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Publication numberUS3797401 A
Publication typeGrant
Publication dateMar 19, 1974
Filing dateJun 12, 1970
Priority dateJun 12, 1970
Publication numberUS 3797401 A, US 3797401A, US-A-3797401, US3797401 A, US3797401A
InventorsAlimanestianu M
Original AssigneeAlimanestianu M
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Automatic switching system for propelled carriers
US 3797401 A
Abstract
An automatic switching system for carriers propelled along a main line at a selected speed, including switching track and cooperating switching wheels on the carriers for effecting high speed switching operations to transfer the propelled carriers between the main line and the switching track.
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Description  (OCR text may contain errors)

United States Patent 11 1 1111 3,797,401 Alimanestianu Mar. 19, 1974 AUTOMATIC SWITCHING SYSTEM FOR 765.211 7/1904 Thompson 105/17s PROPELLED CARRIERS 203,499 5/1878 Rankins 105/215 R 3.595.173 7/1971 Giraud 104/130 Inventor: Mihai Alimanesfianu, 70 40th 2.391.510 12/1945 PiOCh 105 177 New York 10018 FOREIGN PATENTS-OR APPLICATIONS 1221 Filedl June 1970 438,746 2/1926 Germany 246/427 [21] Appl. No.: 45,754

Primary ExaminerGera1d M. For1enza Assistant Examiner-D. W. Keen [52] US. Cl. 104/130, 105/215 R Attorney Agent or Hilbert [51] Int. Cl. EOlb 25/12 [58] Field of Search 104/88, 130, 131, 32, 33; [57] ABSTRACT 105 178, 215 C, 215 R I An automatic switching system for carriers prope11ed 56] References Cited alorlg a 1:nair:1 line at a ts electe it slpeed, ilncllildingtilwitchmg rac an coopera mg sw1 c mgw ee 5 on e car- UNITED STATES PATENTS riers for effecting high speed switching operations to transfer the propelled carriers between the main line rowne 243.225 6/1881 Cauteral 1 1. 105/215 R and the Swltchmg track" 304.054 8/1884 Whiley 104/130 9 Claims, 25 Drawing Figures PATENTEUNAR 19 1914 saw 1 an m m ml oimd .7 9 3 m mL FL mi otmd T v g:

INVENTOR. Mihai Alimanesfianu BY AT TO RNEY PATENTEDNAR 19 1914 SHEET 2 0F 7 FIG.4

FIGS

PATENTEBHAR 19 m4 37973101 sum 3 OF 7 FIGS PATENTEDHAR 1 9 i974 SHEET 5 BF 7 FIG.12

FIG.,14

AUTOMATIC SWITCHING SYSTEM FOR PROPELLED CARRIERS BACKGROUND OF THE INVENTION It has been proposed to increase the traffic carrying capacity of propelled carriers by moving the same at selected speeds; such carriers being loaded with either cargo or passengers. Such a system allows for the carriers to be disposed in closely spaced relation during their movements. Since provision must be made for switching selected carriers from the main line to spur lines extending from the main line or to way stations offset from the main line, switching means has been suggested which allows for switching the selected carrier to the spur line with little change in normal operating speed, as set forth in copending appl. Ser. No. 754,379, filed Aug. 21, 1968 now US. Pat. No. 3,521,569.

The switching system of the aforesaid copending application is based on carriers having main line wheels and switching wheels, together with means for selectively activating the main line wheels and the switching wheels to effect the switching operation. The activating means includes motor means for pivoting a rocker arm on which the main line and switching wheels are mounted, to bring the selected wheels into engagement with the corresponding track.

Such a system involves a shifting of the load of the carrier, as one set of wheels is moved from an operative position to its inoperative position, while simultaneously, the other set of wheels is moved from an inoperative position to its operative position. It follows that the motor means must have a substantial capacity for executingthese operations, since the load of the carrier is directly involved in the operations.

Accordingly, an object of this invention is to provide an improved automatic switching system for propelled carriers, wherein the switching operation is actuated primarily by the forward movement of the propelled carrier at the switching point.

Another object of this invention is to provide a switching system of the character described, wherein switching rails extending from main line rails at a switching point, are of a construction to cooperate with movable switching wheels on the carrier in their operative position, to effect progressive engagement of the switching wheels with the switching rails and concurrent disengagement of the main line wheels of the carrier from the main line rails, as a consequence of the forward movement of the carrier.

A further object of this invention is to provide a system of the character described, wherein the switching wheels on the carrier are arranged for movement between a raised, inoperative position and a lowered perative position, the switching wheels in their lowered position being at an operating level below the operating level of the main line wheels.

