US3595172A

US3595172A - Jet propelled air cushion monorail vehicle

Info

Publication number: US3595172A
Application number: US861614A
Authority: US
Inventors: John Van Veldhuizen
Original assignee: Individual
Current assignee: Individual
Priority date: 1969-09-29
Filing date: 1969-09-29
Publication date: 1971-07-27
Anticipated expiration: 1988-07-27

Abstract

An air propelled vehicle including one or more lengthwise arranged and articulated cars. Each of the cars defines a longitudinal open-ended downwardly opening cavity or recess for bracingly receiving an elongated monorail structure along which the cars are to be moved and the lead car includes air pump means for intaking air and discharging air under pressure rearwardly for propulsion. Further, the cars include corresponding side plenum chambers communicated with each other and outlets for discharging air under pressure into the recesses for support of the cars by a cushion of air formed between the surfaces of said cars defining downwardly opening recesses and the opposing surfaces of the monorail structure. Further, the plenum chambers are in direct communication with the compressed air discharging air of the air pump means and the rearwardly opening outlet for discharging propulsion air is provided with throttle structure whereby the amount of propulsion air being discharged may be varied.

Description

United States Patent Inventor John Van Veldhuiun 31601 SW. 197th Ave., Homestead, Fla. 33030 [21] Appl. No. 861,614 [22] Filed Sept. 29, 1969 [45] Patented July 27, 1971 v [54] JET PROPELLED AIR CUSHION MONORAIL VEHICLE 9 Claims, 11 Drawing Figs. 7

[52] US. Cl 104/23 FS, 104/23 R, 104/134 [51] Int. Cl B611! 13/08 [50] Field 01 Search 104/23, 23 F5, 134; 180/119, 120, 124, 125

[56] llelerenees Cited- UNITED STATES PATENTS 3,060,867 10/1962 Holmquist 104/23 FS 3,174,440 3/1965 Cockerell... 104/134 3,233,559 2/1966 Smith 104/23 FS 3,444,823 5/1969 Akmentin 3,500,765 3/1970 Easton ABSTRACT: An air propelled vehicle including one or more lengthwise arranged and articulated cars. Each of the cars defines a longitudinal open-ended downwardly opening cavity or recess for bracingly receiving an elongated monorail structure along which the cars are to be moved and the lead car includes air pump means for intaking air and discharging air under pressure rearwardly for propulsion. Further, the cars include corresponding side plenum chambers communicated with each other and outlets for discharging air under pressure into the recesses for support of the cars by a cushion of air formed between the surfaces of said cars defining downwardly opening recesses and the opposing surfaces of the monorail structure. Further, the plenum chambers are in direct commu nication with the compressed air discharging air of the air pump means and the rearwardly opening outlet for discharging propulsion air is provided with throttle structure whereby the amount of propulsion air being discharged may be varied.

PATENTEnJummn 3 595 172 SHEET 1 [1F 3 John Van Ve ldhuizlen INVESTOR.

Mm MM FM I PATENTED m2? l97i v SHEET 2 BF 3 John Van Ve/dhuizen PATENTEDJULZYIQYI 3,595,172

SHEET 3 [IF 3 la/m Van Ve/dhulken @MWW WM JET PROPELLED AIR CUSHION MONORAIL VEHICLE The monorail vehicle has been designed to provide a novel and efficient transportation system whose individual cars'and trains may be operated at high speedwith a minimum cost of operation of propulsion engines and minimum .wear of contacting surface portions of the monorail cars and'monorail structure. i

The monorail transportation system of theinstant invention utilizes high bypass air turbine engines for propulsion and support of the monorail vehicle from the associated monorail structure. In this manner frictional engagement between the monorail vehicle and the monorail structure is substantially eliminated when the monorail vehicle is moving at operating speeds and thereis little loss due to friction in the actual propulsion system for the'monorail vehicle. In addition, the exhaust from the high bypass air engines may be effectively muffled in anysuitable manner and the discharge of bypass air for propulsion and the formation of an air cushion beneath each car ofthe monorail vehicle is relatively quiet. Therefore, with substantially no direct contact between the monorail vehicle and the associated monorail structure, muffled engine exhaust and the utilization of bypass air for propulsion and the formation of thesupport ing air cushion beneath the monorail vehicle, the monorail vehicle may be operated with a minimum of noise. i

