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.

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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. 4. The al- The individual cars are light in weight and are pro- ternate position for straight line operation is shown by pelled by a small electric motor or hybrid, light weight the dotted line in Fig. 4. Preferably each of the twoac- engine/motor device 43 in a drive motor compartment 25 tuator locations has two actuators with separate hy- 44 providing efficient electronic control of the means draulic controls for double redundancy to insure safe for propulsion and braking. The light-weight design of operation in the event one actuator fails. the individual cars enables a corresponding light- On each side of each actuator location are bum- weight construction to the track network 16. High pers 102 (shown in plan views for clarity) mounted to speed operation of novel switching mechanism 46 is 30 the support beams, which contact stops 103 on the in turn enhanced by the low-mass, steel plate con- swinging track segments 68. The bumpers 102 are struction of the track 14 as shown in the Fig. 2. each equipped with a depressible switch 104 which Each high-speed track switching mechanism 46 signals the position of the track segments 68 to coor- is supported on an elevated support beam 48 mount- dinate the automated operation of the transport sys- ed on posts 50 typically as shown in Fig. 3. Fixed seg- 35 tern. ments 52 of the track 14 are positioned at each end Referring to the plan view of Fig. 7, the double- of the switching mechanism and may be directly sup- rail, articulated, switching mechanism 66 is shown. ported by posts between the locations of switching One rail 105 of the double-rail mechanism includes mechanisms. three short, articulated segments 106 having a long As shown in Figs. 4 and 7 the switching mecha- 40 straight segment 108 connected to the end of the nisms 46 are in two distinct configurations. A switch- short segments anchored to the common service ing mechanism 54 having an articulated single rail 55 route line 58. The other rail 112 of the double rail is devised for switching a car from a common service mechanism 66 includes three short, articulated track, route line 58 to a side line 60 that may be used for an segments 111 having an elongated arcuate segment alternate route line 62 as shown schematically in Fig. 45 116 connected to the end of the short segments anch- 14 or a station line 64 as shown in Figs. 12-14. The ored to the side line 60 leading to the common line 58. double-rail articulated switching mechanism 66 The two rails 105 and 112 are interconnected by shown in Fig. 7 is devised for switching a car from a struts 113 to shift the rails in tandem when actuated side line 60 onto the service route line 58 as shown by the hydraulic actuators 120 mounted on extension in the referenced Figs. 12-14. so arms 121. In the plan view of Fig. 4, the single-rail, articu- The rails 105 and 112 are supported over beams, lated switching mechanism 54 has four articulated 122 and 123, which are carried by roller units 76 de- straight segments 68, each segment 68 having a tailed in Figs. 5 and 6. The roller units 76 ride on arc- rounded end 70 connected to the contoured end 72 uate track plates 1 21 , 1 26, 1 28 and 1 30. Bumpers 1 02 of the adjacent segment, or in the case of the first 55 are mounted on the underlying beams 122 and 123, segment to the fixed track segment 52a, by a pivot pin and contact stops on the articulated rails in the man- 74. The four articulated segments are supported on ner previously described for the single-rail mecha- roller units 76, that ride on a horizontal track plate 84. nism. 3 5 EP0 561 515 A1 6

