Container oblique-channel transfer and system

Information

  • Patent Grant
  • 6652214
  • Patent Number
    6,652,214
  • Date Filed
    Thursday, August 9, 2001
    23 years ago
  • Date Issued
    Tuesday, November 25, 2003
    21 years ago
  • Inventors
  • Examiners
    • Bratlie; Steven A.
    Agents
    • Gifford, Krass, Groh, Sprinkle, Anderson & Citkowski, P.C.
Abstract
This is a slide, roller-bed, magnlev, or fluid lift side transfer platform system for transfer of transport or cargo containers from and to railway cars, motor trucks or conveyor and a dock. The container has transfer arms that extend or lock into corner castings on a side and can be hinged to swing down to position wheels on the arms to track in parallel channels slanted obliquely out away from the car to pull the container out parallel as the train moves to dock the container. The car is moved in the opposite direction to receive the container. The car can extend a push arm to engage the container or a starter to accelerate the container to train speed at alignment for it to be pushed along the oblique channels parallel into an empty berth on the train. The accelerator arm can retard a container pushed out from the moving train. Roll up-down side doors on the car operate the transfer arms to raise and lower with the lower door and secure the container in place when closed. Powered roller conveyors accumulate and position containers on the dock. The containers can be transferred between the dock and trucks or semitrailers and transfer arms removed or retracted before highway operation of the trucks. The containers can be auto carriers for transfer from and to trains inroute. Small mail and express containers fit rail car and trailer widths and offer drive through loading.
Description




This is a side transfer platform and system for transferring transport containers to and from the platform and cars in a train (either one or both are moving) and between trucks, trailers, or buses with relative movement alongside of the platform. This invention includes storage for containers for successive transfers and accelerating pushers to align containers at speed with a car for transfer thereto.




It is an object to provide a simple and cheap transfer system that eliminates the crane or rotary lift of my prior systems and instead uses platforms with parallel oblique channel tracks and arms with wheels for riding and guiding in the channels to pull or push in or out the containers using the momentum of the train or vehicle.




It is an object to provide easily detachable transfer arms on existing cargo containers to engage in the channels for transfer. It is an object to provide side transfer arms which are twist locked tight to the container corner castings. A related object is to provide transfer arms that swing tip and out of the way on the containers for clearance on the cars.




An object of this invention is to provide safe nonstop roll-off roll-on transfer of cargo containers from the side of a car especially a car that has a roof over the container berth. It is an object to provide on the car with roof over the container area roll up-down side doors which part longitudinally aways up the side of the car to open up and down and provide side transfer arms which are twist locked tight to the container corner castings to swing down when the doors are opened to extend from the side of the car to engage in diagonal channel tracks to carry the container parallel out and away from the car as pushed by the car. It is an object to fully enclose the car to keep snow and ice out and extend and retract the transfer arms with the doors.




Another object is to provide smooth acceleration of a standing container to align for transfer in a short distance, and further to provide a pusher moved by an acceleration arm pivoted to rotate by movement of the train to accelerate the container to align at train speed for transfer.




It is an object to provide a roller bed or skid platform dock with oblique parallel transfer channels or track for transfer of containers to or from the train and dock and truck and dock on the same or preferably opposite sides of the dock. Another object is to provide accumulating conveyors run parallel to the channels for retarding, moving, storing, and accelerating the containers selectively.




It is an object also to provide an oblique-channel dock and system for transfer of small containers to be carried side by side on the railway cars and end to end on trucks. It is an object to provide transfer arms mounted central on the bottom of these containers for the length thereof to be extended to engage dock channels on either side of the car. It is an object that ends of these containers fit flush with the car sides and the car have doors to close off empty container berths.




It is an object to eliminate friction of the container on the platform by means such as magnetic levitation or air or fluid levitation of the container for transfer on the dock.




It is an object to provide passenger container transfer between train and bus.




It is an object to provide enclosed container cars to streamline the train and open for transfer of containers nonstop.




A further object is to place the channel dock on a vehicle to move alongside of a standing or moving train or vehicle at a speed for transfer either to or from the dock.




It is an object to provide these transfer containers for passengers, vehicles of the passengers, mail, express, and freight.




It is also an object to provide this for material handling or as a transfer device for amusement rides, miniature railways, or toys.











These, other and further objects and features should become evident to those skilled in the art by study of this application with reference to the drawings wherein:





FIG. 1

is a plan view of a transfer station with channel platforms along both sides of a track with car in train transferring a cargo container out and another put in the train moving left to right and a semitrailer ready to load a container.





FIG. 2

is a partial perspective view of the car with container with coupling transfer arms engaging the channels on the platform with belt under roller conveyor.





FIG. 3

is a sectional elevation in the direction


3


in FIG.


1


.





FIG. 4

is a side elevation of the container on the platform taken in the direction


4


in FIG.


1


.





FIG. 5

is a side view of the railroad car with container.





FIG. 6

is a partial end sectional view of the car with container to larger scale.





FIGS. 7

,


8


and


9


are end comer successive views of the container on the car with a transfer arm being lowered.





FIG. 10

is a corner side view taken in direction


10


of FIG.


9


.





FIGS. 11 and 12

are respectively plan and side views of the right end of the platform with train moving right to left and an accelerator for starting a container to reach train speed in alignment for transfer.





FIG. 13

is a perspective view of the accelerator.





FIGS. 14 and 15

are sectional views taken respectively on lines


14





14


and


15





15


of FIG.


13


.





FIG. 16

is accelerator diagram, start to train speed positions.





FIGS. 17 and 18

are respectively plan and side elevations of cars in the train passing an oblique-channel station with curved channels to align containers side by side, magnetic levitation, and a simplified accelerating arm.





FIG. 19

is a plan view of a variation of the station, rail cars, and containers.





FIGS. 20 and 21

are respectively plan and end elevation views of a transfer arm in

FIG. 19

with portions of the container and car to larger scale.





FIGS. 22

is a sectional elevation taken on line


22





22


of FIG.


20


.





FIG. 23

is a side elevation taken on line


23





23


of FIG.


19


.





FIG. 24

is a partial end sectional elevation of

FIG. 23

, to larger scale, showing a transfer arm extended.





FIGS. 25 and 26

are respectively end and side elevations of auto-rack containers at the station,

FIG. 19

, with autos being loaded and unloaded.





