U.S. patent number 3,700,128 [Application Number 05/101,009] was granted by the patent office on 1972-10-24 for intermodal transfer system.
This patent grant is currently assigned to General Electric Company. Invention is credited to James R. Chapin, Philip S. Noble.
United States Patent |
3,700,128 |
Noble , et al. |
October 24, 1972 |
INTERMODAL TRANSFER SYSTEM
Abstract
This interface system comprehends the transfer of containerized
or trailerized loads between transportation media by means of
overhead traffic flow. An overhead guideway network connecting
terminal areas for said transportation media serves as support and
guide means for a plurality of self-propelled transfer cars. Each
transfer car embodies a rotatable hoist and propulsion motors. By
means of the propulsion motors, an individual transfer car is
positioned along the overhead guideway above a designated load
located at a given transportation terminal. The hoist is rotated
into proper orientation for pickup, lowered, attached to the load,
raise, re-rotated into alignment with the transfer car, and secured
thereto. The load-bearing transfer car is then directed to a second
terminal area where the hoist process is reversed and the cargo
container is deposited. The transportation terminal areas may be
designed to serve rail, truck, ship, air, or transit terminals and
storage media. A given interface may comprise any combination of
said terminal areas. Operation of the system may be directed by
manual, remote or automatic control.
Inventors: |
Noble; Philip S. (North East,
PA), Chapin; James R. (Erie, PA) |
Assignee: |
General Electric Company
(N/A)
|
Family
ID: |
22282649 |
Appl.
No.: |
05/101,009 |
Filed: |
December 23, 1970 |
Current U.S.
Class: |
414/231; 104/95;
105/163.1; 414/273; 414/348; 104/29; 105/154; 414/261; 414/281;
212/318 |
Current CPC
Class: |
B65G
63/022 (20130101) |
Current International
Class: |
B65G
63/00 (20060101); B65G 63/02 (20060101); B65g
067/02 () |
Field of
Search: |
;214/38B,38BB,38CA,40
;104/29,94,95 ;105/154,163 ;212/11,18,22 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Sheridan; Robert G.
Claims
What I claim as new and desire to secure by Letters Patent of the
United States are:
1. A transfer car for use in an overhead transfer system adapted to
transfer cargoes, in the form of containerized loads or truck
trailers, among storage and transportation terminal areas, such as,
for example, railway, motor vehicle and shipping terminal areas,
comprising a guideway comprising spaced apart guide members having
a central web and first and second lower flange portions extending
orthogonally on opposing sides of said web, said transfer car
comprising:
a. a main frame comprising a substantially rectangular
configuration constituting a support platform, and end portions
extending longitudinally outward of said support platform;
b. frame means extending transversely from said end portions;
c. a plurality of bogie means connected to said frame means whereby
each of said bogie means is pivotable in respect to said main frame
about an axis substantially parallel to the longitudinal axis of
the main frame, said bogie means being positioned to support said
frame substantially intermediate said guide members;
d. said bogie means comprising;
1. first and second side portions arranged to extend respectively,
on opposing sides of the web;
2. at least one central support portion secured to said first and
second portion and arranged to extend about the undersurface of
said lower flange portions;
3. first and second wheels, rotatably secured by axle means,
respectively, to said first and second side portions; said first
and second wheels being located in spaced apart parallel position
intermediate said first and second side portions and arranged
rolling contact on the upper surfaces of, respectively, said first
and second lower flange portions;
e. propulsion means adapted to cooperate with preselected ones of
said bogie wheels to propel said transfer car;
f. a hoist platform rotatably suspended below said truck;
g. hoisting means secured to said hoist platform and adapted for
attachment to cargo containers;
h. motor means for rotating said hoist platform and for raising and
lowering said hoisting means.
2. The transfer car of claim 1 wherein said bogie means have pin
members extending outwardly in the longitudinal axis and said frame
means comprise transversely extending arms adapted to rotatably
support the pin members of said bogie means.
3. The transfer car of claim 1 wherein propulsion motor means are
secured within the bogie means.
4. The transfer car of claim 1 wherein said frame means are
substantially H-shaped each having a central portion and two pairs
of substantially parallel arms, each of said pairs of arms being
adapted to secure one of said bogie means, a first one of said
frame means being rigidly secured to one end portion of said main
frame and a second one of said frame means having its central
portion pivotably secured to the other end portion of said main
frame to permit relative vertical displacement between the bogie
means secured to each of the pairs of arms.
5. An interface transfer system for transferring containerized
cargoes, such as containers or truck trailers, between various
transport terminal areas, such as for example, railway, motor
vehicle, and shipping terminal areas comprising:
a. an elevated guideway overlying portions of said terminal areas
comprising first and second spaced apart parallel guide members
extending in a configuration comprising at least one closed
loop;
b. means located at the wayside for generating first control
signals representative of a first location at which said cargo is
to be lifted and a second location at which said cargo is to be
deposited;
c. means for generating second signals representative of
preselected azimuth orientations and preselected vertical positions
relative said guideway means which are to be assumed by said cargo
at said first and second locations;
d. a transfer car supported by and moveable along said guideway,
said transfer car including propulsion means, hoist means rotatable
about a vertical axis and car control means;
e. said car control means including means responsive to said first
control signals for starting and stopping said propulsion means for
propelling said transfer car to said first and second
locations;
f. and said car control means further including means responsive to
said second control signals for starting and stopping said
rotatable hoist means at said first and second locations in said
preselected azimuth orientations and vertical positions.
