Electrical transportation system
United States Patent H 1 [11] 3, Alimanestianu Apr. 1, 1975 [54] ELECTRICAL TRANSPORTATION SYSTEM 3,687,082 8/l972 Burke, Jr. 104/152 [76] Inventor: Mihai Alimanestianu, 468 Park Ave South Upper Nyack. NY. 10016 Primary Examiner-M. Henson Wood, .lr. Assistant Examiner-Reinhard J. Eisenzopf [22] F&#39;led: 1973 Attorney, Agent, or Firm-Philip G. Hilbert [21] Appl. No.: 333,045  
  [57] ABSTRACT [52] US. Cl 1 /152, l04/l49. 3l8/2l l In a transportation system, a vehicle driven by an in- [51] Int. Cl B60m 5/00 d i t r, is guided along a given path. Adjacent Field of Search to the path is at least a section of electrical conductor 318/204, 212, 135, 22 1, 373, which is electrically connected to the induction motor 187/29 R by means of pickup or collector shoes on the vehicle. The speed of the vehicle is controlled by varying the References Cited frequency of the electrical power fed to the electrical UNITED STATES PATENTS conductor. This can be accomplished by using a 716,101 12/:902 Potter 318/211 Power Source Whose frequency varies with time Or y 919,302 4/1909 Armstrong 104 49 using several power sources, each having a different 1,710,326 4/1929 Swartwout 104/149 frequency; each of such power sources being con- .772 1/1930 Harrington 318/21 l nected to a different segment of the section; such seg- 2,l l8.2l9 5/l938 Mellon.r.........,.................... 3l8/228 mer ts being insulated from each other. 2,835,346 5/1958 Burgy 187/29 R 3.313992 4/1967 Bohn 318/212 2 Claims, 5 Drawing Figures PIITENTEB APR 1 SrEiET 1 F 3 FIG!  UTILITY /CURRENT 26 60 Hz FIG.4  
 firLAMPLI .r-LAMP g DIRECTION OF TRAVEL-D TGTPHOTOCELL g1 Iij L I 1 INVERTER 50A FROM VAR. FREQ.  
  INVERTER g 505-? l -coNTRoL ,To VAR. FREQ. 0.c UNIT INvERTERg SOURCE 5 2 1 ELECTRICAL TRANSPORTATION SYSTEM BACKGROUND OF THE INVENTION This invention pertains to transportation systems and more particularly to systems having a large number of individually powered vehicles operating over fixed guideways such as Personal Rapid Transit Systems.  
  At the present time the most practical and efficient means of propulsion for such systems is an electric motor on each vehicle; the motors being energized from the wayside by live or third&#34; rails, together with collector shoes on each vehicle.  
  In known systems, AC. power is used, with rectiflers or motor generators on the vehicles for converting the AC. current to DC. energy for powering D.C. drive motors on the vehicles. The alternative is to use inverters (frequency changing devices) on the vehicles to energize A.C. drive motors. Such onboard devices control the velocity of the vehicles including acceleration; operating speed and decelaration of the vehicles.  
  While such systems perform satisfactorily for multivehicle trains. they would be too costly for use in PRT systems which is based on a large number of small capacity individually propelled vehicles. Such costs are increased because each vehicle would require in addition to its propulsion motor, velocity control means such as rectifiers, motor generator sets or inverters. In addition. such velocity control means are relatively delicatc and subject to shock and vibration when mounted on moving vehicles; resulting in frequent malfunctions and expensive maintenance costs.  
  Accordingly. an object of this invention is to provide an improved power supply for electrically propelled vehicles in PRT systems.  
  Another object of this invention is to provide improved means for controlling the velocity of such vehicles.  
  A further object of the invention is to provide a control system which is shifted from the vehicles to the right of way, thereby eliminating a number of the disadvantages of conventional control systems.  
  Briefly, the instant invention contemplates in a transportation system based on a substantial number of electrically propelled vehicles, apparatus for changing the velocity of the vehicles which are guided along a given path. Adjacent and parallel to the path, there is disposed an electrical conductor which is conductively connected to the induction motors on the vehicles which propel the vehicles.  
  A power source is connected to the electrical conductor which delivers power to such conductor at a varying frequency to thereby control the rotational speed of the induction motor and thus control the operation of the vehicles.  
  Other objects of this invention will in part be obvious and in part hereinafter pointed out.  
