Monorail Transport System
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Europaisches Patentamt 19 European Patent Office Office europeenien des brevets (fi) Publication number : 0 561 51 5 A1 EUROPEAN PATENT APPLICATION @ Application number: 93301364.1 @ Int. CI.5: E01B 25/12 (22) Date of filing : 24.02.93 (30) Priority : 24.02.92 US 840123 (72) Inventor : Spieldiener, Robert P O Box 356, Im Muhleholz 14 (43) Date of publication of application : FL-9490 Vaduz (LI) 22.09.93 Bulletin 93/38 Inventor : Spieldiener, Reinhold Aussichtsstrasse 23 (S) Designated Contracting States : CH-8704 Herri iberg (CH) AT DE FR GB Inventor : Saiko, Alfons Speerstrasse 26A @ Applicant : INTAMIN AG CH-8942 Oberrieden (CH) Verenastrasse 37 CH-8832 Wollerau (CH) (74) Representative : Barker, Rosemary Anne et al c/o Mewburn Ellis, 2 Cursitor Street London EC4A 1BQ (GB) (54) Monorail transport system. (57) A plurality of independent cars (12) circulate a main route (58) with shunting of select cars to passenger loading stations (180) without sub- stantial interference of the continuous circu- lation of the remaining cars on a circuitous main route, wherein the shunting is accom- plished by a high-speed switching mechanism (54, 66) having multiple segmented articulated rails (55, 105, 112) having one segment that is pivotally anchored for pivoting the rail. < CO 10 LU Jouve, 18, rue Saint-Denis, 75001 PARIS 1 EP0 561 515 A1 2 This invention relates to a monorail system and in ultimate destination before diversion from the com- particular relates to a monorail track system having a mon line to a station line enables the system to oper- high-speed track switching mechanism. ate at a passenger capacity that is typical of a public In the past, most systems devised for monorail transport system. Key to the operation of the system tracks have been train systems having multiple, inter- 5 is a low-mass, track switching mechanism, that incor- connected cars making periodic and predetermined porates unique features for high speed switching for stops at central loading stations. As such, the neces- diversion of select cars to a passenger loading or un- sity for a reliable, high-speed track switching mecha- loading station. A similar low-mass track switch mech- nism has not been high. Customarily, track switching anism enables cars at a passenger station to be re- is required primarily at repair depots and other ser- 10 turned to the main line upon receiving a clearance sig- vice areas where one or more cars or trains may be nal signaling safe reentry. sidelined for removal from service during off peak The individual cars of the preferred embodiment hours or repair. In situations where transport systems are designed to seat three adults with additional cab have multiple routes, and track switching is required, space for auxiliary seating, for accommodating lug- for route changes, switching mechanisms have sub- 15 gage, or passengers that are wheelchair bound. The stantial lead time to accomplish the track switch be- high speed track switching mechanisms can be used fore the passenger train arrives at the switching junc- for other functions in a rail system such as for divert- tion. ing cars to storage or repair facilities. In the monorail system devised, however, cars The invention will be described further, by way of are not coupled in an elongated train, but are individ- 20 example, with reference to the accompanying draw- ually propelled along the track and are selectively re- ings, in which: moved from the track route to a station for passenger Fig. 1 is a side elevational view, partially frag- loading. The remaining cars not directed at a local sta- mented, of a passenger car used in the transport sys- tion continue on the common route to their destina- tem of this invention. tion. In the preferred embodiment, the individual cars 25 Fig. 2 is a front elevational view, partially frag- are relatively small such that they constitute person- mented, of the car of Fig. 1 . alized vehicles equivalent to a common taxi cab. In Fig. 3 is a side elevational view of a track switch- such a situation, where each car carries from one to ing mechanism used in the transport system. four passengers, the number of cars on the service Fig. 4 is a top plan view of the one-rail switching route must be substantially increased and the switch- 30 mechanism of Fig. 3. ing action to divert a single car for passenger pick-up Fig. 5 is a side elevational view of a typical articu- or unloading must be virtually instantaneous in order lation joint in the track switching mechanism. that the unswitched cars are not delayed and