6. In an interface adapted to transfer cargoes in the form of
containerized loads or truck trailers, among storage and
transportation media such as a motor vehicle medium, a railway
medium, a maritime medium or an aircraft medium, said interface
including a plurality of terminal areas adapted to cooperate with
said storage and transportation media, a system for transferring
said cargoes among said terminal areas comprising:
a. guideway means overlying portions of said terminal areas;
b. a plurality of address signal transmitting means disposed
adjacent to said guideway, each of said address signal transmitting
means adapted to emit a predetermined address signal representative
of a preselected guideway location;
c. means for generating first control signals representative of a
first location at which said cargo is to be lifted and a second
location at which said cargo is to be deposited;
d. a transfer car supported and moveable on said guideway, said
transfer car comprising propulsion means, rotatable hoist means and
car control means;
e. said car control means comprising:
1. receiving means for receiving said address signals and said
first control signals;
2. comparison means for comparing said address signals and said
first control signals;
3. actuating means responsive to differences between said compared
address signals and first control signals for starting said
propulsion means and responsive to equality of said compared
address signals and said first control signals for stopping said
propulsion means, whereby said transfer car is propelled to said
first and second locations;
f. means for generating second control signals representative of
preselected azimuth orientations to be assumed by said cargo at
said first and second locations;
g. and means responsive to said second control signals for starting
and stopping said rotatable hoist means at said first and second
locations in said preselected azimuth orientations.
7. An interface transfer system for transferring containerized
cargoes, such as containers or truck trailers, between a plurality
of different types of transport type terminals, such as railway,
highway motor vehicle and storage terminal areas, wherein an
elevated guideway overlies portions of each of said terminal areas
and whereby cargoes may be transferred between any of said terminal
areas by means of a predetermined one of a plurality of transfer
cars traveling on said guideway and said guideway and said cargoes
may be picked up or deposited at any desired azimuth angle in
respect to the longitudinal axis of said guideways, the combination
comprising:
a. said elevated guideway comprising first and second spaced apart
parallel guide members extending in a configuration comprising at
least one closed loop;
b. first signal means located at the wayside for generating and
transmitting first electrical signals indicative of a predetermined
pickup point on the guideway at which cargo is to be picked up by a
predetermined transfer car and of a predetermined destination point
on the guideway at which cargo is to be deposited by said
predetermined transfer car;
c. said predetermined transfer car comprising:
1. a truck having first and second sets of wheels positioned to
ride, respectively, on said first and second guide members, whereby
said truck is supported and guided by said guideway;
2. propulsion motor means for propelling said transfer car between
preselected locations along said guideway;
3. receiving means on said predetermined transfer car adapted to
receive said first electrical signals, control means operative in
response to said first electrical signals, said control means being
coupled to said care propulsion means to sequentially propel said
transfer car to said pick up point and to said destination
point;
4. a hoist platform rotatably suspended below said truck;
5. hoisting means secured to said hoist platform and adapted for
attachment to cargo containers at points adjacent to the container
periphery; 6. rotating motor means for rotating said hoist platform
and hoisting motor means for raising and lowering said hoisting
means, whereby containerized cargo may be lifted or deposited at
predetermined azimuth orientations in respect to the longitudinal
axis of said guideway;
7. additional actuating means on said predetermined transfer car
coupled to said rotating motor means and to said hoist motor means,
said additional actuating means being arranged to permit rotation
of said hoist platform and actuation of said hoisting means solely
when said transfer car is substantially located at the pickup point
and at said destination point.
8. The interface transfer system of claim 7, wherein at least one
motor vehicle terminal area comprises a plurality of stall means
for engaging and positively locating a truck trailer directly under
said guideway, said stall means being oriented one to another such
that truck trailers parked therein have a uniform orientation in
respect to said guideway so as to have a predetermined common angle
to said guideway.
9. The interface transfer system of claim 8 wherein the additional
actuating means on said transfer car is connected to actuate said
rotating motor means to rotate said hoist platform to said
predetermined angle in respect to said guideway when the transfer
car is located at a pickup or destination point in said motor
vehicle terminal area.
10. The interface transfer system of claim 9 wherein each of said
stall means embodies a pair of substantially flared side bumper
rails and a rear bumper rail disposed transversely to said flared
side bumper rails for engaging and positively locating said wheeled
trailers.
11. The interface transfer system of claim 7 wherein specified
locations under the guideway are utilized as a storage terminal
area, and wherein the additional actuating means on said transfer
car actuates said rotating motor means to angularly rotate said
hoist platform substantially transversely in respect to the
guideway when the transfer car is located at a pickup or
destination point in said storage terminal area.
