Automated transportation system

Information

  • Patent Grant
  • 6622635
  • Patent Number
    6,622,635
  • Date Filed
    Tuesday, May 29, 2001
    23 years ago
  • Date Issued
    Tuesday, September 23, 2003
    21 years ago
Abstract
A system is provided that includes guideways having tracks for supporting a type of vehicle which moves within the guideways and tracks for a type of vehicle which moves on top of the guideways. Guide tracks are provided within the guideways for guiding vehicles of either type and controlling movement through Y junctions. The type of vehicle that moves on top of the guideway includes auxiliary wheels which cooperate with auxiliary tracks in Y junctions to insure reliable support. Each type of vehicle includes automatic load tilting mechanisms and also a special four wheel drive arrangement.
Description




BACKGROUND OF THE INVENTION




1. Field of the Invention




This invention relates to a transportation system and more particularly to a system usable for transportation of people as well as automobiles and other freight loads with very high safety, efficiency, speed and convenience, with capital costs and fuel, labor and other operating costs being minimized and with minimal adverse environmental effects. The system is compatible with existing systems and is readily integrated therewith.




2. Background of the Prior Art




Conventional rail systems have become increasingly costly to construct, maintain and operate with the result that their use for transport of freight and for inter-urban passenger travel has been supplanted to a large degree by use of trucks and automobiles. For public transportation in cities, rail-supported street cars have been replaced by buses which have been used less and less as a result of the increased use of automobiles for personal travel. The resulting truck and automobile traffic over streets and highways is a problem of increasing magnitude.




Many proposals have been made for automated systems which might reduce the problems with the existing system. However, such proposals have not been adopted, partly because of the influence of those who benefit from continued use of the system as it exists, but also because of other factors including the high capital costs involved in construction of an automated system, and uncertainties as to whether an automated system. Many fail to consider practical solutions to the problems because of expectations that the problems will somehow be solved by some exotic technology which does not presently exist but which will somehow be magically produced in the future.




Some believe that high speed rail systems, including magnetic levitation systems will be a solution but it is highly questionable whether the very high costs of such systems is justified. The fact that they must operate on schedules may limit the number of passengers who will wish to use such systems.




BRIEF SUMMARY OF THE INVENTION




This invention was evolved with the general object of overcoming disadvantages of prior transportation systems and of providing a practical system for general use in transportation of people and freight in urban and inter-urban use.




Another object of the invention is to provide a transportation system which is compatible with existing transportation systems.




A further object of the invention is to provide a transportation system which makes practical use of existing technology and which is so constructed as to allow for expansion and for the use of improvements which may reasonably be expected in the future from advancing technology.




Still another object of the invention is to provide a system which is convenient, fast, low in cost and otherwise attractive for travel as a passenger, for travel by automobile and for transport of freight.




The system of this invention uses many of the advantageous features that are disclosed in my aforementioned patents and patent applications. It uses automated carrier vehicles which can carry small passenger cabins, automobile platforms or freight containers and move at high speed along a main path, move off at a divergent Y guideway section to stop along a branch path for loading or unloading and then enter a convergent Y section to reenter the main path.




Important features of the invention relate to a guideway design which provides safe, reliable and efficient support for vehicles and which can be constructed an minimal costs. The design is versatile in that it can carry vehicles of different types, each type having potential advantages over the other, depending upon its application. One type of vehicle may be carried in a protected position with a guideway, being particularly suitable for use severe climatic conditions and\or where noise may be a problem. Another type of vehicle may be carried on top of a guideway and where the climatic conditions are not severe may have cost and other potential advantages. Capital costs of constructing any type of guideway are high and it is important that any type of guideway be usable with more than one type of vehicle.




Further features of the invention relate to vehicles for use with the guideway design of the invention. One feature relates to use of automatic tilting mechanisms by which the load that is carried, whether it be a passenger cabin, an automobile on a platform or pallet or a freight container can be automatically tilted as function of speed and as a function of turn-radius data supplied from wayside monitor and control units. This feature is important for safety, for the comfort of people being carried and for the protection of freight loads being carried. It has the very important additional advantage that no superelevation of tracks is necessary. The tracks can lie in one plane, facilitating the design and layout of guideways, the use of standard components and the lowering of costs of fabrication, installation and servicing.




Additional features relate to a drive system in which an electric motor or other motive power supply unit of a vehicle drives a longitudinally extending drive shaft and is supported on a frame extending between two bogies that can pivot about vertical axes, each bogie including a differential. Coupling shaft assemblies are provided between the opposite ends of the drive shaft and the differentials. Each of the coupling shaft assemblies


61


includes U joints at opposite ends and telescoping splined shaft components that allow the bogies to pivot about vertical axes while transmitting drive torques through the differentials to wheels.




This invention contemplates other objects, features and advantages which will become more fully apparent from the following detailed description taken in conjunction with the accompanying drawings.











BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS





FIG. 1

is an isometric view, looking from above, of one type of carrier vehicle of the invention;





FIG. 2

is an isometric view, looking from below, of the carrier vehicle of

FIG. 1

;





FIG. 3

is an isometric view that is similar to

FIG. 1

but shows only certain drive and other components of the vehicle and shows them in a turn condition;





FIG. 4

is another isometric view that is like

FIG. 1

but shows support wheel and associated components in a turn condition and shows tilt components in tilt condition;





FIG. 5

is an isometric view of the vehicle in the condition of

FIG. 4

, but shows the vehicle from below rather that from above:





FIG. 6

is an isometric view, looking from above, of a second type of carrier vehicle of the invention;





FIG. 7

is an isometric view, looking from below, of the carrier vehicle of

FIG. 6

;





FIG. 8

is a view which is an enlargement of a portion of

FIG. 7

;





FIG. 9

is a rear elevational view of the carrier vehicle of

FIGS. 1-5

, shown moving in a guideway of the invention, a cross-section of the guideway being shown;





FIG. 10

is a rear elevational view of the carrier vehicle of

FIGS. 6 and 7

, shown moving in the same guideway of the invention as shown in cross-section in

FIG. 9

;





FIG. 11

is similar to

FIG. 9

in showing a rear elevational view of the vehicle of

FIGS. 1-5

, differing from

FIG. 9

in showing the vehicle approaching the entrance to a diverging Y junction, also showing a modified frame unit of the guideway;





FIG. 12

is similar to

FIG. 11

, but shows the vehicle after moving forwardly through a certain distance and into the Y junction and shows another modified frame unit of the guideway;





FIG. 13

is a view similar to

FIG. 11

but shows the vehicle of

FIGS. 6 and 7

approaching the entrance to the Y junction;





FIG. 14

is a view similar to

FIG. 13

but shows the vehicle of

FIGS. 6 and 7

after moving through a certain distance and into the Y junction;











DETAILED DESCRIPTION OF THE INVENTION




In

FIG. 1

, reference numeral


10


generally designates a carrier vehicle of an automated transportation system that is constructed in accordance with the principles of the invention. The vehicle


10


is designed to carry loads of different types above a guideway, including passenger cabins, automobile-carrying platforms or pallets and freight containers. It is similar to vehicles of my prior patents, for example that of

FIGS. 21-25

of my aforesaid U.S. Pat. No. 6,082,268, being designed to move within a guideway while carrying loads above the guideway and being guided by control wheels which cooperate with upper tracks of the guideway. However, the vehicle


10


has important differences from vehicles of my prior patents. One is that it uses components which can be used in vehicles of other types, including vehicles which might carry suspended loads and vehicles that move on top of a guideway rather than within a guideway and it is designed for use with guideways which can support vehicles of various different constructions including vehicles which are “dualmode” vehicles operative on streets as well as along a guideway. Another important difference from vehicles of my prior patents is that the vehicle


10


has a drive arrangement in which all four support and drive wheels are driven from one motor supported on a central frame. Still another important difference is that loads can be automatically tilted relative to the vehicle when it is desirable to do so, as when moving around curves. Automated tilting is advantageous for safe and stable support of loads, being especially advantageous for the comfort of people when being carried either in passenger cabins or in automobiles on pallets. Automated tilting is also advantageous in that the tracks on opposite sides of the guideway can lie in the same horizontal plane, no superelevation of outside tracks is necessary, guideway design is simplified and costs are reduced.




The vehicle


10


includes a pair of front support and drive wheels


11


and


12


and a pair of rear support and drive wheels


13


and


14


that ride on lower tracks of a guideway, also a pair of front control wheels


15


and


16


, a pair of rear control wheels


17


and


18


and a pair of intermediate control wheels


19


and


20


that engage upper tracks of the guideway. The control wheels


15


-


20


are unlike the control wheels of the vehicle shown in

FIGS. 21-25

of my aforesaid U.S. Pat. No. 6,082,268 in that they are not grooved but are designed to move in upper tracks that are formed to provide grooves. Also, the control wheels


15


-


20


are not positioned on the outsides of support and drive wheels but are positioned above and in the same vertical planes as support and drive wheels


11


-


14


.




The front wheels


11


,


12


,


15


and


16


are carried by a front bogie


21


while the rear wheels


13


,


14


,


17


and


18


are carried by a rear bogie


22


. Each bogie includes a standard type of differential gearing assembly that is within an enlarged central portion of its housing and that is coupled through universal joints and an intermediate drive shaft to a main drive shaft. The main drive shaft is driven through a transfer case


23


and a multi-speed transmission


24


from an electric motor


25


. The motor


25


, transmission


24


, transfer case


23


, a control unit


26


and a battery pack


27


, also a drive shaft, are supported on frame


28


that has forward and rearward ends supported by the front and rear bogies


21


and


22


.




For support of a load above a guideway, front and rear posts


29


and


30


have lower ends secured to forward and rearward ends of the frame


28


. A pair of sleeves


31


and


32


project forwardly and rearwardly from the upper ends of posts


29


and


30


and are usable to support elements which operate as bumpers and/or to reduce aerodynamic losses. Intermediate portions


29


A and


30


A of the posts


29


and


30


are relatively thin for the purpose of extending through a narrow slot between inwardly extending upper wall portions of a guideway.




A load to be carried such as a passenger cabin or an auto-carrying platform or pallet is releasably but securely connected to a pair of pads


33


and


34


which are securely mounted on a longitudinal shaft


35


that has end portions journaled within the sleeves


31


and


32


. A motorized tilt mechanism


36


is secured to the upper end of the post


29


and is operative to rotate the shaft


35


and both pads


33


and


34


about the longitudinal axis of the shaft


35


. The tilt mechanism


36


may operate alone or may be optionally assisted by a second motorized tilt mechanism


37


which is secured to the upper end of the post


30


and which may be operated in synchronism with the mechanism


36


.




To operate the tilt mechanisms, data are supplied to each passing vehicle from each monitoring and control unit along the guideway as to the effective turn radius of the portion of the guideway which is being monitored. Each vehicle controls the tilt angle as a function of the turn-radius data and as a function of speed. In Y junctions or other regions in which it is appropriate, the turn angle may be controlled as a function of conditions at the region. The turn angle may also be controlled as a function of side wind forces.




