US3782292A - Switching system for a transportation system employing a guideway - Google Patents

Switching system for a transportation system employing a guideway Download PDF

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Publication number
US3782292A
US3782292A US00202753A US3782292DA US3782292A US 3782292 A US3782292 A US 3782292A US 00202753 A US00202753 A US 00202753A US 3782292D A US3782292D A US 3782292DA US 3782292 A US3782292 A US 3782292A
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guide
guideway
guide rail
junction
vehicle
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US00202753A
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J Metcalf
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LTV Aerospace Corp
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LTV Aerospace Corp
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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

Definitions

  • ABSTRACT A switching system for a transportation system of the type employing a guideway and vehicles adapted to travel along the guideway.
  • a guideway junction is provided having a first end communicating with a first portion of the guideway and having a bifurcated, second end communicating with second and third, mutually diverging portions of the guideway.
  • a movable guide rail is positioned adjacent the first end of the junction and pivotable between first and second positions for initially guiding a vehicle in a respective one of two directions upon the vehicle entering the junction from the junction first end.
  • a fixed, guiding means is positioned between the movable guide rail and the second guideway portion and is operable to guide a vehicle through the junction and onto the second guideway portion upon the vehicle being initially guided by the movable guide rail while the movable guide rail is in its first position; and another fixed, guiding means is operable to guide a vehicle through the junction and onto the third guideway portion upon the vehicle being initially guided by the movable guide rail positioned in its second position.
  • the movable guide rail is positioned by actuating means operable for moving the guide rail to a selected one of its two positions.
  • the movable guide rail is normally held in its first position by positioning means operable for resiliently urging the movable guide rail to its first position, and is deflected-to its second position by vehicles which enter the junction from the third guideway portion.
  • guideways generally of approximately U-shaped cross-section
  • the guideway of such a system typically employs left and right, upright guide walls and a generally horizontal road surface, extending at least partially between the guide walls, for supporting the vehicles.
  • Vehicles have been constructed which travel along such guideways upon resilient tires and which include following mechanisms adapted to engage the guide walls for guiding or steering the vehicles within the guideways.
  • the following mechanisms may engage guide rail structures, in which case the guideway may consist only of a roadway and at least one guide rail structure extending along or alongside the roadway.
  • Vehicles of the above type are similar to railway cars in many respects, but can provide advantages, such as improved riding qualities and quieter operation, over conventional railway vehicles.
  • Guideway transportation systems are also suited for use with other types of vehicles, such as those employing ground-effect, air cushion, supporting means.
  • ground-effect vehicles have great potential for highspeed ground transportation systems and, when adapted to travel within a guideway, can be safely and precisely maneuvered.
  • Switching systems for conventional railways utilize the space between diverging, outer rails in switch junctions for the placement of dual, movable rails which divert the cars to one or the other of two, diverging, railway lines, it being required only that narrow gaps remain between the rails upon which the wheels ride and the other rails to permit passage of the flanges of the wheels. Because of the requirement, in guideway systems, that substantial portions of the roadway be clear of obstructions, such moveable switching rails cannot be conveniently adapted for use in switches for guideway systems. It can thus be seen that the development of efficient switching apparatus for use in guideway transportation systems requires the solution of engineering problems unique to such guideway systems.
  • Switching systems of several types have been proposed for guideway systems, but they suffer from a number of disadvantages.
  • One approach has been to provide a relatively massive, movable, blade structure in a junction of two, mutually diverging, guideway portion, the blade structure extending longitudinally along the entire length of the junction and being pivotably mounted in such a manner that a distal end section thereof may be selectively positioned along side one or the other guide walls at the entrance to the junction, i.e., at the end of the junction at which the diverging guideway portions are merged.
  • the blade structure then serves to divert approaching vehicles into a selected one of the mutually diverging guideway portions.
  • Another type of switching mechanism which has been used in guideway systems employs guide rails extending alongside the guideway within the junctions for directioning the vehicles, guide rollers suitably being mounted on the vehicles for engaging respective ones of the guide rails.
  • a plurality of such guide rails are moveably positioned along the sides of a switching junction in such a manner that mutually parallel rails respectively positioned on opposite sides of the junction can be moved simultaneously from one position to another, remaining in parallel alignment, for directioning passing vehicles along a desired route.
  • at least four, moveable, guide rail elements are repositioned during each switching cycle; moreover, certain pairs of mutually adjacent rails must be positioned in mutually abutting, longitudinal alignment while other pairs of the rails must be in parallel alignment. This requirement of precise positioning of a number of moveable rail elements is undesirable in that the operating mechanism of the switch'is required to be complex and precise, adding to the expense of manufacture and the likelihood of malfunction.
  • Another object is to provide a guideway switching system which is of reliable and efficient operation.
  • Yet another object is to provide such a switching system which eliminates the need for precise alignment of a plurality of movable, guide rail elements.
  • Another major object is to provide such a switching system which can be actuated by conventional switch actuating mechanisms of proven reliability in general railway use.
  • a further object is to provide such a switching system in which the danger of jamming or binding of a movable guide rail by foreign objects alongside the movable guide rail is substantially eliminated.
  • Still another object is to provide a switching apparatus which provides the above-stated advantages but nevertheless is of simple construction, having only one major, movable part, and which is thus of relatively inexpensive, practicable manufacture.
  • FIG. 1 is a diagrammatic representation of a guideway transportation system employing switching apparatus constructed according to the present invention
  • FIG. 2 is a plan view of switching apparatus constructed according to a preferred embodiment of the present invention and showing a junction of mutually diverging guideway portions and portions of a vehicle within the junction, the movable rail structure of the switching system being shown in its first position;
  • FIG. 3 is a view similar to FIG. 2 showing the movable rail structure in its second position
