|Publication number||US3106898 A|
|Publication date||Oct 15, 1963|
|Filing date||Nov 14, 1960|
|Priority date||Nov 14, 1960|
|Publication number||US 3106898 A, US 3106898A, US-A-3106898, US3106898 A, US3106898A|
|Original Assignee||Lockheed Aircraft Corp|
|Export Citation||BiBTeX, EndNote, RefMan|
|Patent Citations (5), Referenced by (8), Classifications (7)|
|External Links: USPTO, USPTO Assignment, Espacenet|
L. PROSIN MONORAIL Oct. 15, 1963 TRACK AND SWITCH 2 Sheets-Sheet 1 Filed NOV. 14, 1950 INVENTOR. LO U I S P ROS l N Oct. 15, 1963 Filed NOV. 14, 1960 L. PROSIN MONORAIL TRACK AND SWITCH 2 Sheets-Sheet 2 JNVENTOR. LOUIS PROSIN Azgent United States Patent O 3,106,898 MONORAIL TRACK AND SWITCH Louis Prosin, Los Angeles, Calif., assignor to Lockheed Aircraft Corporation, Burbank, Calif. Filed Nov. 14, 1960, Ser- No. 9,668 1 Claim. (Cl. 104-430) This invention relates to a switching arrangement for a monorail and more particularly to a mechanism for moving and looking a monorail switch.
From a reliability and safety viewpoint it is believed highly desirable that a single power source be utilized for operating the monorail track switching and locking mechanisms. Where separate sources are utilized there is no assurance that the track, when moved, will be firmly locked and rigidly held in one of its operative positions. The effects of a loose or free section of track are readily apparent.
It is therefore an object of this invention to provide a mechanism for providing fast and reliable switching and locking of a track section.
Another object is to provide switch and lock mechanism which is driven by the same prime mover.
These and other objects will be more apparent from the following detailed description, with reference to the drawings in which:
FIGURE 1 represents a plan view from above of a monorail switch section.
FIGURE 2 is a sectional view in the vertical taken along the line 2-2 of FIGURE 1.
FIGURE 3 is a detail view of certain elements of FIGURE 2.
FIGURE 4 is a perspective view of a portion of FIG- URE 3, showing the relation of the gears and rack.
With reference to FIGURE 1, a main track 1 is coupled to a branch track 2 by means of the switch section generally designated at 3. The switch section has a straight portion 4 to couple the two main lines together and a curved portion 5 to couple the main line 1 to the branch line 2. A switching section similar to that just described is found in US. Patent 1,286,042 granted November 26, 1918. The switching section in the present invention pivots about the point 6 and utilizes the slide bushings 7 and 8 at either end of the section to hold the two track portions in rigid alignment and to provide a bearing surfact 8 (FIGURE 2) for the moving section. In other words, the tracks 4 and 5 with bushings 7 and 8 cornprise the section 3 and move as a single unit about the pivot point 6 from the solid line position to the dotted line position, or vice versa.
A track pier 9 supports a drive unit 11) (FIGURE 2) which may utilize either electric or hydraulic power to supply a driving force through a flexible coupling 11 to a stationary spur gear 12. The spur gear in turn drives a moving assembly 13 which is integral with the switch section. With reference to FIGURES 3 and 4, the spur gear 12 is keyed on shaft 14 which is attached to the flexible coupling, shown in FIGURE 2. Meshing with gear 12 is a rack 15 and a second spur gear 16. The rack 15 is rigidly attached between the two rails 4 and 5, as shown in FIGURE 1. The rack 15 and spur gear 16 are thus both mounted on the moving switch section 3 and move therewith.
Spur gear 16 is keyed to shaft 17 and contacts the upper portion of gear 12 as shown in FIGURE 3 and on this same shaft a spacer 18 is keyed for rotation with gear 16. Spacer 18 has a reduced portion adjacent the rack 15 and an enlarged portion which abuts the back of the rack and acts as a stop, as viewed in FIGURE 4. As shown, the gear 16 is a modified spur gear, having an irregular toothed porL on 19 for the transition from rotational movement to horizontal motion, as explained here Patented Oct. 15, 1963 inafter. Spur gear 16 meshes with and rotates a third gear 20, which is fixed to a shaft 21. Cranks 22 are attached to and rotate with the shaft, and actuate rods 23 which in turn move pins 24 from the fully retracted position to the locked position as shown in FIGURE 3.
Now referring to FIGURE 4, gear 12 is, as seen from FIGURE 2 of the drawings, stationary on the pier 9 and is driven by the drive unit 10 and coupling 11. Mounted on the swinging track section 3, and more specifically at the left end of the straight portion 4 and curved portion 5, are the gears 16, 2t spacer-stop 18 and rack 15. Rack 15 is driven by gear 12 and quickly swings track section 3 from one position (solid line in FIGURE 1) to the other (dotted line).
