US20180170402A1

US20180170402A1 - Suspension railway system

Info

Publication number: US20180170402A1
Application number: US15/837,045
Authority: US
Inventors: Tero Kinnunen
Original assignee: Ilmatie Oy
Current assignee: Ilmatie Oy
Priority date: 2016-12-18
Filing date: 2017-12-11
Publication date: 2018-06-21
Also published as: EP3335958A1

Abstract

A suspension railway system including a suspension mechanism for supporting a vehicle and a rail system. The suspension mechanism includes a suspension structure as well as a first main-wheel and a second main-wheel. Further, the suspension mechanism includes a first selection means attached to the suspension structure via a first actuator. Yet further, the suspension mechanism includes a second selection means attached to the suspension structure via a second actuator. Moreover, the suspension mechanism includes an attachment means for attaching the vehicle to the suspension structure. The rail system includes a group of lower rails and a group of upper rails, the group of lower rails comprising a first rail and a second rail and the group of upper rails comp includes rising a third rail and a fourth rail, each of the rails having a first side and a second side opposite to the first side.

Description

TECHNICAL FIELD

The present disclosure relates generally to a transportation system, and more particularly, to a suspension railway system for transporting passengers and cargo.

BACKGROUND

The population increase, especially in urban areas, has put a great pressure on the streets, the highways and the subways in cities across the world. This leads to increased traffic congestion, which results in wasted time, excessive use of costly fuel and more pollution in the cities. Therefore, more transport modes need to be installed in the urban areas. However, the land area available in urban areas is also limited.
Therefore, many cities have employed overhead suspending railways, which use cargo or passenger vehicles suspended from an overhead rail system. The overhead suspending railways use minimal land area in the cities, so they are a good solution to the problem of increasing traffic congestion. However, in most installations, there are no rail intersections in the track. The track is designed to transport the suspended vehicles on specific routes from one point to another point in the city, which limits their use to specific areas of the cities. Further, the passengers are moved to an overhead platform for loading and unloading either with staircases or with separate elevators installed at the station sites. This adds to the cost of constructing and maintaining the overhead suspending railways.
Therefore, some overhead suspending railway systems have integrated a switching system into the suspension structure of the vehicle instead of the railway tracks. This allows the vehicles to change tracks and cover more routes. However, in these solutions the selection of the track at an intersection requires adjusting the suspension system for the wheels that actually carry the load of the suspended vehicle. This leads to a situation where the force required to adjust the selection mechanism may even need to equal the gravity of the suspended load. This makes the switching cumbersome and costly.
Moreover, some overhead suspending railway systems include a mechanism to lower the vehicle to ground level for loading. This saves costs, as there is no need to construct or maintain overhead station sites. However, they require each suspending vehicle to provide the lifting mechanism themselves, which increases the production costs for such vehicles.
Accordingly, some overhead suspending railway systems integrate the elevator mechanism to the track so that a portion of the track is lowered with the vehicle cabin to the loading level. This eliminates the additional costs needed for a separate elevator cabin, or for a vehicle specific elevator mechanism. However, to allow other vehicles to pass a station where another vehicle is already lowered to the loading level, a separate mechanism is required to move a separate replacing track portion for the one that is lowered down with the other vehicle. This requires another mechanical structure included in the elevator in addition to the elevator structure itself, which adds to the cost of constructing and maintaining the overhead suspending railways.
Therefore, in light of the foregoing discussion, there exists a need to overcome the aforementioned drawbacks.

