U.S. patent number 3,805,704 [Application Number 05/164,342] was granted by the patent office on 1974-04-23 for transfer system.
Invention is credited to Peter P. Schauffler.
United States Patent |
3,805,704 |
Schauffler |
April 23, 1974 |
TRANSFER SYSTEM
Abstract
In a transportation system which interconnects multiple origin
and destination points, coupled seat and baggage units for
individual passengers are carried by different types of vehicles.
Automatic sorters at transfer points uncouple and sort and recouple
these units for transfer from one type of vehicle to another, so
that a passenger and his baggage can travel from his origin to his
destination on several different vehicles without leaving his
assigned unit.
Inventors: |
Schauffler; Peter P. (Bethesda,
MD) |
Family
ID: |
22594059 |
Appl.
No.: |
05/164,342 |
Filed: |
July 20, 1971 |
Current U.S.
Class: |
104/88.03;
244/137.1; 414/352; 244/118.6; 414/341 |
Current CPC
Class: |
B61K
1/00 (20130101) |
Current International
Class: |
B61K
1/00 (20060101); B61k 001/00 () |
Field of
Search: |
;214/38CA,38BA,38D
;213/75R ;104/18,19,20,26,27,28,29,30,31,88 ;105/238,327,328,329
;244/114R |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Sheridan; Robert G.
Assistant Examiner: Keen; D. W.
Attorney, Agent or Firm: Woodcock, Washburn, Kurtz &
Mackiewicz
Claims
What is claimed is:
1. A transportation system providing a no-seat-change movement of
individual passengers and baggage from their true origin to final
destination through any desired sequences of diverse transports and
transfers which comprises:
transportation units each including a single passenger seat which
is at least partially open and baggage carrying space, the
necessary covering of the partial opening being provided by said
transports, said units being capable of being grouped together
longitudinally and laterally; transport means for said units which
may be simultaneously loaded and unloaded;
means at local terminals by which grouped units can be filled and
emptied;
means for loading and clamping said grouped units into said
transports for transportation thereof, the partial opening of said
units providing communication between them; and
automatic sorters having means for unloading, sorting by
destination, regrouping said units in a desired seating
arrangement, and loading said units into other transports for
transportation to other sorters and local terminals.
2. The system recited in claim 1 wherein certain of said units
further comprise special baggage compartments to accommodate
passengers' additional requirements.
3. The system recited in claim 1 wherein certain of said units
further comprise freight compartments to permit effective
utilization of said system during off-peak periods.
4. The system recited in claim 1 further including special local
vehicles which can transport said units individually between said
local terminals and the passenger's points of initial origin and
final destination, at which points said units can be boarded and
vacated, and means at said local terminals for coupling and
uncoupling said units.
5. The system recited in claim 1 wherein said sorters have means
for loading and unloading said transportation units through the
ends of said transports.
Description
SUMMARY OF THE INVENTION
This invention facilitates the high-volume transfer of passengers
and freight in a multi-vehicle public transportation system.
There are severe limitations on the capacity of small private
vehicles to meet the increasingly heavy demand for mass
transportation. Common carrier services offer a much more efficient
answer to this need; but public acceptance of these services has
been greatly hindered by the uncertainties, delays and discomforts
involved in the transfer from one vehicle to another in the typical
public transportation trip from initial origin to final
destination.
The invention described here is designed to eliminate or greatly
reduce these difficulties by the use of a system in which
individual passenger-seat/baggage-compartment units and special
baggage units, moving in various vehicles from multiple origins,
can be uncoupled, sorted and recoupled in appropriate new
combinations for movement in different vehicles to multiple
destinations - with each passenger staying in the same seat,
continuously accompanied by his baggage, throughout the entire
multi-vehicle trip. The same system can be used for freight and
combined passenger-freight operations.
DESCRIPTION OF THE DRAWINGS
For a description of the objects and embodiments of this invention,
reference is made to the attached drawings in which:
FIG. 1 is a basic block diagram of the overall system;
FIGS. 2 and 3 illustrate the individual
passenger-seat/baggage-compartment unit in side elevation and plan
view;
FIGS. 4 and 5 illustrate a special baggage unit in side and front
elevation;
FIG. 6 illustrates the coupling arrangement for these units in
enlarged side elevation;
FIGS. 7 and 8 illustrate a local terminal in plan view and front
elevation;
FIG. 9 illustrates the terminal drive-gear detail;
FIG. 10 illustrates a loader in side elevation;
FIGS. 11-13 illustrate the loading arrangements for three types of
local transports in side elevation;
FIGS. 14-16 illustrate the general arrangement of a sorter in a
block diagram and in plan view and side elevation;
FIGS. 17-19A illustrate, in enlarged plan view and side and front
elevation, the sorter chains and sprockets equipped for coupling by
magnets and, alternatively, by pins;
FIGS. 20-22A illustrate, in plan view and side and front elevation,
the sorter dollies equipped for support by air cushion and coupling
by magnets and, alternatively, for support by casters and coupling
by pins;
FIGS. 23-25 illustrate the sorter connector tracks and input/output
chains in plan view and front and side elevation;
FIG. 25A illustrates in side elevation the inter-unit distance in
the transition between the sorter connector tracks and input/output
chains;
FIG. 26 illustrates a sorter main sprocket (with associated
input/output and accelerator/decelerator chains and interior
sprockets) in plan view;
FIG. 27 illustrates the sorter side chains in plan view;
FIG. 28 illustrates the waveforms of the input/output and
acceleration/deceleration chain speeds; and
FIGS. 29 and 30 illustrate the transverse and transition chains for
a complex sorter in plan view and side elevation.
