US3865039A - Transportation system - Google Patents

Transportation system Download PDF

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US3865039A
US3865039A US304903A US30490372A US3865039A US 3865039 A US3865039 A US 3865039A US 304903 A US304903 A US 304903A US 30490372 A US30490372 A US 30490372A US 3865039 A US3865039 A US 3865039A
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Prior art keywords
closed loop
transporter
transfer
transfer means
transportation system
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US304903A
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English (en)
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Walton W Cushman
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Individual
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Individual
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    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B25/00—Tracks for special kinds of railways
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L13/00—Electric propulsion for monorail vehicles, suspension vehicles or rack railways; Magnetic suspension or levitation for vehicles
    • B60L13/006—Electric propulsion adapted for monorail vehicles, suspension vehicles or rack railways
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/002—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of propulsion for monorail vehicles, suspension vehicles or rack railways; for control of magnetic suspension or levitation for vehicles for propulsion purposes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61J—SHIFTING OR SHUNTING OF RAIL VEHICLES
    • B61J1/00—Turntables; Traversers; Transporting rail vehicles on other rail vehicles or dollies
    • B61J1/02—Turntables; Integral stops
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B21/00—Kinds or types of escalators or moving walkways
    • B66B21/10—Moving walkways
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility

Definitions

  • ABSTRACT A transportation system is comprised of a first closed loop passenger and cargo transporter section with such section being ideally intended to operate at a substantially constant speed, and a second closed loop passenger transfer section with such section being intended to operate, generally between the first closed loop and a related stationary passenger platform, as to cyclically maintain a speed equivalent to the constant speed of the first closed loop, then decelerate until it is stationary with respect to the related stationary passenger platform and then accelerate until it is again at the speed of the first closed loop transporter section.
  • Passengers and cargo may, during the time that the trasfer section is stationary with respect to the passenger platform, transfer from the platform onto the then stationary transfer section (or if getting off of the system, transfer from the then stationary transfer section onto the platform).
  • the passengers on the transfer section may, during the time that both sections are of the same speed, transfer from the transfer section onto the transporter section (or, if in the process of getting off of the system, transfer from the transporter section onto the transfer section).
  • the second closed loop transfer section has decelerated and again becomes stationary with respect to the stationary passenger platform, such passengers getting onto or getting off the system may again, as. the case may be, transfer from the stationary platform onto the transfer section or transfer from the transfer section onto the platform.
  • the above cycle of operation continues during operation of the overall transportation system.
  • each of the prior art systems employ transporter containers (the term, containers, being used generically to include either or both trains or individual motorized rail cars) which have to stop to permit boarding and de-boarding of passengers.
  • transporter containers the term, containers, being used generically to include either or both trains or individual motorized rail cars
  • This means that other passengers within the container also have to experience the deceleration, waiting for other passengers to board and de-board, and then undergo acceleration. If a particular passenger, for example, boarded the container at one end of the system with the destination being the other end of the system, such particular passenger would have to experience stopping for every passenger station along the system.
  • Such cyclic stopping and starting aside from being an inconvenience to the passengers not boarding or deboarding, is wasteful of energy in that energy is consumed during both deceleration and acceleration of the transporter container and all the passengers therein even though only a single passenger may wish to deboard at a particular station.
  • a transportation system comprises a' first closed loop transporter means effec tive for continuously moving in said closed loop, at least a plurality of stationary stations, second closed loop transfer means located as to be generally between at least certain of said stations and said transporter means, and propelling means, said propelling means being effective to cause said transporter means to continuously move at a generally constant speed and to cause said transfer means to cyclically maintain a speed substantially equivalent to the speed of said transporter means for a first period of time then to cause said transfer means to decelerate until it is at least substantially stationary with respect to said at least certain of said stations for a second period of time then to cause said transfer means to accelerate until it is again at a speed substantially equivalent to the speed of said transporter means.
  • FIGS. 1, 2, 3 and 4 are each schematic illustrations of a transportation system embodying the teachings of the invention.
  • FIG. 5 is an enlarged perspective view of a fragmentary portion of the transit system of, for example, FIG.