SUMMARY

The present disclosure seeks to provide a suspension railway system for transporting passengers and cargo. Additionally, the present disclosure seeks to provide a suspension mechanism for supporting a vehicle in a suspension railway system. A further object of the present disclosure is to provide a rail system that allows the suspended vehicles to switch tracks. Moreover, the present disclosure seeks to provide a rail system that integrates an elevator mechanism with the rail track so that a portion of the track is lowered with the vehicle to a loading level.
Accordingly, in one aspect, an embodiment of the present disclosure is a suspension railway system comprising a suspension mechanism for supporting a vehicle and a rail system. The suspension mechanism comprises a suspension structure and a first main-wheel and a second main-wheel, rotatably attached to the suspension structure. Further, the suspension mechanism comprises a first selection means attached to the suspension structure via a first actuator, wherein the first actuator is configured to move the first selection means between a first guiding position and a first non-guiding position. Yet further, the suspension mechanism comprises a second selection means attached to the suspension structure via a second actuator, wherein the second actuator is configured to move the second selection means between a second guiding position and a second non-guiding position. Moreover, the suspension mechanism comprises an attachment means for attaching the vehicle to the suspension structure. The suspension railway system further comprises a rail system comprising a group of lower rails and a group of upper rails. The group of lower rails comprises a first rail and a second rail and the group of upper rails comprises a third rail and a fourth rail. Further, each of the rails have a first side and a second side opposite to the first side. Furthermore, the third rail is arranged above the first rail in a first segment of the rail system. Additionally, the third rail is arranged above the second rail in a second segment of the rail system. Further, the fourth rail is arranged above the first rail in a third segment of the rail system. Furthermore, the first segment and the second segment are in connection with each other via the third rail. Additionally, the first segment and the third segment are in connection with each other via the first rail.
In another aspect, an embodiment of the present disclosure is a suspension mechanism for supporting a vehicle in a suspension railway system. The suspension mechanism comprises a suspension structure as well as a first main-wheel and a second main-wheel, rotatably attached to the suspension structure. Further, the suspension mechanism comprises a first selection means attached to the suspension structure via a first actuator, wherein the first actuator is configured to move the first selection means between a first guiding position and a first non-guiding position. Yet further, the suspension mechanism comprises a second selection means attached to the suspension structure via a second actuator, wherein the second actuator is configured to move the second selection means between a second guiding position and a second non-guiding position. Moreover, the suspension mechanism comprises an attachment means for attaching the vehicle to the suspension structure.
In another aspect, an embodiment of the present disclosure is a rail system comprising a group of lower rails and a group of upper rails. The group of lower rails comprises a first rail and a second rail. Similarly, the group of upper rails comprises a third rail and a fourth rail. Further, each of the rails have a first side and a second side opposite to the first side. The third rail is arranged above the first rail in a first segment of the rail system. Further, the third rail is arranged above the second rail in a second segment of the rail system. Furthermore, the fourth rail is arranged above the first rail in a third segment of the rail system. Additionally, the first segment and the second segment are in connection with each other via the third rail. Further, the first segment and the third segment are in connection with each other via the first rail.
Embodiments of the present disclosure substantially eliminate or at least partially address the aforementioned problems in the prior art, and provide a suspension railway system that provides a transportation mode for cities while using minimal land. Further, the suspension railway system comprises a suspension mechanism for supporting a vehicle and a rail system. The rail system is configured to allow the vehicles to switch tracks to change route. Further, the rail system integrates an elevator mechanism with the rail track such that a portion of the track can be lowered with the vehicle to a loading level. This implies there is no need for overhead station sites, which reduces the cost of constructing and maintaining the suspension railway system.
Additional aspects, advantages, features and objects of the present disclosure would be made apparent from the drawings and the detailed description of the illustrative embodiments construed in conjunction with the appended claims that follow.
It will be appreciated that features of the present disclosure are susceptible to being combined in various combinations without departing from the scope of the present disclosure as defined by the appended claims.

BRIEF DESCRIPTION OF THE DRAWINGS

The summary above, as well as the following detailed description of illustrative embodiments, is better understood when read in conjunction with the appended drawings. For the purpose of illustrating the present disclosure, exemplary constructions of the disclosure are shown in the drawings. However, the present disclosure is not limited to specific methods and instrumentalities disclosed herein. Moreover, those in the art will understand that the drawings are not to scale. Wherever possible, like elements have been indicated by identical numbers.

Embodiments of the present disclosure will now be described, by way of example only, with reference to the following diagrams wherein:

FIG. 1 is a perspective view of a section of a suspension railway system according to an embodiment.

FIG. 2 is a perspective view of a section of a suspension railway system according to another embodiment.

FIGS. 3A-3B are side views of a suspension mechanism of the suspension railway system of FIG. 2.

FIG. 4A is a front view of a suspension structure of the suspension railway system of FIG. 1.

FIG. 4B is a left side view of a suspension structure of the suspension railway system of FIG. 1.

FIG. 4C is a right side view of a suspension structure of the suspension railway system of FIG. 1.

FIGS. 5A-D are perspective views of a section of the suspension railway system of FIG. 2.

FIGS. 6A-D are perspective views of a section of the suspension railway system of FIG. 2.

FIG. 7 is a perspective view of a section of a suspension railway system according to another embodiment.

FIGS. 8A-C are perspective views of a section of the suspension railway system at a station of FIG. 1.

FIG. 8D is a top view of a lower rail at the station.

FIG. 9 is a perspective view of a section of the suspension railway system of FIG. 2 installed in a city.

FIG. 10 is a perspective view of a section of the suspension railway system of FIG. 2 installed in a city.

FIG. 11 is a perspective view of a section of the suspension railway system of FIG. 2 installed in a city.

FIG. 12 is a top view of a roundabout of the suspension railway system, of either one of FIG. 1 and FIG. 2, installed in a city.

In the accompanying drawings, an underlined number is employed to represent an item over which the underlined number is positioned or an item to which the underlined number is adjacent. A non-underlined number relates to an item identified by a line linking the non-underlined number to the item. When a number is non-underlined and accompanied by an associated arrow, the non-underlined number is used to identify a general item at which the arrow is pointing.