Description
BACKGROUND OF THE INVENTION
Recent realization of the potential savings attainable through the
use of containerized or trailerized loads has catapulted this
subject to the forefront of consideration in the transport
industry. Trains, ships, planes, storehouses, etc. utilizing
standardized load containers or trailers as basic shipping units
are well known.
Despite improvements made in long-haul transport equipment (i.e.,
ships, trains, planes, etc.) and the speed and ease with which such
equipment can be separately loaded and unloaded, an apparently
large amount of time is lost at points where these various modes of
transport reach interfaces and cargo must be interchanged between
them. Present interface facilities become congested and bogged down
under the pressure of increasing volume levels.
An example of this problem, though by no means its only occurrence,
is a railroad-highway truck interface. Flatbed railroad cars have
been devised which carry truck-trailers in their on-the-road form.
This insures that minimal actual work must be done to convert this
load from highway to rail traffic. The trailer need only be
detached from the tractor, lifted from the ground, deposited upon
the flatbed car and fastened thereto. The need for an efficient
system for accomplishing a multiplicity of these manipulations is
the crux of the present interface problem. The problem is
compounded when some of the loads are not scheduled to be
immediately transported from the interface. This effects an added
storage period and consequently doubles handling at the now
train-storage-truck interface.
Present methods of handling freight at such interfaces is typified
by the "traveling-crane" apparatus. This apparatus carries a hoist
atop a tall, wheeled, ground-supported truss structure. During
unloading, the crane traverses train lengths removing trailers from
flatbed cars and placing them on the ground next to the train for
cab hookup. Train loading is accomplished by reverse operations.
Traffic problems arise due to the fact that the traveling-cranes
have limited mobility and must therefore be in proximity to
tractors while manipulating trailers. The tractors must be present
in order to supply mobility to the trailers once they have been
deposited on the ground beside the train, and the crane has moved
on. Due to this requirement, trucks must have ready access to
subject trains. This necessitates a road of substantial width
between each set of tracks at the interface. In addition, the train
must be broken down into short segments to provide truck passage
among trains without the need to traverse entire train lengths. A
requirement arises, therefore, for the provision of great expanses
of often very costly land at the site of the interface. An
additional problem arises due to the fact that trucks and cranes
operate in the same plane and interfere with one another's
maneuvering, when both are proximate to a train, independently of
the amount of space alotted between trains.
If the aforementioned operations and interferences are multiplied
by the presence of many trains at busier interfaces, the situation
is analogous to that of urban auto traffic, wherein each vehicle is
capable of speedy movement, but the ever-increasing volume of flow
overshadows individual efficiency and causes traffic jams.
It has been previously proposed to utilize an overhead system for
transferring goods between various transportation media.
Arrangements of this type minimize the interference between trains,
truck and cranes (and other modes of transport, if utilized) by
diverting traffic flows into separate noninterfering areas and
planes. However such overhead transfer systems are still subject to
inefficiencies due to limitations in the interface between the
overhead cargo transfer vehicles, the transportation media between
which cargo is to be transferred and cargo storage areas. This can
substantially increase the time required to transfer containers.
One suggestion has been proposed to alleviate this problem wherein
a trestle network is utilized. This, however, requires complex
steering and control of vehicles. It also requires location of the
transfer vehicle hoist and body above the roadway. The resulting
construction of the transfer vehicles becomes complex and unwieldly
limiting their flexibility and speed of operation.
OBJECTS
It is therefore an object of this invention to provide an improved
system for overhead transfer of containerized cargoes, including
truck trailers, between various transportation media.
It is a further object of this invention to provide such a system
wherein transfer cars moveable on overhead guideway rails are
adapted to economically transfer large volumes of container or
trailer cargo in a manner providing high density buffer storage and
convenient access to interfacing transportation media.
It is a further object to provide such an overhead transfer system
wherein a plurality of transfer cars operating without complex
steering mechanisms may be controlled from wayside.
It is yet another object of this invention to provide an overhead
transfer system utilizing a guide rail and transfer car
construction permitting dependable operation of the system at
relatively high speeds.
GENERAL DESCRIPTION OF THE INVENTION
In order to fulfill the above-mentioned objectives, the interface
of the present embodiment of the invention employs a dual-track
guideway system, formed of parallel rails and including one or more
closed loops. This guideway interconnects and overlies access
terminal areas suitable for servicing contiguous public transport
carrier media. The vehicular members of said carrier media are
accessible by handling equipment at said terminal areas adapted to
their typical requirements. Each vehicular member enters the
interface at its predetermined terminal area, discharges or takes
on a cargo, and leaves the interface to embark upon its individual
journey.
Meanwhile, a multiplicity of transfer cars, individually propelled
and guided, traverse the overhead guideway network, carrying
cargoes between said carrier terminal areas. In addition, common
storage areas are supplied which house cargoes not destined for
immediate shipment.
