Note : Les descriptions sont présentées dans la langue officielle dans laquelle elles ont été soumises.
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BACKGROUND OF THE INVENTION
1. Fleld of the Invention
Thi~ invention relates to a rapid transit sy~tem
and more particularly to a rapid transit syatem for the mass
transportation o~ pa~senger~ by the continuou~ movement of
vehicle~ upon rails of an exclusive roadway that fOrm8 an
endless tran~it loop.
Modern ma~s transit system~ are well known in the
art and are characterized by the automatic or attended oper-
ation of vehicle~ either ~ingly or in multip.le vehicle trains
on an exclu ive roadway in the .form of a con~inuous loop
having ~tation~ for pa~enger boarding and departing located
~.
at ~elected points in the loop. The roadway may comprise
either ~ingle or double track ~ection~ elevated or located
at grade level. The track ~ections may be ~upported by ~t~al
guide beams on concrete slabs for steering the vehicle on the
~oadway. ~he vehlcles or multi-vehicle train~ may be pro- `
pelled by powér rail~ or inductive wire& ~eeding electric
current to ~he electric motor~ of the vehicle~. The tran~ît
~y~tam~ generally lnclude a guidance ~ystem whi~h ~erve~ to
maintain ~tability o~ the vehicle~ a~ they move from station
to sta~ion on the exclu~ive roadway in the continuou~ loop.
Fully automated txan3it ~ystem~, ~uch as the rapid
transit ~y~tem built by the San Franci~co ~ay Area R~pid
Transit Di~trlct (BARTD) and the Experiment~l TranRit Expre~s-
way erectad by We~tinghouse Company in Allegheny County,
:187462~
Penn~ylvania, operate vehicleq singly or in multiple-
vehicle trains at preselected intervals unidirec~ionally
over an exclusive roadway. The experimental Tran~it Express-
way is disclosed in The American Society of Mechanical
Engineers, publication no. 67-WA/BHF-B, entitled An Evalu-
ation of an Automated Mas~ Transit System in which rubber
tired vehicles ride on concrete track ~lab~ and are ~teered
through vehicle guidance ~ystems that follow a steel guide
beam cen~ered down the track of the roadway. Vehicle current
collector~ pick up power from energized rail~ located ad-
jacent the track slab. Intelligence i8 conveyed to and from
the vehicles by conductor wire laid alon~ the in~ide of ~he
trac~ slab. With thi~ arrangement ~he operation of the en-
tire sy~tem i8 monitored and controlled remotely from a
control center through electrical equipment located at the
respective stations along the roadway and aboard the vehicle~O
A built-in sy~tem of checks and interlock~ operate to con-
tinuously monitor the 8y8tem opera~ion to detect malfunction~
or failures in equipmentO In the even~ of a malfunction or
failure in equipment, all the vehicles are brough~ ~o a halt
by an emergency ~top procedure. Nevertheless, in the avent
a vehicle become3 di~abled on the roadway, it i~ nece~sary
to place operators on board to recover the vehicle.
United States Patent 3,403,~34 illu~trates and
de~cribs~ an automatic transportation sy~tem having vehiele~
remotely con~rolled for effecting vehicle traffic betw~en
8tation8, Thi~ ~y~tem includes a closed maln loop arrange-
ment with the vehicle~ tr~veling at a ~ub~tantially uniform
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~peed and automatically switched to and from prefieleated
~tation~ located on ~pur loops 80 that the traffic on the
main loop i~ undisturbed, The enclosed loop compri~es a
~tationary tubular elongated endles~ conduit tha~ i3 adapted
to be supported adjacent present tîansportation facilltie~.
Vehicles run bumper to bumper in the clo~ed loop at a gener-
ally high rate of speed with a minimum of space between the
vehicles a~ determined by the demand placed upon the ~ystem.
A car or vehicle may en~er the main loop from a spur loop.