In addition to the utilization of highbypass air for forming a supporting air cushionbeneath the monorail vehicle, the high bypass air discharged' to form the air cushion is directed laterally inwardly and downwardly upon upwardly and laterally outwardly inclined surfaces of the associated monorail structure in a manner such that the air being discharged to form the air cushion alsofunctions to maintain the monorail vehicle centered relative to the associated monorail structure.

ln additionto the above features, a multicar monorail train constructed in accordance with the present invention utilizes high bypass air engines only in the lead car for propulsion and the formation of an air cushion beneath each of the cars of the train, the bypass air utilized to form the air cushions in the cars behind the lead car of the train being ducted thereto through hollow opposite side plenum chambers formed in each car of the train. Flexible boots are utilized between the adjacent ends of plenum chambers of adjacent cars for maintaining the plenum chambers in closed communication and the rear end of each plenum chamber is provided with an air ,valve for selectivelyand variably throttling the rearward discharge of air therefrom. Also, the rearwardly opening propulsion air outlet is provided with a forwardly facing portion having a valve opening therein and the rearwardly facing propulsion air outlet opening is provided with air shutter means whereby the rearward discharge of propulsion air-may be throttled, either to increase the volume and pressure of air available to form air cushions beneath the various cars of a monorail train or to terminate all discharge of propulsion air rearwardly and allow that portion of the high bypass air normally discharged rearwardly for propulsion to be discharged forwardly for the purpose of braking the monorail vehicle.

The main object of this invention is to provide an efficient high-speed monorail vehicle which will be capable of operation with a minimum of noise. I

Another object of this invention is to provide a monorail vehicle which may comprise a plurality of end aligned and articulatively coupled individual cars each provided with means for forming an air cushion therebeneath with air under pressure supplied by and ducted from the lead car of-the monorail vehicle.

Still another important object of this invention is to provide a monorail vehicle utilizing air under pressure not only as a propulsive force therefor but also to form a supporting air cushion beneath each car of the monorail vehicle.

Another object of this invention is to provide a monorail vehicle of the air cushion type including supporting and guide rollers for utilization in support of the vehicle from the associated monorail while the vehicle is at, rest and moving at slow speeds.

A final object of this invention tobe specifically enumerated herein is to provide a monorail vehicle in accordance with the preceding objects which will conform to conventional forms of manufacture, be of simple construction and easy to operate so as to provide a device thatwill be economically feasible, long lasting and relatively trouble-free in operation.

These together with other objects and advantages which will become subsequently apparent reside in the details of construction and operation as more fully hereinafter described and claimed, reference being had to the accompanying drawings forming a part hereof, wherein like numerals refer to like parts throughout and in which:

FIG. I is a fragmentary side elevational view of the forward end portion of a monorail train system constructed in accordance with the present invention;

FIG. 2 is a front elevational view of the monorail vehicle disposed on the associated monorail structure with the latter being illustrated in vertical transverse section;

FIG. 3 is a fragmentary longitudinal vertical sectional view taken substantially upon the plane indicated by the section line 3-3 of FIG. 2;

FIG. 4 is a fragmentary horizontal sectional view taken substantially upon the plane indicated by the section line 44 of FIG. 3;

FIG. 5 is a transverse vertical sectional view taken substantially upon the plane indicated by section line 5-5 of FIG. 3;

FIG. 6 is a transverse vertical sectional view taken substantially upon the plane indicated by section line 6-6 of FIG. 4;

FIG. 7 is a fragmentary enlarged horizontal sectional view illustrating the manner in which flexible boots are utilized to maintain closed communication between the front and rear ends of opposite side plenum chambers of adjacent cars of the monorail vehicle; i

FIG. 8 is a fragmentary transverse vertical sectional view illustrating the manner in which the air suppliedto form an air cushion beneath the cars disposed rearward of the lead car of the vehicle may be throttled;

