US3854409A

US3854409A - Guide system for vehicle carriages

Info

Publication number: US3854409A
Application number: US00242178A
Authority: US
Inventors: E Blochlinger
Original assignee: Schweizerische Industrie Gesellschaft
Current assignee: Schweizerische Industrie Gesellschaft
Priority date: 1971-04-16
Filing date: 1972-04-07
Publication date: 1974-12-17
Anticipated expiration: 1991-12-17
Also published as: IT951416B; GB1397791A; CH552494A; FR2136439A5; SE389068B; DE2213468A1

Abstract

A system for guiding wheel carriages through the branching sections of closed rails. The carriages have a plurality of wheels or rollers mounted on fixed axes, the rollers engaging the sides of the rail under normal travel conditions. The system includes means for selecting the desired branch section turnout located in the vicinity of the branch section, which means acts on the carriage independently of the rollers and the other masses of the vehicle.

Description

United States Patent [1 1 Blochlinger 1 Dec. 17, 1974 GUIDE SYSTEM FOR VEHICLE CARRIAGES [75] Inventor: Ernst BlochlingenNeuhausen,a.R.,

Switzerland [73] Assignee: Schweizerische lndustrie-Gesellschaft, Neuhausen a.R., Switzerland [22] Filed: Apr. 7, 1972 [21] Appl. No.: 242,178

[30] Foreign Application Priority Data Apr. 16, 1971 Austria 3241/71 Nov. 10, 1971 Austria 9692/71 [52] US. Cl 104/130, 104/94, 105/148 [51] Int. Cl ..E01b 25/26 [58] Field of Search 104/130, 131, 172, 94,

[56] References Cited UNITED STATES PATENTS 3,628,462 12/1971 Holt 104/105 3,760,739 9/1973 Benner 104/130 Primary ExaminerM. Henson Wood, Jr. Assistant Examiner-Richard A. Bertsch Attorney, Agent, or FirmMurray Schaffer 5 7 ABSTRACT 23 Claims, 23 Drawing Figures PATENTEU U58 1 7 I974 SHEET 1 0F 7 PAIENTEU M T1914 3.854.409

' SHEEI 20? 7 PATENTEU 7974 3.854.409

. sum 3 or; 7

GUIDE SYSTEM FOR VEHICLE CARRIAGES BACKGROUND OF INVENTION The present invention relates to tracking guide systems for railed vehicles, carriages, bogies and the like, and in particular to a switching or turnout system therefor.

Various switching and turnout systems are known. For example, switches have been made by employing a shifting, swinging or rotating rail portion or by providing a portion of the rail with a flexible section which may be bent to one side or the other of the track. Switches have also been built without movable parts and the undercarriage or bogie itself provided with movable devices for selecting the turnout or branch spur track. Such switching mechanisms are activated in advance of the bogies reaching the turnout section so that the vehicle may be easily led into the proper direction. Reference is made to French Pat. No. 1,548,025.

Switch systems wherein it is necessary to move rail sections or whole track portions have a great disadvantage. Succeeding bogies, vehicles or trains of carswhich are required to proceed in different directions must be widely spaced from one another, relative to their speed, to allow the turnout sufficient time to switch. It is therefore, not possible to provide closely following, high speed, single vehicles which must be switched into different directions. The forces required to move the mass of the switch, in very small time intervals would be too great and extremely difficult to properly regulate or govern.

In those systems where the turnout device is located on the undercarriage or bogie, the disadvantage occurs because each must carry cumbersome switch mechanisms. Furthermore, it is necessary that two succeeding cars or vehicles be spaced a sufficient distance apart to provide the necessary time for switching.

In the German publication DAS No. 1,294,405 there is shown a system in which the running and guide rails are combined and which is provided with two pair of tracking guides, to direct the vehicle into the proper direction. In this system, not only does the heavy combined vehicle rail have to be movably switched but since the undercarriage runs on tandemly arranged wheels, the possibility exists that the front wheels turn differently than the rear wheels. Should this occur then a catastrophy would be the inevitable result. Furthermore, the switching of the heavy running and guide rails require a great deal of force, otherwise rather long switching times have to be dealt with. The latter factor prevents the use of closely following high speed cars.

Another system is known in which a pair of roller type track selectors are provided of which one of the two may be selectively caused to engage a cooperating guide rail. Even here there exists the capability of wrong switching since it is possible that either both or neither of the track selectors can be driven onto the branch track. This can, of course, lead to bad accidents. Furthermore, such an arrangement is complicated in its construction, easily placed out of order, and rather expensive to build and maintain. Such apparatus is described, for example, in United States Pat. No. 3,451,351. Lastly, such a device does not provide a closed rail system and the vehicle may be easily dislodged from its track.

In still another US. Pat. No. 3,430,580, describes a system wherein the undercarriage of the vehicle assuring sideway support, is movable at right angles or transversely to the direction of normal travel. Such a system requires great switching forces and a long turnout or switching room. A sequence of turnouts, one after the other, to obtain, for instance, a multiple division of a main rail track is not possible within a short space. Further, this system is very complicated and proves to easy breakdown.

