High throughput transportation system with seamless carriage switching between tracks along the vertical plane
The present invention relates to the field of automated transportation systems. Particularly, it relates to a transportation system comprising guide-ways or tracks, vehicle units [ 100, 100 a ] with wheel-axle assembly for switching of vehicles from primary [ 20 ] to secondary track [ 22 ] on changing trajectory to maintain same vertical plane and the method. It comprises of central controller [ 101 ], vehicle chassis with main wheels [ 2 W], guide wheels [ 4 iw, 4 ow ], guide blocks [ 05, 06 ], actuator [ 09 ]. The chassis [ 30 ] has set of contractible axles fixed to wheels [ 2 W] to enables movement from primary [ 20 ] to secondary track [ 22 ] by withdrawing the wheels [ 2 W] from expanded position [C] to contracted position [C] or vice-versa. The forces required to compress the spring loaded axle axis is derived from inner guide wheels rolling over the edge flange [ 26 ] when swung using single linear motor actuator [ 09 ] and related electronic controls.
1 . A transport system, comprising:
one or more tracks ( 20 L, 20 R, 22 L, 22 R); in order to keep terminology consistent and eliminate indefiniteness issues
one or more vehicle units ( 100 ) with chassis including a wheel-axle assembly;
a central controller ( 101 ) in network communication with a vehicle unit;
one or more ingress and egress locations along the primary track ( 20 );
wherein the vehicle chassis configuration with a wheel-axle assembly comprises a pair of axles consisting a pair of vehicle wheels ( 2 W), one or more guide wheels ( 4 iw , 4 ow ), comprising inner guide wheels ( 4 iw ) and outer guide wheels ( 4 ow ),
set of contractible axles fixed to the vehicle wheels ( 2 W), comprising of a common axle linear slide ( 07 ) fixed on an axle suspension frame ( 15 ) fixed to the chassis ( 30 ), and wheel block pairs ( 05 , 06 ) comprising a pair of right slide blocks ( 05 ) and left slide blocks ( 06 );
wherein the inner guide wheels ( 4 iw ) are mounted on the wheel block pairs ( 05 , 06 ) a contractor guide linear slide ( 08 ), a compression spring ( 12 ) and a swing synchronizer sliding push rod ( 13 ),
wherein the inner guide wheels ( 4 iw ) are mounted on swinging arms ( 14 ), an in-wheel motor drive ( 01 ) paired with an in-wheel brake drive ( 03 ) on each axle;
a linear motor actuator ( 09 ) connected to a push and pull link rod ( 10 ) connected to the front and rear swing arms of the left and right guide wheels through the swing synchronizer sliding push rod ( 13 );
a set of compression springs ( 12 ) that hold the wheel block pairs ( 05 , 06 ) in an expanded position at all times;
a scissor mechanism assembly ( 11 );
a scissor guide linear slide ( 08 );
a set of horizontal electronic distance sensors ( 17 ); and
an electronic control means,
wherein the contraction and expansion of track-width is enabled by the inner guide wheels ( 4 iw ), where the forces required to do so along the axle is derived from inner guide wheels ( 4 iw ) rolling over the converging or diverging edge flange ( 26 ) when actuated into the required position using the linear motor actuator ( 09 ) and related electronic controls, and
wherein asynchronous contraction and expansion of the front and rear axles is made possible using the swing synchronizer sliding push rod ( 13 ) enabling the front and rear swing inner guide wheel arms to contract and expand differentially automatically,
wherein the expanding forces from the compression springs ( 12 ) between the wheel block pairs ( 05 , 06 ) keeping the vehicle continuously aligned along a central plane of the primary track ( 20 ) at all times, and
wherein a safe central trajectory is automatically offered integrally by design without need to maintain synchronicity between front and rear axles.
