the mobile support of the weight of the fin on the support structure, as fin and vehicle move along the support structure.

20. The transport system, as defined in claim 19, wherein the fin support trolley assembly is further formed to guide the lateral position thereof, as this fin and the vehicle move along the structure of support.

21. A transportation system, which comprises: a support structure, which extends along a path; a vehicle, supported on the support structure, for movement along it, this vehicle has a steering set formed for the lateral steering of the vehicle, to follow the support structure, and the vehicle has a length along of this support structure; an elongated semi-rigid fin, attached to the steering assembly, to govern the vehicle, this semi-rigid fin has a length substantially greater than the length of the vehicle and extends parallel to the support structure from a front end of the vehicle, the semi-rigid fin has sufficient lateral stiffness for influencing the vehicle direction laterally on the support structure, and having a sufficiently continuous lateral flexibility to bend at a radius at least equal to a smaller radial horizontal curve on the support structure; and a plurality of fin guide assemblies, positioned along the support structure, for contacting the opposite sides of the semi-rigid fin to the lateral position of this semi-rigid fin, relative to the support structure.

22. The transport system, as defined in claim 21, wherein the semi-rigid fin has a length of no more than about ten vehicle lengths and extends for at least one vehicle length in the front of this vehicle and at least one length of vehicle behind this vehicle.

23. The transport system, as defined in claim 22, wherein the semi-rigid fin is sufficiently rigid to have influence on the direction of the vehicle and to drive and brake this vehicle, with the use of the compression load in a direction as length of the semirigid fin, without buckling of this fin; this semi-rigid fin is attached to the vehicle for the transmission of the driving forces to the vehicle; and a plurality of impulse assemblies, positioned along the support structure, for frictional engagement and momentum of this semi-rigid flap.

24. The transport system, as defined in claim 21, wherein the vehicle includes a front wheel assembly, rotatably mounted to the vehicle, proximate its front end and mounted to the steering assembly to govern this front wheel assembly about a substantially vertical axis, and a rear wheel assembly, mounted to the vehicle, near its rear end by a second steering assembly, formed to govern the rear wheel assembly about a substantially vertical axis; and the semi-rigid fin is attached to both the steering assembly for the front wheel assembly and to the second steering assembly, for the simultaneous influence of the steering of both the front wheel assembly and the rear wheel assembly, on the side bending of the semirigid fin.

25. The transport system, as defined in claim 24, wherein the front wheel assembly includes a single load-bearing wheel, a longitudinally extending beam of the load-bearing wheel, and at least one Rolling control wheel, mounted to the beam, to rotationally engage a guide surface on the support structure, for vehicle orientation during the movement around the axis of rolling, which extends laterally, placed next to the coupling of the wheel of load support with the support structure.

26. The transport system, as defined in claim 21, wherein the vehicle has a front wheel assembly, with a front wheel that supports load, and a rear wheel assembly, with a rear wheel that supports load, this front wheel and the rear wheel is mounted to the vehicle in substantial axial alignment to travel over the support structure, along substantially the same track; and the steering assembly is provided as a steering assembly of the front wheel, which mounts this front wheel for steering about an axis oriented substantially vertically.

27. The transport system, as defined in claim 26, and a steering assembly of the rear wheel, mounted to the vehicle and mounting the rear wheel for steering about an axis oriented substantially vertically; and the semi-rigid fin engages both the front wheel steering assembly and the rear wheel steering assembly.

The transport system, as defined in claim 27, wherein the support structure includes a longitudinally extending guide surface; and the front wheel assembly includes a front stringer arm, which extends laterally of the load bearing front wheel, and a front wheel control wheel assembly, mounted to the front stringer arm and formed to engage the guide surface in the support structure, for controlling the rolling orientation of the vehicle around a rolling axis close to the central plane of contact of the front wheel with the supporting structure.

29. The transportation system, as defined in claim 28, in which the rear wheel assembly includes a rear stringer arm, which extends laterally of the rear load bearing wheel, and a rear wheel control assembly, mounted to the arm of the rear wheel. rear stringer and formed for the coupling of the guide surface on the support structure, to control the rolling orientation of the vehicle around a rolling axis, close to a central plane of contact of the rear wheel with the supporting structure.

30. The transport system, as defined in claim 29, wherein the front wheel and the rear wheel support at least eighty percent of the vehicle load on the support structure.

31. The transport system, as defined in claim 21, wherein the vehicle is supported in rolling form on a rim, which bears load, on the support structure, by a bicycle wheel assembly, which includes only two wheels of shoring support and at least one stringer assembly, which couples the guide surface on the support structure, to control the rolling orientation of the vehicle around said ridge.