Still another object of this invention is to provide in a system of the character described, a set of switching rails laterally related to main line rails and having an initial, ramp portion inclined forwardly and upwardly and adapted to be engaged by the switching wheels lowered to their operative position in advance of the approach of the carrier to the switching point, whereby the continued forward movement of the carrier will cause a progressive lifting of the carrier as the switching wheels move over the ramp portion of the switching rails, and concurrent disengagement of the main line wheels and the main line rails.

Still another object of this invention is to provide in a switching system of the character described, carrier means having main line wheels mounted in a fixed position relative thereto, and switching wheels laterally related to the main line wheels and mounted for movement between a raised inoperative position and a lowered operative position; the switching wheels in their operative position having their lowermost rail engaging portion below the lowermost rail engaging portion of the main line wheels.

Yet a further object of this invention is to provide in a switching system of the character described, the su perelevation of the switching rails at the juncture thereof with the main line rails, to improve the switching operation at the switching juncture.

Still a further object of this invention is to provide in a switchingsystem of the character described, means located in advance of the switching point and operable to activate the switching wheels to an operative position thereof; and means located beyond the switching point and operable to shift the switching wheels to their inoperative position.

Still another object of this invention is to provide in a switching system, main line means for accomodating carriers having rubber tired wheels for main line movement and switching wheels for engaging switching rails extending from the main line means at the switching juncture.

Yet a further object of this invention is to provide a switching system of the character described, track arrangements including spur line rails extending parallel to main line rails, with switching rails connecting the spur line rails with the main line rails; switching rails extending from the main line rails at one juncture point and rejoining the main line rails at another juncture point; spur line rails extending parallel to the main line rails, with switching rails connecting the spur line rails with the main line rails, the switching rails also rejoining the main line rails, whereby a carrier may be switched from the main line rails selectively to the spur line rails or back to the main line rails.

Another object of this invention is to provide a carrier switching system which is of a relatively simple construction comprising a minimum number of component parts, reduces power requirements to operate the system, minimizes maintenance requirements and provides for increased efficiency of operation.

Other objects of this invention will in part be obvious and in part hereinafter pointed out.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a diagrammatic plan view showing the track arrangement of a carrier switching system embodying the invention.

FIG. 2 is a schematic elevational view showing the elevational relationship of main line rails and switching rails at various points along the juncture of the main line and switching rails;

FIGS. 3-10 are transverse sectional views showing the relationship of main line and switching wheels on a carrier in respect to main and spur line rails at the points 3-3; 4-4; 55; 66; 7-7; 8-8; 9-9 and 10-10, in FIG. 1;

FIG. 11 is a transverse view, with parts in section, showing a carrier with the main line wheels thereof in operative relation to main line rails, while the switching wheels are in a raised inoperative relation to the switching rails;

FIG. 12 is a top plan view showing the under carriage of the carrier;

FIG. 13 is a side elevational view showing the switching wheels in their raised position;

FIG. 14 is a view similar to that of FIG. 13, showing the switching wheels in their lowered, operative position;

FIG. 15 is a front elevational view showing cam means for actuating the switching wheel moving mechanism;

FIG. 16 is a side elevational view showing the cam means located in advance of the switchin rail section;

FIG. 17 is a side elevational view of cam means located immediately beyond the termination of the switching rails;

FIG. 18 is a side elevational view showing the cam follower of the switching wheel moving means, in a position to lower the switching wheels;

FIG. 19 is a side elevational view showing means for retaining the switching wheels in their lowered position;

FIG. 20 is a side elevational view showing the cam follower of FIG. 18, in its switching wheel raising position;

FIG. 21 is a side elevational view showing the retaining means of FIG. 19, in its switch wheel raised position;

FIG. 22 is a schematic plan view of a switching system embodying the invention and adapted for use with carriers having rubber tired main line wheels;

FIG. 23 is a transverse sectional view thereof;

FIG. 24 is a schematic showing of another form of switching embodying the invention and involving main line rails, spur line rails and switching rails; and

FIG. 25 is a schematic showing of a switching system involving main line rails and switching rails extending from and to the main line rails.

DESCRIPTION OF THE PREFERRED EMBODIMENTS In accordance with the instant invention there is provided a switching system for propelled carriers, wherein the carriers have main line wheels for traversing main line rails and spur line rails having a common spacing, and switching wheels for traversing switching rails laterally related to main line and spur line rails.