To insure that the car carrying rail is properly displacing the rail in a pivotal motion reduces the maintained in position when a car is riding over the mass needed to be moved. These features enable an switching mechanism a locking mechanism is incor- 8.5 meter switch rail to be switched and locked within porated between the distal end of the articulated a five second switch time. This in turn enables a mini- switching rail and the end of the fixed track that abuts 5 mum five second displacement between cars. the rail end. The locking mechanism 134, shown in In operation, a computer command center station Figs. 8-10 incorporates a spring-loaded head 136 176 centralizes computer control of the network. Al- slidably engaged with the fixed end segment 52a by though each car has a control processor for insuring interlaced fingers 138, which engage slots 140 as basic safety features such as radar controlled car shown in Figs. 8 and 9 with the head 136 in its extend- 10 spacing, emergency braking, automatic sidelining of ed position. cars on notice of any equipment failure and other The locking mechanism 134 has an end plate 141 such car dependent features, the command station which engages an end recess 142 in the distal end monitors and regulates the supply and demand of 144 of each of the pivotal switch rails 68, 105 and 112 cars for the network. Each loading station 178 is of Figs. 4 and 7, when the head 136 is extended. Ex- 15 equipped with input means where passengers can re- tension of the head is accomplished by the force of quest a car and if no empty cars are at the station, the two compression springs 146 seated in retainers 148 next available empty car traveling on the service and 150. The compression springs 146 are arranged route line 58 proximate the station is shunted to the around guide cylinders 152 which are slidably engag- requesting station for loading. ed in a slide bearing 154 in guide blocks 156. The 20 As shown in Figs. 12 and 13, a major station 180 guide blocks 156 are mounted on the fixed end plates may have two station lines 64a and 64b to accommo- 158 and 160 of the track end segment 52a and are date the unloading and loading of passengers. Cars coupled by bolts 162 for inspection and repair. 12a that have entered the stations 182 and 180 of Retraction of the spring biased head 136 as Figs. 12 and 13 respectively, have slowed going over shown in Fig. 10 is accomplished by displacement of 25 the single-rail switch mechanisms 54, and continue to a pair of hydraulic pistons 164 of hydraulic actuators slow to a stop where cars 12b are ready for unloading (one shown). Each piston 164 connects to a boss 166 and loading. Once loaded or requested to reenter the in the head plate 167 that anchors the guide cylinders common line 58 because of insufficient cars else- by end collets 168 for retraction and extension of the where in the network, the cars 12c slowly approach head 136. 30 the reentry double-rail switch mechanisms 66. When The locking mechanism 134 functions as an ex- permitted by the central control sensing adequate car pansion joint as extension from the retracted position spacing, the reentry car is allowed to enter the com- shown in Fig. 1 0 is accomplished by release of the ac- mon line 58. Cars 12d that are not shunted to a station tuator retraction allowing a range in which the head continue on the common line 58 to their passenger can extend to seat in the abutting end 144 of the 35 determined destination station. switching track 14 to form the tight joint 170 as shown The switching mechanisms 46 of both single and in the extended position of Figs. 8 and 9. The inter- double rail type are sufficiently long that any failure laced fingers 138 in the side of the track 14 as shown to signal a timely lock of the locking mechanism after in Fig. 8 and the interlaced fingers 138 in the top of the switch has Initiated its displacement triggers an the track 14 as shown in the Fig. 9 allow continuous, 40 emergency braking sequence which can halt a car be- smooth tracking of the tracking wheel assemblies 28 fore it reaches the end of the switch rail. of the car 12 shown in Figs. 1 and 2. Although this invention is primarily directed at the In operation, the transport system 10 has a typi- mechanical construction of the system, it Is to be un- cal network 16 as shown in Fig. 14. The network derstood that such mechanical embodiments of the shown, has a main service loop 18 with a common 45 operational mechanisms are controlled by conven- service route line 58 and an alternate route line 62. tional, state of the art transit control systems. The service route line 58 has a series of station lines While, in the foregoing, embodiments of the pres- 64 which may be configured as shown in Figs. 12 and ent invention have been set forth in considerable de- 13. tail for the purposes of making a complete disclosure The low mass switching mechanisms 46 are de- so of the invention, it may be apparent to those of skill signed for high speed operation such that on electron- in the art that numerous changes may be made in ic command, the switching operation can be accom- such detail without departing from the scope of the in- plished in approximately five seconds. Because of vention as defined by the claims. the articulated construction of the switch rails, a greater curvature can be developed for a given length 55 enabling the switch rail length to be substantially re- Claims duced while at the same time allowing the main line rail to be straight. Additionally, anchoring one end and 1. A monorail transport system comprising: a plural- 4 7 EP0 561 515 A1 8