As shown, each of the pads


33


and


34


has a pair of holes near opposite side edges thereof, adapted for receiving pins that depend from a load to be supported and that have notches for receiving lock members. The lock members of each pad are spring-biased to positions to locking engage in such notches but are operable to release positions by a solenoid.




When moving through a curved portion of a guideway, the front bogie is turned in one direction about a vertical steering axis midway between the wheels thereof while the rear bogie turned in a similar way and through the same angle as the front bogie but in an opposite rotational direction. For this purpose the intermediate control wheels


19


and


20


are supported from a carriage


38


that is supported from the main frame


28


for shiftable movement in a transverse direction and that is connected to the rearward and forward ends of tongues which extend rearwardly and forwardly from the front and rear bogies


21


and


22


. When moving on a straight section of a guideway, the intermediate control wheels


19


and


20


are aligned with the front and rear control wheels


15


,


16


and


17


,


18


. When moving through a curve to the left, the intermediate control wheels


19


and


20


are moved through engagement with the upper tracks and to the right relative to the bogie-carried control wheels


15


-


18


to shift the carriage to the right. As viewed from above, the front bogie


21


is then rotated in a counter-clockwise direction while the rear bogie


22


is rotated in a clockwise direction.




In the illustrated vehicle, six control units


39


,


40


,


41


,


42


,


43


and


44


are provided for control of the vertical positions of the control wheels


15


,


16


,


17


,


18


,


19


and


20


. Each of the control units


39


-


44


includes a screw jack operated by an electric motor. All of the units


39


-


44


have substantially the same construction, except that the units


43


and


44


are smaller and have less capacity, being used to control the intermediate control wheels


19


and


20


. Normally and when rapid acceleration or braking is not required, forces are applied between the control wheels


15


-


20


and the lower side of the upper tracks within the guideway which are relatively light but sufficient to keep the control wheels in grooves formed by the tracks. When high traction forces are required the control units


39


-


44


and especially the control units


39


-


42


are usable to apply increased upward forces on upper tracks to thereby increase traction between the support and drive wheels and the lower tracks for acceleration and deceleration when desirable. The control units


39


-


44


also function to control movements through Y junctions. The control wheels on one side are lowered to allow the control wheels on the opposite side to follow the upper tracks on the opposite side and to move in a desired direction through a Y junction while maintaining the bogies in the proper angular positions about their respective vertical axes.




The control units


39


-


42


for the wheels


15


-


18


also control the vertical positions of four current-collector shoe assemblies


45


-


48


. Each of the shoe assemblies


45


-


48


includes three current-collector shoes for engagement with bus bars of the guideway. When moving through a Y junction, the shoes on one side are lowered to avoid improper contact with the bus bars while shoes on the opposite side remain elevated to provide a continuous supply of electrical energy.





FIG. 2

shows the vehicle


10


from below to show components including tongues


49


and


50


which extend rearwardly and forwardly from the bogies


21


and


22


. Connections are provided between the rearward and forward ends of the tongues


49


and


50


and forward and rearward end portions of plates


51


and


52


which are secured between side frame members


53


and


54


of the carriage


38


. These connections are such as to allow the bogies to turn in response to transverse movement of the carriage


38


and are preferably at points which are spaced from the turn axes of the bogies through a distance that is approximately one-fourth the distance between the turn axes, i.e. the wheel base of the vehicle


10


.





FIG. 2

also shows the support of the carriage


38


for transverse movement relative to the frame


28


. A pair of spaced parallel rods


55


and


56


extend between the side frame members of the carriage


38


and through openings in a pair of downwardly projecting portions


57


and


58


of the frame


28


. The rods


55


and


56


are located below a main drive shaft


60


which is driven by an element within the transfer case


23


. Coupling shaft assemblies


61


and


62


connect the forward and rearward ends of the main drive shaft to differential gearing assemblies of the bogies


21


and


22


. Each of the coupling shaft assemblies


61


and


62


includes U joints at opposite ends and telescoping splined shaft components that allow the bogies to pivot about vertical axes while transmitting drive torques through the differential gearing assemblies to the wheels


11


-


14


.





FIG. 3

shows the relationship of the bogies


21


and


22


, the carriage


38


, drive shaft


60


and coupling shaft assemblies when the vehicle is in a maximum turn condition to move in a curve to the left. The condition shown is such that as viewed from above, the bogie


21


is rotated fifteen degrees in a counter-clockwise direction while the bogie


22


is rotated fifteen degrees in a clockwise direction. Elements


63


and


64


are shown which are secured to the tongues


49


and


50


and which have reduced diameter portions extending up through elongated slots in the plates


51


and


52


, with larger diameter portions above the upper surfaces of the plates


51


and


52


.





FIG. 4

is a view similar to

FIG. 1

but corresponds to

FIG. 3

in that it shows the vehicle


10


in a maximum turn condition for following a curve to the left of minimum radius. With each bogie rotated through an angle of fifteen degrees and with a wheel base of 108 inches, the turn radius is less than 18 feet.

FIG. 4

also shows the load support pads


33


and


34


tilted through a maximum angle of about thirty degrees. However, a maximum tilt angle as shown is not necessarily desirable for moving through a turn of minimum radius, but may be less when moving at low speeds, and a tilt angle of less than maximum may be desirable when moving a high speed through a turn of large radius. For comfort of people carried in a passenger cabin or in an automobile, a balance may be achieved between centrifugal and gravitational forces operating in a transverse direction on the load that is carried. The tangent of the tilt angle required to achieve such a balance is a function of the square of the velocity and an inverse function of the turn radius. However, there are forces other than those acting on the load that should be considered, including forces acting on the vehicle itself, frictional forces acting between the cylindrical surfaces of wheels and tracks and transverse forces acting between wheels and track flanges. For reliability and safety, it may be desirable in some circumstances to use a tilt angle that differs from that required for the aforementioned balance.





