US3865039A

US3865039A - Transportation system

Info

Publication number: US3865039A
Application number: US304903A
Authority: US
Inventors: Walton W Cushman
Original assignee: Individual
Current assignee: Individual
Priority date: 1972-11-08
Filing date: 1972-11-09
Publication date: 1975-02-11
Anticipated expiration: 1992-02-11
Also published as: BR7308770D0; GB1448253A; AU6219473A; NL7315284A; CA1028566A; IT1008596B; DE2355934A1

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 cylcially 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 against 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). After the second closed loop transfer section has accelerated and attained the speed of the moving first closed loop transporter section, 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). After 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.

Description

1 ite Cushman [Ill 3,865,39

1 1 Feb. 11, 1975 TRANSPORTATION SYSTEM [75] Inventor: Walton W. Cushman, Fraser,

[73] Assignee: Lon H. Romanski, Sterling Heights, Mich.

[22] Filed: Nov. 9, 1972 [21] Appl. No.: 304,903

[52] 11.8. C1 104/18, 104/20, 104/25, 104/148 LM [51] Int. Cl B6lk 1/00 [58] Field of Search 104/18, 20, 25, 134, 135,

104/168;198/140 LM, 183; 301/63 PW [56] References Cited UNITED STATES PATENTS 2,044,134 6/1936 Storer 104/25 2,708,023 5/1955 Cushman.... 198/183 3,218,757 11/1965 Benkoe 301/63 PW 3,265,010 8/1966 Makiri 104/25 3,594,622 7/1971 lnagaki 104/148 LM FOREIGN PATENTS OR APPLICATLONS 356,841 10/19/05 France Primary ExaminerM-. Henson Wood, Jr. Assistant ExaminerD. W. Keen Attorney, Agent, or Firm-Lon H. Romanski [57] 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). After the second closed loop transfer section has accelerated and attained the speed of the moving first closed loop transporter section, 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). After 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.

62 Claims, 26 Drawing Figures PATENIH] H81 1 I975 SHEET [13% 14 PATENIEI] FEB] 1 I975 sum w [1F 14 PATENTEU I 5 WEN UEUF M PNEMEU FEM 1 197 5 SHEET U70F M Pmmturzm mm sum 590F111 I PATENTEB FEB? B I975 SHEH 130F 14 TRANSPORTATION SYSTEM BACKGROUND OF THE INVENTION It is an established fact that large cities and congested urbanized areas have long needed systems for the mass transportation of their inhabitants. The increased use of buses operating on city streets has not even begun to show any solution to the problem of mass transportation.

Heretofore various so-called new concepts in mass transit systems have been offered. Such prior art proposed new systems have included subway installations, surface track systems, and mono-rail systems. However, none of such prior art systems are really new in that all of them employ either the conventional train (composed ofa plurality of interconnected rail cars) or individual and separate rail cars (sometimes referred to as cabs") each provided with its own motor means.

The only real difference between such above prior art systems and the earliest forms of transit systems is that electronic computers are now often employed in an attempt to control such operating parameters as, for example, the speed of the trains and individual motorized rail cars, the spacing between succeeding trains or individual motorized rail cars, the stopping of such trains and motorized rail cars at various areas for passenger boarding and de-boarding, and, often, maintaining an electronic record of the ever-changing location of the trains, and especially, the individual motorized rail cars within the overall transit system. Aside from other problems, experience has proven that such electronic computers are, for various reasons, less than reliable in the performance of their intended functions.

The main deficiency of such prior art systems resides in the fact that they still fail to provide a transit system that: (a is relatively cheap to build, operate and maintain; (b) is safe in its operation; and (c) has a passenger capacity which not only meets the present needs of any urbanized area-which the prior art systems fail to do-but also provide the added capacity needed to accommodate future growth of any such urbanized area.

More specifically, 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. This, of course, 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.

Such prior art systems, in attempting tocompensate for the time lost during such cyclic deceleration, stopping and acceleration of the transporter containers, have increased the maximum speeds of such transporter containers. However, in so doing, because of safety reasons, the spacing between succeeding transporter containers has been drastically increased in an attempt to prevent a following transporter container from colliding with a disabled transporter container in its path. As a consequence of such increased spacing, the total number of transporter containers in the overall system has to be reduced thereby significantly reducing the passenger-carrying capacity of the entire system.

