U.S. patent number 3,610,160 [Application Number 04/850,939] was granted by the patent office on 1971-10-05 for transport system.
Invention is credited to Mihai Alimanestianu.
United States Patent |
3,610,160 |
Alimanestianu |
October 5, 1971 |
TRANSPORT SYSTEM
Abstract
A system for transporting passengers and freight through areas
of high-density traffic including loading and unloading stations at
street or other convenient approach level, the transporting means
moving basically on a main line level displaced from the station
level, together with spur means for connecting the two levels for
high-speed switching of the transportation means between the
levels; and improved propulsion means for the transport system.
Inventors: |
Alimanestianu; Mihai (New York,
NY) |
Family
ID: |
25309501 |
Appl.
No.: |
04/850,939 |
Filed: |
August 18, 1969 |
Current U.S.
Class: |
104/165; 104/76;
104/127; 104/172.3 |
Current CPC
Class: |
B61B
1/02 (20130101); B61B 15/00 (20130101) |
Current International
Class: |
B61B
15/00 (20060101); B61B 1/00 (20060101); B61B
1/02 (20060101); B61b 013/12 (); B65g 017/42 () |
Field of
Search: |
;104/76,77,88,127,134,168 ;198/137 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
Primary Examiner: La Point; Arthur L.
Assistant Examiner: Keen; D. W.
Claims
I claim:
1. A transport system comprising a main line path, a spur line path
communicating at the opposite ends thereof with said main line path
at longitudinally spaced switch points therein, a loading and
unloading station, said spur line path passing through said
station, carrier means movable over said main line path for
diversion to said spur line path at one of said switch points and
return to said main line path at the other of said switch points,
means for propelling said carrier means over said main line path at
main line speed, means for propelling said carrier means at said
main line speed over a pair of portions of said spur line path
extending from said switch points respectively, means for
propelling said carrier means over a second pair of spur line path
portions extending from said first-mentioned pair of spur line path
portions respectively and arranged to provide progressively
decreasing speeds from said main line speed to a given minimal spur
line speed and progressively increasing speeds from said minimal
spur line speed to said main line speed respectively, and means for
propelling said carrier over an intermediate spur line path portion
in said station at said minimal spur line speed, said spur line
path being at a level different from the level of said main line
path, said spur line path further comprising a pair of
substantially vertical portions connecting the opposite ends of
said intermediate spur line portions respectively, means for
propelling said carrier means over said vertical spur line path
portions, means for retaining said carrier means in its movements
over said vertical spur line path portions against displacement
therefrom, said spur line path including rail means and said
carrier means including wheels movable over said rail means,
rotatable idler means on said wheels, said retaining means
comprising fixed means engageable with said idler means for
retaining said wheels in engagement with said rail means.
2. A transport system comprising a main line path, a spur line path
communicating at opposite ends thereof with said main line path at
longitudinally spaced switch points therein, a loading and
unloading station, said spur line path passing through said
station, carrier means movable over said main line path for
diversion to said spur line path at one of said switch points and
return to said main line path at the other of said switch points,
means for propelling said carrier means over said main line path at
a main line speed, means for propelling said carrier means at said
main line speed over a pair of portions of said spur line path
extending from said switch points respectively, means for
propelling said carrier means over a second pair of spur line path
portions extending from said first mentioned pair of spur line path
portions respectively and arranged to provide progressively
decreasing speeds from said main line speed to a given minimal spur
line speed and progressively increasing speeds from said minimal
spur line speed to said main line speed respectively, means for
propelling said carrier means over an intermediate spur line path
portion in said station at said minimal spur line speed, means for
controlling said last mentioned propelling means for stopping and
starting said carrier means in said station, said last-mentioned
propelling means comprising a plurality of longitudinally spaced
electric motors located along the length of said station for
operative engagement with successive, adjacent carrier means, said
controlling means comprising a plurality of longitudinally spaced,
series-connected normally open switches located along the length of
said station for operation by said carrier means, and normally
closed switch means in circuit with each of said motors responsive
to the closing of said normally open switches to open the circuits
to said motors.