FIG. 5

is a view similar to

FIG. 4

in showing the vehicle


10


in a turn condition but showing the vehicle from below.





FIGS. 6 and 7

show a different type of vehicle


66


from above and below. The vehicle


66


is designed to move on tracks on the upper side of a guideway, rather than on tracks within a guideway as is the case with the vehicle


10


. The vehicle


66


uses many components which are the same as those of the vehicle


10


and which are identified by the same reference numerals. Such components include the support and drive wheels


11


-


14


, bogies


21


and


22


, transfer case


23


, transmission


24


, motor


25


, control unit


26


, battery pack


27


, frame


28


, sleeves


31


and


32


, pads


33


and


34


, shaft


35


, motorized tilt mechanisms


36


and


37


, the carriage


38


, tongues


49


and


50


of bogies


21


and


22


, plates


51


and


52


, side frame members


53


and


54


and rods


55


and


56


of the carriage


38


, downwardly projecting portions


57


and


58


of the frame


28


, also the main drive shaft


60


, coupling shaft assemblies


61


and


62


and connecting elements


63


and


64


.




The vehicle


66


includes two posts


67


and


68


which are of reduced height but which serve the same function as the posts


29


and


30


in supporting the sleeves


31


and


32


, pads


33


and


34


, shaft


35


and motorized tilt mechanisms


36


and


37


.




The vehicle


66


also includes a pair of front control wheels


69


and


70


, a pair of rear control wheels


71


and


72


and a pair of intermediate control wheels


73


and


74


. Control wheels


69


-


75


serve the same functions as control wheels


15


-


20


of the vehicle


10


but are positioned to move in a region within a guideway to engage and cooperate with the undersides of tracks that are within the guideway and that might be engaged by the control wheels


15


-


20


of the vehicle


10


. Preferably, tracks are provided that have upper sides engageable by the support and drive wheels


11


-


14


of the vehicle


66


and undersides engageable by the control wheels


69


-


75


of the vehicle


66


.




The vehicle


66


further includes collector shoe assemblies


75


-


78


which serve the same functions as collector shoe assemblies


45


-


48


of the vehicle


10


, being positioned to cooperate with bus bars within the guideway when the support and drive wheels


11


-


14


of the vehicle


66


ride on tracks on the top side of the guideway.




A front support and control assembly


79


is provided for support and control of vertical movement of the control wheels


69


and


70


and the collector shoe assemblies


75


and


76


while a rear support and control assembly


80


with the same construction is provided for support and control of vertical movement of the control wheels


71


and


72


and the collector shoe assemblies


77


and


78


.





FIG. 8

, an enlargement of a portion of

FIG. 7

, more clearly shows the front support and control assembly


79


, the rear support and control assembly


80


being substantially identical to the assembly


79


. The assembly


79


is supported from the front bogie


21


and operates to control engagement between the control wheels


69


and


70


and the upper tracks within a guideway while also controlling engagement between collector shoe assemblies


75


and


76


and current supply conductors within the guideway. A pair of bell-crank levers


81


and


82


are pivotally supported on reduced diameter portions of a pair of spaced parallel pins


83


and


84


and have outwardly extending arms


85


and


86


and downwardly extending arms


87


and


88


. The control wheel


69


and the collector shoe assembly


75


are supported on arm


85


of lever


81


while the control wheel


70


and collector shoe assembly


76


are supported on arm


86


. The lower ends of the arms


87


and


88


are connected by pins


89


and


90


to the ends of screw members


91


and


92


of two screw jacks


93


and


94


that are operable by electric motors


95


and


96


. Outward and inward movements of the screw members


91


and


92


will move the control wheels


69


and


70


and collector shoe assemblies upwardly and downwardly.




A support member


96


includes portions


97


and


98


that support the screw jacks


93


and


94


and that extend upwardly and inwardly to portions


99


and


100


that support the pins


89


and


90


. Member


96


also includes a portion


102


that extends up from portions


99


and


100


to extend through a slot in a guideway. Additional portions


103


and


104


extend upwardly and outwardly to portions


105


and


106


that are clamped to the bogie


21


by means of a pair of clamp members


107


and


108


.




An important feature relates to the provision of a pair of auxiliary wheels


109


and


110


which are engageable with the upper side of tracks which are adjacent to an on opposite sides of the slot in a guideway and which are in the same horizontal plane as tracks engaged by the wheels


11


and


12


. The auxiliary wheels


109


and


110


provide additional support of the vehicle


66


, particularly when moving through Y junctions. A transverse shaft


112


supports the auxiliary wheels


109


and


110


for free rotation and is supported between the lower ends of a pair of portions


113


and


114


that extend down from upper parts of portions


105


and


106


.




As aforementioned, the rear support and control assembly


80


is substantially identical to the front assembly


79


. An intermediate support and control assembly


116


is provided for supporting the intermediate control wheels


73


and


74


from the carriage


38


. In particular, the intermediate control wheels


73


and


74


are controlled by the same screw jack units


43


and


44


as used in the vehicle


10


, the units


43


and


44


being supported at the ends of portions


117


and


118


of a frame structure


119


. The portions


117


and


118


extend upwardly and inwardly to the lower end of a portion


120


which extends upwardly through a slot in a guideway. Portions


121


and


122


extend outwardly from the upper end of portion


120


and to the lower ends of portions


123


and


124


which extend upwardly to portions


125


and


126


that are secured to side frame members


53


and


54


of the carriage


38


.




