WO2008078339A2

WO2008078339A2 - A track switching system for an elevated suspended coach transportation system

Info

Publication number: WO2008078339A2
Application number: PCT/IN2007/000606
Authority: WO
Inventors: Chandra Shekhar Sharma
Original assignee: Konkan Railway Corporation Ltd
Priority date: 2006-12-22
Filing date: 2007-12-19
Publication date: 2008-07-03
Also published as: GB0912545D0; GB2458084A; GB2458084B; WO2008078339A3; GB2458084A8

Abstract

The invention relates to a track switching system for an elevated suspended coach transport system (10), which has an extended continuous hollow box way (12) having a slot (14A) through its operative under wall. A first switching component (L1) having a first single curved rail (R1), a second switching component (L2) having a second curved rail (R2). These two switching components are adapted to be laterally displaced. A third switching component (L3), which has a vertical pivot pin (P), having a pair of third and fourth curved rails (R3, R4), which are curved in opposite directions to each other.

Description

A TRACK SWITCHING SYSTEM FOR AN ELEVATED SUSPENDED COACH TRANSPORTATION SYSTEM

FIELD OF THE INVENTION:

This invention relates to a transportation system and apparatus.

Particularly, this invention relates to apparatus for elevated surface transportation system.

BACKGROUND AND INTRODUCTION:

Until a few hundred years ago the main transportation system used by man kind was dependent on either muscle power of humans, animals or wind power. One of the most important inventions in the history of mankind was the wheel. The people of Mesopotamia first used wheels between 3500 and 3000 B.C. Wheels reduced the effort required in creating and sustaining movement, permitting bulk transportation. Roads were constructed to permit rapid movement of men and materials from place to place.

Invention of steam engines led to the manufacture of locomotives and rail transportation system. Diesel and electric powered engines have replaced steam engines and are able to transport goods at high speeds across long distances on road, rail and sea / river transportation systems.

High speed transportation is essential in today's cities and urban areas to sustain huge populace in comfort and provide goods and services required for their well being. All ovt. the world, the population is rising and the infrastructure development is not keeping pace. Roads are unable to handle the rising number of vehicles and metro rails face inadequacies in increasing the capacity, besides there is also the concomitant risk of vandalism and derailment. Expansions or new construction need land in urban areas which is not easily available. The most prominent transportation systems are overland travel by cars and buses, both operating on roads such as public highways. Public buses utilize the same highway network, as do, to some extent, cable cars and electric buses. Conventional high capacity urban transportation systems generally employ underground trains or streetcars moving along conventional rails. Such systems take up a considerable amount of space in the urban area and do not allow the individual cars to be separately directed. Subways, monorails, and trains, however, utilize a rail network that is typically less developed than the surrounding highway networks. Other forms of inter-city transportation include two wheelers, four wheelers and such personal vehicles, all of which use the same net work of roads. Consequently the roads are unable to handle the rising number of vehicles.

Rail-guided vehicles, such as trains, monorails, metro-rails and subways, are an alternative transportation system found in many cities and urban areas. However, some of the drawbacks are, predetermined and often inadequate schedules, a limited number of fixed routes, and lost time due to stops at intermediate stations.

Underground railway is less invasive on the surface but still poses technical challenges including the management of fires and evacuation. Cities and urban areas have been plagued by the problems associated with having private cars as the primary mode of civilian transportation. Lack of alternative and convenient transport forces a person to spend hours in heavy traffic jams or grid locks. Moreover, the pollution created by the ever increasing numbers of private cars is having a deleterious effect on the quality of civilian life both in the urban areas and in the surrounding rural areas. The cumulative energy wasted at traffic signals and in traffic is considerable, and causes a direct increase in fuel costs and other costs associated with vehicular transportation. The energy required to accelerate a car weighing several thousand kilograms, from standstill to cruising speed is wasted frequently as the vehicle comes to halt at the next traffic light. Still further, dependence upon extremely large amounts of gasoline or diesel to power a large automotive transportation system makes such a society vulnerable to the whims of those who possess these reserves. Clearly, there is a need for a civilian transportation system that is able to compete with the car in terms of convenience to the user, and at the same time is fuel efficient. Further, such a transportation system should meet the increased safety requirements, cost less to the user, and improve profitability to those manufacturing, owning, and operating such a system. All administrations are in search of an economically viable solution to the transportation problem, which is also environment-friendly.