  • FIG. 4 is a plan view in an enlarged scale of portions of the switching apparatus of FIGS. 2 and 3, showing the movable rail structure in its second position and showing portions of the left and right, guide wheel assemblies of the vehicle;
  • FIG. 5 is a fragmentary, cross-sectional view taken along the line V-V of FIG. 4 and showing portions of the switching apparatus in an enlarged scale relative to FIG. 4;
  • FIG. 6 is a cross-sectional view, taken partially along the line VI-Vl of FIG. 4, of a portion of the switching apparatus of FIGS. 2-5 and showing the left, front, guide wheel assembly adjacent the movable rail structure;
  • FIG. 7 is a top view of a modification of the movable rail structure of FIGS. 2-6;
  • FIG. 8 is a top view of a modification of the guide wheel assembly
  • FIG. 9 is a top view of a further modification of the guide wheel assembly.
  • FIG. 10 is a rear view of the guide wheel assembly of FIG. 9 taken along the line X-X of FIG. 9 and showing, in cross-section, a portion of the second, fixed rail structure;
  • FIG. 11 is a top view of still another modification of the guide wheel assembly
  • FIG. 12 is a view, similar to FIG. 10 and taken along the line XIIXII of FIG. 11, showing the guide wheel assembly of FIG. 11 engaged by a portion of the second, fixed rail structure;
  • FIG. 13 is a rear, perspective view of the guide wheel assembly of FIGS. 11 and 12 and showing a portion of the movable rail structure in its second position;
  • FIG. 14 is a plan view, similar to FIG. 2, showing a modification of the switching system of FIGS. 2-6;
  • FIG. 15 is a plan view, similar to FIG. 4, of the modification of FIG. 14;
  • FIG. 16 is a cross-sectional view, taken as on the line XVIXVI of FIG. 15, of portions of the modified switching system of FIGS. 14 and 15;
  • FIG. 17 is a plan view, similar to FIGS. 2 and 14, of another modification of the switching system
  • FIG. 18 is a fragmentary, cross-sectional view taken as on the line XVIIIXVIII of FIG. 17;
  • FIG. 19 is a diagrammatic view of a portion of the guideway system of FIG. 1 in an enlarged scale and showing schematically portions of a control system of a type suitable for use with switch systems constructed according to the present invention
  • FIG. 20 is a view, partially cut away, and similar to FIG. 4, of a further modification of the switching system which is particularly adopted for receiving vehicles entering from its bifurcated, second end;
  • FIG. 21 is a fragmentary, cross-sectional view taken as on the Line XXI-XXI of FIG. 20;
  • FIG. 22 is a fragmentary, cross-sectional view taken as on Line XXII-XXII of FIG. 20.
  • a typical guideway transportation system employs at least one primary guideway 19, upon which through traffic may pass, and at least one secondary guideway 20 which branches off from the primary guideway by means of a switch 10 and which subsequently rejoins the primary guideway through a second switch l0(suitably of the passive type to be described in later section) which is reversed in direction.
  • a plurality of the secondary guideways 20 is illustrated, each of which serves as a siding to permit loading and unloading of passengers and/or cargo without interrupting the continuous flow of traffic upon the primary guideway 19, the primary guideway being formed in a closed loop to permit continuous trafiic flow thereupon without reversing the direction of vehicles 12 (FIG. 1) to be described.
  • Such a transportation system 9 is suited for use in applications wherein continuous operation is required for transporting a number of passengers to and from a plurality of destinations, as is required in congested areas such as airports, shopping centers, or cities or portions thereof.
  • An exemplary means for controlling the switches 10 in such a guideway system will be discussed in a later section, but it should be noted that vehicles traveling along the main guideway 19 must pass through a great number of the switches 10 which connect with the secondary guideways 20. Thus, each switch system 10 must be reliably and continuously operative if the flow of traffic is to continue, and the malfunction of only one of the switches may cause the entire system 9 to be shut down.
  • a preferred embodiment of the switching system 10 is employed in a guideway transportation system of the type having a guideway, indicated generally at 11, and at least one vehicle 12 adapted to travel along and follow the guideway.
  • the exemplary guideway 11 of the present embodiment is approximately U-shaped configuration, having a substantially horizontal, central roadway 113 for supporting the vehicle 1 2 and suitably having a pair of approximately upright curbs or parapets 14 extending alongside the roadway on opposite sides thereof.
  • the direction indicated by arrows (FIG. 2) and 15A (FIG. 3) or generally from left to right in FIGS. 2 and 3 of the drawing will be considered to be the normal or current direction of vehicular movement, it being understood that traffic in the reverse direction is also possible.
  • the parapets 14 have respective sidewalls which face the roadway 13 and which, in compliance with the arbitrary directional sense denoted by arrows 15 and 15A, are termed left and right guide walls 16, .17.
  • the guide walls 16, 17 of the present, illustrative guideway system are substantially perpendicular to the roadway l3 and are uniformly spaced from each other along the guideway 13.
  • the guide walls 16, 17 may be sloped somewhat from the perpendicular, it being only necessary that they have some degree of vertical extension for providing lateral guidance.
  • the switching system 10 is suitable for use with various types of guideway following vehicles, and it is particularly adapted for use with vehicles of the type described in the co-pending application for U. S. Pat. entitled Guide Following Steering Apparatus filed on even date by W. P. Goode.
  • the steering system of the above application is installed in a vehicle, herein illustrated diagrammatically as the vehicle 12 of FIGS. 2 and 3, which vehicle rides upon front and rear pairs 18, 19 of rubber-tired wheels, the wheels of each pair being interconnected by suitable steering linkages (not shown) preferably of the Ackerman type employed in automobiles.
  • the front and rear steering linkages are, in turn, connected in such a manner that the wheels of the front pair 18 and of the rear pair 19 turn simultaneously and in opposite directions for causing the vehicle 12 to turn about a relatively short turning radius.
  • the vehicle 12 is also equipped with means for movable engaging the guide walls 16, 17 and actuating the respective steering linkages for guiding the vehicle 12 along the guideway 11.
  • Such means suitably includes front and rear, elongated, guideway-following structures 21, 22 which respectively extend horizontally, substantially across the guideway 11, and are posi tioned adjacent the front and rear pairs of wheels 18, 19, respectively.
  • the elongated structures 21, 22 are longitudinally movable relative to their own length and laterally of the vehicle 12. Left and right, front guide wheel assemblies 24, 25, shown more clearly in FIG.
  • each of the guide wheel assemblies 24, 25, 26, 27 includes a guide wheel (to be described below) rotatable about an approximately vertical axis and adapted to roll along a respective, adjacent guide wall, the guide wheel assemblies serving continuously to center the elongated structures 21, 22 between the guide walls l6, 17.
  • Means are provided, as specifically disclosed in the aboveidentified application, for connecting one of the elongated structures 21,
  • the steering system of the Goode patent application employing for guidance only the respective on of the elongated structures 21, 22 which is positioned at the end of the vehicle 12 facing the current direction of travel. While directional terminology such as left, right, forward, and rearward are used herein for clarity-in describing the vehicle 12 and the switching system 10, in fact, the vehicle is substantially symmetrical and is operable in either direction with equal facility, as disclosed in the Goode patent application.