In operation, the control wheels


69


-


74


are normally in approximately the positions as shown, in a condition for engagement with lower surfaces of guideway tracks, while the collector shoe assemblies


75


-


78


are positioned for engagement with current supply conductors of the guideway. Normally and when rapid acceleration or braking is not required, the forces applied between the front control wheels


69


and


70


and rear control wheels


71


and


72


and the lower side of the tracks within the guideway may be relatively light but sufficient to keep the control wheels in grooves formed by the tracks. When high traction forces are required, the motors of the jacks of the front and rear control wheel assemblies


79


and


80


may be operated to effect outward movement of the screw members


91


and


92


and outward movement of corresponding screw members of the assembly


80


so as to increase the force between the control wheels


69


-


72


and the lower surfaces of guideway tracks. This operation will increase the traction forces between the support and drive wheels


11


-


14


and upwardly facing tracks of the guideway. When increased traction forces are no longer required, the forces can be reduced by moving the screw members inwardly.




Moving the screw members outwardly and inwardly to control traction forces will have some effect on the forces applied between shoes of the collector shoe assemblies and current supply conductors along the guideway. However, the effect is minimized through resilient support of the shoes of the assemblies.





FIG. 9

provides a rear elevational view of the carrier vehicle


10


, shown moving in a guideway


130


which is shown in cross-section. The rear support and drive wheels


13


and


14


that are shown, as well as the front support and drive wheels


11


and


12


, ride on lower tracks


131


and


132


. The rear control wheels


17


and


18


, as well as the front and intermediate control wheels


15


,


16


,


19


and


20


engage in grooves formed by the lower sides of upper tracks


133


and


134


. The shoes of the rear collector shoe assemblies


47


and


48


, as well as the shoes of the front shoe assemblies


45


and


46


engage longitudinally extending conductors carried by supports


135


and


136


at positions inside the upper tracks


133


and


134


.




The tracks


131


-


134


and supports


135


and


136


are supported from a pair of beams


137


and


138


by a series of generally U-shaped frames positioned in spaced relation along the guideway. The beams


137


and


138


may preferably be of prestressed concrete, while the frames may be of structural steel. By way of example and not by way of limitation, the beams in straight runs of a guideway may have lengths of 66 feet and the centers of the frames may normally be spaced 2 feet apart.




A frame


140


is shown which includes a lower horizontal portion


141


that resiliently supports the lower tracks


131


and


132


through lower track support assemblies


143


and


144


. Side portions


145


and


146


of the frame


140


extend upwardly from the ends of the portion


141


. Supports


147


and


148


project outwardly from the upper ends of side portions and are supported on the upper sides of beams


137


and


138


through shims


149


and


150


. The side portions


145


and


146


are also secured to insides of the beams by lower connections


151


and


152


and upper connections


153


and


154


.




Preferably, the connections


151


-


154


are such as to allow a limited degree of vertical movement of frame


140


and other support frames relative to the beams


137


and


138


. This allows the shims


149


and


150


to have varying vertical dimensions along the length of the beams


137


and


138


to obtain an optimum path of movement of vehicles. Shims


149


and


150


may function to compensate for initial camber of the beams


137


and


138


, to compensate for bending of the beams that may result over time and to compensate for deflections of the beams that result from loads imposed by vehicles. The shims


149


and


150


may be formed of or include resilient materials for these purposes. For example, resilient materials may be included in positions above supported end portions of the beams to obtain deflections which compensate for deflections produced under vehicle load in the central portions of the beams.




Where a path is required that extends in a curve the horizontal distance between the beams


137


and


138


may be increased and the desired path can be obtained by simply varying the horizontal dimensions of the supports


147


and


148


and connections


151


-


154


along the lengths of the beams


137


and


138


. Except in unusual circumstances, it is not necessary to use beams which are other than straight beams of standard lengths.




Angled portions


155


and


156


of the frame


140


end angularly upwardly and inwardly from the upper ends of the side portions


145


and


146


. Top portions


157


and


158


of the frame


140


extend inwardly from the upper ends of the angled portions


155


and


156


.




As shown in

FIG. 10

, the support and drive wheels of the vehicle


66


, including the illustrated rear wheels


13


and


14


, can be supported on upper surfaces of the upper tracks


133


and


134


while control wheels of the vehicle


66


, including the illustrated rear control wheels


71


and


72


engage lower surfaces of the tracks


133


and


134


. the control wheels being directly below the support wheels. In the support arrangement of the illustrated construction, the upper tracks


133


and


134


have openings through which the top portions


157


and


158


extend. Track support assemblies


159


and


160


for the upper tracks permit deflections in response to forces applied from control wheels of the vehicle


10


or from the net forces applied by support and control wheels of the vehicle


66


. With tracks that are relatively stiff, the load applied by a single vehicle can be distributed over a considerable number of support frames to provide a safe and reliable support, to minimized load concentrations and to obtain a smooth path of movement of vehicles. Coil springs are preferably used in the track support assemblies


159


and


160


for the upper tracks as well as the track support assemblies


143


and


144


to obtain greater predictability and reliability, also higher efficiency.





FIG. 11

is similar to

FIG. 9

in showing a rear elevational view of the vehicle


10


, differing from

FIG. 9

in showing the vehicle


10


approaching the entrance to a diverging Y junction to move to the right through the junction. The left rear control wheel


18


is shown lowered by the control unit


42


, the left front control wheel


16


will be similarly lowered by the control unit


40


and the left intermediate control wheel


20


will be similarly lowered by the control unit


44


. In this condition, the movement will be controlled by the right control wheels


15


,


17


and


19


. The rear load-support pad


34


as illustrated, as well as the front load-support pad


33


, may be tilted slightly to shift the center of gravity of any load carried by the pads to the right and to facilitate the anticipated turn to the right.