3. A transport system comprising a main line path, a spur line path
communicating at the opposite ends thereof with said main line path
at longitudinally spaced switch points therein, a loading and
unloading station, said spur line path passing through said
station, carrier means movable over said main line path for
diversion to said spur line path at one of said switch points and
return to said main line path at the other of said switch points,
means for propelling said carrier means over said main line path at
a main line speed, means for propelling said carrier means at said
main line speed over a pair of portions of said spur line path
extending from said switch points respectively, means for
propelling said carrier means over a second pair of spur line path
portions extending from said first-mentioned pair of spur line path
portions respectively and arranged to provide progressively
decreasing speeds from said main 186 speed to a given minimal spur
line speed and progressively increasing speeds from said minimal
spur line speed to said main line speed respectively, and means for
propelling said carrier means over an intermediate spur line path
portion in said station at said minimal spur line speed, said
first-mentioned propelling means comprising electric motor means on
said carrier means, said third-mentioned propelling means
comprising a plurality of longitudinally spaced constant speed
motor means arranged along said second pair of spur line path
portions for frictionally engaging and advancing said carrier
means, successive motor means of said plurality of motor means
having speeds of progressively changing values.
Description
BACKGROUND OF THE INVENTION
The problem of moving passengers and freight between selected
points in high traffic density areas becomes more and more acute as
known forms of transport are unable to cope with ever increasing
numbers of passengers and volumes of freight. The problems become
even more pressing as efforts are made to encourage the transfer of
traffic from automotive transportation to public transportation, in
order to reduce traffic congestion, air pollution, and the
like.
However, with public transportation systems as presently known, in
the form of high-speed systems such as subways; the actual capacity
thereof is far removed from theoretical values and the operations
are somewhat inefficient in terms of actual traffic movements.
Further, passenger access to subway systems is extremely
inconvenient because of the depressed transport level in relation
to the surface approach level, requiring long staircases or
expensive escalator or elevator systems.
Also, in subway systems as known, with ever increasing length of
coupled trains to increase passenger capacity; there is a decrease
in operational efficiency, together with increased expense for
lengthening loading and unloading stations to accommodate the
lengthened trains. Further, the use in such systems of variable
speed motors for propulsion, represents very high capital
investment for the same as well as continuing high maintenance
costs.
The extended length of loading and unloading stations is known
transport systems, impairs the efficiency of loading and unloading
operations and makes passenger or freight movements inconvenient in
respect to the approach and leaving the transport means.
Accordingly, an object of this invention is to provide improved
transportation systems, particularly adapted for high density
passenger or freight traffic, which is highly flexible in
operation, is of greater convenience for passengers, utilizes
propulsion means which is economical in cost and maintenance, and
is capable of substantially increased capacities of passenger and
freight movements.
Another object of this invention is to provide in a transport
system, a main line traffic level in displaced relation to loading
and unloading levels which may be at street or other suitable
approach levels, with spur lines connecting the main line level
with station levels, the spur lines having essentially vertical
paths with abrupt transition to the horizontal portions thereof at
the station levels.
Another object of this invention is to provide in a transport
system of the character described, transport units having
relatively small individual passenger or freight capacity, which
lends themselves to highly flexible operation and efficient
movements over acutely angular portions of the spur line path.
A further object of this invention is to provide in a transport
system of the character described, improved passenger transport
units which comprise a pallet-type undercarriage and a
passenger-carrying capsule of limited passenger capacity, mounted
on the undercarriage for movement about a horizontal axis to allow
the capsule to maintain a normal upright position at all times,
while the undercarriage takes varied positions in accordance with
the angularity of various portions of the spur line path.
Still a further object of this invention is to provide in a
transport system of the character described, improved propulsion
means including constant speed electric motors throughout the
system; yet allowing for efficient acceleration and deceleration at
switching points between the main line and the respective spur
lines at loading and unloading stations.
Yet another object of this invention is to provide in a transport
system of the character described, main line and spur line paths
which are colevel, for the movement of passengers or freight
thereover, constant speed electric motors being used to effect
efficient movements of the transport means over such paths.