A pair of longitudinal ralla extend through the clo~ed loop
and include a C-~haped cross ~ection. Rubber tired wheel~
of the vehicle~ engage the C-~haped rail~. Rotation of the
wheel~ through a drive mean~ propels the vehicle~ on the
tracks within the enclo3ed conduit loop. The drive mechani~m
compri~eA a squirrel cage induction motor having stator wind-
ing~ employed along the ~rack and continuou ly excited by
current therethrough to generate a magnetic wave which actu-
ate~ a rQtOr of ~he motor placed on the vehicle to rotate
the tire~ through the axle and provide constant thrust to
the vehicles.
There is need for the mass transportation of pa0sen-
gers by vehicle~ that operate over an exclusive roadway $n the
form of a continuoua loop. While it has been ~ugge~ted to
provide elaborate fully automated ma~s ~ransit ~y8tem8, ~he
~afeguards required for ~uch a sy~tem rend~r the system com-
mercially unfeasible. Thus a ma~ transit sy~tem i~ need~d
that ~at~fie~ the problems presented by modern urban-0uburban
commutation ln a safe and efficient manner but economically
fea~ible.
S~M ARY OF THE INVENTION
In accordance with the present invention there is
provided a rapid transit system for the mass transportation
of passengers on a roadway that is supported by a super-
structure at grade level and a-t elevations above grade level.
A plurallty of vehicles ~or transporting passengers to
selected points on the roadway is supported for movement on
the roadway. A stabilizing system secured to the super-
structure and posi-tioned above the roadway maintains the
vehicles on the roadway. A guidance system is secured to
the vehicles and is mounted on the roadway to guide the move-
ment of the vehicles on the roadway. Each vehicle is pro-
vided with propelling mechanisms that engage the stabilizing
system and are operable to generate horizontal movement of
the vehicles on the roadway. Each vehicle is provided with
a braking apparatus that is operable to engage a portion of
the stabilizing means positioned above the roadway to con-
trol the rate of movement of the vehicle on the roadway.
The roadway is surrounded by an enclosure to pro-
tect the vehicles against -the effects of weather and the
entrance of obstructions upon the roadway. A plurality of
enclosed roadways may be arranged in transit loops -that rad-
iate outwardly from a main terminal in selected directions
to direct vehicle traffic between selected points in each
transit loop to and from the main terminal. A rotatable
section of the roadway located at the main terminal for each
transit loop permits a change of direction of the vehicles on
the roadway so that the vehicles may be directed away from the
main terminal to complete ano-ther circuit of the transit loop.
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1~746a~L
Each vehicle i maintained on the roadway by the
stabilizin~ sy~tem that includes a pair of parallel ~tabil-
lzing t~acks that are supported by the 3uper~tructure at a
preselected height above the roadway. The stabilizing track
lnclude rece~ portions that receive a circumferential bumper
that ~urrounds each vehicle and extend~ horizontally above
the roadway. Roller members may be ecured to the lower
portion of the track rece~e~ or on the bumper to support the
bump~ within the track recess to permlt movement of the
vehicle~ on the roadway. The guidance sy3tem ~or controllin~
movement of the v@hicles on the roadway include~ a pair of
spaced parallel rails that are ~upported on the roadway.
Guide wheel~ extend downwardly from the vehicle0 and are
rotatably po~itioned on the upper ~urface of the guide ~ra~ks.
The guide whe~l~ ars maintained in contact with the guide
rails by guide plate~ that extend downwardly from the vehicle
between the quide wheel3 and are retained withln a guideway
that is secured to the roadway and poeitioned in parallel
relation ba~ween the guide rail~. With thi arrangement, the
vehicle i8 ~ecurely retained on the roadway.
The vehicle~ are advanced on the roadway by oper-
ation of electric motor~ that are mounted at the front and
rea~ward portion~ of ~he vehiclesO Drive shafts extend out-
wardly from ~he electric motor3, and wheel~ ars nonrotatably
secured to the drive ~hafts and engage the upper ~urfaca of
the stabilizi~g track~. Electric power i~ suppliQd ~rom an
overhead inductive wire to the electric motors to rotate the
drive ~haft~ ~nd wheel~ and thereby propel the wheels on the
surface of the ~abllizi~q track~ and advance th~ vehicles
~0 over $he roadway.
