. March 12, 1940.
TRACK AND VEHICLE THEREFOR, PARTICULARLY FOR USE AS TOYS Filed July 30, 1958 4 Sheets-Sheet 1 INVENTOR ATTO R N Y H. v. FLINN 2,193,687
H. V. FLINN March 12, 1940.
TRACK AND VEHICLE THEREFOR, PARTICULARLY FOR USE AS TOYS Filed July 39. 1938 4 Sheets-Sheet 2 A! 1ORN Y March 12, 1940. v, FUNN 2,193,687 TRACK AND VEHICLE THEREFOR, PARTICULARLY FOR USE AS TOYS Filed July 50, 1938 4 Sheets-Sheet 5 U. 5;. y as #4919 22 ("z 5p 5; 56.2
INVENTOR ATTORN EY March 12, 1940. H. v. FLINN 2,193,687
TRACK AND VEHICLE THEREFOR, PARTICULARLY FOR USE AS TOYS Filed July 30, 1938 4 Sheets-Sheet 4 ATTORN Y Patented Mar. 12, 1940 UNITED STATES TRACK ULARLY FOR USE AS TOYS vlingo Victor Flinn -Cooleen, Rushbrooke, Cobb,
' Eire Y Applicationluly 30l1938', Serial No. 222,129 In Great Britain June 8, 1937. Y
16 Claims. (Cl. 104'164) This invention relates to rail tracks and vehicles therefor and refers more particularly but,
' not exclusively to such tracks and vehicles which are intended for use as toys.
The object of the invention is the provision, of
an improved apparatus of this character, and, in
accordance with the invention, the track is essen tially a monorail track mainly 'constituted'by wire in a state of tension and the vehicle comprises one or more pulley wheels which run on said track. and from which the main body of the vehicle ispreferably suspended; In order that the invention may be the more clearly understood a toy" railway system in accordance therewith will'now be described, reference being made to the accompanying drawings, wherein:
t Figure l is a perspective view of a closed loop toy railway in accordance with the invention.
Figure 2 is a side elevation of a point switch employed in the loop railway of Figure 1, said point switch being in its normal or straight through position.
Figure 3 is a sectional plan of the the line 3--3 of Figure 2. I
Figure 4is a similar view to Figure 3 showing the switch in its other position.
same on Figure 5 is a cross section on line' 5-5 of Figure 3.
Figure 6 is a cross section on line 6-6 of Figure 3. I
Figure '7 is a side elevation of an alternative point switch in its normal or straight through position.
Figure 8 is a plan of the same.
Figure 9 is a similar view to Figure 8 showing the switch in the other position.
Figure 10 is a plan of a cross-over employed in therailway of Figure 1. v i
Figure ll is a side elevation of the same.
Figure 12 is a diagrammatic plan of a socalled lay-by illustrating the way in which the latter can serve in the capacity of a turntable.
Figure 13 is a plan of an adjustable corner piece which may be employed in the system.
Figure 14 is a cross-section on line. I i-I' l of Figure 13. v
Figure 15 is a side elevation of the portion shown in cross-section inFigure 14.
Figure 1.6 is across-section of a-dual conductor which may be employed in the systems Figure 1'7 is asimilar view of a slight modification of Figure 16. I
Figure 18 is a cross-section of an end structur system; 1
'Referring first to Figure 1, thisshows a closed loop monorail and a vehicle I provided with overhead pulley wheels 2 and 3 which are adapted to run on said monorail'and fromwhich the vehicle is suspended. l
The closed loop monorail may be of oblong form as shown having straight sidesandcurved' ends, the two ends being comprised in respective rigid structures 6 and 5 and the sides being'constituted by wires 6 and 1 in a state of tension between said two structures.
Each of the two end structures 4' and 5 may consist of a rigid horizontal plate structure hav or corner piece which may be employed in the ing a curved edge at'whichis an upwardly prolengths of wire 6 and I may be connected between opposite ends of the flanges by soldering, grub screws or the like. It is preferable that even where the wire passes through the flange 8 it should be fastened-at the entrance and exit by soldering, grub screws or the like to reduce the collapsing strain on the curve. In either case the flanges will-bepreferably extended as shown a short distance beyond the main portion of the plate in adirection tangential to the curve, theseextensions having lateral resistance but being bendable. Thus the stress on the plate comes as a straight pull and the angle of any wire not tangential to the curve is made smooth.
