US3543687A

US3543687A - Suspended railway car dampening controlling coupling mechanism

Info

Publication number: US3543687A
Application number: US678720A
Authority: US
Inventors: Floyd P Ellzey
Original assignee: Individual
Current assignee: Individual
Priority date: 1967-10-27
Filing date: 1967-10-27
Publication date: 1970-12-01
Anticipated expiration: 1987-12-01

Description

United States Patent [72] Inventor [54] SUSPENDED RAILWAY CAR DAMPENING CONTROLLING COUPLING MECHANISM 19 Claims, 14 Drawing Figs.

[52] US. Cl 104/95,

[51] Int. Cl. B6lb 3/02, B6lb 13/04, B6lb 1l/02 [50] Field ofSearch 104/89, 91,

Edwards et a1. 293/60 3,055,314 9/1962 Cox 105/150 3,060,867 lO/l962 l-Iolmquist 105/145 3,064,585 1 H1962 Ewing, Jr. 104/93 3,106,171 10/1963 Julien 105/164X 3,208,402 9/1965 Bingham 105/133 3,353,498 11/1967 Davis 104/89 FOREIGN PATENTS 486,477 9/1952 Canada 105/148 Primary Examiner-Arthur L. La Point Assistant Examiner-Howard Beltran Attorney-William H. Maxwell ABSTRACT: This invention relates to monorail systems wherein sectional vehicles are suspended from tracks for high speed transportation, it being a general object of this invention to provide cooperative section and intervehicle couplings and controls therefor. More particularly, this invention relates to the intercar and intervehicle unit coupling of articulated car bodies that are suspended so as to depend individually from track supported trucks, this invention providing for controlled articulated coupling together of sectional monorail vehicles and providing related sway stabilizing controls operable for distinct purposes when the vehicles are underway as compared with loading and unloading when the vehicles are stopped at stations.

Patented Dec. 1, 1970 Sheet L of 4 ||&

INVENTOR.

ffoyo I? 541.26)

ffil/ 7M Patented Dec. 1, 1910 I 3,543,687

' Sheet 5 of4 INVENTOR. Zoya 24257 u/rn/mwdf Aaewr Patented Dec. 1, 1970 3,543,687

Sheet 4 014 VENT SUSPENDED RAILWAY CAR DAMPENING CONTROLLING COUPLING MECHANISM Monorail transportation requires the erection of track and suspension of one or more sectional vehicles from said track, as set forth and claimed in my copending application Ser. No. 504,501, filed Oct. 24, 1965 and .issued as U.S. Pat. No. 3,361,084, on Jan. 2, 1968 and entitled MONORAIL STRUCTURE AND SYSTEM CONTROL. The track is characterized by elongated members that span from one support to another, and the vehicles comprise independently suspended cars that are intercoupled so as to establish articulated vehicle units, there being a truck at the opposite ends of each car, and characteristically a single truck at and common to the opposed and coupled ends of adjacent cars. There is access for the passengers to movethroughout the train from one car to the next, and from one articulated vehicle unit to the next. It is the intercar coupling and intervehicle unit coupling and controls therefor with which the present invention is primarily concerned. Accordingly, the said intercar and intervehicle unit coupling and controls of the present invention provide for the necessary freedom of movement between the cars during movement of the trains, while stabilizing the cars independently against sway when at rest and subject to unbalance as caused by loading and unloading and external forces.

An object of this invention is to improve coupling and stabilizing capabilities of free suspension track supported cars of the type under consideration, whereby damped free suspension is provided during high speed movement of vehicle units made up of such cars, and whereby stabilized suspension is provided during arrestment thereof at stations, all of which is accomplished in the intercar and intervehicle unit coupling controlled as hereinafter described.

Another object of this invention is to provide a bogie or truck control that is responsive to unbalance and/or displacement of a car from the vertical, and which independently affects the opposite sides of the suspension related thereto so as to move the car toward an erect vertical disposition, despite any'unbalance as may be caused from loading and external forces.

It is also an object to provide a bogie or truck wherein the wheels at opposite sides thereof are independently sprung and are in each instance independently operable with respect to the vehicular load, all to the end that unbalanced loading can be compensated for.

It is still another object of this invention to provide improved coupling features in a bogie or truck of the character referred to wherein sway asbetween the cars or vehicle body sections is minimized and whereby sway of the cars is regulated as related to loading platforms and the like. To these ends, means is provided to minimize car or intersection sway; and means is provided to independently position each car relative to the plane of the supporting track member or adjacent loading platform, as circumstances require. Further, the intercoupling of cars is made with a protective feature that prevents the jamming together of separate cars and/or vehicle units. 1

Further, it is an object of this invention to provide dual action bungee units that relate individually to the truck to car suspension, the intercar coupling, and to the iritervehicle coupling, and to cooperatively relate the actions of said bungees so as to control the suspension of the car to permit limited freedom during travel and conversely a stiffening toward the perpendicular during arrestment at stations and the like.