  • the switching system 10 is described herein with reference to its use with a vehicle as disclosed in the above-cited patent application, it is not, of course, limited to such use but is suited for guideway systems employing other types of vehicles having various types of suspension and steering systems.
  • the switching system 10 is equally applicable for guideway following vehicles in which the front and rear wheels are independently and simultaneously steered by respective, front and rear, guideway following mechanisms, and the switching system may also be used with vehicles employing ground-effect suspension means and designed to follow a guideway.
  • a junction 32 has a first end 33 communicating with a first portion 34 of the guideway 11 and widened, bifurcated, second end 35 communicating with second and third, mutually diverging portions 36, 37 of the guideway, the second and third guideway portions 36, 37 being merged into the single, first guideway portion 34 at the first end 33 of the junction 32.
  • the first and second guideway portions 34, 36 comprise, for example, portions of the primary guideway 19 of FIG. 1 while the third portion 37 comprises a portion of the secondary guideway 20.
  • the first end 33 of the junction 32 may be considered the inlet to the junction, and the second end 35 may be considered an exit end having first and second outlets 40, 41 communicating with the second and third guideway portions 36, 37, respectively.
  • the switching system 10 is well suited for use in systems having bidirectional traffic flow, or it may be reversed in direction with respect to the current direction of traffic flow, as will be explained in a later section.
  • Parapet sections 42 each of cross-sectional configuration similar to that of the parapets 14 of the guideway 1 1, suitably extend along opposite sides of the junction 32 and have mutually facing side surfaces which define first and second, guide wall portions 43 and 44 of configurations corresponding to those of the left and right guide walls 16, 17, respectively.
  • the first guide wall portion 43 extends along the left side of the junction 32 and is contiguous with the respective left guide walls 16 of the first and second guideway portions 34, 36; that is, the first guide wall portion 43 is contiguous at the second end 35 of the junction 32 with the guide wall of the second guideway portion 36 spaced farthest from the third guideway portion 37.
  • the second guide wall portion 44 extends along the opposite side of the junction 32 and has a first end 45 contiguous, at the first end 33 of the junction 32, with the right guide wall 17 of the first guideway portion 34 and a second end 46,
  • the second guide wall portion 44 thus diverges continuously, in the direction from its first end 45 to its second end 46, from the first guide wall portion 43.
  • the roadway 13 extends along the entire length of the junction 32 and at least partially across its width between the first and second guide wall portions 43, 44; the roadway 13 necessarily occupies the portions of the junction over which the wheels 18, 19 of the vehicle 12 must pass.
  • the roadway 13 extends continuously between the first and second guide walls portions and is continuous, or at least contiguous, with the portions of the roadway in the first, second, and third guideway portions 34, 36, 37.
  • a first fixed rail structure 49 of L-shaped, cross-sectional configuration is rigidly affixed to the parapet section 42 defining the second guide wall portion 44.
  • the first, fixed, rail structure 49 in cross section, has a horizontal leg or portion 50 which, for example, is seated upon the surface of the respective, adjacent, parapet section 42, is suitably bolted to the parapet section, and projects therefrom over the roadway 14.
  • a substantially vertical rail portion projects downwardly from the distal portion of the horizontal rail portion 50 and constitutes a fixed, first guide rail 51 extending along the length of the rail structure 49.
  • the first fixed rail structure 49 extends along the second guide wall portion 44 from the second end 35 of the junction 32 to a location on the second guide wall portion 44 spaced from the junction first end 35.
  • the spacing of the first fixed rail structure 49 from the first end' 33 of the junction 32 is such that the portion of the first fixed rail structure 49 closest to the opposite, first guide wall portion 43 is spaced from the first guide wall portion 43 by a distance at least as great as the gauge of the guideway 11, i.e., the distance between the left and right guide walls l6, 17.
  • the first guide rail 51 projects downwardly from the horizontal guide rail portion 50 toward the roadway 13 and extends alongside the second guide wall portion 44 at a constant height above the roadway 13.
  • the side of the vertical, first guide rail 51 which faces the second guide wall portion 44 constitutes a guide surface 52 which is substantially perpendicular to the roadway l3 and is continuous along the length of the first guide rail 51, the guide surface 52 being spaced from the second guide wall portion 44 by a constant, predetermined distance.
  • a second fixed rail structure 55 (FIG. 2), of L- shaped cross-sectional configuration corresponding to that of the first rail structure 49, extends along the first guide wall portion 43 from the second end 35 of the junction 32 toward the junction first end 33 to a location along the first guide wall portion 43 spaced from the first end 33 of the junction by a distance greater than the distance between the first end of the junction and the first fixed rail structure 49.
  • the second fixed rail structure 55 in cross section, has a horizontal portion 56, rigidly affixed to the parapet section 42 which defines the first guide wall portion 43, and a vertical portion projecting downwardly toward the roadway l3 and constituting a fixed, second guide rail 57.
  • the second guide rail 57 extends alongside the first guide wall portion 43 at a constant height above the roadway 13, and preferably at a higher equal to that of the first guide rail 51, for reasons which will become apparent.
  • the surface of the second guide rail 57 which confronts the first guide wall portion 43 constitutes a guide surface 58 spaced from the first guide wall portion by a constant distance also preferably equal to the distance between the guide surface 52 of the first guide rail 41 and the second guide wall portion 44.
  • the guide surface 58 of the second guide rail 47 is substantially perpendicular to the roadway 13 and is continuous along the length of the second rail structure 55.
  • a single movable rail structure 61 (FIGS. 2-6), also of L- shaped, cross-sectional configuration and having a horizontal portion 62 and a vertical portion, constituting a movable, third guide rail 63, projecting downwardly from the horizontal portion 62 toward the roadway 13.
  • the movable rail structure 61 is pivotably mounted upon a bearing 65 (FIG. 4) and rotatable about a rotational axis substantially perpendicular to the roadway 13.
  • the bearing 65 is fixed relative to and preferably seated upon the parapet section 42 defining the first guide wall portion 43.
  • the third guide rail 63 is thus pivotally supported over the roadway 13 adjacent the first guide wall portion 43.
  • the third guide rail 63 has a first end 67 positioned adjacent the junction first end 33 and a second end 68 adjacent the second fixed rail structure 55, and pivot point represented by bearing 65 being spaced between the first and second ends of the third guide rail and spaced from the second end 68 (for example) approximately one-third the length of the movable, third guide rail 63.