The end structures, including the flanges, must be strongly and. rigidly made as they must serve to hold the wire in considerable tension so as to prevent it from sagging when it is supporting the weight of thevehicle. Within theconfines of the closedloop monorail and supported thereby may be provided various branch rails-for example a cross rail 9 running across from the side run 6 'of the loop to the side runl, and an auxiliary closed loop a part of. one of whose side runs is coincident with a partof the side run I of the main loop as shown.
Such an arrangement will involve the provision of points it] at the junctions of the cross rail 9 and the side runs 6 and I of the main loop and at which the said cross rail 9 crosses the inner side run ll! of the auxiliary loop.
The auxiliary loop will be constituted in the same way as the main loop, consisting of two rigid end structures l3 and M from which side wires extend. These end structures may be located just within the end structures 4 and 5 of the main loop and supported therefrom by means of connecting links I5 and I 6 which maintain the necessary tension in the wires of the auxiliary loop. These connections l5 and I 6 are bridged as shown to enable the pulley wheels 2 and 3 to pass over the flanges 8.
The propulsion of the vehicle I may be effected by gravity by mounting the closed loop so that it may be tilted to and fro in such a way as to cause the vehicle to run continuously around it. Thus one of the end structures, say 4, may be fixed and the other may be mounted in such a way that it may be tilted about the longitudinal centre line of the whole loop. It will be clear that if the vehicle l is on this tiltable end structure, it can be made, by tilting the latter, to run down to one of the wire runs and then by tilting the end structure in the reverse direction the vehicle can be made to run down this wire run onto the other end structure which it will traverse by virtue of its own momentum. Then by reversing the tilt of the tiltable end structure once more the vehicle can be made to run back along the other wire run onto the tiltable end structure once more.
By manipulating the points lo, the vehicle I can be made to run over the cross wire 9 instead of the fixed end structure 4, or it can be made to run onto the auxiliary loop; and it can be made to run round this auxiliary loop in the same way as the main loop, that is to say by making one of the auxiliary end structures tiltable.
In some cases it may be preferred to make both of the end structures tiltable in both the main loop and the auxiliary loop.
In practice the end structures 4 and 5 of the main loop may be mounted at points mid way of their length on respective supporting stands or brackets ll adapted to be rigidly mounted on the floor or supported from a wall.
Alternatively, the vehicle I may be propelled by means of a motor carried thereby and driving one or more of the overhead pulley wheels 2 and 3 from which the vehicle is suspended. In this case the driving pulley may be made to freewheel automatically or under control to meet certain conditions as for instance to run through unelectrified portions of switches or to coast by gravity. Such motor may be either clockwork or electric; in the case of the motor being electric. the wire rails, end structures and other fitments may form one arm of the circuit, being connected to oneterminal of the motor through the supporting pulleys; and the other arm of the circuit may be constituted by a wire 18 located underneath the loop and extending in a direction longitudinally thereof, said wire having a trolley l9 running therealong which is connected to the other terminal of the motor through a suitable connecting wire 20. As the vehicle runs round the loop the trolley if! is pulled to and fro along the longitudinal wire 18.
To prevent the connecting wire 20 from becoming twisted and tangled, the connection thereof to the trolley It may be through the medium of an arm 2| mounted on the top of the latter and rotatable in a horizontal plane.
The longitudinal wire l8 carrying the trolley may conveniently extend between the two supporting stands or brackets 51 near their lower ends.
In an alternative arrangement the single wire rail may be replaced by a dual conductor and the current from both arms of the circuit collected by the pulleys supporting the vehicle, all as described in the specification of my co-pending application S. No. 182,044 filed December 28, 1937. In this case the various fitments such as the end structures, points, cross-overs, pulley wheels and the like may have to be duly modified as will hereinafter appear.
