SYSTEM FOR TRANSFER OF GOODS ON RAILROAD TRAINS WHEN IN MOTION
United States Patent 3823671
A system interlocking trains whereby passengers and/or goods may be transferred therebetween while the trains are in motion. The system includes means for interlocking a train travelling on a main line with a train travelling on a local line, and means for providing transfer of passengers and/or goods therebetween while the trains are in motion. Local trains run on local lines spaced at desired locations along the main lines. After the transfer of passengers and/or goods is completed, the trains are decoupled, whereby the main train continues en route and the local train may be unloaded. Wind deflectors are provided to deflect any wind factor which might develop during transfer of passengers and/or goods. Floors are extended laterally from the side of each train to form a passenger bridge to transfer passengers therebetween. The bridges are provided with curtain roofs which are extendable from the top of each train. Prior to disengagement of the trains, the curtain roof is moved into contact with its respective floor and, as the floor is retracted back into its respective train, the curtain roof moves therewith to assure that no passengers are left on the bridge as the extendable floors are retracted.
US Patent References:
/1032950.html
Schelest - July 1912 - 1032950
/1235377.html
Pokopac - July 1917 - 1235377
Railway control system for coincident local and express service
Barry - June 1962 - 3037462
Load transfer system
Seidman - June 1964 - 3136266
/1032950.html
Schelest - July 1912 - 1032950
/1235377.html
Pokopac - July 1917 - 1235377
Railway control system for coincident local and express service
Barry - June 1962 - 3037462
Load transfer system
Seidman - June 1964 - 3136266
Application Number:
05/342056
Publication Date:
07/16/1974
Filing Date:
03/16/1973
View Patent Images:
Export Citation:
Primary Class:
Other Classes:
104/20
International Classes:
B61D39/00; B61K1/00; B61K1/02; B61K1/00
Field of Search:
104/18,20
Primary Examiner:
King, Lloyd L.
Attorney, Agent or Firm:
Irons, Scars & Santorelli
Claims:
What is claimed is
1. In a railway system wherein a main train and a local train may be interlocked to travel in synchronization for transferring passengers therebetween, the improvement comprising:
2. The railway system recited in claim 1 further comprising means connectable to the front of the main and local trains to push air to the sides thereof.
3. The railway system recited in claim 1 further comprising:
4. The railway system recited in claim 3 further comprising means connectable to the front of the main and local trains to push air to the sides thereof.
5. In a railway system wherein a main train and a local train may be interlocked to travel in synchronization for transferring goods therebetween, the improvement comprising:
6. The railway system recited in claim 5 further comprising means connectable to the front of the main and local trains to push air to the sides thereof.
1. In a railway system wherein a main train and a local train may be interlocked to travel in synchronization for transferring passengers therebetween, the improvement comprising:
2. The railway system recited in claim 1 further comprising means connectable to the front of the main and local trains to push air to the sides thereof.
3. The railway system recited in claim 1 further comprising:
4. The railway system recited in claim 3 further comprising means connectable to the front of the main and local trains to push air to the sides thereof.
5. In a railway system wherein a main train and a local train may be interlocked to travel in synchronization for transferring goods therebetween, the improvement comprising:
6. The railway system recited in claim 5 further comprising means connectable to the front of the main and local trains to push air to the sides thereof.
Description:
BACKGROUND OF THE INVENTION
1. Field of the Invention
The invention relates to railway systems wherein passengers and/or goods may be transferred between interlocked trains. It provides a system wherein a main train may be interlocked with a local train to effect the transfer of passenger and/or goods, while the main train is travelling at a high speed.
2. Description of the Prior Art
It is known in the prior art that goods may be transferred between moving trains which are interlocked. For example note Barry U.S. Pat. No. 3,483,829. It is also known that passengers may be transferred between moving trains; note Cook U.S. Pat. No. 881,377. Means for locking railroad cars together are also known in the prior art. For example note Kennedy U.S. Pat. No. 3,489,101. The Baldwin U.S. Pat. No. 2,467,354 discloses the use of conveyor equipment to transfer logs between a loading station and a pulp mill, wherein a freight car is utilized at the loading station.