DESCRIPTION OF A PARTICULAR EMBODIMENT
Referring first to FIG. 1 for a general description:
The system employed in this invention has as its basic unit U an
individual seat with attached baggage compartment which originates
and terminates at local terminals T(1)a-b. These terminals are
situated at commercial and residential centers throughout a region
and are served by one or more local transportation services --
highway, railroad, short-haul aircraft or watercraft.
Each departing passenger takes a seat in a precoupled unit U at the
local terminal T(1)a nearest his point of origin -- with his coat
and bags deposited in the individual compartment underneath his
seat and, if necessary, in a special baggage unit U(b) to the rear.
At departure time, a loader L places the double-unit columns aboard
a local transport X which provides a high-frequency shuttle service
to the nearest sorter S(1) -- located at an intercity highway
interchange, railroad junction, major airport of marine terminal or
a combination of these.
Here the individual units U, U(b) are unloaded L and automatically
uncoupled, sorted S and recoupled according to each passenger's
destination.
The local passengers and baggage units are then reloaded L directly
into appropriate local transports X for delivery and unloading L at
a local terminal T(1)b-- where each passenger takes his coat and
bags from the compartment under his seat U or baggage unit U(b) to
the rear and proceeds to his local destination.
The long-haul passengers and baggage units are loaded L into
high-capacity, long-haul trains, buses, aircraft, or watercraft XX
for transportation to the sorter S(2) nearest to their local
destinations -- where they are unloaded L, resorted S according to
local destination, reloaded L into appropriate local transports X,
and delivered and unloaded L at local terminals T(2)a-b for
termination as described above.
Referring next to FIGS. 2-30 for a detailed description:
The basic system unit U (FIGS. 2-3) is a conventional aircraft seat
1 supported as by light stiffeners 2 on the top of a nonferrous
metal or plastic baggage compartment 3 with front and rear walls
but open sides -- having hinged doors 4 if desired. (Rollers in the
compartment bottom and doors can facilitate baggage loading and
unloading.)
The forward end of each unit is equipped with an upward-hinged
footrest 5 which fits between the stiffeners 2 of the unit just
ahead. As by means of a spring-loaded catch 6 (FIG. 6) under the
rear unit footrest 5, projecting through a hole in the top of the
forward unit baggage compartment 3, units can be coupled together
longitudinally by holding the forward unit fixed and bringing the
rear unit up against it. As by means of a spring-loaded rod 7 on
the forward unit, extending downward through guides from the rear
unit catch 6 into a hole in the rear bottom edge of the forward
unit baggage compartment 3, the units can be automatically
uncoupled whenever the forward unit baggage compartment comes to
rest on a boss at the rod location.
The local terminal T (FIGS. 7 and 8) can consist of a
weather-protected room in which one or more levels of units U,
coupled together into double columns of any desired length with
aisles in between, are supported by tracks 8a-c equipped with pairs
of longitudinal belts 9 supported by followers 10 and driven by
wheels 10a powered by a geared electric motor 11. The vertical
track flanges can have lips which fit into low-level notches at the
ends of each baggage compartment wall.
Each passenger arriving at the depot places his baggage in the
compartment 3 of his preassigned unit U and takes his seat 1. Where
passenger reservations have specified more baggage than the regular
unit compartments can hold, the remainder can be deposited in
special baggage units U(b) (FIGS. 4-5) at the rear of the double
columns; and these units can be equipped with bag and hat shelves
12 and coat racks 13. (The forward end of these special units U(b)
can be equipped with stub projections 14 which substitute for the
passenger unit footrests 5 (FIGS. 2-3) for coupling purposes; and
the rear ends can be provided with a coupling rod 7 (FIG. 4) and a
slot 15 just under a low-level shelf 12a to accommodate the stub of
a special unit to the rear.) Additional special units can be
provided to accommodate freight shipments; and by adjusting the
ratio of regular and special units, the system can be operated with
any desired mixture of passenger and baggage or freight
capacity.
In the at-rest terminal configuration, wide aisles 16 (FIGS. 7-8)
can be provided to assist passengers in depositing their coats and
baggage and seating themselves. To conserve transport space and
provide ample clearance between the outer unit columns and
transport walls when loading and unloading, the double-unit columns
when filled can be drawn closer together as by means of a gear
shift 17 (FIGS. 7-9) which connects the belt motor 11 through a
lateral shaft 18a having worm gears meshed with nuts on the
laterally-sliding belt-support tracks 8a-c. Additional
lateral-shift worm-gear shafts 18b-c etc. can be suitably spaced
along the aisle 16 and driven by a sprocket and chain 19 on the
powered shaft 18a.
The shafts 18a-n can also drive cams 20 which raise the center
hinge of the two-panel aisle floor 16 so that this floor is folded
upward as the double-unit columns are drawn together.
At departure time, a loader L (FIG. 10) is mated to the local
terminal T with a weatherproof seal 21 and connected by rolling
doors 22. Like the terminal T, the loader L can be equipped with
one or more levels of unit-supporting tracks 8a-c and wheel-driven
belts 9. The ends of these tracks can be equipped with foldout
extensions 23 which can be lowered in the mated position to connect
with the ends of the terminal tracks 8a-c; and by activating both
the terminal and loader belts 9, the double-unit columns can be
moved into the loader. The loader-belt-track extensions 23 can then
be folded upward, the doors 22 can be closed, and the loader L can
be moved a short distance to a local transport X. (The terminal-
and loader-belt operation can be synchronized by a plug 74 on the
outside terminal wall through which the loader belt motor 11 can be
powered by a control in the terminal.)