 DESCRIPTION OF THE DRAWINGS In the drawings, FIG. 1 is a schematic track or guideway layout of a transportation system embodying the invention;  
  FIG. 2 is a schematic representation of a portion of the mainline thereof together with a vehicle of the systern;  
  FIG. 3 is a schematic of a portion of a decelaration section of the system of FIG. 1;  
 LII  
  FIG. 4 is a schematic of a station section of the sys tem of FIG. 1; and  
  FIG. 5 is a schematic of the acceleration section of the system of FIG. 1.  
 DESCRIPTION OF THE PREFERRED EMBODIMENT In FIG. 1 there is shown a track layout 10 of the essential sections of a transportation system having a mainline portion 12 and a single station spur 13 comprising a decelarating section 14, a station section 16 and an accelerating section 18. Although the layout 10 shows a simple oval mainline section and a single station spur, it is understood that the system may encompass a more complex mainline section and a plurality of station spurs.  
  As shown in FIG. 2, a typical section comprises track 20 mounted on the usual ties 22. Adjacent track 20 which acts as a guideway and substantially parallel thereto is an electrical conductor 24 or third rail.&#34; A source of utility current 26 (60 Hz AC.) is connected to conductor 24. A vehicle 28 traverses track 20 by AC. induction motors 30 mounted on the vehicle and suitably connected by shafts and gearing, not shown. to drive wheels 32.  
  Motors 30 receive electrical energy via collector shoes 34 which make sliding contact with conductor 24. The rating of motors 30 and the gearing is such that when 60 Hz current ofa given magnitude is fed to conductor 24, the vehicle 28 will move on track 20 at a given constant preselected speed over the mainline 12.  
  In operation, vehicles 28 traverse mainline section 12 and are suitably switched to station spurs 13 by means of remotely controlled switches and switching means. Thus, assuming that a vehicle 28 is travelling on mainline section 12 in a counterclockwise direction, FIG. I, and is to stop at station section 16. As the vehicle 28 approaches switch S1, the switch is operated by suitable means, not shown. to direct the vehicle on to station spur 13.  
  When the vehicle is on the deceleration section 14, it is decelerated by applying a progressively decreasing frequency AC. to the motors 30, with such frequency decreasing from switch S1 toward station section 16. When the vehicle is in station section 16, it is brought to a halt by a braking action which involves applying DC. to the motors. After a suitable time interval to permit loading and/or unloading, an AC. whose frequency increases with time from zero Hz to 60 Hz is applied to the electrical conductor of accelerator section 18 to accelerate the vehicle 28 to its normal cruising speed as it enters the mainline section 12 via switch S2 suitable operated by means not shown.  
  The means for producing the aforesaid deceleration, acceleration and braking, is set forth in FIGS. 3, 4 and 5. Thus, in FIG. 3 there is shown a portion of deceleration section 14. The electrical conductor or third rail is divided into a plurality of linearly displaced regions 24A, 24B, 24C, etc. which are insulated from each other. Each region is energized by an AC. of different frequency with the frequencies monotonically decreasing in the direction of travel of the vehicle.  
  For example region 24A is energized by a 50 Hz inverter or frequency changer; region 248 by a 40 Hz 408, etc. The inverters 40A, 40B, etc., receive their energy from 60l-Iz utility current source 26. Thus, as a vehicle moves in the deceleration section 14, the motors 30 are constrained to rotate at successively lower speeds.  
  If the transition from region to region is too abrupt, the deceleration may be further refined by dividing each region of the electrical conductor into subsections. For example region 24A is divided into subsections 44A. 44B, 44C and 44D with each subsection receiving a different current of progressively increasing amplitude in the direction of travel. Accordingly, subsection 44A is coupled via resistor 46A (or step-down transformer) to inverter 40A; subsection 44B via resistor 46B, subsection 44C via resistor 46C and subsection 44D is connected directly to inverter 40A.  
  The resistors or stepdown transformers are chosen so that subsection 44A receives 50 Hz A.C. with an amplitude equal to only 40 percent of the maximum value; subsection 448 receives 50 Hz A.C. with an amplitude equal to only 60 percent of the maximum value; subsection 44C receives 50 Hz A.C. with an amplitude equal to only 80 percent of the maximum value; and subsection 44D receives 50 Hz A.C. with maximum amplitude. The remaining regions can be similarly designed. However, it should be noted that the number of regions, the choice of frequencies, the number of sub sections and the increments of amplitude attenuation can be varied and not necessarily restricted to the val ues set forth above.  