SUMMARY OF THE DISCLOSURE
The prior art does not disclose however the utilization of curtain roofs to provide a closed passageway for the transfer of passengers between moving trains, and which further insures the safety of passengers by foreclosing the possibility that passengers might remain on the passenger bridge between trains as the trains are being decoupled.
The prior art also does not disclose the use of wind deflectors operable while the trains are interlocked to prevent the wind factor from adversely influencing the transfer of passengers and/or goods.
The railway system according to the invention has particular utility in an environment where a train running on a main track is to be coupled or interlocked with a train running on a local line, while the two trains are in motion. This enables the main train to be run at high speeds, with goods being loaded thereon or discharged therefrom to the local train without stopping the main train. The local lines may be spaced at desired locations along the main line. The spacing between main and local lines is so close that when trains on both lines are aligned, means on both trains interlock them for synchronized motion. Conveyer means on both trains then cause goods to be transferred along horizontal transverse paths from either the local to the main train or vice versa. After the transfer is completed, the trains are decoupled; the main trains continue on route; and the local trains are either unloaded or reloaded with goods. Thus the main trains run always at high speed with goods being loaded thereon or discharged therefrom without the delays of stops and starts for loading or unloading.
In the case of passenger trains, the use of conveyers is unnecessary. In such instances, when the trains are engaged, floors are extended laterally from the side of each train to form a bridge for passengers to cross from one train to another. The facing sides of each train are provided with a number of folding doors which open after the bridge has been formed by the extendible floors. The bridges also are provided with curtain roofs which extend from each train and prior to disengagement of the trains extend downward to the outer edges of the extendible floors in order to assure that no passengers are left on the bridge prior to retraction of the extendable floors.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a perspective view showing a main line interlocked with a local line to effect the transfer of goods therebetween;
FIG. 2 shows a main line with a plurality of local lines spaced therealong;
FIG. 3 shows a train with an interlocking means for connection to another train;
FIG. 4 shows two interconnected trains having a roof curtain and extendable floors for transferring passengers therebetween;
FIG. 5 shows a conveyer system which may be utilized to transfer goods between interlocked trains; and
FIGS. 6 and 7 show an interlocking means for the trains.
DETAILED DESCRIPTION OF THE DISCLOSURE
FIG. 1 shows the railway system according to the invention wherein parallel tracks 10 and 11 respectively have trains 12 and 13 travelling thereon. For purposes of explaining the invention, track 10 is designated the "main" line, and track 11 the "local" line. The main line for exemplary purposes may be used for long distance runs such as coast-to-coast travel, and the local line identifies a particular location along the long distance run. A plurality of local lines are located at spaced locations along the main line. The local tracks may comprise loops 14 as shown in FIG. 2, or may be major lines which intersect each other, or trains on rails in closed loops may shuttle between two railways.
With reference to FIG. 1, let it be assumed that train 12 is travelling at a high speed along track 10 and is to be coupled with train 13 which is located on track 11. As the main train 12 travels into adjoining relationship with local train 13, the trains are automatically interlocked as shown in FIGS. 6 and 7. Train 12 includes a mechanism 20 which is ejected when trains 12 and 13 are properly aligned. When mechanism 20 is ejected, wheel 21 is propelled outwardly from 12 towards train 13, as shown in FIG. 3. With reference to FIG. 6, horizontal wheel 21 is provided with an electrically conductive layer 22 which fits into a track on train 13. More specifically, horizontal wheel 21 is connected to train 12 with cast steel holders 23 and 24 against plate 26 with spring plates 25 against plate 27 against the train bulkhead or chassis, fastened with bolts. When layer 22 on horizontal wheel 21 comes in contact with train 13, it pushes in electrically conductive rod 28 contained in bearing 29, forcing spring 30 to close an electrical circuit. At the same time, a signal is transmitted to the operator of train 12, conductive block 28' being in contact with the conductive layer 22 on the horizontal wheel 21. When the contact signal is actuated on train 13, hydraulically operated brakes 32 having brake blocks 34 engage the surfaces of the extending ridge 36 of the wheel 21 to form a stable lock between trains 12 and 13. When the electrical circuit is closed a signal is transmitted to the operators of both trains indicating proper alignment and interlocking therebetween in order that the transfer of passengers and/or goods therebetween may be effected.