The main line wheels of the carrier are mounted in a fixed position relative thereto, whereas the switching wheels are movably mounted for movement between a raised inoperative position and a lowered operative position. The switching rails are of a construction to accommodate the switching wheels in their lowered, operative position, whereby continued forward movement of the carrier is effective to progressively raise the carrier and to disengage the main line wheels from the main line rails, the carrier continuing on the switching rails via the switching wheels. The carrier is shifted back to the main rails or equivalent spur line rails, by the terminal form of the switching rails, which is effective to lower the carrier and the main line wheels thereof to reengage the main line rails.

Thus, as shown in FIG. 1, the switching system of the instant invention comprises a main line 10, made up of main line rails 11, 12; while a spur line 13 comprises rails 14, 15 having a spacing equal to that of main line rails 11, 12. A switching section 16, made up of switching rails 17, 18, interconnects main line 10'and spur line 13.

The main line is traversed by carriers C, FIGS. 11-14, which comprise essentially a platform portion with depending brackets 21 for mounting bearings 22 which carry shafts 23. Main line wheels 24 are mounted on shafts 23, for engagement with main line tated by propulsion motors fixed to a cross member 26 extending between brackets 21 and which are energized from a suitable source of electric current such as a third rail, not shown. A sprocket chain 27 connects 5 a sprocket wheel 28 on shaft23 and a sprocket wheel 29 on the shaft of motor 25.

Angle members 30 extending along the right of way, are engaged by idler rollers 31 on shaft 23, to retain the wheels 24 in engagement with rails 11, 12. It is understood that suitable superstructure, not shown, may be erected on platform 20 for the proper carriage of passengers or freight, as desired.

Carrier C is also provided with switching wheels 32, 32A, which are engaged for movement between a raised inoperative position and a lowered operative position, FIGS. 13, 14; the switching wheels 32, 32A in their operative position having their lowermost rail engaging portion below the lowermost rail engaging portion of the main line wheels 24.

Switching wheels 32, 32A are mounted on shafts 33 extending between pairs of arms 34, 35. Arms 34 are pivoted at their outer ends on brackets 36 depending from the underside of platform 20, as at 37. The outer ends of arms are pivotally connected to a link 38, as at 39; the link 38 in turn being pivotally connected at the other end thereof to a second link 38 which is pivotally mounted on a member 39A fixed to the underside of platform 20, as at 40.

The interpivoted links 38 are pivotally connected to arms 41 as at 42, which extend toward each other and have their outer ends pivotally connected to opposite ends of a toggle plate 43, as at 44, 45. The toggle plate 43 is fixed at the center thereof to a rocker shaft 46 mounted at the opposite ends thereof on drop brackets 47 fixed to apron portion 48 of platform 20.

An arm 49 is fixed to the outer end of rocker shaft 46 and carries an outwardly projecting cam follower pin 50. Means is provided along the right of way of main line rails 11, 12 and in advance of switching rails 17, 18, for actuating the linkage assembly carrying switching wheels 32, 32A to lower the wheels to their operative position.

To this end, cam means generally indicated at 51, is located adjacent rail 12 and in advance of the proximal ends of switching rails 17, 18 which are disposed outwardly of main line rails 11, 12.

Cam means 51 comprises an upwardly and forwardly inclined angle member 25 mounted on a frame including uprights 53, 54 and a cross member 55 interconnecting the same. The uprights 53, 54 are pivotally connected at their lower ends to an angle member 55, as at 56, 57 respectively. The camming member 52 is movable between its normally inoperative position, FIG. 15, and its operative position, FIG. 11, by a linkage including interpivoted arms 58, 59 and a hydraulic cylinder 60 with its piston 61 pivoted to a bracket 62 on arm 58. Hydraulic cylinder 60 is pivotally mounted rails 11, 12 or spur line rails 14, 15. Shafts 23 are roat its lower end to anglc member 55, which in turn is fixed to a base member 63.

Thus, upon actuating hydraulic cylinder 60, as by a signal receiving solenoid, not shown, camming member 52 is pivoted from its out of vertical position, FIG. 15, to its vertical position, FIG. 11, to thereby align the camming member 52 with the camming pin 50 on carrier C as the same approaches the juncture point of main line and switching section 16.

It follows that the rotation of the arm 49 as pin 50 moves along the camming member 52, will rock shaft 46 so that the linkage is operated to lower the switching wheels 32, 32A to their operative position, see FIGS. 4, 5. The switching wheel 32A which traverses switching rail 17 is unflanged so as to cross main rail 11, at the juncture point J. The switching wheels 32 are flanged in the usual manner and traverse switching rail 18 which is altogether outwardly disposed relative to main line rail 12.