FIGS. 27 and 28

are respectively side and end elevations of a passenger car with container with end hoods lifted for clearance for transfer.





FIG. 29

is a top view of a bus with the passenger container on a driveway along a station transfer platform.





FIG. 30

is a side view of the bus with container of FIG.


29


.





FIG. 31

is a sectional plan view of a hood on the bus or car.





FIG. 32

is a perspective view of an end of the berth on the bus.





FIG. 33

is a side view of transfer arms on the container.





FIG. 34

is a plan view of a semitrailer with container engaging an oblique-channel transfer vehicle or railway car.





FIG. 35

is a side elevation of the near vehicle in FIG.


34


.





FIG. 36

is a partial side view of a two-level passenger car with transfer compartment on the lower level.





FIG. 37

is a sectional plan on line


37





37


of

FIG. 36

at station.





FIG. 38

is a side view of the container on the car to larger scale.





FIG. 39

is a partial end view of

FIG. 38

crosswise the car.





FIG. 40

is a plan view of a station with small containers that are channeled crosswise on cars and lengthwise on trucks.





FIG. 41

is a perspective view of a section of a car in

FIG. 40

with a container with auto, empty berths, and schematic control.





FIG. 42

is an end view of the transfer arm in a container on the car.





FIG. 43

is a sectional elevation on lines


43





43


of FIG.


42


.





FIG. 44

is a side elevation of a semitrailer loaded with these containers with connecting doors open for loading in series by a fork truck.





FIG. 45

is a partial plan view of a variation of the station with small containers being transferred from a car in the train.





FIG. 46

is a top view of a transfer arm for the container of this station.





FIG. 47

is a transverse sectional view of a car with container extending its left arms.





FIG. 48

is a partial side view along the car with container having its left arm removed.





FIG. 49

is a partial sectional view aligned with

FIGS. 47 and 48

showing a portion of the car and container with arms removed to show the locking latches.





FIG. 50

is a partial plan of containers having bottom mounted channel rollers one transferring between the car and platform.





FIG. 51

is a side elevation of a portion of the car with containers of

FIG. 50

aligned.





FIG. 52

is a plan view of a container end with a horizontally extended arm engaging a dock channel.





FIG. 53

is a perspective view of a pusher arm for the vehicle to push a container for transfer with the vehicle.





FIGS. 54 and 55

are plan and side views of a transfer arm and extending mechanism.





FIG. 56

is a view of

FIG. 55

when extended.





FIG. 57

is a plan view of an aisle car transferring containers.





FIGS. 58 and 59

are plan and end views of a preferred transfer arm.





FIG. 60

is a plan for at speed transfers.





FIG. 61

is a perspective plan for on platform air levitation.











Referring to the drawings and in particular to

FIGS. 1-4

, cargo container


20


on car


22


in train


23


is shown traveling left to right on track


24


. Transfer-storage platform run


26


is set up to receive containers


20


from trains from the left or send containers


20


on trains from the right. A second platform


26


L is added in

FIG. 1

on the far side of track


24


to receive containers


20


on trains from the right and send containers on trains from the left. A second set of platforms


27


and


27


L are added so that a separate run can be used for incoming and outgoing containers as shown by directional arrows. Platform runs


26


and


27


interface driveway D, and platforms


26


L and


27


L interface driveway DL along their side opposite to track


24


for transfer of containers to and from trucks T. The platform runs can be long enough for storing containers as shown in

FIG. 1

, platform


26


.




Car


22


has a roller bed or berth


30


with rollers


32


run lengthwise to support container


20


to roll in and out of the car transversely. The car has guide means such as rollers


34


mounted in a curb


36


secured across the car at the ends of the container berth to longitudinally guide the container in and out from either side of the car.




Roller arms


38


and


39


are detachably secured to the right and left end of each side of the container facing transfer,

FIGS. 1-10

. Arms


38


and


39


are each respectively mounted to a bracket


42


or


43


by a pin


44


to swing up and down between the side of the container and horizontal position extended out from the container. Each bracket


42


and


43


has a twist lock


46


with threaded shaft


47


for tight locking to a corner casting


48


on the container respectively on the right and left end of each side as viewed facing. Diagonally opposite lower right corners of the container would only receive brackets


42


while opposite left end lower comers would only receive brackets


43


as needed. Car


22


has retractable pins


49


for the comer castings


48


controlled to release the container when the arms are out on either or both sides of the container. Each arm


38


and


39


has a wheel


50


with ball hub


51


mounted on pin


52


secured depending from the arm in extended position to travel in a parallel channel track


54


or


55


respectively and run across each platform


26


,


26


L,


27


and


27


L at a diagonal of 30° (preferably within 10-50°) from track


24


to pull the container out from the car as its rear curb rollers


34


push the container forward and out parallel to the car at 30° of translation. The container can have pull plates


56


added preferably recessed thereon to overlap the edge of brackets


42


and


43


to take the pull force on the side of the bracket opposite its twist lock.




Channel


54


extends from the track side edge of dock


26


at the right to the right at 30°. Channel


55


at the left extends from a wheel


50


space in from the edge of the dock to the right parallel to channel


54


. A curbing


58


ahead of the channels along the dock prevents the container from rolling off the car when wheels


50


engage it before the transfer channels are reached. This curbing should extend along track


24


anywhere arms


38


and


39


are extended from the car before and after the dock.




Referring to

FIGS. 5-10

, car


22


has mid-parting side roll Lip-down doors


60


and


61


similar to those at floors of a freight elevator shaft. Car doors


60


control arms


38


and


39


to drop away from the side of the container when the door is opened. Arms


38


and


39


are lifted up against the container when the door is closed. A cam tab


64


on each arm


38


and


39


between pivot


44


and wheel


50


engages the bottom door


60


to swing up arms


38


and


39


as the door closes and holds them up until the door is opened. A second cam


66


on the end of each arm


38


and


39


on the opposite side of pivot


44


forces the arms to swing down when the door is opened.

FIGS. 7-9

show in sequence the operation of lowering and lifting the arms by the door lowering and lifting. Arms


38


and


39


are lowered and lifted gently (without dropping to the platform) as seen in

FIGS. 7-9

by channel on door


60


turned legs out controlling the lifting and lowering between cams


64


and


66


on the arms as the door lifts and lowers. Arms


38


and


39


can be left on the container for the trip on the train but removed after loading on a truck for highway clearance.




