Abstract
A transportation system comprising a network of rails (10) connecting a plurality of spaced apart locations (12, 14), plural vehicles running on the network of rails, and plural rail switches (22). Each rail switch (22) guides a vehicle of the plural vehicles from one section (16, 18, 20) of the network of rails to a selected one of at least two further sections (16, 18, 20) of the network of rails or from a selected one of at least two sections (16, 18, 20) of the network of rails to another section (16, 18, 20) of the network of rails, said selection depending on a position of the rail switch. The transportation system further comprises at least one controller (24) configured to control switching of the plural rail switches (22) whereby each of the plural vehicles travels from one of the plurality of spaced apart locations (12, 14) to a selected one of the other of the plurality of spaced apart locations (12, 14). Each of the plural vehicles comprises one of a primary and a secondary of a linear motor. The network of rails (10) comprises the other of the primary and the secondary of the linear motor. The other of the primary and the secondary is distributed in the network of rails (10) whereby the other of the primary and the secondary extends along sections (16, 18, 20) of the network of rails. The one of the primary and the secondary of each vehicle is disposed relative to the other of the primary and the secondary when the vehicle is on the network of rails (10) such that the vehicle is propelled relative to the other of the primary and the secondary when the primary is energised to thereby propel the vehicle through the network of rails.
Claims
1. A transportation system comprising: a network of rails connecting a plurality of spaced apart locations; plural vehicles running on the network of rails; plural rail switches each guiding a vehicle of the plural vehicles from one section of the network of rails to a selected one of at least two further sections of the network of rails or from a selected one of at least two sections of the network of rails to another section of the network of rails, said selection depending on a position of the rail switch; and at least one controller configured to control switching of the plural rail switches whereby each of the plural vehicles travels from one of the plurality of spaced apart locations to a selected one of the other of the plurality of spaced apart locations, wherein each of the plural vehicles comprises one of a primary and a secondary of a linear motor, the network of rails comprises the other of the primary and the secondary of the linear motor, the other of the primary and the secondary distributed in the network of rails whereby the other of the primary and the secondary extends along sections of the network of rails, and the one of the primary and the secondary of each vehicle is disposed relative to the other of the primary and the secondary when the vehicle is on the network of rails such that the vehicle is propelled relative to the other of the primary and the secondary when the primary is energised to thereby propel the vehicle through the network of rails.
2. The transportation system according to claim 1 further comprising at least one cascade of rail switches, each cascade of rail switches comprising a plurality of rail switches arranged in series, the plurality of rail switches in the cascade near one another.
3. The transportation system according to claim 1 configured to provide for movement of each of the plural vehicles between stopping locations and for stopping of the vehicle at stopping locations, movement and stopping of the vehicle achieved respectively by energising and de-energising the primary of the linear motor.
4. The transportation system according to claim 3 and where the primary is comprised in each of the plural vehicles, in which control over energising and de-energising the primary is from the vehicle whereby each of the plural vehicles is independently controllable concerning movement and stopping.
5. The transportation system according to claim 4, in which at least a part of electrical power to energise the primary is from an electric battery comprised in the vehicle.
6. The transportation system according to claim 5, and where the linear motor is an AC motor, in which the vehicle further comprises an inverter to convert DC power from the electric battery to AC power for the linear motor.
7. The transportation system according to claim 5 or 6, in which the electric battery is configured for recharging, recharging of the electric battery comprising at least one of: recharging from a mains electricity supply when the vehicle is stationary; recharging from a source of solar energy comprised in the vehicle; and inductive charging of the electric battery from a power source distributed along rails of the network of rails.
8. The transportation system according to claim 3, and where the secondary is comprised in each of the plural vehicles, further comprising a plurality of primaries each at a respectively different part of the network of rails, each of the plurality of primaries selectively energised and de-energised whereby at least one vehicle at each part of the network of rails can be stopped without stopping at least one vehicle in each of at least one other part of the network of rails.
9. The transportation system according to claim 1, in which the linear motor is a linear switched reluctance motor.
10. The transportation system according to claim 1, in which the linear motor is a linear induction motor.
11. The transportation system according to claim 1, further comprising a gap maintaining device for each of the plural vehicles, the gap maintaining device operative to maintain a gap between rail of the rail network and the vehicle whereby the vehicle does not abut against the rail.