Referring now to Figures 2 to 6, which illustrate one form which the points in may assume, the trunk rail portion 22 and each of the two branch rail. portions 23 and 24 are constituted by strips of say brass, and the movable or switch rail portion 25 is constituted by a flexible strip of spring steel having a small portion 25a of the strip brass soldered to its moving end to ease the transition. from the spring steel to the brass strip. At its other end said spring steel strip is soldered to the trunk rail portion 22 and it is adapted, by virtue of its own resilience to bend alternatively into line with the branch rail portions 23 and 24.
The supporting of the trunk rail portion 22 and the two branch rail portions 23 and 24 is effected by means of a rigid metal connecting structure, comprising a horizontal flange 26 on the edge of which the portions 22 and 23 are rigidly mounted, a second horizontal flange 21 on the edge of which the portion 24 is rigidly mounted, and an integral plate structure 28 connecting said horizontal flanges and passing overhead as shown so as to permit of the passage of the pulley wheels when passing between the portions 22 and 23.
The movement of the switch rail portion 25 between its two positions is effected by means of a V shaped plate 29 of sheet metal soldered to the part 25a of the switch portion 25 and hearing a pivot pin 3i near the other end of the portion 25 which both turns and slides in a slot 32 in the flange 26. This plate 29 is formed with an upturned lug 33 whose engagement with the structure 28 limits the movement in one direction. the movement in the other direction being limited by the engagement of the part 25a with the flange 26. The switch portion 25 is biased by its own resilience to the straight through position and it may be moved to its other position by means of a string 34 attached to a lug 33a on the lug 33.
It will be appreciated that a third branch rail or indeed any number of further branch rails may be supported by an extension or extensions of the connecting structure.
When a multiple point or this character is employed, the correct alignment of the switch rail portion with the inner branch rail portion cannot be determined by means of stops engaging said switch rail portion. A suitable method of actuating the switch rail portion in this case is to bias said switch rail portion to one extreme position at which it is limited by means of a stop and pull it to the other positions by means of respective flexible Wires or strings which pass through holes in a fixed bracket and carry respective stops which engage said bracket when the switch rail portion is in line with the respective branch rail portions.
For securing the three rail portions 22, 23, 24
tothe wires each portionih-as it's uppeiirsurface recessed for a space, fronrzits-end assat filiz and a thinsheet metal hood :iifiais': soldered" on: theend :of the portion so as to cover this-recess and form a longitudinal hole therewith into whichrthe-wire mayv be inserted. The securement of'the'wire is then effected by means ofagrub screw 31 screwed into theunderv side of; the respective rail portion as shown. I
Referringnow to Figures 7 to.'9,.this illus trates a somewhat different .form of;point; switch. in which, when running straight. through from theutrunk portion 22L-to thebranohportion 23 the. end of said branch: portion extends; close to thetrunk portion as shown in Figure 81 and no switch portion is employed- Wherrrunning from the-trunk portion 22' to the branch portion. 2 h
the: switch portion-25b is moved into the position shown in Figure 9, into line between the'trunk i portion 22 and the branch portion 24, and thereby pushes the end of the branch portion.23
(which isflexible) out of the line ofthe trunk portion 22. y
In this arrangement, as in the preceding arrangement, the trunk and branch portions are mounted on flanges 2E and 2? connected by an overhead structure 28, but, as stated the branch portion 23 extends right up to the trunkportion 22 and, throughout the major part of its length ,is 'disconnected from the flange 26 so that it can be flexed to theposition of Figure 9. The switch portion 25b is comprised in a single piece of metal including a vertical axis partziiilv which is rotatably mounted in the structure 28 and a crank part 39 extending between said axis part and the switch portion 252) so that the latter can be moved into, and out of, its operative position as shown. The upper end or the axis part 38 is bent over to form an actuating handle 48. The end of the switch portion-25b carries a. downward and lateral projection M which engages adownward projection on the end of the bran h portion 23 to prevent said switch portion and branch portion actually coming in contact and thereby interfering with one flange of the pulley wheels. This construction may suitably be lighter than that just described, the several rail'portionsconsisting simply of wire. i a
It will be appreciated that the points are supported simply by the fixed rail portions being connected to the wires forming continuations;
therefrom, which wires are maintained in considerable tension as heretfore stated.