Arms


38


and


39


, if attached on the far side of the container, preferably would not drop to horizontal position when the container is pulled out by the arms on the transfer side before the door


60


on the far side is opened. If they do drop they enter aligned open channels


74


and


75


for wheels


50


on arms


38


and


39


respectively on the far side to enter. Channels


74


and


75


are secured one channel width in from the driveway D side edge of the platform parallel to channels


54


and


55


to where a container is fully on the platform. The track and driveway sides of the dock are similar with channels


74


and


75


taking the place of channels


54


and


55


if the dock were turned around 180°. If the truck bed is equal to the car bed level, track


24


could be in pavement to use for both trains and trucks driven along track


24


close to the platform for transfer. Arms


38


and


39


should droop slightly below horizontal at the hinge joint to prevent horizontal forces from lifting them. Channels


54


,


55


,


74


and


75


have top legs


78


turned in with the gap between to confine wheels


50


from jumping out except where the arms are to be lifted. Arms


38


and


39


on the track side are lifted or removed before the container is put on car


22


.




The container removed from the train is slowed as it skids or rolls along the platform. The platform preferably has rollers


80


run at right angles to the channels to support the container to roll in the direction of the channels. A belt


82


under rollers


80


accumulating conveyor


84


can be operated to retard and then position the containers and to individually move them to store or bring to transfer position for engaging a vehicle and can accelerate the container to coupling speed. Containers can be unloaded and reloaded while on the dock to trucks backed to the stepped left end of the dock.




From platform


26


the container can be loaded on a truck or semitrailer T,

FIG. 1

, driven left to right on driveway D after moving the container parallel along channels


54


and


55


and


74


and


75


to where wheel


50


on the rear arm


39


at the driveway extends into the path of the truck to be engaged by a roller curb


36


T across the back of the trailer to move the container onto the truck's roller-bed RB. The container is secured by any suitable means and arms


38


and


39


removed before the truck is driven away.




The truck can deposit a container on the dock


26


by adding arms


38


and


39


to both sides of the container and driving past the dock right to left with arms


38


and


39


extended to engage the end of channel


74


and


75


respectively.




Telescoping Accelerating Frames




To be able to load containers as fast as the train can be unloaded, a separate accelerator


90


, FIGS.


1


and


11


-


16


, is provided to push start the container to train speed in alignment for the container to be pushed into its berth on the car. This can be in addition to the acceleration which conveyor


84


can provide and is simply accurate.




Accelerator


90


has a quadrant carriage frame


91


with wheels


92


in channel rails


94


below channels


54


,


55


,


74


and


75


on platform


26


parallel track


24


therealong, and has a pusher carriage frame


96


on wheels


92


in channels


94


. The carriage frames


91


and


96


are rectangular in plan and have at each corner a depending leg


97


or


98


respectively each supported on wheels


92


. The frames clear over rollers


80


and channels


54


,


55


,


74


and


75


on the platform and legs


97


and


98


track in a narrow clearance opening to channels


94


. The rectangular frames are overlapped, frame


96


over


91


, to telescope with a leg


97


to the right of (behind) each leg


98


. Carriage frame


96


has a channel


100


of push rollers


101


across the left end and a transverse channel track


102


facing legs down across the right end at right angles to track


24


. An accelerating arm, quadrant of a circle,


104


is pivotally supported at its central angle on a pivot post


105


on carriage


91


on top of its near left leg and above platform


26


. Ann


104


has an upstanding pin


106


at the right end of the arc supporting a wheel


108


to run in channel


102


. Quadrant arm


104


is turned by a tape of wire ropes


110


one end connected to arm


104


at pin


106


and run around the quadrant arc of arm


104


and tangent therefrom parallel track


24


to a carriage dog


112


on the channel


114


down along track


24


aways for an arm


116


extended from car


22


to engage the carriage


112


to pull the band and turn the quadrant arm 90° pulling carriage


96


to accelerate and push the container to train speed in alignment to enter the car and then moving both carriages until dog


112


disengages. Frame


96


has spring cushioned rollers


101


to push the container to travel the diagonal 30° while accelerating parallel to the train. After running in alignment at train speed for transfer, channel track


114


turns away from track


24


to clear dog


112


away from and disengage the car. A cable reel or other means can retract the carriages


91


and


96


to the right starting position clear for container movement on the dock. When dog


112


is engaged by the train from the right, carriage


91


is moved to the left until rollers


101


on frame


96


engage the container before the quadrant arm


104


is rotated to give substantially harmonic acceleration to the container.




Before acceleration, carriage dog


112


is located the quadrant radius distance ahead of the pivot axis of the quadrant arm


104


and the push plane of rollers


101


is located the quadrant arc length ahead of the quadrant arm pivot axis; so after accelerating dog


112


is even with the rollers and engages carriage


96


to keep this alignment for transfer. Arm


116


is located on the car to put rollers


34


and


101


in line for transfer after acceleration. Arm


116


is located a few inches behind rollers


34


to allow for thickness of parts.




A car is set for transfer after the platform is ready with container for the car, signaling a transducer on the car identifying through limit switches and speed governor that its berth is empty and speed safe before accepting signal to open doors


60


-


61


and extend arms


38


and


39


on that side and check that that is done before extending arm


116


by air cylinder


118


,

FIG. 53

, retracted by spring after a time delay through an air bleed or other means.




Operation with Telescoping Accelerator




Before time for the train from the right the container is moved by diagonal conveyors


84


to position shown in

FIG. 11

, the accelerator


90


pushed against the container and dog


112


in start position ready for arm


116


on car


22


to engage to accelerate the container to train speed for transfer. The car in the train is set for transfer when its side doors along the container side are open, the container berth is empty and its arm


116


is extended to engage dog


112


.




When dog


112


is engaged by arm


116


from the train from the right, quadrant arm


104


is turned counterclockwise, pulling roller wheel


108


along channel


102


as the wheel


108


travels the quadrant arc, accelerating the push carriage


96


and the container


20


against which the carriage


96


pushes to train speed at alignment to enter the berth on the car before dog


112


runs clear of the arm


116


where channel


114


it is on turns away from track


24


. Arms


38


and


39


on the platform side follow channels


54


and


55


out their ends when the container is in place on the car as wheels


34


at the rear of the berth push the container into place on the car. Doors


60


are closed by signal from a wayside signal near the end of the platform, lifting arms


38


and


39


on the container, and the container is secured for train travel. The dog


112


and accelerator frames are moved to the right-hand end of their channel track for containers to clear.