Single supporting rail suspended monorail systems have been built in the past. The potential of high-speed operation requires that the coach is securely controlled and capsizing and derailment of the coaches be prevented.

Various attempts have been made to overcome the inherent limitations of the existing transportation systems. The present invention relates to elevated, suspended coach rail transportation and improving the running of suspended coaches. More specifically, methods, means and devices for enabling the safe and swift changing of tracks of the suspended coaches, without any derailment of the bogie by external forces acting upon the bogie and to provide improved tractive capability.

US Patent 6688235 discloses an elevated suspended transportation system wherein the coaches are suspended from bogie assemblies moving on rails fitted inside of a elevated box way. The bogie is displaced along the rail track by means of electric motor. Electric power for the motor is delivered through an insulated conductor rail and rolling/rubbing contacts. In this system no track switching is provided. Two of such box ways are elevated by central support columns. Each of these box ways provides unidirectional movement of the suspended coaches along the rail track. In this system the rail tracks are continuous and cannot accommodate a branching rail track from an intermediate point along the fixed route of the rail track. This would imply that separate and independent rail track has to be constructed to each and every potential destination from every single starting point. In fact since the tracks permit movement in any one direction at the same time two parallel rail tracks have to be constructed to permit simultaneous travel. This would involve huge capital out lay and also require large amount of land areas. US Patent 3946974 discloses a railway switch construction for suspended railroad using two- runway-rail suspension rails. This unit is provided with steering rails, guide rails, guide rollers, ferromagnetic bars and pivot able steering brackets to achieve track switching by tilting. The wheels which provide the traction are mid flanged and have two contact surfaces on either side of the mid flange. On a straight track both the surfaces are in contact with the runway rails. At a switching location the wheel gets tilted due to steering rails, guide rails and pivot able steering bracket and loose contact with one of the runway rails and follows the other rail till the end of the switching location. This arrangement consists of many movable and contact components. All these components are subject to rubbing contact, wear and tear. Replacement of these components is time consuming as they are located at specified elevations. There is a possibility that the wheel may slip off the runway rails at the switching point if the tilting arrangement fails due to some reason.

US Patent 4094252 discloses a self controlled on-grade monorail track switch and method. The track switch is rotate-ably mounted on a structure with provision for rotary alignment with fixed track section to permit passage of trains through intersecting tracks. This type of track switch is not suitable for elevated, suspended transportation systems as the central pillεr type support structures used for supporting the rotary track switch will interfere with movements of the suspended coaches.

US Patent 4919055 discloses a switching device for an overhead cable transport. This type of track switch is not suitable for elevated and suspended type of transportation systems of the present type.

US Patent 5325789 discloses track switch for monorails having vertically movable switch segments. This system utilizes a segmented track switching devices, one of which is pivoted with reference to a vertical axis and a second segment which could be raised or lowered to permit switching of bogies from one track to another. This system of track switching is suitable for either ground level or elevated bogie running on tracks and not suitable for elevated, suspended transportation method. US Patent 6389982 discloses a transport system with load carrying vehicles travelling in one direction with junctions connecting track on or above ground. This system is designed to work with conventional train wheels provided with flanged edge on either side of the two track rails and is not suitable for elevated, suspended transportation method.