  • FIG. 6 is an enlarged cross-sectional view taken generally on the plane of line 66 of FIG. 5 and looking in the direction of the arrows;
  • FIG. 7 is a further enlarged view taken generally on the plane of line 7-7 of FIG. 6 and looking in the direction of the arrows;
  • FIG. 8 is a view taken generally on the plane of line 8-8 of FIG. 7, with certain elements removed for purposes of clarity, and looking in the direction of the arrows;
  • FIG. 9 is a cross-sectional view taken generally on the plane of lne 9-9 of FIG. 7 and looking in the direction of the arrows;
  • FIG. 10 is a view taken generally on the plane of line l0-l0 of FIG. 7 with certain portions removed for purposes of clarity;
  • FIG. 11 is an enlarged perspective view of one of the elements shown in FIG. 10;
  • FIG. 12 is an enlarged fragmentary cross-sectional view taken generally on the plane of line 12-12 of FIG. and looking in the direction of the arrows;
  • FIG. 13 is an enlarged cross-sectional view, of one of the elements shown in FIG. 10, taken generally on the plane of the 13-13 of FIG. 10 and looking in the direction of the arrows;
  • FIG. 14 is a view taken generally on the plane of line 14-14 of FIG. 7 and looking in the direction of the arrows:
  • FIG. 15 is a view taken generally on the plane of line 15-15 of FIG. 14 and looking in the direction of the arrows;
  • FIG. 16 is partly a schematic and partly diagrammatic illustration of the general electrical wiring arrangement employable in the invention.
  • FIG. 23 a view generally similar to that of FIG. 7, illustrates a modified form of propulsion means
  • FIG. 24 an axial cross-sectional view, illustrates a modified form of a suspension wheel assembly
  • FIG. 25 a view generally similar to that of FIG. 7, illustrates another modified form of suspension means
  • FIG. 26 is a fragmentary cross-sectional view taken generally on the plane of line 26-26 of FIG. 25 and looking in the direction of the arrows.
  • FIG. 1 schematically illustrates the transportation system 10 as comprising an inner closed loop transporter means 12 and cooperating closed loop transfer means 14.
  • a plurality of station areas are schematically illustrated at 16, 18, and 22.
  • the system 10 may c'omprise end portions 24 and 26 the function of which is to complete the loop configuration. Intermediate such end portions 24 and 26 may be an elongated section, as generally designated at 28, with what may be termed run portions effectively interconnecting the end portions 24 and 26 and moving in directions opposite to each other.
  • the entire transit system 10 may be enclosed in suitable housing means as generally diagrammatically depicted by the long dash lines 30, 32 and 34.
  • Such housing means may, of course, take the form of a subway, ground level system or an elevated system or,
  • the interconnecting run section 28 could easily be enclosed within a relatively narrow housing section as to thereby have the two run portions in close proximity to each other (as, for example, within a single tube of a subway system) but moving in opposite directions.
  • the first closed loop transporter means 12 is, in the preferred form of the invention, comprised of a plurality of pallets, platforms, cars or carriers 36, preferably of modular construction, which are serially interconnected to thereby form the closed loop configuration.
  • the second closed loop transfer means 14 is, somewhat similarly comprised of a plurality of platforms or carriers 38, preferably or modular construction, which also are serially interconnected to thereby form the second closed loop configuration.
  • station areas as l6, 18, 20 and 22 are better thought of as being particular areas where passengers may enter and leave the overall transit system. These areas could be designated as by names of city streets in close proximity thereto.
  • FIG. 1 The operation of the invention as generally depicted in FIG. 1 is as follows. First, let it be assumed that both the first closed loop transporter means 12 and the second closed loop transfer means 14 are moving in a direction as indicated by arrow A and that each are traveling at a constant speed of 30.0 mph. During this period of synchronous operation, any passengers on the first closed loop transporter means 12 who wish to deboard may step from means 12 onto the second closed loop transfer means 14. After a preselected elapsed time, the transfer means 14 undergoes deceleration, with respect to the platform area 44, until it finally becomes stationary with respect to such platform area 44.
  • transfer means 14 During the time that transfer means 14 is thusly stationary, those passengers in the process of de-boarding, and who have previously transferred from the transporter means 12 to the transfer means 14 during synchronous operation thereof, may now step from transfer means 14 onto the platform or loading means 44, and subsequently walk out of one of the station areas l6, 18, 20 or 22. At the same time, while the transfer means 14 is still stationary, those on the platform area may start their boarding process by stepping from the platform area 44 onto the transfer means 14. During the time that the transfer means 14 is thusly stopped alongside the platform area 44, the transporter means 12, of course, continues moving at the assumed speed of 30,0 mph.
  • the transfer means 14 After a preselected interval of time, the transfer means 14 starts accelerating until such time as its speed is again that of the transporter means 12 so that there is, for all practical purposes, no relative motion as between transfer means 14 and transporter means 12.
  • this synchronous condition is attained, those who previously started their boarding operation by stepping onto transfer means 14 from the stationary platform area 44, now complete their boarding operation by stepping from the transfer means 14 onto the transporter means 12 while those who wish to de-board step from transporter means 12 and onto transfer means 14.