32. The transport system, as defined in claim 31, wherein the two load-bearing wheels are sufficiently large in diameter and the vehicle is formed to support at least ninety percent of the vehicle's load on the wheels of load support.

33. The transport system, as defined in claim 31, wherein the support structure includes a track provided by the upper flanges of a longitudinal assembly of a plurality of I-beams, and the wheels, which bear load, roll over the upper flanges.

34. The transport system, as defined in claim 31, wherein the stringer assembly includes a pair of opposed rolling control wheels, positioned to engage the guide surfaces, upper and lower, of a guide flange, which is extends horizontally, on the support structure.

35. The transport system, as defined in claim 23, wherein the impulse assemblies also function as the fin guide assemblies, spaced along the support structure and placed to a lateral position and support the semi-rigid fin.

36. The transport system, as defined in claim 35, wherein the guide assemblies are positioned in the intermediate position of the fin pulse assemblies.

37. The transport system, as defined in claim 21, wherein the fin guide assemblies are formed by the sliding contact with the semi-rigid fin.

38. The transport system, as defined in claim 21, wherein the fin guide assemblies are formed for rolling contact with the semi-rigid fin.

39. The transport system, as defined in claim 21, and a side guide assembly, coupled to the semirigid fin and formed to engage the support structure to assist in lateral guidance of the semi-rigid fin.

40. The transport system, as defined in claim 39, wherein the lateral guide assembly is formed for the rolling coupling with the support structure.

41. The transport system, as defined in claim 39, wherein the lateral guide assembly is provided by a fin support trolley, mounted for guided movement along the support structure.

42. The transport system, as defined in claim 31, wherein the guide surface is vertically offset with respect to the rim, in areas of horizontal curves and both the load bearing rim and the guide surface are substantially substantially oriented horizontal.

43. The transport system, as defined in claim 21, and a flexible traction band, coupled to each of the opposite ends of the semi-rigid fin and extending forward and backward of the semi-rigid fin, for propulsion of the vehicle, in part, by the application of tension forces to the traction band.

44. The transport system, as defined in claim 43, wherein the traction band extends in a ring, from a forward end of the semi-rigid fin to a rear end of the semi-rigid fin over the length of the support structure of transit; and the support structure is configured as a shuttle system.

45. A vehicle for use in a transportation system, this vehicle comprises: a vehicle body; a pair of load bearing wheels, mounted for rotation to the body, in a longitudinally spaced relationship; at least one strut bearing control assembly, mounted to the body and extending laterally of the wheel, for contact with a guide surface laterally positioned on the wheels; a mounting assembly for coupling a propulsion element to the vehicle for effecting propulsion of the vehicle along a support structure; wherein, at least one of the load-bearing wheels is mounted to a steering assembly, for turning the load-bearing wheel about a vertical axis, and an elongated semi-rigid flap, in a substantially vertical orientation and coupled to the assembly of direction, this semi-rigid fin has a length greater than, and extends forward, the vehicle.

46. The vehicle, as defined in claim 45, wherein the load bearing wheels are aligned substantially longitudinally; the load-bearing wheels are each mounted to their own steering assembly, to flip about a vertical axis; and the semi-rigid fin is coupled to both sets of direction.

47. The vehicle, as defined in claim 45, wherein the mounting assembly is formed by coupling a semi-rigid fin there in a vertical orientation for the transmission of both steering and propulsion forces to said vehicle.

48. A method for laterally guiding a transport vehicle, having a length dimension on a support track, during the movement of the vehicle, along the support track, this method comprises the steps of: supporting a semi-rigid fin elongated, flexible continuously, from the vehicle; coupling the semi-rigid fin to a vehicle steering assembly for the transmission of steering forces to the vehicle; and guiding the lateral position of the semi-rigid fin relative to the support track, as the vehicle is propelled along the support track, to cause the vehicle to follow the semi-rigid flap as this vehicle is propelled along the support structure.

49. The method, as defined in the claim 48, in which the coupling step is achieved by coupling the semi-rigid flap to a longitudinally extending steering rod, connected to pivot the steering assembly about a vertical axis.

50. The method, as defined in claim 48, wherein the step of propelling the vehicle along the support track, by frictional contact and driving the semi-rigid flap with a plurality of impulse assemblies, placed along the the support track.