WO 00/53849 discloses a guide way transfer switch. Guidance of the vehicles through the switch is accomplished using movable guide tracks. The movable guide tracks are identical in cross-section to the fixed guide track and are located at the same elevation. Switching is performed by shifting the selected movable guide track into position so that its free ends are aligned and locked with the fixed guide track adjacent to the switch. The fundamental switching action involves shifting the desired movable guide track into alignment with the fixed guide track and moving the other movable guide track to a position where it will not obstruct the undercarriage of the vehicle as it passes through the switch. This system is suited for track mounted transport system wherein the carriage compartment is supported on the track and moves along the track either by rolling contacts of the wheels or due to magnetic levitation and displacement and not suitable for a suspended transportation system.

OBJECTS OF THE INVENTION:

One of the objects of the invention is to provide an elevated, suspended coach transportation system wherein the coaches can easily be switched from one track to another.

Yet another object of the present invention is to provide an elevated, suspended coach transportation system wherein track switching is achieved without using components subject to continuous sliding or rolling contact.

Yet another object of the invention is to provide an elevated, suspended coach transportation system wherein track switching is achieved without reducing the surface contact of the tractive wheels of the coach. Another object of the present invention is to provide an elevated, suspended coach transportation system wherein track switching is achieved without the use of guide rails and steering rails.

Yet another object of the invention is to provide an elevated, suspended coach transportation system wherein track switching is achieved by external control and does not require any manual switching operation from within the coach.

Another object of the present invention is to provide an elevated, suspended coach transportation system wherein track switching is achieved without tilting the coach in a particular direction to achieve switching.

Yet another object of the present invention is to provide an elevated, suspended coach transportation system that is fail safe.

Yet another object of the present invention is to provide an elevated, suspended coach transportation system that is easily integrated in to existing control systems.

Another object of the present invention is to provide an elevated, suspended coach transportation system that affords high amount of safety to the passengers.

Yet another object of the invention is to provide an elevated, suspended coach transportation system wherein the track switches are positively lockable in each switching configuration.

SUMMARY OF THE INVENTION:

The present invention relates to method and apparatus for switching tracks of an elevated, suspended coach transportation system.

The elevated, suspended coach transportation system of this invention includes a coach, suspended from a bogie, positioned inside a continuous hollow box way. The box way being elevated by columns from the ground level and having a slot in lower surface for the traverse of a suspended coach. The suspended coach unit is driven along the rails fitted in the hollow box way by means of electric motors. As the coach moves along the rail track it is necessary to divert the coach to the intended destination by shifting it from one track to another. There may be many stations along the route where the passengers get in or out. To facilitate movement of passengers and goods it is necessary to switch the coach from the main tracks to disembarkation area track and at the same time allow another coach to proceed along the main track.

In accordance with this invention there is provided a track switching system for zp, elevated suspended coach transportation system comprising an extended continuous hollow box way having a slot through its operative under wall, said box way being elevated by columns from ground level; a pair of rails fixed on either sides of the slot on the operative inner surface of the under wall within the extended box way; a plurality of boogie assemblies moving on the said rails within the box way; suspender beams extending from the bogies operatively downwards and through the slot; coaches suspended from the suspender beams; and motor means to displace the bogie assemblies on rail; the switching system comprising : a switching location for receiving a track consisting of a fixed main rails for supporting bogies moving thereon and a slot between the pair of fixed rails for the movement of the coach suspender beams suspended from said bogies; two switch tracks housed in box ways, each of said switch tracks consisting of a pair of fixed switched rails for supporting the bogies traveling thereon and slots between said pairs of fixed switched rails; a first switching component having a first single curved first rail mounted on a base and a first support structure fixed at the switching location, said first single curved rail and base adapted to be laterally displaced on said first supports; a second switching component having a second single curved rail and mounted on a base and adapted to be laterally displaced on a second support structure fixed at the switching location, said first rail and said second rail being curved and said first and said second support structure being spaced apart to define a continuous gap there between; a third switching component having a pair of third and fourth curved rails mounted on a base and curved in opposite directions to each other, the third rail matching the profile of the first rail and the fourth rail matching the curved profile of the second rail, said third switching component supported at one end on a third support structure fixed at the switching location and supported at the other end either on the first support structure or the second support structure; pivoting means to angularly displace the third switching component between a first switching configuration in which the third component is supported on a third supporting structure on one end and the third rail aligns with a laterally displaced first rail across the gap between the first and second support structures, the first and third rail pair align between the rails of the main track and the rails of the one of the switched tracks and the slot formed between the first and third rail is aligned between the slots of the main track and the slot of the aligned switched track; and a second switching configuration in which the third component is supported on the first supporting structure at one end and the fourth rail aligns with a laterally displaced second rail across the gap between the first and second support structures, the second and fourth rail pair align between the rails of the main track and the rails of other switched track and the slot formed between the second and fourth rail pair aligns between a slot of the main track and the slot of the other aligned switched track.

