CA1098374A - Driverless vehicle traffic control system - Google Patents
Driverless vehicle traffic control systemInfo
- Publication number
- CA1098374A CA1098374A CA260,380A CA260380A CA1098374A CA 1098374 A CA1098374 A CA 1098374A CA 260380 A CA260380 A CA 260380A CA 1098374 A CA1098374 A CA 1098374A
- Authority
- CA
- Canada
- Prior art keywords
- vehicle
- track rails
- stopping
- receiving position
- track
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
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- Automobile Manufacture Line, Endless Track Vehicle, Trailer (AREA)
Abstract
DRIVERLESS VEHICLE TRAFFIC
CONTROL SYSTEM
ABSTRACT OF THE DISCLOSURE
A transfer table is movable to place tracks thereon into and out of alignment with stationary tracks. When a driver-less wheeled vehicle is on the tracks of the transfer table, and the transfer table tracks are out of alignment with the stationary tracks, a device automatically stops vehicles adjacent the free ends of the stationary tracks. A discrete rotatable drive shaft is provided between the stationary tracks and between the tracks of the transfer table for causing a driverless vehicle to move therealong.
CONTROL SYSTEM
ABSTRACT OF THE DISCLOSURE
A transfer table is movable to place tracks thereon into and out of alignment with stationary tracks. When a driver-less wheeled vehicle is on the tracks of the transfer table, and the transfer table tracks are out of alignment with the stationary tracks, a device automatically stops vehicles adjacent the free ends of the stationary tracks. A discrete rotatable drive shaft is provided between the stationary tracks and between the tracks of the transfer table for causing a driverless vehicle to move therealong.
Description
- ~og83 7~
BACKGROUND
This invention relates to driverless wheeled vehicles. As a disclosure exemplifying the type of system involved herein, see Canadian patent 756,364 and Canadian application No. 195,317 filed May 18, 1974 entitled Vehicle and Track System.
There is a need for a control system which permits only one driverless vehicle at a time to be driven off the free ends of stationary tracks onto a transfer table only when the transfer table is in a receiving position and to restrain any following vehicles until the transfer table moves away and returns to the receiving position.
DISCLOSURE
This invention is directed to a driverless vehicle traffic control system comprising stationary first and second tracks having free ends, a transfer table h~ving third and fourth tracks thereon, said transfer table being movable from a receiving position wherein each track on said transfer table is aligned with one of said stationary tracks to a nonreceiving position wherein the tracks on said transfer table are misaligned with the stationary tracks.
A vehicle stopping means is provided adjacent the free ends of the stationary tracks for pre~enting driverless vehicles from passing beyond the free ends except when the transfer table i8 in its receiving position. The vehicle stopping means includes a cam for contacting a movable portion of a driverless vehicle to cause the vehicle to halt while on said station2ry tracks. A cam retracting means is provided for retracting said cam when the transfer table is in a receivinq position.
According to one broa~ aspect, the invention relates ~k 10~8374 to a driverless vehicle traffic control system comprising stationary first and second track rails having free ends, a table having third and fourth track rails, said table being movable from a receiving position adjacent said free ends to a non-receiving position, each track rail on said table being aligned with one of said stationary track rails when said table is in its receiving position, vehicle moving means including driving means and coacting driven means for propelling a vehicle from said stationary track rails onto said table track rails, vehicle stopping means adjacent at least one of said free ends of said stationary track rails for interrupting movement of a vehicle by discontinuing the propelling effect on the driven means by the driving means and for preventing said vehicle from passing beyond said free ends of said stationary track rails when said table is not in its receiving position, means to extend said vehicle stopping means to a stopping position, retracting means for retracting saicl vehicle stopping means from said stopping position, actuator means supported by said table, said actuator means having first means adapted to engage and actuate said retracting means as the table moves to its receiving position and said actuator means having second means for activation by a portion of a vehicle during transfer of said vehicle from said stationary track rails onto said table track rails whereby said actuator means disengages from said retracting means to allow said vehicle stopping means to move to said stopping position under the action of said extending means.
For the purpose of illustrating the invention, there is shown in the drawings a form which is presently preferred;
it j - lA -10~8374 1 ~eing understood, however, that this invention is not limited to the precise arrangements and instrumentalities shown.