12. The transportation system according to claim 11, in which the gap maintaining device comprises an electro-dynamic suspension arrangement.
13. The transportation system according to claim 12, in which the gap maintaining device further comprises plural spaced apart ground engaging wheels which are sized to maintain a gap between rail of the rail network and the vehicle when the ground engaging wheels abut against the ground, and which are sized not to abut against the ground when the electro-dynamic suspension is operative.
14. The transportation system according to claim 1, further comprising a navigation system which is operative to determine the location of each of the plural vehicles, the transportation system controlled in dependence on determined vehicle locations in respect of at least one of: energising and/or de-energising each linear motor; and controlling switching of the plurality of rail switches, wherein the navigation system comprises a radio navigation system.
15. (canceled)
16. The transportation system according to claim 14, in which the navigation system further comprises a dead-reckoning navigation system which depends on other than radio reception, the navigation system making selective use of the radio navigation system and the dead-reckoning navigation system depending on a level of confidence of vehicle location determined by the radio navigation system.
17. The transportation system according to claim 16 further comprising at least one rail referenced locating device which is operative to provide an accurate location in the network of rails, the navigation system correcting drift of the dead-reckoning navigation system in dependence on the accurate location provided by the rail referenced locating device.
18. The transportation system according to claim 17, in which the rail referenced locating device comprises a rail component and a vehicle component, the rail component is at a specific location on a rail and which is encoded with the specific location, and the vehicle component is comprised in the vehicle and is operative to receive from the rail component the specific location encoded in the rail component.
19. The transportation system according to claim 18, in which the rail referenced locating device is configured to trigger transmission of the encoded specific location from the rail component when a part of the vehicle of known location within the vehicle is substantially aligned with the rail component.
20. The transportation system according to claim 1, in which rails of the network of rails extend horizontally across the ground, and rails of the network of rails extend vertically above the ground, the transportation system configured for each of the plural vehicles to move along horizontally and vertically extending rails of the network of rails.
21. The transportation system according to claim 20, in which the vehicle and a vertically extending rail define respective profiles which interengage with each other to limit an extent of gap between the vehicle and the vertically extending rail while allowing for movement of the vehicle along the vertically extending rail.
22. (canceled)
23. (canceled)
Description
BRIEF DESCRIPTION OF DRAWINGS
[0071] Further features and advantages of the present invention will become apparent from the following specific description, which is given by way of example only and with reference to the accompanying drawings, in which:
[0072] FIG. 1 is a schematic representation of a network of rails comprised in the transportation system of the invention;
[0073] FIG. 2A is a schematic representation of a rail switch of the network of rails of FIG. 1;
[0074] FIG. 2B is a schematic representation of a cascade of rail switches in the network of rails of FIG. 1;
[0075] FIG. 3 is a representation in cross section of a section of rail of the network of rails of FIG. 1 with a vehicle thereover;
[0076] FIG. 4 is a block diagram representation of a vehicle over a section of rail of the network of rails of FIG. 1; and
[0077] FIG. 5 is representation of a junction between horizontally and vertically extending sections of rail.
DESCRIPTION OF EMBODIMENTS
[0078] A schematic representation of a network of rails 10 comprised in the transportation system of the invention is shown in FIG. 1. The network of rails 10 extends over considerable territory and typically from one country to another. The network of rails 10 comprises plural spaced apart locations 12, 14. A first form of location 12 is at a terminus of the network of rails 10. The terminus 12 is located in residential or business premises. A second form of location 14 is at a way location within the network of rails 10 and with one set of rails leading to and from the waypoint and at least a second set of rails leading to and from the waypoint to thereby allow a vehicle moving on network of rails to travel in either direction through the way location. The second form of location 14 constitutes a vehicle stopping place for boarding of passengers onto the vehicle and alighting of passengers from the vehicle, and/or loading of cargo onto the vehicle and unloading of cargo from the vehicle.