Typically the switching system includes means to laterally displace the first switching component and the second switching component.

Typically the pivoting means is adapted to laterally displace said first and second switching component.

Typically friction reducing means are provided between the respective bases and support structures.

Typically roller bearings are provided between the respective bases and support structures. Typically the first and second rails are shorter in length relative to the third and fourth rails respectively.

Typically the support structure consists of a plurality of elements fixed to the switching location.

Typically locating means are provided to lock the switching components in the first and the second switching configurations.

Typically plunger elements are fitted in the ends of bases of the main track and the switched tracks; corresponding cavities are provided at the ends of bases of switching components.

Typically means are provided for extending the plungers into said cavities in the respective switching configurations.

Typically rail ends of the switching components, ends of the main track rails and ends of switched track rails are provided with complementary chamfers at the respective ends in aligned switching configurations.

Typically the pivoting means is provided with angular displacement of 6 to 7 degrees.

Typically the radius of curvature of the third rail and the fourth rail is longer the radius of curvature of the first and second rails respectively by a distance of the gauge of the track.

Typically the switching location is enclosed in a box way.

Typically the gap between the first and second support structure is wider than the slot between the rails.

Typically the means to angularly displace the third switching component and laterally displace the first and second switching components is provided at the pivoting means. BRIEF DESCRIPTION OF THE DRAWINGS:

The invention will now be described with reference to the accompanying drawings in which,

Figure 1 is a schematic illustration of a suspended transportation system in accordance with this invention, wherein the coach is depicted on a main track;

Figure 2 is the side view of the switched tracks Sl and S2 adjoining the switching location in accordance with this invention;

Figure 3 is the plan of the switching location showing the positions of the switching components wherein the rails of main track M are aligned with that of the switched tracks Sl;

Figure 4 is the plan of the switching location showing the positions of the switching components wherein the rails of main line M are aligned with that of the switched tracks S2;

Figure 5 is the perspective view of the switching component Ll ;

Figure 6 is the perspective view of the switching component L2;

Figure 7 is the perspective view of the switching component L3;

Figure 8 is the sectional elevation A-A of figure 3, wherein the coach is depicted moving from the main track M to switched track S 1 ;

Figure 9 is the sectional elevation Al-Al of figure 4, wherein the coach is depicted moving from the main track M to switched track S2;

Figure 10 is the sectional elevation B-B of figure 3, wherein the coach is depicted moving from the main track M to switched track S 1 ;

Figure 1 1 is the sectional elevation Bl-Bl of figure 4, wherein the coach is depicted moving from the main track M to switched track S2;

Figure 12 is the detail of alignment arrangement of the rails; and

Figure 13 is the typical chamfered matching ends of the rails after the rails have been aligned and locked.

DETAILED DESCRIPTION OF THE DRAWINGS:

Referring to Figure 1, the elevated transportation system is generally indicated by the reference numeral 10. This system consists of an extended continuous hollow box way 12 having a slot 14A throughout its operative under wall. Columns 16 elevate the box way 12 from the ground level. A pair of rails R5 and R6 are fixed on either side of the slot 14A on the operative inner surface of the under wall within the extended box way 12. The track formed by the rails R5 and R6 (as particularly seen in figure 3) extend continuously throughout the box way maintaining the gauge distance between them. The rails are depicted as having rectangular cross sections in the schematic diagram only for the convenience of representation.