  • the cycle then repeats itself in the manner described.
  • FIG. 1 In the schematic view comprising FIG. 2, all elements which are like or similar to those of FIG. 1 are identified with like reference numerals with a suffix a.
  • the main difference between the drawings of FIGS. 1 and 2 is that the structure of FIG. 1 contemplates the possibility of having at least some part of the medially disposed section 28 situated within a common housing as to have, within such section, movement of passengers both to the left and right while in the FIG. 2 arrangement the housing means, identified as at 30a and 32a, also forms a single closed loop.
  • FIG. 1 arrangement might better lend itself to, for example, the median of an automobile expressway while the arrangement of FIG. 2 might be one where, for example, the transporter means 12 moves to the right along one particular traffic corridor of a city and moves to the left along another traffic corridor of that city where such corridors are spaced one or more city blocks from each other.
  • the overall operation of the transit system 10a of FIG. 2 is like that described with reference to FIG. 1.
  • FIG. 3 in which all elements like or similar to either FIGS. 1 or 2 are identified with like reference numerals provided with a suffix b," illustrates a transit structure like that of FIG. 2 except that it contemplates a transit system which might well form a relatively large closed loop within, for example, a major city so as to provide a belt-like major transit system which might, in turn, cooperate with other satellite type transit systems for completing an overall integrated urban transit system.
  • the operation of the overall transit system 10b is like that described with reference to FIG. 1.
  • FIG. 4 in which all elements like or similar to FIG. 2 are identified with like reference numerals provided with a suffix 0, illustrates a transit system 100 which is like that of FIG. 2 with the exception that the closed loop transfer means 140 is placed peripherally inwardly of the closed loop transporter means 12, and the station areas 160, 18c, 20c and 22c as well as the platform area 440 are placed peripherally inwardly of the closed loop transfer means 14c.
  • This is merely to illustrate that the practice of the invention is not limited to having such transfer means 14 and platform areas peripherally outwardly of the transporter means 12.
  • the overall operation of the transit system 100 is like that described with reference to FIG. 1
  • FIG. 5 illustrates in perspective a fragmentary portion of the transit system 10 as might occur, for example, in that portion of section 28 of FIG. 1 moving to the right. Further, merely for sake of illustration, it is assumed that the transit system 1.0 is at least partly a subway (subterranean).
  • each of the carriers 36 comprise a base portion 46 and an integrally formed generally vertically extending wall portion 48.
  • the base portions 46 of each of the carriers 36 may, in turn, carry a plurality of chairs 50 which are illustrated as being preferably integrally formed with the carrier.
  • transfer carriers or sections 38 are serially connected to each other so that. functionally, such serially connected modular sections 38 define closed loop conveyor-like means.
  • two gate or barrier systems are employed with the first such system being carried by the transporter means 12 and the second system 52, comprised of for example gates 54, being carried by transfer means 14.
  • the transit system is illustrated as being in a condition of operation wherein the velocities of the transfer means 14 and transporter means 12 are the same (as previously described with reference to FIG. 1).
  • the gate or barrier system carried by the transporter means 12 is opened and, in the form of the invention shown, the opening of either gate system is achieved by having that particular gate system move downwardly until the top or railing of the gate is generally level with the floor or walking surface of the carriers 36 or 38.
  • suitable means such as a vertically extending post 56 may be secured to each transfer carrier 38 and that such post 56 would, in turn, be provided with suitable means, such as ring portion 58 and a plurality of hand straps 60 which passengers on the transfer means 14 and in the process of either boarding or de-boarding the transit system can grasp in order to stabilize themselves.
  • FIG. 6 is an enlarged fragmentary view of a portion of FIG. 5 taken generally on the plane of line 6-6 of FIG. 5 and looking in the direction of the arrows. (Many of the elements shown in FIG. 6 are illustrated as being sectioned in planes parallel to each other merely because such better illustrates their relative relationships.)
  • each carrier 36 has an upper floor surface 62 and lower downwardly depending rail-carrying portions 64 and 66 situated in spaced relationship to each other generally at opposite sides of the carrier 36.
  • a suitable base or support structure 68 which, as illustrated, may comprise a concrete bed surface 70, provides support for a pair of rails 72 and 74 laterally spaced from each other and respectively extending in a generally closed loop manner for the length of the entire closed loop transporter means 12.
  • a second pair of rails 76 and 78 are respectively suitably secured to rail supports 64 and 66.
  • Rails 76 and 78 as well as rails 72 and 74 are spaced from each other like distances in order to have rolling engagement with spaced wheels 80 and 82 of a wheel assembly or structure 84 which includes an interconnecting shaft portion 86 preferably formed integrally with the wheels 80 and 82.
  • FIG. 7 an enlarged cross-sectional view taken generally on the plane of line 7-7 of FIG. 6 and looking in the direction of the arrows, illustrates that in the preferred embodiment, each of the track rails is formed to have the same effective cross-sectional configuration.