Still another object of this invention is to provide in a system of
the character described, improved locking and guiding means for
capsules movably mounted on pallets.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a diagrammatic showing of a station area of a
transportation system embodying the invention, in plan;
FIG. 1A is an elevational view thereof;
FIG. 2 is a diagrammatic showing in plan, similar to that of FIG. 1
and showing an alternative form of the invention;
FIG. 3 is a side elevational view showing a passenger carrying
capsule forming an element of the system;
FIG. 4 is an end elevational view thereof;
FIG. 5 is a partial elevational view thereof, showing drive means
therefor;
FIG. 6 is a side elevational view showing the approach side of a
station portion of the system;
FIG. 7 is a vertical sectional view taken on the line 7--7 of FIG.
6; FIG. 8 is a partial elevational view showing drive means for the
capsule at the approach side of the station;
FIG. 9 is a view similar to that of FIG. 8, showing the drive means
at the terminal far end thereof;
FIG. 10 is a plan view showing the capsules in the station
area;
FIG. 11 is a circuit diagram showing the control means for the
capsules in the station area;
FIG. 12 is a view in elevation showing a modification of the
transport system; and
FIG. 13 is an elevational view showing a cargo carrying pallet as
an element of the transportation system.
FIG. 14 is an elevational view showing locking and guide means for
the capsule; FIG. 15 is a sectional view taken on the line 15--15
of FIG. 14; FIG. 16 is a view similar to that of FIG. 14, showing
the locking means in operative position; and FIG. 17 is a plan view
thereof.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
The instant invention is embodied in a transport system for high
traffic density areas which includes a main line extending between
distant points and spur lines at intermediate points. The
individual spur lines are connected at the opposite ends thereof to
the main line at longitudinally spaced points therein. Such spur
lines pass through loading and unloading station areas which may be
at a level different from that of the main line or may be colevel
therewith.
When the spur lines include a portion at a level different from the
main line level, the main line connecting portions of the spur line
have a substantially vertical path on both the approach and
departure ends thereof.
Thus, as shown in FIG. 1, 10 designates a main line path of a
transport system embodying the invention. A single station on the
line, to which passenger or cargo transport means may be switched
from main line 10, is generally indicated at A. Such station A
includes an intermediate portion B which is at a street level SL
while the main line path 10 is at a depressed level DL.
A spur line path generally indicated at 11 is connected to main
line path 10, at longitudinally spaced points 12, 13 for switching
from and to the main line path 10. Spur line path 11 includes
offset portions 14, 15 which are colevel with path 10, portions
14A, 15A extending from portions 14, 15 respectively and also
colevel with path 10, portions 16, 17 extending from portions 14A,
15A respectively, said portions 16, 17 extending substantially in a
vertical plane, FIG. 1A, and interconnecting an intermediate
portion 18 located at the street level SL of station area A.
Passenger-carrying means used in the instant transport system, is
generally indicated at 20, FIGS. 3, 4. The same comprises a capsule
of limited passenger capacity, indicated at 21; and being of the
order of 2-6 persons. The capsule 21 is shown as being of
cylindrical shape, although the same may have other shapes. Capsule
21 comprises a cylindrical wall 21A, circular sidewalls 21B and
cylindrical end portions 21C of reduced diameter. Capsule 21 is
provided interiorly thereof with facing seat portions 22; doors 22A
in sidewalls 21B allowing for passenger unloading on one side while
loading on the other side.
Each capsule is mounted on a pallet 23 which includes a base
portion 24 having depending from the underside thereof bearing
members 25 on which axles 26 are mounted, Wheels 27 are mounted on
axles 26 for engagement with rails 28 which extend in main line
path 10 and portions of spur line path 11. Pallets 23 are propelled
by motors 35 which are of constant speed type, and located on the
underside of base portion, being connected to axles 26 by suitable
sprocket chains.
Capsule 21 are mounted on pallets 23, for rotation relative thereto
about a horizontal axis. To this end, rollers 30 are journaled in
end portions of wall 21A and received in circular track frames 31
of channel cross section. Frames 31 are in upright opposed relation
and fixed to base portion 24 of pallet 23 by vertical frame members
32.