Transfer cars embody rotatable hoist members and individual
propulsion units. The propulsion units serve to carry the transfer
car and its load along the overhead guideway. The hoist lifts and
deposits cargo at desired positions and in desired aximuth
orientations with respect to the guideway.
The apparatus of the present invention may be utilized in
connection with an interface serving any number of public carrier
media such as railways, trucking concerns, airlines and marine
transport systems.
The more detailed description of the invention which follows will
serve to further clarify the system and its operation. The
description will be limited to the case of the train-storage-truck
interface, but is readily extendable to incorporate any combination
of carrier terminals.
FIGURES
In the drawings:
FIG. 1 is a schematic drawing of the overhead transfer systems of
the present invention embodying a train-storage-truck
interface;
FIG. 2 is an elevation showing one embodiment of a transfer car
with its hoist in the lowered position;
FIG. 3 is an exploded view of the transfer car illustrated in FIG.
2;
FIG. 4 is an end view of this transfer car and guideway combination
showing cooperation there between, with the left bogie being
illustrated in cross section;
FIG. 5a is an illustration of a transfer car bearing a
containerized cargo, in this case a truck-trailer, in a
longitudinal orientation adapted for movement along the
guideway;
FIG. 5b is an illustration of a transfer car bearing the same load,
but rotated by an arbitrary angle to an azimuth orientation
suitable for loading or unloading;
FIG. 6 is a block diagram of an automatic control arrangement for
the interface system;
FIG. 7 is a block diagram of that portion of the automatic control,
of FIG. 6 which effects transfer car functions;
FIG. 8 is an illustration of a transfer car having its hoist
rotated into a proper orientation for pickup or delivery of a
truck-trailer within fixed ground guides forming a stall
therefore;
FIG. 9 shows the transfer car, positioned above a storage area and
bearing a truck trailer rotated orthogonally to the guideway;
FIG. 10 shows the transfer car bearing its cargo as it progresses
along the overhead guideway above the train;
FIG. 11 shows the transfer car with its cargo in proper orientation
for delivery at the rail terminal;
FIG. 12 shows the transfer car with its hoist lowered and attached
to a cargo located upon a flatbed railroad car; and
FIG. 13 shows a transfer car supported upon an overhead guideway in
position to make a cargo pickup from a flatbed railroad car, or
having just deposited a cargo thereon.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
An interface transfer system embodying the present invention is
shown in simplified form in FIG. 1. The interface as illustrated
comprises an overhead guideway designated generally by numeral 10,
which physically overlies portions of a truck terminal 11, a
railway terminal 13, and a storage area terminal 12. As shown in
the figure, the guideway of the present embodiment comprises a
plurality of closed loops A and B. The loops link the terminal
areas 11, 12, and 13 to one another and to closed loops A and B.
Switch means 14 are located at the intersections of each of the
loops A and B. All load handling is accomplished by means of a
plurality of transfer cars 20 which ride along and are guided by
the overhead guideway 10. Said closed loops A and B are arranged to
minimize interference between transfer cars 20 as they are engaged
in activities and between the various terminals. The above
described arrangement has been simplified for purposes of
explanation. In most applications of the invention it is desirable
to utilize a greater plurality of loops, including for example,
plural loops overlying railroad tracks. However, in some
applications it may be adequate to utilize merely a single
loop.
The structure of the transfer car may be more fully understood by
reference to FIGS. 2, 3 and 4 which illustrate a preferred
embodiment. FIG. 2 shows the general inter-relationship of
operating components of the preferred embodiment, whereas FIG. 3
shows the operating components in exploded perspective. The
transfer car 20 generally includes a truck 19 whose wheels are
arranged so that first and second set of wheels are positioned
respectively to ride on the first and second parallel guide
members. In the preferred embodiment wheels 30 are secured to bogie
means 29 which are secured to the truck. Suitable propulsion motor
means 31 are utilized to propel the transfer car between
preselected locations on the guideway. A hoist platform 33 is
rotatably supported on the underside of the truck by means of a
rotational assembly 23, which includes rotating motor means for
rotating the platform in respect to the longitudinal axis of the
transfer car and guideway. The hoist platform incorporates a hoist
operation mechanism 26, hoist cables 22, and a hoist member 21,
which may be of the known "strongback" type, for attachment to
containerized cargo. A hoist motor associated with the hoist
operation mechanism 26 is actuated to raise and lower the hoist
member. It is desirable to have containerized cargo rigidly
attached to the support platform during travel of the transfer car.
This may be accomplished by clamping means attached to the hoist
member or hoist platform.
The truck of the illustrated embodiment of the transfer car
comprises a generally rectangular main frame 25 having a central
portion adapted to support the rotational assembly 23 and hoist
platform 33. The bogies 29 are connected to secondary frame members
28. The frame members are secured to end portions 24 located at
opposing longitudinal ends of the main frame.
