US3389661A - Monorail trackway - Google Patents

Monorail trackway Download PDF

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Publication number
US3389661A
US3389661A US596387A US59638766A US3389661A US 3389661 A US3389661 A US 3389661A US 596387 A US596387 A US 596387A US 59638766 A US59638766 A US 59638766A US 3389661 A US3389661 A US 3389661A
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United States
Prior art keywords
web
flanges
flange
trackway
rail
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Expired - Lifetime
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US596387A
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English (en)
Inventor
Wainwright Ralph
Archer Alan
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Qualter Hall and Co Sales Ltd
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Qualter Hall and Co Sales Ltd
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Filing date
Publication date
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Publication of US3389661A publication Critical patent/US3389661A/en
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    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B25/00—Tracks for special kinds of railways
    • E01B25/22—Tracks for railways with the vehicle suspended from rigid supporting rails
    • E01B25/24—Supporting rails; Auxiliary balancing rails; Supports or connections for rails

Definitions

  • Pivoting is made possible by passing a pivot pin through interleaving bearing elements at those adjacent ends, one bearing element being provided by the web itself of one rail section and the other by a pair of mouthforming members secured to the web of the other rail section.
  • Adjacent track sections each have cut-back portions of flange at the adjacent ends whereby longitudinally overlapping laterally side-by-side tongues are formed on the end portions of the flange, the tongue of one rail section being fast with the web along its inner edge and the tongue of the other rail section being fast with one of the mouth-forming members along its inner edge so that there is an angle section formed at each tongue.
  • This invention relates to monorail trackways consisting of rail sections having a pair of flanges projecting generally co-planar one each side of a web, the web usually being vertical in use and the flanges horizontal.
  • the sections of track are usually substantially rigid girder members bent, it necessary, to conform generally to the changes of direction or inclination required in the trackway, but still there must be left accommodation at the joints between sections to allow for slight misalignment or for shifts in the trackway during use. This latter is particularly likely to occur when the monorail is instaled in a mine, hanging from the roof of the mine roadway.
  • (iii) be of a construction allowing ease of assembly but occupying minimum lateral width: this latter because 'ice rollers are to be able to engage each of the faces of the running flange-obviously if the hinge construction extends laterally too far from the web less of the width of that inner face of the flange is unobstructed and the rollers which engage that face must run only on a narrow marginal portion of that flange. This would expose that portion to high loads and excessive wear.
  • the axis of pivoting has to be kept as close as possible to the running flange [(i), above], but the outer face must be clear [(ii), above]. Therefore the axis of pivoting must be in the height of the Web, and the problem of lateral thickness of the hinge has to be overcome [(iii), above].
  • a type of standard hinge construction allowing pivoting about vertical and horizontal axes, is shown in the specification of United Kingdom Patent No. 919,281.
  • a pair of plates extends from the web of each adjacent section, one pair diverging to fit outside the other at the axis of pivoting.
  • a pin fits through all the plates and is retained by its head and by a locknut assembly. The total width of the hinge assembly at its pin is greater than that of the flange.
  • the pin which pivotally joins the two rail sections is positioned directly below an end of a first rail section which has, forward of that end, a projecting tongue.
  • the end of the second rail section which is joined to this end is similarly shaped, so that the two tongues can overlap.
  • the pivot pin is not positioned longitudinally midway between the end of the tongues, it is positioned directly below the root end of one tongue.
  • the vertical movement of one of the tongue is much greater than the vertical movement of the other (relative to the rail track flanges between which the tongues respectively are intended to bridge), and an uneveness in running on the track surface results.
  • the tongues are downwardly curved and are thin towards their free ends.
  • a construction embodying the present invention is one in which the pivot pin is longitudinally between the ends of the tongues.
  • the tongues are preferably supported at their inner edge by being fast with the web of the rail section or to a part fast with the web whereby each tongue has an angle section, and this is carried out in the present invention by providing a projecting mouth beyond the end of one web into which the end of the web of the other rail section may be received, one of the members forming one side of the mouth being fastened to the tongue of that rail section.
  • the pivot pin is placed as close as possible to the line of that flange whereby the longitudinal relative displacement of the tongues on pivoting about the horizontal axis is minimized.