FIG. 11

also shows a modification in which auxiliary tracks


161


and


162


are supported by track support assemblies


163


and


164


at the inner ends of the top portions


157


and


158


of the frame


140


. The tracks


161


and


162


are provided for use by the vehicle


66


. They are not used by the vehicle


10


but do not interfere with operation of the vehicle


10


.




In addition,

FIG. 11

shows additional track structures indicated by reference numeral


166


which are supported by lower horizontal portions of the support frames and which support the lower support and drive wheels


11


-


14


of the vehicle


10


as it turns to the right.





FIG. 12

is similar to

FIG. 11

, but shows the vehicle


10


after moving forwardly through a certain distance and into the Y junction. A modified frame


140


A is shown which is like the frame


140


except in having a lower horizontal portion


141


A of increased length to provide top portions


157


A and


158


A that are spaced a substantial distance apart.

FIG. 12

also shows that illustrated rear load-support pad


34


, as well as the front load-support pad


33


, may be at a greater angle of tilt to produce shift to the right of the center of gravity of any load that is carried.





FIG. 12

is intended to show how the vehicle


10


is supported from below when moving through a Y junction and does not accurately show the actual condition of the vehicle


10


. It should be understood that after the vehicle


10


has moved to the right and into a Y junction, the front bogie and front wheels will be displaced to the right relative to the rear bogie and rear wheels and the front bogie will be rotated about its vertical axis, in a clockwise direction as viewed from above. The main frame will also be rotated in a clockwise direction, its forward end being displace to the right. The carriage


38


will be displaced to the left relative to the center of the main frame


28


but to the right relative to the rear bogie and rear wheels.





FIG. 13

is a view similar to

FIG. 11

but shows the vehicle


66


approaching the entrance to a Y junction. The tracks


133


and


134


support the rear support wheels


13


and


14


as well as the front support wheels


11


and


12


. In addition, the auxiliary tracks


161


and


162


are engaged by auxiliary wheels indicated by reference numerals


109


A and


110


A which are part of the rear control wheel assembly


80


and which correspond to the auxiliary wheels


109


and


110


of the front control wheel assembly described in detail in connection with FIG.


8


.




In

FIG. 13

, the vehicle


66


is conditioned for movement to the right through the Y junction by lowering of the left front and rear control wheels


70


and


72


as well as the left intermediate control wheel


74


. The movement of the vehicle


66


will then be controlled by the right front and rear control wheels


69


and


71


and the right intermediate control wheel


73


.





FIG. 14

is a view similar to

FIG. 12

but shows how support of the vehicle


66


differs from that of the vehicle


10


when moving through a Y junction, the vehicle being then supported through the cooperation of control wheels, support wheels and auxiliary wheels on one side of the vehicle. After moving into the Y junction and to the right as shown, the left support wheels


12


and


14


are no longer in contact with the track


134


while the auxiliary wheels


110


and


110


A are no longer in contact with the auxiliary track


162


. Downward movement of the vehicle


66


is then controlled by engagement of support wheels


11


and


13


with the track


133


and engagement of auxiliary wheels


109


and


109


A with the auxiliary track


161


. Upward and tilting movement of the vehicle


66


is then controlled by engagement of the right control wheels


69


,


71


and


73


with the lower grooved side of the upper track


133


.




When the rear pad


34


and front pad


33


are tilted as indicated in

FIG. 14

, the center of gravity of any load that is carried will be shifted to the right to compensate for lack of support by wheels on the left and for transverse forces developed during a turn to the right. To minimize forces applied between the auxiliary wheels


109


and


109


A and the auxiliary track


161


, the actual angle of tilt may be automatically controlled greater than that which would be required to balance transverse forces on the load and on the occupants of any auto or passenger cabin that may be carried.

FIG. 14

is like

FIG. 12

in being intended to show how the vehicle


10


is supported when moving through a Y junction and does not accurately show the actual condition of the vehicle


10


.




It will be understood that modifications and variations may be effected without departing from the spirit and scope of the novel concepts of the invention.



