U.S. patent number 3,926,126 [Application Number 05/549,364] was granted by the patent office on 1975-12-16 for vehicle diverting apparatus.
Invention is credited to Karl Heinz Voss.
United States Patent |
3,926,126 |
Voss |
December 16, 1975 |
Vehicle diverting apparatus
Abstract
Apparatus for diverting a vehicle, particularly a monorail
vehicle from a main line to a spur, station, or a branch line
without making a change in the track configuration and without
movement of any track structure which comprises secondary trackage
engageable by auxiliary wheels on the vehicle and cams attached to
the track which are adapted to disengage the wheels of the car that
normally support the latter on the main line track when the
auxiliary wheels engage the secondary track. Cam followers on the
vehicles are operative to disengage the wheels and to re-engage
them with a main line track.
Inventors: |
Voss; Karl Heinz (Wheatfield,
NY) |
Family
ID: |
24192715 |
Appl.
No.: |
05/549,364 |
Filed: |
February 12, 1975 |
Current U.S.
Class: |
104/130.04;
104/96; 105/215.1; 105/178 |
Current CPC
Class: |
B61L
23/002 (20130101); B61F 9/00 (20130101) |
Current International
Class: |
B61F
9/00 (20060101); B61L 23/00 (20060101); H01J
37/141 (20060101); H01J 37/10 (20060101); E01B
025/26 () |
Field of
Search: |
;104/18,20,89,91,93,94,96,106,107,130,131,88,33,243
;105/215R,148,154,155,178 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Wood, Jr.; M. Henson
Assistant Examiner: Reese; Randolph A.
Attorney, Agent or Firm: Harlan, Jr.; Ashlan F.
Claims
I claim:
1. In a vehicle adapted to be selectively diverted from a primary
track comprising a pair of rail surfaces to a secondary track
comprising a pair of spaced rails located on opposite sides of said
primary track, said primary track being provided with first cam
means and said secondary track being provided with second cam
means; a first set of wheels engageable with said secondary track
rails; a second set of wheels engageable with said primary track in
one position and movable axially, when said secondary track is
engaged by said first set of wheels, to a second position out of
engagement with said primary track; first reciprocating means
adapted to be moved by said first cam means to disengage said
second set of wheels from said primary track; and second
reciprocating means adapted to be moved by said second cam means to
engage said second set of wheels with said primary track.
2. A vehicle as defined in claim 1 wherein both said first
reciprocating means and said second reciprocating means are not
simultaneously engageable by the respective cam means.
3. A vehicle as defined in claim 2 wherein said reciprocating means
are interconnected whereby movement of said first reciprocating
means by said first cam means causes said second reciprocating
means to be positioned for engagement with said second cam
means.
4. A vehicle as defined in claim 2 wherein said reciprocating means
are interconnected whereby movement of said first reciprocating
means by said first cam means causes said second reciprocating
means to be positioned for engagement with said second cam means;
wherein said first cam means comprises cam means on each side of
said primary track and said second cam means comprises cam means on
each of said secondary track rails; wherein said first
reciprocating means is positioned for engagement with said first
cam means by a gear rack; wherein said second set of wheels are
moved axially by first pinions engaging rack portions of
non-rotatable sleeves carrying said wheels; wherein each said
reciprocating means is provided with a rack portion engageable by a
second pinion operatively connected through gears to extend or
retract said second set of wheels; wherein there are a pair of said
first reciprocating means and a pair of said second reciprocating
means; wherein means is provided to lock said second set of wheels
in extended or retracted position; and wherein each wheel of said
first set of wheels is coaxial with and non-rotatably engaged with
a wheel of said second set of wheels.
5. A vehicle as defined in claim 4 wherein said second set of
wheels comprises a plurality of pairs of coaxial, laterally spaced
wheels and the wheels of said set are all disengaged from said
primary track simultaneously by movement toward said secondary
rails.
6. A vehicle as defined in claim 4 wherein movement of said gear
rack is produced by a spring, wherein a detent is provided to
releasably hold said gear rack against movement by said spring,
wherein said gear rack engages a third pinion secured on a shaft
that carries a second pinion that engages the rack portion of said
first reciprocating means, and wherein said shaft also carries a
gear forming a part of a gear train for extending said second set
of wheels.
7. A vehicle as defined in claim 1 wherein said reciprocating means
are interconnected whereby movement of said first reciprocating
means by said first cam means causes said second reciprocating
means to be positioned for engagement with said second cam
means.