  As the vehicle 28 reaches the end of the deceleration section 14, it is travelling at a highly reduced speed as it enters the station section 16, see FIG. 1.  
  In FIG. 4, the electrical conductor 24F opposite the tracks is connected to the movable contact 50M of a mechanically stepped switch 50 which is normally connected to fixed contact 50A which is connected to 6H2 inverter 40F. When the vehicle interrupts the light beam between lamp L1 and photocell Pl, a pulse is transmitted to control unit 52 which moves contact 50 M to engage fixed contact 503 of switch 50 connected to DC. source 54 and direct current is fed via conductor 24F to the motors on the vehicles to thereby apply a braking force which completely stops the vehicles. The pulse can also initiate a timing cycle to permit the loading and unloading of passengers. At the end of the timing cycle, the doors of the vehicle are closed, contact 50M is stepped to contact 50C and a pulse is fed via line 56 to energize a variable frequency inverter 58 shown in FIG. 5.  
  Variable frequency 58, hereinafter more fully set forth, applies an A.C. having a frequency which monotonically increases from zero Hz to 60 Hz in a given time interval. Thus, this frequency increasing A.C. starts energizing the motors of the vehicle which starts moving to the left toward the acceleration section 18.  
  When the vehicle interrupts the light beam between lamp L2 and photocell P2, a pulse is fed to control unit 52 which steps contact 50M to fixed contact 50A to prepare the station section 16 to receive the next vehicle.  
  The acceleration section 18 shown in FIG. 5 includes a section of guideway with a section of electrical conductor 24 adjacent thereto. The conductor 24G is connected to variable frequency inverter 58 which can be a motor generator set or the like and which is energized by 60 Hz A.C. and when energized starts generating an alternating current which smoothly increases in frequency from zero Hz to 60 Hz.  
  When a signal or control pulse is received on line 56 from control unit 52, FIG. 4, solenoid operated switch 62 closes. connecting current source 26 to inverter 68. It will be recalled that this occurs when the vehicle is to leave the station section 16. As the vehicle moves out of the station section 16 as described above, its collector shoes make contact with conductor 246 and the induction motors receive an alternating current which increases in frequency so that the vehicle gradually accelerates to cruising speed by the time it reaches switch S2 for movement on the mainline 12.  
  It should be noted that the acceleration section could also be similar to the deceleration section except that the frequencies increase in the direction of motion.  
  It should also be noted that although no current returns have been shown, one of the tracks could be grounded or connected to the current return system.  
  It is further understood that the instant disclosure relates to the basic propulsion system in respect of the control of the motors on the vehicles from the wayside to regulate decelaration, acceleration and other movements of the vehicles.  
  It is also understood that the system herein set forth may be applied to various forms of induction motors including linear motors.  
 I claim:  
  1. A transportation system comprising: guiding means for guiding a vehicle along a path; an electrical conductor disposed along said guiding means; a vehicle, an induction motor on said vehicle for propelling the vehicle; pickup means on said vehicle for conductively connecting said induction motor to the region of the electrical conductor adjacent said vehicle; a first section of said electrical conductor being disposed adjacent a first portion of said guiding means, a first power source means for applying power of constant frequency to said first section of electrical conductor; a second section of said electrical conductor insulated from said first section and disposed adjacent a decelerating portion of said guiding means, said second section of said electrical conductor comprising a plurality of calinear segments insulated from each other, at least a first of said segments comprising at least two subsegments insulated from each other, a second power source means comprising a plurality of AC power supplies each operating at a different frequency, said power supplies being connected to successive segments such that the frequency of the AC power to such segments decreases from segment to segment in the direction of vehicle travel and means associated with the AC power supply connected to said first segment for transmitting a different amplitude of AC power to each of said subsegments wherein the subsegment first to be utilized by the vehicle receives a lower amplitude of AC power than the second subsegment so that the induction motor produces a progressively increasing braking torque; and a third section of electrical conductor disposed adjacent an accelerating portion of said guiding means and a third power source means for transmitting AC power to said third section of said electrical conductor which has a frequency increasing from a first frequency to a second frequency in a given time interval when said third power source means is energized.  
  2. The apparatus of claim 1 and further comprising a fourth section of electrical conductor extending from one end of said third section and insulated therefrom.  
  3,874,301 6 and means operative when said vehicle is at restand oppower source means to transmit power for only said posite said fourth section of electrical conductor to time interval and wherein said first frequency is subconnect said fourth section, via said third section. to stantially zero Hz.  
 said third power source means and to energize said