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1~74~6Zl
Accordingly the principle object of the pre~ent
i~vention i8 to provide a rapid tran~it ~y~tem for the ma~s
transportation of pa~senger on a roadway that 1~ con~tructed
in an endless enclo~ed loop ~rou~d which vehicle~ are pro-
pelled for transporting pas~enger~ between ~elected pointæ of
the tran~it loop.
Another object of the present invention i~ to pro-
vld3 a rapid tran~it ~ystem that tran~ports pa~enger~ between
~tation~ of an enclo~ed endless tran~it loop ln elf-prop~lled
vehiclee that are maintained on the roadway of the transit
loop by a stabilizing track with the direction of travel con~
trolled by a guida~ce eystem.
A ~urther object of the pre~ent invention i~ to
provlde a rapid tran3it system that is econom~cally fea~1ble
,,. . ~
and efficiently operated to move pa6~enger~ on an exclusive
roadway in self-propelled vehicle~ that travel in an endle~
transit loop on the roadway.
~ he~ and other object3 of thi~ invention will be
more completely di~cloaed and described in the following
~pecification, the accompanying drawing~ and ~he appended
claims.
BRIEF DESCRIPTION OF THE DRAWINGS
._.__ _._ ._.. . . . ... . ..
Figure 1 i~ a prospective view of a self-prop~lled
vehicle positioned on an enclo~ed roadway for travel between
s~ations of a tran~lt loop.
Figure 2 is a view in ~ide elevation of the tran~it
~y~tem, illu~trating a vehicle positioned on the ro~dway that
i~ elevated above grade by a ouperstruc~ure.
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.
Figure 3 i~ a fragmentary view of the roadway
partially in ~ection, illu~txating the front end of one
vehicle and the rearward end of another vehicle with the
vehicle~ travaling in parallel relation on the track~ of
the roadway within the transit loop.
Figure 4 i~ a top plan view of the enclo~ed loop
of the rapid tran~it sy~tem, illustrating the ~tation~ located
at ~elected points in the loop for the boarding and departing
o~ pas~engers to and rom the vehicle~ tha~ circulate around
the loop.
Figure 5 i5 a front view of a vehicle poaitioned
on the roadway in a station of the enclosed transit loop to
permit the boarding and departure of pa~engers to and from
- the vehicle. ;
Figure 6 i~ an enlarged fragmentary view of the
front end portion of the veh$cle illu~trating the braking
apparatu~ for ~topping the vehicle in the tran~it loop.
Figure 7 i~ a schemati~ representation of a plur-
ality of tra~it loop~ radiating outwardly from a main term-
20 inal for the maes tran6portation of pa~engers to and fromthe main terminal with trunk loop~ interconnecting the maln
loops.
Figure 8 i~ an enlarged fragmentary view of a
rotatable ~ection of the roadway for each tr~n3it loop a~
shown in Figure ~, illu~trating the direction of rotation oP
the rot~table ~ectio~ to reverse the direction of travel of
the vehicle~ ln the loop.
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Figure 9 i~ a perspective view of the rotatable
roadway section illustrated in Figure 8.
Figure 10 is a fragmentary top plan view, illu~-
trating the rotatable roadway sect$on ~hown in Figure 9.
Figure 11 i8 a top plan view of ~he braking appar-
atus provided on the roadway ~or ~lowing the vehicles aq th~y
approach a station.
Figure 12 i8 an enlarged fragmentary view in ~ide
elevation of another embodiment of the braking apparatus pro-
vided on each vehicle, illu~trating an actuator for engagingthe brake ~hoe wi~h the roadway guide trac~ for ~topping the
vehicle on the roadw~y.
