A TRACK SWITCHING SYSTEM FOR AN ELEVATED SUSPENDED COACH TRANSPORTATION SYSTEM

FIELD OF THE INVENTION:

This invention relates to an elevated suspended transportation method and apparatus.

Particularly, this invention relates to apparatus for improving the functioning of an elevated suspended transportation method.

Still particularly, this invention relates to apparatus for tracks of an elevated suspended transportation method.

BACKGROUND AND INTRODUCTION:

Transportation is a critical element in the smooth and efficient operation of almost every aspect of today's cities and urban areas. 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 over 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 bogies, 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 an 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 pillar

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.

Yet 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.

Yet 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 tranportation 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 a novel suspended coach rail transportation system. Specifically, the invention relates to a means of improving the

running of suspended coach rail transportation systems and more specifically, methods, means and devices for enabling the safe and swift switching of suspended coaches from one track to another.

In accordance with this invention there is provided 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 a track 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 main track consisting of fixed main rails for supporting the bogies and a first slot between the fixed rails, (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 second and third slots between said pairs of fixed switched rails;

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

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

(iv) a third switching component having third and fourth rails mounted on a base, said third rail and fourth rails matching the contour of said first rail and second rail respectively; said third switching component positioned between said first component and said second component and defining a fourth slot between first and third rail and a fifth slot between the second and fourth rail; said components adapted to move in unison angularly; said third switching component adapted to be supported either on the first support structure or the second support structure;

(v) a means to angularly displace said switching components in unison between a first switching configuration in which the first and third rails align between the rails of the main track and the rails of the first switched track and the third switching component is supported on the second support structure and said fourth slot is vertically aligned with the gap between the first and second support structure and is horizontally aligned between the first slot and the second slot and a second switching configuration in which the second and fourth rails align between the rails of the main track and the rails of the second switched track and the third switching component is supported on the first support structure and said fifth slot is vertically aligned with the

gap between the first and second support structure and is horizontally aligned between the first slot and the third.

Typically rails *of both the switched tracks curve away from the rails of the main track.

Typically at least one pair of rails is curved.

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

Typically the first and third rails are parallel to each other and maintain the gauge distance in between.

Typically the second and fourth rails are parallel to each other and maintain the gauge distance in between.

Typically the support structures consist of a plurality of elements fixed to the switching location.

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

Typically the radius of curvature of the pair of curved rails differs by the gauge distance of the track.

Typically the switching location is enclosed in a box way.

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

Figure 3 is a schematic plan of the switching location showing the first configuration of the switching component wherein the rails of main track M are aligned with that of the switched track Sl;

Figure 4 is a sectional elevation A-A of figure 3, wherein the coach is depicted moving through switching component and proceeding to switched track Sl;

Figure 5 is a schematic plan of the switching location showing the second configuration of the switching component wherein the rails of main line M are aligned with that of the switched track S2;

Figure 6 is a sectional elevation Al-Al of figure 5, wherein the coach is depicted moving through switching component and proceeding to switched track S2;

Figure 7 shows a typical segmental gear and pinion arrangement used for angular displacement of switching components:

Figure 7A shows schematic diagram of hydraulic cylinder used for providing angular displacement of switching components;

Figure 8 shows detail of alignment arrangement used for locking the switching components in desired position;

Figure 9 and figure 10 show typical arcuate matching ends of the rails after the rails have been aligned and locked; and

Figure 11 shows typical arrangement of interconnecting structural members and location of segmental internal gear and pinion arrangement used for angular displacement of switching components:

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 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 formed by the rails R5 and R6, 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 track formed by the rails R5 and R6.

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 track formed by the rails R5 and R6 needs to be continuous, it is not ordinarily possible to switch coaches from this track to the other rail track Sl or rail track S2 as seen in figure 2. The rail tracks Sl and S2 are adjacent to each other at the switching location but move away from each other and may 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 component Ll, L2 and L3 (as particularly seen in figures 4 and 6). Switching component Ll consists of base (not particularly shown), a curved rail Rl, bearing element (not particularly shown) and connectors (not particularly shown). Similarly switching component L2 consists of base (not particularly shown), a curved rail R2, bearing element (not particularly shown) and connectors (not particularly shown). Switching component L3 (refer figure 4 and 6) consists of base (not particularly shown), a curved rails R3 and R4, and bearing element (not particularly shown).