The recent extensive automation of railway installations requires a system wherein the possibility of derailing, switch sticking, wheels jamming and similar damaging and dangerous situations be avoided, even if the switch or turnout mechanism is accidentally or momentarily switched in the wrong direction. In combination switches, it is also necessary to avoid the possibility of cutting open the switch, i.e., driving erroneously through an improperly opend switch or one that has not been opened in the desired direction.

SUMMARY OF INVENTION ing sections of closed rails; The carriages have a plurality of wheels or rollers mounted on fixed axes, the rollers engaging the sides of the rail under normal travel conditions. The system includes means for selecting the desired branch section turnout located in the vicinity of the branch section, whichmeans acts on the carriage independently of the rollers and the other masses of the vehicle. The selector means comprises a single member mounted on the carriage shiftable transversely to the longitudinal axis of the carriage, between fixed stop abutments. The member is adapted to engage cooperating means mounted on the rail, in the branching section which causes it to abut the stop member resulting in a lateral movement of the carriage independently of any other force acting on it. The rail means may be a fixed groove or pivotal tongue means adapted to engage and shift the carriage selector means. The rail means acts as a cam while the carriage selector acts as a cam follower, both being cooperatively movable with respect to each other.

According to the present invention, a system is further provided wherein the switching in the branch sections is accomplished with the minimum of force vectors applied to the carriage. This is accomplished by locating the force vectors, reducing the force vectors to two groups acting in transverse directional planes. At least one group having three vectors in the plane two of which act in one direction while the other one acts in an opposite direction. According to the present invention, one of the vector groups acts in a vertical plane and the other in a substantially horizontal plane. The force of the vectors is not critical, but their numbers are.

Full details of the present invention are set forth hereinafter and are shown in the accompanying drawmgs.

BRIEF DESCRIPTION OF DRAWINGS In the drawings:

FIG. 1 is a side view of the rail vehicle carriage, FIG. 2 is a plan view of the carriage of FIG. 1, FIG. 3, is a front view of the carriage of FIG. 1,

FIG. 4 is a schematic top plan of a combining switch,

FIG. 5 is a bottom plan view of a branching switch,

FIGS. 6-9, several cross section views of the switching zones of FIGS. 4 and 5,

FIGS. 10-13 are views of several variants in schematic form for the arrangement of the switch tracking disk,

FIG. 14 is a view of the system at the control stations,

FIG. 15 is a schematic view of a freely movable body in a coordinating system with the half directional force components (HK) shown,

FIG. 16 is a schematic view of a tracked vehicle with support elements, showing the positive HK as well as driving direction,

FIG. 17 is a list of symbols,

FIG. 18 is a half force component matrix with symbols,

FIG. 19 is a schematic view of a branching switch,

FIG. 20 is a view of the forces shown, with the matrices in accordance with the different guide phases on the undercarriage relative to FIGS. 1-3,

FIG. 21 is an illustration of the forces for the optimal guide system in the X-direction (direction of move ment),

FIG. 22 is a schematical drawing of a center poleguide rail system in plan view and partly in section, and

FIG. 23 is a view of the forces involved in the center pole-guide rail system in accordance with FIG. 22, with the corresponding matrices.

DESCRIPTION OF INVENTION As seen in FIGS. 1 to 3, the present invention is embodied in a railed vehicle carriage or bogie comprising a truck body 1 on which

support wheels

3 and 4, side guide wheels 6-9 and central pressure wheels 11 are journaled. The carriage rides in a substantially enclosed hollow rail 13. The rail 13 has a continuous slot 14 in one of its faces through which a connecting hanger or fastening means 15 extends by which the vehicle cab container or car itself may be secured, from which only a portion, comprising the central pole 17, is shown. Generally, other linking elements, springs and supports for the vehicle are provided. These elements together with a more detailed showing of the cab itself are omitted here, for the sake of brevity and because such details are well known.

In addition to the aforementioned wheels the carriage is provided with a tracking disk 19, which is freely journaled about a transverse axle above and between the

support wheels

3 and 4. The tracking disk 19 is freely slidable along its axle between a pair of opposed

abutment stop members

20 and 21 which are resiliently urged toward the hub of the disk 19 by springs 22. The freely rotatable disk is preferred; however, a slidable wedge, cam or the like could be used instead. While referred to as wheels, the

elements

3,4, 6 to 9 and 11 are preferrably freely rotating rollers of known conventional structure.