[0079] The network of rails 10 further comprises sections of rail 16, 18, 20. A section of rail 16, 18, 20 is described further with reference to FIG. 3. A first form of section of rail 18 is comprised in a trunk route of the network of rails 10. FIG. 1 shows two trunk routes, although in practice a network of rails 10 comprises many such trunk routes. Trunk routes allow for movement of vehicles at higher speeds and typically at more than 250 km/h over long distances, such as from city to city or perhaps from country to country. A second form of section of rail 16 is comprised in a branch route of the network of rails 10. FIG. 1 shows two branch routes, although in practice a network of rails 10 comprises many such branch routes. Branch routes extend over shorter distances and provide for movement of vehicles within the like of a neighbourhood. Vehicles move at medium speed over branch routes and typically between 50 km/h and 250 km/h. A third form of section of rail 20 is comprised in a siding of the network of rails 10. The third form of section of rail 20 provides for vehicle movement between a terminus 12 at a distal end of the third form of section of rail 20 and a branch route at a proximal end of the third form of section of rail. Vehicles move at slow speed on the third form of section of rail 20 and typically at a speed of less than 50 km/h and perhaps much slower than 50 km/h when very low speed manoeuvring of a vehicle is needed. The continuation of the network of rails 10 beyond what is shown in FIG. 1 is indicated by use of dashed lines in sections of rail 16, 18 in branch and trunk routes. A long section of rail 18 in one of the two trunk routes shown in FIG. 1 is shown by way of dashed lines joining solid lines.
[0080] The network of rails 10 further comprises plural rail switches 22 which are described further below with reference to FIGS. 2A and 2B. One or more rail switches 22 are disposed at each of plural locations throughout the network of rails 10. Each one or more rail switches 22 provides for control of transition of a vehicle from one section of rail 16, 18, 20 to a selected one of plural other sections of rail 16, 18, 20. Referring to FIG. 1, rail switches 22 at the proximal end of the third form of section of rail 20 control whether a vehicle transits from the third form of section of rail 20 to a section of rail 16 in a branch route extending in one direction or to a section of rail 16 in a branch route extending in a second, opposite direction. Rail switches 22 also perform a corresponding function in respect of vehicles transiting from a branch route to a trunk route and vice-versa, and from one trunk route to another trunk route and vice-versa. The plural rail switches 22 are thus operated to determine a route taken by a vehicle through the network of rails 10. The transportation system further comprises a controller 24. The controller 24 generates plural control signals which each control a respective one of the plural rail switches 22. The controller 24 is located at a remote central location. In view of the network of rails 10 extending over considerable territory, the controller 24 is constituted in distributed fashion whereby there are in effect plural spaced apart controllers with each controller located in and operative in respect of a respective part of the network of rails 10. Where the controller 24 is constituted in distributed fashion, the controller 24 comprises at least one supervisory controller which provides for coordination of and cooperation between subordinate controllers. In some forms, the controller 24 has a hierarchical architecture with low level controllers each exerting control in a respective neighbourhood, medium level controllers each exerting control over low level controllers in a region comprising plural neighbourhoods, and a high level controller exerting control over the medium level controllers to thereby exert control across the whole network of rails 10.
[0081] FIG. 2A is a schematic representation of a rail switch 22, 32 of the network of rails 10 of FIG. 1. The rail switch comprises a first section of rail 34, a second section of rail 36, and a third section of rail 38. A length 40 of the first section of rail 34 which extends from the proximal end of the first section of rail is bendable. The length 40 of the first section of rail 34 is bent by operation of an electromagnetic drive (not shown) between first and second positions. When the length 40 of the first section of rail 34 is bent such that it is in the first position, the distal end of the first section of rail is aligned with the second section of rail 36 whereby a vehicle can transit from the first section of rail to the second section of rail and vice-versa. When the length 40 of the first section of rail 34 is bent such that it is in the second position, the distal end of the first section of rail is aligned with the third section of rail 38 whereby a vehicle can transit from the first section of rail to the third section of rail and vice-versa. The rail switch 34 of FIG. 2A is present where there are three sections of rail each leading to and from the switching location and as shown in respect of all but two of the switching locations in FIG. 1.