are not Fig. 6 is a cross-sectional view taken on the lines affected by diversions of individual cars. 6-6 in Fig. 5. The absence of a safe and reliable, high-speed, 35 Fig. 7 is plan view of a two rail switching mecha- switching mechanism to remove cars from a common nism used in the transport system. service route and return them to the route after load- Fig. 8 is a side elevational view of a locking mech- ing or unloading has impeded the adoption of a per- anism used in the transport system. sonal ized-type of transit system. Fig. 9 is a top plan view of the locking mechanism The capital costs to construct a public transport 40 of Fig. 8. system requires a passenger capacity that was not Fig. 10 is a cross-sectional view taken on the previously possible for independent rail car systems. lines 10-10 in Fig. 9. The devised system with the high-speed, track Fig. 11 is a partial side elevational view of the switching mechanism has enabled the necessary locking mechanism of Fig. 8. passenger capacity to be achieved for a service route 45 Fig. 12 is a schematic view of a typical loading with multiple stations. By incorporation of a scheme station arrangement. that diverts only those cars to stations as command- Fig. 13 is a schematic view ofan alternate loading ed by passengers, the remaining cars on the service station configuration. route can proceed to their specified destination, by- Fig. 14 is a typical track networkforthe transport passing intermediate stations. This scheme enables so system of this invention. a continuous steady flow of cars along the service An exemplified monorail transport system of this route with a minimum spacing between cars. invention is designated generally by the reference nu- This invention relates to a monorail public trans- meral 1 0 and includes a number of individual discon- port system. In particular, the invention relates to a nected cars, as exemplified by the car 12 in Figs. 1 system that utilizes a plurality of independent cars 55 and 2 on a monorail track 14. The track 14 forms part that circulate a main route with shunting of select cars of a monorail track network 16 that typically is in the to passenger loading and unloading stations. The form of a continuous service loop 18 as schematically continuous travel of cars on a main circuit line to an illustrated in Fig. 14. 2 3 EP0 561 515 A1 4 Referring to Figs. 1 and 2, each car 12 has a cab The track plate is supported on a projecting support 20 on a supporting chassis 22 that is propelled on the strut 86 on the beams 48 and 49. fixed track 14 that is customarily elevated and of a T The detail of the typical roller unit 76 and pivot pin configuration to lock each car 12 to the track during 74 is shown in Figs. 5 and 6. The pivot pin 74 seats operation. The cab 20 is spacious with ample room for 5 in internal hinge blocks 78 on the rounded end 70 and three or more passengers and luggage. Pivoting through interconnecting hinge blocks 90 on the con- seats 24 enable convenient wheelchair use of avail- toured end 72 of the adjacent segment such that a able space. Expansive windows 26 allow for panor- hinge joint is formed allowing limited pivotal articula- amic visibility. The chassis 22 has identical front and tion. The roller unit 76 is welded to the underside of rear tracking wheel assemblies 28. Each wheel as- 10 an appropriate articulated segment for support of the sembly 28 is contained under a protective cowling 30 span created by the linked segments. For the light and incudes top support wheels 32, opposed pairs of weight cars used in this system, two roller units for side wheels 34 and fore and aft tracking rollers 36. each span is sufficient. The typical roller unit 76 of The side wheels 34 provide vertical stability to the Figs. 5 and 6 has a bracket 92 with journal pins 94 for cab and the fore and aft rollers 36 provide a smooth 15 a support roller 96 that rolls on a track plate 84. The ride over joints in the track. The stabilization side typical track plate 84 includes a curved lateral guide wheels 34 and tracking rollers 36 are mounted on piv- plate 82 engaged by a lateral roller 80. oting assembly arms 38. Pivot of the arms 38 allows Actuation of the single-rail switching mechanism the arms to clear the side wheels from the lip 40 of 54 is accomplished by spaced hydraulic actuators 98 the top plate 42 of the monorail track. This operation 20 mounted on extension arms 100 projecting from a permits the car to be vertically disengaged from the support beam 49 under the articulated segments 68 track for installation or replacement. position for car diversion as shown in Fig.