FIG. 16

shows positions at start of acceleration with part numbers and at train speed in phantom with the number plus prime.




There are many possible variations. Arms


38


and


39


could be made to roll or slide out and in on channels under the container. Channels


54


and


55


and


74


and


75


can have bends to change the transfer angle away from track


24


to store the containers in less space side by side.




Variations




Like parts are given the same reference number or a suffix added.




Referring to

FIGS. 17 and 18

, channels


54


and


55


are curved at


120


away 90° from track


24


where containers are clear of trains. These curves align containers


20


side by side between end curb rollers


34


D mounted on vertical shafts extending up from the platform.




A simplified accelerator-decelerator


90


D can then be used. It has an arm


104


D pivoted at one end to swing on a vertical pivot


105


under platform


26


and an upstanding roller


108


on the opposite end to engage and retard or push a container


20


to train speed. The arm is mounted to swing in an arc of 90° from parallel track


24


where its roller


108


engages the rear of a container to accelerate it and swings to 90° forward with the roller remaining against the container to accelerate it substantially harmonically. A cable


110


is secured to the arm under roller


108


and runs around a horizontal pulley


124


ahead of where the arm will swing and back along track


24


to a reversing pulley


126


and is attached to dog


112


ahead of pulley


126


. Dog


112


is mounted to roll or slide along track


114


parallel track


24


to beyond the swing of arm


104


D. The dog is engaged by arm


116


extended from car


22


to receive a container at an empty berth. The dog is located as described with

FIG. 16

to align roller


108


with rollers


34


at train speed when arm


104


D is at right angles to track


24


. The dog is disengaged when its track


114


carries it back from track


24


when arm


104


D is substantially at right angles to track


24


when roller


108


is in line with rollers


34


at the rear of the berth for the container being pushed into the berth. The bottom of the ends of containers


20


are flat and straight, forming a track for rollers


34


,


34


D and


108


to roll on to guide and push on the containers as arm


104


D turns. Arm


104


D has a spur gear


130


secured thereon concentric about its pivot post


105


. Gear


130


engages a smaller gear


132


on the shaft of an electric clutch connected to the shaft of gearmotor


136


driven to return arm


104


art and dog


112


to starting position for accelerating a container or for retarding an oncoming container.




Arm


104


D decelerates a container pushed onto the platform when clear of the train. Its roller


108


is engaged by the forward end of the container where arm


104


D is at right angles to track


24


, forcing arm


104


D to swing back, reducing the forward motion of the container to zero as the arm becomes parallel to track


24


. Remaining momentum of the container is spent on accumulating conveyors or other retarding means where the containers are aligned side by side.




Referring to

FIGS. 19-24

, containers


20


B of car width are transferred to dock


26


B from train


23


moving to the right or from the dock to the train if moving to the left. Each car


22


B has one or more container berths


30


B each having a channel


140


or opening across near each end in which depending rollers


50


on a bridge arm


38


B recessed across the bottom at each end of container


20


B guide in or clear. Each arm


38


B is supported to slide on retaining channels


141


secured along cross members that support the floor of the container. Each arm


38


B has a roller


50


at each end on depending pins


52


. The container


20


B has a depending pin


142


through a slot


143


in arm


38


B to limit extension of the arm from either side of the container to reach track


58


on the dock


26


B. Each channel


140


has. a wide mouth


144


at each end with inward widing sides to receive a roller


50


with added tolerance when rolling against the side of the car. The sides of mouth


144


are widened inward to engage a roller


50


at an angle to pull the roller


50


in. A roller


50


in the channel entrance will keep another roller


50


out, FIG.


20


.




Arm


38


B is in section a box beam,

FIG. 21

, with top and bottom plates


146


and


147


extending out along the sides. The side edges of top plate


146


are engaged in grooved rails


141


secured to cross members of the container bed to support the arm to slide in and out the set distance each side of the container to align rollers


50


to engage the channels on the dock. The bottom plate


147


is substantially flush with the bottom of the container and has sprocket holes


150


along its bottom extensions the full length of the arm to be engaged by a sprocket


152


driven by gearmotor and electric clutch


154


secured to the car to extend and retract the arm. The ball hub


51


engages the floor of the dock or channel


54


B to support container


20


B from tipping when crossing the gap between the car and the dock.




Dock


26


B has four parallel oblique channels


54


B, two for the two rollers


50


on each arm


38


B on each end of the container


20


B. Channels


54


B run at about 30° from the track back far enough to pull the container out away from the train as far as desired. The channels


54


B for each end of the container are curved into one channel


54


B′ extending further from track


24


to align the containers side by side. The container is pushed out of the car when arms


38


B are extended to the dock and engaged in the oblique channels


54


B by the train moving to the right.




Referring to

FIGS. 19 and 25

and


26


, containers


20


B can be auto racks which are stopped at high or low loading-unloading ramps


160


and


161


respectively at the dock for each end of the containers for each level on the auto rack so vehicles can be driven on and off at the same time.




Referring to

FIGS. 27 and 28

, passengers can be transferred to and from trains in containers


20


P at platform


26


,

FIG. 1

, while their autos are being transferred to or from the train in containers


201


at platform


26


B, FIG.


19


. Container


20


P has the same cross section as its passenger car


22


P above the floor. Car


22


P has a berth


30


P of near car length with ends tapered down and in at an angle to open clearance (about 10-30 from vertical). The container can have tapered end hoods as in

FIGS. 82-88

of my pending patent application U.S. Ser. No. 09623,621. But preferably hoods


164


slide up and down on the tapered ends of the berth to seal and lift to open clearance between the car and container for roll-on - roll-off transfer. Each hood


164


is mounted on guide rollers


166


or slides to travel up and down on the end of the berth. A gear rack


16


A, secured along the taper tapered end inside of each hood


164


, is engaged by a gear


169


connected by shafting


170


bearing mounted across the end of the berth and connected by worm gear and worm drive motor


172


to raise and lower the hood. The car's enclosure extends at


174


under the hood to the clearance line to utilize this space.