  • a monorail trackway consisting of a plurality of flanged elongate rail sections, adjacent rail section coupled together at their adjacent ends for pivotal movements about an axis perpendicular to their web by means of a pivot pin passing through interleaving bearing elements provided at those adjacent ends, one bearing element being provided by the web itself of one of the rail section and the other by a pair of mouth-forming members fast with the web of the other rail section, the pivot pin being fast with a said bearing element.
  • the adjacent track sections each have cutback portion of flange at the said adjacent ends whereby the longitudinally overlapping laterally side-by-side tongues are provided by the end portions of the flange.
  • the interengagement between the rail sections may be such that play for relative pivotal movement between the sections about two perpendicular axes is provide for.
  • the trackway will be I-section and in this case the point of pivotal interaction of the web portions of adjacent track sections will be between the two pairs of flanges and be closer to that pair of flanges adapted to be engaged by opposed wheels than the other pair of flanges (this pair of flanges may be vertically above or below the said other pair of flanges).
  • the invention also includes, as its second aspect a rail section, for a monorail trackway, having a pair of flanges projecting perpendicularly from a web, one flange on each side of the web, one end of the web adapted to form a bearing for a pivot pin, the other end of the web having a pair of mouth-forming members attached to it and projecting beyond it, the mouth-forming members adapted to receive a pivot pin to form a hinge coupling with a like rail section by engagement of that pivot pin with the said bearing in the web of that like rail section to dispose the flanges of the rail sections coplanar.
  • FIGURE 1 is a side view of a junction between sections of a monorail trackway
  • FIGURE 2 is a sectional view on the line II-II FIG- URE 1, and
  • FIGURE 3 is a sectional view on the line III-III FIG- URE 1.
  • FIGURE 1 shows in side view adjacent ends of two adjacent rail sections A and B of I-section girder forming a monorail trackway.
  • Each I-section elongated rail section A, B has a web 2, 3 which is vertical when the trackway is in use and has at the bottom end of the web 2, 3 a pair of oppositely directed horizontally extending coplanar flanges 4, 5 and 6, 7 respectively.
  • the flanges 4 to 7 are adapted to be engaged on their upper surfaces by running wheels 9 (FIGURE 3) of a monorail locomotive or car and on the lower surface of the flanges (which surface extends continuously and completely planar between respectively, pairs of flanges 4 and 6 and 5 and 7) by a drive or braking roller 10 of the locomotive.
  • Upper horizontal flanges generally designated 11 of the I-section rail sections correspond generally to flanges 4 to 7 but in the present instance are not used as a running or supporting surface by a locomotive or cars but are used for the suspension of the monorail trackway from an overhead support such as a roof of a mine roadway by means of clamping brackets 12 (FIGURE 3).
  • the web 2 of the track section A together with its flange 7 is cut back.
  • the web is cut on a line 12 (FIGURE 1) extending at an angle to the exact vertical and the flange 7 is cut laterally on the line 13, which is perpendicular to the plane containing the web 3.
  • the upper flange 11 corresponding to flange 7 is similarly cut, to intersect the line 12.
  • the flange 5 0f the track section A is however continued beyond the line 13 to terminate at 14 (FIGURE 2), the inner edge of the projecting terminal portion of flange 5 so formed being tapered towards its end remote from the web 2 generally in the way shown at 15 (FIGURE 2).
  • the end of adjacent rail section B which is to be coupled to the thus prepared end of rail section A terminates generally at a plane 16 which contains the end of flange 6 as well as its corresponding upper flange 11 and the end of web 3.
  • the plane 16 is, as shown in FIGURE 1 precisely vertical and perpendicular to the plane containig the web 3.
  • the flange 4 however is cut back from the plane 16 at a line 17 (FIGUR E2), and the upper flange 11 Corresponds to the flange 4 is treated similarly.
  • a pair of longitudinally overlapping laterally slde-by-side tongues is formed by the projecting terminal portions.
  • a hinge assembly consisting of mouth-forming members (a first plate 20 and a second plate 26) between which is inserted one end of the web 3.
  • the plate 20 is welded to one face of the web 2 of the track section A and extends substantially the whole depth of that web and is joined by weld seams 21, 22, 23 to the web and to the inner edge of the projecting portions of the flanges 5, 11 to reinforce them, and form an angle section with them. It will be remembered, the web 2 does not extend to them.
  • Part of the plate 20 secured by the Weld line 21 to the web 2 overlies the end portion of the web 2 and is exactly parallel to it, but the planar forward part of the plate 20 diverges slightly from the line of the web 2 following the line of the inner edge 15 of the projecting terminal portion of the flange 5, the plate 20 terminating at the same line, 14, as that tongue.
  • An aperture 24 in the plate 20 is provided to receive a pivot pin 25 which is received by and welded fast with a second plate 26 which also has welded to it four set screws 27 arranged in an end part 28 of the plate 26 which lies in abutment with and exactly parallel with an end portion of the web 2 of the track section A.