[0082] Where there are more than three sections of rail each leading to and from a switching location a cascade of switches is used. FIG. 1 shows two switching locations involving four sections of rail with a cascade of two switches present at each of these two switching locations. Although not shown in FIG. 1, the network of rails 10 has switching locations at which there is switching amongst more than four sections of rail. A cascade 50 of three switches 32 is shown in FIG. 2B. The three switches 32 of FIG. 2B are arranged in series whereby a vehicle transits from one switch to the next switch whereby the route of the vehicle is between two of five sections of line 52 each leading to and from the cascade 50.
[0083] A representation in cross section of a section of rail 16, 18, 20 of the network of rails 10 of FIG. 1 is shown in FIG. 3. The representation of FIG. 3 also shows a vehicle 62 supported over the section of rail 16, 18, 20. The section of rail 16, 18, 20 comprises two parallel lengths of rail 64, 66. Each of the two lengths of rail comprises a primary 68 of a linear switched reluctance motor disposed towards the top of outer edges thereof. The vehicle 62 comprises a secondary 70 of the linear switched reluctance motor on the underside of the vehicle and located on the vehicle such that it opposes the primary 68 of the linear switched reluctance motor. When the primary 68 is energised by an electrical supply, the primary 68 cooperates electromagnetically with the secondary 70 to propel the vehicle 62 along the length of rail 64. The vehicle 62 and each of the two rails 64, 66 also comprise an electrodynamic suspension system 72 which is operative to lift the vehicle off the rail and to maintain a gap between the vehicle and rail 64, 66. As can be seen from FIG. 3, the vehicle 62 straddles a first one 64 of the two rails 64, 66. The vehicle 62 of FIG. 3 is suitable for carrying a smaller volume of cargo. In an unillustrated form, the vehicle 62 shown in FIG. 3 is wider such that it straddles both rails 64, 66 with the linear switched reluctance motor being constituted by the parts of the primary 68 on the outer edge of each of the two rails 64, 66 and the electrodynamic suspension system 72 is constituted by the parts of the electrodynamic suspension system on towards the outer edge of each of the two rails 64, 66. The unillustrated wider vehicle is suitable for carrying a larger volume of cargo or passengers.
[0084] Although not shown in FIG. 3, the vehicle 62 has two pairs of wheels with each pair of wheels mounted on an axle. The wheels are mounted on the vehicle and of such dimensions that they engage the ground and provide minimal clearance between the vehicle 62 and the rail 64, 66 when the vehicle is stationary or moving at less than take-off speed of the electrodynamic suspension system 72. When operation of the linear switched reluctance motor has increased the speed of the vehicle to above the take-off speed, clearance between the vehicle 62 and the rail 64, 66 increases whereby the wheels are no longer ground engaging.
[0085] Each of the two rails 64, 66 shown in FIG. 3 has a bore 74 (which constitutes an elongate aperture) extending longitudinally therethrough. The bore 74 accommodates an electrical cable for providing electrical power to the primary 68 of the linear switched reluctance motor. Further to this, the bore 74 accommodates conduits and cables of public utilities to thereby consolidate the location of such conduits and cables. The conduits supply gas to residential and business premises, supply water to residential and business premises, and drain fluid from residential and business premises. The cables comprise electrical cables which provide electrical power to residential and business premises and transmit data to and from residential or business premises, and optical cables which transmit data to and from residential or business premises.
[0086] A block diagram representation of the vehicle 62 of FIG. 3 over a section of rail is shown in FIG. 4. The vehicle 62 contains a GPS receiver 82 which is operative to determine and track the location of the vehicle. The vehicle 62 also contains a radio transceiver 84 which is operative to transmit the location of the vehicle to the controller 24 of FIG. 1 for controlling rail switches and/or rail switch cascades 22. The vehicle further contains an inertial navigation system (INS) 86 which is operative to track the location of the vehicle. The INS 86 functions as a back up to the GPS receiver 82 in event of loss or degradation of the GPS signal received by the GPS receiver. A proximity sensor is constituted by a first part 88 contained in the vehicle and a second part 90 attached at a precisely known location on the rail 64/66. The proximity sensor is an optical proximity sensor, such as an infrared sensor, or a magnetic proximity sensor, such as a Hall effect sensor. When the first and second parts of the proximity sensor are aligned, the first part 88 generates a trigger signal. An active RFID reader is contained in the vehicle along with the first part 88 of the proximity sensor and an RFID tag is attached to the rail 64/66 along with the second part 90 of the proximity sensor. The RFID tag is encoded with the precise location of the second part 90 of the proximity sensor. The trigger signal is received by the active RFID reader whereupon the RFID reader interrogates the RFID tag and in return wirelessly receives the encoded precise location from the RFID tag. The received encoded precise location is applied to correct whatever drift error the INS 86 might have accumulated.