This system makes it practical to put off and take on auto containers and passenger containers at intermediate stations with little delay and extend service beyond present terminal to terminal service.




Referring to

FIGS. 27-33

, car


22


P can be the same width as bus B,

FIGS. 29 and 30

, for its container


20


P to fit in berth


30


P on bus B. The car and bus bodies each have extensions


174


in under hoods


164


, which space can be utilized for passengers. End doors


176


on the container align end doors


177


on the extensions


174


for access to and from the container on both the car and bus or at the station.




Referring to

FIGS. 27-30

and


33


, arms


38


P and


39


P on each side of the container


20


P are both secured parallel on shaft


180


along the side below the floor in the container to swing out together to horizontal and up past vertical. The arms on each side are lifted by a worm gear segment


182


preferably integral on the arm and centered and secured on shaft


180


and engaged by worm


184


driven by crank or gearmotor


186


to lift and lower the arms together and recess in pockets


190


and


191


in the side of the container.




In a typical operation, the bus is driven left to right along drive DL,

FIG. 1

, to deposit its container


20


P on outbound platform


26


L and is driven to the left end of driveway D to wait for an outbound train to leave a container


20


P on platform


26


and take the container which was left by the bus to refill its berth. The bus is then driven to the right to take on the container and its passengers left by the train and arms


38


P and


39


P lifted for continuing travel on the bus. Horizontal rubber tired wheels


194


along platform


26


L.

FIG. 29

, prevents the bus from scraping.




In

FIG. 34

the dock


26


V is a railway car or other vehicle and berth


30


is on a trailer


22


T on driveway D alongside of dock car


26


V. Three channels


54


V run diagonally parallel across the bed of car


26


V at each end spaced for rollers


50


to enter when arms


38


C are extended from container


20


B on trailer


22


T. Arms


38


C each have three inline rollers


50


spaced for the three channels


54


V.




With arms


38


B extended as in

FIG. 34

to engage rollers


50


in channels


54


V, either the truck is moved to the right or the car to the left for transfer. The container is respectively pushed or pulled off of the truck onto the car until clear of the truck. To complete a transfer when the speed was too slow, a cable


200


and winch


202


is secured at each end of vehicle


26


V. The cable on the right (entering end) is hooked in standard comer castings on container


20


B entering that end and the container pulled by winch


202


into place on vehicle


26


V.




To transfer a container from vehicle


26


V to truck


22


T, the truck is turned around and driven right to left alongside of vehicle


26


V. The container is unpinned and winched out toward the trailer. A hinged arm


116


is extended at the right to engage the vehicle


26


V when moved to the left to transfer the container. Arm


116


is folded back to clear for highway operation. The winch cables are short to limit their movement of the container to a few feet so not to tip over the vehicle. The vehicles should be on straight and level track or driveway for transfer.




When the container is fully pushed over platform


26


V, arms


38


C extend as shown in phantom. Transverse channels


54


T enable arms


38


C to be pushed in tinder the container to clear for rail or highway operation of vehicle


26


V. Longitudinal channels


54


L are added so arms


38


C can be left fully under the container when the container is engaged by and transferred to vehicle


22


T. Otherwise they must be pulled out as shown in phantom to follow the same channels


54


V for transfer both in and out. Arrows show the movement of rollers


50


in channels


54


Y,


54


T and


54


L.




Referring to

FIGS. 36-39

, two-level passenger railway car


22


PL has a lower container berth


30


PL for container


20


PL which extends across the car on the lower level. Berth


30


PL has a door


177


at each end on the centerline of the car to align doors


176


central on the ends of container


20


PL for passage to and from the transfer container. The berth has wheels


32


W for supporting the container each side of doors


177


in a row across the car, interrupted by the door, and curb rollers


34


across each end below the door. The container his a ledge


208


across the too of each end for supporting it on wheels


32


W to roll into and out from the berth. The container has arms


38


P and


39


P which recess into pockets on the sides of the container and engage in channels


54


and


55


respectively when extended to guide the container into and out from the car.





FIG. 40

shows a station for transfer of small containers


20


S from and to train


23


in either direction past the station. Cars


22


S in train


23


each have a plurality of container berths


30


S each with rollers


32


for supporting a flat bottom container


20


S having a length equal to the car's width and a width equal to that of a semitrailer.




The small containers


20


S,

FIGS. 40-44

, are good for handling mail and express or autos or small vehicles which can be hoisted up at the front of the vehicle to an angle to fit in the short container crosswise the car.




Each container


20


S has a transfer bridge arm


38


C, as described, to slide out either end of container


20


S out either side of car


22


S that faces the station to engage rail


58


when approaching the station from either end that the train is entering. The station has a right and a left platform


26


SR and


26


SL the mirror image of each other with oblique channels


54


run at about 45° to track


24


, a channel


54


for each wheel


50


on arm


38


C. Each berth


30


S has curb rollers


34


across the ends of the berth and a channel


140


positioned legs up central across the berth for rollers


50


to guide the container and rollers


32


lengthwise the car to support the container to roll in and out from either side of the car.




The dock has three channels


54


secured equally spaced to each receive a roller


50


in succession from the extended arm


38


C of a container starting with the first channel met. Arm


38


C is limited by pin


142


in slot


143


to pull the container out as the container is pushed toward the station by the train. As the container is pushed out further, the remaining rollers


50


engage in their respective channels


54


before the container is pushed clear of the train and is slowed down. Channels


54


turn parallel to track


24


where the container clears the trains and accumulates containers


20


S when removed from the train. Preferably live roller accumulating conveyors


84


retard and drive the containers along the dock and when ready propel them to load on a train


23


. The dock has a length for containers which are ready to be moved into empty berths


30


S as the train continues in either direction. Roller


50


at the end of arm


38


C facing the train is engaged with the car


22


S and enters a channel


140


that is empty, since a container in that berth would have arm


38


C with roller


50


blocking another roller


50


from entering that channel. At each end of the station a rubber tired roller


194


is mounted on the end of a lever arm


212


pivoted at


213


and biased by spring


214


to roll against the side of cars


22


S to push in any container and roller


50


that may extend out from the car. When the containers are inserted in their berths they latch over catches or latches


216


alongside of each channel for rollers


50


across the berth. Arms


38


C have catches


217


which also latch with latches


216


as will be described with

FIGS. 46-49

.