FIG. 9 is a fragmentary transverse vertical sectional view illustrating the left-hand air flap of FIG. 6 disposed at the rear end of the left plenum chamber of the lead car in a partially open position; 7

FIG. 10 is a fragmentary longitudinal vertical sectional view illustrating the manner in which the propulsion air outlet may be closed and the propulsion utilized to brake the monorail vehicle; and

FIG. 11 is a fragmentary transverse vertical sectional view similar to the lower left-hand portion of FIG. 6 but illustrating a slightly modified form of monorail vehiclev to be utilized in conjunction with a monorail structure whose longitudinal edges are rounded as opposed to beveled.

Referring now more specifically to the drawings, the numeral 10 generally designates a monorail structure including end aligned and joined downwardly opening channel-shaped rail sections 12 supported in elevated position above a suitable support surface (not shown) by means of integral longitudinally spaced opposite side legs or standards 14. The rail sections 12 include flat upper surfaces 16 and substantially vertical opposite side surfaces with angled or beveled surfaces 20 extending between adjacent longitudinal marginal portions of the

surfaces

16 and 18. The monorail structure may be constructed of any suitable material such as various cementitious materials.

The monorail vehicle of the instant invention is referred to in general by the reference numeral 22 and includes a lead car 24 and a plurality of other cars 26 disposed in end aligned relation behind the lead car 24. Adjacent ends of the lead car 24 and the other cars 26 are coupled together in any convenient manner (not shown) and it is to be understood that each of the

cars

24 and 26 may have provisions therein for passengers.

The lead car 24 includes a forward driver's compartment 28 provided with a windshield 30 and the interior of the lead car 24 is partitioned into a pair of opposite side front to rear extending engine compartments 32 which open forwardly through the front end of the car 24 and are provided with filter screens 34.

The engine compartments 32 each have a high bypass turbofan engine 34 disposed therein. The engines may be of any desirable type such as the T-55 turbofan engine manufactured by Avco, Lycoming Division. The turbofan engines 34 include fan assemblies 36 which are front mounted on the engines 34 and mated to the power turbines thereof through a center shaft. In addition, the engine compartments are divided at their rear ends into upwardly and inwardly inclined propulsion air ducts 38 and lower opposite side plenum chambers 40. The ducts 38 extend upwardly through the roof 42 of the lead car 24 and open rearwardly above the roof 42 as at 44. In addition, the engines 34 include exhaust gas ducts 46 which extend upwardly through the ducts 38 and also open rearwardly in closely spaced side-by-side relation as at 44.

It may be seen from FIG. 1 of the drawings that the plenum chambers 40 are disposed below the floor level of the lead car 24 at least at the rear end of the lead car 24 whereby an access door 48 may be provided in the side of the lead car 24 for entrance thereinto over the associated plenum chamber 40.

The other cars 26 are constructed similarly to the lead car 24 except that they are not provided with the engine compartments 32, engines 34,

ducts

38 and 46 or air intakes. Instead, the other cars 26 each include plenum chambers 50 extending along opposite sides thereof with the forward ends of the plenum chambers 50 registered with the rear ends of the plenum chambers in the next forward car. In addition, it may be seen from FIG. 7 of the drawings, that flexible boots 52 are utilized to maintain closed communication between the forward end of each plenum chamber 50 and the rear end of the plenum chamberdisposed in the next forward car.

The rear end of each plenum chamber 40 has an air valve or shutter 54 oscillatably supported therein for angular adjustment about a vertical axis and a fluid motor 56 is provide for each air shutter 54 whereby the latter may be adjustably angularly positioned, as desired. From a comparison of FIGS. 6 and 9 ofthe drawings it may be seen that the air shutters 54 may be fully closed so as to prevent the rearward discharge of the air from the rear ends of the plenum chambers or at least partially opened so as to allow rearward discharge of air from the plenum chambers 40 into the forward ends of the plenum chambers 50. In addition, it will be noted that the rear end of each plenum chamber 50 is provided with a similar air shutter 54. Also, from FIGS. 7 and 8 of the drawings it may be seen that each plenum chamber 50 includes a horizontal divider plate 58 dividing the plenum chambers 50 into and upper and lower sections and that each divider plate 58 includes a vertically swingable pivotally mounted flap 60 whereby the amount of air admitted into the lower sections of the plenum chambers 50 may be controlled. A fluid motor 62 is provided for each flap 60 whereby the latter may be adjustably positioned as desired.