The local transport X (FIGS. 11-13) can be a train or bus or
short-haul aircraft or watercraft. The interior of each vehicle is
fitted with one of more levels of belt-equipped tracks 8a-c (FIGS.
7-9), spaced to support the unit columns as described above for the
local terminals T.
As by means of forward and rear pantographs 24 (FIGS. 10-11),
actuated by motor-driven worm gears 25, the loader tracks 8a-c can
be positioned vertically to coincide with the ends of the transport
tracks 8a-c. When the loader L and transport T hae been mated with
a weatherproof seal 21 (FIG. 11), the two doors 22 can be rolled
upward, the loader belt extensions 23 can be lowered to connect
with the transport tracks 8a-c, and the double columns can be moved
into the transport by actuating the loader and transport belts
9.
Where the local transport is a train (FIG. 11), use of a special
rail car with rotatable sections 26 and rolling end doors 22 will
permit unit loading in the fashion described above.
Where this transport is a bus (FIG. 12), loading in this fashion
can readily be performed through hinged end doors 27 and rolling
inner doors 22.
Where this transport is a short-haul aircraft (FIG. 13) or
watercraft, such loading can again be accomplished through hinged
nose and tail doors 28, 28a and rolling inner doors 22.
When positioned in the local transport, the double-unit columns can
be moved apart laterally to provide the desired aisle 16 (FIGS.
7-9) in the manner described above for the local terminal. As by
reducing the thread pitch on the worm gear shafts 18a-n
progressively for the middle track 8b and the outer track 8c, the
three tracks can be gradually squeezed together on each double-unit
column as it is moved laterally toward the vehicle wall -- thus
clamping the floor edges of the individual baggage compartments 3
under the lips on the vertical flanges of the tracks 8a-c. As by
clips 29 positioned on the transport floor to engage the bottom
flanges on all three tracks at the outer limit of their lateral
movement, these tracks can be secured firmly to the vehicle floor
for safety in transit.
(If desired, the loader L (FIGS. 10-11) serving the local terminal
can be provided with the increased interior width and
track-separation mechanism 16-20 (FIGS. 7-9) described above for
the local terminal T and can itself serve as this terminal; or such
a loader, constructed in the form of a container and incorporating
the unit-clamping mechanism 8a-c, 18a-c 29 described above for the
local transport X, can itself be placed aboard the transport and
carried to the sorter S for direct unloading. Alternatively, where
the distance from the local terminal to the sorter is small, the
loader can serve as the local transport; or where the transport is
capable of being mated (with suitable alignment and a weatherproof
seal) directly to the door of the terminal or to an enclosed
extension, the loading of this transport can be accomplished
directly by a conveyor-track extension of the terminal tracks
8a-c.)
The local transport X (FIG. 1) operates as a high-frequency shuttle
between one or more local terminals T(1)a-b and the nearest sorter
S(1). Arriving at this sorter, the transport takes a preassigned
input-output position 30 (FIG. 14) where its units are unloaded in
the reverse of the loading procedure described above and are
delivered to the appropriate input section T(1) ai-bi of the
sorter.
The basic sorter mechanism (FIG. 15) can consist of an arrangement
of nonferrous spool-and-flat-link chains 31a-z and vertical-axis
sprockets 32a-z covered by a thin floor 33 (FIG. 16) and housed in
a prefabricated air conditioned building 34 (which can, if desired,
provide a rooftop landing area for steep-gradient aircraft or can
be placed underground to avoid interference with conventional
runways and taxiways or surface transportation lines).
The sorter chains and sprocket perimeters can incorporate
uniformly-spaced U-shaped electromagnets 35e, 35ee (FIGS. 17-19),
each end of each magnet being equipped with a metal-rimmed wheel 36
which positions the magnet face a fraction of an inch below the
sorter floor 33. The magnets can be energized as by means of
metal-rimmed wheels 37 slanted inward on each side of the center of
each magnet. The shafts for these wheels can be insulated from the
magnet bar by plastic sleeves 38 and can be connected to the center
of the magnet winding 39 -- with this winding being wrapped in
opposite directions from the center and being grounded at the ends
to the sorter floor through the magnet bar 35 and upper wheels
36.
The bottom edges of the slanted wheels 37 can provide continuous
contact with a beveled coupling-power guide 40e, 40ee which
provides vertical support and horizontal guidance for the magnets;
and this guide can be insulated from the building base and can be
divided into separately energized sections 40e (1), 40e(2), etc.)
which transmit the various coupling and uncoupling sequences
necessary in the optimum sorting program. (Alternatively, the power
for these electromagnets can be obtained through special pick-up
and grounding arms and wheels and power strips similar to those
50-51 (FIGS. 20-22) described below for the sorter dollies.)
Additional slanted guide wheels 37n (FIGS. 17-19), with
non-conducting rims, can be provided for support and guidance at
the midpoints of the chain links 41 which connect the spools 42
between magnets 35.
The sorter chains 31 can be driven as by appropriately sized main
sprockets 32e(1), 32f(1), etc. (FIG. 15) at the ends of the chain
runs, supported and held in position by the slanted wheels 37, 37n
(FIGS. 17-19) and driven by electric motors 43 geared to racks 44
on the insides of the sprocket rims.