The various objects and features of this invention will be fully understood from the following detailed description of the typical preferred form and application thereof, throughout which description reference is made to the accompanying drawings in which: 1

FIG. 1 is a side elevational view of the monorail structure showing the vehicle units thereof suspended from the track member by means of bogies or trucks and coupled together in accordance with the invention.

FIG. 2 is a typical cross-sectional view of the vehicle body and taken as indicated by line 24 on FIG. 1, and also illustrating the independent suspension of the separate cars.

FIG. 3 is a sectional view showing the soft movement restrictive condition to which the bungee means is subjected by the application of low fluid pressures thereto.

FIG. 4 is a sectional view showing the stiffened movement restrictive condition to which the bungee means is subjected by the application of mediurn fluid pressures to the larger diameter cylinder thereof andin opposition to the low fluid pressures applied thereto.

FIG. 5 is a sectional view showing the braced and centered condition to which the bungee means is subjected by the application of high fluid pressures to the larger diameter cylinder thereof and in opposition tothe low fluid pressures applied thereto.

FIG. 6 is an enlarged detailed view of one of the bogies or trucks shown in FIG. 1, with portionsr emoved to show further construction, and the coupled cars of the vehicle shown in section.

FIG. 7 is a plan sectional view showing a portion of the structure and taken as'indicatedbyline 7-7 on FIG. 6.

FIG. 8 is a plan sectional view showing a portion of the structure and taken as indicated byline 8-8 on FIG. 1.

FIG. 9 is a detailed fragmentary view taken as indicated by line 9-9 on FIG. 8;

FIG. 10 is a detailed fragmentary view taken as indicated by line 10-10 on FIG. 6.

FIG. 11 is a diagram illustrating the controls and cooperative relationship of the bungee means as related to the structures conditioned thereby.

FIG. 12 is an enlarged view of the bungee means, similar to FIG. 3, illustrating the chambers therein which are occupied by liquid as distinguished from gas or air.

FIG. 13 is also an enlarged view of the bungee means, similar to FIGS. 4 and 5, illustrating the chambers therein which are occupied by liquid as distinguished from gas or air; and

FIG. 14 is an exploded perspective view of the separate swings of the coupling means for suspending opposite car ends.

This invention relates to monorail transportation of the type wherein a sectional vehicle V is suspended from a support by bogies or trucks T. The vehicle V and the support can take many forms and in accordance with this invention involves sectional vehicle units suspended from a dual track support wherein there are laterally spaced tracks 10 upon which the trucks T operate; and the trucks T are unique as they relate the support and controlled coupling features all as hereinafter described.

As is best illustrated in FIG, 1, the monorail system involves a train of sectional vehicles .V, each a vehicle V made up of articulated sections or cars 11 depended from a series of spaced trucks T. As indicated, there is a truck Tat each end of the vehicle and there is a truck T at the jointure of adjacent sections or cars thereof. It is to beunderstood that the number of cars and the manner of propulsion can vary widely as circumstances require. The cars are provided with propulsion means A, preferably in the form of a prime mover 12, related to the truck T and adapted to controllably effect travel of the vehicle V, to accelerate the vehicle, to maintain cruising speeds thereof, and to decelerate thevehicle through dynamic braking as well as through conventional friction braking (not shown).

The monorail support is preferably a continuous wide flange or I-beam cross section as is shown. The support involves-a beam structure wherein there are upper and lower cap members 15 joined by one or more webs 16. The I-beam shaped support presents the tracks 10 on the outwardly disposed flanges or caps 15. The support is'comprised of beam members arranged in abutted relationship, there being a depending hangar 17 (see FIG. 1) of high tensile, having hook-shaped elements projecting oppositely so as to simultaneously engage the abutted beams. The beams arearranged in alinement so as to be continuous, one from the other.

The vehicle V, is essentially, a lightweight fuselage structure of rigid formation, being comprised of a monocoque shell 18 supported from a horizontally disposed frame 19 and having a floor 20 supported in the shell and suspended and trussed by depending rods 21. The rods 21 are vertically disposed and carry the weight of the floor. The shell 18 is a self-reinforced envelope adapted to maintain its initially formed configuration, with suitable windows, doors, and other necessary openings therein.

The bogie or truck T involves, generally, a frame F, two pairs of supporting wheels B, a lever support C for each of the wheels B, bias means D for each lever C carrying the vehicle V through engagement of the wheel B upon the track 10, depressor means E engaged beneath the track and opposed to the wheel B, and height control means l-l establishing a plane of movement of the vehicle. Additionally, the invention is characterized by intersection or car couplingmeans G, and by sway control means S and bungee means K therefor.