FIG. 4 shows the manner in which interconnected trains 12 and 13 may be used to transfer passengers therebetween. When the trains are in proper alignment and are interlocked extendable floors 40 and 41 are automatically extended from trains 12 and 13 respectively to form a passenger bridge therebetween. Concurrently a curtain roll 42 which is mounted on the roof of train 12 is caused to unroll and is supported by side 43 extending from the floor 41. The other extremity of train 12 and more specifically each car thereof has a complementary wall 43'. The roof curtain provides a protective system to protect passengers being transferred from the environment and provide a safety feature as explained hereafter. Train 13 is provided with a similar curtain roof 45 and provides a ceiling between trains 12 and 13 when curtain roofs 42 and 45 are extended. The curtain roofs 42 and 45 are connected by conventional means such as hooks (not shown) to walls 43 and 46 respectively and are extendable therewith. When the transfer of passengers is completed between trains 12 and 13, curtain roofs 42 and 45 respectively are automatically moved to extendable floors 40 and 41. The curtain roofs are locked by conventional means such as hooks (not shown) to their respective extendable floors, and as the floors are retracted back into their respective trains prevent the possibility that passengers might be left on the passenger bridge as the floors are being retracted. When the extendable floors 40 and 41 are completely retracted and the passenger doors 48 of the trains are closed, the curtain roofs are retracted to their roof positions. The curtain roofs may comprise a metal material and may be rolled on rollers 49 and 50 as shown in FIG. 4.
FIG. 1 shows another feature of the invention wherein retractable air direction shifters 50 and 54 may be extended from trains 12 and 13 respectively to function as a wind buffer when the passenger bridge has been extended. The trains 12 and 13 may also be provided with removable front portions 52 and 53 respectively to deflect the wind. As shown, front portions 52 and 53 are substantially triangular in shape with their front portions, relative to the direction of travel, forming the hypotenuse of the triangle in order to push oncoming air to the side thereof.
FIG. 5 shows a conveyer system which may be utilized to transfer goods between interconnected trains 12 and 13. Both main and local train cars are equipped with horizontal transversely extending endless belts 60 driven by drive wheels 61 powered by motors 62. These belts, wheels and motors form conveyers which are reversible in direction. By selecting the direction of rotation of conveyers on both trains simultaneously, an operator can transfer goods 63 either from the main to the local train or vice versa as previously discussed.
The operation of the railway system according to the invention is as follows. When the main and local trains are in proper alignment, the interlocking means are actuated to interlock the trains such that they travel in synchronization. In the case of passenger transfer, the floors 40 and 41 are extended concommittently with curtain roofs 42 and 45. The passengers then may transfer between the trains. After transfer is completed, the curtain roofs are extended to connect with their respective floors as the latter are retracted. When the retraction is completed, the curtain roofs are retracted to their rolled up position, and the interlock between the trains is broken. The main train then continues on its run.
In the case of transferring goods between trains, the conveyer system as described with respect to FIG. 5 is actuated after interlock to effect the desired transfer.
It is thus seen that the invention comprises an effective and efficient means of transferring passengers and/or goods between a main train and a local train without requiring the main train to stop or reduce its speed. Further certain safety precautions result from the invention as described herein.
1. Field of the Invention
The invention relates to railway systems wherein passengers and/or goods may be transferred between interlocked trains. It provides a system wherein a main train may be interlocked with a local train to effect the transfer of passenger and/or goods, while the main train is travelling at a high speed.