The hollow rail 13 has a rectangular cross section. The inner surfaces 24, straddling the slot 14 form the running rails for the supporting

wheels

3 and 4 which are commonly journalled about a transverse axis in the center of the truck body I. The hanger 15 extends downwardly between the

wheels

3 and 4. The guide wheels 6 to 9 are each mounted about vertical axle shafts and are arranged in pairs to the front and rear of the supporting rollers. The pressure wheels II are mounted on horizontal axle shafts arranged substantially in the plane of the axle shafts on which the guide roller pairs 6 and 7 and 8 and 9, respectively are mounted. The wheels 11 engage the upper inner surface of the rail 13 at the front and back of the carriage and act to maintain the supporting

wheels

3 and 4 firmly in contact with the rails. This provides a closed rail system, in which the carriage and/or the wheels may not be derailed. It is possible, to provide a monorail system with the wheel arrangement substantially shown without a rail having a box-like profile.

As is known and therefore not shown in the drawing, the upper portion of the hollow rail is provided with a current conductor track for energizing the motor. etc., and for conducting leads for information signalling, etc. The carriage is provided with current contacts, antennae and the like.

Normally, when the carriage is outside of a switching or turnout zone the tracking disk 19 does not function. However, just before entering the switching zone, the disk 19 engages within a slotted

guide track

30, 31 positioned along the center line of the upper inner face of the rail, and the tracking disk 19 thus becomes centered preparatory to be forced to one side or the other. In the branching switch seen in FIG. 5, the centered tracking disk 19 is diverted to the left or right by a pivotal tongue 26, so that it rides against the outer edge of the

guide track

30, 31, while in joining or combining switch seen in FIG. 4 the disk 19 is directed by a stationary curved deflector portion 28 onto the outer edge of the

track

30, 31. In either case the tracking disk 19 is shifted on its journal axle until it hits one of the

abutment stop members

20 or 21. The abutment stops 20 and 21 cooperate with the

auxiliary track

30, 31 to take over the guide functioning of the wheels 6 to 9 and move the carriage in the desired direction.

On entering the combining switch (FIG. 4) the tracking disk 19 is caused, by the

auxiliary track

30,31 to be immediately shifted to its extreme lateral position, even before the carriage enters the switching zone proper. The disk 19 therefore takes over the side guiding function from the rollers which so engage the widened sides of the rail and only later is guided back to its middle position, the convergence of the side walls. A conical trap 35 is placed immediately after the combining switch (i.e., the frog-like guide track 30,31) to insure that the disk 19 is returned to its mid-position. In the branching or turnout switch seen in FIG. 5, the magnetically oper ated tongue 26 shifts the disk 19 positively to one side or the other unit it hits either of the

abutment stop members

20 or 21. During the travel through the switch, the disk 19 takes over the guide function and steers the carriage into the proper branch. Since the cross section of the rail enlarges in the direction of travel the guide wheels 6 to 9 do not exercise their normal functions. After passing the switching zone proper, the tracking disk 19 engages within a reverse steering slot member 33 which causes the disk to again take a middle position. The conical trap 35 seen in FIG. 4 may be substituted for the angular slot member 33, if desired. The disk 19 is preferably formed with a bevelled. peripheral edge and the portions of the carriage lying before it are removed or built so as to be open. Similarly the portions lying before the blade tongue 26 are open and free, and the blade itself is pointed. In this manner the disk can not jam or get stuck in the tongue or in the directional slots. The principle of a pointed or knife edge is followed.

The aforedescribed tracking and guide system is highly suitable for use with hollow rail-overhead trolleys and in particular for overhead fixed guide rail conveyor systems. The vehicles, cabs, etc., employed in such systems exert only a relatively small force on the rail chassis itself which makes the appplication of this system suitable. While the overhead system is shown, it will be obvious that with only minor modification of the position of the supporting wheels, the system may be adapted to a ground level or below ground level system, and the rail provided with a slit on its upper face through which the hanger for the vehicle body extends.

FIGS. 6 9 indicate the various cross sections of the rail 13 as its branches converge as in FIG. 4 or diverge as in FIG. 5. The sectional lines are the same in both, FIG. 4 and FIG. 5, except for the fact that they must be viewed in opposite directions, depending on the direction of travel indicated by the arrows. FIG. 6 shows the normal cross section just prior to or just after the switching zone. FIG. 7 shows the initial widening or final convergence of the hollow rail 13, the slit 14, and the

auxiliary track

30,31. FIG. 8 shows the splitting of the auxiliary track into two portions or initial convergence. FIG. 9 shows the final or initial branches of the rail line, in which the cross section of each branch resembles the cross section of the main line seen in FIG. 6.

Turning to FIGS. 10 to 13 various embodiments of the arrangements of guide elements are depicted. FIG. 10 shows a tracking disk 40 of the type shown in the main embodiment which may be shifted sideways (dotted lines) as seen by the double arrow. In FIG. 11 there is shown a tracking disk 42 mounted on a transverse axle joumalled at each end in bearing mounted on a a Y-shaped yoke, the stem of which pivotally is mounted on a longitudinally disposed axle 43. The yoke swings about the pivot axle 43 in the arc shown by the double arrow permitting the disk 42 to swing as indicated by the dotted lines. In FIG. 12 the tracking disk 45 is mounted on a vertical or horizontally swingable linked trapeze or parallelgram 44 swing as shown again by the dotted lines and arrow. FIG. 13 depicts a variant employing two

tracking disks

47 and 48 adapted to selectively engage the guide track 53, by raising and lowering the disk in the direction of the arrows as required.