  • the third guide rail 63 has first and second, oppositely-facing guide surfaces 71, 72 each substantially perpendicular to the surface of the roadway 13, the first guide surface 71 confronting the first guide wall portion 43 and second guide surface 72 facing toward the second guide wall portion 44.
  • the second guide wall portion 44 and the second and third rails 57, 63 extend substantially linearly, the first and second guideway portions 34, 36 being longitudinally aligned and constituting a through" or main route corresponding to the primary guideway 19 of FIGS. 1 and 19; the first guide wall portion 43 and the adjacent, first guide rail 51 are curved to conform with the gradual divergence of the first guide wall portion 43 from the second guide wall portion 44.
  • the switch '10 in which, for example, the junction 32 is in a symmetrical, Y-shaped configuration (not shown), the second guide wall portion 43 and the second and third guide rails 57, 63 are also curved.
  • the movable rail structure 61 is pivotable between a first position (FIG. 2) in which the movable rail structure 61 is longitudinally aligned with the second fixed rail structure 55 and a second, divert" position (FIGS. 3-5).
  • a first position in which the movable rail structure 61 is longitudinally aligned with the second fixed rail structure 55
  • a second, divert" position FIGGS. 3-5.
  • the second end 68 FIG. 4
  • the third guide rail 63 is contiguous with the adjacent end of the second guide rail 57, and the first guide surface 71 of the third guide rail 63 is equidistant, along the length of the third guide rail, to the first guide wall portion 43; in the second position (FIGS.
  • the first end 67 of the third guide rail 63 is positioned immediately adjacent the first guide wall portion 43 and the second end 68 is spaced outwardly from the first guide wall portion 43 beyond the second fixed rail structure 55.
  • the third guide rail 63 is of sufficient length, relative to the spacing between its first end 67 and the bearing 65, and is positioned in such a manner that, upon the third guide rail being in its second position (FIG. 4), the distance between the second guide surface 72 of the third guide rail 63 from the second guide wall portion 44, taken along a line perpendicular to the second guide surface 72 and intersecting the second end 68 of the third rail 63, is approximately equal to the gauge of the guideway 11, or the distance between the left and right guide walls 16, 17 across the roadway 11 outside the junction 32.
  • a passive merge switch (FIGS. -22) to be described, no provision is made for automatically positioning the moveable rail structure 61.
  • an actuating mechanism 74 (FIG. 4) is provided for positioning the movable guide tail structure 61 in a selected one of its two positions, the actuating mechanism 74 suitably being of conventional design and of the type employed for actuating railway switches.
  • One such switch actuating mechanism which can be effectively adapted for use with the present switch system 10 is manufactured by the General Railway Signal Company as Model 55-G.
  • the illustrative actuating mechanism 74 is operable to rotate an axle 75 projecting upwardly from the actuating mechanism and affixed to a rotatable arm 76 extending horizontally from the axle.
  • the distal end of the rotatable arm 76 is pivotally connected, by a suitable bearing 77, to a connecting arm 78 which is positioned above the rotatable arm 76 and which extends horizontally from the bearing 77 generally toward the first end 67 of the third guide rail 63.
  • the end of the connecting arm 78 which is spaced from the bearing 77 is suitably provided with a horizontal clevis 79, open toward the third guide rail 63, for permitting it to be pivotally connected to a laterally extending portion 80 of the movable rail structure 61, the extending portion 80 suitably comprising an extending portion of the horizontal portion 62 of the movable rail structure 61 which extending portion 80 projects over the first guide wall portion 43 and toward the actuating mechanism 74.
  • the rotatable arm 76 extends in a direction approximately opposite to the currently employed direction of traffic flow indicated by arrow 15A, and is rotatable in a counterclockwise direction, viewed from above as in FIG.
  • the actuating mechanism 74 is provided with additional linkages to the movable rail structure 61 for locking the rail structure 61 in a selected position, for sensing the actual position of the rail structure 61, and for providing an electrical signal indicative of the position.
  • additional linkages to the movable rail structure 61 for locking the rail structure 61 in a selected position, for sensing the actual position of the rail structure 61, and for providing an electrical signal indicative of the position.
  • the switching system 10 additionally includes means on the vehicle 12 (FIG. 2) for engaging respective ones of the guide surfaces 52, 58, 71, and 72 (FIG. 4) as the vehicle passes through the junction 32.
  • the left, front, guide wheel assembly 24 has an elongated frame element 82 joined at a central portion thereof to the left end of the elongated structure 21 and suitably extending horizontally, approximately perpendicularly of the elongated structure 21.
  • the left, front, guide wheel 29 is affixed to and suitably positioned below the forward end of the frame element 82 upon suitable bearings seated coaxially within the guide wheel 29 and oriented such that the guide wheel 29 is freely rotatable about a rotational axis substantially perpendicular to the roadway 13.
  • a left, front, guide roller 83 is similarly affixed to the frame element 82 and is positioned above the frame element 82 and to the rear of the guide wheel 29 upon an upright post 85 connected to the frame element 82.
  • the frame element 82 and the guide wheel 29 are positioned below the lowermost portions of the movable guide rail 63 and the second fixed guide rail and are thus free of contact with the guide rails 63, 57 during passage of the vehicle 12 (FIG. 2) through the junction 32.
  • the post 85 supporting the guide roller 83 extends upwardly sufficiently to position the guide roller 83 in horizontal register with the second and third guide rails 57, 63. As seen most clearly in FIG.
  • the guide roller 83 is preferably offset, in the direction toward the adjacent, first guide wall portion 43, from the guide wheel 29 but is of sufficiently small diameter, relative to the diameter of the guidewheel 29, that, upon the guide wheel 29 being in contact with the first guide wall portion 43 adjacent the movable rail structure 61 when the movable rail structure is in its first or through position, the guide roller 83 is in register with the first guide surface 71 and positioned between the first guide surface 71 and the first guide wall portion 43. Similarly, upon the guide wheel 29 being adjacent the second fixed rail structure 55 and in contact with the first guide wall portion 43, the guide roller 83 is positioned between the first guide wall portion and the guide surface 58 of the second guide rail 57 and in register with the guide surface 58 of the second guide rail 57.
  • the guide roller 83 is oriented such that its outermost portion, i.e., its edge portion most remote from the vehicle 12 (FIG.2) and confronting the first guide wall portion 43, is spaced inwardly from the outermost edge of the guide wheel 29 sufficiently for the guide roller 83 to clear the forward end 67 of the third guide rail 63 upon the guide roller assembly 24 being adjacent the movable rail structure 61 when it is in its second position as shown in broken lines in FIG. 6; suitably, the horizontal spacing between the respective, outermost portions of the guide wheel 29 and the guide roller 83 is approximately equal to the thickness of the downwardly extending, third guide rail 63 so that, upon the vehicle 12 (FIG.
  • the guide roller 83 does not impact jarringly upon the leading edge of the third guide rail 63.