The frame F can vary in its mode of construction and is a rigid structure embracing the track member, and which comprises transverse crossmembers 22 disposed beneath the track to rigidly space side members 23 that shiftably support the vehicle. The truck T involves four independently sprung wheels B and accordingly the frame provides for the accommodation of four independently operable lever supports C and bias means D. Therefore, the frame has a standard 24 extended upward from each opposite end of the side member 23, there being two standards 24 at each side of the frame to pass alongside the track l0.

The supporting wheels B are provided in pairs, there being a pair of wheels B at each side of the frame F, preferably pneumatic tired and using a common type of casing 25. It is to be understood that flanged train wheels (not shown) can be employed, in which case the track 10 is a railroad-type track. As is preferred, the first mentioned pneumatic wheels B are employed and each is journaled in an axle and traction unit 26 in which there are wheel bearings (not shown) and from which an articulated drive shaft 27 projects horizontally from hypoid gearing. The drive shaft is engaged to revolve the wheel through said gearing (not shown) and is coupled to the prime mover 12, there being universal joints 28 at both ends of the drive shaft 27 and said shaft telescoped so as to permit movement of the wheel B relative to the truck T.

The lever support C is provided at each wheel B and is a leading and/or trailing arm type of support. Accordingly, the support C involves a lever 30 pivoted on the standard at 31 so as to revolve on a transverse axis, spaced from and parallel to the wheel B axis.

The bias means D for support of the truck T from the wheel B is a fluid spring which is shown and which is employed for the advantages derived from its self-leveling action, and preferably an air spring that can be charged so as to compensate for changing loads imposed by the weight of the vehicle. To this end I have shown an air spring comprising a shell 37 with a head having a socket 38 swivelly engageable with the support lever 30, and a diaphragm 39 for support upon a member of the height control means H. In practice, the air spring includes the usual supply line 39' and sensing elements (not shown) such as a weight sensitive air pressure regulation device responsive to the weight imposed upon the trucks T as and when the cars 11 are loaded.

The depressor means E is provided in accordance with the present invention to force the wheel B into engagement with the track 10, and is therefore a pressure exerting means. The said means E is embodied in a pilot wheel 40 that tracks beneath the track 10. As is shown, the pilot wheel 40 rides along with its mated supporting wheel B and to this end the wheel as is carried from the traction unit 26, as by a leg 42 that depends from the unit to carry the wheel 40 on a transverse axis belowsaid track. In carrying out the invention, the pilot wheel 40 is movable relative to the wheel B and is carried upon a leading and/or trailing arm 43 that is shiftable so as to alternately move the pilot wheel into and out of rolling engagement with the underside of the track 10. Accordingly, means is provided to shift the arm 43 and preferably a cylinder and piston means 44 that extends between the arm 63 and leg 42. in practice, the means 44 is normally biased with a low operating pressure to lift the pilot wheel 40 into light pressured engagement with the track; and is adapted to be variably increased in bias increasingly to pull against the track so as to oppose wheel B. According to the present invention, the pilot wheel 60 is biased by high-pressure fluid applied to the cylinder and piston unit 44, so as to apply clamping pressure to pull against the opposed wheel B, thereby causing the wheel and supported truck T to be depressed.

The intercar coupling means G is unique with the present invention and comprises separate swings for suspending the opposite ends of the cars 11, and a universal therefor in each instance. The swings 70 are disposed to hang universally from the center of the truck T and are carried on a cross 72 with swing supporting trunnions disposed on a fore and aft axis of rotation at the center plane of the structure and with supported trunnions disposed on a normally related transverse axis of rotation. In practice, the swings 70 at the juxtapositioned end of two cars 11 are faced so as to slide one against the other, and with registered arcuate openings 76 at the lower end portions thereof, described concentric with the pivot 72. A link-bolt 73 extends through the openings 76 and has heads and/or nuts or shoes slideably engaged with opposite sides of the swings, in order to keep them from separating longitudinally, while they remain independently movable to swing laterally. The connection of the link-bolt with the swings can be frictional so as to have a snubbing action.

The universal 75 comprises an inverted tee 77 carried upon a transverse saddle 78, there being oppositely faced universals and one at the lower end portion at each of the two slideably related swings 70. In practice, the saddle is a hook-shaped bearing having a throat of sufficient capacity to receive the transverse shaft of the tee 77, and having an open center to permit revolvement of the vertical shaft of the tee. Keepers 79 are provided to prevent lifting of the tee 77 from the saddle, as shown. The other axis of the universal 75 is provided in the vertical shaft of the tee, normal to the axis of the transverse shaft, and which provides a thrust shoulder 77' for the support of a tongue 77 projecting from the car 11, and with a bearing opening to engage over said vertical shaft. A keeper in the form of a nut is provided to prevent lifting of the tongue, as shown, and all to the end that the car 11 is captured against lifting, even when the keepers are removed whereupon the car rests upon the universal 75.