Any one of the aforedescribed systems permits the immediate succession of vehicles, one behind the other, at high speeds. Switching two adjacent vehicles in opposite directions is simple because the mass and also the translatory distance travelled by the switching member, namely the tongue 26 or the tracking disk 19 is small. It is thus possible to arrange two or more switches in tandem following each other. Since the switch comprises only one rail mechanism for each vehicle, the possibility of derailment or having the vehicle become stuck in a switch is virtually impossible, even if the switch mechanism is momentarily in the wrong position. Since the switch actuation needs to overcome only small forces and is generally applied to fixed members, it can be simply and economically built to have a strong and long life.

It is possible also, without further modification to the switch structure itself, to mechanically bolt or lock the switch mechanism, to prevent entry of a vehicle into a particular branch. This enables the closing of a branch line without interfering with the main line, when it is desired to store a vehicle thereon or to perform some work on the branch itself.

The system may be further provided with control stations along its length by which the carriage is made accessible. The provision of such means is illustrated in FIG. 14, where alternate portions of the right and left side walls of the rail 13 may be cut away as at and 61. The carriage passes these cut out portions, as if it were in the switching zone previously described, in that the guide wheels 6 9 are not in engagement with the walls. Accordingly, a guide rail or auxiliary track 62 is provided which is adapted to engage the tracking disk 63 holding the carriage on the rail, while its interior is accessible through the

openings

60, 61. The carriage may be removed, simply by making the guide rail 62 removable, or swingable to release the tracking disk 63 and permit the carriage to be bodily removed in the lateral direction.

It is within the scope of this invention to employ the switch mechanism for the transmission of power and information and in particular to employ them as the power conductors and line leads. The tongue 26 is shown as being activated by an electromagnet. It can be mechanically, pneumatically or hydraulically activated if desired. The tongue may be spring loaded and resiliently held in a normal position whereby the vehicle may be directed into one course or another, for example in the least traffiked branch. The tongue may be biased or held in a normal position by mechanical means.

A further possibility exists by maintaining the tongue 26 in a middle position, and by mounting the switch element on the carriage (i.e., the tracking disk 19) mechanical, electromechanically, pneumatically, or hydraulically to shift or swing to one side or the other.

The present invention may be looked at from another point of view. In initially considering a freely movable body in space, such as a rail carriage, sliding pallet or mounting sled of a machine, it will be appreciated that in addition to the normal dynamic and static forces (K) acting on a freely movable body, several unknown external or outer forces, moments and directional vectors, effect its movement. The free movement of such vehicles will, at least in part, be restricted by supporting forces, (SK) sometimes called bearing pressures and the reaction of the support mechanism with each other. These forces may be considered more or less static since they operate through the passive support elements unidirectionally or in one way, on the vehicle body, in a manner which may be distinguished from the more ordinary forces (K) such as the drive forces or propelling forces which move the vehicle. The supporting forces are created by external conditions when the vehicle body is pressed against the respective support elements and therefore, their sign or direction does not change during travel of the vehicle. Consequently, their optimal number and arrangement should be determined ahead of time.

In the following discussion and application of the present invention it is not the size of the individual forces and supporting forces that are of interest but only the number and arrangement of the supporting elements themselves. The conventional manner of resolving and balancing forces and movement is therefore, not effective or illustrative in this connection since that procedure does not take into account the latter factors. Accordingly, the present invention has a further object, the provision of a method for obtaining an optimal arrangement of guide and supporting elements (i.e., the minimal number required to do the most effective job).

The following method is based upon a quasistatistical concept in which the vehicle carriage or body is at least partly captive, restricted or encased in a movable body in a rail system. The known six components of movement, namely, the shifting or translatory vectors, and the rotational vectors about the conventional X-, Y- and Z-axes are divided, according to direction or sign into 12 half-components, which are easily displayed in a graphic matrix as seen in the drawings. The matrix is shaded, in respective fields corresponding to its phase or position in travel and as to whether or not the movement of the body is effected and by which of the individual half-components. The superimposition of the individual phases produces the resulting matrix. The interrelation between the suitable supporting elements and the restrictions or enclosures placed on the possible movements can therefore be made illustrative and step-by-step made capable of control.

The important criteria for studying the supporting force system is the ratio of the pre or existing supporting force (SK) to theoretical minimum, for any particular example or case, and a freely movable body, at its geometric center of which the cross of a coordinate force system is seen. The double arrows indicate the opposing translatory movement as well as the rotational movement associated with each of the axes X, Y and Z. The half-component forces or the directional signs are indicated or for the axial movements and and for the rotational movements.

In FIG. 16 a similar schematic view is shown of the number of the coincident overlapping half-components I-IK. This coincidence is indicated in the matrix by double shade lines.