51. A method for supporting a transport vehicle on a support structure, for the movement of the vehicle along the support structure, comprising the steps of: supporting a substantial majority of the weight of the vehicle on a pair of wheels load support, longitudinally spaced and substantially aligned; controlling the rolling orientation of the vehicle around the load-bearing wheels, by a stringer assembly, which includes an arm extending away from the load-bearing wheels and a track control assembly, mounted to the arm and coupling a spaced guide surface of the load-bearing wheels, this step of controlling the rolling orientation of the vehicle, is achieved by the rolling coupling of the rolling control assembly, with the guiding surface, and the step of governing the vehicle along the support structure, with the use of, at least in part, an elongated semirigid fin, coupled to a steering assembly for the vehicle.

52. The method, as defined in claim 51, and the step of propelling the vehicle along the support structure by the frictional engagement of an elongate semi-rigid flap, coupled to the vehicle, for the transmission of propulsion forces.

53. The method, as defined in claim 51, wherein during the propulsion stage, govern the vehicle, at least in part, using the semi-rigid flap.

54. A method for driving a transport vehicle, having a length dimension, along a support structure, on a transit path, comprising the steps of mounting an elongated, semi-rigid, continuously flexible fin to the vehicle, this fin has a longitudinal dimension greater than the length dimension of the vehicle and smaller than the support structure; supporting the semi-rigid fin at longitudinal locations along the support structure, close to each other, to be combined with the stiffness of the fin to prevent buckling of this semi-rigid fin under compressive loading forces; and applying compression forces to the semi-rigid fin through the impulse assemblies, frictionally coupled to the semi-rigid fin, to effect at least one of propulsion and braking of the vehicle.

55. The method, as defined in the claim 54, and the step of influencing the vehicle direction by controlling the lateral position of the semi-rigid flap during movement along the support structure.

56. The method, as defined in the claim 54, and the step of coupling a flexible traction band to the semi-rigid fin, to propel the vehicle, at least in part, by the application of tension forces to the traction band.

57. The method, as defined in claim 54, wherein the coupling step is achieved by coupling a loop of the traction band to the semi-rigid fin, with one end of the traction band being coupled to one end of the fin. semi-rigid and an opposite end of this traction band coupled to an opposite end of the semi-rigid fin.

58. The method, as defined in claim 54, and the step of supporting the majority of the weight of the vehicle on a pair of load bearing wheels, longitudinally spaced and substantially aligned and controlling the rolling orientation around the wheels of the vehicle. load support, which uses a stringer arm having a tread assembly in rolling contact with a guide surface, laterally spaced from the load bearing wheels.

59. A transportation system, which comprises: a support structure of the vehicle, which extends along a transit path; a vehicle supported on the support structure, for movement along the support structure, this vehicle has a length dimension along the support structure; an elongated semi-rigid fin, attached to the vehicle for the transmission of impulse forces along the support structure to the vehicle, this fin has a length dimension, along the support structure, greater than the length of the vehicle and less than the length of the support structure, and the fin extends from at least one of the front end and a rear end of the vehicle; the fin is sufficiently rigid for the braking and propulsion of the vehicle, by the compressive forces applied by the impulse assemblies, without lateral buckling of the fin under the compression load; a traction strip, laterally flexible, attached to a front end and a trailing end of the flap and extending from the flap over the entire length of the support structure; and an impulse mechanism, coupled to the flexible traction band, for propelling this flexible traction band along the transit path.

60. The transport system of claim 59, wherein the drive mechanism comprises a winch, around which the flexible drive belt is driven.

61. A momentum flap for use in a transportation system, including a vehicle support structure, which extends along a transit path and at least one vehicle supported on the support structure, for movement as Along the transit path, the vehicle has a length dimension, along the support structure, this impulse wing comprises: an elongated semirigid flap, attached to the vehicle for the transmission of impulse forces along the length of the support structure to the vehicle; this fin is sufficiently flexible continuously, around a vertical axis, to assume a curvature of the transit path, the fin has a dimension of length, along the support structure, greater than the length of the vehicle and smaller that the length of the support structure, the flap extends from the vehicle in the direction of movement thereof, along the support structure and this flap is sufficiently rigid for braking and propulsion of the vehicle by the forces of compression applied by the impulse mechanism, without lateral buckling of the fin, under the compression load.

62. The transport system, as defined in claim 26, wherein the steering assembly of the front wheel includes a steering rod, which is adapted to be guided by the support structure and impart a moment to the steering assembly of the steering wheel. the front wheel, in response to a curvature in the support structure and in such a way that it does not affect the lateral coupling between the wing and the steering assembly of the front wheel.