From the foregoing, it will be seen that the multiplicity of cars 11 are independently suspended on the swings 70 and are subject to sway and movements that can be in opposition. Therefore, a sway control means S is provided and which characterizes this invention, having a plurality of functions as follows: Firstly, the means S normally damps undue relative motion between the cars 11; and secondly, the means S can be hydraulically conditioned to brace the cars 11 relative to each other and as related to the trucks T. Accordingly, the means 8 involves the cooperatively related structure of the swings 70, a sway control structure 80 at the interconnections between cars 11 making up a sectional vehicle V, and a sway control structure at the interconnections between trains of said sectional vehicles V. It will be observed that the structures at 70, 80 and d5 vary accordingly to the requirements imposed by the relative movement inherent in the articulation of the otherwise freely suspended cars ill. However, the sway control means S involves a likeness at each of the said three functional areas, in that a common type of bungee means K is employed in each instance. In principle, said bungee K is in each case a telescopic cylinder and piston device, or the like, normally conditioned to be operated at a low accumulated fluid pressure so as to damp motion, and to be operated at a higher fluid pressure so as to be conditioned to control and/or brace the cars 11 relative to each other and to the trucks T.

As shown in FIGS. 3, 4 and 5, the bungee means K comprises opposed hydraulically controlled normally yielding dual cylinder and piston means. The said bungees are alike and each is comprised of an inner cylinder 91 and piston and rod 92, and an outer cylinder 93 and ram 94. In accordance with the invention the cylinder 91 and ram 94 are one and the same part, the combination of bungees being telescopically related and with limited extensibility, having stops for the rod 92 and cylinder 91 as shown. The outer cylinders are adjustably pivoted to a mounting or part as by a ball socketed rod end bearing 95 while the rods 92 are pivoted to an actuable part as by a ball socketed rod end bearing 95", for example to the swing 70. Said adjustability of the outer cylinders is by means of a turnbuckle or the like, on the axis of the cylinder. The pairs of

opposed cylinders

91 and 93 are independently interconnected by

hydraulic transfer lines

96 and 97 respectively, there being orifices restrictory beans 98 and 98' in said lines and at each cylinder respectively;'and thus, the transfer of fluid transversely is restricted in each instance.

In accordance with the invention, the inner cylinders 91 are supplied with fluid under suitable pressure from an accumulator or the like; while the outer cylinders 93 can be likewise supplied with fluid pressure the same as or equivalent to the first mentioned accumulator pressure, or are forcibly extended by the application of a high fluid pressure from a valve controlled source. Accordingly,

valves

101, 102 and 103 are provided and operated so as to thereby extend the outer cylinders 93 so as to center the bearings 95", and for one example the swing 70.

Referring particularly to FIG. 2 and to the suspension of a car 11 from a pair of spaced swings 70 and complementary universals 75, a bungee means K is operable between the truck T and closely related bearings 95", the bearings being fixed to project from the swing 70 to receive the two opposed piston rods 92. As shown, the adjustable ends of the outer cylinders 93 are pivotally anchored to each opposite side of the frame F. Consequently, when a normal low pressure is applied from an accumulator to the tubular rods 92 to enter into cylinders 91, this bungee means K is biased to telescopically move the cylinders 91 into the cylinders 93 and whereby the transverse and restricted flow of fluid through the rods 92 has its damping effect. In practice, the same or equivalent pressure is normally applied to the cylinders 93, and to the end that the dual cylinder and piston unit (91, 92, 93 and 94) functions in total as a bungee, (see FIG. 3). When a stiffening or an erecting and/or braced condition of the cars 11 is required, the valve 101 is opened to a source of high pressure fluid to be applied to the cylinders 93 so that the bungee means K is stiffened. In practice, the cylinders 91 are extended from the cylinders 93 and stopped at their limited positions, whereby a centered position of the swing 70 is reached and established (see FIG. 5).

Referring particularly to FIG. 7 and to the sway control structure 80 at the interconnection between cars 11 making up a sectional vehicle V,. a bungee means K is operable between opposite levers of a tongue 81, and due to the opposite projection of said levers the bearings 95' are widely separated. However, the said two bearings 95' operate essentially the same as if closely related and accommodate the special functions of the sway control structure 80 which is made and operates, as follows: firstly, the multiplicity of car sections 11 making up a vehicle V are coupled together in spaced endto-end relation by means of the swings 70 and universals 75, above described. Each end of a car section 11 is provided with a tongue 81, one having a terminal ball coupling member engaged in a terminal ball-socket in the other at 82. Cooperating with the above described coupling of the car sections 11 (the swings 70 and universals 75) are the coupled tongues 81, each of which is universally joined to its car section 11 at the central plane thereof andnear the bottom of the vehicle. As is shown, the tongues 81 are. joined to their respective car sections 11 by means of universals 83 and they have lever portions that extend transversely to opposite sides of the car section ends where they are engaged with the longitudinally disposed and laterally spaced cylinder and piston units of the 4 4 bungee means K. The said tongues 81 are angularly related and normally depend, by action of gravity, establishing a linkage that is operable through action of the bungee means K to control relative lateral movements between the car sections. Consequently, when a normal low pressure is applied from an accumulator to the tubular rods 92 to enter into cylinders 91, this bungee means K is biased to telescopically move the cylinders 91 into cylinders 93 and whereby the transverse and restricted flow of fluid through the rods has its damping effect. In practice, the same or greater and/or intermediate pressure is normally applied from an accumulator to the cylinders 93, and to the end that thedual cylinder and piston unit (91, 92, 93 and 94) functions in total as a stiffened bungee (see FIG. 4). When increased stiffening or an erecting and/or braced condition of the cars -11 is, required the valve 102 is opened to a source of high pressure fluid to be applied to the cylinders 93 so that the bungee means K is stiffened. In practice, the cylinders 91 are extended from the cylinders 93 and stopped at their limited positions, whereby a centered position of the lever operated tongue 81 is reached and established (see FIG. 5).