DETAILED DESCRIPTION OF EMBODIMENTS

The following detailed description illustrates embodiments of the present disclosure and ways in which they can be implemented. Although some modes of carrying out the present disclosure have been disclosed, those skilled in the art would recognize that other embodiments for carrying out or practicing the present disclosure are also possible.
In one aspect, an embodiment of the present disclosure is a suspension railway system comprising a suspension mechanism for supporting a vehicle and a rail system. The suspension mechanism comprises a suspension structure as well as a first main-wheel and a second main-wheel, rotatably attached to the suspension structure. Further, the suspension mechanism comprises a first selection means attached to the suspension structure via a first actuator, wherein the first actuator is configured to move the first selection means between a first guiding position and a first non-guiding position. Yet further, the suspension mechanism comprises a second selection means attached to the suspension structure via a second actuator, wherein the second actuator is configured to move the second selection means between a second guiding position and a second non-guiding position. Moreover, the suspension mechanism comprises an attachment means for attaching the vehicle to the suspension structure. Additionally, the suspension railway system comprises a rail system comprising a group of lower rails and a group of upper rails, the group of lower rails comprising a first rail and a second rail and the group of upper rails comprising a third rail and a fourth rail, each of the rails having a first side and a second side opposite to the first side. The third rail is arranged above the first rail in a first segment of the rail system. The third rail is arranged above the second rail in a second segment of the rail system. The fourth rail is arranged above the first rail in a third segment of the rail system. The first segment and the second segment are in connection with each other via the third rail. The first segment and the third segment are in connection with each other via the first rail. According to an embodiment, the vehicle can be railway car, cabin or the like.
The attachment means may include one or more of mechanical fasteners, adhesive solution, epoxy, resin, welding, soldering, and magnetic fastener. Further, the first actuator may also be attached to the attachment means.
Further, the first selection means and the second selection means may be one or more of selection wheels, selection gears, selection tabs, selection ball bearings and selection pins. Accordingly, in the first guiding position, the first selection means may be arranged to roll along a side of the lower rail. However, in first non-guiding position, the first selection means may be arranged to be below the lower rail. Similarly, in the second guiding position, the second selection means may be arranged to roll along a side of the upper rail. However, in the second non-guiding position, the second selection means may be arranged to be below the upper rail and above the lower rail. The selection means may also be arranged to be above the upper rail and below the lower rail, depending on the form of the rail.
The rails in the rail system may have any suitable shape and profile. In an embodiment, the rails in the rail system may generally have a rectangular profile. Further, the first main-wheel may be arranged to roll on a top of the lower rail and the second main-wheel may be arranged to roll on a top of the upper rail.
Moreover, when the suspension mechanism is between two segments, only one of the main wheels may be arranged to be in contact with a corresponding rail. The rails may have gaps at rail junctions, so that the suspension structure is able to pass the detached rail through the gap, and follow the other rail it remains attached to.
In a further embodiment, when the suspension mechanism is between the first segment and the third segment, the first main-wheel may be arranged to roll on top of the first rail, the first selection means may be arranged to be actuated to the first guiding position, the second selection means may be arranged to be actuated to the second non-guiding position and the second main-wheel may be arranged to not be in contact with any of the rails. In the first guiding position, the first selection means may be arranged to roll along a side of the first rail. Therefore, the suspension mechanism follows the first rail with which the first main-wheel maintains contact between the first segment and the third segment.
Similarly, when the suspension mechanism is between the first segment and the second segment, the second main-wheel may be arranged to roll on top of the third rail, the second selection means may be arranged to be actuated to the second guiding position, the first selection means may be arranged to be actuated to the first non-guiding position and the first main-wheel may be arranged to not be in contact with any of the rails. In the second guiding position, the second selection means may be arranged to roll along a side of the third rail. Therefore, the suspension mechanism follows the third rail with which it maintains contact between the first segment and the second segment.
In an alternate embodiment, the rails in the rail system may have a C-shaped profile. In this case, the C-profile of the upper rail is facing to an opposite direction from that of the lower rail. Further, the first main-wheel may be arranged to roll along the lower rail and the second main-wheel may be arranged to roll along the upper rail.
In a further embodiment, when the suspension mechanism is between the first segment and the third segment, the first main-wheel may be arranged to roll along the first rail, the first selection means may be arranged to be actuated to the first guiding position, the second selection means may be arranged to be actuated to the second non-guiding position, the second main-wheel may be arranged to not be in contact with any of the rails. In the first guiding position, the first selection means may be arranged to roll along a side of the first rail. Therefore, the suspension mechanism follows the first rail with which it maintains contact between the first segment and the third segment.