  • the right front, guide wheel assembly 25 corresponds to the left front guide wheel assembly 24 and includes a guide roller 84 and a guide wheel 30, the guide roller being positioned between the second guide wall portion 44 and the guide surface 52 of the first guide rail 51 upon the right, front, guide wheel 30 contacting the second guide wall portion 44 adjacent the first guide rail 51.
  • the left, rear, guide wheel assembly 26 (FIG. 2) is symmetrical with respect to the left, front, guide wheel assembly 24 but is suitably reversed from front to rear; in the vehicle 12 described in the above-identified patent application by W. P. Goode, the left, rear, guide wheel assembly 26 is adapted to follow the path of the left, front, guide wheel assembly 24 when the vehicle 12 is traveling in a forward direction and the left, front, guide wheel assembly 24 is adapted to follow the left, rear, guide wheel assembly 26 when the vehicle 12 travels in the opposite direction.
  • the left guide wheel assemblies 24, 26 are also constructed symmetrically with respect to the right guide wheel asse'mblies 25, 27, respectively, so that the guide rollers of each guide wheel may engage respective ones of the guide surfaces 52, 58, 71, 72 during movement of the vehicle 12 in either direction along the guideway 11 as well as during operation of the vehicle when it is turned about to face in an opposite direction.
  • the first fixed rail structure 49 with its first guide rail 51, is positioned above the roadway 13 and spaced from the second guide wall portion 44 symmetrically with respect to the positioning of the second fixed rail structure 55 and the movable rail structure 61 relative to the first guide wall portion 43 and the roadway 13, to permit engagement of the respective guide surfaces by the respective, adjacent guide wheels when the vehicle 12 is turned about to face in an opposite direction.
  • FIGS. 2-6 provides the advantage that the horizontal rail portions 50, 56, and 62 serve to cover and protect the guide surfaces and guide wheel assemblies.
  • the horizontal portion 62 of the moveable rail structure is extended over the adjacent parapet 42, in both the first-and second positions of the rail structure 63, so that foreign objects are thereby prevented from becoming trapped between the moveable rail structure 63 and the first guide wall portion 43.
  • the single, movable rail structure 61 serves to guide a vehicle 12 entering the junction 32 from the first end 33 of the junction toward the first or the second outlet 40, 41, and that a respective one of the fixed rail structures 49, 55 then serves to continuously guide the vehicle along its-initial course and through the selected outlet.
  • a respective one of the fixed rail structures 49, 55 serves to continuously guide the vehicle along its-initial course and through the selected outlet.
  • the actuating means 74 is energized by a control signal (according to methods known in the art) and caused to rotate the axle 75 and the rotatable arm 76 in a counterclockwise direction, as viewed from above, so that the connecting arm 78 is moved toward the guideway 11 and such that the leading end 67 of the third guide rail 63 is moved outwardly from the first guide wall portion 43 until the third guide rail 63 is longitudinally aligned with the second, fixed guide rail 57.
  • the first guide surface 71 of the movable, third guide rail 63 is then equidistant along its length from the first guide wall portion 43.
  • the left, front, guide wheel assembly 24 initially engages the movable rail structure 61.
  • the guide wheel 29 of the left, front, guide wheel assembly 24 is in contact with the first guide wall portion 43 as the vehicle 12 (FIG. 2) enters the junction, and the guide roller 83 of the guide wheel assembly 29 enters the space between the first guide surface 71 and the first guide wall portion 43 to become entrapped by the movable rail structure 61.
  • the junction widens, and the second guide wall portion 44 diverges from the first guide wall portion 43 and no longer contacts the guide wheel 30 of the right guide wheel assembly 25.
  • the left, front, guide wheel assembly 24 alone serves to guide the vehicle 12; the guide roller 83 is adapted to roll against the first guide surface 71, and serves to prevent the elongated follower structure 21 from drifting away from the first guide wall portion 43; and, the guide wheel 29 serves to limit movement of the elongated structure 21 in an opposite direction or toward the first guide wall portion 43.
  • the front, left, guide wheel assembly 24 subsequently engages the second guide rail 57 (FIG.
  • the right and left, rear guide assemblies 27, 26 are not active in steering the vehicle 12 when the vehicle is traveling in a forward direction, and they merely track or follow the respective right and left, front guide wheel assemblies 25, 24.
  • the left, rear, guide wheel assembly 26 follows the path of the left, front, guide wheel assembly 24 and also becomes entrapped initially by the movable rail structure 61 and subsequently by the second fixed rail structure 55 as the vehicle passes through the junction 32.
  • the left, rear, guide wheel assembly 26 also follows the front, left, guide wheel assembly 24, as the vehicle enters the junction 32 from the junction first end 33, and also becomes engaged initially with the movable rail structure 61 and subsequently, with the second fixed rail structure 55.
  • the left, rear, guide wheel assembly 26 in such a vehicle serves to actively steer the rear wheels 19 of the vehicle as it passes through the junction 32.
  • the third guide rail 63, of the movable rail structure 61 has its leading portion 67 positioned closely adjacent the first guide wall portion 43 so that the guide roller 83 of the front, left, guide wheel assembly 24 contacts the outer, second guide surface 72 instead of the first guide surface 71, thus diverting the front, elongated follower structure 21 and the vehicle 12, steered by the follower structure 21, away from the first guide wall portion 43 and toward the second guide wall portion 44, or generally toward the second outlet 41.
  • the guide wheel 29 of the left, front, guide wheel assembly 24 is positioned below the third guide rail 63 anddoes not contact the guide rail 63 during the passage of the vehicle adjacent the movable rail structure 61, but the guide wheel 30 of the right, front, guide wheel assembly 25 remains in contact with the second guide wall portion 44.
  • the vehicle 12 is steered by the guide roller 83 of the left, front, guide wheel assembly 24 and by the guide wheel 30 of the right guide wheel assembly 25 as it rolls along the second guide wall portion 44 between the junction first end 33 and the first, fixed, rail structure 49.
  • the length of the second guide wall portion 44 which confronts the movable rail structure 61 is of substantially flat configuration (not shown) between the first end 33 of the junction 32 and the first, fixed, rail structure 49, in which case the distance between the second guide wall portion 44 and the second guide surface 72 remains constant.
  • the movable rail structure, 61A is constructed with the vertical, third guide rail 63A contoured such that the external, second guide surface 72A curves inwardly as it approaches the center of the guide rail structure 61A and outwardly in the direction along the guide rail 63A toward the two end portions 67A, 68A of the guide rail 63A.
  • the external, second guide surface 72A is curved to correspond with the curvature of the opposite, second guide wall portion 44 (FIG. 4) confronting the movable rail structure 61A, and, is positioned such that the spacing between the second guide surface 72A and the second guide wall portion 44 is uniform when the movable rail structure 61A is in its second position.
  • the guide rail 63A is then positioned immediately above the adjacent parapet 42 (not shown) in order that its first end 67A can be pivoted over the parapet to bring the second guide surface 72A into approximate alignment with the first guide wall portion 43, when the guide wall 63A is in its second position, for engaging the guide roller 83.