To mesh the main chains 31e-f (FIG. 15) with the main sprockets
32e-f and interior sprockets 32ee-ff, guide arms terminating in
small wheels 45 (FIGS. 17-19) on one side and sockets 46 on the
other side can extend laterally from braces at the midpoint of each
magnet 35 and chain link 41 so that they fit together at the point
of tangency t of the chain magnets 35e with the sprocket magnets
35ee. (The smaller sprockets 32a-b, 32c-d, 32h-i for the
input-output, acceleration-deceleration and side chains described
below do not include magnets and can therefore consist of
conventional rims equipped with sockets spaced and sized to mesh
directly with the chain spools 42.) (FIGS. 17, 18, 26 & 27.
Double columns of dollies can be prepositioned in the input
sections T(1) ai, etc. (FIGS. 14-15) of the sorter S to coincide
with the arriving double columns of units. Each dolly D (FIGS.
20-22) can consist basically of a nonferrous metal or plastic tray
and frame 47 dimensioned to fit the base of the baggage compartment
3 on an individual unit U. This dolly frame can be equipped with a
plastic apron 48 and small electric-powered blower 49 which permits
the dolly to operate as an air cushion vehicle. To provide blower
power, a roller-equipped arm 50 can extend downward from the dolly
frame to an insulated power strip 51 along the dolly path on the
upper surface of the sorter floor 33 -- and a low-level power
connection 52 can be provided between adjacent dollies so that when
locked together they can both be fed from the same power strip 51.
(In an alternative or supplementary support arrangement, the
corners of the dolly frame can be equipped with large
pneumatic-tired casters 53 (FIGS. 20A-22A).)
A spring-loaded nonferrous plate 54 (FIGS. 20-22) can extend
laterally underneath the middle of each dolly frame 47 and can be
horizontally restrained at each end by brackets 55. To this plate
can be fastened an array of inverted U-shaped and L-shaped
electromagnets 56a-c, 57a-b (or permanent magnets for the
caster-support arrangement) having the same longitudinal
pole-to-pole dimension a as the sorter chain and sprocket magnets
35e, 35ee (FIGS. 17-19) and being equipped with nonconducting
wheels 58 (FIGS. 20-22) which coincide with the sorter-chain magnet
wheels 36 (FIGS. 17-19) beneath the sorter floor 33 and which
position the dolly faces a fraction of an inch above this floor.
(To furnish the ground connection for the dolly blower and
electromagnets, two of the magnet wheels 58 on each dolly can be
conductors -- with insulated shafts 59 connected to the dolly frame
47 by wires which lead through unidirectional current-control
elements 60 to prevent grounding of the blower-power strip 51 when
one of these wheels passes over it --or this ground connection can
be provided by additional roller-equipped arms 50 which afford
continuous contact with the sorter floor 33. A similar
current-control element 60 can be used in the wires from the power
pick-up arms 50 to prevent grounding when one of these arms is in
contact with the sorter floor.)
The three interior magnets 56a-c are centered on the dolly's
longitudinal center line, oriented fore and aft, with a lateral
separation b just equal to that between the chain and sprocket
magnets 35e, 35ee (FIGS. 17-19) at the point of tangency t in the
sorter.
The exterior magnets 57a-b (FIGS. 20-22 are designed to interlock
on adjacent dollies to form three fore-and-aft pairs with the same
longitudinal and lateral interpole separations a and b as the
interior magnets 56a-c. Both the double-legged sections 57a and the
single-legged sections 57b of the exterior magnets have lateral
connecting bars; and the double-legged sections 57a also have
longitudinal connecting bars which, for adjacent dollies, are
joined on a vertical diagonal face. The flux-path between the poles
of any of the three exterior-magnet fore-and-aft pairs will thus
flow through this joint and will hold the dollies together both
laterally and longitudinally.
This arrangement permits magnetic coupling and switching in
accordance with central sorting program signals by alignment of the
sorter magnets 35e, 35ee, etc. (FIGS. 17-19) in the chains 31e and
sprockets 32ee etc. just beneath the sorter floor 33 with either
the single-unit dolly magnets 56a-c (FIGS. 20-22) or the
double-unit dolly magnets 57a-b just above this floor. (In an
alternative arrangement, the dolly coupling can be accomplished
mechanically as by replacing the sorter magnets 35e, 35ee, etc.
(FIGS. 17-19) by pairs of vertical solenoids 61 (FIGS. 18A-19A)
with windings energized in pairs through the slanted wheels 37 at
the center of each link 41 (and grounded through the upper wheels
36) and with pins 61a which, when actuated by energizing the
associated sections of the coupling power strips 40e(1), (2), etc.,
can be inserted through a narrow slot 62 in the sorter floor 33
into properly spaced pairs of elongated holes 63 (FIGS. 20A-22A) in
low-level plates 64 suspended by brackets 65 beneath the middle of
each dolly tray and frame 47. As through extensions 66 of these
plates beyond the dolly frames and a step 67 in one end of each
plate to provide a slight vertical clearance, adjacent dollies can
be locked together for paired movement when the pins are inserted
upward through double pairs of holes by energizing the appropriate
coupling-power strip sections.)
(Strengthening of the sorter floor 33 (FIGS. 17-19) to carry the
weight of the dollies D and their unit loads U, U(b) can be
accomplished as by increasing the thickness of the flooring on both
sides of the coupling magnet paths and providing beams 68 supported
on columns 69 on each side of the sorter chains 31e and sprocket
rims 32ee, etc.)
The double columns of units U (FIGS. 23-25) arriving at the sorter
S are moved by loader L (or directly by conveyor tracks) onto short
roller-equipped connector tracks 70 which provide a transition to
the double-dolly columns (D--D) l-n. (To facilitate unit movement,
the loader's rear pantograph 24 (FIG. 10) can be raised
sufficiently to slant the loader track extensions 23 (FIG. 25) at
the same angle q as the connector tracks 70.)
