FORM-2
THE PATENTS ACT,
1970 (39 of 1970)
COMPLETE SPECIFICATION (Section 10, Rule 13)
"A gravity based self-propelled transport system"
I, Umesh Damodar Malasane
Row House No. J8. " Shubhashree Woods"
Aundh-Chinchwad Road, Pimple Saudagar
Pune- 411027, Maharashtra, India
The following specification particularly describes the nature of the invention and the manner in which it is to be performed: -
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FIELD OF INVENTION:
The invention relates to a unique mode of public transport.
Particularly, the invention relates to mode of public transport which would not saturate the carriage way or the vehicular population but instead would ease road congestion
Still particularly, the invention relates to a new mode of public transport which would power itself and run on the gravitational force thereby not depending on the energy supply and instead create energy for self consumption.
Even more particularly, the invention relates to a public transport system including a plurality of pedestal mounted rails which would have gradual declination of specific angle so as to provide slope to the special transport system carrying passengers, cargo, and the like thereby not using electric or conventional power but gravity for the running of the system without substantial interference of the continuous circulation of the on road traffic.
Background of the Invention:
Transportation of people and cargo has become increasingly important in our modem lives. In India, modes of travel within a city offer few options, typically by vehicle, two wheeler, car or auto rickshaw and in few cities, to a limited extent by conventional rail. Other countries in the world, most notably United States, United
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Kingdom, Japan and France, have developed high speed rail system between major
destinations, but these systems rely for the most part on conventional rail infrastructure with some technological improvements in the rails and the locomotives.
A major drawback in such conventional modes of transport or rail systems lies in the exorbitant costs of energy, be it traditional or renewable. The high cost of petrol and other energy products make travel within a city cost prohibitive. However, the public transport too is not convenient, comfortable and inexpensive. The municipal transport department continues to run in losses due to ailing vehicles, rising fuel cost and bad road conditions. Moreover, the new option of high speed train, air vehicle, etc would be even more difficult to install due to cost involved in building, maintaining, and operating such systems. The initial cost of building a high-speed, conventional rail system can run into literally billions of U.S. dollars, depending on the size of the rail system, the geographical obstacles that have to be overcome, and many other factors. In fact, there is a real need for mass transit within city, where the initial cost is the overriding barrier to the installation of such a system.
Another drawback to conventional mode of transport such as vehicles, cars or rail systems is the problem of the environmental impact of such systems. Typically, the city will always have limited space for roads. In India, most of the roads are broken into parts: carriage way and non carriage way. Therefore, even if the road looks wide, the entire road may not be motorable, thereby rendering almost 30% roads to other activities such as vendors, cart pushers, etc. Thus, alternatives for public transport will have to work on such limitations of space, money and rising fuel cost. Therefore, mass rail
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systems or air vehicle may not be a right option since they include a right of way which must be cleared and on which the rails and various support systems are installed. Also, the locomotives are most often diesel powered, which contributes to air born pollution. For electric systems, the amount of electrical power that is consumed must be provided by power generation systems, which throughout the world are principally hydrocarbon fueled, again contributing to the pollution loading of the world's environment. The environmental impact of such systems also includes the man-made barriers of the rails and the right of ways.
Thus, there remains a need for a transportation system which would be cost efficient, modern, fast and yet a system which could be put to actual use in developing country like India. Such a system should be relatively inexpensive to build and operate, and should not create the man-made barriers so common in conventional modes of transport. Such system should also be less dependent on traditional energy requirements thereby providing a self powering mechanism. The present invention is directed to such a system.
PRIOR ART:
A United States Patent No. 7,146,924 claims, "A ballast system for a watercraft comprising an elongate flexible cradle member defining a first end and a second end and configured to be secured against the interior of said watercraft, and wherein said cradle member defines a receiving unit along a portion of the cradle member for attaching weight; and wherein said cradle member includes a receiver and said weight defines a
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recess configured to receive said receiver; and wherein said weight defines at least one
through bore configured to align with a passage on said receiver, said through bore and said passage configured to receive a pin there through.