8. A vehicle as defined in claim 1 wherein said second set of
wheels are movable axially by pinions engaging rack portions of
non-rotatable sleeves carrying said wheels.
9. A vehicle as defined in claim 1 wherein a pair of said first
reciprocating means are provided, and a pair of second
reciprocating means are provided.
10. A vehicle as defined in claim 1 wherein said first cam means
comprises cam means on each side of said primary track and said
second cam means comprises cam means on each of said secondary
track rails.
11. A vehicle as defined in claim 1 wherein said first
reciprocating means is positioned for engagement by said first cam
means by a gear rack.
12. A vehicle as defined in claim 1 wherein each said reciprocating
means is provided with a rack portion engageable by a pinion
operatively connected through gears to extend or retract said
second set of wheels.
13. A vehicle as defined in claim 12 wherein said reciprocating
means are interconnected whereby movement of said first
reciprocating means by said first cam means causes said second
reciprocating means to be positioned for engagement with said
second cam means.
14. A vehicle as defined in claim 12 wherein means is provided to
lock said second set of wheels in extended or retracted
position.
15. A vehicle as defined in claim 1 wherein said second set of
wheels comprises a plurality of pairs of coaxial, laterally spaced
wheels and the wheels of said set are all disengaged from said
primary track simultaneously by movement toward said secondary
rails.
16. A vehicle as defined in claim 15 wherein means is provided to
lock said second set of wheels in extended or retracted
position.
17. A vehicle as defined in claim 15 wherein each wheel of said
first set of wheels is coaxial with and non-rotatably engaged with
a wheel of said second set of wheels.
Description
BACKGROUND OF THE INVENTION
This application relates to mass transportation systems and is
particularly concerned with such systems in which many relatively
small cars, each adapted to carry only a few passengers, are
employed, and in which such cars may be routed as desired to
provide the greatest convenience to the riders.
The problem of mass transportation has in recent years become very
important. Not only is some solution of the problem necessary to
prevent the stagnation of traffic in urban areas, but also to allow
reasonably convenient access to inner cities. Conventional mass
transportation systems are not adequate. Buses contribute to air
pollution and street congestion; surface trolley cars interfere
with traffic; subways are too expensive, and conventional elevated
railroads occupy large surface areas and air space and are
objectionable esthetically.
It has been suggested that monorail systems provide a solution for
the problem. Such systems require a minimum of surface and air
space and are relatively inexpensive to construct. It is,
therefore, possible to provide a monorail system which has lines
covering a wide territory and thus is quite convenient for riders.
However, expansion of such a system to cover a large area may
result in lines or routes which have such a low traffic density
that large cars carrying many passengers would neither be required
nor be economically feasible. It has consequently been suggested
that a monorail system in which a large number of relatively small
cars that can be directed by the passengers to desired destinations
would be convenient and practical. Such a system has been disclosed
in U.S. Pat. No. 3,012,517, granted Dec. 12, 1961 to Winsor
Gale.
The present invention is directed to improvements in the system and
apparatus disclosed in the above-mentioned patent.
SUMMARY OF THE INVENTION
The present invention provides means for diverting a vehicle,
carrying passengers and/or goods, from a main line to a station, a
spur, or a branch line without making a change in the track
configuration and without movement of any track structure. It is
particularly useful with transportation systems of the so-called
monorail type and permits a flexibility of operation which
increases the efficiency of such systems. At the same time, the
diverting means is of "fail-safe" design and construction so that
derailments at diversion or switching points because of faulty
switch operation, which often occur with movable switches are
prevented. The diverting means comprehends novel vehicle structure
and novel track structure.
The novel means of the present invention comprises broadly a pair
of connected laterally spaced trolleys supporting a car on novel
track structure for point-to-point operation. Two types of track
are employed -- primary track which is used for the main line of
the system and for branch lines, and secondary track which is used
in stations, for connection of the main line tracks to branch line
tracks and for connection with spurs such as storage tracks and
tracks for loading and unloading. If such spurs are of considerable
length, they may also include primary track. The details of the
track construction are set forth hereinafter. Operation on the
novel track structure includes movement of a car from a location on
a secondary track, e.g. in a station or on a spur, onto a primary
track, movement on the primary track to a desired point, and then
movement from the primary track to another secondary track. This
can be done without stopping other cars running on the primary
track and movement of the car from the secondary track of origin to
that of destination is normally continuous.