2. Description of the Prior Art
It is known in the prior art that goods may be transferred between moving trains which are interlocked. For example note Barry U.S. Pat. No. 3,483,829. It is also known that passengers may be transferred between moving trains; note Cook U.S. Pat. No. 881,377. Means for locking railroad cars together are also known in the prior art. For example note Kennedy U.S. Pat. No. 3,489,101. The Baldwin U.S. Pat. No. 2,467,354 discloses the use of conveyor equipment to transfer logs between a loading station and a pulp mill, wherein a freight car is utilized at the loading station.
SUMMARY OF THE DISCLOSURE
The prior art does not disclose however the utilization of curtain roofs to provide a closed passageway for the transfer of passengers between moving trains, and which further insures the safety of passengers by foreclosing the possibility that passengers might remain on the passenger bridge between trains as the trains are being decoupled.
The prior art also does not disclose the use of wind deflectors operable while the trains are interlocked to prevent the wind factor from adversely influencing the transfer of passengers and/or goods.
The railway system according to the invention has particular utility in an environment where a train running on a main track is to be coupled or interlocked with a train running on a local line, while the two trains are in motion. This enables the main train to be run at high speeds, with goods being loaded thereon or discharged therefrom to the local train without stopping the main train. The local lines may be spaced at desired locations along the main line. The spacing between main and local lines is so close that when trains on both lines are aligned, means on both trains interlock them for synchronized motion. Conveyer means on both trains then cause goods to be transferred along horizontal transverse paths from either the local to the main train or vice versa. After the transfer is completed, the trains are decoupled; the main trains continue on route; and the local trains are either unloaded or reloaded with goods. Thus the main trains run always at high speed with goods being loaded thereon or discharged therefrom without the delays of stops and starts for loading or unloading.
In the case of passenger trains, the use of conveyers is unnecessary. In such instances, when the trains are engaged, floors are extended laterally from the side of each train to form a bridge for passengers to cross from one train to another. The facing sides of each train are provided with a number of folding doors which open after the bridge has been formed by the extendible floors. The bridges also are provided with curtain roofs which extend from each train and prior to disengagement of the trains extend downward to the outer edges of the extendible floors in order to assure that no passengers are left on the bridge prior to retraction of the extendable floors.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a perspective view showing a main line interlocked with a local line to effect the transfer of goods therebetween;
FIG. 2 shows a main line with a plurality of local lines spaced therealong;
FIG. 3 shows a train with an interlocking means for connection to another train;
FIG. 4 shows two interconnected trains having a roof curtain and extendable floors for transferring passengers therebetween;
FIG. 5 shows a conveyer system which may be utilized to transfer goods between interlocked trains; and
FIGS. 6 and 7 show an interlocking means for the trains.
DETAILED DESCRIPTION OF THE DISCLOSURE
FIG. 1 shows the railway system according to the invention wherein parallel tracks 10 and 11 respectively have trains 12 and 13 travelling thereon. For purposes of explaining the invention, track 10 is designated the "main" line, and track 11 the "local" line. The main line for exemplary purposes may be used for long distance runs such as coast-to-coast travel, and the local line identifies a particular location along the long distance run. A plurality of local lines are located at spaced locations along the main line. The local tracks may comprise loops 14 as shown in FIG. 2, or may be major lines which intersect each other, or trains on rails in closed loops may shuttle between two railways.