Referring now to Figures 10 and 11 in which the cross-over H is illustrated, this comprises two cross rail portions crossing one another and each divided at the crossing point so as to give passage to the pulley wheels when running on the other, together with the arms by which the vehicle is suspended frornsaid pulley wheels. Thus the four separate rail pieces i2, 43, M; are supported in correct spacodrelation by means of an overhead bridgingstructure, and a movable rail portion-ii is provided pivotedabout a vertical axis M so as. to come into line: with either of. the pairs 62, 4 1 or 43, 45. 1
In the arrangement illustrated the bridging structure comprises a vertical plate tilt bent at right angles as shown and carrying horizontals flanges 49 and 59 at its lower edge on whose edges the pieces 42 and 43 are mounted, and'-two.:verti-. cal plates 5| and 52 at right angles to .one'another carrying horizontal flanges 53 and 54 at their.
. lower edges on whose edges the pieces Mend, 45
are mounted. The plates 48, iii and 52 areall crossing, point.
whereby'they: arevsecuredinto a rigid structure;
Theimoyable rail portion 45 is carried by a shortvertical spindle (not visible) mounted in a: horizontal. plate-:fifia secured to the underside. of. the flanges 49xand15llL-and the lower endof this short vertical spindle: carries a pinion 5-1 which meshes with a larger pinion 58 carried on the lower and of; a spindle 591 which bears in the horizontal plates and l'aiinand carries at its up.- per end a milled knob. 60. Thus by rotating the. milled knobfillthemovable-rail portion Q6 may be rotated to and from its two positions.
The connectionsxfrom the-four rail. pieces to the wires are as willbe seen from the drawing identicalwith thosejof. the switch shown in Fig-- ures 2v to 6..
The. crosseover; like. the points, is supportedv solely-by the tensionofxthe wires connected to-thecross-rail portions.
In a somewhat'modifiedform of cross-over the angleoi the crossing. maybe adjustable. Thus, inplace of. the single, rigid. overhead-bridgingstructure, two component overhead bridging;
structures maybe-provided-pivoted together, each of said component bridging. structures supporting the-twocomponent pieces of each cross rail p01..- tion and thev pivotal, axis passing through the 111.18. manner. analogous to the preceding, arrangement; each. component bridg ing structures/ill, comprise underneath flanges which support the. pieces; of'rail. -The pivoting,
togetherof the two component bridging struc-.
tures may be effected notonly overhead but also between twooithe underncathflanges. A space must beprovided betweeneach ofthe other unj derneath flanges and .thescrossing point to give passagetothe said arms supporting the vehicle as will be clearly understood. With this arrange ment the;movable rail portionneed not be provided; I
' It will be readily appreciated that the point structures heretofore described could also, in a somewhat analogous manner to the cross-over, be made so. that the anglebetween the two branch rail portions is adjustable...
Anotherdevice'whichmaybe incorporated is a. lay-byi or"pass-ou, That is to say, a deviceby; which the vehicle may be laid by on a short length-of lay-by rail, say parallel to one of the wire runs of the main loop. Such a device is indicated at Si in Figure 1 and mayconsist simply of a combination of two points similar to that heretofore described with reference to Figures 2 to 6 or 7 to 9, .said points havingcommon' branch rail, portions at opposite ends of which the switch rail portions are located, with thetrunk-rail-portions beyond said switch rail portions as .Will. be readily understood. The trunk: rail portions are connected as continua-- tions of the two portions of the wire run of the main loop and one of the branch rail portions constitutes, the lay-by rail while the other runs straight through .in line with the trunk rail portions. v I
. The lay-bytl is supported in the system part:- ly by. the, portions of the wire run in which it is connectedandpartly by; additional bracing wires 63 and 64- extending. from the supporting structure thereof to,.say, the end structure 5- of the main loop and the supporting structure of the cross-over -Il. v It should be noted that this. lay-by can serve in the, capacity ofa turntable for reversingthe orientation of the vehicle on the line. This is illustrated in Figure 12 which is a diagrammatic plan of a lay-by. Referring to this figure the references 65 and 6S designate the trunk rail positions, 61 the common branch rail portion which constitutes the straight run through, 68 the common branch rail portion which constitutes the lay-by rail and 69 and I0 the two switch rail portions.