To accomplish these results each of the above-mentioned trolleys is
provided with two longitudinally spaced pairs of wheels, the wheels
of each pair being axially spaced and coaxial. Each pair of wheels
on each of the trolleys is also coaxial with a pair of wheels on
the other trolley. It is preferred to employ a separate electric
motor for driving each pair of coaxially mounted wheels, although
by suitable gearing a single motor may be provided on each trolley
or each car for driving all the wheels thereof.
The primary track for vehicles according to the invention comprises
a plurality of end-to-end members having a pair of oppositely
extending flange portions on which the inwardly facing wheels of
each trolley run. The primary track in many cases may be
essentially a series of I-beams arranged with the central webs
thereof in vertical planes and aligned so that the inwardly facing
wheels of the trolleys may run, respectively, on the upper faces of
the lower flanges of the I-beams. On the other hand, the secondary
track comprises a pair of spaced rails which are engagable with the
outer wheels of the trolleys of the vehicles. After engagement of
the outer trolley wheels with the secondary track, the inner wheels
are retracted to disengage them from the primary track. The
secondary track can take a number of forms, but conveniently is
formed of Z-bars, i.e. steel bars having a Z-shape in cross-section
supported on suitable structure. When returning the car to the
primary track, the procedure is reversed, the inner wheels of the
trolleys being extended so as to engage the primary track before
the outer wheels of the trolleys disengage from the secondary
track.
As shown, and as hereinafter described in more detail, diversion of
a car to a station or the like is accomplished, after the outer
trolley wheels are engaged with the secondary track and the inner
trolley wheels are disengaged from the primary track, by changing
the relative levels of the respective tracks so that the secondary
track is lower than the primary track. Cars are returned to the
primary track or main line by bringing the tracks to the same level
and reversing the diversion procedure described above.
Means are provided for simultaneously extending or retracting the
two inner wheels of each trolley by engagement of activating cam
followers with cam members or surfaces on the track members whereby
to rotate pinions that engage racks carried by the inner wheels.
Locking mechanism is provided to prevent accidental operation of
the extending and retraction mechanism.
SHORT DESCRIPTION OF THE DRAWINGS
FIG. 1 is an end view partially in section illustrating the general
design of a car or vehicle according to the invention and the
manner in which it is supported by the track structure;
FIG. 2 is a side view corresponding to FIG. 1;
FIG. 3 is a diagrammatic view of the track arrangement adjacent to
and at a diversion point, viz. a station;
FIGS. 4 - 6 are diagrammatic cross-sectional views of the track
structure adjacent to and at the diversion point taken along the
lines 4--4, 5--5, and 6--6, respectively, of FIG. 3;
FIG. 7 is a top plan view, with parts broken away, of a car
supported on both primary and secondary tracks;
FIG. 8 is a fragmentary end view of the car and tracks shown in
FIG. 7 with the car wheels engaging both the primary and secondary
tracks;
FIG. 9 is a fragmentary sectional view taken on line 9--9 of FIG. 7
with the wheels of the car engaged with only the primary
tracks;
FIG. 10 is a fragmentary side elevational view taken on line 10--10
of FIG. 7;
FIG. 11 is a fragmentary longitudinal sectional view, partly broken
away, taken on line 11--11 of FIG. 7;
FIG. 12 is a fragmentary view showing the clutch of FIG. 11 in
engaged position;
FIG. 13 is a fragmentary view taken on line 13--13 of FIG. 11;
FIG. 14 is a fragmentary transverse sectional view taken on line
14--14 of FIG. 15 showing details of the wheel shifting
mechanism;
FIG. 15 is a fragmentary sectional view taken on line 15--15 of
FIG. 14; and
FIGS. 16 - 18 are detail views showing operation of means for
locking the shiftable inner wheels in position.
DESCRIPTION OF THE INVENTION
The terms "inner" , "outer", "upper", "lower", "top", "bottom",
"right", "left", "above", "below", "vertical", "horizontal", and
similar terms of position and/or direction as used hereinafter are
employed only for convenience in description and/or reference. Such
terms should not be so construed as to imply a necessary
positioning of the structure or portions thereof or to limit the
scope of this invention.