Referring particularly to FIG. 8 and to the sway control structure at the interconnection between trains of sectional vehicles V, a bungee means K is operable between opposite sides of a retractile tongue 105 which couples to a mating retractile tongue extensible from the end car of the next adjacent sectional vehicle V. The coupling of the vehicles V is made and operates as follows: Firstly, the juxtapositioned ends of adjacent cars 11 are joined by any suitable separable car coupling 99 that permits the articulation expected of the independently suspended cars, as hereinabove described. That is, the trains of cars 11 are in a sense universally connected through the coupling 99 located as near as practical to and centered at the level of the trucks T and the plane of traction. Each end of a sectional vehicle V is provided with a retractile tongue 105 having mateable male and female coupling members at the terminal and engageable ends thereof. The tongues 105 operate in a plane somewhat below the floor level of the cars 11, and in practice there is a stepdown to the level of the tongues, the engageable end portions of the tongues being provided with platforms that form a walkway between the trains, when extended and coupled as shown in FIG. 1.

The retractile tongue at the end of each train or vehicle V involves a pivot 106, a positioning means 107, and one or more bungee means K. Primarily there is a bungee means K to control sway or side motion, and secondarily there is a bungee means K to control roll. The pivot 106 is shown as a ball member fixed to project upwardly into the tongue 105, the tongue being a downwardly opening channel that is captured on and slides over the pivot. The inner end of the tongue 105 is attached to the positioning means 107 which comprises a motor (cylinder and piston) having a rod end bearing universally connected thereto and having a rod and bearing universally connected to the frame of the car 11. The motor of means 107 is normally alined with the tongue 105 and is operable to retract the tongue and its platform through a slot and into the car 11, or to extend the tongue 105 and its platform for mated engagement with the tongue and platform of the next adjacent train or sectional vehicle V. In practice, the motor of positioning means 107 is automated to be responsive to the engagement and disengagement of coupling 99, so that the tongues 105 are extended when the cars 11 of the vehicles V are brought together and vice versa.

The said tongues 105 are normally longitudinally disposed and are subject to lateral movement when the cars 11 sway from side to side relative to each other, the coupled tongues 105 of the adjacent cars form a single stiff and articulatable member. The inner end of each tongue 105 is operably connected to the rod end bearings of opposite laterally disposed bungee rods 92, while the outer cylinders 93 are universally anchored to opposite sides of the car 11 by the rod and bearings 95. Consequently, when a normal low pressure into cylinders 91, this bungee means K is biased to telescopically move the cylinders 91 into the cylinders 93 and whereby the transverse and restricted flow of fluid through the rods 92 has its damping effect. In practice, the same or greater and/or intermediate pressure is normally applied from an accumulator to the cylinders 93, and to the end that the dual cylinder and piston unit (91, 92, 93 and 94) functions in total as a stiffened bungee (see FIG. 4). When a firming up or an erecting and/or braced condition of the cars 11 is required, the valve 103 is opened to a source of high pressure fluid to be applied to the cylinders 93 so that the bungee means K is stiffened. In practice, the cylinders 91 are extended from the cylinders 93 and stopped at their limited positions, whereby a centered position of the tongue 105 is reached and established at each car 11 (see FIG. 5).

The roll control of the tongue 105 and its platform is effected by spaced equalizing bungee means K one unit thereof being positioned at each side of the extensible platform. In practice, the opposite marginal edges of the platform slide through bifurcated guides that are positioned by the rods 92 of the two spaced bungee units. As shown, the bungee units are vertically disposed and are hydraulically operated as are the other bungee means hereinabove described, thereby damping and stiffening the movements and/or positions of the tongues and mated platforms.