Current is supplied to motor 35 by way of a spring-pressed shoe 36
mounted on a depending bracket 37; the shoe being engageable with
third rail means 38 which extends along the rails 28 of the main
line path 10. Third means 38A, 38B are also provided along spur
line path portions 14, 15 respectively.
It is understood that a particular transport unit 20 or group of
such units, destined to a particular station A, is switched from
the main line path 10 to spur line path 11, at switching point 12.
The switched unit 20 then traverses spur line path portions 14, 14A
which are colevel with main line path 10; is then raised to level
SL over a substantially vertical spur line path portion 16 for
further movement over spur line path portion 18 in station A at
portion B thereof.
Here the unit 20 is brought to a stop, as hereinafter described, to
allow passengers to leave capsule 21 on one side thereof while
others enter the capsule on the other side thereof, via doors 22A;
the capsule 21 now being located between platforms 33, 33A.
The unit 20 then leaves station A, being passed to the depressed
level D L over spur path portion 17, followed by movements over
path portions 15A, 15 to switching point 13 where the unit 20 then
rejoins main line path 10. Suitable switching means is provided at
points 12, 13, as for example, switching means disclosed in
copending application Ser. No. 754,379, filed Aug. 21, 1968.
Assuming that units 20 travel on the main line path 10 at a given
constant speed, say 20 m.p.h. as provided by motors 35 and third
rail current supply 38; when unit 20 is switched at point 12,
current supply for motors 35 is now supplied by third rail current
supply 38A, over path portion 14. When path portion 14A is reached,
propulsion of unit 20 is taken over by a series of pairs of
oppositely disposed motors 40. As shown in FIG. 5, motors 40 are
provided with friction tire means 42 fixed to vertical output shaft
43; the motors 40 being located on bases 41 located on opposite
sides of rails 28 in said zone 14A, to bring friction tire means 42
into driving engagement with depending apron portions 24A of pallet
base portion 24.
Motors 40 are of the constant speed type; however, each succeeding
pair of motors operates at a speed value some what less then that
of the preceding pair of motors Thus, in effect, motors 40 acts as
decelerating means for units, and thus capable of reducing the
speed of the same from 20 m.p.h. to a relatively low value, such as
2 m.p.h. It will be apparent that third rail means 38A terminates
at a point where motors 40 take over, thus deenergizing motors 35
when motors 40 propel unit 20.
The unit 20 has now reached the spur line path portion 16 where
unit 20 must be propelled upwardly from level DL to level SL. To
this end, there is provided an endless sprocket chain 45 entrained
about end sprocket wheels 46, 47 located at opposite ends of zone
16. Sprocket wheel 47 is driven by a motor 48 at a constant speed
of 2 m.p.h. substantially equal to the speed of the last pair of
motors 40 in zone 14A.
The sprocket chain 45 is of conventional type with end rollers 49
received in guide channels 50, 50A for the upper and lower runs
thereof respectively. The guide channels 50, 50A are suitably
mounted on a base 51 disposed on rail ties 28A. Chain 45 includes
links 52 which provide openings for receiving a prong member 53
depending from pallet base 23, to thereby engage unit 20 with said
chain 45 to propel the same upwardly over path 16.
To facilitate the engagement of prong 53 with chain 45 at the lower
end of zone 16, the chain portion 45A adjacent sprocket wheel 46,
is angled downwardly by suitable location of sprocket wheel 46 and
idlers 58, to provide converging paths for the lower end of prong
53 and the upper run of chain portion 45A. Similarly, at the upper
end of zone 16, prong 53 disengages from the chain portion 45B, by
reason of the divergence of the paths thereof, due to the location
of sprocket wheel 47 and idlers 59, see FIGS. 8, 9.
Means for retaining pallets 23 in engagement with rails 28 in zone
16 are provided in the form of idler wheels 27A extending outwardly
of the larger diameter rail-engaging wheels 27. Retainer means 55
extending along the length of zone 16 and to one side of rails 28,
comprise an elongated member of inverted L-shaped cross section,
having its short horizontal leg 56 overlying the idler wheels 57A,
and being positioned properly by individual angle supports 57 fixed
to ties 28A.