To hold each unit U firmly on its dolly D, the bottom of the
baggage compartment 3 (FIGS. 20-22) can be indented to coincide
with bosses 71 at the corners of the dolly tray. Placement of the
double units (U--U) 1-n (FIGS. 23-25) on prepositioned double
dollies (D--D)l-n (center-coupled through their interlocked magnets
57a-b to sorter magnets 35a on each input chain 31a) is
accomplished when the front of the first double-dolly frame (D--D)1
engages the forward bottom edge of the first double unit (U--U)1 at
the lower end of the connector track 70. (To hold each double unit
at the end of the track until a double dolly is in position to
engage it, the end roller on each rail can be replaced with an
adjustable-friction rubber disc 72 of the same size.)
The longitudinal spacing d of the sorter magnets 35a on the input
chain 31a, and hence of the dollies D coupled to them through the
sorter floor 33, is equal to the length c of the units U being
delivered to these dollies from the loader track extensions 23 plus
the interunit distance e (equal to the height f of the unit baggage
compartment 3 multiplied by the tangent of the connector track
angle q) which develops in the transition of units from the
connector track 70 to the dollies D, (FIG. 25a). The order of these
double units is prearranged by the original seat assignment at the
local terminal T(1) a to end up with the related-passenger units
(U--U)l-n at the delivery end of the input chain and the individual
passenger units (U)l-n (still in pairs) at the receiving end.
Power is supplied to the input-chain drive motor 43 (FIGS. 17-19)
in a sinusoidal pattern, producing a chain speed pattern s (a)
(FIG. 28) running from zero to a level x sufficient to advance each
dolly one space d (FIG. 25) on each input chain cycle g (FIG. 28).
As each double unit (U--U)1 (FIGS. 23-25) is pulled forward on a
double dolly (D--D)1 by the sinusoidal advancement of the input
chain 31a, bosses 73 (FIGS. 20-22A) centered on top of the back of
each dolly tray raise the unit rods 7 (FIG. 6) and interunit
catches 6 and uncouple this double unit (U--U)1 (FIGS. 23-25) from
the double unit (U--U)2 just behind it. The first double unit
(U--U)1 then moves forward on its double dolly (D-D)1; and the next
double dolly (D--D)2 is advanced by the input chain 31a to engage
the next double unit (U--U)2. This process continues until all
double units in the column are positioned on double dollies.
(The outer wall of the sorter at each input postion can be equipped
with a receptacle 74 into which the loader L can plug and through
which a central computer 75 (FIGS. 14-15), by controlling a
sinusoidal power supply for the loader-belt drive motor 11 (FIG.
10), can determine the sorter-feeding rate for each loader in
accordance with the dolly-introduction program for that input
position.)
The double units (U--U)l-n on the input chain 31a can be introduced
into the sorter as soon as required in the optimum sorting program
established by the central computer for the particular combination
of destinations involved in the units positioned at that moment on
all of the sorter's input chains.
To give each unit a comfortable transition from the standstill
input-chain condition 0 (FIG. 28) to the standard sorter chain
speed y, the sprocket 32(a)2 (FIG. 26) at the delivery end of the
input chain 31a can be positioned adjacent to a sprocket 32c(1) at
the pick-up end of an acceleration chain 31c -- with a separation b
equal to the lateral magnet separation on the dollies D (FIGS.
20-22).
The sprocket drive motor 43 (FIGS. 17-19) for this acceleration
chain 31c (FIG. 26) is powered to produce a sinusoidal speed
pattern s(c) (FIG. 28) with a cycle time g similar to that of the
input chain pattern s(a) but with a 180.degree. phase difference
and with minimum and maximum speeds just equal to the maximum
input-chain speed x and standard main-chain speed y, respectively.
(The standard main-chain speed y is determined by the centrifugal
force which can be confortably experienced as a unit travels around
the perimeter of an interior sprocket 32ee-ff (FIG. 15). For a
passenger weighing 150 pounds, traveling on the perimeter of a
sprocket 10 feet in diameter, a main-chain speed of 4.4 feet/second
(3 miles per hour) will produce a centrifugal force of
approximately 14 pounds -- which appears to be well within
acceptable limits.)
Many different configurations of chains 31 and sprockets 32 can be
employed in the sorter to serve systems of varying complexity. The
configuration described here, simply as an illustration, provides
for each end of each main chain 31e, etc. (FIG. 26) to be served by
two input chains 31a-b and two output chains 31y-z -- each with an
acceleration chain 31c-d, 31w-x.
The sprockets 32c(2), 32dd(6) at the delivery end of these
acceleration chains 31c, 31d are adjacent to a main chain 31e as it
passes around a main sprocket 32e(1), with separations b equal in
each case to the lateral magnet separation b on the dollies D
(FIGS. 20-22).
In this arrangement, units are fed onto the main chain 31e (FIG.
26) alternately by one acceleration chain 31c and then the other
31d. At the point that an input to this main chain is appropriate
in the optimum sorting program, a signal from the central computer
75 (FIGS. 14-15) energizes the coupling power strip 40a (FIGS.