Switching component Ll and L2 are positioned within switching location 100 and are supported on support structures (as particularly seen in figures 4 and 6) 80 and 82 respectively. Whereas 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 components are positioned in such away that the components Ll, L2 and L3 are provided with angular movement with reference to the rails R5 and R6 respectively. The angular movement of the switching components Ll L2 and L3 are controlled by (refer figure 4) moving beam 90 and connectors 92, 94 and 96. The moving beam 90 is supported by stationary beam 98.

The switching component Ll, L2 and L3 are interconnected by connecting arms (not specifically shown) and are driven by motor 97 through gear box (not specifically shown). As seen in figure 7, a pinion 106 mounted on the gear box output shaft imparts angular movement to a segmental gear 108. The movement of the segmental gear 108 is transmitted to the switching components Ll, L2 and L3 through linkages (refer figure 11). Figure 7 A shows an alternate embodiment of the drive system wherein hydraulic cylinder 103 and linkage arm 105 are used to impart angular movement to the switching components Ll, L2 and L3.

The switching components Ll, L2 and L3 provide two distinct switching configurations. In figure 3 and 4 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 lOO.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 R4 of switching component L3 and rail R2 of the switching component L2 are displaced away from the rails R5 and R6 of track M.

The switching component Ll is positioned on support structure 80 and components L2 and L3 (refer figures 4) are positioned on support structure 82. The bearing elements provided on the bases of the switching components permit angular movement of these components on the support structures 80 and 82 respectively. In this switching configuration the slot 14D formed between the switching components Ll and L3 aligns vertically with the gap G formed between the support structure 80 and 82 and aligns horizontally with slot 14A of the main track and 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.

Referring to Figure 5, 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 R4 of switching component L3 is aligned with rail R5 of the main track and the other end of rail R4 is aligned with rail R9 of the track S2. Also one end of rail R2 of switching component L2 is in alignment with rail R6 of the main track M and the other end of rail R2 is in alignment with rail R9 of track S2. The switching components Ll and L3 are positioned on support structures 80 (refer figure 6). The bearings elements

provided on the bases of the switching components permit angular movement of these components on the support structures 80 and 82. The switching component L3 has been angularly shifted across the gap G from support structure 82 (as particularly seen in figure 4) to support structure 80 (as particularly seen in figure 6).

In this switching configuration the slot 14E is formed between the switching components L2 and L3. The slot 14E is arcuate and aligns vertically within the gap G formed between the support structures 80 and 82 and aligns horizontally with the slot 14A of the main track and the slot 14 C of the switched track S2. This permits unhindered movement of suspender beams and coaches through the switching location 100. In 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.

These switching components Ll, L2 and L3 are located at the same elevation of the rails and 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 angular movement of switching components Ll, L2 and 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 97. 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 8 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 9 and 10 are the details of the rail elements in their aligned position wherein the ends of the rails align with each other in an arcuate manner to ensure smooth transition of the wheels 24 of the bogie from one rail to another.

Referring to figure 11 typical arrangement of structural members used for imparting angular movement to the switching components consists of vertical members 92, 94, 96, 110, 112, 114,116 and 118 inter connected by

horizontal members 122, 124 and 126 and virtually pivoted at 128. Segmental internal gear 108 is mounted on the moving portion of the structure whereas pinion gear wheel 106 is mounted on the out put shaft of a reduction gear box (not specifically shown) fitted to the stationary part of the structure. Alternatively hydraulic pistons could be used to angularly displace the structure through about 2 to 5 degrees.

The angularly shift-able rail Rl and R3 of switching components Ll and L3 and rail elements R4 and R2 of switching component L3 and L2 are provided with radius to suit the curvature of the tracks Sl and S2 respectively. Switching components Ll, L2 and L3 are provided with angular movement typically of about 2.5 degrees.

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 S 1.

The operating sequence of the track switching system is as described below: Retractable plunger elements engaged with angularly shifting switching components Ll, L2 and 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 plunger is sensed by limit switches. This signal is used for starting the drive motor to achieve the coordinated angular 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 extend into the complementary cavities. 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 aligned and connecting the main track M to the switched track S 1.

The electric motor of drive system operates laterally shifting components Ll, L2 and L3. The components are provided with angular movement typically about 10 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 of the frame is completed. This signal is used to operate the retractable plunger.

In case of coach switching from switched track Sl 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.