A front end bogie unit 22 and a back end bogie 22a (not specifically shown), rigidly connected to each other by beam supports and provided with sets of paired wheels 24 are positioned on the track , within the box way. Suspender beams 26 and 26 a (not specifically shown), fitted to the beam support of the bogies 22 and 22a, extends downwards through the slot 14A and the coach unit 20 is removably mounted at the other end of the suspender beams 26 and 26a. The coach 20 is generally connected to the suspender beams 26 and 26a in a manner that permits controlled longitudinal, swinging and angular displacement of the coach 20. Traction motors 28 connected to the drive wheels 24 provided on the bogies 22 and 22a propel the bogies and coach along the tracks.

Referring to Figure 2 the elevated transportation system is shown wherein the switched lines Sl and S2 are shown. Switched line Sl is formed by rails R7 and R8 fixed on either side of slot 14B. Switched line S2 is formed by rails R9 and RlO fixed on either side of slot 14C. The box way 12 is a concrete box way and an array of columns 16 support the box way as seen in FIG. 2. Since the rail tracks needs to be continuous, it is not ordinarily possible to switch coaches from one rail track to the other rail tracks. The rail tracks Sl and S2 are adjacent to each other at the switching location but move away from each other and need not be joined as shown in figure 2.

Referring to Figure 3 the plan view of the switching location is generally indicated by the reference numeral 100. The switching location 100 consists of two ends, one end for receiving tracks M consisting of rails R5 and R6 and other end for receiving two switched tracks Sl and S2 formed by rails R7, R8 and R9, RlO respectively. The switching location 100 further consists of switching components Ll, L2 and L3. Switching component Ll (refer figure 5) consists of base 50, a curved rail Rl, bearing element 54 and connectors 92. Similarly switching component L2 (refer figure 6) consists of base 60, a curved rail R2, bearing element 64 and connectors 94. Switching component L3 (refer figure 7) consists of base 70, two curved rails R3 and R4, bearing element 76 and pivot point P.

Switching component Ll and L2 are positioned within switching location 100 and are supported on support structures (refer figure 8) 80 and 82 respectively. The switching components are positioned in such away that the components Ll and L2 are provided with lateral movement with reference to the rails R5 and R6 respectively. The lateral movement of the switching components Ll and L2 are controlled by (refer figure 8) moving beam 90 and connectors 92 and 94. The moving beam 90 is supported by stationary beam 91. One end of the switching component L3 (refer figure 7) is supported pivot-ably at pivot point P and is provided with angular displacement in the operative horizontal plane. The pivoted end of switching component L3 is supported on support structure 83 (as particularly seen in figure 3 and 4) The other end of the switching component L3 is adapted to be supported either on support structure 80 or on support structure 82 depending on the angularly displaced position of the component L3.

The switching component Ll, L2 and L3 are interconnected by connecting arms (not specifically shown) and driven by motor 96 through gear box (not specifically shown) and typically rack and pinion arrangement (not specifically shown).

The switching components Ll, L2 and L3 in combination provide two distinct switching configurations. In figure 3 the switching components Ll, L2 and L3 are positioned in the first of these switching configurations wherein a coach moving on track M is switched to Track Sl at the switching location 100. The first of these switching configurations being, rail Rl of switching component Ll and rail R3 of switching component L3 aligned at one end with rails R5 and R6 of track M and the other end of the rails Rl and R3 aligned with rails R7 and R8 of track Sl respectively. In this position of the switch, the rail R2 of switching component L2 and rail R4 of the switching component L3 are displaced away from the rails R5 and R6 C? track M. The switching components Ll and L2 (refer figure 10) are positioned on support elements 80 and 82. The bearings 54 and 64 provided on the base 50 and 60 of the switching components permit lateral movement of these elements on the support elements 80 and 82. One end of switching component L3 is pivoted at pivot point P. Bearings 76 provided on the base 70 of switching component L3 permits swivelling of the switching component L3 at the pivot point P. The non pivoted end of the switching component L3 (refer figure 10) is supported on support element 82. In this switching configuration the slot 14D is formed between the switching components Ll and L3. The slot 14D is arcuate and aligns slot 14A of the main track to slot 14 B of the switched track Sl . This permits unhindered movement of suspender beams and coaches through the switching location 100. In this switching configuration of the switching components Ll, L2 and L3, a coach moving along the rail track M of the mainline is diverted to the switched line Sl.