  • each rail is provided with a base portion 88 defining tread surfaces 90 and 92 with a continuous upstanding guide portion 94 formed between such tread surfaces.
  • Wheel 80 is, in turn, provided with circumferential or cylindrical surfaces 95 and 96 which respectively rollingly engage tread surfaces 90 and 92 of upper and lower tracks 76 and 72, while a circumferentially formed groove or recess 98 receives therein guide portions 94 of the same rails.
  • wheel 82 is provided with circumferential or cylindrical surfaces 100 and 102 which respectively rollingly engage tread surfaces 90 and 92 of upper and lower tracks 78 and 74 while a circumferentially formed groove or recess 104 receives therein guide portions 94 of such rails 78 and 74.
  • the wheel structure 84 is preferably formed as to have the interconnecting shaft portion 86 hollow and the disc portions of wheels 80 and 82 generally dished thereby to some degree enhancing the resiliency of the wheels.
  • a plurality of annular V-type grooves 106 and 108 are formed in shaft portion 86 near one end thereof while a second plurality of annular V-type grooves 110 and 112 are formed near the other end of shaft portion 86.
  • Such V-type grooves accommodate the placement generally thereabout of coacting endless belt means as are typically illustrated in, for example, FIGS. 6, 7 and 8.
  • FIG. 8 which illustrates only a few of the wheel assemblies 84, it can be seen that a first plurality of continuous spacer belts 114 are operatively engaged with the wheel assemblies 84 in one set of V-grooves while a second plurality of continuous spacer belts 116 are operatively engaged with the wheel assemblies 84 in the opposite set of V- grooves.
  • one of the first plurality of continuous belts 114 is shown being looped about the axle 86 of the left-most wheel assembly 84, within V-groove 112, and similarly looped about the axle 86 of the middle wheel assembly 84, also within that wheel assemblys V-groove 112..
  • a second of the first plurality of continuous belts 114 is shown being looped about the axle 86 of the middle wheel assembly 84, within V-groove 110, and similarly looped about the axle 86 of the right-most wheel assembly 84, also within that wheel assemblys V-groove 110.
  • a one of the second plurality of continuous spacer belts 116 is shown looped about the axle 86 of the leftmost wheel assembly 84, within V-groove 106, and similarly looped about the axle 86 of the middle wheel assembly 84, also within that wheel assembly's V-groove 106.
  • a second of the second plurality of continuous spacer belts 116 is shown being looped about the axle 86 of the middle wheel assembly 84, within V-groove 108, and similarly looped about the axle 86 of the rightmost wheel assembly 84, also within that wheel assemblys V-groove 108.
  • continuous belts 114 and 116 are connectedto both trailing and leading wheel assemblies as to thereby define a continuous closed-loop wheel-belt assembly for supporting the carriers 36.
  • the center-to-center spacing of succeeding wheel assemblies 84 is such as to result in at least two such wheel assemblies 84 always being beneath every one of the carriers 136.
  • the carriers 36 would be of a one-piece construction molded as by foamed plastic process employing any suitable material.
  • the tracks or rails 72, 74, 76 and 78 would be preferably formed of elastomeric material such as a tough and durable urethane, as by extrusion.
  • the wheel assemblies 84 may be formed of any suitable material, it is also preferred that such be molded from a suitable plastic material.
  • FIG. 9 a cross-sectional view taken on the plane of line 9-9 of FIG. 7, illustrates, generally, the placement of the wheel assemblies 84 beneath the carriers 36.
  • the wheel assemblies 84 are not journalled to the carriers 36 but instead are in rolling engagement with the lower tracks 72 and 74 as well as the upper tracks 76 and 78. Consequently, if the carriers 36 are assumed to be traveling at 30.0 mph, the velocity of the center of wheel assemblies 84 will only be half of the speed of carriers 36 (15.0 mph).
  • the inner gate or barrier means 118 is shown as being comprised of individual gate means 120 having banister-like portions 122 slideably received in cooperating guide passages 124 formed in each of the carriers 36.
  • the banister portions 122 in turn support a generally horizontally disposed railing 126.
  • FIG. 7 the gate means 120 is illustrated in a partly lowered position whereas in FIG. 9 the same gate means 120 is shown in a fully raised position.
  • the railing 126 is of such a cross-sectional configuration as to be accommodated within a chamfered portion 128 of carrier 36 when the gate means 120 is fully lowered thereby causing the top surface of railing 126 to be an extension of the floor surface 62.
  • any suitable means can be employed for raising and lowering the gate means 120 and 52 as generally schematically illustrated at 132 of FIG. 9.
  • Such means may take the form of electric or pneumatic motors, for example, and, if desired, using any such appropriate motor in combination with negator type springs.
  • negator springs are well known in the art for use in areas where it is desired to effectively off-set or counter-balance the weight of a related member which, in this case, would be the gate means.
  • the precise means by which such barrier means are raised and lowered forms no part of this invention and, of course, the practice of this invention is not limited to any such specific actuating or control means.
  • each of the modular carriers 36 is provided with an integrally formed laterally extending flange or support platform portion 134. Suitable ribs or gussets 136 may also be integrally formed therewith as to provide additional rigidity. Similarly, reinforcing ribs or members 138 may be provided on the underside of and integrally with the modular carrier 36 in a manner strengthening rail support portions 64 and 66.