Accordingly, the invention as herein disclosed and described is directed primarily to the solution of the above and other attendant problems.

SUMMARY OF THE INVENTION According to the invention, 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.

Various general and specific objects and advantages of the invention will become apparent when reference is made to the following detailed description considered in conjunction with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS In the drawings, wherein for purposes of clarity certain details or elements may be omitted from one or more views:

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;

FIGS. 17, 18,19, 20, 21 and 22, each based on a view as that of FIG. 7 but greatly simplified for purposes of clarity, typically illustrate various modified forms of 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; and

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.

DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS Referring now in greater detail to the drawings, 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. As shown, 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,

in fact, even a combination of all or any of such systems.

In such an arrangement as depicted by FIG. 1, 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.

Further, even though 16, 18, 20 and 22 have been employed to designate station areas, this does not mean that there are only a limited number of areas where passengers may board or de-board the moving portion of the transit system. On the contrary, in the preferred form of the invention there would be a stationary platform area extending about the entire system. For purposes of illustration and ease of recognition, such has been shown in phantom lines at 40 and 42 defining therebetween such continuous platform area 44. (It should, of course, be apparent, especially as the description of the invention progresses, that in actual installations of atransit system employing the teachings of the invention, for reasons which may arise during actual design and installation, such a continuous platform area 44 could not be achieved. Such would not in any way be a departure from the scope of this invention.) Accordingly, for purposes of discussion, such 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.

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. 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.

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. When 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.

In view of the preceding it should be apparent that the boarding and de-boarding of passengers can take place over the entire length of the closed loop system because whenever the transfer means 14 comes to a stop, it is stopped throughout its closed loop. Accordingly, the loading and unloading capacity of the transit system far exceeds the capacity of any other transit system heretofore proposed. Moreover, such extremely great loading capacities attainable by the invention are not achieved with any resulting reduction in either the number of passengers transported per unit of time by the transporter means 12 or the speed at which such passengers are being transported by the transporter means 12 because the loading-unloading function and the transporting function of the transit system are separate and not dependent upon each other.

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.

The 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).

Referring in greater detail to FIG. 5, it can be seen that the modular cars, pallets or carriers 36 are serially connected to each other so that, functionally, such serially connected carriers 36 define closed loop conveyor means. Preferably, 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.

As also can be seen, the 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.

As will become more apparent later, in the preferred embodiment of the invention 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. In FIG. 5, 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). At this condition of operation 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.

Although not essential to the practice of the invention, it is nevertheless contemplated that if need should arise, 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.)

As typically shown in FIG. 6, the base 46 of 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. For example, as typically illustrated by track or rail 72, 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.

Similarly, 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.

As illustrated in FIG. 7, 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. In addition, 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.

Referring now in greater detail to 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.

For example, 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.

As indicated by the fragmentary portions of continuous belts 114 and 116. such are connectedto both trailing and leading wheel assemblies as to thereby define a continuous closed-loop wheel-belt assembly for supporting the carriers 36.

Ideally, 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.

At this time it might be best to point out that in the preferred embodiment of the invention 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. Similarly, although 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. As can be seen, in the preferred embodiment of the invention, 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. In 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. With reference to FIG. 7, it can be seen that in the preferred form of the invention, 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. The same applies to rail 54 of gate means 52 and the chamfered portion 130 of transfer carrier 38. Of course, 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. Such 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.

Referring again to FIGS. 6 and 7, it can be seen that 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, in turn, 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. For example, 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.

The trailing end of 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.

As can be best seen in FIG. 10, the 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. As will become even more evident, 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.

The respective succeeding pairs of carriers 36, as best illustrated in FIG. 10, are effectively joined to each other as by spaced connecting

members

158 and 160. Typically, such connecting members are comprised as illustrated by 158 shown in perspective in FIG. 11.

Referring to both FIGS. 10 and 11, it can be seen that each of the connectors is comprised ofa 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.