The exhaust conduits or ducts 46 open rearwardly in an unobstructed manner and each exhaust duct 46 may be provided with suitable sound muffling structure (not shown) if desired. Further, the rear ends of the ducts 38 are provided with control flaps 66 whereby the effective cross-sectional area of the discharge ends of the ducts 38 may be varied as desired. Any suitable means may be utilized to actuate the flaps or shutters 66.

From FIG. 3 of the drawings it may be seen that the ducts 38 include rearwardly and upwardly inclined portions 68 disposed above the roof 42 and which include a pivoted flap 70 which may be swung from a closed position illustrated in FIG. 3 of the drawings to the open position illustrated in FIG. of the drawings. Of course, when the flaps or shutters 66 are closed as illustrated in FIG. 10 of the drawings and the flap 70 is opened, the discharge of air from the upper rear ends of the ducts 38 is directed forwardly whereby a rearward thrust on the monorail vehicle 22 is provided. In this manner, the monorail vehicle may be brakcd.

The lead car 24 includes a floor structure 72 from which longitudinally spaced sets oftransvcrscly aligned rollers 74 are journaled. The rollers 74 are recessed upwardly in downwardly opening recesses 76 formed in the flooring or floor structure 72 and only their lower peripheral portions project downwardly below the floor structure for rolling contact with the upper surface 16 of the rail sections 12. In addition, the lead car 24 includes similar forward rollers 78 and it is to be noted that each of the other cars 26 also includes longitudinally spaced sets of transversely aligned rollers such as rollers 74. From a comparison of FIGS. 6 and 8 of the drawings it will be seen that the lower opposite side portions of the lead car 24 and the other cars 26 is substantially identical.

The plenum chambers of the

vehicles

24 and 26 as well as the flooring or floor structures of the

vehicles

24 and 26 define a longitudinally extending downwardly opening recess 80 in each

vehicle

24 and 26 in which at least the rail sections 12 of the monorail structure 10 is snugly received. The plenum chambers aredefined by those portions of the

cars

24 and 26 which depend downwardly along opposite sides of the monorail structure 10 and it may be seen that each recess 80 includes

surfaces

82, 84 and 86 which parallel the surfaces l6, l8 and 20. Each of the

cars

24 and 26 includes longitudinally spaced rollers 88 at opposite sides thereof which project into the opposite side portions of the recesses 80 through the surfaces 84 and additional rollers 90 are provided including peripheral portions which project through the surfaces 86. The

rollers

88 and 90 are provided for rolling engagement with the

surfaces

18 and 20, respectively. From FIGS. 6 and 8 of the drawings it will be seen that the

plenum chambers

40 and 50 include longitudinally spaced

outlets

40 and 50 which open through the corresponding surfaces 86 for discharging air from the

plenum chambers

40 and 50 into the recesses 80. In this manner, an air cushion may be formed beneath each

vehicle

24 and 26 as long as sufficient air under pressure is delivered to the

plenum chambers

40 and 50 past the

flaps

54 and 60. I I

It is to be noted that the areas of the recesses 80 disposed between adjacent sets of rollers 74 and 78 define separate chambers in which supporting air cushions may be formed. The rollers 74 and 78 are closely axially spaced and thereby define at least partial barriers to the passage of cushion air from one zone between adjacent sets of rollers 74 and an adjacent zone. By this construction, and the utilization ofa plurality of flaps 60 spaced longitudinally along each of the other cars 26, uneven fore and aft loading of the other cars 26 may be compensated for in order that all of the rollers 74 will be maintained out of contact with the upper surface 16 during normal operation of the monorail vehicle 22.