Claims
  • 1. A transportation system comprising a guideway having side walls and a top structure, a first pair of parallel support tracks supported by said guideway below said top structure for supporting vehicles for movement in a path below said top structure, and a second pair of parallel support tracks supported by said top structure for supporting vehicles for movement in a path above said top structure, said top structure including two portions extending inwardly to provide an open slot therebetween, a pair of parallel guide tracks supported by said guideway below said top structure but above said first pair of support tracks, said guide tracks being engageable by control wheels carried by vehicles that are supported on said first pair of tracks and being also engageable by control wheels which are carried through means extending through said open slot by vehicles that are supported on said second pair of tracks.
  • 2. A transportation system as defined in claim 1 wherein said guide tracks define downwardly open grooves for receiving upper peripheral portions of vehicle control wheels to limit transverse displacement of the control wheels relative to said guide tracks.
  • 3. A transportation system as defined in claim 1 wherein said guide tracks provide downwardly facing surfaces engageable by upper peripheral portions of vehicle control wheels to control traction between said support wheels and said support tracks.
  • 4. A transportation system comprising a guideway having side walls and a top structure, a first pair of parallel support tracks supported by said guideway below said top structure for supporting vehicles for movement in a path below said top structure, and a second pair of parallel support tracks supported by said top structure for supporting vehicles for movement in a path above said top structure, said top structure including two portions extending inwardly to provide an open slot therebetween, current supply conductors supported by said guideway below said top structure but above said first pair of support tracks, said current supply conductors being engageable by current collector shoes carried by vehicles that are supported on said first pair of tracks and being also engageable by current collector shoes which are carried through means extending through said open slot by vehicles that are supported on said second pair of tracks.
  • 5. A transportation system as defined in claim 4, including a pair of parallel guide tracks supported by said guideway below said top structure but above said first pair of support tracks, said guide tracks being engageable by control wheels carried by vehicles that are supported on said first pair of tracks and being also engageable by control wheels which are carried through means extending through said open slot by vehicles that are supported on said second pair of tracks.
  • 6. A transportation system as defined in claim 4, wherein said current supply conductors include conductors adjacent to one of said pair of guide tracks and conductors adjacent to the other of said guide tracks.
  • 7. A transportation system comprising a guideway having side walls and a top structure, a first pair of parallel support tracks supported by said guideway below said top structure for supporting vehicles for movement in a path below said top structure, a second pair of parallel support tracks supported by said top structure for supporting vehicles for movement in a path above said top structure, one type of vehicle for movement on said first pair of parallel support tracks, a second type of vehicle for movement on said second pair of parallel support tracks, and means along said guideway for controlling movements therealong of both of said first and second types of vehicles.
  • 8. A transportation system as defined in claim 7, said first type of vehicle including load support means for extending upwardly for supporting a load above said guideway, and said second type of vehicle including load support means for supporting a load thereabove.
  • 9. A transportation system as defined in claim 8, each of said load support means being arranged to automatically control tilting of a load about a longitudinal axis relative to the associated vehicle.
  • 10. A transportation system as defined in claim 9, said load supports being controllable from monitoring and control units along said guideway.
  • 11. A transportation system as defined in claim 8, said top structure of said guideway including two portions extending inwardly to provide an open slot therebetween, a pair of parallel guide tracks supported by said guideway below said top structure but above said first pair of support tracks, said first type of vehicle including support wheels engageable with said first pair of parallel support tracks and control wheels for engagement with undersides of said guide tracks, said second type of vehicle including support wheels engageable with said first second pair of parallel support tracks and control wheels for engagement with undersides of said guide tracks, and means on said second type of vehicle for extending down through said open slot to support said control wheels of said second type of vehicle.
  • 12. A transportation system as defined in claim 11, wherein vehicles of both said first and second types include means for controlling said control wheels to control traction between said support wheels and said support tracks.
  • 13. A transportation system as defined in claim 11, wherein vehicles of both said first and second types include means for controlling said control wheels to control the direction of movement through Y junctions.
  • 14. A transportation system as defined in claim 8, said top structure of said guideway including two portions extending inwardly to provide an open slot therebetween, current supply conductors supported by said guideway below said top structure but above said first pair of support tracks, said first type of vehicle including support wheels for engagement with said first pair of support tracks and current collector shoes engageable with said current supply conductors, said second type of vehicle including support wheels engageable with said first second pair of parallel support tracks and current collector shoes engageable with said current supply conductors, and means on said second type of vehicle for extending down through said open slot to support said current collector shoes of said second type of vehicle.
  • 15. A transportation system comprising a guideway having side walls and a top structure, a pair of longitudinally extending and transversely spaced support tracks supported by said top structure to define a pair of upwardly facing and transversely spaced support surfaces at one level, a pair of guide tracks supported by said top structure at a level below said level of said support tracks, current supply conductors supported by said top structure, and a vehicle including longitudinally spaced pairs of support wheels, the wheels of each pair being transversely spaced for engagement with said upwardly facing and transversely spaced support surfaces of said support tracks, control wheels for engagement with said guide tracks, and current collector shoes for engagement with said current supply conductors.
  • 16. A transportation system as defined in claim 15, wherein said top structure includes two portions extending inwardly to provide an open slot therebetween and between said transversely spaced support tracks, said current supply conductors being supported under said two portions of said top structure, and means on said vehicle for extending down through said open slot to support said current collector shoes.
  • 17. A transportation system as defined in claim 15, wherein said top structure includes two portions extending inwardly to provide an open slot therebetween and between said transversely spaced support tracks, said guide tracks being supported under said two portions of said top structure, and means on said vehicle for extending down through said open slot to support said control wheels.
  • 18. A transportation system as defined in claim 16, said current supply conductors being supported under said two portions of said top structure, and means on said vehicle for extending down through said open slot to support said current collector shoes.
  • 19. A transportation system comprising a guideway having side walls and a top structure which includes two portions that provide an open slot therebetween, a pair of support tracks supported by said two portions of said top structure on opposite sides of said open slot, a pair of guide tracks supported below said two portions of said top structure, and a vehicle including two sets of support wheels for engagement with said pair of support tracks with support wheels of one set being engageable with one track of said pair of support tracks and with support wheels of the other set being engageable with the other track of said pair of support tracks, two sets of control wheels for engagement with said pair of guide tracks with guide wheels of one set being engageable with one track of said pair of guide tracks and with guide wheels of the other set being engageable with the other track of said pair of guide tracks, and means for extending downwardly through said open slot to support said two sets of control wheels.
  • 20. A transportation system as defined in claim 19, wherein said guideway includes a diverging Y junction through which vehicles can move in either a first direction or a second direction, and wherein either of said sets of control wheels can be lowered to allow the other of said sets of control wheels to control the direction of movement through said Y junction.
  • 21. A transportation system as defined in claim 20 wherein said vehicle includes two sets of auxiliary wheels in spaced relation to said two sets of support wheels, and wherein said guideway includes a pair of auxiliary support tracks in said Y junction one being positioned to cooperate with one of said support tracks in supporting a vehicle moving in one direction through said Y junction and the other being positioned to cooperate with the other of said support tracks in supporting a vehicle moving in the other direction through said Y junction, one of said sets of auxiliary support wheels cooperating with one of said sets of main support wheels and with one of said sets of control wheels in providing substantially complete support of said vehicle when moving through said Y junction.
  • 22. A transportation system as defined in claim 21 wherein said two sets of auxiliary wheels are in inwardly spaced relation to said two sets of support wheels and wherein said auxiliary support tracks are in inwardly spaced relation to said support tracks.
  • 23. A transportation system comprising a guideway which includes a pair of parallel support tracks, and a vehicle for movement on said tracks, said vehicle comprising a frame, front and rear pairs of support wheels connected to forward and rearward ends of said frame for engagement with said parallel support tracks, a bogie including a gearing assembly drivingly connected to one of said pairs of support wheels, said bogie being connected to said frame structure for pivotal movement about a vertical axis relative thereto, a longitudinally extending drive shaft having one end in longitudinally spaced relation to said gearing assembly, motive power means supported on said frame structure for applying a drive torque to said drive shaft, and a coupling shaft assembly between said one end of said drive shaft and said gearing assembly for allowing said bogie to pivot about said vertical axis while transmitting drive torques through said gearing assembly to wheels of said one of said pairs of wheels.
  • 24. A transportation system as defined in claim 23, wherein said gear assembly is a differential gearing assembly.
  • 25. A transportation system as defined in claim 23, further comprising: a second bogie including a second gearing assembly drivingly connected to wheels of the other of said pairs of support wheels, said second bogie being connected to said frame structure for pivotal movement about a second vertical axis relative thereto, said longitudinally extending drive shaft having an opposite end in longitudinally spaced relation to said second gearing assembly, and a second coupling shaft assembly between said opposite end of said drive shaft and said second gearing assembly for allowing said second bogie to pivot about said second vertical axis while transmitting drive torques through said second gearing assembly to wheels of said other of said pairs of wheels.
  • 26. A transportation system as defined in claim 25, wherein each of said gearing assemblies is a differential gearing assembly.
  • 27. A transportation system comprising a guideway, a vehicle movable on said guideway and including front and rear bogies, a rigid frame structure supported from said bogies and load support means for supporting a load above said guideway, said front and rear bogies being rotatable relative to said rigid frame structure about front and rear vertical steering axes, said load support means comprising front and rear pads arranged to be attached to a load, means for supporting said pads from said rigid frame structure and above said front and rear bogies for movement relative to said rigid frame structure about a longitudinal axis, and tilt control means acting between said rigid frame structure and said pads for controlling tilting movement of said pads about said longitudinal axis.
  • 28. A transportation system as defined in claim 27, said tilting movement of said pads about said longitudinal axis being controllable from monitoring and control units along said guideway.
  • 29. A transportation system as defined in claim 27, wherein said front and rear pads are arranged to permit a load to be releasably but securely connected thereto and to thereby permit carrying of loads of various types.
  • 30. A transportation system as defined in claim 27, wherein said guideway includes side walls and a top structure and wherein said vehicle is moveable between said side walls and below said top structure, said top structure including two portions extending inwardly to define an open slot therebetween, and said rigid frame structure including front and rear portions extending upwardly and through said slot for support of said pads above said top structure.
REFERENCE TO RELATED APPLICATIONS