Similarly, when the suspension mechanism is between the first segment and the second segment, the second main-wheel may be arranged to roll along of the second rail, the second selection means may be arranged to be actuated to the second guiding position, the first selection means may be arranged to be actuated to the first non-guiding position and the first main-wheel may be arranged to not be in contact with any of the rails. In the second guiding position, the second selection means may be arranged to roll along a side of the second rail. Therefore, the suspension mechanism follows the second rail with which it maintains contact between the first segment and the second segment.
Additionally, the suspension mechanism may further include a first follow-wheel and a second follow-wheel, rotatably attached to the suspension structure. The first follow-wheel may be arranged to roll along a side of a lower rail, on opposite side of the first selection means. The second follow-wheel may be arranged to roll along a side of an upper rail, on opposite side of the second selection means. The follow-wheel and the second follow-wheel ensure that the main-wheels do not slip out from the corresponding rail to one side.
Moreover, the suspension structure may include a first vertical part for attaching the first main-wheel, the first vertical part being arranged to be on the second side of a rail. Further, the suspension structure may include a second vertical part for attaching the second main-wheel, the second vertical part being arranged to be on the first side of a rail. Yet further, the suspension structure may include a horizontal part for connecting the first vertical part with the second vertical part between the upper and lower rails.
In a further embodiment of the present disclosure, the lower rail may be in connection with a vertically movable rail segment. The vertically movable rail segment may be aligned horizontally at a distance relative to the upper rail. The distance may be selected to be sufficient for the second main-wheel not to be in contact with any of the upper rails, when the suspension structure is on the vertically movable rail segment. The vertically movable rail segment may be attached to an elevator system, which may be configured to move the vertically movable rail segment (along with the suspension structure and the vehicle) downwards towards a station below or upwards towards the rail track for further journey.
Alternatively, the upper rail may be in connection with a vertically movable rail segment. The vertically movable rail segment may be aligned horizontally at a distance relative to the lower rail. The distance may be selected to be sufficient to move the second main-wheel not to be in contact with any of the lower rails, when the suspension structure is on the vertically movable rail segment.
In another aspect, an embodiment of the present disclosure is a suspension mechanism for supporting a vehicle in a suspension railway system. The suspension mechanism comprises a suspension structure and a first main-wheel and a second main-wheel, rotatably attached to the suspension structure. Further, the suspension mechanism comprises a first selection means attached to the suspension structure via a first actuator, wherein the first actuator is configured to move the first selection means between a first guiding position and a first non-guiding position. Yet further, the suspension mechanism comprises a second selection means attached to the suspension structure via a second actuator, wherein the second actuator is configured to move the second selection means between a second guiding position and a second non-guiding position. Moreover, the suspension mechanism comprises an attachment means for attaching the vehicle to the suspension structure.
Additionally, the suspension mechanism may further include a first follow-wheel and a second follow-wheel, rotatably attached to the suspension structure. The first follow-wheel may be arranged to roll along a side of a lower rail, on opposite side of the first selection means. The second follow-wheel may be arranged to roll along a side of an upper rail, on opposite side of the second selection means. The follow-wheel and the second follow-wheel ensure that the main-wheels do not slip out from the corresponding rail to one side.
In a further embodiment, the first actuator may be configured to keep the first selection means in the first guiding position and the second actuator is configured may be keep the second selection means in the second guiding position when the vehicle of the suspension railway system is moving along at least two rails. Further, the first actuator may be configured to keep the first selection means in the first guiding position and the second actuator may be configured to keep the second selection means in the second non-guiding position when the vehicle of the suspension railway system is moving between a first segment of the suspension railway system and a third segment of the suspension railway system.
Moreover, the first actuator may be configured to keep the first selection means in the first non-guiding position and the second actuator may be configured to keep the second selection means in the second guiding position when the vehicle of the suspension railway system is moving between a first segment of the suspension railway system and a second segment of the suspension railway system.
In one aspect, an embodiment of the present disclosure is a rail system comprising a group of lower rails and a group of upper rails, the group of lower rails comprising a first rail and a second rail and the group of upper rails comprising a third rail and a fourth rail, each of the rails having a first side and a second side opposite to the first side. The third rail is arranged above the first rail in a first segment of the rail system. The third rail is arranged above the second rail in a second segment of the rail system. The fourth rail is arranged above the first rail in a third segment of the rail system. The first segment and the second segment are in connection with each other via the third rail. The first segment and the third segment are in connection with each other via the first rail.
Further, the connection between the segments is one rail and said rail may be arranged to have sufficient strength to carry the weight of a car of the suspension railway system without help of another rail.