Thus, the unit 20 has now reached elevated path portion 18 at
station portion B, where the propulsion of the same is now taken
over by pairs of opposed constant speed motors 40A. Motors 40A
operate at a constant speed to match that of chain 45, i.e. about 2
m.p.h. so that unit 20 moves slowly over the short distance of zone
18. Motors 40A operate in the same manner as shown in FIG. 5, the
friction tires 42 thereof engaging apron portions 24A of pallet
base portion 24.
Motors 40A are arranged to be deenergized as the single or multiple
units 20 traverse the zone 18, to thereby bring the same to a halt
at appropriate points along said zone 18.
Accordingly, a control system for motors 40A is provided as
indicated in FIGS. 10, 11, to render the same operative to bring
the units 20 into station area B and to allow such units to leave
station area B; and further, to render the same inoperative to halt
the units for unloading and loading in said station area B.
To this end, each group of motors 40A arranged to propel a single
unit 20, is connected in circuit with current supply 60 through a
normally closed solenoid switch 61. Each switch 61 is energized by
a current source 62 in circuit with a normally open microswitch 63.
Switches 63 are spaced along the extent of station area B, as at
63A-63D to be closed as individual units 20 pass the same.
Thus, as unit 20A moves into path portion 18, it will successively
close switches 63D, 63C and 63B without affecting the operation of
successive groups of motors 40Ad-40Ab, since switches 63D-63A are
series connected. However when leading switch 63A is closed, as
unit 20 reaches the extreme right hand position in path 18,
solenoid switch 61A is energized, to open the circuit to motor
group 40Aa, causing unit 20 to come to a halt, said motors 40Aa
having the the conventional brake means operated when the motors
are deenergized. The succeeding units 20B-20D, operate switches
63B-63D and solenoid switches 61B-61D in a similar manner, to bring
such units to a halt in zone 18.
To reenergize motors 40Aa to allow unit 20A to leave path portion
18, a pushbutton switch in series with switch 63A is operated to
open the circuit to solenoid switch 61A whereby the same is closed
to thus reenergize motors 40Aa. Operation of switch 65 restores
solenoid switch 61B, etc. to their normally closed positions.
Units 20A, 20B, etc. leave station A to return to main line path 10
by way of path portions 17, 15A and 15. Thus, the units 20 are
reengaged by a sprocket chain 45 at the upper end thereof, said
chain 45 moving at a speed of 2 m.p.h. as previously described, to
bring said units down from level SL to level DL over path portion
17. The propulsion of said units is then taken over by paired
motors 40 in path portion 15A to accelerate the moving units from 2
m.p.h. to 20 m.p.h. successive sets of motors operating at constant
speeds of progressively increasing values.
The propulsion of units 20 is then continued by third rail portion
38B which again energize motors 35 on the pallets 23, as previously
described. The units 20 then pass at switch point 13, suitably
operated, to main line path 10 where third rail 38 supplies current
to propulsion motors 35.
While capsules 21 rotate in circular frames 31, the center gravity
of said capsules is below the rotational axis thereof, so that the
capsules tend to maintain a position such that seats 22 thereof are
level, while units 20 travel on horizontal path portions. However,
when such units travel on path portions 16, 17, means is provided
for guiding the rotational displacement of capsule 21 relative to
pallet 23, so that the horizontal position of seats 22 is
maintained.
To this end, cam roller means 66 is journaled on the sidewalls 21B
of the capsule. Cam track means 67 of channel cross section is
located along the extent of path portions 16, 17, being supported
by members 68 upstanding from ties 28A. Track means 67 is suitably
curved to provide proper radial distances measured from ties 28A,
FIG. 6, so that with cam roller means 66 moving in said track means
67, the units 20 will be positively maintained in proper position
so that seats 22 will be still level while units 20 move over path
portions 16, 17.