Referring to FIG. 10, 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.

When such

elastomeric connectors

158 and 160 are so assembled to any two succeeding carrier modules, such connectors are at least to some degree preferably placed in tension tending to pull such leadingand trailing carriers 36 toward each other thereby maintaining pivotal integrity of the respective pivot means 140 and 148. Further, 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.

In order to prevent items from falling downwardly through the space between succeeding carrier modules, as well as to prevent any person form catching, for example, the heel of his shoe in such space, tread plate or cover means 180 are provided generally as between such succeeding carriers 36 in order to cover the spaces therebetween. One of'the 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.

Referring to FIGS. 6, 7 and 10, it can be seen that, somewhat similar to the wheel assemblies 84 supporting the 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.

For example, referring in greater detail to FIG. 10, which illustrates only two of the wheel means 156, it can be seen that a first plurality of endless belts 192 are

Claims

1. A transportation system, comprising a first closed loop transporter means effective for continuously moving in a first closed loop path, means defining at least a plurality of stationary station-like areas, second closed loop transfer means located as to be generally between at least certain of said station means and said transporter means, propelling means effective to cause said transporter means to continuously move at a substantially constant speed and to cause said transfer means to move in a second closed loop path, and additional controllable means for causing 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 controllably decelerate until said transfer means is substantially stationary with respect to at least certain of said station-like areas for a second period of time then to cause said transfer means to accelerate until said transfer means is again at a speed substantially equivalent to the speed of said transporter means.

2. A transportation system according to claim 1 wherein said first closed loop transporter means and said closed loop transfer means are coextensive with each other.

3. A transportation system according to claim 1 wherein said closed loop transfer means is situated peripherally outwardly of said closed loop transporter means.

4. A transportation system according to claim 1 wherein said station-like areas comprise stationary platform means, and wherein said stationary platform means is substantially coextensive with said closed loop transfer means.

5. A transportation system according to claim 1 wherein said closed loop transfer means is at least partly situated peripherally inwardly of said closed loop transporter means, and wherein at least certain of said station-like areas is situated peripherally inwardly of said closed loop transfer means.

6. A transportation system according to claim 1 and further comprising suspension means for suspending said closed loop transporter means, said suspension means comprising wheel assemblies, track-like rail means fixedly carried by associated support means, wherein said track means forms a third closed loop configuration generally coextensive with said first closed loop path, and wherein said wheel assemblies are continuously guided by and rollingly engaged with said track-like rail means.

7. A transportation system according to claim 6 wherein said track means is comprised of plastic material.

8. A transportation system according to claim 6 wherein said wheel assemblies are comprised of plastic material.

9. A transportation system according to claim 1 and further comprising first and second openable and closeable barrier means, said first barrier means when opened permitting passengers to pass to and from said closed loop transfer means with respect to said station means and when closed prohibiting passengers to pass to and from said closed loop transfer means with respect to said station means, said second barrier means when opened permitting passengers to pass to and from said closed loop transfer means with respect to said transporter means and when closed prohibiting passengers to pass to and from said closed loop transfer means with respect to said transporter means.

10. A transportation system according to claim 1 wherein said first closed loop transporter means is comprised of a plurality of individual carriers serially operatively interconnected in end-to-end fashion.

11. A transportation system according to claim 1 wherein said first closed loop transporter means comprises a plurality of first individual carriers serially operatively interconnected in end-to-end relationship, and further comprising suspension means for supporting said closed loop transporter means, said suspension means comprising a plurality of wheel and axle structures, rail means fixedly carried by associated support means, said rail means forming a closed loop configuration generallY coextensive with said first closed loop path, and said wheel and axle structures being continually guided by and rollingly engaged with said rail means.

12. A transportation system according to claim 11 wherein said wheel and axle structures are respectively operatively journalled to said first individual carriers.

13. A transportation system according to claim 11 wherein said wheel and axle structures are respectively in rolling engagement with said rail means and said plurality of first carriers.