On the station platform, channels


54


T intersect channels


54


at 90° for moving containers from conveyors


84


to a parallel conveyor


84


for storage or onto truck T backed to the dock. The truck bed has a central channel


54


T′ for rollers


50


to guide containers in and out of the truck on rollers


32


on the truck's bed. Channels


54


T can be widened to give tolerance to truck alignment. Ball casters


218


can replace rollers


80


at these intersections.




Containers


20


S have end roll-up doors


220


for unloading and reloading while on car


22


S or on the dock. Roll-up doors


220


on both ends of containers


20


S can be opened from both inside and out so when end to end on a truck or trailer they can be opened so fork truck FT can be driven through to load as one long container, FIG.


44


.




The second run of accumulating conveyors


84


SS can store containers


20


S so trucks can load and unload therealong without interference with rail transfers.




Motors


154


are driven to extend arms


38


,


38


B or


38


C on containers for transfer from the train on signal from a transponder code reader


224


,

FIG. 41

, at the station which interrogates transponder


225


for each berth on the car


22


,


22


B or


22


S to identify a container wanted for transfer to detect direction, speed, and loading of each berth. The reader is programmed to look for containers to be removed from the train. When found it signals the berth to unpin the container when safe for transfer and extend its arms


38


and


39


or


38


B,


39


B or


38


C to engage the oblique channels for transfer.




The ends of containers


20


S on cars


22


S are flush with the car sides, FIG.


41


. The car has a roof and ends to help contain the container and be streamlined. No car doors are needed except for empty berths. For this concern, roll-up doors


228


are provided guided in tracks


230


along each side of the berth to roll up into the roof area of the car to open an empty berth for a container on approach to the station to take a container therein. Opened doors


228


clear above the berth a path for a container. Closed doors


228


extend down to cover the empty berth area. Doors


228


stay open in berths having a container until the container is removed and the end of the station is approached where wayside control sends a signal to lock or pin the containers and close the doors of empty berths. Curb rollers


34


along each end of each berth guide containers straight in or out.




Referring to

FIGS. 42 and 43

, arm


38


C has a catch finger or notch


217


from opposite ends on opposite sides to latch between latches


216


on the berth to hold the arm within the car. The flat container bottom has notches


238


to fit between latches


216


to secure the container centered on the car. The channel track


140


for arm


38


C across the bottom of the container has a slot


240


in opposite legs for a trunion rod


242


on the inner portion of arm


38


C to ride to limit extent of the arm from the container. A hand hook


244


can be used to lift and pull the arm out to unlatch and extend for transfer.




Referring to

FIGS. 45-49

the small containers


20


J preferably have arms


38


J that extend from each side of each side with a roller


50


at each end of each side as do the long containers


20


B. The arms


38





38


or


38


-


39


that extend from each side are connected by yoke J to insure operation together as one arm. The bottom of the container has an arm track channel along each end with a slot


240


in opposite facing walls. The inner end of each arm


38


J has a trunion pin


242


supporting the arm to slide or roll along the slot which limits travel in and out from the container. The arms are retained by a bottom plate


245


on the container to keep the arms from drooping. Link


246


on right arm


38


J and pin


247


on left arm


38


J are engaged by the arm on the opposite side of the container to prevent arms from being extended from both sides of a container at the same time.




Arms


38


J each have a notch catch


217


shown slotted and bent down toward and in from each roller


50


to engage behind a latch


216


on the car. The berth has four latches


216


one alongside each end of each channel


140


across the car. The top of each latch is tapered down to its side of the car to pass an arm


38


J in to catch against the far latch


216


. The bottom of the incoming container engages its recesses


238


between the latches


216


. When the trailing arm


38


J is pushed under the container, its catches


217


latch behind near side latches


216


on the car. Each latch


216


engages both the container and an arm. The arm is lifted on one side or the latch


216


lowered to extend with hand hook


244


or by a retractable motorized sprocket or air cylinders.




In

FIGS. 50 and 51

, arms


38


and


39


are omitted and a roller


50


mounted directly on each corner of the bottom of container


20


S′. A gear rack


150


′ is recessed across the bottom of the container along the center line of its transverse axis relative to car


22


S′. Gear rack


150


′ is engaged by spur gear


152


′ on gearmotor


154


secured to the car below the container to extend the container to align near rollers against guard rail


58


on dock


26


S for entry into oblique parallel channels


54


as the car moves to the right.




Each berth on car


22


S has a roller bed


32


, channels


140


or clearing for rollers


50


to travel transversely across the car, a latch


216


for engaging in each comer notch


238


of the container


20


S′, and curb rollers


34


to guide the container straight across the car. Latches


216


are each supported by spring in an air cylinder that lowers its latch by air pressure on the side of the car for transfer. The latches have tapered tops and resiliently recess to pass an incoming container across the car to be stopped by the latches on the far side. The near side latches


216


then lift in notches


238


to secure the container in place.




Referring to

FIG. 52

, container


20


S′ has an arm


38


H mounted on vertical pivot pin


44


V to lift and swing out and drop between stop pins which hold the arm extended for its rollers


50


to engage in one channel


54


for transfer. Other arms


38


M with rollers


50


can be on pins


44


V fixed depending from the bottom of container


20


S′ to engage in parallel channels


54


.




Referring to

FIGS. 40 and 53

, accumulating conveyors


84


are driven to carry containers to the train for loading in empty berths. Rollers


50


seek out empty channels


140


to find empty berths to enter while rolling on the side of the car along a protective rail for them. Preferably, as shown in

FIGS. 40 and 53

, each berth


30


has a pusher arm


116


extended on its trailing side to hold an incoming container away until aligned at an empty berth. The container is pushed by the next extended arm


116


and moves on the diagonal straight into the empty berth. Pusher arm


116


has a rubber covered roller


34


′ to roll against sides of the container and is located above curb rollers


34


on the car at height to clear the dock and is extended and retracted by air cylinder


118


.




Referring to

FIGS. 54-56

, aim


38


C is extended by one of two air chlinders


260


, one for each direction, one below opposite sides and ends of the arm to clear rollers


50


and each other. The head end of each cylinder is clevis mounted to the car to move up and down. A cam roller


262


is connected by link


264


to the rod end to swing up and down on a cam track


266


secured to the car. Truck


266


lifts the rod end to engage the arm when the cylinder is pressured at the head end. The rod end engages a depending member


268


on arm


38


C by track


266


lifting roller


262


at the start of the stroke and is held up by the cam roller to the end of the stroke when the arm


38


C is thus extended for transfer. Then when cylinder


260


is exhausted it is returned by an internal spring, trailing link


264


to drop the rod below contact with arm


38


C. At the end of tie return stroke, track


266


drops roller


262


to swing the link down to starting position.