Figure 8 is the sectional elevation A-A of the switching station 100, when the switching components are in the first switching configuration wherein the rails R5 and R6 of the main line are aligned to the switched line Sl . The coach 20 is shown at the switching station 100.

Referring to Figure 4, the plan view of the switching location is generally indicated by the reference numeral 100. The switching components Ll, L2 and L3 are in the second switching configuration wherein the coach proceeding on track M will, at the switching location 100, be diverted to track S2.

In this second switching configuration rail Rl of switching component Ll and rail R3 of switching component L3 are displaced away from rails R5 and R6 of track M. One end of rail R2 of switch component L2 is aligned with rail R6 of the main track and the other end of rail R2 is aligned with rail RlO of the track S2. Also one end of rail R4 of switch component L3 is in alignment with rail R5 of the main track M and the other end of rail R4 is in alignment with rail R9 of track S2. The switching components Ll and L2 (refer figure 1 1) are positioned on support elements 80 and 82. The bearings 54 and 64 provided on the base 50 and 60 of the switching components permit lateral movement of these elements on the support elements 80 and 82. One end of switching component L3 is pivoted at pivot point P. Bearings 76 provided on the base 70 of switching component L3 permits swivelling of the switching component L3 at the pivot point P and the non pivoted end of the switching component (refer figure 1 1) is supported on support element 80. In this switching configuration the slot 14E is formed between the switch components L2 and L3. The slot 14E is arcuate and aligns slot 14A of the main track to slot 14 C of the switched track S2. This permits unhindered movement of suspender beams and coaches through the switching location 100. hi this second switching configuration of the switching components Ll, L2 and L3, a coach moving along the rail track M of the mainline is diverted to the switched line S2. Figure 9 is the sectional elevation Al-Al of the switching station, when the switching components are in the second switching configuration wherein the rails R5 and R6 of the main line are aligned to the switched line S2. The coach 20 is shown at the switching station.

These switching components Ll, L2 and L3 are located at the same elevation of the rails anά are so positioned that in aligned condition the rail tracks are in the same horizontal plane and the wheels 24 of the bogies 20 and 20a smoothly roll over the rails. Structures 18 and 19 consisting of angle irons, I-beams and other structural members elevate the switching components and support the same at the correct elevation.

The above combination of switching configuration is achieved by coordinated lateral movement of switching components Ll and L2 along with pivot-able movement of switching component L3. In a preferred embodiment the switching components Ll, L2 and L3 are interconnected by brackets and lever arms such that the movements of all the three switching components are controlled by a single motor unit 96. The motive power provided for the movements of elements Ll, L2 and L3 are synchronised with the use of suitable stoppers, limit switches and electrical/electronic circuits. Arrangements like positive locking retractable plunger elements are provided to ensure the aligned positioning of the rails in each of the above two switching configurations.

Referring to Figure 12 the details of method used to align the switching components Ll, L2 and L3 in each of their switching configuration is shown. Retractable plunger element 102 provided on the non moving portion of the track M, Sl and S2 are in a fully extended position to engage the complementary cavity 104 provided in the switching components Ll, L2 and L3. These plungers are activated to retract and disengage the complementary cavities 104, provided in the switching components Ll, L2 and L3. The retractable plunger elements 102 and the complementary cavities 104 are positioned such that in the engaged position of the switching components the respective rails align accurately to enable smooth movement of the wheels 24 of the bogie 22 on the rails and passage of the coach 20 along the designated tracks.