A United States Patent No. 5,219,395 claims, "a monorail transport system comprising:
a plurality of independent light weight cars carrying 1-4 passengers, a monorail track network having a track support structure, supporting a common main line and supporting at least one side line diverting from the main line and reentering the main line;
wherein the side line and main line have fixed track segments and the side line is connected to the main line with a first high-speed switching means for diverting cars from a fixed track segment of the main line to a fixed track segment of the side line, and a second high-speed switching means for reentering cars from a fixed track segment of the side line to a fixed track segment of the main line, while cars not diverted to the side line continue along the main line bypassing the side line;
wherein the fixed track segments have ends and the first and second switching means each includes a low-mass, multi-segment, articulated rail with a first end pivotally connected to an end of one of the fixed track segments and a second distal end selectively connectable to an end of another one of the fixed track segments spaced from the end of said one of the fixed track segments, with the first and second switching means each
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Including at least one high-speed first actuator means mounted to the track support
structure and to the multi-segment articulated rail proximate the distal end, and, at least one high-speed second actuator means mounted to the track support structure and to the multi-segment articulated rail intermediate the pivotally connected end and the distal end for rapidly displacing the articulated rail from a first position to a second position; and
wherein one end of the side line is positioned to align with the second distal end of one of the articulated rails, and the other end of the side line is connected with the first end of another one of the articulated rails.
A United States Patent No. 6,357,358 claims, "a transport system, comprising:
a pair of levitating rails, each of the levitating rails having a core, a plurality of coils extending circumferentially around each of the cores perpendicular to lengths of the levitating rail, each of the levitating rails having an upper surface directly above the core;
a vehicle having wheels that are adapted to roll on the upper surfaces of the levitating rails in a non levitated position and to be above the upper surfaces in a levitated position; a plurality of magnets mounted to the vehicle, creating magnetic fields that pass through the coils while the vehicle is moving along the levitating rails to levitate the vehicle.
A United States Patent No. 4,036,147 claims, "a transit system comprising: an elongated structure mounted at an elevation above the ground and including a pair of spaced
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parallel electrically energized rails electrically insulated from one another; a trolley positioned on said structure for movement along the rails and including a first wheel engaging one of the rails and a second wheel insulated from the first wheel and engaging the other of said rails; an electrically energized aircraft of the helicopter type; and a retractable electric cable extending from the trolley to the aircraft and electrically connected to the first and second wheels to supply electric power to the motors of the aircraft and constituting the sole coupling between the elongated structure and the aircraft, in which the rails are positioned one above the other, in which the first and second wheels respectively engage the under surfaces of the rails, and in which the trolley includes a third wheel which engages the upper surface of the upper rail.
A United States Patent No. 6,431,078 claims, " an autonomous transportation system including horizontal, sloped and vertical wheel guide sections connected by transitional or curved wheel guide sections, one or more individual vehicles or groups of chained vehicles forming trains and traveling on said wheel guide sections, each vehicle comprising a traction wheel assembly, a cantilever portion, a cabin comprising a main chassis and an articulated sub-chassis, an engine assembly, a security system, and a leveling system for keeping said cabin horizontal when the vehicle runs along a non-horizontal track; wherein: each of said wheel guide sections is formed by two opposed, wheel tracks separated by a structural central portion; said traction wheel assembly comprising two subsets of wheels, each of said wheels being made by an resilient anti-slippage material and comprising anti-slippage surface design; each of said wheel tracks forming a rolling track for each of said subset of wheels, said wheel tracks being
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constructed with an anti-slippage material; said cantilever portion being engaged at one end to said traction wheel assembly and being engaged to said cabin at its other end by joint means, whereby the center of gravity of the cabin is distant from the longitudinal center axis of the wheel guide thereby forming a lever system which has its force application point at said joint means; being the combined weight of said cabin and its
contents the applied force of said lever system; whereby at least one wheel of each said subsets of wheels is urged against their corresponding wheel track by pressing forces that result from the torque of said lever system, whereby the frictional forces between said wheels and said wheel tracks avoid wheel slippage when the vehicle is placed on a non horizontal track.
An ideal and commuter -acceptable transport system should provide the following advantages: minimized expenses on fuel costs, increased ease of commute, rapid mode of transport, lessening of the dependency on the road, no effect of peak hour traffic and improved time compliance.
In recent years, considerable attention has been directed to the development of economically feasible and fuel efficient mode of public or mass transport with no dependency on the conventional fuels and yet efficient for movement of people and good to provide for a better alternative to conventional methods of transport. However, none of the transport systems developed so far can be considered ideal and free of ills.
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The objective of the present invention is to provide for a fuel efficient, economically feasible and yet commuter friendly transport system for moving people and goods within a city and city limits.
Another objective of this present invention is to reduce the traffic congestion on the city roads.