14. A transportation system according to claim 11 wherein said rail means comprises first lower rail means fixedly secured to said associated support structure and second upper rail means fixedly secured to said plurality of first carriers as to be moveable therewith, and wherein said plurality of wheel and axle structures are in rolling engagement with both said first lower rail means and said second upper rail means.

15. A transportation system according to claim 11 wherein said first carrier comprises seating means carried thereby for use by passengers traveling thereon.

16. A transportation system according to claim 15 wherein said seating means and said carriers are each formed of plastic material and integrally formed with each other.

17. A transportation system according to claim 1 wherein said propelling comprises electric linear induction motor means.

18. A transportation system according to claim 1 wherein said propelling means comprises first electrical motor means effective to move said transporter means continuously in said first closed loop path, and second electrical motor means reacting as between said transporter means and said transfer means so as to be effective for causing relative motion as between said closed loop transporter means and said closed loop transfer means.

19. A transportation system according to claim 1 wherein said propelling means comprises electric motor means, and further comprising brake means, said brake means being effective to at times apply a braking force as between said transporter means and said transfer means to thereby enable said propelling means to become effective to cause said transfer means to move in said second closed loop path through use of said braking force as a functional connection therebetween.

20. A transportation system according to claim 1 and further comprising suspension means for suspending said closed loop transporter means, said suspension means comprising rail means fixedly carried by associated support means, a plurality of wheel assemblies, each of said wheel assemblies comprising first and second wheels operatively interconnected to each other, each of said wheels being in rolling engagement with both said rail means and closed loop transporter means.

21. A transportation system according to claim 1 wherein said first closed loop transporter means comprises a plurality of first individual carriers serially operatively interconnected in end-to-end relationship in a manner defining space between certain portions of juxtaposed ends of succeeding ones of said individual carriers to provide for articulation therebetween, and further comprising suspension means for supporting said closed loop transporter means, said suspension means comprising a plurality of wheel and axle-like structures, first rail means fixedly carried by associated support means, said first rail means forming a closed loop configuration generally coextensive with said first closed loop path, second rail means carried by said transporter means so as to be in motion therewith, said second rail means forming a closed loop configuration coextensive with said first closed loop path with portions of said second rail means bridging said space between said certain portions of said juxtaposed ends, said wheel and axle-like structures being continually guided by and rollingly engaged with said first and second rail means, and additional rail support means carried by said individual carrIers, said rail support means being effective to undergo changes in effective length as said carriers undergo said articulation as to thereby provide for support of said second rail means as said wheel and axle-like structures rollingly engage said portions of said second rail means bridging said space.

22. A transportation system according to claim 21 wherein said additional rail support means comprises elastomeric means having opposite ends thereof anchored respectively in succeeding ones of said individual carriers, said elastomeric means being effective to undergo resilient deformation during said articulation as to thereby vary the effective length thereof.

23. A transportation system according to claim 1 and further comprising suspension means for supporting said transporter means, said suspension means comprising wheel means rollingly guided by cooperating track-like means coextensive with said transporter means, and additional means for creating a superatmospheric pressure below said transporter means to thereby reduce the weight loading on said wheel means.

24. A transportation system according to claim 1 wherein said transfer means is carried and supported by said transporter means.

25. A transportation system according to claim 24 and further comprising braking means, said braking means being effective to at times create a braking force as between said transporter means and said transfer means.

26. A transportation system according to claim 24 and further comprising braking means, said braking means being effective to at times create a braking force as between said stationary station-like areas and said transfer means.

27. A transportation system according to claim 24 and further comprising first and second braking means, said first braking means being effective to at times create a braking force as between said transporter means and said transfer means in order to thereby enable said propelling means to cause said transfer means to move in said second closed loop path and eventually attain said speed substantially equivalent to the speed of said transporter means, and said second braking means being effective to at times create a braking force as between said transfer means and said stationary station-like areas in order to thereby enable said transfer means to become substantially stationary with respect to said at least certain of said stationary station-like areas.

28. A transportation system according to claim 24 and further comprising braking means, and electric motor means, said braking means being effective to at times create a braking force as between said transporter means and said transfer means in order to thereby enable said propelling means to cause said transfer means to move in said second closed loop path and eventually attain said speed substantially equivalent to the speed of said transporter means, and said electric motor means being effective to at times create reaction forces as between said transfer means and said transporter means in order to thereby cause said deceleration of said transfer means and enable said transfer means to become substantially stationary with respect to said at least certain of said stationary station-like areas.

