Light rail transport system for bulk materials

Abstract

A non-powered, light rail unit train (referred to as Rail-Veyor by the inventor) combination for the transport of bulk materials consisting of a plurality of connected cars open at each end except for the first and last cars, which have end plates. The train forms a long open semi-circular trough and has a flexible flap attached near the front of each car, overlapping the gap between car in front to prevent spillage during operation while allowing articulated movement of the train during transport. The lead car has four flanged wheels and tapered side drive plates at the front of the car for smooth entry into the systems stationary drive stations. The cars that follow each have parallel drive plates on either side of the car that are outside the two flanged wheels that are approximately the same width as the flexible drive tire. Each car has a clevis type hitch at the front and rear with the front clevis hitch connecting to the rear clevis hitch of the car immediately forward. Forward motion is provided by a series of appropriately placed fixed drive stations consisting of drive motors, gear reducers and horizontal flexible drive tires located on either side of the track which can be adjusted to provide sufficient friction on the aforementioned drive plates to transform rotational tire motion to horizontal thrust of the entire train. The motors at each drive station are controlled by use of an A/C inverter and controller whereby said motors are synchronized and both the voltage and frequency can be modified as needed to provide and adjust system operating needs. The flanged wheels are symmetrical to the side drive plates allowing operation in an inverted position which, when four rails are used to encapsulate the wheel outside loop discharge of the bulk material is possible. By using elevated rails, the train can operate in the inverted position as easily as in the convention manner.

1 . A non-powered railway train for transporting bulk commodities with a plurality of cars wherein each car has a pair of side drive plates and each car has a separate longitudinal semi-circular trough adapted to contain said bulk commodities comprising, 
 A) a lead car having a trough with a front end plate and a reduced distance between said side drive plates in front for smooth entrance to a drive station,    B) a rear car having a trough with a rear end plate, also with a reduced distance between plates at the rear of the car to reduce shock when train exits a station,    C) a multiple of intermediate cars coupled to said lead car, the rear car, and each other by a clevis type couplings whereby the troughs of said cars are aligned to produce an overall open trough with gaps between cars and    D) a flexible flap mounted near the front of said intermediate cars so that said flap extends over the gap between said cars and acts as a seal and discharge chute when the train is unloaded using an outside loop.    
   
   
       2 . The train set forth in  claim 1  wherein 
 said rear car and intermediate cars have projections on the lower third of the front end of each of said side drive plates which extend past said gaps, and 
 A) lead car, intermediate and rear cars have circular openings on the lower rear end of each of said side drive plates which are larger than said upper projections, which allow continuous tire contact between cars during operation yet allows rotation of adjacent cars during dumping and other transport variables.  
   
   
   
       3 . The train as set forth in  claim 1 , wherein said troughs have a semi-circular cross-section that provides for more efficient sealing between cars than square or the flat bottom and angled straight sided troughs as illustrated in previous patents.  
   
   
       4 . A railway train with external drivers for transporting bulk commodities comprising in combination: 
 A) a plurality of cars coupled together to form a train having a lead car, a multiple of intermediate cars, and a rear car with each car having a pair of car length side drive plates and a longitudinal trough adapted to contain said bulk commodities whereby said lead car has a reduced distance between said side drive plates in the front of said car and a front and rear pair of car wheels,    B) one or more pairs of electric drive motors mounted adjacent to said train with drives means to provide controllable frictional contact with said side drive plates whereby said train can be moved forward and backward, and    C) A/C inverters and controller connected to every pair of drive motors whereby said motors are synchronized and both voltage and frequency can be modified as needed, and overall system control is maintained.    
   
   
       5 . The drive system as set forth in  claim 4  that by utilizing a stationary vertical post to support the entire drive system including motor, gear reducer and drive tire is rotated against the side plate of the train with the drive station pressure maintained by a screw-jack system pushing the drive system to make sufficient contact to control slippage and allow for varying the pressure as condition variables occur, 
 A) the combination of a flexible drive tire and side plate pressure system using screw-jack system provides simple but positive pressure, and the ability of making rapid adjustments when required,    B) the entire drive system including pressure provider is mounted on two vertical posts, on each side of the track with either system replacement facilitated by simply lifting entire drive off posts, disconnecting power cords and replacing drive unit with new or repaired units in very short period of time. No substantial structure required for drive system support is required,    C) and without large fixed structure to support drive system the systems mobility is greatly facilitated. As a specific site requirements change, the ability of moving drive stations, light rail un-ballasted track and other required components is easily accomplished without complicated and specialized equipment.    
   
   
       6 . As referenced in  claim 4 , inverter control system provides for multiple train systems and controls to prevent system malfunctions, and reduces the potential for operator error, 
 A) and inverter controller allows ability to only operate a drive station when a train approaches a station, and shuts it down when a train leaves,    B) with the inverter allowing synchronization of adjacent drive stations so that a smooth transition occurs when a train is still in contact with a station at the tail end of a train when the next station drive obtains control of the train at the front end,    C) and inverter signals that can be used to provide for total system shutdown if a single drive station in out of service or obstacle occurs,    D) and integrating inverters from drives and other operation functions such as automated train loading expands upon the increased flexibility to the system they offer.    
   
   
       7 . As referenced in  claim 1  the train is non-powered and free rolling with mechanical control maintained by side pressure from the horizontal drive tires. 
 A) A combination generator and battery pack used to provide power by use of a rotary wheel generator making contact with the rear wheel of the lead car,    B) the energy generated can provide power for strobe light, obstacle sensing unit, warning siren, sensor signal transmitting devise to be a backup signal to start a drive station if fixed signal fails and an Radio Frequency transmitter to alert next station that overall system shutdown is required.    
   
   
       8 . As referenced in  claim 6 , all drive stations shall require a combination braking system, 
 A) With a dynamic braking system to prevent train from having un-controllable acceleration during extensive downhill powered or un-powered runs, a requirement when multiple trains are operating on the same track system,    B) and each drive station will have a positive lock down brake such as a disk, brake shoe, tension band or drive plate clamps with a suitable braking material that, depending upon application, is sufficient to stop the train and hold in position when a power outage occurs or other system repairs are required to shut down the whole system. This brake will automatically be activated when there is no power and be deactivated when the bulk material transport system is started up. This brake location is within the wheel of the drive tire, direct coupled to the electric motor or adjacent to but external to the drive unit.    
   
   
       9 . As referenced in  claim 1  a method of utilizing existing side drive plates used to provide forward motion, which can also provide friction reduction of car wheel flanges during twist phase required when train completes dumping cycle in inverted position and is rotated back to normal operating position that, at and near the 90° or ½ of the rotation, that free rolling rollers are installed and mounted parallel to the drive plates at that particular position so that the plates are lifted slightly to take the total weight of the car off the flange of the wheels, which normally would be skidding along the track at that 90° position.