  • the mouth-forming planar portion of the plate 26 diverges somewhat from the line of the web 2 so that together plates and 26 form at their projecting portions a mouth with planar diverging walls for the reception of the end portion of the web 3 of the track section B.
  • the plate 20 terminates short of the set screws 27. This means that, on assembly, the set screws have to penetrate and hold together only two eflective elements, the web 2 and the plate 26. Thus the total lateral width occupied by these securing means can be less than the lateral width of the whole hinge assembly '(see FIGURE 3).
  • the end portion of web 3 is provided with an aperture 30 for receiving the pivot pin, which aperture is of a diameter that much greater than the diameter of the pivot pin that play is allowed for between the two track sections, pivoting about an axis parallel to the web thus being possible within the angle defined by the mouth formed by the plates 20, 26.
  • the plate 26 is removed from the track section A, the webs 2, 3 aligned generally, the apertures and 24 brought into register and then the plate 26 complete with its pin 25 secured in position by means of nuts 31 on set screws 27 so that the pin 25 passes through the apertures 30 and 24.
  • the nuts 31 are secured onto a self-locking plate 32.
  • flanges 4 to 7 are chamfered as at 33, adjacent their terminations.
  • pivot pin welded to the plate 26 it is clear that it may be fast with any one of the elements on which it bears, i.e., it alternatively may be fast with the web 3 or with the permanently-attached plate 20. In either of these cases the sequence for assembly is the same.
  • the lower horizontally disposed pair of flanges are run by running wheels and so the pivot pin 25 is placed substantially nearer to those pairs of flanges than to the flange 11, and larger gaps (34) are left at the upper edge of the trackway between adjacent ends of flanges 11 than are left (35) at the lower side of the trackway.
  • the positioning of the pivot pin nearer the running flanges helps smoothness in transition for a train passing along the trackway if there should be any relative pivotal displacement of the track section.
  • the depth of the track members from mutually outer planar face to planar face is 8 inches and the total width of the flanges is 16 inches.
  • the gaps 35 are A" in the longitudinal direction of the trackway and the gaps 34 $3 in the longitudinal direction of the trackway.
  • the pivot pin 25 is 1 /2" in diameter and the distance (in plan view) between its centre axis and the lines 16 and 14 is 1 /8" and 1%.” respectively.
  • the vertical distance between the lowermost surface of the trackway and the centre axis of the pivot pin is 2%", the distance in the longitudinal direction of the trackway between the nearest of the set screws 27 and the central axis of the pivot pin being 3%.
  • the embodiment described may be inverted (that is, the flanges 4 to 7 may be vertically above the flanges 11) if a locomotive or trolley is used which requires running surfaces at theupper edge of the track.
  • Each flange of a rail section may have more than .one tongue, and the tongue or tongues may be of less lateral width than the flange from which they originate.
  • the formation of a tongue or tongues on one end of a section should be compatible with junction to a complementary formation on the other end of a like rail section.
  • the termination of the flanges need not lie in a plane perpendicular to the web.
  • the lines 13, 14, 16, 17 could all lie at some other suitable angle to the line of the web 2, 3, e.g., and respectively. This gives even greater smoothness of running but can weaken the outer most edge of the end of the projecting tongues if an excessive angle to the perpendicular is used.
  • a monorail trackway consisting of a plurality of flanged elongate rail sections, adjacent rail sections coupled together at their adjacent ends for pivotal movements about an axis perpendicular to their web by means of a pivot pin passing through interleaving bearing elements provided at those adjacent ends, one bearing element being provided by the web itself of one of the rail section and the other by a pair of mouth-forming members secured to the web of the other rail section, the pivot pin being fast with a said bearing element.
  • a monorail trackway according to claim 2 wherein the tongue of the one rail section is fast with the web along its inner edge and the tongue of the other rail section is fast with one of the mouth forming members along its inner edge, whereby an angle section structure is formed at each tongue.
  • a rail section for a monorail trackway, having a pair of flanges projecting perpendicularly from a web, one flange on each side of the web, one end of the web adapted to form a bearing for a pivot pin, the other end of the web having a pair of mouth-forming members attached to it and projecting beyond it, the mouth-forming members adapted to receive a pivot pin to form a hinge coupling with a like rail section by engagement of that pivot pin with the said bearing in the web of that like rail section to dispose the flanges of the rail sections coplanar.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Railway Tracks (AREA)
  • Carriers, Traveling Bodies, And Overhead Traveling Cranes (AREA)
US596387A 1965-11-17 1966-11-15 Monorail trackway Expired - Lifetime US3389661A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB48859/65A GB1147187A (en) 1965-11-17 1965-11-17 Monorail trackway