29. A transportation system according to claim 24 and further comprising suspension means for supporting said transfer means, said suspension means comprising wheel means operatively engaging said transporter means and said transfer means.

30. A transportation system according to claim 1 wherein said transporter means comprises a generally laterally extending flange portion carried thereby generally peripherally thereof, and further comprising track-like guide means carried by said flange portion and defining said second closed loop path, and suspension means cooperating with said track-like guide means for supporting said transfer means while said transfer means is moving in said second closed loop path.

31. A transportation system according to claim 30 wheRein said suspension means comprises wheel means received and guided by said track-like guide means.

32. A transportation system according to claim 31 wherein said wheel means comprises a plurality of roller means, said roller means having lower portions thereof in rolling engagement with said transfer means.

33. A transportation system according to claim 32 wherein said roller means comprising said plurality of roller means are spaced from each other by closed loop continuous constraining means generally looped about succeeding ones of said roller means and in rolling engagement therewith.

34. A transportation system according to claim 33 wherein said constraining means comprises continuous belt means of elastomeric material.

35. A transportation system according to claim 32 wherein said roller means are generally hollow to thereby enhance resilient deflection thereof and provide for softer riding characteristics to said transfer means.

36. A transportation system according to claim 1 and further comprising suspension means for suspending said closed loop transporter means, said suspension means comprising rail means fixedly carried by associated support means, a plurality of wheel assemblies, each of said wheel assemblies comprising first and second wheels operatively interconnected to each other by axle-like means, each of said wheels having a dish-like central portion as to thereby enhance resilient deflection of the material forming said wheels and accordingly enhance the softness of the ride characteristics of said transporter means.

37. A transportation system according to claim 36 wherein at least certain of said axle-like means is generally hollow.

38. A transportation system according to claim 36 wherein at least certain of said axle-like means comprises a first axle-like extension carried by said first wheel and a second axle-like cextension carried by said second wheel, and wherein said first and second axle-like extensions are telescopingly received in each other.

39. A transportation system according to claim 1 wherein said first closed loop transporter means comprises a plurality of first individual carriers serially operatively interconnected in end-to-end relationship, and further comprising elastomeric means for interconnecting said plurality of first carriers into said end-to-end relationship, said elastomeric means being situated generally between successive ones of said first carriers.

40. A transportation system according to claim 39 and further comprising pivot means cooperatively formed by portions of said successive ones of said first carriers for providing for articulation thereabout, and wherein said elastomeric means comprises at least first and second elastomerics situated respectively at opposite sides of said pivot means.

41. A transportation system, comprising a first closed loop transporter means effective for continuously moving in a first closed loop path, at least a plurality of stationary station-defining areas, second closed loop transfer means located as to be generally between at least certain of said station-defining areas and said transporter means, propelling means effective to cause said transporter means to continuously move at a generally constant speed and to cause said transfer means to move in a second closed loop path, additional means for causing 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 said transfer means is at least substantially stationary with respect to at least certain of said station-defining areas for a second period of time then to cause said transfer means to accelerate until said transfer means is again at a speed substantially equivalent to the speed of said transporter means, and barrier means effective to at times prevent the passage of passengers to and from said closed loop transfer means, said barrier means comprising fIrst openable and closeable barrier means coextensive with said transporter means and second openable and closeable barrier means coextensive with said transfer means, said first barrier means being closed when said transfer means is at a speed less than said constant speed of said transporter means to thereby prevent the passage therethrough of passengers as between said transporter means and said transfer means, and said second barrier means being closed when said transfer means is not stationary with respect to said station-defining areas to thereby prevent the passage through said second barrier means of passengers as between said transfer means and said station-defining areas.