Another objective of this present invention is to provide for a fuel independent mass transport system.
Another objective of this present invention is to harness the known naturally occurring phenomenon of gravitational force.
SUMMARY OF THE INVENTION
The present invention solves these and other needs in the art by providing transport system wherein a Vehicle (3) starts from the Main station (1) towards last sub station (3). The passenger can enter into the vehicle from the Main station (1) and can
start downward journey on down track (6). The passenger can get down at any of the station ( St-1, 2 or any till last substation ) on the track. In above system, suppose the passenger enters into the vehicle from Main station (1) and travels from Level-H till station (St-1) on down track (6) and decides to get down and go back to main station, then he can get down at St-1 at Level -L2 and come down to Level-L1 through Passenger
Lift-9 and catch the Vehicle going on uptrack (7) so that he can come to the Level-G of
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the Main Station. The similar procedure is applicable for all the stations between the main and last station. If the passenger wants to go to the station St-2 from main station, then he has to go to main station Level-H and start the journey on down track till the station St-2 comes. After getting down at the station St-2 , the passenger can come through the passenger lift-10 to the ground. The Level-G of the Station-2. The similar procedure is applicable for going to all the stations between the main station and the last station.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is the schematic conceptual diagram of the gravity based self-propelled transport system
1-Main Station.
2- Last Substation.
3- Gravity Bus.
4- Bus lift at Main Station.
5- Bus lift at Last sub station.
6- Inclined Down track from Main station to last substation.
7- Inclined Up track from the last station towards main station. 8,9,10,11 - Passenger lifts at stations.
St-1, St-2, Stn: No. of stations on the total track.
LI, L2 Ln - No. Of Levels depending on the no. of stations on the total track.
G- Ground Level. H- Highest Level. W-l and W-2 : Workshops for bus repair at the Main and Last station respectively.
FIG. 2 is the diagram explaining the system application within the city radius.
M- Main Station.
LS-1, LS-2, LS-3, LS-4 LS-n : Last Substations within the radius of travel.
Dl, D2, D3, D4 Dn : No. of down tracks from main station to last substations.
U1, U2, U3, U4 Un : No. of Up tracks from Last substations to Main station.
FIG. 3 is the illustration of the track and the support structure
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1- Concrete support columns for uptrack
2- Concrete support columns for downtrack
3- Main Station
4- Last Station
FIG. 4 is a front elevation view of the tracks of the vehicle and schematic arrangement of the invention.
R1 and R2 : Antifriction Rail tracks on the track arranged parallely spaced at 1.5 m approx.
LS : Load support elements attached to the bus bottom and sliding over the Rail tracks R1 and R2.
HP: Hydraulic Cylinder.
MT - Magnets on the track side walls from inside as well as on the bus side walls
FIGS. 5 is a front elevation view of the Profile of the antifriction track.
MP: Moving Part attached to the bus bottom transmitting the load from the bus to the Stationary Rails R1 and R2.
R1 and R2: Stationary part fixed to the ground on the complete track from main station to the last station.
AR: Antifriction Rolls or Balls transmitting the load from the bus to Rail tracks without friction.
FIGS. 6 is the side elevation view of the Vehicle.
MGU-F - DC Motor-Generator Unit on front side. MGU-R - DC Motor -Generator Unit on rear side.
Load support- load support elements attached to the bottom of the bus sliding on antifriction track.
WH-F and WH-R - Wheel set on front and rear respectively, not supporting any loads. MT- Magnets on both sides of wall as well at the track side walls at the station.
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FIGS. 7 is the detailed diagram explaining the Inclination of track and forces on
vehicle.
H= Height of tower, m
R= horizontal length of track/ distance covered from first to last station, m
= Angle of inclination of track. Degs.
G= Total weight of the bus along with the passengers. Kg
Fr= Frictional force to be overcome for the movement of the bus from start.,Kg
FIG. 8 is the Travel Cycle of the transport system.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS:
Fig. 1 and Fig. 3 depict an overall schematic conceptual diagram of the gravity based self-propelled transport system constructed in accordance with this invention. The system comprises an elongated vehicle or and a plurality of concrete support columns
(Fig. 3, Numerals 1&2). The vehicle (Fig.4) may have suitable number of appropriately located windows with no need for a cockpit since this is automatic transport system. The vehicle body is presently contemplated to be a unitary structure or it may be an articulated body, if desired.