  • the spacing between the third guide rail 63 and the second guide wall portion 44 from the second end 68 of the third guide rail 63, when the movable rail structure 61 is in its second position, is approximately equal to the spacing between the left and right guide walls 16, 17 of the guideway 11, when the movable rail structure 61 is in its second position, the right, front, guide wheel assembly 25 rides against the second guide wall portion 44 as the right guide wheel assembly 25 approaches the first fixed rail structure 49.
  • the right, front, guide wheel 30 is then positioned below the lowermost portion of the first fixed guide rail 51 and is free of contact with the guide rail 51, but it preferably does contact and roll along the second guide wall portion 44.
  • the guide roller 84 of the right, front, guide wheel assembly 25 is in register with the guide surface 52 of the fixed, first guide rail 51, enters the space between the guide surface 52 of the first guide rail and the second guide wall portion 44, and thereby becomes captured by the first fixed rail structure 49.
  • the vehicle 12 then continues through the junction 32 alongside the second guide wall portion 44, the right, rear guide wheel assembly 27 following the right, front, guide wheel assembly 25 and also becoming captured by the first fixed rail structure 49.
  • the rail structure 49 thus restrains the vehicle 12 alongside the second guide wall portion 44 until the vehicle 12 passes through the second outlet 41 and onto the third guideway portion 37.
  • the vehicle 12 can be steered by only one fixed guide rail of L-shaped configuration in cooperation with the adjacent guide wall portion, and such an arrangement is suitably employed beyond the junction 32 in an alternative embodiment (not shown) wherein only one guide wall is employed along the roadway.
  • the switch 10 is also adapted to pass vehicles which are traveling in an opposite direction, or which enter the junction from one of the exits 40, 41.
  • the movable rail structure 61 is positioned in its first position for receiving vehicles entering from the first outlet 40 and in its second position for receiving vehicles entering from the second outlet 41.
  • the switching system 10 comprises a relatively simple yet effective switching apparatus for guideway transportation systems.
  • the first guide surface 71 of the movable, third guide rail 63 in cooperation with the left, front, guide wheel assembly 24, comprises a first guiding means for guiding the vehicle 12 alongside the first guide wall portion 43 (or for constraining the vehicle to travel alongside the first guide wall portion) and toward the second guideway portion 36 upon the vehicle 12 entering the junction 32 from the junction first end 33 when the third guide rail 63 is in its first position; and the second guide surface 72 on the third guide rail, in cooperation with the left, front, guide wheel assembly 24, comprises a second guiding means for diverting the vehicle from the first guide wall portion 43 and guiding it toward the second guide wall portion 44 (and toward the third guideway portion 37) upon the vehicle 12 entering the junction 32 through the first end 33 thereof when the third guide rail 63 is in its second position as shown in FIG.
  • the guide surface 58 of the fixed, second guide rail 57 in cooperation with the left, front, guide wheel assembly 24, comprises a third guiding means for constraining and guiding the vehicle 12 through the junction 32 alongside the first guide wall portion 43 and through the first outlet 40 upon the vehicle 12 being initially constrained or guided alongside the first guide wall portion 43 by the first guide surface 71 of the movable, third guiderail 63.
  • the guide surface 52 of the fixed, first guide rail in cooperation with the right, front, guide wheel assembly 25, comprises a fourth guiding means, for guiding the vehicle 12 through the junction 32 alongside the second guide wall portion 44 (constraining the vehicle to travel alongside the second guide wall portion) and through the second outlet 41 upon the vehicle 12 being initially diverted toward the second guide wall portion by the second guide surface 72 of the movable guiderail 63, or by the second guiding means.
  • the third and fourth guiding means each may also be considered to comprise a respective following means or guide wheel assembly 24, 25 mounted on the vehicle 12 and a respective elongated surface (guide surfaces 58 and 52, respectively) distinct from the adjacent guide wall portions 43, 44, having vertical extension, and fixedly located relative to the guide wall portions 43, 44.
  • the guide roller 83 of the left, front, guide wheel assembly 24 also constitutes a first guide rail following means for movably engaging the first guide surface 71 of the third guide rail 63 and subsequently, the guide surface 58 of the second guide rail 57, upon the vehicle 12 passing through the junction 32 from the junction first end 33 when the third guide rail is in its first position and, upon the third guide rail 63 alternatively being in its second position, for movably engaging the second guide surface 72 of the third guide rail.
  • the guide roller 84 of the right, front, guide wheel assembly 25 also constitutes a second following means mounted on the vehicle 12 for movably engaging the fourth guiding means, i.e., the guide surface 52 of the first fixed guide rail 51, upon the vehicle 12 being initially diverted toward the second guide wall portion 44 by the second guide surface 72 of the movable guide rail 63.
  • FIGS. 2-6 constitute examples of .a preferred embodiment
  • other, modified constructions are possible.
  • the frame 82A is enlarged and extended so that it can also support a second, redundant guide wheel 29A and a redundant guide roller 83A positioned to the rear and in register with the guide wheel 29 and the guide roller 83, respectively.
  • the redundant guide wheel 29A and guide roller 83A are each of slightly lesser diameter than the corresponding, primary guide wheel 29 and guide roller 83, respectively, so that only the primary guide wheel 29 and guide roller 83 are normally used.
  • the redundant guide roller 29A then serves to engage the respective, adjacent guide surface 58 for ensuring safe, continuous operation.
  • the switching system 10 is well suited for use in guideway transportation systems which carry both passengers and cargo, it is also adapted for use in less sophisticated guideway systems such as those intended for transporting cargo exclusively. In such systems, noise and vibration during operation of the system may not be as ob- 5 jectionable as they are during the transporting of passengers, and simpler, less expensive contruction may be applicable.
  • the guide roller 83 (FIGS. 4-6) of the left, front, guide wheel assembly 24 (as well as the guide rollers of the other guide wheel assemblies) is replaced by an upright, fixed, elongated member 87 adapted to slideably engage the guide surface 58 or, alternatively, the guide surfaces 71 or 72 of the movable guide rail 63 (FIG. 6).
  • the upright member 87 thus serves the same purpose as the guide roller 83 of FIGS. 4 and 5.
  • the upright member 87 is preferably finished with a polished surface for minimizing friction between the member 87 and the guide surfaces 71, 72, and the guide surfaces are coated with a friction-reducing agent such as grease or graphite.
  • a further modification of the guide wheel assembly 24 is shown (as 24C) in FIGS. 1 1-l3.
  • a single guide wheel 29C is employed both as guide roller for engaging respective ones of the guide surfaces and as a guide wheel for guiding the vehicle 12 along the guideway 11.
  • the single guide wheel 29C is constructed and positioned similarly to the left, front, guide roller 83 of the preferred embodiment of FIG.