In FIGS. 1 and 2 there is illustrated a vehicle or car typical of
the type with which the present invention is concerned, it being
understood that the invention is directed to a transportation
system in which there would be used a plurality of such cars on the
same track and on additional, interconnected tracks. The typical
car, comprehensively designated 21, comprises a body 22 which is
adapted to contain seats for a relatively few, e.g. four or six,
passengers and is provided with windows 24 and with doors 25 on the
sides thereof. The body 22 is suspended, by suitable means (not
shown) from a pair of laterally spaced trolleys, each
comprehensively designated 28. Housings 29, which may be made
easily removable, are provided for the trolleys.
In FIG. 3 there is illustrated diagrammatically a track arrangement
usable in accordance with the present invention at and adjacent to
a diversion point, specifically a station, from a primary track to
a secondary track. The station, which is shown schematically is
designated 31. As shown in FIGS. 3 - 6, the primary track 32 and
the secondary track 33, when they are parallel and on substantially
the same level, as is the case on approaching a diversion point and
departing therefrom, may be suspended by suitable means from a
cross arm 35 on a pillar or stanchion 36. As diversion takes place
the secondary track becomes increasingly lower relative to the
primary track. At or closely adjacent to a station or other
diversion point the lower, secondary track can be supported on
shorter stanchions 37 and the higher primary track on additional
stanchions 36 (not shown). In a station the secondary track can be
supported by a portion (not shown) of the station structure. When
the primary track is not accompanied by secondary track, i.e.
between diversion points, it may be suitably supported in any
convenient manner on pillars or stanchions.
It should be understood that in some installations supporting
arrangements different from those shown can be used. For example,
when one or more tracks run under a bridge or viaduct, they may be
supported from the girders of the bridge or viaduct. Also the
pillars or stanchions may be of any desired or convenient
configuration. Since rail or track supporting means are well known
and do not constitute a part of the present invention such means
are not illustrated or described in detail. It is, of course,
important that the secondary track rails maintain a constant,
uniform gauge except for such widening of the gauge on curves as is
necessary to prevent binding of the wheels of the car.
As shown in FIG. 1 the rail of primary track 32 can conveniently be
formed of I-beams 40 having their central webs 41 substantially
vertical. The I-beams are arranged end-to-end and connected by
suitable means, such as fish plates (not shown). Alternatively, the
ends of a series of I-beams can be welded together to produce a
primary track 32 having few or no joints therein.
The rails of the secondary track 33, as shown, are beams or bars 43
having an S or Z configuration in cross section and are arranged
end-to-end and connected by suitable means such as fishplates (not
shown). Like the I-beams that form the primary track 32, the beams
or Z-bars forming the secondary track 33 can be welded together at
their ends. Since, however, the secondary track is usually of
relatively short length and high car speeds are usually not
employed thereon, a continuous rail is not so desirable. It will be
understood that the cross sections of the rails of both the
secondary track 33 and the primary track 32 may be varied as
necessary or desired and that either or both may, if desired, be
formed of a plurality of parts suitably secured together.
Each of the trolleys 28 for a car 21 comprises two pairs of
coaxial, preferably flanged, wheels 50 and 51. The wheel pairs of
each trolley are longitudinally spaced and the pairs of wheels on
each of the trolleys are axially aligned with the corresponding
wheel pairs on the other trolley. Since the four pairs of wheels
are identical, only one of the pairs will be specifically
described.
The outer wheel 50 of each pair of wheels has a projecting hollow
shaft 53, as seen in FIG. 7, that is rotatably supported in spaced
bearings 54 and 55 as seen in FIG. 9. The inner wheel 51 is
rotatably supported on an axle 56 which rotates within a
non-rotating but axially reciprocatable sleeve 57. The end of the
axle 56 that projects from the sleeve 57 is splined and slidably,
but non-rotatably, engaged in the hollow shaft 53 whereby the
wheels 50 and 51 rotate together. The sleeve 57 is provided on its
upper surface with a plurality of teeth forming a rack 59 that is
engaged by a pinion 61 carried by a horizontal longitudinal shaft
62 which is journaled in bearings 66 as shown in FIG. 11. The inner
wheel 51 can thus be extended or retracted by rotation of the shaft
62 and pinion 61, thereby moving the wheel 51 toward or away from
the outer wheel 50. Because of the splined connection therebetween,
however, the wheels 50 and 51 rotate together and such rotation is
produced by an electric motor 63, having suitable connections (not
shown) for control thereof and the supplying of electrical power
thereto. Although motors 63 are not illustrated in some figures of
the drawing for greater clarity, it is preferred to use a separate
motor with each pair of inner and outer wheels 50 and 51. If
desired, however, a single motor with suitable driving connections
can be provided for each trolley 28 or for all four sets of wheels.