  • the platform portion 134 supports and carries the transfer means 14 in a manner to be described.
  • FIG. 10 a fragmentary top plan view taken generally on the plane of line -10 of FIG. 7 with certain elements and portions omitted or removed for purposes of clarity, illustrates the manner in which two succeeding modular carriers 36 may be operatively connected to each other.
  • the forward or leading end of each of the carriers 36 may be provided with a socketlike bearing surface or recess 140 with a first end surface 142 blending therefrom and inclined with reference to a transverse plane normal to the carrier 36.
  • a second leading end surface 144 generally blending with the recess 140, comprises a plurality of finger-like projections or extensions 146 with such extensions being formed in the laterally extending support portion 134.
  • each of the carriers 36 may be provided with an arcuate projection 148 pivotally received in and cooperating with recess 140.
  • a first trailing end surface 150 blends with projection 148 and extends therefrom as to be generally inclined with reference to a transverse plane normal to the carrier 36.
  • a second trailing end surface 152 generally blending with projection 148, comprises a plurality of finger-like projections or extensions 154, with such extensions being formed in the laterally extending support .or flange portion 134 of carrier 36.
  • leading edge fingers 146 and trailing edge fingers 154 are so spaced and of such effective lengths as to place such fingers or extensions in a generally interleaved relationship and to permit substantial arcuate or pivotal motion of succeeding carriers generally about the axis of recess 140 or bearing means defined by 140 and 148.
  • such generally interspersed fingers or extensions 146 and 154 serve to provide a continuous supporting surface for wheel or roller means 156 of the transfer means 14 while still enabling a degree of relative arcuate movement as between succeeding carriers 36.
  • connecting members 158 and 160 are comprised as illustrated by 158 shown in perspective in FIG. 11.
  • each of the connectors is comprised of a main generally elongated body 162 having integrally formed anchoring portions 164 and 166 coextensive with the length of the body 162. Further, in the preferred form, the connector has an aperture 168 formed in the body portion 162.
  • Each of the connectors 158 and 160 are formed of a suitable elastomeric material.
  • a first contoured cut-out or opening 170 formed in the leading end of the trailing carrier 36, closely conforms to the outer configuration of connector 158 and accepts therein a portion of body 162 as well as anchor portion 164; another portion of body 162 and the opposite anchor portion 166 of the same connector 158 are similarly received in a cut-out or opening 172 formed in the trailing end ofjuxtaposed leading carrier 36.
  • the trailing carrier 36 has a second cutout or opening 174 which closely conforms to the outer configuration of connector 160 and accepts therein a portion of body 162 as well as its anchoring portion 164 of such connector 160; another portion of body 162 and the opposite anchoring portion 166 of connector are similarly received in a cut-out or opening 176 formed in the trailing end of the leading carrier 36.
  • each of the elastomeric connectors have their respective lower end surfaces 178 in operative abutting engagement with the base portions of upper elastomeric tracks 76 and 78 (also typically illustrated in FIG. 9) as to thereby provide vertical support for the portions 76 and 78' of the tracks 76 and 78 which bridge the space between succeeding carriers 36.
  • tread plate or cover means 180 are provided generally as between such succeeding carriers 36 in order to cover the spaces therebetween.
  • tread plates 180 is fragmentarily illustrated in FIG. 10' with remaining portions thereof, for purposes of overall clarity, illustrated in phantom line.
  • FIG. 12 an enlarged fragmentary view taken generally on the plane of line 12-12 of FIG. 10, with certain portions thereof in cross-section and other portions shown in elevation, illustrates a preferred arrangement for anchoring the tread plate 180. That is, each of the tread plates ofa width sufficient to cover the space between succeeding carriers 36, even when such carriers are undergoing articulated motion, and are of a length sufficient to cover the space across the width of the carrier floor 62. Further, a pair of pins or anchor rods 182 (one of which is shown in FIG, 12) are carried by the tread plate 180 at the underside thereof.
  • the anchor rods 182 are spaced from each other a distance substantially equal to the spacing between aperture 168 of mounted connectors 158 and 160 and are of a crosssectional configuration and size permitting the insertion of such anchor rods 182 respectively in apertures 168 as typically depicted in FIG. 12.
  • the use of such cooperating pins 182 and apertures 168 enables the associated tread plate to simultaneously and correspondingly alter its relative position in accordance with any induced tension or contraction experienced by the connectors 158 and 160 during articulation ofjoined carriers 36.
  • roller or wheel means 156 are employed for rollingly supporting the transfer carrier sections or modules 38. That is, a first plurality of V-like annular grooves 184 and 186 are formed near one axial end of each of the wheel means 156 while a second plurality of Vlike annular grooves 188 and 190 are formed near the other axial end of each of such wheel means 156.
  • Such V-type grooves accommodate the placement generally thereabout of coacting endless belt means 192 and 194 as typically illustrated in FIG. 10.
  • FIG. 10 which illustrates only two of the wheel means 156, it can be seen that a first plurality of endless belts 192 are