  • FIGS. 11 and 12 are positioned as the single guide wheel 29C rolls against the second guide surface 72 of the movable rail structure 61 when the rail structure 61 is in its second or divert position.
  • An advantage of the preferred embodiment of FIGS. 2-6 when compared with the embodiment of FIGS. 11-13 is that the guide rollers and guide wheels turn in a single rotational direction in all instances.
  • the single guide wheel 29C may be causd to roll alternately against the first guide wall portion 43 and, for example, the guide surface 58 of the second guide rail 57 (FIG. 12), causing its direction of rotation to reverse sharply and thus causing greater wear of the roller 29C than occurs with the embodiment of FIGS. 2-6.
  • This can be minimized by biasing the steering of the vehicle 12 such that the vehicle tends to bear to the left or right, according to principles well-known in the art.
  • a modified switching system 10C is installed in a guideway system which employs a guideway 11C having a central guide rail 81, for guiding a vehicle 12C, rather than left and right guide walls 16, 17 (FIG. 2), the alternative guideway 11C consisting only of a horizontal roadway 13C and the central guide rail 81 projecting upwardly therefrom and extending parallel to the direction of travel.
  • a vehicle 12C similar to the vehicle 12 of FIGS.
  • the vehicle 12C also has front and rear, elongated follower structures 21C, 22C.
  • the vehicle 12C also has horizontally mounted guide wheels for following appropriate guide surfaces, but the guide wheels, such as the front, left and right guide wheels 29C, 30C, are adapted to engage and roll upon respective, opposite side surfaces of the center guide rail 81 for guiding the vehicle 12C.
  • the typical, front guide wheels 29C, 30C are mounted horizontally beneath the front elongated structure 21A, for example, adjacent and to either side of the center thereof.
  • the representative, front follower structure 21C also has left and right guide rollers 83C, 84C respectively mounted on the left and right end portions of the follower structure 21C and each projecting upwardly therefrom, the left and right guide rollers being of substantially the same configuration as the guide rollers illustrated by the single guide roller 29C of FIGS. 11-13.
  • a junction 32C, of first, second, and third portions 34C, 36C, 37C of the guideway 11C, is of a configuration, in plan, similar to the junction 32 (FIGS. 2 and 3) of the initially described guideway system employing a U-shaped guideway.
  • the junction 32C is provided with first and second, fixed rail structures 49C, 55C and with a moveable rail structure 61C.
  • the fixed rail structures 49C, 55C are positioned as are the first and second, fixed rail structures 49, 55 of the embodiment of FIGS. 2-6 but are suitably supported by a plurality of upright posts 90 mutually spaced along both sides of the junction 32C.
  • the moveable rail structure 61C is supported by the single bearing 65 which is seated upon a suitable foundation 9.
  • Actuating means 74 are also provided for positioning the moveable rail structure 61C as in the previous embodiment.
  • the fixed rail structures 49C and 55C are of U-shaped configuration, each having two, mutually spaced, downwardly projecting legs 92.
  • the fixed rail structures 49C, 55C are adapted to engage respective ones of the guide rollers 83C, 84C when the rollers become positioned between the legs 92 of a respective one of the fixed rail structures, the guide rollers 83C, 84C being positioned in horizontal register with the legs 92 and being of smaller diameter than the spacing between the legs of the respective rail structures.
  • each fixed rail structure 49C, 55C (which are closest to the center of the junction 32C) have guide surfaces 52C and 58C which correspond to the guide surfaces 52, 58 of FIGS. 2-6.
  • the opposite, outer leg 92 of the first fixed rail structure 49C defines a guide surface 59 which confronts the guide surface 52C
  • the outer leg 92 of the second fixed rail structure 55C defines a guide surface 60 which confronts the guide surface 58C.
  • the moveable rail structure 61C is also of U-shaped, cross-sectional configuration over most of its length and has a downwardly projecting, third guide rail 63C having first and second guide surfaces 71C and 72C corresponding to the first and second guide surfaces 71 and 72 of the moveable, third guide rail 63 of the initially described embodiment.
  • the first guide surface 71C is flat, along the length of the moveable rail structure 61C, while the second guide surface 72C is curved and diverges from the first guide surface 71C toward the two ends of the guide rail 63C as in the embodiment illustrated in FIG. 7.
  • the moveable rail structure 61C also has an outer leg 94 spaced from the third rail structure 63C and defining a third guide surface which confronts and extends parallel to the first guide surface 71C.
  • the operation of the modified switching system 10C of FIGS. l4-16 is essentially the same as that of the previous embodiment but differs therefrom in that (l) the vehicle 12C is guided by the centered guide rail 81 as it enters the junction 32C, and (2) the U-shaped rail structures 49C, 55C, and 61C are operative to engage respective ones of the guide rollers (83C, 84C) without added cooperation from adjacent guide wall portions such as the first and second guide wall portions 43, 44 of FIGS. 2 and 3.
  • the front, elongated follower structure 21C is centered within the guideway 11C by engagement of the guide wheels 29C, 30C with the central guide rail 81 as the vehicle 12C approaches the junction 32C while in the first guideway portion 34C.
  • the left, front, guide roller 83C is then in register with the moveable rail structure 61C upon the vehicle 12C entering the junction 32 from the first guideway portion 34C, and the guide roller 83C becomes engaged by a respective one of the guide surfaces 71C, 72C as in the initially described embodiment.
  • the left, front, guide roller 83C (shown in broken lines as it initially engages the moveable rail structure 61C) engages the second, outer guide surface 72C upon the moveable rail structure 61C being in its second position, and the second guide surface 72C gradually diverts the follower structure 21C and the vehicle 12C (FIG. 14) toward the opposite side of the junction 32C or generally toward the third guideway portion 37C (FIG. 14).
  • the gentle curvature of the outer surface 72C serves to minimize the jerk- (more precisely, the rate of lateral acceleration of the vehicle) toward the opposite side of the junction 32C and, because of the inertia of the vehicle 12C which acts against the diverting force exerted by the second guide surface 72C, the vehicle continues to roll alongside the moveable rail structure 611C with its front, left, guide roller 83C in contact with the second guide surface 72C until the follower structure 21C passes the moveable rail structure 61C.
  • the second guide surface 72C may be of a continuously increasing curvature, from its leading end to its second end (not shown). As shown in solid lines in FIGS.
  • the right, front, guide roller 83C becomes engaged between the downwardly extending legs 92 of the first fixed rail structure 49C before the follower structure 21C looses guiding contact with the second guide surface 72C of the moveable rail structure 61C, and the first fixed rail structure 49C then serves to guide the vehicle 12C through the junction 32C and onto the third guideway portion 37C.
  • the moveable rail structure 61C is in the first position, in which it is longitudinally aligned with the second fixed rail structure 55C, the left, front, guide wheel 83C becomes engaged between the first and third guide surfaces 71C and 95 of the moveable rail structure 61C and the vehicle 12C is guided along the left side of the junction 23C by the movable rail structure, and subsequently by the