In the position of the gears shown in FIGURE 4, the track section 3 has moved to the approximate position (solid line) shown in FIGURE 1, and the last tooth of the rack and irregular tooth 19 of gear 16 are aligned and both are in contact with a tooth of gear 12 along the line D. As gear 12 continues turning (in the direction of the arrow) it pushes the entire track section including rack 15, gears 16, 2t) and spacer 18 to the left a slight increment and gear 12 loses contact with rack 15. At this time the rack (and track section) come to the final position, and as gear 12 continues to rotate, the locking operation begins. Gears 16, 2t rotate as shown by the arrows, resulting in a turning of the shaft 21 which actuates cranks 22. and rods 23 to which the pins 24 (FIGURE 3) are attached, and locking the track in position. Motor drive 10 stops and gear 12 comes to rest.
The reverse is true when the track section is to be moved to the other extreme. The drive unit It) is actuated and gear .12 starts turning clockwise (opposite to arrow), and when it is recalled that rack 15 and gear 12 are not in contact at this time, no relative motion along the arrow A takes place. Gear 12 turns gears 16, 20 and spacer 18 (keyed to shaft 17 with gear 16) and thereby withdraws pin 24. Spacer-stop 18 is noted to be in the same plane as rack 15, while gear 16 lies above spacer 18. Spacerstop 18 and gear 16 are keyed to the same shaft 17 so that as shaft 17 turns with gear 16 the spacer is also turned through the same are and as the irregular tooth portion 19 comes into alignment with the last tooth of rack 15, the stop on spacer 18 contacts the back of rack 15 as at C. At this time the pin 24 is fully withdrawn and the gears 16, 2% stop because of the stop on spacer 18.
Continued clockwise rotation of gear 12 starts moving the track section 3, including rack 15, spacer 18 and gears 16, 20 to the right along arrow A. Since gear 16 is locked with respect to rack 15 at this instant the irregular tooth 19 on gear 16 acts as an extension of rack 15, causing the assembly to start moving. As gear 12 comes into contact with rack 15, it loses contact with gear 16 and the section quickly swings to the right.
A similar set of gears 16, 2t) and associated cranks and rods are provided at the other end of the rack so that either movable track 4 or 5 may be locked in position when the rack has reached its end limits. Limit switches may be provided in the mating holes to shut off the driving power.
Thus, it is believed apparent that the switching and locking mechanism provides a fast and reliable sequence of unlocking, transfer and locking operations which are dependent on a single source of driving power with a smooth transition from rotary to horizontal motion. It is to be noted that the usually high inertia effects are avoided since the transition begins in the modified spur gear which has been set in motion during the unlocking phase.
In combination with a stationary track and support, and a movable track and support, a monorail switch and lock mechanism comprising a power driven rotary gear References Cited in the file of this patent UNITED STATES PATENTS Libby Mar. 31, 1914 McClure et a1 Nov. 26, 1918 Dunlap June 18, 1935 Sheets Jan. 13, 1948 Pilipczuk Jan. 26, 1960
|Cited Patent||Filing date||Publication date||Applicant||Title|
|US1091677 *||Oct 12, 1912||Mar 31, 1914||Gen Electric||Electrically-operated i-beam switch.|
|US1286042 *||Feb 20, 1917||Nov 26, 1918||Universal Elevated Railway Company Inc||Railroad-track switch.|
|US2005133 *||Nov 4, 1933||Jun 18, 1935||Clermont Dunlap De||Monorail switch|
|US2434523 *||May 8, 1944||Jan 13, 1948||Richards Wilcox Mfg Co||Switch for conveyor tracks|
|US2922382 *||Jul 18, 1957||Jan 26, 1960||Borg Warner||Crane interlock mechanism|
|Citing Patent||Filing date||Publication date||Applicant||Title|
|US3308766 *||Apr 3, 1964||Mar 14, 1967||Mario Urbinati||Guiding arrangement for railroadtype vehicles equipped with pneumatic tires|
|US3340822 *||Jun 1, 1965||Sep 12, 1967||L Aerotrain Plaisir Soc Et||Track switching device for air cushion vehicles|
|US3791306 *||Oct 18, 1971||Feb 12, 1974||Rohr Industries Inc||Vehicle guideway switching mechanism|
|US4094252 *||Apr 22, 1976||Jun 13, 1978||Hendrik Pater||Self-controlled on-grade monorail track switch and method|
|US5108052 *||May 17, 1991||Apr 28, 1992||Malewicki Douglas J||Passenger transportation system for self-guided vehicles|
|US6273000 *||May 20, 1999||Aug 14, 2001||Aerobus International, Inc.||Rail switching system|
|US6354225 *||Dec 22, 1998||Mar 12, 2002||Thyssenkrupp Technologies Ag||Line-changing device for tracks of a magnetic levitation train|
|WO2000053848A1 *||Mar 10, 2000||Sep 14, 2000||Bombardier Transportation Gmbh||Pivotable guidebeam switch|
|U.S. Classification||104/130.1, 104/121, 105/147|
|International Classification||E01B25/12, E01B25/00|