The concrete support columns are arranged to define a route of travel along a desired course at an elevated height for transport of passengers and cargo. In a contemplated embodiment, the vehicle is about 3 meters wide and weighs about 2000 kg.
The concrete support columns are placed about feet apart, so that there are typically
at least two, and optionally three or more concrete support columns spaced so as to support the travel of the vehicle.
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The concrete support columns holds antifriction rail tracks (Fig. 4: R1 & R2) on
which the vehicle would move. As contemplated by the present invention, the term track is intended to encompass a variety of shapes in vertical cross-section in addition to those of generally circular or elliptical shape. The vehicle is equipped with Antifriction Rolls (Fig. 5: AR) transmitting the load from the vehicle to the antifriction rail tracks. These antifriction rolls slide smoothly on the antifriction rail track when the vehicle receives motive force. The motive force comes from the gravitational force when it travels from the starting point which is set on the height and then moving to the lower height thus depending totally on the gravitational force to provide it with motion but maintaining the journey on the antifriction rail tracks.
The vehicles may be of different shapes based on travel speed, load requirements, the course of travel and other factors. In urban applications, double or parallel travel in congested areas is likely, therefore the vehicle is narrower in width than a high-speed version.
A plurality of Load support elements (Fig. 4: LS) are mounted on the bottom surface of the vehicle. The Load support elements support and guide the vehicle on the antifriction rail track. The antifriction/frictionless rail track is such that the coefficient of friction is very low ( Q =0.015 to 0.02 ). The antifriction rail track can also be turned wherever required by giving smooth curves. These antifriction rail tracks are laid on the concrete support columns (Fig.3, Numerals 1 &2). The antifriction rail track will have the side fencing for security and also will be covered from the top by the transparent heat
radiant enclosure which will additionally enable to make the use of solar energy for
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power generation require for auxiliary requirements since the vehicle will be always
exposed to the sun from the top during day time. The solar energy thus generated is not considered in the power calculation which is an additional advantage. This enclosure will avoid the water to clog on the track. Antifriction Rail tracks on the track arranged in parallel manner and are spaced at 1.5 m approx. The spacing between the R1 and R2 remains constant throughout the length of the track.
The Load support elements remain in contact with the antifriction/frictionless track and are driven by the gravitational force which is operations due to the travel of the vehicle from the higher altitude to the lower altitude which generates enough or more power to move the vehicle at lower ranges of speed through the entire travel cycle of the transport system (Fig. 8). The antifriction rail tracks may be longitudinally continuous along the body of the vehicle or they may be either articulated or provided in segments, if desired.
The vehicle would be fitted with Wheel set (Fig. 6: WH-F & WH-R) on front and rear respectively, not supporting any loads. Primarily, these wheel sets will be used for giving initial tractive effort to the vehicle when starting from the rest by applying pressure on them at the time of start as shown in Fig.4. Once the vehicle takes the pick up, then the pressure will be released and the wheels will be just touching the track for rotation purpose in order to drive the generator to generate the continuous power which w ill be stored continuously in the battery.
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The vehicle has magnets (Fig. 5: MT) fitted to the side walls below window level close to the ground level and can be spread over the complete length of the vehicle excluding the door positions. Also the magnets will be placed on the track side walls over the same length that of the vehicle. There is also the provision of the magnets on the track side walls can be made through out the length of the track in order to stop the vehicle at any point over the track in case of emergency. The basic purpose of the magnets is to stop and hold the vehicle in position at the station. Additionally, if the magnets are provided all over the track length, then the magnets can help to reduce the speed of the vehicle over the track by applying the opposite polarity on these magnets in addition to the mechanical breakings provided on the wheel sets. The Magnets on the vehicle will be energized to the opposite polarity to that of the magnets on the track side walls at the station using the battery current.
Inclination of track:
In this case, the coefficient of friction at the antifriction track, u=0.02. As per law, in order to make the object to roller by overcoming the surface friction, then u =tan
Θ
Θ = tan-l (H ) = tan-l(0.02) =1.14 deg.
Hence, angle of inclination of track required to overcome the track friction should be
>1.14 deg. Hence, we will take the angle of inclination, 6 1.5 deg. Eg. If the tower
height, H = 150 m and Angle of inclination, 0 =1.5 deg., then the distance covered from
the main station to the last station will be as follows:
R = H/tan 0 = 150/tanl .5 =5728 m = approximately 6 Kms radius from main station.
If the tower height "H" is raised, then the distance covered "R" can also be increased.