Referring to

FIG. 57

as a further variation, car


22


A has an aisle


270


past berths


30


S′ for containers


20


A. These narrow containers are more stable supported on bridging arms


38


S that have swivel casters,

FIGS. 58 and 59

, with a central supporting wheel


276


and a steering roller


50


on each end of an extended caster frame


278


. These casters follow in channels


54


or


55


substantially as described for rollers


50


and can support the container on arms


38


S on wheels


276


. Turntables in the channel track can redirect the containers to off and on load to vehicles backed to the side of the platform. All four casters are connected to turn together by roller chain and sprockets


280


or gearing and shafting so trailing casters are aligned to engage the channels when leaving the car. This type of arm is generally applicable.




Referring to

FIG. 60

, train


23


on track


24


is passing a station train of vehicles


26


V and


26


V′ shown before and after transfer left to right. Vehicle


26


V′ is the mirror image of vehicle


26


V with channels


54


V on the opposite oblique angle for the rear vehicle


26


V to receive a container from car


22


and the forward vehicle


26


V′ to deliver a container onto the same car while the train


23


passes the station train at a safe speed difference for the successive transfers.




Referring to

FIG. 61

, the container is preferably levitated by air pressure for transfer. Light controlled air solenoid valve nozzles


290


feed air from pressure tank


292


into corrals


294


under containers which cover and darken them to open to inject air for lifting the container thereabove. At night, electric lights


296


light the area to keep the nozzles closed except in the darkened corrals under a container when ready for transfer. The air corrals have an airtight base and side walls edged with fabric and rubber flaps


298


to engage the flat bottom of the container to confine air to build up pressure to lift the container. Light sensors


300


on the walls of these frames are connected to amplifier and relay to control valve


290


to close when lighted and open to admit air when darkened by a container thereover. Proximity switches could also be used. Rollers


80


in the corrals and along the edges of the platform can also support the container.




The container can be a flat bed, rack, gondola, special vehicle, or flat bed for carrying vehicles or other containers. This invention can be applied to material handling with the container, a parts box or flat bed, for loading and unloading amusement rides, and as a toy.




Having thus described my invention with preferred embodiments, I intend to cover by the claims all embodiments, variations, applications, and parts which are within the true spirit and scope of this invention.