42. A transportation system, comprising a first closed loop transporter means effective for continuously moving in a first closed loop path, at least a plurality of stationary station means, second closed loop transfer means located as to be generally between at least certain of said station means and said transporter means, propelling means effective to cause said transporter means to continuously move at a generally constant speed and to cause said transfer means to move in a second closed loop path, additional controllable means for causing 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 controllably decelerate until said transfer means is at least substantially stationary with respect to at least certain of said station means for a second period of time then to cause said transfer means to accelerate until said transfer means is again at a speed substantially equivalent to the speed of said transporter means, and first and second barrier means, said first barrier means having two conditions of operation the first of which permits passengers to pass to and from said closed loop transfer means with respect to said station means and the second of which prohibits passengers to pass to and from said closed loop transfer means with respect to said station means, said second barrier means having two conditions of operation the first of which permits passengers to pass to and from said closed loop transfer means with respect to said transporter means and the second of which prohibits passengers to pass to and from said closed loop transfer means with respect to said transporter means, said first condition of operation of said first barrier means being permitted to exist only when said second barrier means is in its said second condition of operation, and said second barrier means being in its said first condition of operation only when said first barrier means is in its said second condition of operation.

43. A transportation system, comprising a first closed loop transporter means effective for continuously moving in a first closed loop path, at least a plurality of stationary station means, second closed loop transfer means located as to be generally between at least certain of said station means and said transporter means, propelling means effective to cause said transporter means to continuously move at a generally constant speed and to cause said transfer means to move in a second closed loop path, additional controllable means for causing 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 controllably decelerate until said transfer means is at least substantially stationary with respect to at least certain of said station means for a second period of time then to cause said transfer means to accelerate until said transfer means is again at a speed substantially equivalent to the speed of said transporter means, said first closed loop transporter means being comprised of a plurality of individual carriers serially operatively interconnected in end-to-end fashion, and further comprising first and second barrier means, said first barrier means hAving two conditions of operation the first of which permits passengers to pass to and from said closed loop transfer means with respect to said station means and the second of which prohibits passengers to pass to and from said closed loop transfer means with respect to said station means, said second barrier means having two conditions of operation the first of which permits passengers to pass to and from said closed loop transfer means with respect to said transporter means and the second of which prohibits passengers to pass to and from said closed loop transfer means, said second barrier means comprising operable and closeable gating means operatively carried by each of said carriers.

44. A transportation system according to claim 43, wherein said openable and closeable gating means are moved vertically when changing from a condition of being opened to a condition of being closed.

45. A transportation system according to claim 43 wherein said second closed loop transfer means comprises a plurality of individual second carriers serially operatively interconnected in end-to-end relationship, and wherein said first barrier means comprises operable and closeable second gating means operatively carried by each of said second carriers.

46. A transportation system according to claim 45 wherein each of said carriers of said transporter means comprises supporting track means for supporting said second carriers thereon.

47. A transportation system according to claim 46 and further comprising wheel means situated generally between said second carriers and said supporting track means in order to provide for rolling motion of said second carriers with respect to said carriers of said transporter means.

48. A transportation system according to claim 47 wherein said wheel means are spaced from each and substantially held in such spaced relationship by a plurality of endless belt contraining means looped about succeeding pairs of such spaced wheel means, said endless belt constraining means functioning to form said wheel means into a continuous closed loop suspension means for said second carriers.

49. A transportation system according to claim 45 and further comprising control means for opening and closing said first and second barrier means such that said first barrier means is opened only when said second barrier means is closed and said second barrier means is opened only when said first barrier means is closed.

50. A transportation system according to claim 45 wherein said second carriers and said carriers of said transporter means are formed of plastic material.