Referring now to FIG. 4 it can be seen that the transfer car 20
cooperates with parallel spaced apart guide members comprising I
beams 41 and 42. Each I beam has a central web 50 and lower flange
portions 51 and 52. The illustrated embodiment of the transfer car
has a plurality of wheels 30 riding on each one of these lower
flange portions. This arrangement assures symmetrical load
distribution and minimizes torsional forces within the beams. The
entire structure of the illustrated transfer car lies beneath the
upper flanges of the I beam guideway and substantially between the
I beams of the guideway. This permits other vehicles, such as for
repair purposes, to be supported on top of the upper flanges of the
I beam without interfering with the transfer cars. The hoist
platform extends below the lower flanges of the I beam in order to
permit unimpeded rotation of the platform.
It is preferable to run the wheels of the transfer cars on
replaceable surfaces to prevent wear of the I beams. As shown in
FIG. 4, rails 53 serve this purpose and simultaneously guide the
transfer car. Selected ones of the wheels, such as those on the
outboard side, may contain conventional wheel flanges for guidance
purposes. The propulsion motor means 31 may be directly coupled to
a plurality of wheels 30. Various control systems generally
indicated by structure 27 in FIG. 3 may be secured to the top of
main frame 25. These include the subsequently described car borne
controls for activating the propulsion motor means, the hoist
operation mechanism 26 and the rotational assembly 23. The
illustrated transfer car has a low profile permitting it to readily
operate, in multiple story structures for transfer and storage
purposes.
The bogies 29 each include two wheels 30a and 30b rotatably secured
by separate axle members 35 to side portions 54a and 54b which are
arranged to extend on opposing sides of web 50 of the I beam.
Central support portions 34 of substantially U-shaped configuration
have ends secured to side portions 54a and 54b and a central
portion adapted to extend about the under surface of the lower
flange portions of the I beam. The wheels 30a and 30b are thus
located in spaced apart parallel position intermediate between the
side portions 54a and 54b and positioned to ride on the rails 53 on
flanges 51 and 52. In the illustrated arrangement the wheels of the
bogie are driven through suitable gearing 54 by a propulsion motor
31 secured to the bogie. Motor 31 extends below lower flanges 51
and 52 and has opposite shaft ends coupled, respectively, to the
two wheels 31.
First and second bogies 29a and 29b are fastened to opposing ends
of secondary frame member 28a which is rigidly secured to one end
portion 24a of the main frame. Second and third bogies 29c and 29d
are fastened to opposing ends of secondary frame member 28b. Member
28b has its central portion secured to the other end portion 24b of
the main frame to permit end portion 24b to pivot about the
longitudinal axis of the transfer car, and to permit relative
vertical displacement between bogies 29c and 29d. Each of the frame
members 28 may have an H-shaped configuration having a central
portion and two pairs of substantially parallel arms. Each of the
pairs of arms are secured to one of the bogies to permit the bogies
to pivot about an axis parallel to the longitudinal axis of the
transfer car. The above described arrangement is designed to
provide substantially equal weight distribution on the wheels of
the transfer car and minimizes deflection forces on the vehicle. It
should be understood that although the above described arrangement
constitutes a preferred embodiment of the transfer car,
modifications thereof may be utilized.
The load rotation characteristics of the transfer car strongback
hoist 21 are illustrated by FIGS. 5a and 5b. FIG. 5a shows a
containerized load 40, here a truck-trailer, in the grasp of the
strongback hoist 21 and lifted into proximity with the transfer car
20. The load is oriented so that its longitudinal axis parallels
the longitudinal axis of the main frame 25 of the transfer car and
of the overhead guideway. The load may thus be transported along
said guideway without having the load extending out beyond the
guideway to interfere with other loads, other guideways, or
guideway supports. FIG. 5b shows the same load 40 rotated
approximately 90.degree. by the load rotation mechanism 23 and
lowered by hoist cables 22 to a position remote from the transfer
car. Such orientation, or an oblique orientation, is suitable for
pickup or discharge of loads within a storage area and also for the
pickup of loads from sources not axially aligned with the overhead
guideway 10.
Referring now to FIGS. 6 and 7, an optional automatic control for
the system is disclosed. FIG. 6 is a block diagram of one form of
automatic control which may be applied to the entire interface
system. Data input to process computer 70 of the known variety,
carries information of arrival points and departure points of
individual loads and may also include additional information
pertinent to the load content such as weight, weight distribution,
shipping delays and other variable parameters which may affect the
handling of a given load.
In response to this information the process computer 70 schedules
the routing of the load. The computer generates two guideway
addresses for the load. The first address designates the current
location of the load, i.e., the point on the guideway at which
cargo is to be picked up by a transfer car. The second address
designates the predetermined destination point on the guideway at
which the cargo is to be deposited by this transfer car. These two
addresses are transmitted as an electric information signal by car
instructor 71. A plurality of such car instructors may be disposed
along the guideway so that the first unassigned transfer car
passing by the appropriate car instructor will be utilized to
transfer the load. Each transfer car has an on board car control
72, shown in FIG. 7. The on board car control receives and stores
the electrical information signals indicative of the two addresses.