This application is a continuation-in-part of the following applications: 1) Application in the USA of Van Metre Lund entitled “SYSTEM FOR AUTOMATED TRANSPORT OF AUTOMOBILE PLATFORMS, PASSENGER CABINS AND OTHER LOADS”, U.S. Ser. No. 09/005,854, filed Jan. 12, 1998, issued Jul. 4, 2000 as U.S. Pat. No. 6,082,268; and 2) Application in the USA of Van Metre Lund entitled “SYSTEM FOR AUTOMATED TRANSPORT OF PASSENGER CABINS, AUTOMOBILE PLATFORMS AND OTHER LOAD-CARRIERS”, U.S. Ser. No. 09/240,187, filed Jan. 29, 1999, issued May 29, 2001 as U.S. Pat. No. 6,237,500. The disclosures of said prior applications are incorporated herein by reference.

US Referenced Citations (31)
Number Name Date Kind
3508496 Larson Apr 1970 A
3528608 Dashew et al. Sep 1970 A
3590743 Larson Jul 1971 A
3628462 Holt Dec 1971 A
3808979 Brown May 1974 A
3901160 Aver, Jr. Aug 1975 A
3921532 Nelson Nov 1975 A
3926126 Voss Dec 1975 A
4195576 Gutridge Apr 1980 A
4382412 Sullivan May 1983 A
4491073 Dozer Jan 1985 A
4497257 White, Jr. Feb 1985 A
4503778 Wilson Mar 1985 A
4583465 Powell, Sr. Apr 1986 A
4671185 Anderson et al. Jun 1987 A
4702173 Perrott Oct 1987 A
4721043 Pudney et al. Jan 1988 A
5381737 Trenary Jan 1995 A
5575217 Vincent-Genod Nov 1996 A
5582110 Hirschfeld Dec 1996 A
5595121 Elliott et al. Jan 1997 A
5636576 Gimenez et al. Jun 1997 A
5657699 Bishop Aug 1997 A
5845581 Svensson Dec 1998 A
5992575 Kim Nov 1999 A
6108596 Beike Aug 2000 A
6199875 Nast Mar 2001 B1
6244190 Sembtner et al. Jun 2001 B1
6263799 Pardes Jul 2001 B1
6321657 Owen Nov 2001 B1
6363857 Kauffman Apr 2002 B1
Continuation in Parts (2)
Number Date Country
Parent 09/005854 Jan 1998 US
Child 09/867162 US
Parent 09/240187 Jan 1999 US
Child 09/005854 US