23-25) for all of the sorter magnets 35a on the first input chain
31a; and all units on this chain are gradually accelerated and then
decelerated in a sinusoidal pattern s(a) (FIG. 28) which advances
them one space d (FIGS. 23-25). At the point of maximum speed, the
center poles of the interlocked magnets 57a-b for the first double
dolly (D--D)1 are automatically uncoupled from the input chain
magnet 35a by deenergizing its coupling-power guide 40a -- while
the left poles of these interlocked double-dolly magnets are
simultaneously coupled to the adjacent acceleration-chain magnet
35c(FIG. 26) by energizing its coupling-power strip. (To overcome
any drag effects of residual magnetism, the coupling-power strips
in the "off" condition can be energized with a slight negative
voltage.) As by the error-signal-actuated governors 76 (FIGS.
17-19) for the input and acceleration-chain motors 43, the two
chain-speed cycles s(a), s(c) (FIG. 28) are synchronized so that
the cycle low point x for the acceleration chain 31c (FIG. 26)
coincides at the point of tangency t with the cycle high point x
for the input chain 31a; and the switching of units from the
input-chain coupling 35a to the acceleration-chain coupling 35c can
thus be accomplished smoothly.
As by means of these same governors, the input- and
accelerator-chain cycles are synchronized with the movement of the
main-chain magnets 35e around the main sprocket 32e(1) and after
the first double dolly (D--D)1 has been gradually accelerated from
the maximum input-chain speed x (FIG. 28) up to the standard
main-chain speed y, this double dolly can be smoothly switched from
the acceleration chain 31c (FIG. 26) to either the main chain 31e
or main sprocket 32e (1) at the point of tangency t. This switching
is accomplished on a signal from the central computer which, as the
acceleration-chain magnet 35c for this double unit reaches the
point of tangency, deenergizes this magnet through its
coupling-power guide and energizes either the adjacent main-chain
magnet 35e or the adjacent main-sprocket magnet 35es through their
respective coupling-power guides and shifts the coupling of this
double dolly from its left interlocked magnet poles 57a-b (FIGS.
20-22) to either its center or its right interlocked poles. (The
switching sequence described above can be graphically summarized by
a bold line (FIG. 28) which follows the leading edge of the input-
and acceleration-chain sine waves s(a), s(c) from a zero-speed
point up to the main-chain speed level y.
Introduction of units from the adjacent input chain 31b (FIG. 26)
is accomplished in the same manner, except that several small guide
sprockets 32d (2-5) can be employed to give the acceleration chain
31d a gradual angular transition between its points of tangency t
with the input chain 31b and main chain 31e.
The phase relationship h (FIG. 28) between the adjacent input-chain
cycles s(a), s(b) can be determined by the relative lengths of the
dolly-travel paths on the associated acceleration chains 31c, 31d
(FIG. 26) and by the perimetal distance between their points of
tangency t with the main chain 31e on the main sprocket 32e(1). The
cycles for these input chains and their respective acceleration
chains can be staggered so that by alternation they feed
consecutive main-chain magnets 35e; or if the optimum sorting
program calls for units on every second mainchain magnet, the cycle
time g (FIG. 28) for the input- and acceleration-chain cycles can
be doubled. Whenever required in the optimum sorting program or
because of a malfunction, the feeding of units onto the main chains
31e, etc. (FIG. 26) can be interrupted for any desired period by a
sustained deenergizing of the coupling-power guides for the input
chains 31a-b.
As the last of the double units (U--U)n (FIGS. 23-25) approaches
the delivery end of an input chain 31a, the procedure for single
units (U)l-n can be commenced as by the use of side chains 31h, 31i
(FIGS. 15, 27) located on either side of the input chain 31a and
geared to the same cycle s(a) (FIG. 28).
When the dollies (D)1-(D)2 (FIGS. 23-25) for the first pair of
these single units (U)1-(U)2 reach the zero-speed point (FIG. 28)
adjacent to the receiving ends of the side chains, a central
computer signal uncouples all the remaining dolly pairs from the
input chain 31a and (through their left and center interior magnets
56c, 56a (FIGS. 20-22), respectively) couples the first left dolly
(D)1 to a sorter magnet 35h (FIG. 27) on the left side chain 31h
and the first right dolly (D)2 to a fixed electromagnet 77 adjacent
to the right side chain 31i.
On the next input- and side-chain cycle, the interlocking magnets
57a-b (FIGS. 20-22) on these first two dollies are disengaged; and
the first left dolly (D)1 (FIG. 27) is pulled straight forward to a
guide sprocket 32h(2).
On the following cycle, a central computer signal uncouples the
first right dolly (D)2 from the fixed magnet 77 and couples it
(through its right interior magnet 56b (FIGS. 20-22)) to a sorter
magnet 35i (FIG. 27) on the right side chain 31i which pulls it
straight forward to its guide sprocket 32i(2). On this cycle, and
on every other cycle thereafter, all the remaining dolly pairs
(D)3-(D)4, etc. (FIGS. 23-25) on the input chain 31a are advanced
one space d.
On this same cycle, the first left dolly (D)1 (FIG. 27) is
redirected by its guide sprocket 32h(2) onto a side-chain path 31h
which gradually converges with the input chain 31a. This
convergence terminates a few cycles later with a zero-speed point
at a delivery sprocket 32h(3), separated from the input chain 31a
by the dolly-magnet lateral separation b (FIGS. 20-22). At the
point of tangency t (FIG. 27), central computer signals uncouple
this left dolly (D)1 (through its left interior magnet 56c (FIGS.
20-22)) from the left side-chain magnet 35h (FIG. 27) and couple it
(through its center interior magnet 56a) to the adjacent
input-chain magnet 35a; and this dolly and its individual unit (U)1
move forward on the input chain 31a.