The proximal portions 17A, 18A of switching rails 17, 18 are inclined forwardly and upwardly by virtue of appropriate incline of the roadbed RB, see FIGS. 2, 47. In FIG. 4, which shows the position of the carrier C when the same is in advance of camming means 51, the switching wheels 32, 32A are in their raised, inoperative position. In FIG. 5, the carrier C has moved forward sufficiently to actuate the camming means 51, by way of camming pin 50 and the switching wheels 32 and 32A are in their lowered, operative position, but the carrier C is still in advance of the rail portions 17A,

In FIG. 6, the carrier C has its main line wheels 24 still in engagement with main line rails 11, 12, as in FIGS. 4, 5; however, switching wheels 32, 32A are close to switching rail portions 17A, 18A, which ramp upwardly, so that asshowr in FIG. 7, the switching wheels 32, 32A are in engagement with rails 17A, 18A, and thereafter, as indicated in FIG. 18, the wheels 32, 32A are at the upper end of ramped portions 17A, 18A of switching rails 17, 18, at which time the carrier C and main line wheels 24 have been lifted so that wheels 24 are clear of main line rails 11,12.

In FIG. 9, there is indicated the position of the carrier C wherein the same is moving over switching rails 17, 18 via switching wheels 32, 32A at the juncture J. The switching rails 17, 17 may besuperelevated as shown in FIG. 10, by appropriate arrangement of the roadbed RB, to attain maximum efficiency in carrier switching operations.

It will be apparent that the forward movement of carrier C is effective with the switching wheels 32, 32A in their lowered position, to progressively raise the carrier C and its main line wheels 24 so as to disengage wheels 24 from rails 11, 12, so that the carrier C now moves on switching rails 17, 18. The movement of carrier C on rails 17, 18 continues until the same is to be shifted to the spur line rails 14, 15.

To this end, the switching wheels 32, 32A muat be raised to their inoperative position to thereby lower the carrier C and its main line wheels 24, so that wheels 24 may engage the spur line rails 14, 15. Accordingly, there is provided cam means 51A which is located along spur line rail 15 and beyond downwardly ramped portions 17B, 18B of the switching rails 17, 18.

Cam means 51A is similar to cam means 51, except that when the same is in its vertical, operative position, the cam follower pin 50 engages the underside of downwardly inclined angle member 52A, causing the linkage to be operated so that siwtching wheels 32, 32A are lifted to their inoperative position, see FIG. 13. The downwardly ramped portions 17B, 18B of switching rails 17, 18 allow the carrier C and its main line wheels 24 to move downwardly with wheels approaching and then engaging the spur line rails 14, 15.

Means is also provided for retaining the switching wheels 32, 32A in either of their two positions, until positively actuated by cam means 51 or 51A. To this end, an arm 65 is fixed to one end thereofto rocker shaft 46, the other end being pivotally connected between a pair of toggle plates 66, as at 67. The toggle plates 66 are formed with enlarged openings 68 to freely pass shaft 46.

A spring 69 has one end thereof fixed between toggle plates 66, as at 70, which point is in line with pivot axis 67. The other end of spring 69 is anchored to a frame member portion 71 of platform 20. It will be apparent that the spring 69 is effective in either of its positions, FIGS. 19, 21, to maintain the linkage carrying the switching wheels 32, 32A in the cammed lower or upper positions, until the cam follower pin 50 positively actuates the linkage in response to the action of cam means 51 or 51A.

The carrier C may have its main line wheels 24A provided with rubber tires; in which case, the main line rails 11, 12 are replaced by a channel shaped track 75, FIG. 23. Track 75 comprises a horizontal web portion 76 and upstanding side edge flanges 77, which directs the forward movement of the carrier on said track 75.

The carrier C includes the switching wheels 32, 32A as described above; which operate in the same manner as hereinbefore described, when the carrier is switched to switching rails 17, 18. The rails 17 passes through cuts 79, in track flanges 77; said rail 17 being colevel with the upper portion of web 76.

The switching system of the instant invention is applicable to other track arrangements, as shown in FIGS. 24, 25. Thus, as shown in FIG. 24, the switching section 16 extends from one point in main line 10 and rejoins the main line 10 at another point. Cam means 51 and ramp'ed switching rail portions 17A, 18A of rails l7, 18, allows a carrier C to be switched from main line 10 to switching section 16, as previously described. The distal end of switching section 16, including downwardly ramped portions 17B, 18B of switching rails 17, 18, permits the carrier C to again proceed on main rails 11, 12; cam means 51A raising the switching wheels 32, 32A to their inoperative position, as previously described.

Alternatively, the carrier C may be switched from main line 10 to the switching section 16 and thence to the spur line 13, via rails 14, 15, thereof, as previously described. However, in such case, cam means 513, sim' ilar to cam means 51, and located in advance of the thereof; together with cam means 51, 51A, all as previously described.