An embodiment of the present disclosure is a suspension structure for a vehicle to attach the vehicle to an overhead rail system composed of two vertically installed rails. The suspension structure with stationary attached main wheels for carrying the vehicle load may be organized such that a switching mechanism in the suspension structure may select which of the two vertically installed rails it will follow at crossroads or when selecting a rail with a rail-integrated elevation system at a station. A railway network with automatic or manually steered vehicles equipped with the suspension system and the elevation system may be used for carrying cargo or passenger traffic without implications from the pedestrian, bicycle and car traffic congestions.
An embodiment of the present disclosure is a rail suspension mechanism of a vehicle, with a track that includes two vertically installed rails. The rail suspension mechanism of the vehicle follows both, or either one of the two vertically installed rails. The rails have gaps at rail junctions, so that a suspension structure of the vehicle is able to pass the detached rail through the gap, and follow the other rail it remains attached to. The suspension structure is equipped with fixed joints to main-wheels that carry the weight of the suspended vehicle. The suspension structure also has fixed joints to the follow-wheels, which ensure that the main-wheels do not slip out from the rail to one side. One or more single main-wheels and one or more single follow-wheels per rail may be used. The other side of the rail may be supported with movable selection-wheels, which in their upper position follow the rail, and in their lower position allow the suspending structure of the vehicle to detach from the other rail of the track at intersections of tracks or at stations. At intersections of the tracks the selections-wheels selects whether to follow the upper rail or the lower rail. The selections-wheels are positioned on the suspending structure such that they can pass supporting structures of the rails of the track.
In a further embodiment, the switching system in the suspension structure may be used for a rail-integrated elevator system. The lower rail may have a curve for an elevator part of the rail, which allows the suspending structure of the vehicle to detach from the upper rail. This allows the elevator system integrated to the lower rail to lower the vehicle to a station on the ground. The upper rail remains in its fixed place and remains available for passing traffic of other vehicles. Correspondingly, the suspending structure of the passing vehicles detaches from the lower rail in order to bypass the curved section for the elevator structure.
An embodiment of the present disclosure is a vehicle suspension structure integrated with a track switching solution for vehicles suspended from an overhead rail system. The vehicle suspension structure may be suspended from two vertically aligned rails. Further, the vehicle suspension structure may connect to the rails with main-wheels, follow-wheels and selection-wheels. Moreover, the vehicle suspension structure may include a separate sets of main-wheels, follow-wheels and selection-wheels for the upper and lower rails of the track. Further, the vehicle suspension structure may include one vertical support component for the main-wheels and follow-wheels for the upper rail, and another vertical support component for the main-wheels and follow-wheels for the lower rail. Further, the vehicle suspension structure may include a horizontal bar in the suspension structure located between the two rails joining the two vertical support components on opposite sides of the rail allowing the corresponding upper and lower wheel to connect to the rails from opposite sides of the rail. The one or more main-wheels may carry the weight of the vehicle attached in a fixed vertical position and pass the weight to both vertical support components of the suspension structure. For instance, the main-wheels may be shaped like a traditional train wheel, where the wheel with a wider diameter disk on one side of the wheel enables the wheel to remain on the rail from one side without separate follow-wheels. The one or more follow-wheels may be attached in a fixed horizontal position to both vertical support components of the suspension structure so that they connect to a rail from the same side of the rail than the vertical support component is located. The one or more moveable selection-wheels may be attached to the suspension structure in a horizontal position so that they connect to the rail from the opposite side of the rail than the follow-wheels. The selection wheels may be moved between two positions in order to connect to or disconnect from a rail. The overhead rail system may also include a control logic which ensures the selection wheels of the suspension apparatus are always connected to one or more of the two rails of the track.
Further, the vehicle suspension structure may include at least two main-wheels per rail. Alternatively, two or more sets of single wheeled suspension structures may be used per vehicle, in order to avoid rocking of the suspended vehicle in fore and aft direction.
In a further embodiment, a rail integrated elevator system is disclosed, for vehicles suspended from the overhead rail system of two vertically aligned rails. The rail integrated elevator system may be used to lower the vehicle from the overhead position to a loading and unloading platform below. The elevator system may work together with the vehicle suspension structure. The elevator system may be connected to a detachable rail segment of one of the two vertically installed rails. The detachable rail segment may be slightly longer that the length of the vehicle suspension structure. The elevator system may lower the suspended vehicle by lowering the detachable rail segment of one of the two rails, in which the vehicle is suspended. The elevator system may be connected to a detachable rail segment in a portion of the rail that curves out from the vertically aligned line of the other continuous rail, so that when the segment of the rail segment to be lowered with the elevator apparatus, the suspension structure of the vehicle is no longer connected to the other continuous rail. The elevator system may allow vehicles suspended from the continuous rail of the track that is not connected to the elevator structure to pass the elevator structure, regardless if the detachable rail segment is in its upper or lower position. The elevator system may be installed with two or more subsequently installed synchronized elevator systems to serve a long vehicle with two or more separate suspension structures, so that suspended vehicles of different sizes are able use the same elevator system.