With the monorail trucks T and suspended cars 11 as hereinabove described with the sway control means S incorporated therein, substantially free and damped motion control is effected during running conditions ofthe trains while stiffening, or an erecting and/or braced condition thereof is effected when circumstances require, as when stopped at a station for loading and unloading. In other words, a reconditioning is effected so as to increase the stability when the sectional vehicles V are at rest. In accordance with the invention, the sway control means S involves the cooperative and/or interconnected operation of the truck bias means D, the truck depressor means E, and the several bungee means K as they are related to their respective operable structures 70-75, 80 and 85.

Referring now to the diagram FIG. 11, the normal running conditions for the cooperatively related vehicles V made up of the coupled and freely suspended cars 11 is as follows: The rods and pistons 92 and cylinders 91 of the bungee means K connected with the swings 70 are supplied with fluid pressure from one or more low-pressure accumulators 110, while the cylinders 93 and rams 94 thereof are supplied with fluid pressure from one or more low-pressure accumulators 111. Reference to accumulators is to include any equivalent fluid pressure source. The rods and pistons 92 and cylinders 91 of the bungee means K connected with the structures 80 are supplied with fluid pressure from one or more low-pressure accumulators 112, while the cylinders 93 and rams 94 thereof are supplied with fluid pressure from one or more medium-pressure accumulators 113. The rods and pistons 92 and cylinders 91 of the bungee means K connected with the structures 85 are supplied with fluid pressure from one or more low-pressure accumulators 11 1, while the cylinders 93 and rams 94 thereof are supplied with fluid pressure from one or more medium-pressure accumulators 115. In practice, the bungee means K connected to the roll control of tongues 105 can be supplied with fluid pressure from the said low-pressure accumulators 114. Consequently, it will be seen that the multiplicity of bungee means K are supplied with fluid biasing pressures as circumstances require.

Referring now to the forcible extension of the multiplicity of bungee means K, high-pressure fluid is applied thereto, as follows: As hereinabove described each principle bungee means K is or can be supplied with high pressure from a

control valve

101, 102 and 103, as shown. Reference to supply of high pressure is to include any fluid pressure supply. In practice,

valves

101, 102 and 103 are each a check valve with regulated pressure return and disposed in a highpressure line for free flow on the application of pressure and operable to regulate pressure on return of fluid to said high pressure line. Accordingly, I provide a main high-pressure valve 116 that is opened, mechanically, electrically or otherwise, when circumstances require the above described stiffening of the multiplicity of bungee means K, as when entering a station. In each instance the high-pressure line from valve 116 is connected to the bungee means K ahead of the low and/or medium-pressure accumulator connections thereto, as the case may be, and so that high-pressure fluid is communicated to the cylinders 93 and rams 9d of the bungees. Consequently, when high pressure is applied the cars 11 are erected and firmed up relative to each other; and when high pressure is returned through valve 116 the

valves

101, 102 and 103 regulate to the low accumulated pressures whereby the initial running conditions are reestablished as hereinabove described.

Referring now to the bias means D and depressor means E, balancing and/or load distribution is effected at the multiplicity of trucks T, as follows: When high pressure is applied by opening of valve 116 a high-pressure responsive fluidoperated switch 117 is closed to an electrical circuit 120 for the control of solenoid operated valves governing action of the bias means D and depressor means E, the former being pneumatic and the latter being hydraulic in the preferred form of the invention. The bias means D is the spring support of the truck T which operates independently of the height control means H and is normally supplied with air pressure through an automatic load leveling valve 121. The height control means H as it is illustrated in FIG. 10 of the drawings involves a hydraulic cylinder 137 that moves on a piston or ram 139, as controlled by suitably pressured

hydraulic lines

137 and 139 to support the diaphragm 39 at the level required. The circuit 120 originates through'a condition switch 122 responsive to the erection and/or firming up of the cars 11, the switches 117 and 122 being in series with the center pole of a double throw gravity operated switch 123, or the like. The opposite poles of the switch 123 are in circuits with respective sides of the means D, to separately control the admission of supporting air thereto. Accordingly, there is a normally open solenoid operated air shut off valve 124 that is closed in the event that switch 122 is closed for correcting an imbalance (either side). Valve 124 is in a holding circuit 125 (from circuit 120) and there is a solenoid operated admission valve 126 that is opened to supply air under pressure into the bias means D at said one side of the truck T. It will be apparent that the valve 12% remains closed through line 125 until circuit 120 is dropped, and that valve 126 can operate intermittently so long as circuit 120 remains closed, all as circumstances require.

In conjunction with the foregoing operation of the bias means D, the depressor means E at the opposite side of the truck T is operated in each instance, as follows: The means E is provided to anchor the side of the truck T opposite that at which the means D is operated. Consequently, there is a crossover circuit at 127 we normally open solenoid operated valve 128 in the hydraulic line to the means E at the side of the truck T opposite the means D being operated. Valve 128 closes off the normal source of operating pressure to the cylinder and piston means 44. There is a solenoid operated admission valve 129 that is opened to supply hydraulic pressure into means 44 at said opposite side of the truck T, and in each instance the valves 128 and 129 are in the holding circuit 125, so that both remain actuated so long as the circuit 120 is closed.