Each motor 63 is provided with a drive shaft 64 having a worm gear
65 thereon that meshes with a spiral gear 67 on a jack shaft 68.
The shaft 68 rotates in bearings 69 and carries for rotation
therewith a pinion 70 that engages a spur gear 72 suitably secured
to the hollow shaft 53 between the bearings 54 and 55. Thus, each
pair of wheels 50 and 51 can be rotated together by the motor
63.
The outer wheels 50 of each pair of wheels are adapted to engage,
respectively, the S or Z shaped rails 43 that constitute the
secondary track 33 for the vehicle or car. At points on the system
where no secondary track is provided, the wheels 50 rotate freely
when the vehicle is in motion. The inner wheels 51 of each pair are
adapted, in their extended positions, to engage the rail 40 of the
primary track 32, which is continuous throughout the main line of
the system, and roll on the upper face of the bottom flange 42 of
the rail. When retracted by movement of the racks 59 by the pinions
61, wheels 51 are withdrawn from the rail 40 of the primary track
32 and the car is supported solely on the secondary track so that
it can be diverted from the primary track to a station, spur, or
other secondary trackage.
The inward and outward movement of the wheels 51 is controlled,
through gear mechanism hereinafter described, by engagement of
reciprocating plungers 75 and 76 with camming surfaces provided on
the primary and secondary tracks, respectively. Each trolley
carries, between the two wheel sets, a plunger 75 and a plunger 76
to control movement of the wheels 51 thereon. The cam-follower
plungers are slidably supported in guide members 77 and preferably
extend parallel to the axes of rotation of the wheels. The plungers
when in extended position to contact the above-mentioned camming
surfaces project in opposite directions and the outer ends thereof
are provided with rollers 78 to make such contact, the rollers
being supported for rotation around vertical axes.
Each of the plungers 75 has a rack portion 81 which is engaged by a
pinion 82 mounted on a vertical shaft 83 supported by top and
bottom bearings 84. Adjacent their lower ends each of the shafts 83
carries another pinion 86 that engages with a gear rack 87 that
extends transversely of the car 21 into both trolleys 28 and is
supported in spaced guides 88 and 89. The two plungers 75 and their
associated vertical shafts 83 are directly opposite each other
transversely of the car. However, the gear rack 87 with which the
bottom pinions 86 on the shafts 83 engage is at such an angle to
the plungers that the bottom pinions engage opposite sides of the
rack. Accordingly, since the pinions 82 and 86 are fixed, by
suitable means, on the shafts 83, inward or outward movement of one
of the plungers 75 produces through movement of the gear rack 87 a
corresponding movement of the other plunger 75.
As shown in FIG. 15, the gear rack 87 is provided with a projecting
pin 91 adjacent its left end. Between the pin 91 and the right hand
guide 89 for the rack 87 there is connected a tension spring 92
which tends to cause movement of the rack to the right. There is,
however, also provided a detent 93, pivotally mounted on a pin 94,
which engages in a notch 95 in the rack 87. A suitably actuated rod
96 is attached to the detent 93 to disengage it from the notch 95.
When so disengaged the spring 92 moves the gear rack 87 to the
right, as viewed in FIG. 15, thus causing counterclockwise rotation
of the left hand pinion 86 and shaft 83 to simultaneous clockwise
rotation of the corresponding right hand pinion and shaft. The
upper pinions 82 on the shafts 83 are also simultaneously rotated
in the same direction as the pinions 86. Through the rack portions
81 on plungers 75, the latter are thereby caused to project
outwardly from the trolleys 28 to the broken line positions shown
in FIG. 7.
The plungers 76 which are intended to cooperate with camming
surfaces on the rails 43 of the secondary track 33 are parallel to
the plungers 75 and are provided with rack portions 100 which
engage with pinions 101 fixedly mounted on vertical shafts 102. The
latter are supported in bearings 103 at their upper and lower ends
and adjacent their lower ends carry, for rotation therewith,
pinions 104. The pinions 104 are connected by a gear rack 106. The
rack 106 is mounted in guides 107 for reciprocating movement
parallel to the gear rack 87. Like the latter, the rack 106 is
engaged on opposite sides by the pinions 104 so that the shafts 102
rotate simultaneously and in opposite directions when moved by the
gear rack 106.