DETAILED DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of a section of a suspension railway system 100 according to an embodiment. The suspension railway system 100 includes a suspension mechanism 102 for supporting a vehicle 104 and a rail system. The rail system includes a group of lower rails and a group of upper rails. The group of lower rails comprising a first rail 106 and a second rail 108. The group of upper rails comprising a third rail 110 and a fourth rail 112. Further, the third rail 110 is arranged above the first rail 106 in a first segment 114 of the rail system. Also, the third rail 110 is arranged above the second rail 108 in a second segment 116 of the rail system. The fourth rail 112 is arranged above the first rail 106 in a third segment 118 of the rail system. The first segment 114 and the second segment 116 are in connection with each other via the third rail 110. Similarly, the first segment 114 and the third segment 118 are in connection with each other via the first rail 106. Each of the rails 106-112 include a first side and a second side opposite to the first side.
As shown in FIG. 1, the suspension mechanism 102 of the vehicle 104 may be present in any of the three segments 114, 116 and 118 at different points of time. The suspension mechanism 102 may move between any two connected segments in the three segments 114-118. The suspension mechanism 102 includes a suspension structure 120. The suspension structure 120 is explained in further detail in conjunction with FIGS. 4A-C below. The suspension mechanism 102 further includes a first main-wheel 122 and a second main-wheel 124, rotatably attached to the suspension structure 120. In a further embodiment, the suspension mechanism 102 may include multiple first main-wheels 122 and multiple second main-wheels 124. For example, as shown in FIG. 2, the suspension mechanism 102 may include two first main-wheels 122 and two second main-wheels 124. FIG. 2 is a perspective view of a section of the suspension railway system 100.
The suspension mechanism 102 further includes a first selection means 126 attached to the suspension structure 120 via a first actuator 128, wherein the first actuator 128 is configured to move the first selection means 126 between a first guiding position and a first non-guiding position. In the first guiding position, the first selection means 126 is in contact with the first rail 106. In the first non-guiding position, the first selection means 126 is not in contact with the first rail 106. Further, the suspension mechanism 102 includes a second selection means 130 attached to the suspension structure 120 via a second actuator 132, wherein the second actuator 132 is configured to move the second selection means 130 between a second guiding position and a second non-guiding position. In the second guiding position, the second selection means 130 is in contact with the third rail 110. In the second non-guiding position, the second selection means 130 is not in contact with the third rail 110.
In a further embodiment, each of the first actuator 128 and the second actuator 132 may be a motorized telescoping arm, which extends or retracts to move the first selection means 126 and the second selection means 130 respectively.
FIGS. 3A-3B are side views of the suspension mechanism 102 of the suspension railway system 100 of FIG. 2. Further, each of the first selection means 126 and the second selection means 130 may be a selection wheel. For example, as shown in FIGS. 3A and 3B, the first actuator 128 is a motorized telescoping arm 128 and the first selection means 126 is a first selection wheel 126. FIG. 3A shows the motorized telescoping arm 128 in an extended state and the first selection wheel 126 in the first guiding position. In the first guiding position, the first selection wheel 126 is in contact with the first rail 106. FIG. 3B shows the motorized telescoping arm 128 in a retracted state and the first selection wheel 126 in the first non-guiding position. In the first non-guiding position, the first selection wheel 126 is not in contact with the first rail 106. In the first guiding position, the first selection means 126 is arranged to roll along a side of the lower rail (such as the first rail 106 and the second rail 108) and in first non-guiding position, the first selection means 126 is arranged to be below the lower rail (such as the first rail 106 and the second rail 108). Similarly, in the second guiding position, the second selection means 130 is arranged to roll along a side of the upper rail (such as the third rail 110 and the fourth rail 112) and in the second non-guiding position, the second selection means is arranged to be below the upper rail (such as the third rail 110 and the fourth rail 112) and above the lower rail (such as the first rail 106 and the second rail 108).
Moreover, the suspension mechanism 102 includes an attachment means (not shown) for attaching the vehicle 104 to the suspension structure 120.
In a further embodiment, the suspension mechanism 102 may also include a first follow-wheel 134 and a second follow-wheel 136, rotatably attached to the suspension structure 120. Alternatively, the suspension mechanism 102 may include multiple first follow-wheels 134 and multiple second follow-wheels 136, rotatably attached to the suspension structure 120.
FIG. 4A is a front view of the suspension structure 120 of the suspension railway system 100 of FIG. 1. FIG. 4B is a left side view of the suspension structure 120 and FIG. 4C is a right side view of the suspension structure 120. The suspension structure 120 may include a first vertical part 402 for attaching the first main-wheel 122. The first vertical part 402 being arranged to be on the second side of the rails 108-110. The suspension structure 120 may include a second vertical part 404 for attaching the second main-wheel 124. The second vertical part 404 being arranged to be on the first side of the rails 108-110. The suspension structure 120 may include a horizontal part 406 for connecting the first vertical part 402 with the second vertical part 404 between the upper rail (the third rail 110) and the lower rail (the second rail 108).
The suspension mechanism 102 (along with the vehicle 104) are configured to move via the rail system. In an embodiment (shown in FIGS. 1-4), the rails 106-112 have a rectangular-shaped profile. The first main-wheel 122 may be arranged to roll on a top of the lower rail (such as the first rail 106 and the second rail 108). The second main-wheel may be arranged to roll on a top of the upper rail (such as the third rail 110 and the fourth rail 112).
FIGS. 5A-D are perspective views of a section of the suspension railway system 100 of FIG. 2. When the suspension mechanism 102 is between two segments (in the segments 114-118), only one of the main wheels (in the main wheels 122 and 124) is arranged to be in contact with a rail (in the rails 106-112). FIGS. 5A-D show the suspension mechanism 102 moving between the first segment 114 and the third segment 118 of the rail system. First, the suspension mechanism 102 is in the first segment 114, as shown in FIG. 5A. The first main-wheel 122 is arranged to roll on top of the first rail 106. As the suspension mechanism 102 moves from the first segment 114 towards the third segment 118, the first selection means 126 is arranged to be actuated to the first guiding position, the second selection means 130 is arranged to be actuated to the second non-guiding position and the second main-wheel 124 is arranged to not be in contact with any of the rails (such as the third rail 110 and the fourth rail 112), as shown in FIGS. 5B and 5C. As, the suspension mechanism 102 reaches the third segment 118, the second main-wheel 124 is arranged to come in contact with the fourth rail 112, as shown in FIG. 5D.