Figure 13 i~ a top plan view of the bra~ing appar-
at~s shown in Figure 12, illu~rating ~ braklng shoe pivotally
connected to the vehlcle for engagement with the guide track
of the roadway.
Fiyure 14 is a top plan ~chema*ic ~lew of a ~hunt-
ing track located at a station for divertlng vehicle traffic
to and from the main roadway through the ~tation.
~_~
Referring to the drawing6 and more particulaxly
to Figure~ 1-4, there -~ illu~trated a ma3~ tran~it sy tem
generally designated by the numeral 10 for the r~pid movement
of pas~en~er~ within an enclo~ed tran~it loop 12 ~etween ~ta-
tion~ 14 located at pre~elected points in the loop 12. ~he
enclo~ed translt loop 12 include3 an exclu~ive righ~of-w~y
.
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represented by a roadway 16 upon which a plurality of vehicle~
18 are self-propelled to and from the station~ 14. The
vehicle~ 18 are guided on the roadway 16 by a guidance sy~tem
generally designated by the numeral 20 and are maintained on
the roadway 16 by a ~tabilizing system generally de~ignated by
~he numeral 22. Ths vehicle~ 18 are advanced on ~he roadway
16 by propelling mechanism3 generally designated by the
numeral 24. The propelling mechanism~ are mounted at the
front and rearward end portions of the vehicle~ 18 and engage
the top ~urfac~ of ~he stabilizing system of the roadway 16.
In this manner forward movement o~ the vehicle~ 18 i8 accom-
plished 80 that the vehiclea may be advanced from ~tation to
station on the enclosed transit loop 12 of the tran~it syBtem
~ illu~trated in Figure 4.
The enclo3ed loop 12 of the tr~neit ~y~tem 10 may
include a palr of ~paced parallel roadways separat~d from one
another a~ $11ustrated $n Figure 3. Each o~ the roadway~ 16
includes the guidance sy~tem 20 having a pair of ~paced paral-
lel track~ 26 and 28 that are supported by horizontally po~-
tioned I-beams 30. The beams 30 are supported by a steel
~uperstructure generally designated by the numeral 32 and
illustrated in Figure 2. The steel ~uperqtructure 32 supports
the roadway 16 at grade or elevated above grade a~ illu~trated
in ~igure 1. The steel ~uperetructure 32 include~ a plurality
o pede~tal~ 34 that are anchored in the ground and a rectangu-
lar s~eel column 36 ~uppoxtad ancl secured to eaah o~ the pede~-
tal~ 34. Column~ 36, in turn, support the l-be~m~ 3g.
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A guideway 40 of the, guidance ~y~tem 20 i~ 3up~
ported by an I-beam 30 in parallel rela~ion between the guide
track~ 26 and 28. The guideway 40 ha~ a rec~se 42 in which i~
po~itioned the lower expanded portion~ of guide plate3 44 that
are re~iliently secured by spring mechani~mæ 43 and 0hock ab-
sorber~ 45 to the body portion of th~ vehicle 18.
The spring mechanisms 43 include a pivotal con-
nect~on 47 between the body portion of the vehicle and the
guide plate 44. A horizontal memher 49 i8 connected to pivot
47, and a spring me~ber 51 i~ secured at one end portion to
member 49 and at the other end to the bottom of ~he vehicle.
Th~ ~pring 51 exert~ an upward force upon member 49 o main-
tain the guide plate 44 withln the guideway rece3~ ~2. Al30,
exten~lon of ~pring 51 permits the guide plate 44 to p~vot
re~rwardly above the connection 47. The ~ehicle 18 iB ~Up-
ported by guida wheals 46 upon the upper ~urface of guide
track~ 26 and 28. ~ith thig arrangement the vehicl~ 18 are
~t~bilized for hlgh ~peed travel on the ro~dway 16.