The vertical shafts 83 and 102 on the left side of the car 21 (as
viewed in FIG. 15) are interconnected by gears and an overrunning
clutch. As best seen in FIG. 11, there is provided between said
shafts 83 and 102 a vertical shaft 111 supported in an upper
bearing 112 and a lower bearing 113 which are carried by suitable
brackets 119 or other supports. Mounted on the shaft 111 for
rotation therewith is a helical gear 114. Also attached to the
shaft 111 adjacent the lower end thereof, e.g. by a pin 115, for
rotational movement with the shaft is a clutch element 116.
Intermediate the clutch element 116 and the helical gear 114 there
is slidably and rotatably mounted on the shaft 111 another helical
gear 117 non-rotatably secured to a second clutch element 118. The
gear 117 and element 118 are biased downwardly against the first
clutch element 116 by a compression spring 120 that surrounds tha
shaft 111 and bears against helical gear 114. The engaging annular
faces of the clutch elements 116 and 118 are complementary, each
having a pair of opposed abutments adapted to engage corresponding
opposed abutments on the other and a ramp or inclined face
extending from the base of each abutment to the top thereof. Thus,
the clutch is one-way or overriding and the abutments and ramps are
so placed that when the gear 117 rotates clockwise the shaft 111 is
not moved while counter clockwise rotation of the gear 117 engages
the clutch and rotates the shaft 111 and the helical gear 114
secured thereon. In FIG. 11 the clutch elements are depicted in the
position they occupy when the plungers 75 and 76 are retracted. In
FIG. 12 the elements are shown engaged to cause rotation of the
vertical shaft 111.
A companion helical gear 123 is secured on the left hand (as viewed
in FIG. 15) vertical shaft 83, intermediate the gears 82 and 86,
for rotation with the shaft. The gear 123 is engaged with the
helical gear 117 on the shaft 111 so that they rotate together. A
helical gear 124 is also secured on the left hand (as viewed in
FIG. 15) vertical shaft 102, intermediate the gears 101 and 104, in
engagement with the helical gear 114. Thus, the two helical gears
114 and 124 and the shafts 102 and 111 rotate together and also
with the left hand longitudinal shaft 126 (as viewed in FIG. 14)
since the helical gear 124 is engaged with a third helical gear 125
(see FIG. 7) secured on the shaft 126 for rotation therewith.
At this point it appears desirable to explain the operation of the
plungers 75 and 76 and the gearing connected thereto in conjunction
with the car operation. Normally, when the car 21 is running on the
primary track 32 the wheels 51 ride on the flanges 42 of the
I-beams 40. When a passenger in the car desires to have the car
diverge from the primary track, e.g. to a station, the passenger
actuates suitable mechanism (not shown) by means of which the
control rod 96 is moved to release the detent 93. The gear rack 87
thereupon is moved by the spring 92 toward the guide 89 and the
left hand (as viewed in FIG. 15) pinion 86 and connected pinion 82
are caused to rotate in a counterclockwise direction. At the same
time, the right hand pinions 86 and 82 (as viewed in FIG. 15) are
caused to rotate in a clockwise direction by the gear rack 87.
Since the pinions 82 engage the rack portions 81 on the plungers
75, the latter are moved simultaneously to project inwardly toward
the rail 40 of the primary track 32, as shown in broken lines in
FIG. 7. It will be apparent that movement of the control rod 96 to
release the detent 93 can also be occasioned by suitable means
outside and distant from the car 21, e.g. from a station by a
waiting passenger, suitable known means such as an appropriate
track circuit or radio being used to communicate with the car.
At a point on the primary track 32 shortly in advance of a
diversion point but subsequent to the provision of secondary track
rails 43 for the wheels 50 adjacent the primary track, the rollers
78 on the projecting plungers 75 make contact with and are moved
inwardly by camming surfaces on the rail 40. As shown in FIG. 14,
such surfaces may take the form of plates 128 welded or otherwise
secured to the rail 40 on opposite sides of the vertical web 41.