2 . The transport system as claimed in claim 1 , wherein the tracks for switching the vehicle unit in a vertical plane comprises:
a primary rail track ( 20 ) with C-shaped configuration ( 20 R, 20 L);
a secondary rail track ( 22 ) with L-shaped configuration ( 22 R, 22 L); and
one or more vertical ridges, one or more perpendicular edge flanges along the inner sides and outer sides of the track pair, a transition flange ( 24 ), and a switch point comprising a trigger point ( 21 ),
wherein at the switch point there are two pairs of rails or tracks comprising primary and secondary rails,
wherein the secondary rail track ( 22 ) has a smaller separation distance than the primary rail track ( 20 ), and is fixed in horizontal gradient within the primary rail track at a switch point,
wherein the secondary rail tracks are attached to the main rail tracks at a point of diverge or merge, the primary rail track and secondary rail track are fixed on rail support means ( 29 ), the perpendicular edge flange extends along the inner ( 26 ) and outer sides of rail track ( 26 a ),
wherein the transition flange ( 24 ) extends horizontally from the left and right bottom of the primary track ( 20 ) and comprises the initial segment of the secondary track ( 22 ), and wherein a trigger point ( 21 ) is located along the primary track ( 20 ) at a predefined distance in advance to the transition flange ( 24 ), and wherein the rail track surfaces are provided with at least one vertical edge flange ( 26 , 26 a ) to prevent wheels from derailing.
3 . The transport system as claimed in claim 2 , wherein the converging and diverging edge flange ( 26 ) forces the inner track guide wheels ( 4 iw ) to contract and expand the vehicle track-width, when swung in place by using the linear motor actuator ( 09 ) while all asynchronous front and rear axle movements are achieved by the track configuration itself.
4 . The transport system as claimed in claim 2 , wherein a horizontal curved path trajectory, when required, is determined by lateral electronic distance sensors ( 17 ) for each sides of the axles and electronically controlled through a differential speed controller of the left and right vehicle wheels ( 2 W).
5 . The transport system as claimed in claim 1 , wherein the secondary tracks ( 22 ) are provided at one or more switching node locations where it the secondary tracks ( 22 ) merges or diverge from the primary tracks ( 20 ).
6 . The transport system as claimed in claim 1 , wherein the tracks are populated with a series of wired or wireless chip devices or transponders at regular intervals as location markers or data exchangers.
7 . The transport system as claimed in and claim 1 , wherein the vehicle units are powered by sliding contact with the tracks, which are electrically charged.
8 . The transport system as claimed in claim 1 , wherein a track configuration detection means detects the horizontal and vertical curvature of the tracks.
9 . The transport system as claimed in claim 1 , wherein the transport system is a rapid transport system running on elevated tracks.
10 . The transport system as claimed in claim 1 , wherein the vehicle chassis configuration with a wheel-axle assembly comprises a pair of axles and each axle comprising a pair of vehicle wheels ( 2 W), a set of contractible axles fixed to the vehicle wheels ( 2 W), and each axle enables movement of the wheels from the primary track ( 20 ) to the secondary track ( 22 ) for a change in trajectory or shift in vertical plane by withdrawing the wheels ( 2 W) from an extended position (E) to a contracted position (C) or from the contracted position (C) to the extended position (E).
11 . The transport system as claimed in claim 1 , wherein the in-wheel motor drive ( 01 ) and the in-wheel brake drive ( 03 ) are enabled in an alternate or swapped configuration.
12 . The transport system as claimed in claim 1 , wherein the wheel block pairs ( 05 , 06 ) are fixed on each axle, a pair of outer guide wheels ( 4 ow ) are fixed on wheel block pair ( 05 , 06 ), a pairs of inner guide wheels ( 4 iw ) are mounted on the swing arm pairs ( 14 ) on a pair of hinges ( 18 ), and the wheel block pairs ( 05 , 06 ) are connected to the scissor mechanism assembly ( 11 ) for maintaining symmetry.
13 . The transport system as claimed in 1 , wherein the scissor mechanism assembly ( 11 ) is configured symmetrically along an axle axis as well as a central plane of the chassis ( 30 ) to symmetrically move the wheel block pairs ( 05 , 06 ) on either side in a contraction or expansion mode along the axle axis.