A~ trated in Figure 3, the roadway 16 in-
clude~ ~idewall~ 48 that extend upwardly from the I-beamo 30
and have horizontal upper ~urface~ upon which i~ positioned
the ~ta~ilizing eystem 22 for maintaining the ~Phi~le~ 18 on
the roadway 16. Th~ ~tabilizing ~ye~em 22 includa~ a C-~hap*d
~tabili~ing track 50 hav$ng parallel horizontal re~e~e~ 52
that are po~itioned at a pre~elected h~ight ~bove the roadw~y
16. A circum~erenti~l bumper 54 extends around and i~ ~eaured
to the body portion o~ the vehiclee 18 by ahock ab30rber~ 55.
~L~7g~Z~
The lateral edge portions of the bumper 54 are po~itioned
wi~hin the track recesses 52 and re~t upon rollers 58 that
are secured to the lower horizontal surface of the ~tabilizing
track~ 50. With thl~ arrangement the vehicles 18 are ~tabil-
ized a~ they are propelled along the roadway 16 and at the
re~pective 3tations for paR~enger boarding and departing. In
another embodiment, as illustrated in Figure~ 1 and 12, the
roller~ 58 are ~ecured to the lower ~urface of the bumper 54
for rotation on the lower horizontal surface of the ~tabiliz-
ing track 50 a~ the vehicles 18 are propelled along the road-
way 16.
A~ ~llu~trated in Figured 1-3, the vehicles 18
are advanced on roadway 16 by operation of the propelling
mechanism 24 that i~ provided on each of ~he vehicle~. The
propelling mechan~m includes front and rear traction motor~
60 and 62 that are supported above the bumper 54 and pro~ec~
outwardly from the end portion~ of the vehicle. The tractlon
mG~ors 60 and 62 preferably are electric motor~ having drive
shaft~ 64 and 66 that are rotated by the motor~ and hav~ at
their end portione nonrotatably ~ecured thereto rubber tired
wheels 68 and 70. Th~ drive ~hafts 64 and 66 are ~upported
on the vehicle body portion by shock ab#orber~ 56.
Electric power i8 supplied to the traction motor~
60 and 62 by an inductive wire 74 that extend~ above ~he roAd
way 16 within an enelosure 76 ~hat surround~ the upper portion
of ~he roadway 16. The enclo~ure 76 extend~ upwardly from the
stabilizing track 50 and ha~ curved ~ide portions that conform
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to the configuxation of the vehicle~ 18. The enclo~ure 76 may
be fabricated from a ~uitable material, such a~ plexiglass and
~teel. The enclosure 76 function~ to enclose the roadway 16
to prevent collection of debri~ thereon and permit ~ermperature
control within the enclosed tran~it loop 12. The inductiv~
wire 74 extend~ the length of the tran it loop 12 and a 0uit-
: able electrical connection 78 provided on each vehicle remains
in contact with th~ wire 74 to provide current flow from the
wire to the ~raction motors 60 and 62. Also electrical power
10 i~ supplied to the vehicles from the inductive wire 74 for the
purpose of opening and closing door~, providing light, air-
conditioning and operating the other electrical equipment on
each Yehicle.
As lllu~trated in Figures 4 and 5, the roadway 16
of the enclo~ed tran~it loop 12 pa~se~ through the ~tation3 14
where pas~engers board and depart the vekicle~. Platform~ 80
and 82 are po~itioned above the roadway 16 ln each station 14
and extend adjacent to the stabilizing track 50 to permit
boarding and departur~ of the passengers to and from ths
vehiclea. A braking mechanism generally d~ignated by the
numeral 84 i~ provided on the ~tabilizing track 50 in each
station 14 to effect stoppiny of the vehicle~ on the roadway
16 at each station.