FIGS. 6A-D are perspective views of a section of the suspension railway system 100 of FIG. 2. FIGS. 6A-D show the suspension mechanism 102 moving between the first segment 114 and the second segment 116 of the rail system. First, the suspension mechanism 102 is in the first segment 114, as shown in FIG. 6A. The second main-wheel 124 is arranged to roll on top of the third rail 110. As the suspension mechanism 102 moves from the first segment 114 towards the second segment 116, the second selection means 130 is arranged to be actuated to the second guiding position, the first selection means 126 is arranged to be actuated to the first non-guiding position and the first main-wheel 122 is arranged to not be in contact with any of the rails, as shown in FIGS. 6B and 6C. As, the suspension mechanism 102 reaches the second segment 116, the first main-wheel 122 is arranged to come in contact with the second rail 108, as shown in FIG. 6D.
In an alternate embodiment (as shown in FIG. 7), the rails 106-112 may have a C-shaped profile. The C-shaped side of the upper rails (the third rail 110 and the fourth rail 112) is on the opposite side of the C-shaped side of the lower rails (the first rail 106 and the second rail 108). FIG. 7 is a perspective view of a section of the suspension railway system 100 according to the alternate embodiment. Therefore, the first main-wheel 122 is arranged to roll along the lower rail (such as the first rail 106 and the second rail 108) and the second main-wheel 124 is arranged to roll along the upper rail (such as the third rail 110 and the fourth rail 112). Further, when the suspension mechanism 102 is between the first segment 114 and the third segment 118, the first main-wheel 122 is arranged to roll along the first rail 106. Further, the first selection means 126 is arranged to be actuated to the first guiding position, the second selection means 130 is arranged to be actuated to the second non-guiding position and the second main-wheel 124 is arranged to not be in contact with any of the rails (such as the third rail 110 and the fourth rail 112). As, the suspension mechanism 102 reaches the third segment 118, the second main-wheel 124 is arranged to come in contact with the fourth rail 112. Similarly, when the suspension mechanism is between the first segment 114 and the second segment 116, the second main-wheel 124 is arranged to roll along of the second rail 108. Further, the second selection means 130 is arranged to be actuated to the second guiding position, the first selection means 126 is arranged to be actuated to the first non-guiding position and the first main-wheel 122 is arranged to not be in contact with any of the rails (such as the first rail 106 and the second rail 108). As, the suspension mechanism 102 reaches the second segment 116, the first main-wheel 122 is arranged to come in contact with the second rail 108.
FIGS. 8A-8C shows a perspective view of a section of the suspension railway system 100 near a station 802. FIG. 8D is a top view of a section of the lower rail (the second rail 108) near the station 802. As shown in FIG. 8A, the suspension mechanism 102 follows a track with both rails 108 and 110. As shown in FIGS. 8B and 8C, the second rail 108 is in connection with a vertically movable rail segment 804 near the station 802. The vertically movable rail segment 804 is aligned horizontally at a distance 806 relative to the upper rail (the third rail 110). The distance 806 is selected to be sufficient for the second main-wheel 124 not to be in contact with any of the upper rails (such as the third rail 110). As the suspension mechanism 102 reaches near the station 802, the suspension mechanism 102 may select to move on the vertically movable rail segment 804 and stop on the vertically movable rail segment 804, as shown in FIG. 8B. The vertically movable rail segment 804 is connected to an elevator system 808 via a horizontal extension 810. Finally, the elevator system 808 may move downwards along with the vertically movable rail segment 804, as shown in FIG. 8C. The elevator system 808 may move downwards by a distance 812 to reach the station 802 on the ground, as shown in FIGS. 8C and 9.
FIG. 9 is a perspective view of the section of the suspension railway system 100 installed in a city. The upper rail (such as the third rail 110) remains in its fixed place and it allows other vehicles (such as railcars 902-904) to pass over the station 802; for example, using the third rail 110. The elevator system 808 may be configured to move the vertically movable rail segment 804 between the track and various loading platform levels.
FIGS. 8A-C and 9, show the elevator system 808 connected to the lower rail (the second rail 108). However, in an alternate embodiment, the elevator system 808 may be connected to the upper rail (the third rail 110) of the track. Accordingly, the upper rail (the third rail 110) may be in connection with a vertically movable rail segment, the vertically movable rail segment may be aligned horizontally at a distance relative to the lower rail, and the distance may be selected to be sufficient to move the first main-wheel 122 not to be in contact with any of the lower rails (the second rail 108).
FIG. 10 is another perspective view of a section of the suspension railway system 100 installed in a city. The station 1002 may have multiple elevator systems 1004-1008 that can simultaneously be used for separate vehicles; for example, different sized vehicles. Further, two consecutive elevator systems 1004-1006 may be used to manage a longer vehicle 1010, where the distance between the suspension structures 1012-1014 of the vehicle 1010 matches the distance between the two elevators 1004-1006.
FIG. 11 is yet another perspective view of a section of the suspension railway system 100 installed in a city. The suspension railway system 100 provides a new kind of overhead transportation network for cities. The overhead transportation network can be shared with different size vehicles 1102-1112 as explained in conjunction with FIG. 10 above. Further, the overhead transportation network may run dedicated lines (such as the vehicle 1102) for faster routes. Also the network infrastructure may be used for transporting goods between markets and central warehouses. The vehicles 1102-1112 may not be tied to any particular route. The vehicles 1102-1112 may use their suspension mechanism to switch to any track at the junctions for their individual routes, or for diverting the traffic to avoid congested sections of the overhead transportation network.
FIG. 12 is a top view of a roundabout 1202 for a track intersection of the suspension railway system 100 according to some embodiments. The track system of the suspension railway system 100 allows only Y-shape junctions for the tracks. Y-shaped junctions are shown in FIGS. 1, 2, 5, 6 and 7. Therefore, at a crossroad roundabout provides two dual-lane tracks. The vehicles 1204-1206 may use their suspension mechanism to switch to any track at the roundabout 1202 to change their direction or route.
Modifications to embodiments of the present disclosure described in the foregoing are possible without departing from the scope of the present disclosure as defined by the accompanying claims. Expressions such as “including”, “comprising”, “incorporating”, “have”, “is” used to describe and claim the present disclosure are intended to be construed in a non-exclusive manner, namely allowing for items, components or elements not explicitly described also to be present. Reference to the singular is also to be construed to relate to the plural.