In practice, mechanically interrelated, or structural interlocked guide elements have supporting forces and connecting or frictional forces, created for example, by gravity or friction which are often intermixed.

In FIG. 15, in the form of a rectangle there is shown a vehicle body moving or driven positively along the X- axis. The possible positive movements are indicated. This figure serves to clearly illustrate the arrangement of FIG. 1 and should be as supplementary to it.

In FIG. 17, the symbols are shown in A and the vector diagram is shown in B by which the supporting force vectors are illustrated. The combination of these vectors will produce the resultant effect on the body. As set forth:

Relating to the interconnecting or frictional forces The single line arrow force in the plane of the drawing,

The double lined arrow force in a direction parallel to but spaced over or below the plane of the drawing,

Circle with a point force vertically directed from beneath,

Circle with a cross force vertical from above,

Circle with point and cross forces vertical from both beneath and above.

In relation to supporting forces:

Single line closed arrow (three pointed) force in the plane of the drawings,

Double line closed arrow (three pointed) force parallel to but spaced (above or below) the plane,

Square with point force vertical from beneath,

Square with cross force vertical from above,

Square with cross and point force vertically from beneath and above.

In FIG. 18, a matrix is formed with the coordinate fields. The axes X, Y and Z and the directions (signs and shown in the columns and rows respectively. and indicate respectively, the positive or negative translation or linear movement in the axial direction. or indicate respectively, the positive and negative rotation about the axis. N is the number of the total'directional half-components HK. Further assistance illustrating the matrix diagrams is afforded by the use of the signs indicated in FIG. 18, which, when placed in the matrix will signify the restrictions placed on the components or halfcomponents.

The illustrated apparatus or rail carriage is a good example for obtaining the solutions of the quasi-statistical problems necessary to form an optimum apparatus. An example, as in FIG. 19, employs a hollow rail 13 such as seen in FIGS. 1-3 which is provided with a Y-shaped tubular beam branching switch mechanism. The rail system comprises a structurally closed interlocking roller arrangement in which the carriage rides. The tracking disk 19, immediately before the respective switching zone, passes a small electromagnetically operated switch tongue with which it engages and steers it to either the right or left side of the guide line or track. Outside of its operation in the switching zone the tracking disk has no function.

Of the six possible vector components acting on the body in space that one in the direction of desired travel (coincident with the X-axis) is left freely movable, while the remaining components are uniquely re stricted in all the phases or steps of travel. In the normal sectional hollow beam the carriage must be driven, with respect to the branching zone or position, primarily in the horizontal plane X Y and not just in the X- direction. It is necessary to therefore restrict shifting in the Z-axis and rotation about the X- and Y-axes. Accordingly, the addition of elements to restrict the freely movable body in the Y-direction and about the Z-axis are employed. However, in the act of branching, each of the two sides or half portions of the body,with the assistance of a single commong guide element must again be driven in an interconnected fashion and only movable in the longitudinal X-direction. The use of a single guide element (such as the tracking disk 19) results in the desired security of switching, in this manner.

In FIG. 19, there is shown a rail and carriage system such as that of FIGS. 1-10 in various phases, steps or positions during its travel in which:

a. Vertical pressures or forces are caused in a 2 2 quadruple arrangement in which two

support rollers

3 and 4 and two pressure rollers 11 are employed to maintain the carriage in the X Y axis in which it initially remains free. This is sometimes referred to hereafter, as a quadruple.

b. Two of the

rollers

6 and 7 of the side guide rollers 6-9 define the movement in the i Ydirection.

c. The other two

side rollers

8 and 9 prevent the rotation about the Z-axis .Z, :Z).

The illustration of the action of the system of FIG. 19, both in the supporting force diagram SK and the connecting or frictional force matrix I'IK are seen in FIG. 20, in which the vehicle body is diagrammatically indicated undergoing passage through a branching switch, from a situation of travel along the axis. The vehicle passes through three stages or phases A, B and C, in which in the SK diagram the number of forces are shown while in the I-IK diagram the restriction on the half-components are shown, basically derived from the drive forces placed on the carriage by the vehicle to which it is attached.

Phase A: is the intermediate result in considering the singular guide system in a normal guide rail section. In connection with this portion of the system, eight and not just six SK must be reckoned with. (a b c A, See FIG. 20), since in addition to the support rollers and pressure rollers seen in FIG. 20a, the effect of the guide rollers must be accounted for, see FIGS. 20b and 0. Following Phase A, the effect of the tracking disk 19, when entering the switching zone is added (20s) resultmg in;

Phase B: in which the sum of all the forces acting on the body are shown. For a short time between Phase A and Phase C, the vehicle runs with nine SK with two coincident or overlapping HK a e B). The operation of the tracking disk 19 shifts the carriage in the vicinity of the enlarged portion of the rail to the desired branch direction, for example, as seen in FIG. 19 to the right side. This results in the removal of the two coincident forces (20)) and the vehicle proceeds to;

Phase C: in the switching zone. In this zone the carriage engages only one-half of the rail sides (i.e., the one toward which it is being branched) and thus reacts only to six of the eight SK vectors possible (B f C). In FIG. 21, the arrangement of force vectors SK and the restrictions HK matrix is clearly shown. Here the optimal guide system in the X-direction is illustrated.