The braking mechanism 84 illu~trated in Flgures
S and 6 includes a braking ~hoe or bar 90 that is pivotally
connected at one ~nd portion to the stabilizing tr~ck 50
within a rece~s 52. Th~ oppo~ite end portion of the braking
- 13 -
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~C3746Zl
bar 90 i~ connected to an actuator device 92. Operation of
the actuator device 92 urge~ the braking bar to pivot about
it~ connection to the ~tabilizing tracX 50 80 that the end
portion of the braking bax extend~ into the path of the
vehicle to oba~ruct the movement of the vehicle as it
approache0 the etation 14. In thi~ manner the vehicle i~
~lowed and evantually brought to a stop at the ~tation.
Not only may the ~tabilizing track 50 be provided
with a braking mechanism at each ~tation 14 but a~ditional
braking mechani~ms 84 may be located at ~elected point~ along
the roadway 16 ~or slowing and stopping the vehicle~ a~ illu9-
trated ln Figure 11. The bxaking mechani~m 84 illustrat~d in
Figure 11 includes a braking shoe or bar 90 that i~ pivotally
connected at one end porkion to the ~tabilizing track 50 w~th-
in a rece~ 520 The opposite end portion of the braking bar
90 i8 connected to an actuator device 92. Thus, operation of
the actuator devi.ce 92 pivot~ the braking shoe 90 about it~
connection to the ~tabilizing track 50 to urge the braking
hoe 90 into the path of the approaching vehicle to engage
the body portion of the vehicle, ~peci~ically the bumper 54,
to 810w and ~top the vehicle on the roadw~y 16. In thi~ man-
ner, the ~peed o~ ~he vehicle~ may be controlled on grade
portion~ of the roadway 16 and approaches to the ~tation~ 14.
In accordance with th~ enbodim~nt of the pre~ent
invention illu~trated ~n Pigure 7, a plurality o encloqed
tran~it loope 12 aompri~ing the roadway~ 16 radiate outw~rdly
in selected direction~ from a main terminal 94. ~lth thi~
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.. . . . .. ..
~L~7462~L
arrangement, the transit loops 12 permit continuou~ movement
of the vehicle 18 on the re~pective roadway~ 16 to and from
the main termin~l 94. The transit ]OOp8 12 may be inter-
connected by tr~nk line~ 96 to permit transportation of
pa~enger~ be~ween stations in transit loop~ 12. ~ plur-
ality of ~ub6tations ~not shown~ may be provided in each of
the enclo~ed transit loops 12 for the boarding and departing
of pa~senger~ at ~elected points in the loops 12. Each ~ub-
~tation may be interconnected to accommodate tran~portation
between substations or transportation between ~ub~tation3 and
the main terminal 94 and ubstation~ in the trunk lines 96.
Once the vehicla~ 18 have comple~ed a run on one
of the transit loope 12, illu~trated in Figure 7, ~nd ~hey
~ return to the main terminal 94, a rota~able mechani3m gen~r-
ally designated by the numeral 98 and illuYtrated in Figure~
8-10 is provided for each transit loop at ~he ~erminal 94 for
changing direction of the vehicle~ on the roadway 16 within
the main ~erminal 94. The rotatable mechani~m 98 may al~o be
located at intermediate points of a transit loop 12 for ~hort
run3 to and from the main terminal. The rotatable mechani~m
98 include~ a section 102 of the guidance ~ystem 20 having
pairs of guide track~ 26 and 28 and guideways 40 for traff$c
movemen~ in opposite directions on the roadway 16 and a sec-
tion of the stabilizing track 50 extending upwardly from the
guidance ~y~tem 20. The center ~ection of the stabilizing
track 50 i8 shown in phantom in ~igure 9 for purpo~e~ of
illus~ration. The rotatable ~ection 102 i~ ~upported for
: i
1Bi7~Z~
rotation on the ~uperstructure 32 by a drive ~haft 104
that i8 drivingly connected to a motor 106. In opera-
tion, when a vehiale 18 has returned to the main terminal
94 and brought to a ~top by operation of the braking
mechanifim 84, the rotatable section 102 i~ rotated through
an angle of 180 in the dlrection indicated by the arrow
in Figure 8 to real$gn the section 102 wlth the roadway
guidance ~ystem 20. The vehicle may then proceed in the
opposite direction on the roadway 16 to complete another
run on the tran~it loop 12.