Further, units 20 are restrained against even limited rotational
sway while moving over horizontal portion of the main path 10 and
spur path 11, and more particularly when such units 20 are brought
to a stop in station A or leave therefrom. To this end, capsules 21
are releasably locked to pallets 23 by way of a pin 75 extending
from cam roller 66 and journaled on capsule wall portion 21C in a
bearing member 76.
Pin 75 extends through the annular space between capsule 21 and the
fixed frame 31, said pin terminating in an upturned stop portion
77; the pin 75 being biased axially by spring means 78 to locate
stop portion 77 between a pair of abutments 79 secured to frame 31,
FIG. 16, 17, to thus lock capsule 21 to pallet 23.
However, as a unit 20 approaches path portion 16, cam roller 66
enters offset portion 67A of cam track 67 with progressive inward
movement of roller 66 and pin 75, FIGS. 14, 15, to thereby move
stop portion 77 out of engagement with abutments 79, to release the
capsule 21 from pallet 23. Thus, the guidance of capsule 21 in
respect to pallet 23 is now taken over by cam roller 66 as it moves
in cam track 67, as previously described. At the terminal ends of
path portions 16, 17, as cam roller 66 leaves the ends of cam track
means 67, spring 78 biases the pin 75 to bring stop portion 77 into
engagement with abutments 79, to relock capsule 21 to pallet
23.
The transport system may also take the form of a continuous loop
70, located in a vertical plane, FIG. 12, with horizontal portions
71, 72 being located at different levels. Thus, transport units 20
including capsules 21 mounded on pallets 23, similar to that
previously described, may run on rails 28 and operated to stop at
selected stations 73, 74, etc. along the horizontal runs of said
rails.
The system 70 includes constant speed propulsion means as
previously described for operating the units 20 at a given constant
speed between stations, together with deceleration on approaching a
station and acceleration upon leaving a station, all as described
above. Further, the capsules 21 are retained in nonhorizontal
portions of the system by means of cam roller means 66 on the
capsules and cam track means 67 with an entry portion 67A thereon,
in the manner previously set forth. Further the pallets 23 are
retained in engagement with rails 28 in the nonhorizontal path
portions by retainer mean 55 which engages idler wheels 27A, as set
forth above.
Cargo, as well as passengers may be carried over the systems of the
instant invention. As shown in FIG. 13, pallets 23 may carry cargo
containers CC which are releasably secured to base portion 24
thereof, by latch means L of known construction.
Further, as shown in FIG. 2, the main line path 10 and spur line
path 11A connected to path 10 at switch points 12, 13 may be
colevel, using constant speed propulsion means throughout. Here the
third rail 38 supplies current to pallet motors 35 by way of shoe
36, to operate said pallets 23 at constant speed over path 10. Spur
line portions 14, 15 are provided with third rail portions 38A, 38B
for operating the pallet motors 35 as previously described.
Pairs of motors 40 in spur line portion 14A progressively
decelerate the transport units 20 to a minimal speed for entering
station A, as set forth above, while motors 40A move units 20
through the station, bringing them to a halt, and then starting
them up again, by control means previously set forth. The units 20
are then accelerated in path portion 15A by pairs of motors 40
operating at constant speeds but at stepped up values. The third
rail 38B then propels the units 20 at main line speed for rejoining
main line path 10 at switch point 13, the third rail then supplying
current to pallet motors 35. On main line path 10, third rail 38
takes over the supply of current to motors 35.
It is understood that means other then sprocket chains 45 may be
used to propel the transport units 20 over the nonhorizontal
portions of the system at suitable speeds.
Since the capsules 21 are of limited capacity and their pallets 23
are of corresponding appropriate dimensions, their movements are
highly flexible over main and spur line paths, particularly in
terms of loading and unloading; which allows for high-speed
schedules and maximum passenger and cargo throughput.
Further, such capsules 21 have little difficulty in negotiating
curves in the various spur line portions, particularly at the lower
and upper ends of path portions 16, 17. Also, such capsules require
stations A of materially reduced length which facilitates passenger
movements in the station and materially reduces construction costs
of the same.
* * * * *