The accomplishment of the same end result can also be found by considering the combination of SK triple forces, rather than SK quadruple forces. A SK triple force is the triangular array of three parallel arranged forces when two are exerted in a direction opposite to one of the forces. Such triples are seen in FIG. 21, g and h and have only five HK force value, each. By combining two of the SK triples which are perpendicular to each other, such as seen in FIG. 21 g and h, the optimum minimal six SK forces can be obtained with only a minimum of Hk (g h c). Thus the guiding in an interconnected system along the X-direction is obtained with only half of the rail side guide structures. Should the carriage be restricted in such a way only that it is still freely moveable in the X Y-axes, as in the system partly depicted in the hollow beam rail system of FIGS. 1 3 then the quadruple (a) is sufficient wherein only the

support rollers

3 and 4 and downwardly forcing pressures 11 are used.

For side guidance outside of the switching zone only three of the four vertically directed forces necessary to move the vehicle to Phase A, although the four seen in FIG. a are used in order to provide symmetrical operation. When the vehicle passes through Phase A in to the switching zone, with the help of the tracking disk 19 (Phase C) the stronger overlapping and redundant forces seen in Phase B come into play for only a very short time. In the switching zone, the carriage can move either to the left or right engaging only the corresponding side wall of the hollow beam rail. For this reason the guide Phase A appears symmetrical to either side of its long axis, and may be thought of as two halves. Under the assistance of the aforementioned single guide element, the tracking disk 19, which comes into function only within the switching zone, and whose working direction effects the selection of the right or left branch, the vehicle may be switched as desired, while being driven in the X-direction only, (Phase C). While for the movement into Phase A all of the functioning guide elements are preferably cylindrical rollers, in the switch zone the disk 19 which functions as an additional switchable element, is basically nothing more than a single selecting element in the form of a rotatable crown, rim, ring or cam. As soon as the vehicle passes the switching zone the hollow rail assumes its normal cross section and the additional function of the disk 19 can be dispensed with and the guide made to follow the normal pattern of Phase A.

The described optimum solution rests on the fact that during passage through the rail branch sections, the forces acting to turn out the carriage are reduced to an irreducible minimum, independent of the driving or other forces. The forces are grouped into two groups of vectors acting in planes perpendicular to each other (substantially vertical and horizontal planes) and in each group the vectors are either arranged in triple or quadruple fashion. At least one being in triple. The number of supporting forces and therey also of the supporting elements, in Phase C, corresponds to the theoretical minimum, and that in Phases A and B only so many overlapping or redundant elements and forces are provided which would insure the desired shoving and shifting of the vehicle laterally or transversely on passing through the branching mechanism, in either direction.

While in the foregoing example, taken from FIGS. 1 3, the guiding forces of the railed carriage system are only considered, FIGS. 22 and 23 show the application of the supporting force system to the entire vehicle, such as a taxicab. As in the prior example, this example can be illustrated with the help of a half-component diagram and matrix.

FIG. 22 shows a taxicab or mini-bus body 50 having two wheels 52. The body is provided with seats, etc., and may be self-propelled. The wheels 52 carry the load of the vehicle. The body is connected to a guide rail system, such as that described in FIGS. 1-3. In FIG. 23, the forces exerted on this system are analyzed and are set forth in the given matrices. It will be seen by this example that the forces act on the vehicle as well as on the railed carriage. In the given direction of travel of the vehicle, frictional forces prevail (undulating, up and down; sideways, shifting in the X and Y positive and negative directions,) while in the positive Z- direction, exclusively, the force of gravity exists. This latter force is seen by the dots in the appropriate field.

It is interesting to note that the well known classical railway systems, and the more recent Alweg and Safege monorail systems, described in part, in the earlier mentioned patents, were designed for large individual cars. In those systems it is necessary to divide the forces, and

to distribute the greater forces over several rails and parallel arranged guide elements. In rail systems, using small two to four place cars or cabs, such as seen in FIG. 23, the distribution of forces such as noted above are not necessary. However, on weight and cost grounds alone, a contrary construction, (i.e., a large car), with fewer support elements is not economical, since the support element would tend to back down. By increasing the number of guide elements necessary for a large car the risk of increasing the overlapping and coincident forces become greater. In this way the amplification of any slanting or skewing of the wheels, increased friction, energy or power loss, and increased wear result.