Claims
  • 1. A container transfer system comprising in combination, a vehicle way, at least one vehicle thereon for moving along said way, a container for transport on said vehicle, a platform at an elevation for receiving and supporting said container alongside of said way, said vehicle having at least one container berth for supporting and guiding said container to move transversely off of the vehicle onto said platform, a channel track having at least one channel secured on said platform extending obliquely away from said vehicle way, cam rider means for guiding on said channel including at least one roller supported extended from said container to engage in said channel to pull the container off of said vehicle onto said deck platform when the vehicle is moved along said way in the direction of increasing distance of said channel from said vehicle way, and means for supporting said container from the bottom on said platform to travel out from said vehicle parallel to said vehicle along said oblique channel.
  • 2. A system as in claim 1 and means to move said container along on said best platform in the opposite direction into said container berth when the vehicle is moved in that direction along said way past said platform.
  • 3. A system as in claim 2, said means to move being a push arm located on and extendable from said vehicle to engage and push said container along on said platform onto said berth when the vehicle is moved along said vehicle way past said platform in the direction of decreasing distance between said channel and said vehicle way.
  • 4. A system as in claim 2, said means to move including an accelerating arm, a pivot support for the arm to swing horizontally thereon below the platform level, upstanding roller means on the end of said arm opposite said pivot to engage and push the container along said platform to harmonically accelerate the container as the arm is rotated, and means engaged by said vehicle along said vehicle way connected to rotate said arm to accelerate the container to align and enter said berth when moving in the second said direction.
  • 5. A system as in claim 1 and latch means for securing said container on said berth and means for opening said latch means when said cam rider means is extended to release said container to move onto said platform.
  • 6. In a system as in claim 1, said cam rider means having more than one said roller spaced for tracking in one said channel to keep the container parallel during transfer.
  • 7. In a system as in claim 1, said container and vehicle being rectangular in plan withsides longer than width, there being at least one said roller extended from a side at each end of the container to engage and track in said channel track, said channel track having at least two said channels spaced apart parallel for the said roller for each end of the container to align in a said channel to align the container parallel and accurately to transfer between the vehicle and platform.
  • 8. In a system as in claim 1, a second vehicle alongside of said vehicle way, said platform being the bed of said second vehicle and having a length along said vehicle way, said channel track having more than one said channel for each end of said container all parallel and oblique for the container, said container having a said roller spaced for each said channel and extended for engaging successively in the channels at each end as the container is transferred from the first said vehicle to said second vehicle so there is at least one said roller at each end of the container engaged in said channels while said container is engaged with said second vehicle.
  • 9. A container side transfer system comprising in combination, a vehicle way, at least one vehicle thereon for moving along said vehicle way, at least one container, a platform for supporting said container alongside of said vehicle way, said vehicle having at least one berth for securing, supporting, and guiding a said container to move transversely on and off of said vehicle at an elevation for substantial level transfer to said platform, a cam channel track having spaced apart parallel channels secured on said platform extending obliquely away from said vehicle way, cam rollers spaced and supported extended each on a vertical axis depending from said container to engage in said channels to pull a said container parallelly off of said vehicle onto said platform when the vehicle is moved along said vehicle way passing said platform in the direction of increasing distance of said channel track from said vehicle way, and means for moving said container along said channel track into said berth when said vehicle is moved in the reverse direction past said platform.
  • 10. A system as in claim 9, said container having arms extending from the side of said container each extending a said cam roller thereon to position to simultaneously enter a channel of said channel track for transfer of said container parallelly between said vehicle and said platform.
  • 11. A system as in claim 10, said container having standard corner castings with holes, said arms each having twist-lock means for engaging in said holes to temporarily secure said arms to said container for transfer between said vehicle and said platform.
  • 12. A system as in claim 10, said arms being hinged to swing up and down and means for lifting and lowering said arms for transfer.
  • 13. A system as in claim 12, said means for lifting and lowering including cams on said arms and a longitudinal lift guard along the side of said vehicle to lift said arms and secure said container when raised, and when lowered, to engage said cams on said arms to lower said arms together to engage said rollers in said cam track for transfer.
  • 14. In a system as in claim 10, said arms being mounted to slide in and out on the bottom of said container.
  • 15. In a system as in claim 10, said arms being hinge mounted on said container to swing up and down, at least one of said arms having a worm gear segment concentric on its hinge and a worm engaged with said segment for lifting and lowering the arm, and means connecting said arms together to lift and lower together.
  • 16. In a system as in claim 10, at least one vertical pin on said container, one of said arms being mounted thereon to swing its said roller thereon horizontally out from under said container, latch means for holding that arm extended to engage its roller in one of said channels and for holding the arm retracted to be within the clearance limits of said vehicle.
  • 17. In a System as in claim 10, said arm being a bridging arm having both support and guide roller means for supporting said container to bridge the gap between said vehicle and said platform, and means for supporting said arm to give support for said container.
  • 18. In a system as in claim 9, said channels being obliquely extended back from said way to clear the container from said vehicle, therebeyond each having a curve curving away from said vehicle way to guide said containers to be moved to align side by side.
  • 19. In a system as in claim 18, said channels being duplicated and spaced for each end of the container.
  • 20. A system as in claim 1, said vehicle being a railway car having a plurality of said berths each for a said container, said cam means including arm means extendable on each said container each having depending means to engage and align in said channel track in succession to pull out that container onto said platform.
  • 21. In a system as in claim 20, said container being substantially as long as said railway car is wide and as wide as a highway vehicle for loading side-by-side on the railway car and end-to-end on a truck bed.
  • 22. In a system as in claim 21, said container having a doorway on each end for throughput end loading by fork truck driving through container-after-container when aligned end-to-end on a highway vehicle, and door means for closing off said doorways to be sides on said railway car.
  • 23. In combination, transport containers, railway track and cars thereon and highway vehicles for transporting said containers, a driveway for said highway vehicles, a dock for said containers having a side along said track and an opposite side along said driveway for transfer of said containers between said railway cars and said highway vehicles (such as trucks and buses), parallel transfer channels on said dock run oblique between said sides, said containers having cam wheels spaced and extended to engage and run in said channels to guide said containers parallel between said railway cars, said dock, and said highway vehicles, and means for moving said containers for transfer to and from said dock including the movement of said cars and said vehicles.
  • 24. In a system as in claim 1, air corrals for lifting transfer containers on said platform comprising air pressure supply, light sensor controlled air valves to open in the dark to force air to enter in the corrals when under a said container to provide lift therefor to enable easier movement of the container on the platforms.
  • 25. In a system as in claim 10, said arms being a bridging arms each having a swivel caster with a central support roller and a said cam roller on each end, and means for supporting the container on the arms for supporting the container bridging the gap between said vehicle and said platform, said support roller supporting each of said arms extended from said container guided by said cam rollers to travel along said channels on said platform.
  • 26. A container transfer system having in combination a load bearing device (i.e. a container), a trackway, a vehicle guided to move along on said trackway, a dock for receiving said container from said vehicle when moving by along said trackway in a first direction, a berth on said vehicle for holding, guiding, and supporting said container to move transversely onto and off from said vehicle, a cam track on said dock oblique to said trackway, horizontal cam rider means on said container for engaging with said cam track for (switching) pulling said container parallelly off of said vehicle and onto said dock as said container is pushed along by said vehicle until clear from said vehicle.
  • 27. A system as in claim 26 and means including a push arm mounted on said vehicle to extend therefrom to move said container in the opposite direction along said dock to push said container onto said berth as guided by said cam rider means along said cam track.
  • 28. In combination, a vehicle way, a vehicle for running thereon, at least one container on said vehicle, a container transfer dock having a dock side &long said vehicle way to receive said container at substantially the same height as on said vehicle when thereat, a cam channel track on said dock extending obliquely substantially from said dock side away from said vehicle way, cam roller means on said container for engaging in said cam track along said dock to transfer the container to or from sail dock according to the direction of movement of said vehicle along said way, and roller means on said vehicle for pushing said container along said dock until clear of said vehicle, all said roller means guiding said container to roll straight parallel on and off of said vehicle, said cam track serving to pull out and push in said container on said vehicle and guide it parallelly on said dock, and conveying means on said dock for supporting, moving and stopping said container.
  • 29. In combination, at least one transport container, a first and a second platform for holding said container for side transfer therebetween, at least one said platform being movable parallel alongside the other said platform, at least one oblique channel on said first platform extending on an oblique angle toward the second said platform, said second platform having means for guiding said container straight transversely onto and out from said second platform for this transfer, and aligning transfer means for engaging and connecting said container on (with) said channel at points spaced apart to travel parallel in line obliquely along said channel whereby the relative movement of said platforms alongside of each other transfers said container parallel between said platforms in a direction according to the direction of relative movement of said platforms alongside of each other.
CROSS REFERENCE TO RELATED PATENTS

This application corresponds to my U.S. provisional applications No. 06/119,297 filed Feb. 9, 1999, No. 60/149,590 filed Aug. 18, 1999; and No. 60/161,836 filed Oct. 27, 1999, and is a continuation in part of my pending U.S. application Ser. No. 09/623,621 filed Aug. 31, 2000.

PCT Information
Filing Document Filing Date Country Kind
PCT/US00/03400 WO 00
Publishing Document Publishing Date Country Kind
WO00/47461 8/17/2000 WO A
US Referenced Citations (6)
Number Name Date Kind
1313091 Lamar Aug 1919 A
1383220 Lamar Jun 1921 A
3471043 Kemp et al. Oct 1969 A
3548756 Fujioka Dec 1970 A
4124129 Barry Nov 1978 A
4130208 Barry Dec 1978 A
Provisional Applications (3)
Number Date Country
60/119297 Feb 1999 US
60/149590 Aug 1999 US
60/161836 Oct 1999 US
Continuation in Parts (1)
Number Date Country
Parent 09/623621 Aug 2000 US
Child 09/913145 US