Figure 13 is the details of the rail elements in their aligned position wherein the ends of the rails align with each other in a slanted manner to ensure smooth transition of the wheels 24 of the bogie from one rail to another.

The laterally shift-able rail Rl and R2 of switching components Ll and L2 are of same length. The length of these elements is dependent on the included angle between the centre lines of track Sland S2 and is about 15 meters to 25 meters. Rail elements Rl and R2 are provided with radius to suit the included angle between the tracks Sl and S2. Switching components Ll and L2 are provided with lateral travel of up to 2000 mm.

Swivelling rail R3 and R4 fitted on switching component L3 are approximately 1.5 to 2 times longer as compared to rail elements Rl and R2. The switching component L3 turns through an angle of about 6 to 7 degrees between the first and second switching configuration.

Typical switching operations are as described below:

A coach unit travelling along the main track M is approaching a switching location 100 and the coach is required to be diverted to a switched line Sl, whereas the switching components are so positioned as to connect the main track to switched track S2. In this case the position of the switching components needs be changed to connect the track M to track Sl .

The operating sequence of the track switching system is as described below: Retractable plunger elements engaged with laterally shifting switching components Ll, L2 and swivelling switching component L3 operates to unlock the components. This outward motion of the retractable plunger from the complementary cavity, is sensed by proximity Switches. The signals received from the proximity switches ensure that the retractable plungers have disengaged completely.

The end of outward stroke of the retractable plungers is sensed by limit switches. This signal is used for starting the drive motor to achieve the coordinated movement of switching components Ll, L2 an L3. In order to ensure the switching components have reached the final position, a limit switch and mechanical stoppers are provided. Signal from this limit switch activates the appropriate retractable plungers to arrest the movement of the switching components. Once the retractable plungers are fully extended into the complementary cavity provided on the component Ll and L3, a signal is generated from the proximity switches confirming that the switching components are now connecting the main track M to the switched track S 1.

The electric motor of drive system operates both laterally shifting and swivelling switching components Ll, L2 and L3. Laterally shifting components Ll and L2 travels through a stroke of up to 2000mm and the swivelling switching component L3 turns through about 6 to 7 degrees. As the components move limit switches provided near to the end of completion of the stroke trip and this signal is used reduce the speed of the drive motor controlled by variable frequency drive controller, to slow down the rate of travel of the switching components. The switching components travel further and gently stop against mechanical stopper. Another limit switch located at the end of stroke trips giving signal that stroke cf both frame are completed. This signal is used to operate the retractable plunger.

In case of coach switching from switched track S 1 to switched track S2 the coaches are made to proceed some distance into the main track M and halt. The switching components are than shifted to connect main track to switched track S2. Once this switching configuration is confirmed the coaches are reversed into track S2 and made to proceed along track S2. In view of the wide variety of embodiments to which the principles of the present invention can be applied, it should be understood that the illustrated embodiments are exemplary only. The illustrated embodiments should not be taken as limiting the scope of the present invention. For example, the interactions between the components may be taken in sequences other than those described, and more or fewer elements may be used. While various elements of the preferred embodiments have been described as being implemented, other embodiments implementations may alternatively be used, and vice-versa.