Merely making rail system smaller, does not provide a satisfactory solution for a small taxi system or minitrain system because, not only on account of the switching problem but also from the economic standpoint. A very important advantage of the present invention is the provision of a secure quiet and soft guidance system, without latter sway or movement when passing through the switch mechanism, even at full speed. Further advantage comes about by permitting very short switching times, of about one-tenth of a second. It is also to provide branching switches between two succeeding vehicle units travelling at speeds as high as 60 kilometer per hour. Even if the switch should misswitch, during passage of the vehicle, the rail carriage is neither derailed or stopped. Combining or merging switches do not need movable parts and therefore no actuation is necessary. The vehicle may follow even closer and at higher speeds. The theoretical optimum criteria discussed above otherwise fits in with such merging switches.

The present invention may be employed in various rail systems. In a street car system, the cabin may be resiliently but not steerably connected to the rail carriage. It follows the rail system in a tow or drag line and forms together with its pivot pin a three pointed support. Drive means, brake means and side guide means are taken over by wheel adhesion or pressure on the ground. The optimum solution, that is the number of the supporting forces and therefore, the supporting elements not only for the rail carriage but also for the entire vehicle should not be greater than is necessary under the given conditions, subject to the aforedescribed method of resolution.

The present invention has the following advantages,

1. Even if mis-switching occurs (i.e., switch at the wrong time or not completing a switch operation) a derailment or blockage is impossible. This is because, when the knife-like edge of the tracking disk meets the knife-like edge of the switch tongue, a single point for the track selection is produced. This single point is decisive alone, in choosing the direction and even if wrong will not cause derailment. On the other hand, systems where two track grooves or rails are necessary for switching, false switching can result in one wheel or roller being on the outside and the other on the inside of the rail, thus creating derailing.

2. The moveable elements on the carriage and on the switch are small and simple. They only make small movements and are therefore, easily and swiftly positioned, in fractions of seconds. It is not necessary to insist on several movable rollers, tongues, etc., or steerable support rollers. Even at full speed and small succeeding distances, switching vehicle is possible.

3. The actuation of the track selection means can be either on the switch or on the vehicle. It may be mechanical, hydraulic, pneumatic or electrical, etc. Stop and lock means may be employed to lock the switch mechanism, such as the tongue, to insure switching in only one direction.

4. The carriage is driven in each driving position in interlocked manner and enclosed in the rail. It is therefore, especially suitable for single pole trolley guide rail and power systems, on which upward forces are exerted. These are vehicles on which the main weight or forces rest on a street rail system, such as a non steerable drive axis, which follows a guide rail system in a tow curve. V

5. At relatively high speeds branching switch can be made with relatively large radii of curvature (i.e., wide.

curves) also without the use of long switch tongues. At lower speeds switches can be made with narrow curves or small radii, still with small tongues.

6. No movable parts are required in unidirectional combining switches.

Various modifications and changes may be made. Accordingly, it is intended that the disclosure be considered as illustrative only and not limiting of the scope of the present invention.

What is claimed:

1. A system for guiding a travelling vehicle carriage through a switch comprising a rail in which said carriage rides, said rail having branch sections for leading said carriage in or from one or another direction, said carriage having roller means engaging the inner surfaces of said rail, single selector means mounted on said carriage independently of said roller means and disposed in the direction of travel of said carriage, tracking means fixed in said rail at least in the vicinity of said branch section adapted to engage said selector means, guide means adapted to engage said selector means fixed in each of said branches, and diverting means located between said tracking means and said guide means for engaging said selector means, said selector means and said diverting means being selectively movable relative to each other transversely to the direction of travel of said carriage to cooperatively cause said carriage to move laterally with respect to the corresponding branch section and to cause said selector means to engage said guide means located therein.

2. The system according to claim 1 wherein said diverting means includes a pivotal tongue.

3. The system according to claim 2 wherein said pivotal tongue is arranged immediately in front of said branching sections.

4. The system according to claim 1 wherein said selector means and said tracking means are provided with bevelled edges to thereby insure knife-like engagement.

5. The system according to claim 1 including means, at least in the vicinity of said branching sections for power and information.

6. The system according to claim 1 wherein said selector means comprises an annular member rotatable about an axis transverse to the longitudinal axis of the carriage, and said support rollers comprise a pair of rollers straddling said selector member and are rotatable about an axis parallel to the axis of rotation of said selector.

7. The system according to claim 6 wherein the guide rollers engaging the opposite wall are mounted about axes of rotation parallel to the axis of rotation of said pair of support rollers and in a common plance transverse thereto.

8. The system according to claim 6 wherein the guide rollers engaging the side walls are mounted about axes of rotation perpendicular to the axis of rotation of said support rollers and in a common plane thereto.

9. The system according to claim 6 wherein said tracking means are mounted on the opposite wall of said rail.

10. The system according to claim 6 wherein said tracking means includes movable member adapted to engage said selector means and swingable with respect to said branch sections to divert said carriage through a selected branch.