It is understood that the inertia of the propelled carrier C is sufficient to continue the movement of the carrier over switching section 16, the carrier being positively propelled again when the same moves over spur line 13, by way of driven main line wheels 24. However, switching wheels 32, 32A may be positively driven, by suitable motor means, not shown, particularly when the switching section 16 over which carrier C is to travel, is of substantial length.

I claim:

l. A transportation system including main line rails and switching rails substantially colevel throughout the length thereof with said main line rails, said switching rails including an initial portion parallel to the main line rails, carriers movable over said rails, means for propelling said carriers, switching means for moving said carriers between said main line rails and said switching rails, said switching means comprising main line wheels mounted on said carrier for engagement with said main line rails, switching wheels mounted on said carrier for vertical movement between a raised inoperative position and a lowered operative position, said switching wheels in the lowered position thereof having the rail engaging portion thereof below the rail engaging portion of said main line wheels, and means operative to move said switching wheels to their lowered operative position for engagement with said switching rails with a conjoint vertical lift of said carrier and disengagement of said main line wheels from said main line rails, said switching rails including a proximal ramp portion forwardly and upwardly inclined to provide a ramp for engagement by said switching wheels upon continued forward movement of said carrier whereby the forward movement of said carrier facilitates the lifting thereof.

2. A system as in claim 1 and further including means for actuating said switching wheels moving means in advance of the proximal ends of said switching rails.

3. A system as in claim 1 wherein said switching rails includes a distal portion forwardly and downwardly inclined to provide a ramp for downward and forward movement of said carrier.

4. A system as in claim 1 and further including means for maintaining said switching wheels selectively in their raised and lowered positions.

5. A system as in claim I wherein said switching rails are located outwardly of the respective main line rails.

6. A system as in claim 5, wherein the outermost of said switching rails is superelevated relative to the innermost of said switching rails.

7. A system as in claim 1, and further including spur line rails having a spacing equal to that of said main line rails, the proximal end portion of said spur line rails being between and in overlapping relation to the distal end portion of said switching rails, the distal end portion of the switching rails being forwardly and downwardly inclined to provide a ramp for downward and forward movement of said carrier whereby said main line wheels thereof engage said spur line rails.

8. A system as in claim 7, and further including means located along said spur line rails and beyond the terminal distal end of said switching rails for actuating said switching wheel moving means to raise said switching wheels to their inoperative position.

9. A system as in claim 1 wherein said switching wheels are located outwardly of said main line wheels, and said switching wheel moving means comprises linkage means including interpivoted arm members for mounting said switching wheels and toggle means interconnecting said arm members and rotatable to shift said switching wheels between raised and lowered positions thereof.

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Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US3926126 *Feb 12, 1975Dec 16, 1975Karl Heinz VossVehicle diverting apparatus
US4221171 *Jul 17, 1978Sep 9, 1980Demag, A.G.Direction shift control for connected vehicle undercarriages
US4516504 *Apr 1, 1983May 14, 1985Lamb Technicon Corp.Cross-over track structure for wheeled pallets
US4627359 *Dec 18, 1984Dec 9, 1986Les Fils D'auguste Scheuchzer, S.A.Method for the renewal of a railroad switch or crossing and train for carrying out the method
US4729322 *Jun 1, 1987Mar 8, 1988Donald W. HarshbergerCantilevered train system
US5377910 *Feb 18, 1993Jan 3, 1995Newton; Alan R.Railroad system
US6263799 *May 16, 2000Jul 24, 2001Herman I. PardesVehicle guideway adaptor for a personal rapid transit system
US6298792 *Feb 24, 2000Oct 9, 2001EsscoHi-rail wheel assembly for improved traction
US7309023Jan 13, 2005Dec 18, 2007Steven KaiserSelf-adjusting flexible track for use with electric model vehicles
US8327771 *Mar 19, 2008Dec 11, 2012Tubular Rail, Inc.Drive on/drive off land truck ferry
US20060151625 *Jan 13, 2005Jul 13, 2006Steven KaiserSelf-adjusting flexible track for use with electric model vehicles
US20070017410 *Jul 11, 2006Jan 25, 2007Sky Train CorporationOverhead Suspended Transportation System and Method
US20100107920 *Mar 19, 2008May 6, 2010Tubular Rail, Inc.Drive on/drive off land truck ferry
DE3411701A1 *Mar 29, 1984Oct 4, 1984Lamb Technicon CorpKreuzung fuer beraederte paletten
Classifications
U.S. Classification104/130.1, 105/215.1
International ClassificationE01B25/00
Cooperative ClassificationE01B25/00
European ClassificationE01B25/00