Claims

1. A suspension railway system comprising

a suspension mechanism for supporting a vehicle, comprising

a suspension structure;

a first main-wheel and a second main-wheel, rotatably attached to the suspension structure;

a first selection means attached to the suspension structure via a first actuator, wherein the first actuator is configured to move the first selection means between a first guiding position and a first non-guiding position;

a second selection means attached to the suspension structure via a second actuator, wherein the second actuator is configured to move the second selection means between a second guiding position and a second non-guiding position and;

an attachment means for attaching the vehicle to the suspension structure;

a rail system comprising a group of lower rails and a group of upper rails, the group of lower rails comprising a first rail and a second rail and the group of upper rails comprising a third rail and a fourth rail, each of the rails having a first side and a second side opposite to the first side;

the third rail being arranged above the first rail in a first segment of the rail system;

the third rail being arranged above the second rail in a second segment of the rail system; and

the fourth rail being arranged above the first rail in a third segment of the rail system;

wherein

the first segment and the second segment are in connection with each other via the third rail;

the first segment and the third segment are in connection with each other via the first rail.

2. A suspension railway system according to claim 1, wherein the first main-wheel is arranged to roll on a top of the lower rail and the second main-wheel is arranged to roll on a top of the upper rail.

3. A suspension railway system according to claim 1, wherein when the suspension mechanism is between two segments, only one of the main wheels is arranged to be in contact with a rail.

4. A suspension railway system according to claim 1 wherein, when the suspension mechanism is between the first segment and the third segment

the first main-wheel is arranged to roll on top of the first rail;

the first selection means is arranged to be actuated to the first guiding position;

the second selection means is arranged to be actuated to the second non-guiding position; and

the second main-wheel is arranged to not be in contact with any of the rails.

5. A suspension railway system according to claim 1 wherein, when the suspension mechanism is between the first segment and the second segment

the second main-wheel is arranged to roll on top of the third rail;

the second selection means is arranged to be actuated to the second guiding position; and

the first selection means is arranged to be actuated to the first non-guiding position and the first main-wheel is arranged to not be in contact with any of the rails.

6. A suspension railway system according to claim 1, wherein the first main-wheel is arranged to roll along the lower rail and the second main-wheel is arranged to roll along the upper rail.

7. A suspension railway system according to claim 1, wherein when the suspension mechanism is between the first segment and the third segment,

the first main-wheel is arranged to roll along the first rail;

the second main-wheel is arranged to not be in contact with any of the rails.

8. A suspension railway system according to claim 1, wherein when the suspension mechanism is between the first segment and the second segment,

the second main-wheel is arranged to roll along of the second rail;

the second selection means is arranged to be actuated to the second guiding position;

9. A suspension railway system according to claim 1, wherein in the first guiding position, the first selection means is arranged to roll along a side of the lower rail and in first non-guiding position, the first selection means is arranged to be below or above the lower rail; and/or wherein in the second guiding position, the second selection means is arranged to roll along a side of the upper rail and in the second non-guiding position, the second selection means is arranged to be below the upper rail and above the lower rail.

10. A suspension railway system according to claim 1, wherein the suspension mechanism further comprises a first follow-wheel and a second follow-wheel, rotatably attached to the suspension structure and/or wherein the suspension structure comprises

a first vertical part for attaching the first main-wheel, the first vertical part being arranged to be on the second side of a rail;

a second vertical part for attaching the second main-wheel, the second vertical part being arranged to be on the first side of a rail; and

a horizontal part for connecting the first vertical part with the second vertical part between the upper and lower rails.

11. A suspension railway system according to claim 1, wherein the lower rail is in connection with a vertically movable rail segment, the vertically movable rail segment is aligned horizontally at a distance relative to the upper rail, and the distance is selected to be sufficient for the second main-wheel not to be in contact with any of the upper rails; and/or wherein the upper rail is in connection with a vertically movable rail segment, the vertically movable rail segment is aligned horizontally at a distance relative to the lower rail, and the distance is selected to be sufficient to move the second main-wheel not to be in contact with any of the lower rails.

12. A rail system for a suspension railway system, comprising a group of lower rails and a group of upper rails, the group of lower rails comprising a first rail and a second rail and the group of upper rails comprising a third rail and a fourth rail, each of the rails having a first side and a second side opposite to the first side;

wherein

13. A rail system according to claim 12, wherein the connection between the segments is one rail and said rail is arranged to have sufficient strength to carry a weight of a car of the suspension railway system without help of another rail.