The plates 128 are so shaped that as the car 21 proceeds the
plungers 75 are gradually pushed back into the trolleys 28, thus
restoring, through the pinions 82 and 86, the gear rack 87 to the
latched position shown in FIG. 15. As the rack 87 returns, the left
hand pinions 82 and 86 (as viewed in FIG. 15) rotate clockwise as
does also the intermediate helical gear 123 on the shaft 83. The
meshing helical gear 117 on the vertical shaft 111 is thus caused
to rotate counter-clockwise and, since this engages the clutch
elements 116 and 118, the shaft 111 and the helical gear 114
thereon are likewise rotated. The latter, as above described, also
meshes with the helical gear 124 secured on the adjacent vertical
shaft 102 which gear, in turn, engages the helical gear 125 on the
left hand longitudinal shaft 126 (as viewed in FIG. 11) for
rotating the latter. It will be seen that a pair of helical gears
124 and 125, respectively, are also provided on the right hand
shafts 102 and 126 (as viewed in FIG. 11). Since the shafts 102
rotate simultaneously, though in opposite directions, by reason of
the engagement of pinions 104 with the gear rack 106, the shafts
126 and the pinions 61 are also simultaneously rotated to retract
the wheels 51.
At the same time that the wheels 51 are retracted, the rotation of
the shafts 102 causes the plungers 76 to be extended by the pinions
101 engaging the rack portions 100 thereon. The plungers 76, when
extended, are adapted to engage, by the rollers 78, camming
surfaces provided on the inner surfaces of the secondary track
rails 43. When it is desired to have the car return to a primary
track from a secondary track at a station or spur or to enter the
primary track of a branch line after diversion to the latter, such
a camming surface as shown at 129 in FIG. 14 is secured on one or
both rails 43 at a point thereon where a primary track rail 40 is
again in place between and substantially centrally and horizontally
aligned with said rails 43. The surfaces 129 are so shaped as to
move the plungers 76 inwardly to the position shown in FIG. 7 as
the car proceeds. As the plungers 76 move inwardly the rack
portions 100 thereon cause rotation of the pinions 101 on shafts
102. The helical gears 124 on the shafts 102, through the helical
gears 125, cause rotation of the shafts 126 to extend the wheels 51
for engagement with the rail 40. The helical gear 124 that is
carried on the front shaft 102 (as viewed in FIG. 7) is also
engaged with the helical gear 114 on the shaft 111. Thus as the
wheels 51 are extended the shaft 111 is rotated clockwise. This
tends to rotate the helical gear 117 through the clutch 116, 118,
but since the helical gear 123 with which gear 117 meshes is held
stationary, the latter moves axially against pressure of the spring
119 to disengage the clutch and permit rotation of the shaft
111.
The shafts 126 extend longitudinally of the car 21 within the
trolleys and are supported in spaced bearings 131. At their ends
the shafts 126 are coaxially connected to shaft-locking devices 134
which are provided between the shafts 126 and the shafts 62 of the
pinions 61 to connect the shafts and to prevent retraction or
extension of the wheels 51 by vibration or shock. Each shaft
locking device, as shown more in detail in FIGS. 16 - 18, comprises
a first disc 135 suitably secured to the shaft 126 for rotation
therewith and provided with a cam lobe 136 on its periphery. Each
disc 135 is also provided with an annular slot 137 adapted to
receive a pin 138 projecting from the facing side of a second disc
140, coaxial with disc 135, that is secured to the shaft 62 of the
associated pinion 61. The disc 140 is provided with a peripheral
notch 141 adapted to receive alternatively one of a pair of pawls
142, 143. The pawls are pivotally mounted on pins 144 and 145,
carried by the trolley 28, and are biased by compression springs
146 into engagement with the periphery of the disc 140. Projecting
outwardly from each of the pawls 142, 143 toward and overlapping
the first disc 135 is a lifting pin 149 so located that it is
engaged by the cam lobe 136 of the disc 135 when the latter
rotates.
FIGS. 16 - 18 show in detail the operation of the shaft-locking
device 134 shown in the right side of FIG. 11. In FIG. 16 the parts
are shown as they are arranged with the wheels 51 retracted so that
they are disengaged from the rail 40. As will be seen, the pawl 142
is engaged in the peripheral notch 141 of disc 140, thus holding
the shaft 62 and the pinion 61 from rotation, while the pawl 143
rides on the periphery of the disc 140. Upon rotation of the shaft
126 in a clockwise direction, the lost-motion permitted by the slot
and pin arrangement 137-138 allows the cam lobe 136 to engage the
lifting pin 149 on the pawl 142 so that the disc 140 can be rotated
by the disc 135 to cause rotation of shaft 62 and extend the wheels
51. As will be seen in FIG. 18, when the desired amount of movement
of the shaft 62 has been obtained, the shaft is locked in position
by engagement of the pawl 143 in the notch 141 and the cam lobe 136
will have passed the lifting pin 149 on the pawl 143. When the
wheels 51 are again to be retracted, counterclockwise rotation of
the shaft 126 and disc 135 will cause the cam lobe 136 to lift the
pawl 143 before rotative force is applied through slot 137 and pin
138 to the disc 140 and the associated pinion 61. It will be
understood that since the longitudinal shafts 126 are so
interconnected through the vertical shafts 83 and 102 and the gear
racks 87 and 106 that they rotate simultaneously but in opposite
directions, two of the four shaft locking devices are so
constructed as to be mirror images of the other two.