With attention now invited again to FIGS. 6 and 8 of the drawings, it will be seen that the openings 40' and 50 are positioned so as to insure that the air discharged from the

plenum chambers

40 and 50 is directed inwardly and downwardly upon the surfaces 20. In this manner, the air being discharged from the

plenum chambers

40 and 50 is utilized to transversely guide the monorail vehicle 22 on he monorail structure 10.

In FIG. 11 of the drawings there may be seen a modified form of monorail structure generally referred to by the reference numeral 10' and which is substantially identical to the monorail structure 10 except that its upper longitudinal comers are rounded as at 110. In addition, a modified form of car is designated by the reference numeral 24 and the car 24 includes rounded upper corners 112 of its longitudinal recess 114 which are devoid of rollers corresponding to the

rollers

86 and 88. However, the upper corners 112 are provided with upper and

lower outlet openings

116 and 118 for discharging air from the plenum chambers 40 of the cars 24' both laterally and vertically upon the rounded comers of the monorail structure Of course, the car 24' does include rollers 74 corresponding to the rollers 74 and also rollers corresponding to the rollers 78.

The other cars 26 may be provided with ample accommodations for passengers above the flooring structures 120 thereof and each car 26 may be provided with an access door similar to access door 48. Of course, the air shutters 54 disposed at the rear ends of the plenum chambers 50 of the other cars 26 are also actuated by fluid motors corresponding to fluid motors 56.

In operation, when the monorail vehicle 22 is standing still it is supported from the monorail structure 10 by the rollers 74 and 78. After the vehicle 10 has been loaded, the engines 34 may be started with the flaps 66 closed and the air shutters or flaps 54 and 60 opened and adjusted in each car to compensate for the load therein. Operation of the engines 34 will cause the bypass air to be ducted into the plenum chambers of the

cars

24 and 26 and discharged into the recesses 80 for support of the

cars

24 and 26 on air cushions. Then, when it is desired to move the train or vehicle 22 forwardly, the operating speed of the engines 34 may be increased and the flaps 66 may be opened in order that a portion of the bypass air will be discharged rearwardly for forward propulsion of the vehicle 22. As the vehicle increases speed, the e operating speed of the engines 34 and the positioning of the various flaps and

shutters

54, 60 and 66 may be adjusted as desired so as to maintain the

cars

24 and 26 supported by cushions of air thereunder between adjacent sets of rollers 74 and 78.

When it is desired to slow the monorail vehicle 22, the flap 70 is opened and the flaps 66 are closed so that the discharge of bypass air from the ducts 38 is directed forwardly thereby applying a rearward thrust on the vehicle 22 to slow the latter. In addition, it is also proposed that suitable braking means may be provided for the rollers 74 and 78 and that during an emergency stop of the vehicle 22 to the braking means for the rollers 74 and 78 may be energized after substantially all discharge of air into the plenum chambers 50 is terminated and the

flaps

66 and 70 have been closed and opened, respectively.

The foregoing is considered as illustrative only of the principles of the invention. Further, since numerous modifications and changes will' readily occur to those skilled in the art, it is not desired to limit the invention to the exact construction and operation shown and described, and accordingly all suitable modifications and equivalents may be resorted to, falling within the scope of the invention.

What is claimed as new is as follows:

1. For use in conjunction with an elongated monorail structure including an upper portion having an upper surface and opposite side surfaces extending downwardly from the opposite side edges of said upper surface, an air cushion vehicle including at least a lead car and a trading car each of said cars having front and rear ends and defining a longitudinal open ended downwardly opening recess in which to embracingly receive said upper portion of said rail therein, said lead car including air pump means provided with air intake and discharging means for intaking air and discharging air under pressure rearwardly for propulsion, said lead car also including opposite side plenum chambers into which some of the compressed air discharged from said air pump means is bled, and bleed air discharge means for discharging the bleed air in said plenum chambers into said recess, which air supplies the lead car supporting air cushion, said trailing car being articulately coupled to the rear of said lead car and also provided with opposite side plenum chambers including bleed air discharge means for discharging the bleed air in said plenum chambers into said recess, which air supplies the trailing car supporting air cushion, the rear ends of the plenum chambers opening rearwardly from the rear ends of said cars and being provided with air valve means for variably and selectively closing the rear ends of said chambers, and flexible boot means operatively connected between and maintaining closed communication between the adjacent front and rear ends of said plenum chambers.