Then board car control causes the car to proceed to the addresses
in sequence and to perform the proper loading and unloading cycles
at each address locations. The instructions for loading and
unloading may be permanently stored in on board car control
system.
The location of the transfer car is determined by address signals
received by the on board car control 72 from address signal
emitters 74 which are disposed along the guideway and each emit a
preselected signal indicative of each addressed location on the
guideway. Reference is made to U.S. Pat. No. 3,334,224 by R.K.
Allen et al., which is assigned to the assignee of the present
invention. This discloses one type of car control system wherein
wayside signal emitters are utilized to cause a rail vehicle to be
stopped at predetermined locations.
The proper spacing between transfer cars may be maintained by
various known arrangements, such as systems for monitoring a track
signal indicative of the distance between the trailing and leading
transfer cars. U.S. Pat. No. 3,305,682 by M.F. Bolster et al.,
assigned to the assignee of the subject application discloses one
such system. Guideway switches, where present, may be activated by
a wayside switch control 73 located on the guideway ahead of the
switch or switch group. The switch control can be activated by the
on board car control. Alternatively the switch control can identify
the transfer car and from its own memory determine the destination
of the transfer car. Switch control 73 thus controls guideway
switches 14 to determine which closed loop of the guideway will be
traversed by the transfer car.
The process computer may also generate a load list, which is used
by a human spotter to properly place the load with respect to the
overhead guideway within one of the terminal areas of the
interface. In addition, if a truck trailer load is involved and is
to enter the interface at the truck terminal area, the terminal
area may be adapted to receive trailer positioning information and
translate it into a movement of a trailer-positioner in order to
positively locate said trailer.
FIG. 7 illustrates one arrangement of the on board car control 72.
A receiver 78 intercepts electrical information signals indicative
of car destination from the car instructor 71 and address signals
from the address signal emitters 74. As stated, the destination
signals contain information indicative of the addresses of the
pickup and delivery locations of a given load. These destination
signals are stored in memory 75. The actuator 76 upon receipt of
the destination signals, initiates operation of the propulsion
means 77, which operate propulsion motors 31. As the transfer car
moves, the receiver 78 intercepts guideway location addresses from
the address signal emitters displaced along the guideway. The
propulsion motors remain activated until a received address signal
is established by comparator 79 is read which corresponds to the
first addressed location stored among the control signals in the
memory 75. When equivalence of address signals is determined by the
comparator, the propulsion means is shutdown by the actuator 76 and
the transfer car comes to a stop at the first location. The
rotation and hoist functions may then be initiated by the actuator
based on the memory-stored control signals, whereby the load is
acquired by the transfer car. Similarly, when this is completed,
the actuator again initiates propulsion and the transfer car
progresses to the second memory-stored address where the actuator
controls hoist and rotation functions for the deposit of the load.
The rotation and hoist functions may alternatively be performed by
human spotters located at the first and second locations.
Alternatives to this automatic control are manual and remote
control utilizing a number of human spotters located at appropriate
positions around the guideway 10. Spotters may utilize suitable
signal mechanisms for controlling propulsion, rotation and hoist of
the transfer cars. Remote control systems of this general type are
known in the art. For example, one system utilized for remote
control of rail vehicles is disclosed in U.S. Pat. No. 3,378,817
which is assigned to the assignee of this application.
FIGS. 8, 9, 10, 11 and 12 further illustrate operation of the
system in respect to train-storage-truck interfaces.
FIG. 8 shows a transfer car 20 located along the span of overhead
guideway 10 which is supported by a plurality of guideway support
members 16, and overlies a portion of the truck terminal designated
by 11a. The hoist 21 of the transfer car 20 has an angular
orientation in respect to the transfer car and guideway. Such
orientation being suitable for picking up or delivering a load such
as the truck trailer 40 within the truck terminal area 11a. The
rotational capability of the hoist makes it possible to eliminate
much of the maneuvering of trucks using present overhead carrier
systems which is necessitated in order to align a cargo with the
overhead carrier. In view of this advantage, substantial savings
will be achieved in the time spent by truck drivers deliverying
cargoes to the truck terminal of the interface. Also, this system
overcomes much of the traffic congestion found within present
interfaces which do not have the load rotational capability by
shortening the stay of each truck tractor within the interface and
therefore lessening interference between truck tractors.
If it is desired to standardize the orientation of truck-trailers
delivered to the truck terminal with respect to the overhead
guideway for possible automation of the transfer car pickup and
delivery sequences, it may be seen that a convenient means for
aligning truck-trailers 40 at said truck terminal 11a involves the
utilization of substantially parallel flared bumpers 60 forming
stalls 62 to engage the wheels of a truck-trailer 40 as it is
driven between the bumpers by the truck driver. A uniform alignment
may be achieved by limiting the area between the flared bumpers 60
such that only a minimal angular variation will be permitted
trailers by the bumpers 60. In addition, a moveable element 61
which is a rear bumper rail, functions as a stop to engage the rear
wheels of the trailer 40 at a predetermined point. This point may
be computed from information regarding the location of the center
of gravity of the trailer 40 with respect to the location of the
hoist 21 of the overhanging transfer car 20 as determined by weight
inspection of each trailer 40 as it is processed into the
interface. This moveable element 61 is desirable in order to insure
that unbalanced trailer loads may be picked up in a manner not
tending to tilt the hoist 21 and transfer car 20.