Vertical bumper rails 165 are mounted by suitable brackets 166 on
the ends of the car 21 adjacent diagonally opposite corners of the
car. Adjacent the other corners of the car buffers 168 are provided
in the car ends. Each buffer comprises a roller 169 carried by a
yoke 170 that is provided with spaced plungers 172 for guiding and
supporting it. The buffers 168 normally project from the car ends
and are aligned with and adapted to engage the bumpers 165 on
adjacent cars. They are provided with suitable spring and/or shock
absorbing mechanism (not shown) attached to the plungers 172 so
that engagement between the cars will be cushioned in the event
they come in contact. There may also be operatively connected to
the buffers 168 means responsive to contact of the latter with the
bumpers 165 which activates mechanism to control the car.
In operation, e.g. on the track arrangement shown diagrammatically
in FIG. 3, a car moving from left to right on the primary track 32
will continue so to move bypassing the station unless, by actuation
of the control rod 96, the plungers 75 are extended. This is true
even though the wheels 50 of the car will engage and ride on the
secondary track 33 where such track is provided. If the plungers 75
are extended, they will engage camming surfaces 128 on the track
32, located, e.g. at Point A, which push the plungers back into the
trolleys and cause the plungers 76 to be extended. At the same
time, the wheels 51 of the car which engage the primary track rail
40 are retracted so that the car is supported only on the secondary
track 33 by the wheels 50. At a predetermined point to the right of
Point A the secondary track 33 begins to slope downwardly until it
is sufficiently lower than the primary track as not to interfere
with cars continuing on the latter. At such a level, or a lower
one, the car will enter the station and, after stopping, pass
through. Thus, a car entering the station for discharging or
receiving passengers is simply withdrawn from a succession of cars
on the primary track and the other cars proceed without
interruption. A car leaving the station on the secondary track 33
will rise as the track 33 is elevated to the same level as the
primary track 32. camming surfaces 129 on one or both of the rails
of the secondary track, e.g. at Point B, will then engage the
plungers 76, forcing the latter inwardly and thereby through the
racks and gears above-described extending the wheels 51 for
engagement with the rail 40 of the primary track 32.
It will be apparent that the track arrangement for a transportation
system according to the invention can be varied greatly. Not only
can the level of the primary track be raised or lowered, but it may
also curve to one side or the other. Coincident change in level and
direction may be accomplished if desired. FIGS. 3 - 6 illustrate
that secondary track can not only change in level, but can also be
curved. This is advantageous since it permits stations to be
laterally offset from the primary track, thus reducing interference
with ground level traffic.
It will be understood that known and suitable means (not shown) can
be employed to provide electrical power to the driving motors on
the cars 21. It will also be understood that suitable controls can
be provided for actuation of the control rod 96 on a car from
either the interior of the car or from a station, thereby
permitting the car to be routed as desired, and that safety devices
of known character can be provided to control car speed, feed cars
from secondary track to primary track, and prevent collisions. Such
controls, however, do not constitute a part of the present
invention.
It should be noted that the precise apparatus shown and described
herein is susceptible of change and modification without departing
from the spirit of the ppresent invention. Thus, with minor change
in structure, and none in principle, diversion from a primary track
can be produced by raising the primary track with reference to the
secondary track as well as by lowering the secondary track. It will
also be understood that not only the track arrangement but also its
construction may be varied within the scope of the present
invention. Further, since it is obvious that numerous modifications
of and variations from the specific mechanism shown and described
can be made without departing from the spirit of the invention,
e.g. one or both sets of car wheels can be without flanges and the
camming surfaces 128 and 129 can be single or double, the invention
should be interpreted as broadly as permitted by the appended
claims.
It will be evident from the foregoing that a transportation system
embodying the present invention makes possible convenient and
economical transportation of both people and goods and that because
of the flexibility of such a system, it is adapted to use with high
traffic densities as well as light traffic.
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