2. The combination of claim 1 wherein said cars include support wheel means spaced both transversely and longitudinally thereof and which include at least lower peripheral portions projecting downwardly into the upper portion of said recess for rolling support of said cars from said upper surface.

3. The combination of claim 1 wherein said car includes opposite side guide wheel meansjournaled for rotation about upstanding axes and which include at least inner peripheral portions projecting into the opposite side portions of said recesses for rolling engagement with said opposite side surfaces of said monorail structure.

4. THe combination of claim I wherein said air discharge means for rearwardly discharging propulsion air includes throttle means operative to variably throttle the discharge of air from said air discharge means and thus also vary the pres sure of air upstream from said throttle means and the amount and pressure of said bleed air available to said plenum chambers.

5. The combination of claim 1 wherein said trailing car includes partition means dividing each of the plenum chambers thereof into two longitudinally extending plenum chamber sections extending longitudinally of and opening outwardly of the opposite ends of said trailing car, the bleed air discharge means of said trailing car establishing communication between said recess of said trailing car and one of said plenum chamber sections on each side of said trailing car, and said partition means including means operable to variably establish communication between each pair of plenum chamber sections for allowing varied amounts of airflow between said plenum chamber sections.

6. THe combination of claim 1 wherein said bleed air discharge means includes means for discharging bleed air into said recess along downwardly and inwardly inclined paths at points spaced along opposite sides of said recess.

7. The combination of claim 1 where said bleed discharge means includes means for discharging bleed air into said recesses along downwardly and inwardly inclined paths at points spaced along opposite sides of said recesses, said elongated monorail structure including an upper portion having an upwardly facing upper surface and upstanding opposite side surfaces, said upper portion'including upwardly and outwardly facing opposite side longitudinal bevel surfaces joining said upper and side surfaces and disposed generally normal to and upon which said paths are incident.

8. THe combination of claim 6 including an elongated monorail structure including an upper portion having an upper surface and opposite side surfaces, said cars being disposed on said monorail structure with said upper portion received in said recess, said upper portion including transversely rounded opposite side longitudinal surface portions, said bleed air discharge means also including means for discharging bleed air into said recess along both downward and horizontal inwardly extending paths on each side of each car for incidence upon the upper and lower portions, respectively, of the corresponding rounded surface portions.

9. The combination of claim 1 wherein said cars include support wheel means spaced both transversely and longitudinally thereof and which include at least lower peripheral portions projecting downwardly into the upper portion of said recess for rolling support of said car from said upper surface, said cars including opposite side guide wheel means journaled for rotation about upstanding axes and which include at least inner peripheral portions projecting into the opposite side portions of said recesses for rolling engagement with said opposite side surfaces of said monorail structure.

Claims

3. The combination of claim 1 wherein said car includes opposite side guide wheel means journaled for rotation about upstanding axes and which include at least inner peripheral portions projecting into the opposite side portions of said recesses for rolling engagement with said opposite side surfaces of said monorail structure.

4. THe combination of claim 1 wherein said air discharge means for rearwardly discharging propulsion air includes throttle means operative to variably throttle the discharge of air from said air discharge means and thus also vary the pressure of air upstream from said throttle means and the amount and pressure of said bleed air available to said plenum chambers.

7. The combination of claim 1 where said bleed discharge means includes means for discharging bleed air into said recesses along downwardly and inwardly inclined paths at points spaced along opposite sides of said recesses, said elongated monorail structure including an upper portion having an upwardly facing upper surface and upstanding opposite side surfaces, said upper portion including upwardly and outwardly facing opposite side longitudinal bevel surfaces joining said upper and side surfaces and disposed generally normal to and upon which said paths are incident.