If 2, 3 represent the two pulley wheels of the vehicle I (both of which are capable of swivel ling about a vertical axis) 2 being the driving pulley, and if the vehicle is moving from left to right of the drawing, if the switch rail portion 69 is put in the straight through position shown until pulley 3 has crossed it as in position A of the vehicle and is then put in the diverting position until pulley 2 has crossed it, pulley 3 will continue along the straight line 61 and pulley 2 along the lay-by line 68 until when they reach the centre position, the distance apart of the two rails then being equal to the distance apart of the two wheels and the lay-by rail 68 for its centre portion being circumferential with respect to the centre point of the straight through rail 67, wheel 3 will stop at the centre point of the straight through rail and wheel 2 will continue from position B to position C with wheel 3 stationary and finally will pull wheel 3 after it. The switch point portion 10 will be at the diverting position until wheel 2 has crossed it to position D after which it will be put to the straight through position until wheel 3 has crossed it. The vehicle I has now completely reversed its orientation.
Instead of each loop being supported from two end structures it can be supported from four or more corner pieces each being, in effect, one half of an end structure as heretofore described. Such corner pieces may be supported from the walls of a room or from suitable brackets or from other supports such as trees; and in some cases the track need not form a closed loop. In like manner the point or lay-.by structures instead of being supported by the wire track may be formed so as to be directly supported from walls or other support and may accordingly assist in supporting the wire track. In all such cases, the corner pieces and/or point or lay-by structures are preferably attached to their supports by links which fit into any of a number of holes and thereby admit of correct alignment and tightening up of the system.
The corner pieces, instead of being rigid may be adjustable and an example of an adjustable corner piece is illustrated in Figures 13 to 15. Referring to these figures the corner piece comprises two arms H and 72 made of fiat metal pivoted at 73 and supporting at their ends the flexible rail piece 14. To enable the rail piece 14 to accommodate itself to different angles of adjustment of the arms 12 and 73 the securement thereof to the arm H is such as to permit the rail piece to slide longitudinally. This securement takes the form of a chair 15 rigidly mounted on the arm 1|. A set screw 16 passes from underneath through the arm ll into the chair [5 and engages the rail piece 14 for securing the same firmly in the chair 15 when the required adjustment is obtained. The attachment of the rail piece to the other arm 12 is rigid. The reference Tl designates a hook or the like for securing the corner piece to its support. Means may also be provided at 13 for clutching the two arms at the required adjustment. The rail piece 14 may of course be connected to the Wires by means similar to that described in connection with the switch of Figures 2 to 6.
In the case where a dual conductor is employed as heretofore stated, the end structures and corner pieces will have to be duly modified. Where a twisted dual conductor is employed continuing right through a rigid end structme or corner piece the curved edge of each horizontal plate of such end structure or corner piece instead of being formed with an upwardly projecting flange constituting the curved end of the track, may be formed with a number of upstanding lugs which, contacting with points of like polarity, support the dual conductor at the curved end of the track, the said dual conductor being continuous throughout.
Alternatively such twisted dual conductor could be supported in a continuous channelshaped support wholly insulated therefrom and mounted on the horizontal plate of the structure.
In the case of a twisted dual conductor continuing right through an adjustable corner piece, the sliding connection will preferably take the form of a short sleeve mounted on the appropriate arm of the corner piece and through which the dual conductor passes, said sleeve being completely insulated from said dual conductor. Contact will of course be interrupted at the point where the collector passes over this sleeve.