From the foregoing it will be seen that opening of the main and controlling high pressure valve 116 initiates the automatic erection of the cars 11 relative to the trucks T, the automatic firming up of the cars 11 relative to each other, and the automatic balancing and leveling of the cars and trucks relative to the vertical and/or track support. The said erecting, firming up and balancing is initiated as and when the vehicles V enter into a station or the like, preferably before'co ming to rest therein, and these conditions are then relaxed when the vehicle V departs from the station. Thus, the cooperative functions are operative together to operate on the multiplicity of cars 11 as a whole to effect a steadying effect during loading and unloading and all to the ends of enhancing utility and increasing safety.

Having described only a typical preferred form and application of my invention, i do not wish to be limited or restricted to the specific details herein set forth, but wish to reserve to myself any modifications or variations that may appear to those skilled in the art:

lclaim:

1. A stabilized monorail comprised or at least one elongated car suspended at opposite ends from spaced trucks and'swinging free therefrom, said trucks having wheels with rolling engagement upon a rail support, and including, a sway control means comprised of a bungee extended between the truck and the car, and with a rate of movement controldamping swinging motion of the car relative to the truck, and with extension means incorporated therein to override said rate of movement control and engaging a stop to stiffen the car relative to the truck and preventing swinging thereof.

2. The stabilized monorail as set forth in claim 1, wherein a stiff swing depends from the "truck with permissive longitudinal and transverse swing, and is rotatably connected to the car on a transverse axis with permissive longitudinal swing restricted to a vertical plane relative to the elongated car, and wherein the bungee of the sway control means extends transversely relative to the extent of the track and disposition of the elongated car suspended thereunder, and said opposite ends of the bungee being connected universally to the truck and to the stiff swing below the truck.

3. The stabilized monorail as set forth in claim 1, wherein the bungee of the sway control means is transversely disposed relative to the extent of the track and disposition of the elongated car suspended thereunder, and said free swinging includes permissive transverse sway that is damped by the rate of movement control, and wherein the extension means of the bungee comprises a piston forcible to said stop by the application of fluid pressure thereby stiffening the car relative to the truck and preventing swinging thereof.

4. The stabilized monorail as set forth in claim 1, wherein the bungee of the sway control means is transversely disposed relative to the extent of the track and disposition of the elongated car suspended thereunder, and said free swinging includes permissive transverse sway that is damped by the rate of movement control, and wherein the extension means ofthe bungee comprises a piston normally displacing fluid from a cylinder and forcible to said stop by the application of fluid pressure, thereby stiffening the car relative to the truck and preventing swinging thereof.

5. The stabilized monorail as set forth in claim 1 wherein a stiff swing depends from the truckwith permissive longitudinal and transverse swing, and is rotatably connected to the car on a transverse axis with permissive longitudinal swing restricted to a vertical plane relative to the elongated car, wherein the bungee of the sway control means extends transversely relative to the extent of the track and disposition of the elongatedcars suspended thereunder, and said opposite ends of the bungee being connected universally to the truck and to the stiff swing below the truck, and wherein the bungee of the sway control means is forcible to an extended position against said stop by the application of fluid pressure, thereby stiffening the car relative to the truck and preventing swinging thereof.

6. A stabilized monorail comprised of at least one elongated car suspended at opposite ends from spaced trucks and swinging free therefrom, said trucks having wheels with rolling engagement upon a rail support, and including, a sway control means comprised of a pair of opposed bungees extended between opposite partsof the truck and the car, and each with a rate ofmovement control damping swing motion of the car relative to the truck, and each with extension means incorporated therein to override said rate of movement control and engaging a stop to stiffen the car relative to the truck and preventing swinging thereof.

7. The stabilized monorail as set forth inclaim 6, wherein the said bungees are normally charged with an accumulated low-pressure supply of fluid thereto, and with a rate of movement control comprising a fluid transfer line operably extending between and having a fluid restriction to each of said bungees.

8. The stabilized monorail as set forth in claim 6, wherein the said bungees are normally charged with an accumulated low-pressure supply of fluid thereto, and with a rate of movement control comprising a restricted flow line extending therebetween, and wherein the extension means of the said bungees are charged with a high-pressure supply of fluid thereto and forcible to extended swing centering positions, thereby stiffening the car relative to the trucks and preventing swing thereof.

9. The stabilized monorail as set forth in claim 6, wherein the said bungees each comprise an inner cylinder and piston unit and an outer cylinder and ram unit, the said first mentioned inner cylinder and the said ram being combined as one and the same part, the two said units being charged with accumulated low-pressure fluid supplied thereto to extend said units one from the other, and with independent rate of movement controls comprising restricted flow lines extending between the opposite complementary units respectively.