Referring now to FIG. 9, the arrangement of the storage area is
disclosed. Storage area 12a may be located beneath any segment of
the overhead guideway 10 which is not to be used for any interface
function which might be hampered by the plurality of loads 40
deposited therein. Angular rotation of the transfer car hoist 21
permits storage of containers arranged transversely or obliquely in
respect to the guideway. The orientation of cargo 40 may be
selected to utilize minimum ground space beneath the overhead
guideway per container or trailer, thereby enabling more units to
be stored per guideway length than is possible using non-rotatable
load deposit methods.
FIG. 10 illustrates a rail terminal interface. A transfer car 20
bearing load 40 within its hoist 21 is shown traversing the
guideway length 10 above a train within the train terminal 13a. In
view of the standardization of most containers and trailers, the
vertical height of the overhead guideway 10 may be minimized to
allow savings of guideway supports 16 by minimizing clearances
between cargoes carried by trains and cargoes carried by transfer
cars.
FIG. 11 illustrates a loading or unloading operation at the train
terminal 13a. The transfer car 20 with load 40 secured within its
strongback hoist 21 has been brought into position above flatbed
car 44 of the train in train terminal area 13a. After the transfer
car has been brought into general proximity with said flatbed car,
a human spotter equipped with appropriate control means, can take
over direction of the functions of the transfer car. The car is
required to be in a particular position above the flatbed car 44 so
that the load 40 may be lowered upon the flatbed car 44 in proper
alignment and location for its being secured thereto by means of a
locking apparatus located at 43. The requirement of the human
spotter is due to the fact that even under automatic control of the
transfer car, accurate positioning of the individual railroad cars
is extremely difficult because of the slack which occurs in the
coupling members between adjacent cars. Thus, although the
locomotive may be located with extreme care, subsequent cars in the
train may vary by substantial amounts in their longitudinal
placement along the track. Therefore, some means should be provided
for adjusting the longitudinal placement of the transfer car before
a given load is deposited or picked up from a flatbed car. This
adjustment may be done by the spotter, as hereinabove indicated, or
by an automatic control actuated by a signal sender mounted upon
each flatbed car and detected by a sensor upon each transfer car.
The use of a spotter is preferrable in that there is then no
requirement for the addition of a signal sender on present flatbed
car 44. At any rate, present locking means 43 requires human
manipulation, and so a spotter must be present at the scene of the
cargo loading to perform this function.
FIG. 12 shows the transfer car 20 with its load 40 lowered onto the
surface of the flatbed car 44 ready to be locked thereto and
transported by the train. FIG. 13 shows the load 40 after the hoist
21 has been detached therefrom and raised back into proximity with
the transfer car 20.
A ship terminal area may readily be incorporated in the interface.
Cargo may be transferred from the transfer cars to a transfer table
which supplies the crane. The transfer table may be disposed
moveably upon the ground below a raised portion of the guideway
upon which transfer car operates. It is to be noted that, in
proximity to the crane and transfer table, it is desirable that the
access of the transfer car to the transfer table not be obstructed
by guideway supports disposed there between. For this reason, in
this area the guideway may be supported in cantilever fashion from
single guideway supports located on the opposite side of the
guideway from the crane.
SYSTEM OPERATION
Operation of the interface system will now be described with
particular reference to automated control. As previously stated,
the invention is not limited to the form of control described, and
any step of the process within the interface may be conducted by
means of manual or remote control.
Referring to the present embodiment of the invention, the
train-storage truck interface of FIG. 1, a standard cycle of
operation might be initiated by the entry of a train into the
interface. The train's locomotive would be directed to a given
longitudinal location along its track within train terminal area 13
of the interface of FIG. 1. Meanwhile, trailers or containers 40
which are to be loaded upon this particular train might be
initially located at truck interface terminal area 11 or storage
terminal area 12 of the interface.
Referring now to truck terminal area 11, each truck trailer or
container 40 entering the terminal will be assigned by the computer
70 two addresses in response to waybill and routing data fed to the
computer with respect to said unit. The two addresses correspond to
loading and unloading positions along the overhead guideway 10 of
FIG. 1. Each of these two positions along the overhead guideway, in
addition to every other position along said guideway within the
interface where loading, unloading or storage may occur, bears an
address. The address corresponding to each position may take the
form of the unique signal of a signal-emitting source of a
well-known variety, as discussed above. The signal emitted at each
address will be read by a sensor on board each transfer car. Each
address signal will be unique, as for example in terms of frequency
or modulation, in order to indicate a unique address.