Claims

Claims:

1. A track switching system for an elevated suspended coach transportation system comprising an extended continuous hollow box way having a slot through its operative under wall, said box way being elevated by columns from ground level; a pair of rails forming atrack fixed on either sides of the slot on the operative inner surface of the under wall within the extended box way; a plurality of bogie assemblies moving on the said track within the box way; suspender beams extending from the bogies operatively downwards and through the slot; coaches suspended from the suspender beams; and motor means to displace the bogie assemblies ; the switching system comprising :

(i) a switching location for receiving (a) the track consisting of fixed main rails for supporting the bogies, (b) two switch tracks housed in box ways, each of said switch tracks consisting of a pair of fixed switched rails for supporting the bogies traveling thereon and slots between said pairs of fixed switched rails;

(ii) a first switching component having a first single curved first rail mounted on a base and a first support structure fixed at the switching location, said first single curved rail and base adapted to be laterally displaced on said first support structure ;

(iii)a second switching component having a second single curved rail and mounted on a base and adapted to be laterally displaced on a second support structure fixed at the switching location, said first rail and said second rail being curved and said first and said second support structure being spaced apart to define a continuous gap there between;

(iv) a third switching component having a pair of third and fourth curved rails mounted on a base and curved in opposite directions to each other, the third rail matching the curved profile of the first rail and the fourth rail matching the curved profile of the second rail, said third switching component supported at one end on a third support structure fixed at the switching location and supported at the other end either on the first support structure or the second support structure;

(v) pivoting means to angularly displace the third switching component between a first switching configuration in which the third component is supported on the second support structure at one end and the third rail aligns with a laterally displaced first rail across the gap between the first and second support structures, the first and third rail pair align between the rails of the main track and the rails of one of the switched tracks and the slot formed between the first and third rail is aligned between the slots of the main track and the slot of the aligned switched track and a second switching configuration in which the third component is supported on the first support structure at one end and the fourth rail aligns with a laterally displaced second rail across the gap between the first and second support structures, the second and fourth rail pair align between the rails of the main track and the rails of other switched track and the slot formed between the second and fourth rail pair aligns between the slot of the main track and the slot of the other aligned switched track.

2. A track switching system for an elevated suspended coach transportation system as claimed in claim 1, wherein the switching system includes means to laterally displace the first switching component and the second switching component.

3. A track switching system for an elevated suspended coach transportation system as claimed in claim 1 , wherein the pivoting means is adapted to laterally displace said first and second switching component.

4. A track switching system for an elevated suspended coach transportation system as claimed in claim 1, wherein friction reducing means are provided between the respective bases and support structures.

5. A track switching system for an elevated suspended coach transportation system as claimed in claim 1, wherein roller bearings are provided between the respective bases and support structures.

6. A track switching system for an elevated suspended coach transportation system as claimed in claim 1 , wherein the first and second rails are shorter in length relative to the third and fourth rails respectively.

7. A track switching system for an elevated suspended coach transportation system as claimed in claim 1 , wherein the support structure consists of a plurality of elements fixed to the switching location.

8. A track switching system for an elevated suspended coach transportation system π claimed in claim 1 , wherein locking means are provided to lock the switching components in the first and the second switching configurations.

9. A track switching system for an elevated suspended coach transportation system as claimed in claim 1 , wherein plunger elements are fitted in the ends of bases of the main track and the switched tracks; corresponding cavities are provided at the ends of bases of switching components and

10. A track switching system for an elevated suspended coach transportation system as claimed in claim 1, wherein rail ends of the switching components, ends of the main track rails and ends of switched track rails are provided with complementary chamfers at the respective ends in their aligned switching configurations.

11. A track switching system for an elevated suspended coach transportation system as claimed in claim 1 , wherein the pivoting means is adopted to angular displace the trend of 6 to 7 degrees.

13. A track switching system for an elevated suspended coach transportation system as claimed in claim 1 , wherein the radius of curvature of the third rail and the fourth rail is longer the radius of curvature of the first and second rails respectively by a distance of the gauge of the track.

14. A track switching system for an elevated suspended coach transportation system as claimed in claim 1 , wherein the switching location is enclosed in a box way.

15. A track switching system for an elevated suspended coach transportation system as claimed in claim 1, wherein the gap between the first and second support structure is wider than the slot between the rails.

16. A track switching system for an elevated suspended coach transportation system as claimed in claim 1, wherein the means to angularly displace the third switching component and laterally displace the first and second switching components is provided at the pivoting means.