The first right dolly (D)2 (FIGS. 23-25) proceeds through this same
convegence one cycle behind the first left dolly (D)1 (and is
followed in turn by the second left dolly (D)3 and second right
dolly (D)4, etc.); and the string of individual units (U)1-n thus
travels onward to the acceleration chain 31c (FIG. 26) and main
chain 31e in the same manner described above for the double units
(U--U)1-n.
(If the caster-support and the pin-and-hole coupling alternative
53, 61-63 (FIGS. 18A-22A) is used for dolly operations, the guide
sprockets 32h (2), 32i(2) (FIG. 27) can be moved outward a
sufficient distance to permit clearance between the dolly coupling
plate extensions 66 (FIGS. 20A-22A) and the casters 53 on the
adjacent dolly; and the two individual dollies, after being
uncoupled jointly from the input-chain solenoid pair 35a (FIG. 27)
and coupled separately to the left and and right side-chain
solenoid pairs 35h, 35i, can be pulled forward together to the
guide sprocket before the one-after-the-other advancement sequence
is commenced.)
In the sorter configuration used here for illustration, the actual
sorting process starts when the first double unit (U--U)1 (FIGS.
23-25) on the acceleration chain 31c (FIG. 26) reaches the point of
tangency t with the main chain 31e. Here, in accordance with
central computer signals based on the optimum sorting program for
that moment, this double unit can either be switched to a mainchain
magnet 35e (by coupling with the center interlocked dolly magnet
57a-b (FIGS. 20-22) and carried forward on the main chain to the
first interior sprocket 32ee(1) (FIG. 26) or it can be switched to
a main sprocket magnet 35es (by coupling with the right interlocked
dolly magnet), carried around the main sprocket perimeter to the
point of tangency with a deceleration chain 31x or 31w switched to
one of these deceleration chain magnets 35x or 35w (by coupling
with the left interlocked dolly magnet) and then switched to an
output chain magnet 35z or 35y (by coupling with the center
interlocked dolly magnet).
If the double unit is carried forward to the first interior
sprocket 32ee(1), it can be either continued forward on the main
chain (by maintaining the coupling with the center interlocked
dolly magnet) or, depending on its programmed destination, switched
to an interior-sprocket magnet 35ee (by coupling with the right
interlocked dolly magnet).
If switched, the double unit can be carried half-way around the
sprocket perimeter, switched to a magnet 35ef on the next interior
sprocket 32ef(1) (by coupling with the left interlocked dolly
magnet), carried half-way around this sprocket perimeter, and
switched again either to a magnet 35f on the next main chain 31f
(FIG. 15) (by coupling with the center interlocked dolly magnet) or
to a magnet 35ff on the next interior sprocket 32ff(1) by coupling
with the right interlocked dolly magnet).
By a sequence of switching operations, with the spacing of unit
coupling on the chain and sprocket magnets programmed to avoid
intersection conflicts, the sorter can rapidly deliver the units to
the deceleration and output chains 31x, 31z, etc., for the various
local and long-haul destinations in the system.
To minimize unit travel in the sorter (FIG. 14), the output
position o for any particular connecting service can be located
diametrically opposite the input position i; and to eliminate
transport or loader travel around the sorter, each transport can
alternate its service between two different origin/destination
points T(1)a, T(1)b or S(2), S(3) (FIG. 1) -- with the sorter input
position T(1)a(i) or S(2)i (FIG. 14) for one such point adjacent to
the sorter output position T(1)b(o) or S(3)o for the other and vice
versa T(1)a(o), T(1)b(i), and S(2)o, S(3)i.
The typical sorter S(1) illustrated here (FIGS. 1, 14-15) serves a
combination of local and long-haul origins and destinations. The
input procedure for units U arriving in local transports X from
terminals T(1)a, T(1)b throughout the adjacent regions has been
described above. The input procedure is the same for units arriving
in long-haul transports XX from other sorters S(2), S(3) in the
system -- except that these long-haul transports (large airplanes,
trains and perhaps buses and watercraft) will typically carry
several hundred units, possibly in multiple levels, and will
require the use of larger loaders (possibly with multiple levels or
with pantographs 24 (FIGS. 1-11) adequate to reach the upper
transport levels) and perhaps the assignment of multiple output and
input positions S(2)o, S(2)oo, etc. (FIG. 14) for each such
transport.
The output procedure for the units U (FIG. 1) sorted for local
transports X serving local terminals T(1)a, T(1)b in the regions
adjacent to this sorter S(1), and for long-haul transports XX
serving other sorters S(2), S(3) in the system, is simply the
reverse of the input procedure.
After discharging its double-unit columns onto loader tracks 8
(FIG. 10) (or conveyor tracks) for delivery to input chains 31a-b
(FIG. 15), each transport is loaded -- by just the reverse of the
process described above -- with the units (assembled in double-unit
columns on output chains 31y-z) which have arrived a few moments
earlier on other long-haul or local transports and have been sorted
for destinations served by this particular vehicle and delivered to
the appropriate output positions. (The loaders used to deliver
arriving units from incoming transports to input positions can, if
desired, be shifted immediately to adjacent output positions as by
means of lateral belts so that they can load departing units for
delivery to outgoing transports.)
The operation at the output positions follows the above-described
input procedure, but with the direction and movement of the units
reversed. The output-chain magnets 35z (FIGS. 23-25), coupled to
the center interlocked magnet 57a-b on each double dolly, move the
double units (U--U)l-n in sequence onto the inclined connector
track 70 and up the rollers to loader track extensions 23 (or
conveyor tracks). As the first double unit (U--U)1 leaves its
double dolly (D--D)1, the spring-loaded unit rods 7 (FIG. 6) return
to their at-rest position and, by lowering the catches 6 on each
half of the double unit (U--U)2 immediately to the rear, couple the
two double units together. (Once the first double unit (U--U)1
reaches the loader track extension 23 (FIGS. 23-25) at the upper
end of the connector track 70, the loader belts help to pull the
following mechanically-coupled double units (U--U)2-n onto the
connector and loader tracks; and this pull from the double-unit
column on the belts will be sufficient to load the last few double
units which have no push from units on dollies behind them.)