10. The stabilized monorail as set forth in claim 6, wherein the said bungees each comprise an inner cylinder and piston unit and an outer cylinder and ram unit, the said first mentioned inner cylinder and the said ram being combined as one and the same part, the two said units being charged with accumulated low-pressure fluid supplied thereto to extend said units one from the other, and with independent rate of movement controls comprising restricted flow lines extending between the opposite complementary units respectively, and wherein the said cylinder and ram units of the sway control means are forcible to extended swing centering positions, there being means applying fluid pressure to opposite bungees in excessof said accumulated fluid pressure to extend the ramcylinder without requiring movement of the first mentioned pistons, thereby stiffening the car relative to the trucks and preventing swinging thereof.

11. The stabilized monorail as set forth in claim 6, wherein the said bungees each comprise an inner cylinder and piston unit and an outer cylinder and ram unit, the said first and mentioned inner cylinder and the said ram being combined as one and the same part, the inner cylinder and piston units being charged with an accumulated low fluid pressure supplied thereto to extend the pistons thereof, the outer cylinder and piston units being operated with an accumulated fluid pressure in excess of the first mentioned accumulated fluid pressure to extend the rams thereof, and with independent rate of movement controls comprising restricted flow lines extending between the opposite complementary units respectively.

12. The stabilized monorail as set forth in claim 6, wherein the said bungees eachcomprise an inner cylinder and piston unit and an outer cylinder and ram unit, the said first mentioned inner cylinder and the said ram being combined as one and the same part, the inner cylinder and piston units being charged with an accumulated low fluid pressure supplied thereto to extend the pistons thereof, the outer cylinder and piston units being operated with an accumulated fluid pressure in excess of the first mentioned accumulated fluid pres sure to extend the rams thereof, and with independent rate of movement controls comprising restricted flow lines extending between the opposite complementary units respectively, and wherein the said cylinder and ram units of the sway control means are forcible to extended swing centering positions, there being means applying fluid pressure to opposite bungees in excess of the two said accumulated fluid pressures to extend the ram-cylinder without requiring movement of the first mentioned pistons, thereby stiffening the car relative to the trucks and preventing swinging thereof.

13. A stabilized monorail comprising, at least two coupled and elongated cars suspended at their opposite ends from spaced trucks and swinging free therefrom, said trucks having r i ll wheels with rolling engagement upon a rail support, a stiff swing depending from the truck at each car end with permissive longitudinal and transverse swing and rotatably connected to the car on a transverse axis with permissive longitudinal swing restricted to a vertical plane relative to the elongated car, and an interconnection means structurally joining the adjacently abutted cars at the lower portions thereof for limited transverse misalinement, and including a sway control means comprised of bungees extended transversely between the trucks and cars and operable laterally between the interconnection means and the cars, respectively.

14. The stabilized monorail as set forth in claim 13, wherein the said bungees include a rate of motion control damping the said swinging and lateral movements of the cars respectively.

15. The stabilized monorail as set forth in claim 13, wherein the said bungees include a normal rate of motion control damping the said swinging and lateral movements of the cars respectively, and wherein the said bungees are forcible to extended positions, there being means to force the bungees to said extended positions thereby stiffening the cars relative to the trucks and relative to each other respectively.

16. The stabilized monorail as set forth in claim 13, wherein the said interconnection means comprises complementary tongues swivelly pivoted to the car ends respectively and extended to coupled engagement one with the other, and wherein the said bungees are connected to the tongues to limit transverse motion thereof, and including a rate of motion control damping the said swinging and lateral movements of the cars respectively.

transverse motion thereof and including a rate of motion control damping the said swinging and lateral movements of the cars respectively, and wherein the said bungees are forcible to extended positions, there being means to force the bungees to said extended positions thereby stiffening the cars relative to the trucks and relative to each other respectively.

18. A stabilized monorail comprised of at least one elongated car suspended at opposite ends from spaced trucks and swinging free therefrom, said trucks having wheels with rolling engagement upon transversely spaced rail supports and each wheel having independent height adjustment means carrying the trucks upon each rail support, a depressor means associated with each side of each truck to hold the truck to the rail support, and including, a sway control means comprised of opposed bungees extended between the truck and the car and with a rate of movement control damping swinging motion of the car relative to the truck, said height adjustment means and depressor means at opposite sides of the trucks being operable simultaneously and with means forcing said bungees to an extended position thereby stiffening the car relative to the trucks and balancing the car toward the operated height adjustment means.

19. The stabilized monorail as set forth in claim 18, and wherein the sway control means involves a fluid charged bungee and introduces accumulated low fluid pressure thereto under normal travel conditions, and introduces fluid pressure in excess of said accumulated pressures under other than travel conditions, said bungee fluid being restricted to flow thereto and therefrom, and said excess pressure forcing the bungee to the extended position to activate the height adjustment means and depressor means for their cooperative engagement, there being a balance actuated selector determining the truck side to be heightened.