11. A system for guiding a travelling vehicle carriage through a switch comprising a rail in which said carriage rides, said rail having branch sections for leading said carriage in or from one or another direction, said carriage having roller means engaging the inner surfaces of said rail and a single selector means comprising an annular member rotatable about an axis transverse to the longitudinal axis of the carriage, said selector means being mounted on said carriage independently of said roller means and disposed in the direction of travel of said carriage, tracking means arranged in said rail at least in the vicinity of said branch sections adapted to engage said selector means, saidselector means and said tracking means being cooperatively movable relative to each other transversely to the direction of travel of said carriage to cause said carriage to move laterally with respect to the corresponding branch section.

12. The system according to claim 11 wherein said selector means is shiftable along its axis between fixed stop positions.

13. The system according to claim 11 including a pivotal tongue adapted to engage said selector means for pivoting said tongue into one or another of said branch section directions.

14. The system according to claim 11 wherein said fixed stop means are mounted on said carriage and are adapted to transmit the transverse shifting force thereto.

15. The system according to claim 11 including means for selectively maintaining said tongue in one or another of said selectively maintaining said tongue in one or another of said branch section directions.

16. The system according to claim 11 including means for actuating said selector means in one or another of said transverse directions.

17. A system for guiding a travelling vehicle carriage through a switch comprising a rail in which said carriage rides, said rail having branch sections for leading said carriage in or from one or another direction, said carriage having roller means engaging the inner surfaces of said rail, single selector means mounted on said carriage independently of said roller means and disposed in the direction of travel of said carriage, tracking means arranged in said rail at least in the vicinity of said branch sections, said branching sections comprising a merging switch in which said tracking means comrises a Y-shaped member against which said selector means rides, said branches joining in the direction of the base of said Y, said selector means and said track means being cooperatively movable relative to each other transversely to the direction of travel of said carriage to cause said carriage to move laterally with respect to the corresponding branch section.

18. The system according to claim 17 including means spaced from the base of said Y-shaped member for centering said selector means with respect to said rail after passing said switch member.

19. A system for guiding a travelling vehicle carriage through a switch comprising a rail in which said carriage rides, said rail having branch sections for leading said carriage in or from one or another direction, said carriage having roller means engaging the inner surfaces of said rail, single selector means mounted on said carriage independently of said roller means and disposed in the direction of travel of said carriage, tracking means including a diverting tongue arranged in said rail at least in the vicinity of said branch sections, said branching section including a diverting switch in which is located the tracking means formed of a first member for centering said selector means, and secondand third members diverging in a Y-direction against which said selecting means rides, said pivotal tongue being arranged between said first and said second and third members, said selector means, said tracking means and said tongue being cooperatively movable relative to each other transversely to the direction of travel of said carriage to cause said carriage to move laterally with respect to the corresponding branch section.

20. A system for guiding a travelling vehicle carriage through a switch comprising a substantially hollow rectangular beam rail in which said carriage rides, said rail having branch sections for leading said carriage in or from one or another direction, said carriage having a plurality of support rollers engaging the innser surface of one wall of said rail, and guide rollers arranged on intersecting axes engaging the opposite and side walls respectively, single selector means mounted on said carriage independently of said rollers and disposed in the direction of travel of said carriage, and tracking means arranged in said rail adapted to engage said selector means at least in the vicinity of each of said branch sections to guide said carriage through said corresponding branch section, said selector means and said track means being selectively movable relative to each other transversely to the direction of travel of said carriage to cooperatively cause said carriage to move laterally, shifting said rollers in engagement with the corresponding walls of the branch section rail.

21. The system according to claim 20 including a vehicle, and means for connecting said vehicle to said carriage.

22. The system according to claim 21 wherein said rail is mounted above said vehicle.

23. The system according to claim 21 wherein said rail is mounted below said vehicle.

Claims

11. A system for guiding a travelling vehicle carriage through a switch comprising a rail in which said carriage rides, said rail having branch sections for leading said carriage in or from one or another direction, said carriage having roller means engaging the inner surfaces of said rail and a single selector means comprising an annular member rotatable about an axis transverse to the longitudinal axis of the carriage, said selector means being mounted on said carriage independently of said roller means and disposed in the direction of travel of said carriage, tracking means arranged in said rail at least in the vicinity of said branch sections adapted to engage said selector means, said selector means and said tracking means being cooperatively movable relative to each other transversely to the direction of travel of said carriage to cause said carriage to move laterally with respect to the corresponding branch section.

19. A system for guiding a travelling vehicle carriage through a switch comprising a rail in which said carriage rides, said rail having branch sections for leading said carriage in or from one or another direction, said carriage having roller means engaging the inner surfaces of said rail, single selector means mounted on said carriage independently of said roller means and disposed in the direction of travel of said carriage, tracking means including a diverting tongue arranged in said rail at least in the vicinity of said branch sections, said branching section including a diverting switch in which is located the tracking means formed of a first member for centering said selector means, and second and third members diverging in a Y-direction against which said selecting means rides, said pivotal tongue being arranged between said first and said second and third members, said selector means, said tracking means and said tongue being cooperatively movable relative to each other transversely to the direction of travel of said carriage to cause said carriage to move laterally with respect to the corresponding branch section.