The double dollies on the output chain 31z, after having their
double units unloaded in this manner, are advanced to a transverse
distributor chain 31r (FIGS. 15, 25) where (in accordance with
coupling-power-guide signals from the central computer 75) they are
circulated in the above-described sinusoidal pattern and delivered
as necessary to accommodate double-unit columns arriving at
adjacent input chains 31a-b.
(Where a special baggage unit U(b) (FIGS. 4-5) arriving at a sorter
S (FIGS. 14-15) contains bags for more than one destination, these
bags can be placed on empty dolly trays on the input chain and
delivered through the sorter to the output chains for their
respective destinations. Here they can be consolidated in special
baggage units arriving from other transports or fed into the sorter
at appropriate times by the central computer 75 from a special-unit
storage circuit 78a consisting of connector chains 31s and a
storage chain 31t with the same sinusoidal speed patterns s(c),
s(a) (FIG. 28) described above the acceleration and input chains,
respectively. If desired, special seat units can also be used in
the system, equipped with swivel chairs, desks, or other equipment
meeting special passenger desires; and these units can be kept in
similar storage circuit 78b (FIGS. 14-15) in the sorter for
assignment as needed. Special food and beverage units can be
received from incoming transports and cleaned and restocked to meet
the needs of outgoing transports in a kitchen 79a connected to this
storage circuit by an input-output chain 31k; and special lavatory
units can be emptied and cleaned in an additional facility 79b with
a similar connection 31l.)
As soon as a local or long-haul transport X, XX (FIG. 1) is loaded
L at a sorter S(1), it departs. When a local transport X arrives at
one of its local terminals T(1)a, the units U,U(b) for the local
destinations served by this terminal are unloaded L by the exact
reverse of the loading procedure described above, and as soon as
these units have come to rest in the terminal, each passenger takes
his coat and bags from the baggage compartment beneath his seat U
or the special baggage unit U(b) to the rear and proceeds to his
destination.
When a long-haul vehicle XX arrives at one of its other sorters
S(2), the units for the local terminals T(2)a, T(2)b served by this
sorter are unloaded L, sorted S by local destination, and loaded L
into local transports X for transportation to these terminals as
described above.
The basic combination of chains and sprockets in the sorter
arrangement described above can be expanded to accommodate any
necessary degree of system complexity.
In a system with a large number of local terminals and sorters, the
long movements of units perpendicular to the sorter main chains can
be expedited as by an arrangement of upper-level transverse chains
31v (FIGS. 29-30) served by strategically located transition chains
31u -- with the power in the transition-chain magnets increased as
necessary to provide the coupling strength for the transition
slopes and with the chain links articulated vertically (as well as
horizontally) to accommodate the upward and downward curves of
these slopes. Alternatively, these perpendicular unit movements can
be accommodated by providing additional columns of interior
sprockets 32ee-ff, etc. (FIG. 15) and by programming unit inputs on
alternate magnets on each main chain 31e-f.
To achieve extremely large sorters, this arrangement can be
expanded vertically by the addition of a second sorter floor --
with units in the local and long-haul transports positioned so that
the loaders can serve the upper and lower levels consecutively.
Operations in a complex system of this kind can, if desired, be
further facilitated by providing an intermediate level of
subsorters between the main sorters and the local terminals.
For continuous operation of a 36-position sorter of the
configuration illustrated here (FIGS. 29-30), with a sorter speed
of 4.4 feet/second (3 mph) as described and assuming that half of
the units to be sorted involve individual passengers, the internal
travel time from the input to the output connector tracks will
range from 11/2 minutes for the shortest movement to 3 minutes for
the longest movement. With belt-actuated loading and unloading of
the shuttle-operated transports as described, the typical
turn-around time at the sorter will be 3 to 5 minutes. The total
transfer time at this sorter for a typical passenger will thus
average approximately 6 minutes.
The convenience of this system can be further increased, if
desired, by a pick-up and delivery arrangement between the local
terminals and the origins and destinations of passengers at their
homes or places of business or congregation.
This arrangement can make use of special local vehicles which can
be shortened versions of the loader L described above (FIGS. 1,
9-11), with the unit-clamping track arrangement described for the
transports 8a-c, 18a-c, 29 but without pantographs.
In the departure movement, such vehicles can provide individual
units or small groups of units for boarding by passengers and
baggage at the passengers' actual points of origin and carry these
units to the nearest local terminal. Here they can be coupled with
other units in any desired order by mating the vehicle and terminal
tracks and, by actuating the vehicle belts, engaging the
unit-footrest catches with units already on the terminal
tracks.
In the arrival movement, units received at a local terminal from a
sorter or from another local terminal can be uncoupled as by a
solenoid plunger which is centered between the tracks 8a,b for each
unit column and which, when actuated by a signal in the terminal,
lifts the coupling rod 7 and catch 6 (FIG. 6) on adjacent units as
the first of these units is advanced by the terminal belts 9 (FIG.
9) to a mated vehicle with a slightly higher belt speed. This
vehicle can then carry a single unit or small group of units from
the local terminal to the passengers' actual points of destination,
where they take their baggage and alight.
* * * * *