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Vehicle sizing:
Standing area per passenger considered inclusive of passage = 4 sq. ft = 0.4 sq.m. Vehicle width = 3 m.
Total Vehicle floor approximate area required = 0.4 x 100 = 40 Sq meter. The Length of the vehicle calculated = 40/3 = 13.33 m, Say 15 m Vehicle Height considered = 3 m.
OPERATIONAL CYCLE OF TRANSPORT SYSTEM:
Step-1:
Vehicle will be positioned at the Main Station for Passenger entry for sub-urban station travel. Entry and Exit doors ( sliding type ) will be open for 30 sec. The Vehicle will be hold at station by energizing the Magnetic brakes to opposite polarity. Additionally there will be mechanical breaks applied on the front and rear wheels which are pressed on the track using hydraulic cylinder. Also there will be Safety gate (Anti-collision mechanism) at the front of the Vehicle position at every station.
Step-2:
Passengers will enter into the Vehicle through Entry doors. At the Main station, the Passengers can have the freedom to enter through the exit doors in order to save the time and avoid rush. After 30secs, the Vehicle doors will be automatically closed. After that the Safety Gate in front of the Vehicle will open automatically, then Magnetic brakes on
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the vehicle will be de-energized and finally Mechanical brakes will be released before the Vehicle starts travel. The Hydraulic pressure on the Rear Wheel ( WH-R ) will also be released. Only Hydraulic pressure on Front Wheel ( WH-F ) will be kept activated in order to have the proper traction initially during startup for DC traction motor.
Step-3:
DC Traction Motor of the Vehicle on Front ( MGU-F shown in Fig. 3) starts, starting the travel of the Vehicle from rest at the speed of 36km/hr. After 10 sees time from the departure, the DC Traction Motor will cut off and the Vehicle will run only on gravity effect without any drive power. After the DC-traction motor is cut off, the Generator of Front Wheel will be switched ON and will start generating power by touching of the front wheel till the next station comes. However, the Motor of Rear Motor-Generator Units remain Off through out the forward travel of the vehicle and the Generator at Rear Wheel keeps generating the power continuously. The power generated will be stored in the batteries installed at the front and rear section. The speed of the Vehicle will be monitored and controlled using frictionless magnetic brakes. The power which will be stored in the battery and will be used for initial Tractor efforts for Traction Motor, vehicle lighting and Air conditioning. After the vehicle arrives at the next station, the front and rear axles are pressed first on the side track using hydraulic pressure. Then slowly, the mechanical brakes are applied on the front and rear wheels to slow down the speed. Finally, when the vehicle comes at the station, the magnetic brakes on the vehicle will be energized to stop and hold the vehicle in position. When the vehicle is positioned at the station, the safety door ( anti-collision mechanism ) in front of the vehicle is activated for
better safety.
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Step-4:
At the stations after the vehicle comes to complete halt. The Vehicle Entry and Exit doors open for 30 sees automatically . Passengers enter and exit. The doors get closed automatically after 30 sec.
Step-5:
After the doors are closed completely, the Anti-collision mechanism in front of the Vehicle deactivates and the Vehicle Traction Motor starts and give the push to the Vehicle as explained in Step-2.
Step-6:
The step-2 to 4 are followed at every station till it reaches the Last Station where it will be lifted up on the up track.
Step-7:
Once the Vehicle is emptied out of all the passengers at the last station, the Vehicle will move further to the Lifting pads where it will be lifted up to 150m high to the up track and positioned for reverse journey at level- H as it is and the Rear side acts as a front side for reverse journey from last station to main station. There is no need of turning the vehicle to position for the reverse journey.
Step-8:
Once the Vehicle is positioned at the top level-H, the vehicle is position as it gets
positioned for the Passenger entry towards main station. Steps-1 t 7 will be followed in
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sequence again till the Vehicle positions for the Passenger entry at the Main station on up-track.
Calculations for the force and power needed to provide the motion to the vehicle:
The vehicle will be designed for the maximum capacity 100 nos. of passenger to be carried at a time.
The average weight of each passenger considered = 80 Kg. Hence, total weight of the passenger Pw= 80 Kg x 100 nos. = 8000 Kg. The weight of the vehicle inclusive of other accessories considered approximately, Bw = 5000 kg.
Total weight of the vehicle along with the passengers acting on the load supports, G G= Pw + Bw = 8000 + 5000 Kg = 13000 Kg. - 13 tons.