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
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  • Railway Tracks (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Traffic Control Systems (AREA)
US00202753A 1971-11-29 1971-11-29 Switching system for a transportation system employing a guideway Expired - Lifetime US3782292A (en)

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US20275371A 1971-11-29 1971-11-29

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US (1) US3782292A (ja)
JP (1) JPS56264B2 (ja)
BE (1) BE792002A (ja)
CA (1) CA962525A (ja)
CH (1) CH557452A (ja)
DE (1) DE2258144C3 (ja)
ES (1) ES409056A1 (ja)
FR (1) FR2163138A5 (ja)
GB (1) GB1378825A (ja)
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Cited By (10)

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Publication number Priority date Publication date Assignee Title
US3828691A (en) * 1972-09-07 1974-08-13 Demag Ag Railway vehicle
US3916798A (en) * 1971-08-19 1975-11-04 Japan Soc Promotion Mach Ind Guiding system for a computer controlled vehicle
US4522128A (en) * 1983-01-10 1985-06-11 Regents Of The University Of Minnesota Switch mechanism
US4658731A (en) * 1983-11-26 1987-04-21 Schumann Horst G Apparatus for transporting goods to and from shelves having dual function guide rollers
US5029754A (en) * 1989-05-10 1991-07-09 Soll Industrieschmiede Gmbh Safety device for removing or inserting a carriage within a guide rail
US5138952A (en) * 1991-09-19 1992-08-18 Low R Glen Transit system for roads and guideway with pivotal arm mounted traction wheel for engagement of undersurface of guideway
US6263799B1 (en) * 2000-05-16 2001-07-24 Herman I. Pardes Vehicle guideway adaptor for a personal rapid transit system
US6397990B1 (en) * 1998-10-20 2002-06-04 Pri Automation, Inc. Materials transport system having inductive power transfer
US20120132126A1 (en) * 2010-12-05 2012-05-31 Tarik Ozkul Selectable destination underwater towed cable ferry system and guidance mechanism
CN107777271A (zh) * 2016-08-31 2018-03-09 佛山市飞碟智能科技有限公司 一种基于餐厅悬空轨道的行走结构及行走控制方法

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DE2411686C3 (de) * 1974-03-12 1978-09-14 Demag Ag, 4100 Duisburg Rad-Schienenanordnung für Schienenfahrzeuge mit spurkranzlosen Tragrädern
JPS5125287A (ja) * 1974-08-27 1976-03-01 Tokyo Shibaura Electric Co Berutoyusosochiniokeru bunkisochi
JPS576564Y2 (ja) * 1976-06-18 1982-02-08
DE2815000C2 (de) * 1978-04-07 1987-01-02 Daimler-Benz Ag, 7000 Stuttgart Funktionell aktive Weiche für spurgebende Fahrbahnen
JPS5631962U (ja) * 1979-08-21 1981-03-28
GB2110448B (en) * 1981-09-04 1986-01-22 Plessey Co Plc Material handling and sorting system
DE10035070B4 (de) * 2000-07-17 2013-09-12 Cargocap Gmbh Verzweigungsvorrichtung von spurgeführten Transporteinheiten
DE102008033072A1 (de) * 2008-07-15 2010-01-21 Universität Paderborn Weiche

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US3310004A (en) * 1965-01-15 1967-03-21 Safege Transp Sa Railway switch
US3403634A (en) * 1964-07-22 1968-10-01 Docutel Inc Automatically controlled railway passenger vehicle system
US3456596A (en) * 1967-09-13 1969-07-22 Ideal Toy Corp Water hazard accessory track unit
US3650216A (en) * 1969-08-11 1972-03-21 Rex Chainbelt Inc Railway car speed control transportation system
US3680488A (en) * 1970-09-16 1972-08-01 Transportation Technology Transportation system having inertial switch system

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US1690448A (en) * 1925-03-23 1928-11-06 Meccano Company Inc Track for toy trains
US3098454A (en) * 1959-11-07 1963-07-23 Maestrelli Raffaello Automatic steering system for vehicles supported on pneumatic tired wheels
US3403634A (en) * 1964-07-22 1968-10-01 Docutel Inc Automatically controlled railway passenger vehicle system
US3310004A (en) * 1965-01-15 1967-03-21 Safege Transp Sa Railway switch
US3456596A (en) * 1967-09-13 1969-07-22 Ideal Toy Corp Water hazard accessory track unit
US3650216A (en) * 1969-08-11 1972-03-21 Rex Chainbelt Inc Railway car speed control transportation system
US3680488A (en) * 1970-09-16 1972-08-01 Transportation Technology Transportation system having inertial switch system

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3916798A (en) * 1971-08-19 1975-11-04 Japan Soc Promotion Mach Ind Guiding system for a computer controlled vehicle
US3828691A (en) * 1972-09-07 1974-08-13 Demag Ag Railway vehicle
US4522128A (en) * 1983-01-10 1985-06-11 Regents Of The University Of Minnesota Switch mechanism
US4658731A (en) * 1983-11-26 1987-04-21 Schumann Horst G Apparatus for transporting goods to and from shelves having dual function guide rollers
AT389690B (de) * 1983-11-26 1990-01-10 Schumann Horst G Regalfoerderzeug
US5029754A (en) * 1989-05-10 1991-07-09 Soll Industrieschmiede Gmbh Safety device for removing or inserting a carriage within a guide rail
US5138952A (en) * 1991-09-19 1992-08-18 Low R Glen Transit system for roads and guideway with pivotal arm mounted traction wheel for engagement of undersurface of guideway
US6397990B1 (en) * 1998-10-20 2002-06-04 Pri Automation, Inc. Materials transport system having inductive power transfer
US6263799B1 (en) * 2000-05-16 2001-07-24 Herman I. Pardes Vehicle guideway adaptor for a personal rapid transit system
US20120132126A1 (en) * 2010-12-05 2012-05-31 Tarik Ozkul Selectable destination underwater towed cable ferry system and guidance mechanism
US8727822B2 (en) * 2010-12-05 2014-05-20 Tarik Ozkul Selectable destination underwater towed cable ferry system and guidance mechanism
CN107777271A (zh) * 2016-08-31 2018-03-09 佛山市飞碟智能科技有限公司 一种基于餐厅悬空轨道的行走结构及行走控制方法

Also Published As

Publication number Publication date
JPS56264B2 (ja) 1981-01-07
ES409056A1 (es) 1976-03-16
DE2258144B2 (de) 1978-04-20
CA962525A (en) 1975-02-11
GB1378825A (en) 1974-12-27
DE2258144A1 (de) 1973-06-14
NL7216151A (ja) 1973-06-01
DE2258144C3 (de) 1978-12-07
CH557452A (de) 1974-12-31
IT973737B (it) 1974-06-10
BE792002A (fr) 1973-03-16
FR2163138A5 (ja) 1973-07-20
JPS4863186A (ja) 1973-09-03

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