[0087] As can be seen from FIG. 4, the vehicle also contains a fuel cell 92 and a motor (not shown) which is driven by the fuel cell. The fuel cell 92 and motor are operative when the vehicle is in a part of the network of rails lacking infrastructure to provide for electromagnetic propulsion by way of the linear switched reluctance motor. The electrodynamic suspension system 72 is therefore inoperative whereby the ground engaging wheels of the vehicle 62 engage the ground. The ground engaging wheels are driven by the motor in dependence on power supplied by the fuel cell 92. The fuel cell 92 and motor find further use when the vehicle is moving along a vertically extending rail as is described below with reference to FIG. 5.
[0088] Although not shown in FIG. 4, a container can be attached to the roof of the vehicle 62 to provide additional space for carriage of persons and/or cargo. Alternatively or in addition, and to provide additional space, a container with rail engaging wheels is drawn or pushed by the vehicle 62. The container with rail engaging wheels is coupled to the vehicle 62 by a releasable mechanical coupling of known form and function.
[0089] Parts of the network of rails 10 of the transportation system are accommodated in an elongate rail partition structure. An elongate rail partition structure is present where the respective part of the network of rails 10 is underground or when it is desired to shield the part of the network of rails, such as from view or to provide for security. The rail partition structure comprises first to third surfaces with each of the second and third surfaces substantially orthogonal to the first surface to thereby define a channel. The rails 64/66 are supported on the first surface of the rail partition structure. The rail partition structure further comprise a fourth surface which is substantially orthogonal to each of the second and third surfaces whereby the first to fourth surfaces define an enclosed elongate space. The rail partition structure is thus structured and is sized such that vehicles travel within and along the enclosed elongate space defined by the rail partition structure. The rail partition structure is 1.3 to 1.5 m wide and is 1.3 to 1.5 m high. The rail partition structure is therefore of sufficient size to accommodate plural smaller cargo carrying vehicles 62 at the same time and at the same location along the elongate space defined by the rail partition structure. Further to this, the rail partition structure is of sufficient size to accommodate one people carrying vehicle 62 at any time and at the same location along the elongate space defined by the rail partition structure.
[0090] FIG. 5 shows the horizontal section of rail 64, 66 of FIG. 4 schematically along with schematic representation of a vertical section of rail 164, 166. The vehicle of FIG. 4 is not shown in FIG. 5. The vertical section of rail 164, 166 operates in the same fashion as the horizontal section of rail 64, 66 in respect of propulsion by the linear switched reluctance motor and in respect of repulsion by the electrodynamic suspension system. However, the change in effective direction of gravity vis--vis the rail reduces the effectiveness of the linear switched reluctance motor. The fuel cell 92 and the motor are therefore used as a supplementary source of power to drive ancillary wheels 94 mounted on the side of the vehicle shown in FIG. 4. The ancillary wheels 94 abut against part of the vertical section of rail 164, 166 to thereby provide traction. A further consequence of the effective change in direction of gravity vis--vis the rail is a tendency for the vehicle 62 to fall away from the vertical section of rail 164, 166. The vertical section of rail 164, 166 therefore comprises two parallel channels 102 which extend up the vertical section of rail. Each of the two parallel channels 102 receives and interlocks with a respective ancillary wheel 94 to restrict the extent to which the vehicle 62 may move away from the vertical section of rail 164, 166. The ancillary wheels 94 are brought into interlocking cooperation with the channels 102 by way of openings 104 in each channel which are at heights on the vertical section of rail 164, 166 corresponding to heights of the respective ancillary wheels 94 when the vehicle is stationary over the horizontal section of rail 64, 66.