As per fig.4, the Tractive force required to move the vehicle from rest, Tfr > Fr, i.e Tfr >|p.G , i.e. Tfr> 0.02 x 13000 = 260 Kg. Considering the tractive force advancement factor of 1.5 considering the inertia of other parts, Tractive force to be applied , Tfs= Tfr x 1.5 = 390 (say 400) Kg. = 4000 N. Consider the vehicle moves at the speed, V= 10 m/sec (36 Kmph) from the start.
Bp = Tfs x V = 4000 x 10 = 40000 W = 40 KW = 40/0,735 = 55 HP, Say 60 HP.
Brake Power required for start = 60 HP to start the vehicle from the rest at the speed o 36Km/hr (10 m/sec).
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Hence, the Motor-Generator Unit at the Front and Rear side will have the capacity of 60 HP. During Running, the Power required will be = Zero till the next station since the Motor will be cut off once the vehicle takes pick up and the vehicle will travel on gravity effect afterwards till the next station due to the inclination of the track. Since the Wheel set at the front and rear will be rotating, they will generate continuous power which will be stored in the battery.
Power consumption by vehicle per travel cycle:
Total Cycle of Vehicle operation: 6 km travel + 150m lift + 6km travel+150m lift. Consider, there is 1 no. station per Km. Hence, No. of stations per cycle =12. Speed of the vehicle = 36 Km/hr.
Time required to cover 1 Km distance = 1/36 = 0.027 hours = 0.027x60 = 1.66 min. Say average time required to cover l Km distance =2 min.
Battery is to be operated to make the start of the vehicle from rest. Suppose the battery is operated for 10 sec till the vehicle takes pick up. Battery used = 60 HP = 45 KW.
Power Unit Consumption/start = (10 sec./60x60 )hour X Power (45KW ) =0.125 KWh. No. of starts per cycle =12 nos.
Power Unit consumption/travel cycle of 12Km. = 0.125x12 = 1.5KWh (1)
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Vehicle Lift Power capacity required and Consumption:
Total weight to be lifted = Weight of the vehicle, Bw= 5 tons considered = 5000Kg=50000N. Total Distance to be lifted during the complete cycle= 150 m + 150m = 300m. Speed of the lift, VI = lm/s. Time required for 150m lifting considered = 2.5 mims. Total time required for total lifting of 300m per cycle = 2x2.5 = 5 min. Lifting Power required for running = Bw x V1= 50000x 1=50000 W = 50 KW.
Considering average factor of 1.25 for high start up current for the lift, then Power capacity required for the lift of 150 m height = 50 x 1.25 = 62.5 KW. Lifting power consumption unit for 150 m lift = 62.5KW x ( 2.5 min lifting time) /60 =2.6KWh.
Hence, lifting power consumption for two lifts of 150m height= 2.6x2 = 5.2 KWh (2)
Power consumption by Passenger lifts:
No. of stations per cycle =12 nos.
No. of passengers to be lifted at every station = 100 nos.
Weight of each passenger = 80 Kg.
Total weight of the 100 passengers, Pw = 80 x 100 = 80000Kg.
Total weight to be lifted = Weight of the passengers = 8tons considered. =
8000Kg=80000N. Considering 100 nos. passengers are lifted up at main station and also
last station to 150m height respectively in a complete cycle. Total Distance to be lifted
during the complete cycle for passenger lifting= 150 m + 150m = 300m.
Speed of the lift, VI = lm/s
Time required for 150m lifting considered = 2.5 minutes.
Total time required for total lifting of 300m per cycle = 2 x 2.5 = 5 min.
Lifting Power required for running the lift= Pw x VI =80000x 1=80000 W = 80 KW.
Considering average factor of 1.25 for starting current for start up of the lift, then Power
capacity required for the lift of 150 m height = 80 x 1.25 = 100 KW.
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Lifting power consumption unit for 150 m lift = 100KW x ( 2.5 min lifting time) /60 = 8.33 KWh.
Hence, lifting power consumption for two lifts of 150m height = 8.33 x2 = 16.67
KWh (3)
Power consumption by Magnetic brakes, lighting and Air conditioning:
By experience and approximation, we can approximate the power consumptions by
Magnetic brakes, lighting and air conditioning for the complete travel Cycle of 29 minutes (12x2 =24 min travel, + 2.5 x 2=5 min for lifting at main and last station).