51. A transportation system, comprising a first closed loop transporter means effective for continuously moving in a first closed loop path, at least a plurality of stationary station means, second closed loop transfer means located as to be generally between at least certain of said station means and said transporter means, propelling means effective to cause said transporter means to continuously move at a generally constant speed and to cause said transfer means to move in a second closed loop path, additional means for causing 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 said transfer means is at least substantially stationary with respect to at least certain of said station means for a second period of time then to cause said transfer means to accelerate until said transfer means is again at a speed substantially equivalent to the speed of said transporter means, said first closed loop transporter means comprising a plurality of first individual carriers serially operatively interconnected in end-to-end relationship, suspension means for supporting said closed loop transporter means, said suspension means comprising a plurality of wheel and axle structures, track means fixedly carried by associated support meanS, said track means forming a closed loop configuration generally coextensive with said first closed loop path, said track means comprising first lower track means fixedly secured to said associated support structure and second upper track means fixedly secured to said plurality of first carriers as to be moveable therewith, said plurality of wheel and axle structures being in guiding and rolling engagement with both said first lower track means and said second upper track means, and further comprising elastomeric means for interconnecting said plurality of first carriers into said end-to-end relationship, said elastomeric means being situated generally between successive ones of said first carriers, said second upper track means being so positioned as to have portions thereof passing from one of said first carriers to a succeeding one of said first carriers with such portions being in operative abutting engagement with said elastomeric means.

52. A transportation system, comprising a first closed loop transporter means effective for continuously moving in a first closed loop path, at least a plurality of stationary station means, second closed loop transfer means located as to be generally between at least certain of said station means and said transporter means, propelling means effective to cause said transporter means to continuously move at a generally constant speed and to cause said transfer means to move in a second closed loop path, additional means for causing 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 said transfer means is at least substantially stationary with respect to at least certain of said station means for a second period of time then to cause said transfer means to accelerate until said transfer means is again at a speed substantially equivalent to the speed of said transporter means, said first closed loop transporter means comprising a plurality of first individual carriers serially operatively interconnected in end-to-end relationship, suspension means for supporting said closed loop transporter means, said suspension means comprising a plurality of wheel and axle structures, track means fixedly carried by associated support means, said track means forming a closed loop configuration generally coextensive with said first closed loop path, said wheel and axle structures being guidingly and rollingly engaged with said track means, and further comprising a plurality of endless belt constraining means, said belt constraining means being looped about pairs of succeeding wheel and axle structures thereby forming said wheel and axle structures into a continuous closed loop suspension means wherein the spacing between said succeeding wheel and axle structures is determined by the operative length of said belt constraining means.

53. A transportation system, comprising a first closed loop transporter means effective for continuously moving in a first closed loop path, at least a plurality of stationary station means, second closed loop transfer means located as to be generally between at least certain of said station means and said transporter means, propelling means effective to cause said transporter means to continuously move at a generally constant speed and to cause said transfer means to move in a second closed loop path, and additional controllable means for causing 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 controllably decelerate until said transfer means is at least substantially stationary with respect to at least certain of said station means for a second period of time then to cause said transfer means to accelerate until said transfer means is again at a speed substantially equivalent to the speed of said transporter means, said propelling means being effecTive to at times accelerate said transfer means with respect to said transporter means in a direction opposite to the travel of said transporter means in order to thereby cause said transfer means to decelerate with respect to said station means.

54. A transportation system according to claim 53 wherein the reaction force generated in response to acceleration of said transfer means in a direction opposite to the travel of said transporter means is applied to said transporter means in order to aid said transporter means in its travel.

55. A transportation system, comprising a first closed loop transporter means effective for continuously moving in a first closed loop path, at least a plurality of stationary station means, second closed loop transfer means located as to be generally between at least certain of said station means and said transporter means, propelling means effective to cause said transporter means to continuously move at a generally constant speed and to cause said transfer means to move in a second closed loop path, and additional means for causing 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 said transfer means is at least substantially stationary with respect to at least certain of said station means for a second period of time then to cause said transfer means to accelerate until said transfer means is again at a speed substantially equivalent to the speed of said transporter means, said propelling means comprising first and second electrical motor means, said first electrical motor means being effective to move said transporter means continuously in said first closed loop path, said second electrical motor means being effective for causing relative motion as between said closed loop transporter means and said closed loop transfer means, said first electrical motor means comprising first linear induction motor means arranged in a generally closed loop configuration and comprisng first stator portions and first armature portions with one of said portions being fixedly secured to associated stationary means and the other of said portions being fixedly secured to said transporter means for movement therewith, and said second electrical motor means comprising second linear induction motor means arranged in a generally closed loop configuration and comprising second stator portions and second armature portions with one of said second portions being fixedly secured to said transporter means for movement therewith and the other of said second portions being fixedly secured to said transfer means for movement therewith.