14 . The transport system as claimed in claim 1 , wherein the central controller ( 101 ) comprises;
a network connected computer in communication with a hierarchy of network connected electronic nodes located along the tracks connected to transponders; and
a communication system comprising wired and wireless network means,
wherein the central computer contains a database of all transponders and location markers along the tracks and maintains real time data of location, speed, acceleration of vehicle units,
wherein the central computer communicates with an on-board vehicle controller providing real-time instruction enabled control of the vehicle unit, and wherein the central computer monitors and controls inter-spacing of all running vehicle units ( 100 ).
15 . The transport system as claimed in claim 1 , wherein pairs of outer guide wheels ( 40 w -L, 4 ow -R) mounted on the wheel block pairs ( 05 , 06 ), run along the outer edge flange ( 26 a ).
16 . The transport system as claimed in claim 1 , wherein the pairs of outer guide wheels ( 4 ow ) mounted on the wheel block pairs ( 05 , 06 ), run along the outer edge flange ( 26 a ) under the influence of the expanded track width and are actuated and maintained by the compression spring ( 12 ).
17 . A method for trajectory shift of a vehicle unit in a transport system as claimed in claim 1 , joining a secondary track ( 22 ) to a primary track ( 20 ) comprising:
actuating an electronic sensor based trigger and a linear motor;
wherein, the actuation pushes a connected link rod at a potential vertical trajectory change point between the pairs of inner guide wheels ( 4 iw ) on the front and rear wheel block pairs ( 5 , 6 ) to swing the inner guide wheels ( 4 iw ) into a position where the inner guide wheels ( 4 iw ) start running on an inner edge flange ( 26 ) of the track in the following order:
inner edge flange ( 26 ) of the primary track ( 20 );
inner horizontally graded edge flange of a transition track zone ( 02 ) followed by the inner edge flange ( 26 ) of a straight portion of the transition track zone ( 02 );
inner edge flange ( 26 ) of the vertically graded secondary track ( 22 ) aligned in the same vertical plane;
the converging grade of the inner edge flange ( 26 ) forces the wheel block pairs ( 5 , 6 ) to contract and reduce width;
compressing the compression springs ( 12 ) between the wheel blocks ( 5 , 6 ); and
the outward force of the compression springs ( 12 ) keeps all the guide wheels, and therefore the chassis ( 30 ) is aligned centrally between the tracks ( 20 , 22 ) at all times throughout the transition track zone ( 02 ) and after switching the tracks.
18 . The method for trajectory shift of a vehicle unit in a transport system as claimed in claim 17 , wherein the outer guide wheels ( 4 ow ) remain engaged with an outer edge flange ( 26 a ) of the primary track pair ( 20 ) at all times, under the expanded position, except during the process of contraction or expansion through the transition track zone ( 02 ) to be able to roll into the inner secondary track pair ( 22 ) where again they engage with the outer edge flange ( 26 a ) of the inner secondary track pair ( 22 ).
19 . The method for trajectory shift of a vehicle unit in a transport system as claimed in claim 17 , wherein the outer guide wheels ( 4 ow ) remain engaged with the outer edge flange ( 26 a ) of the primary track ( 20 ) at all times, under the expansive forces of the compression springs ( 12 ), except during the process of contraction or expansion through the transition track zone ( 02 ), to roll into the inner secondary track pair ( 22 ), where again they engage with the outer edge flange ( 26 a ) of the inner secondary track pair ( 22 ).
20 . The method for trajectory shift of a vehicle unit in a transport system as claimed in claim 17 , wherein the contracting and expanding force along each of the axles is derived directly through the force exerted by the inner guide wheels ( 4 iw ) rolling over the converging or diverging inner edge flange ( 26 ) along the transition track zone ( 02 ), linked directly to a scissor mechanism ( 11 ) which transfers the forces through links, automatically and asynchronously through the graded part of a transition area ( 24 ) when the inner guide wheels of each axle roll over the inner edge flange ( 26 ).
21 . The method for trajectory shift of a vehicle in a transport system as claimed in claim 17 , wherein the continuity of the surface is maintained under the vehicle wheels ( 2 W), given a seamless contiguous base surface of the primary track ( 20 ), the secondary track ( 22 ) and the transition track portion ( 24 ).