With reference to FIG. 1, let it be assumed that train 12 is travelling at a high speed along track 10 and is to be coupled with train 13 which is located on track 11. As the main train 12 travels into adjoining relationship with local train 13, the trains are automatically interlocked as shown in FIGS. 6 and 7. Train 12 includes a mechanism 20 which is ejected when trains 12 and 13 are properly aligned. When mechanism 20 is ejected, wheel 21 is propelled outwardly from 12 towards train 13, as shown in FIG. 3. With reference to FIG. 6, horizontal wheel 21 is provided with an electrically conductive layer 22 which fits into a track on train 13. More specifically, horizontal wheel 21 is connected to train 12 with cast steel holders 23 and 24 against plate 26 with spring plates 25 against plate 27 against the train bulkhead or chassis, fastened with bolts. When layer 22 on horizontal wheel 21 comes in contact with train 13, it pushes in electrically conductive rod 28 contained in bearing 29, forcing spring 30 to close an electrical circuit. At the same time, a signal is transmitted to the operator of train 12, conductive block 28' being in contact with the conductive layer 22 on the horizontal wheel 21. When the contact signal is actuated on train 13, hydraulically operated brakes 32 having brake blocks 34 engage the surfaces of the extending ridge 36 of the wheel 21 to form a stable lock between trains 12 and 13. When the electrical circuit is closed a signal is transmitted to the operators of both trains indicating proper alignment and interlocking therebetween in order that the transfer of passengers and/or goods therebetween may be effected.
FIG. 4 shows the manner in which interconnected trains 12 and 13 may be used to transfer passengers therebetween. When the trains are in proper alignment and are interlocked extendable floors 40 and 41 are automatically extended from trains 12 and 13 respectively to form a passenger bridge therebetween. Concurrently a curtain roll 42 which is mounted on the roof of train 12 is caused to unroll and is supported by side 43 extending from the floor 41. The other extremity of train 12 and more specifically each car thereof has a complementary wall 43'. The roof curtain provides a protective system to protect passengers being transferred from the environment and provide a safety feature as explained hereafter. Train 13 is provided with a similar curtain roof 45 and provides a ceiling between trains 12 and 13 when curtain roofs 42 and 45 are extended. The curtain roofs 42 and 45 are connected by conventional means such as hooks (not shown) to walls 43 and 46 respectively and are extendable therewith. When the transfer of passengers is completed between trains 12 and 13, curtain roofs 42 and 45 respectively are automatically moved to extendable floors 40 and 41. The curtain roofs are locked by conventional means such as hooks (not shown) to their respective extendable floors, and as the floors are retracted back into their respective trains prevent the possibility that passengers might be left on the passenger bridge as the floors are being retracted. When the extendable floors 40 and 41 are completely retracted and the passenger doors 48 of the trains are closed, the curtain roofs are retracted to their roof positions. The curtain roofs may comprise a metal material and may be rolled on rollers 49 and 50 as shown in FIG. 4.
FIG. 1 shows another feature of the invention wherein retractable air direction shifters 50 and 54 may be extended from trains 12 and 13 respectively to function as a wind buffer when the passenger bridge has been extended. The trains 12 and 13 may also be provided with removable front portions 52 and 53 respectively to deflect the wind. As shown, front portions 52 and 53 are substantially triangular in shape with their front portions, relative to the direction of travel, forming the hypotenuse of the triangle in order to push oncoming air to the side thereof.
FIG. 5 shows a conveyer system which may be utilized to transfer goods between interconnected trains 12 and 13. Both main and local train cars are equipped with horizontal transversely extending endless belts 60 driven by drive wheels 61 powered by motors 62. These belts, wheels and motors form conveyers which are reversible in direction. By selecting the direction of rotation of conveyers on both trains simultaneously, an operator can transfer goods 63 either from the main to the local train or vice versa as previously discussed.
The operation of the railway system according to the invention is as follows. When the main and local trains are in proper alignment, the interlocking means are actuated to interlock the trains such that they travel in synchronization. In the case of passenger transfer, the floors 40 and 41 are extended concommittently with curtain roofs 42 and 45. The passengers then may transfer between the trains. After transfer is completed, the curtain roofs are extended to connect with their respective floors as the latter are retracted. When the retraction is completed, the curtain roofs are retracted to their rolled up position, and the interlock between the trains is broken. The main train then continues on its run.
In the case of transferring goods between trains, the conveyer system as described with respect to FIG. 5 is actuated after interlock to effect the desired transfer.
It is thus seen that the invention comprises an effective and efficient means of transferring passengers and/or goods between a main train and a local train without requiring the main train to stop or reduce its speed. Further certain safety precautions result from the invention as described herein.