In addition to the braking mechani~m 84 illu3-
trated in Figure~ 5, 6 and 11 tha~ i~ provided within the
recesses 52 of the ~tabilizing track 50, each vehicle i~
proYided with a braking mechani~m generally de~ignated by
the numeral 108 and lllu~trated in the ~igures 12 and 13.
The braking mechanism 108 includes a brake ~hoa 110 that $3
pivotally connected at one end to the vehicle 18 with~n the
track rece~ 52. The free end portion of the brake ~h~e 110
i~ secured to a pi~ton cylinder a~sembly 112 by a pl~ton rod
116 that ~xtend~ outwardly from the a~aembly 112. Actuation
of the piston cyli~der a~embly 112 by hand lever 118 pivot-
ally connected to the a~embly 112 extends and retract~
piston rod 116 to move the brake shoe 110 into and out of
frictional engagement with the stabilizing track 50.
Movement of the hand lever 118 in the directio~
indicated by the arrow in Figure 12 advance~ the pi~ton with-
in the a~aembly 112 to extend the pi~ton rod 116 outwardly
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and urge the free end portion of brake ~ho~ 110 into
frictional engagement wi~h thè stabilizing track 50. In
thi~ manner, the forward motion of the vehicle 18 on the
roadway 16 i~ retarded, and accordingly the vehicle 18
may be brought to a halt. The braking mechanism 108 may
be provided on both side~ of the vehicle 18 to provide
for uniform ~topping of the vehicle on the roadway to assure
~tability of the vehicle as it i~ brought to a ~top.
Further in accordanee with the practive of the
present invention, a shunting track generally de~ignated by
the numeral 120 and illustrated in Figure 14 may be provided
at each station 14 on the enclosed tran~it loop 12 for di- :
vertin~ vehicle traffic approaching a Rtation to and from
the portion of the roadway 16 that pa~es through a etation.
The ~hunting ~rack 120 include3 an entrance 122 from section
123 of roadway 16 and an exlt 124 to ~ection 125 of roadway
16. The roadway ~actions 123 and 125 are planar surfaces
having the guide tracks 26 a~d 28 and guideway~ 40 removed.
Plvotal ga~e~ 126 and 127 of the stabilizing track 50 pro~
vide acce~ to and from th~ ahunting track 120. Each of the
pivotal gates is arranged to pivo~ about a vertical axis 129
to the roadway 16 between a firet poaition 128, indicated in
phantom in Figure 14, for diverting traffic to and from the
shuntin~ track 120 and a aecond po~ition 130 for continuing
traffic flow on the roadway 16 through the station 14.
When the pivotal gate~ 126 and 127 are aligned
in the second po~$~ion 130, ~he vehicle tr~fic bypas~e~ ~he
1617462~
shunting track 120 and i9 directed through the station 14
on the roadway 16. Accordingly, the vehicles are diverted
from the roadway 16 onto the shunting track 120 and around
tation 14 when the pivotal gates 126 and 127 are aligned
in the fir~t position 128. Moving the gates 126 and 127
from the fir~t position 128 to the second po~ition 130 xe-
eume~ traffic flow through the tation 14 on the roadway 16.
Thus, by ~electivaly pivoting the gates 126 and 127 into and
out o alignment with the roadway 16, it is po~sible to pro-
vide continuou~ movement of vehicle traffic around the ~ta-
tion to facili~ate an express run or to divert vehlcle5 from
the roadway 16 for temporary ~torage on the shunting track
120.
~ According to the provision~ of the patent stat-
utes, I have explained the principle, preferred construction
and mode of operation of my invention and have illutrated
And de~cribed what I now cons~der to repre ent its best em-
bodiment~. Howeve~, it æhould be under~tood that withln the
scope of the appended claim~ the invention may be practiced
othexwiæe than aæ ~pecifically illu~trated and de~cribed.