ity of independent lightweight cars (12), each ca- cess (142) in the distal end (144) of the articulat- pable of carrying up to four passengers, a mono- ed rail (55), and wherein the main line (58) and rail track network (16) having a track supporting the side line (60) each include a fixed end seg- structure supporting a common main line (58) ment (52a) provided with a displaceable end and at least one side line (60, 62, 64) diverting 5 head (136) with actuator means (164) for selec- from and reentering the main line; tively extending and retracting the end head (136) wherein the side line and main line have wherein the the displaceable end head of the end fixed track segments (52) and the side line is con- segment of the main line or the side line is selec- nected to the main line by a first high-speed tively engageable in the recess (142) of the distal switching means (54) for diverting cars (12) from 10 end (144) of the articulated rail (55). a fixed track segment of the main line to a fixed track segment of the side line, and a second high- 5. A monorail transport system according to claim 4 speed switching means (66) for reentering cars wherein the locking means includes a spring bias from a fixed track segment of the side line (60, 62, means (146) for biasing the end head (136) to- 64) to a fixed track segment of the main line (58), rs ward the distal end of the articulated rail (55). while cars not diverted to the side line continue along the main line bypassing the side line; 6. A monorail transport system according to any wherein the fixed track segments (52) preceding claim wherein the second switching have ends and the first and second switching means (66) includes a first multi-segment articu- means (54, 66) include a low-mass, multi-seg- 20 lated rail (105) having a first end pivotally con- ment, articulated rail (55; 105, 112) with a first nected to the end of a fixed track segment on the end pivotally connected to an end (52a) of one of main line (58) and a second distal end selectively the fixed track segments (52) and a second, dis- connectable to the end of a fixed track segment tal end selectively connectable to an end of an- of the main line (58) and displaceable from the other one of the fixed track segments (52) 25 main line, and, a second multi-segment articulat- spaced from the end of said one of the fixed track ed rail (112) having a first end pivotally connected segments with the first and second switching to the end of a fixed track segment on the side means each including at least one high-speed line (60) and a second distal end selectively dis- first actuator means (98, 120) mounted to the placeable from the main line (58), wherein either track support structure and to the multi-segment 30 the distal end of the first rail (105) or the second articulated rail (55; 105, 112) proximate the distal rail (112) is connected to the main line (58). end, and, at least one high-speed second actua- tor means (98, 120) mounted tothe track support 7. A monorail transport system according to claim 6 structure and tothe multi-segment articulated rail wherein the end of the fixed segment of the main (55; 105, 112) intermediate the pivotally connect- 35 line (58) selectively connectable to the distal end ed end and the distal end for rapidly displacing of the first and second articulated rails (105, 112) the articulated rail from a first position to a sec- includes a locking means (134) for locking the ond position; and end of the fixed segment of the main line to the wherein one end of the side line (60) is distal end of the first rail or the distal end of the positioned to align with the distal end of one of 40 second rail. the articulated rails (55), and the other end of the side line (60) is connected with the first end of an- 8. A monorail transport system according to claim 7 other one of the articulated rails (112). wherein the locking means (134) includes a dis- placeable end head (136) with actuator means 2. A monorail transport system according to claim 1 45 (164) for retracting the end head, and wherein wherein the first switching means (54) includes a each of the distal ends of the first and second multi-segment articulated rail (55) having a first rails (105, 112) includes an end segment with a end pivotally connected to the main line (58) and recess (142), wherein the displaceable end head a distal end selectively connectable to the main (136) of the locking means (134) is selectively line (58) or the side line (60). so engageable in the recess (142) of one of the end segments of the first and second rails (105, 112). 3. A monorail transport system according to claim 2 wherein the distal end includes a locking means 9. A monorail transport system according to claim 8 (134) for locking the distal end of the articulated wherein the locking means (134) includes a rail (55) to the main line (58) or side line (60). 55 spring bias means (146) for biasing the end head (136) toward the distal end of the first and second 4. A monorail transport system according to claim 3 articulated rails (105, 112). wherein the locking means (134) includes a re- 5 9 EP 0 561 515 A1 10

1 0. A monorail transport system according to claim 1 wherein the multi-segment articulated rail (55; 105, 112) includes at least one rail segment (68; 106, 114) between the intermediate actuator means (98; 120) and the distal actuator means 5 (98; 120), and at least one rail segment (68; 106, 114) between the intermediate actuator means (98; 120) and the pivotally connected first end of the articulated rail (55; 105, 112). 10 11. A monorail transport system according to claim 1 or 10 wherein the actuator means are hydraulic actuators.

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Patent Application l\ limner J) European EUROPEAN SEARCH REPORT Office EP 93 30 1364

DOCUMENTS CONSIDERED TO BE RELEVANT Citation of document with indication, where appropriate, Relevant Category of relevant passages to claim APPLICATION qnt. C1.5 ) JE-B-l 044 132 (ALWEG-FORSCHUNG G.M.B.H.) -3,10 E01B25/12 " column 3, line 8 - column 4, line 16; Figures *

JS-A-3 118 392 (ZIMMERMAN) L-3,10 * column 1, line 13 - line 20 * * column 2, line 5 - line 27 * * column 4, line 73 - column 5, line 13; figure 4 *

DE-A-2 426 624 (HOFFMANN) 1-9,11 * page 10, line 1 - line 26 * * page 13, line 1 - page 15, line 4; figures 1-4, 14 *

US-A-5 016 542 (MITCHELL) 1,2,11 * column 1, line 5 - line 8 * * column 3, line1 ine 4 - lineline 22 * * column 4, line 7 - lineline 22; figures 1,5

SEARCHED (Int. C1.5 )

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The present search report has been drawn up for all claims pi ice of search Date of auapletto* of the stare* Exanller THE HAGUE 03 JUNE 1993 BLOMMAERT S. CATEGORY OF CITED DOCUMENTS T : theory or principle underlying the invention E : earlier patent document, but published on, or X : particularly relevant if taken alone after the filing date Y : particularly relevant if combined with another D : document cited in the application document of the same category L : document cited for other reasons A : technological background O : non-written disclosure & : member of the same patent family, corresponding P : intermediate document document

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