We can consider the approximate power consumption per travel cycle of vehicle = 5KWh....(4)
However, the power consumption by auxiliaries like lighting, air conditioning etc. can be taken care by the solar energy generated by the solar panel mounted on the vehicle top. This solar energy is not considered for the calculation of power generation, but is an additional source of energy, which can be used.
Hence, total power consumption per cycle for vehicle travel, vehicle lifting and passenger lifting = (1) + (2) + (3) +(4) =1.5 + 5.2 + 16.67 + 5 = 28.36 Kwh / Cycle.
Power Generation by Front and Rear Generators in the vehicle per cycle:
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Each Generator capacity = 45 KW.
Total travel distance per cycle = 12 Km.
Time required per station at 1 Km apart = 2 min.
Total vehicle travel time in a cycle =12x2 mins. = 24 mins (a)
Total time of Battery consumption = 10 sec. X 12 nos. = 120 sec = 2 mins (b)
Total time of Power unit Generation = (a) - (b) = 24 - 2 = 22 mins.
Power unit Generated by one generator = 45 KW x 22 min/60 = 16.5 KWh.
Total power unit generated by front and rear generators = 16.5 x 2 = 33 KWh /cycle
Total Power Balance:
Total power generated per travel cycle by the vehicle as shown in above =33 KWh. Total power consumption per travel cycle of the vehicle as shown in = 28.36 KWh. Total power balance = 33 Kwh - 28.36 Kwh = 4.63 Kwh. Thus, the power generated is more than the power required and consumed by the vehicle in the entire transport cycle.
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I Claim,
1. A gravity based self-propelled transport system, comprising:
a plurality of support columns
a pair of tracks which run parallel and is mounted on the support columns
a vehicle having Load support elements that are adapted to roll on the upper surfaces of the tracks
a wheel sets for giving initial tractive effort to the vehicle
plurality of magnets which are attached to the vehicle side walls
2. A gravity based self-propelled transport system according to claim 1, wherein the support columns are erected in a manner which provide for a continuous slope from high altitude to low altitude
3. A gravity based self-propelled transport system according to claim 1 & 2, wherein the support columns are placed in a straight and parallel fashion in order to hold the tracks on the top
4. A gravity based self-propelled transport system according to claim 1, wherein the tracks are mounted on top of the support column so that they run in parallel fashion from high altitude to a low altitude.
5. A gravity based self-propelled transport system according to claim 1 & 4, wherein the tracks are frictionless/antifriction tracks.
6. A gravity based self-propelled transport system according to claim 1, wherein the vehicle which runs on the track is fitted with a Load support elements which enables it to run smoothly on the track
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7. A gravity based self-propelled transport system according to claim 1, wherein the said vehicle is powered by the gravitational force generated due to the vehicle moving from the higher altitude to the lower altitude.
8. A gravity based self-propelled transport system according to claim 1, wherein the said wheel sets do not support any load but are to provide initial tractive effort to the vehicle when starting from the rest position and bringing the vehicle to stop position by applying mechanical brakes over them when reaches to the station.
9. A gravity based self-propelled transport system according to claim 1 & 8, wherein the said wheel sets just touch the track for rotation purpose in order to drive the generator to generate the continuous power which will be stored in the battery after they have provided initial tractive effort to the vehicle.

10. A gravity based self-propelled transport system according to claim 1, wherein plurality of magnets are attached to the vehicle side walls over the length below window level close to ground and on the track side walls for the purpose of applying brakes to hold the vehicle in position.
11. A gravity based self-propelled transport system according to claim 1, wherein the solar panels can be mounted at the top of the vehicle for solar energy generation additionally to take care of energy requirement of the auxiliaries like lighting, air conditioning as the vehicle top in continuously exposed to the sun during the day.


Dated this 19th December, 2006

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Abstract
A gravity based self-propelled transport system is disclosed, formed by main station and sub stations: a track set on the elevated pedestals; a vehicle subsystem; a wheel guide subsystem. The system is designed for the transportation of people or goods,
to be used by erecting pedestals with deferential heights so as to permit the vehicle to travel from the higher altitude to lower altitude on the gravitation force thereby reducing the dependency on the conventional forms of energy comprising of a unitary vehicles that moves steeply sloped, thanks to load support elements that roll on carefully designed wheel tracks whereby the vehicle is moved by non-polluting and non energy consumption gravitational force that move and stop them with high energy savings. The vehicle and the track are designed taking in account safety features against fire hazards.