In the case of a parallel dual conductor continuing right through an end structure or corner piece, whether adjustable or non-adjustable, the dual conductor may have the section illustrated in Figure 16 one of the conductors only extending to the under side and being formed to be supported by chairs on the end structure or corner piece. Where the corner piece is adjustable one of such chairs will be adapted to permit of sliding of the dual conductor therein.
Figure 1'7 shows a slight modification of the arrangement of Figure 16 in which the underside conductor is formed with a longitudinal dove-tailed cavity in its under surface, enabling the dual conductor to be attached as desired by screws or rivets the heads of which engage in the cavity as shown.
Alternatively, in the case of a parallel dual conductor the end structure or corner piece may comprise two continuous upstanding flanges l8 and T9 curved as shown in Figure 18 and insulated from one another by means of insulation 80. In this case the dual conductor will not extend right through the end structure or corner piece the flanges l3 and 18 serving both as the rail through the end structure or corner piece and the means for completing the electrical connection between the two portions of dual conductor. Thus the ends of these two portions of dual conductor are inserted between the flanges l8 and 19 at their two ends and secured by any suitable means. When this arrangoment is applied to an adjustable corner piece the two flanges l8 and 19 must form a unit which is slidable relative to one of the arms of the adjustable corner.
This latter arrangement can also serve for connecting twisted conductors in the case where opposite side by side collectors are employed so that it does not matter if a twisted dual conductor becomes, for a space, a parallel dual conductor.
In the case of points, cross-overs etc. it may be found more convenient where dual conductors are employed, to make the points dead and in this case the vehicle will preferably have two collectors so spaced that one or other always makes contact with the live rail while the vehicle is from each other wherr passing through 'passi-ngthrough the point. Where the vehicle has sideby side collectors operating on dual conduc- 'tors the dead 'rail portion oif the switch-may be adapted to insulate said side'by side collectors the switch. i
When aparallel dual conductor is employed it may take the form shown in Figure 16 and the Patent is:
1.'-'-An overhead monorail track for vehicles,
said monorail track comprisingstraight track portions consisting of a flexible rail in a state of 'tensioma-nda switch point device for guiding the "vehicle from-a trunk rail to either of two branch rails, said-switch'point device comprising a-trunk rail portion forming a continuation of the trunk raiLbranch'raiI portions forming a continuation oftherespectivebranch rails one of said branch railportions being normally end-to end with, and
close to, the trunk rail portion,'and a pivoted swi-tch'rail portion'capable of moving into line between the other branch rail portion and the trunk rail portion and thereby forcing'the end of the former branch rail portion out of line with the trunk rail portion.
2. An overhead. monorail track for vehicles, sald monorail track comprising a flexible trunk rail and two flexible branch rails in a state of tension,- and a switch point device for guiding the vehicle from the trunk rail to either of said branch rails, said switch point device serving as the means for attaching said rails to one another so as to support and be supported by the tension of said rails.
3. An overhead monorail track for vehicles, said monorail track comprising a flexible trunk rail and two flexible branch rails in a state of tension, and a switch point device, said switch point device comprising an overhead bridging structure, means supported by said structure for guiding said vehicles from said trunk rail to either branch rail selectively, said bridging structure servingto attach said flexible rails to one another so as to support and be suported by the tension of said flexible rails.
v4. An overhead monorail track for vehicles, said monorail track comprising a flexible trunk. rail and two fiexiblebranch rails in a state of tension, and a switch point device, said switch point device serves to attach said flexible rails by said overhead bridging structure, and a switch rail portion carried by said bridging structure with one" end permanently in line with. the trunk rail i-por.tion,,,and its other end movablealternatively intoline with either of the branch rail por- 'tions selectively, said-trunk andbranch rail portions being connected respectively to the flexible trunk. and branch rails so as to form continuationsthereof, whereby said. switch point device serves to attachsaid flexible rails to one another sothatit supports and is supported by the tension of said flexible rails."