Referring now to FIGS. 6 and 8, as a truck enters the interface it
is assigned the two addresses as discussed above. The first of said
addresses is a stall number which corresponds to a stall 62 between
a pair of the flared side bumpers 60 of FIG. 8 as discussed above.
The truck driver maneuvers his trailer 40 into position between
said flared side bumpers 60 and leaves it there. Meanwhile a
transfer car 20 has received information from the computer 70
through a car instructor 71 instructing the transfer car to proceed
to the address on the guideway corresponding to the stall in which
the trailer 40 has been deposited. In addition, the transfer car 20
receives information on the final destination of the trailer 40 to
which it is to be carried by the transfer car that is, the second
of the two addresses assigned to this trailer.
The movement of the transfer car 20 between desired positions is
accomplished as follows. The process computer 70 assigns the two
aforementioned addresses to the transfer car through the nearest
car instructor 71. This car instructor 71 transmits the information
for reception and storage to the on board car control 72 of the
transfer car. This on board car control 72 causes the transfer car
to proceed along the overhead guideway 10 toward the location of
the first address. In the event the car must pass track switches in
order to be guided to the appropriate loop of the track, the
switches are automatically actuated to provide proper switching.
This may be accomplished by a switch control 73 which activates the
switch 14 to transfer the car to the appropriate loop. In the
particular example this first address corresponds to the stall
number in the truck terminal area 11 at which the trailer 40 has
been deposited by the truck driver. The transfer car proceeds along
loop B reading local addresses as it progresses until it comes upon
the trailer's address so that the load may be picked up. The
transfer car 20 then stops as the propulsion motors are deactivated
at this address and the on board car control 72 through its
actuator initiates load pickup according to the stored control
signals relevant to said pickup.
The load may be picked up automatically as follows: In response to
a command from the on board car control 72, the motorized
rotational apparatus 23 rotates the hoist 21 to a predetermined
angle which corresponds to the fixed angle of the trailer stall 62
between the flared bumpers 60. This may be seen in FIG. 8.
Subsequently, the strongback hoist 21 is lowered by a second
command from the on board car control 72, the arms of the hoist 21
are spread to envelope the trailer 40, and are attached thereto.
Safety devices may be incorporated which temporarily disable the
hoist mechanism 26 and the rotational apparatus 23 to preclude
inadvertent lift or rotation when, for example, the truck cab is
still attached to the trailer 40.
Subsequently, the hoist 21 is raised into proximity with the
transfer car 20 with trailer 40 secured therein; the hoist is
re-rotated by the motorized rotational apparatus 23 into alignment
with the transfer car 20 and overhead guideway 10. The transfer car
subsequently travels to the location of the second address stored
in the on board control of the transfer car.
For example, if the second address is located at railway terminal
B, the transfer car bearing its load 40 progresses to the end of
the closed loop from which the load was picked up, and causes
actuation of the switch control 73 so as to be routed into loop A.
The transfer car then progresses down loop A above the train, as
shown in FIG. 10, and comes to rest at the second address location
on the guideway, i.e., above the flatbed car which is to receive
the load 40. This location is shown in FIG. 10. As discussed above,
automatic signal means or a human spotter may be supplied for the
local positioning of transfer car 20 above the exact point of the
flatbed car 44 for depositing the load 40. If a spotter is used, he
may carry a remote control device which will be effective to
maneuver the transfer car 20 the small distances between the
address on the guideway and the actual desired position above the
flatbed car. Alternatively automatic means can be used whereby a
sensor on the transfer car detects reference marks or signals in
order to obtain perfect alignment.
Referring now to FIG. 12 it may be seen that subsequent to this
final positioning of the transfer car 20 above the flatbed railway
car 44, the strongback hoist 21 is lowered from the transfer car 20
by cables 22, and load 40 is brought to rest upon the flatbed car
44. Once the load 40 has been lowered to the flatbed car 44, the
hoist arms are spread and the hoist 21 is raised into proximity
with the transfer car leaving load 40 deposited upon flatbed car 44
as shown in FIG. 13.
Notice is to be taken that throughout the transfer process, the
individual load 40 has been handled by a single transfer car. In
this way the loading of a railway train by the interface transfer
system of the present invention may be accomplished with a minimum
handling of cargo between cargo input to the system and output
therefrom.
In addition to the truck trailer input of the foregoing example,
FIG. 9 discloses a storage area within which numerous load
containers 40 are aligned. In a fashion similar to that discussed
for the truck trailers, the load storage area is arranged with a
guideway address above each container. Routing of a transfer car to
a storage area 12 for pickup is analogous to that discussed for the
truck trailer pickup at the truck interface terminal 13.
In addition the guideway may be stacked to form a multi-level
storage facility accessed by elevator-mounted guideway.
The unloading of a train and subsequent deposit of containerized
cargoes at storage area 13 or truck terminals 12 requires only a
reverse of the aforementioned sequences.
Although the invention has been described in connection with a
preferred structural embodiment it will be understood that
variations and modifications of this structure may be made without
departing from the spirit or principles of the invention as defined
in the appended claims.
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