Publications (1)

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US3389661A true US3389661A (en) 1968-06-25

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US596387A Expired - Lifetime US3389661A (en) 1965-11-17 1966-11-15 Monorail trackway

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US (1) US3389661A (US06373033-20020416-M00002.png)
BE (1) BE689721A (US06373033-20020416-M00002.png)
ES (1) ES333955A1 (US06373033-20020416-M00002.png)
GB (1) GB1147187A (US06373033-20020416-M00002.png)
NL (1) NL6616170A (US06373033-20020416-M00002.png)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5355805A (en) * 1992-06-04 1994-10-18 Karl Haab Rail for overhead trolleys having bar in groove connection for connecting adjacent rail ends
US5617796A (en) * 1994-09-01 1997-04-08 Montech Ag Longitudinal transfer system
US5957057A (en) * 1996-07-31 1999-09-28 Daifuku Co., Ltd. Rail system for carrier equipment
CN109761144A (zh) * 2019-02-28 2019-05-17 中铁工程装备集团有限公司 一种适用于大坡度小曲线水平转弯的管片吊机梁结构

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US903594A (en) * 1908-07-24 1908-11-10 G A Swineford Company Hay-carrier track.
US914443A (en) * 1908-03-16 1909-03-09 Hubert A Myers Track-joint.

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US914443A (en) * 1908-03-16 1909-03-09 Hubert A Myers Track-joint.
US903594A (en) * 1908-07-24 1908-11-10 G A Swineford Company Hay-carrier track.

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5355805A (en) * 1992-06-04 1994-10-18 Karl Haab Rail for overhead trolleys having bar in groove connection for connecting adjacent rail ends
US5617796A (en) * 1994-09-01 1997-04-08 Montech Ag Longitudinal transfer system
US5957057A (en) * 1996-07-31 1999-09-28 Daifuku Co., Ltd. Rail system for carrier equipment
CN1108415C (zh) * 1996-07-31 2003-05-14 株式会社戴福库 载运设备的轨道系统
CN109761144A (zh) * 2019-02-28 2019-05-17 中铁工程装备集团有限公司 一种适用于大坡度小曲线水平转弯的管片吊机梁结构

Also Published As

Publication number Publication date
ES333955A1 (es) 1967-10-16
NL6616170A (US06373033-20020416-M00002.png) 1967-05-18
BE689721A (US06373033-20020416-M00002.png) 1967-05-02
GB1147187A (en) 1969-04-02

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