'6. A.n overhead monorail track iorvehicles, .eaid'monorail track comprising a flexible trunk rail and two flexible branch rails in a state of,
tensiOnyand a-switch point device, said switch point device comprising an overhead bridging structure, trunkand branch rail portions carried by said overhead bridging structuraand a-switch I rail portion carried by said bridging structure with one end permanently in line with the trunk rail portion, said switch rail portion being flexible so that its other end is movable alternatively into line with either of the branch rail portions selectively, saidtrunkand branch rail portions being connected respectively to the flexible trunk and branch rails so as to form continuations thereof, whereby said switch point device serves to-attach-said flexible: rails to one anotherso-that it supports and issupported by the tensionof said flexible rails.
'7. An overhead monorail track'for vehicles, said --rnonorai1 track comprising a flexible trunk ried by said overhead bridging structure, one-of said-branch rail portions being normally end to to the flexible trunk and branch rails so as to form continuations thereof, whereby said switch point device serves to attach said flexible rails to one another so that it supports and is supported by the tension of said flexible rails. I
8. For use in an overhead monorail track for vehicles, a switch point device, said switch point device comprising means for attaching it to a flexible trunk rail and two flexible branch rails so that it serves to attach said rails to one anotherand, supports and'is supported by the tension of said rails, and comprising means whereby, when it is so attached, the vehicles are adapted to be guided from the trunk rail to either oi" the branch rails selectively.
9. For use in an overhead monorail track for vehicles, a switch point device, said switch point device comprising an overhead bridging structure, means for attaching'said structure to a flexible trunk rail and two flexible branch rails so that it serves to attach said rails to one another and supports and is supported by thetension of said- 10. For use in an overhead monorail tracki'or vehicles, a switch point device, said switch point said overhead bridging structure, means for attaching said trunk and branch rail portions respectively as continuations of a flexible trunk rail and two flexible branch rails, so that the structure serves to attach said rails to one another and supports and is supported by the tension of said rails, and means carried by said structure whereby the vehicle is adapted to be guided from the trunk rail portion to either of the branch rail portions selectively.
11. An overhead monorail track for vehicles, said monorail track comprising a plurality of flexible rail portions in a state of tension and a track-connection device for guiding the vehicle from certain of said rail portions to other of said rail portions, said track-connection device serving as the means for attaching said rail portions to one another so as to support and be supported by the tension of said rail portions.
12. An overhead monorail track for vehicles, said monorail track comprising a plurality of flexible rail portions in a state of tension, and a track-connection device, said track-connection device comprising an overhead bridging structure, means supported by said structure for guiding the vehicle from certain of said rail portions to other of said rail portions, said bridging structure serving to attach said flexible rail portions to one another so as to support and be supported by the tension of said flexible rail portions.
13. For use in an overhead monorail track for vehicles, a track-connection device, said trackconnection device comprising means for attaching it to a plurality of flexible rail portions so that that it serves to attach said rail portions to one another and supports and is supported by the tension of said rail portions, and comprising means whereby, when it is so attached, the vehicle is adapted to be guided from certain of said rail portions to other of said rail portions.
14. For use in an overhead monorail track for vehicles, a track-connection device, said trackconnection device comprising an overhead bridging structure, means for attaching said structure to a plurality of flexible rail portions so that it serves to attach said rails portions to one another and supports and is supported by the tension of said rail portions, and means supported by said structure whereby, when it is so attached, the vehicle is adapted to be guided from certain of said rail portions to other of said rail portions.
15. An overhead monorail track for vehicles, said monorail track comprising more than two flexible rail portions in a state of tension, and a track-connection device, said track connection device comprising an overhead bridging structure, means supported by said structure for guiding the vehicle from certain of said rail portions to other of said rail portions, said bridging structure serving to attach all of said flexible rail portions to one another so as to support and be supported by the tension of said flexible rail portions.
16. For use in an overhead monorail track for Vehicles, a track-connection device, said trackconnection device comprising an overhead bridging structure, means for attaching said structure to more than two flexible rail portions 50 that it serves to attach said flexible rail portions to one another and supports and is supported by the tension of said rail portions, and means supported by said structure whereby, when it is so attached, the vehicle is adapted to be guided from certain of said rail portions to other of said rail portions.
HUGO VICTOR FLINN.