56. A transportation system according to claim 55 and further comprising third electrical linear induction motor means arranged in a generally closed loop configuration and comprising third stator portions and third armature portions, one of said third portions being fixedly secured to said transfer means for movement therewith and the other of said third portions being fixedly secured to second associated stationary means.

57. A transportation system according to claim 55 and further comprising braking means, said braking means being effective to at times apply a braking force as between said transporter means and said transfer means.

58. A transportation system, comprising a first closed loop transporter means effective for continuously moving in a first closed loop path, at least a plurality of stationary station means, second closed loop transfer means located as to be generally between at least certain of said station means and said transporter means, propelling means effective to cause said transporter means to continuously move at a generally constant speed and to cause said transfer means to move in a second closed loop path, and additional means for causing 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 said transfer means is at least substantially stationary with respect to at least certain of said station means for a second period of time then to cause said transfer means to accelerate until said transfer means is again at a speed substantially equivalent to the speed of said transporter means, said propelling means comprising first and second electrical motor means, said first electrical motor means being effective to move said transporter means continuously in said first closed loop path, and said second electrical motor means being effective for causing relative motion as between sid closed loop transporter means and said closed loop transfer means by causing reaction forces as between said transfer means and associated stationary means.

59. A transportation system, comprising a first closed loop transporter means effective for continuously moving in a first closed loop path, at least a plurality of stationary station means, second closed loop transfer means located as to be generally between at least certain of said station means and said transporter means, propelling means effective to cause said transporter means to continuously move at a generally constant speed and to cause said transfer means to move in a second closed loop path, additional means for causing 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 said transfer means is at least substantially stationary with respect to at least certain of said station means for a second period of time then to cause said transfer means to accelerate until said transfer means is again at a speed substantially equivalent to the speed of said transporter means, said propelling means comprising electric linear induction motor means arranged in a generally closed loop configuration and comprising stator portions and armature portions with one of said portions being fixedly secured to associated stationary means and the other of said portions being fixedly secured to said transporter means for movement therewith, and further comprising first and second brake means, said first brake means being at times effective to apply a braking force as between said transporter means and said transfer means, and said second brake means being at times effective to apply a braking force functionally as between said transfer means and said station means.

60. A transportation system, comprising a first closed loop transporter means effective for continuously moving in a first closed loop path, at least a plurality of stationary station means, second closed loop transfer means located as to be generally between at least certain of said station means and said transporter means, propelling means effective to cause said transporter means to continuously move at a generally constant speed and to cause said transfer means to move in a second closed loop path, additional means for causing 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 said transfer means is at least substantially stationary with respect to at least certain of said station means for a second period of time then to cause said transfer means to accelerate until said transfer means is again at a speed substantially equivalent to the speed of said transporter means, said propelling means comprising electric motor means, and further comprising brake means, said brake means being effective to at times apply a braking force as between said transporter means and said transfer means, said brake means being also effective to at times apply a braking force functionally as between sid transfer means and said station means.

61. In a transportation coordination wherein entities are operable to be transporteD from one station to another, the improvements comprising primary means supporting said entities, secondary means supporting said entities, tertiary means supporting said entities, first means imparting translation at substantially constant non-zero speed on said primary suppporting means with respect to said tertiary supporting means, a second means operable to impart translation on said secondary supporting means with respect to said primary supporting means such that said secondary supporting means translates at the same speed as said primary supporting means in a first condition of operation and said secondary supporting means translates at the same speed as said tertiary supporting means in a second condition of operation, means conditioning said second imparting means for operation cyclically from accelerating from said second condition of operation to said first condition of operation and controllably decelerating from said first condition of operation to said second condition of operation, the path of translation of said primary supporting means being fixed to a closed perimeter, and the path of translation of said secondary supporting means being fixed to a closed perimeter.

62. The coordination of claim 61 wherein said primary supporting means has one portion thereof translating in a direction opposite to the direction of translation of another portion thereof and said one portion is immediately adjacent said another portion.