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Power Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Escalators And Moving Walkways (AREA)
  • Non-Mechanical Conveyors (AREA)
  • Control Of Vehicles With Linear Motors And Vehicles That Are Magnetically Levitated (AREA)
US304903A 1972-11-08 1972-11-09 Transportation system Expired - Lifetime US3865039A (en)

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US05/526,916 US3934515A (en) 1972-11-09 1974-11-25 Transportation system

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MX13955872 1972-11-08

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BR (1) BR7308770D0 (cs)
CA (1) CA1028566A (cs)
DE (1) DE2355934A1 (cs)
GB (1) GB1448253A (cs)
IT (1) IT1008596B (cs)
NL (1) NL7315284A (cs)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4964496A (en) * 1984-10-18 1990-10-23 Dexter Jr Fred F Mass transit system

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Publication number Priority date Publication date Assignee Title
CN105398454A (zh) * 2015-10-14 2016-03-16 郑州大学 固定轮车外电驱动无停顿循环运行轨道列车系统
CN108249270A (zh) * 2016-12-29 2018-07-06 通力股份公司 人员输送

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US2708023A (en) * 1954-03-03 1955-05-10 Walton W Cushman Bearingless roller conveyor
US3218757A (en) * 1964-03-24 1965-11-23 Transogram Company Inc Powered wheel vehicle and track assembly
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US2044134A (en) * 1932-10-29 1936-06-16 Westinghouse Electric & Mfg Co Transportation apparatus
US2708023A (en) * 1954-03-03 1955-05-10 Walton W Cushman Bearingless roller conveyor
US3218757A (en) * 1964-03-24 1965-11-23 Transogram Company Inc Powered wheel vehicle and track assembly
US3265010A (en) * 1964-03-25 1966-08-09 Makiri Uria Mass transportation system
US3594622A (en) * 1969-02-24 1971-07-20 Tokyo Shibaura Electric Co A linear comb-shaped synchronous motor

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US4964496A (en) * 1984-10-18 1990-10-23 Dexter Jr Fred F Mass transit system

Also Published As

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GB1448253A (en) 1976-09-02
DE2355934A1 (de) 1974-05-09
CA1028566A (en) 1978-03-28
BR7308770D0 (pt) 1974-08-29
NL7315284A (cs) 1974-05-10
AU6219473A (en) 1975-05-08
IT1008596B (it) 1976-11-30

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