Figure 1 is a plan view of a portion of the system in accordance with the present invention wherein a transfer table is in its receiving position.
Figure 2 is a view similar to figure 1 but showing the transfer vehicle when it is not in a receiving position.
Figure 3 is a sectional view taken along the line 3-3 in figure 1.
Figure 4 is a sectional view, on an enlarged scale, taken along the line 4-4 in figure 3.
Figure 5 is a perspective view of components shown in figure 3 but on an enlarged scale.
Referring to the drawing in detail, wherein like numerals indicate like elements, there is shown in figure 1 a system in accordance with the present invention.
A driverless vehicle designated generally as 12, and of the type disclosed in the above mentioned patents and pending application, is provided with wheels 14 and 16 which ride on stationary tracks 18 and 20, respectively.
In figure 1, the vehicle 12 is driven in the direction of arrow 21 by means of a drive shaft 22. Drive shaft 22 is rotat-ably driven for rotation about its longitudinal axis by means of a motor not shown. The drive shaft 22 is provided at one end with a bearing 23. The rotary movement of the drive shaft 22 is converted to cause the vehicle to move in the direction of arrow 21 by contact between said drive shaft and a drive wheel 24.
Drive wheel 24 rotates about a horizontal axis. When the axis of rotation of wheel 24 is parallel to the axis of drive shaft 22, there is no movement of the vehicle 12 in the direction of arrow 21. The wheel 24 is supported on the bottom side of the vehicle -`- 10~8374 1 12 by means of a shaft 26 and is biased by a spring to the position shown in figure 1 wherein the axis of rotation of the wheel 24 is at an acute angle of 35-45 with respect to the longitudinal axis of drive shaft 22. A ring connected to shaft 26 is provided with a cam follower 28.
Adjacent the free ends of the tracks 18 and 20 and the free end of drive shaft 22, there is provided a transf~r table 30. The transfer table 30 is provided with tracks 32 and 34 thereon. When the table 30 is in its vehicle receiving position such as that shown in figure 1, track 32 is aligned with track 13 and track 34 is aligned with track 20.
A drive shaft 36 is provided on the table 30. A motor 38 is supported by the table 30 for movement therewith and is in driving relation with the drive shaft 36. One free end of the drive shaft 36 is shown supported by a bearing designated 39. In the vehicle receiving position shown in figure 1, the drive shafts 22 and 36 are coaxial with their adjacent ends being spaced from each other by a slight gap of about 1/4 inch. The table 30 is movable from its vehicle receiving position shown in figure 1 to a position wherein a vehicle supported thereby is being transfer~ed.
Movement of the table from its vehicle receiving position may be in the form of rotation, pivotable movement, or reciprocation.
For purposes of illustration, the table 30 is mounted for rotation in the direction of arrow 40 about a vertical axis.
A vehiclP stop means 41 is provided for stopping the vehicle 12 in the approximate location as shown in figures 1 and 2 whenever the table 30 is not in its vehicle receiving position as shown in figure 1. The vehicle stopping means 41 includes a cam 42 mounted for pivotable movement about a vértical pin 44. Cam 42 has a cam surface 43 which is disposed at an acute angle with respect to the longitudinal axis of drive shaft 22. A spring 46 1~ 374 1 extends from a bearing for pin 44 to a link 48 and biases the cam 42 to the position shown in figure 2. Link 48 has one end pivot-ably connected to the cam 42. The other end of link 48 is pivot-ably connected to one end of a link 52. The other end of link 52 is connected to a rotatable pin 50. Pin 50 is provided with a suit-able bearing for rotation about a vertical axis.
The lower end of pin 50 is connected to a link 54. See figure 4. Link 54 is pivotably connected to one end of rod 55 by pin 53. Rod 55 is generally parallel to the longitudinal axis of drive shaft 22 when the table 30 is in its receiving position.
A bell crank 60 has one leg thereof pivotably connected to the other end of connecting rod 55 by means of pin 58. The bell crank 60 is pivotably mounted about the axis of vertical pin 62 supported by the track 18. The tracks 18 and 20 are preferably in the shape of an I-beam so as to provide mounting space between the upper and lower flanges thereof. In this regard, note the elevation of the bell crank 60 in figure 3.
The other leg of the bell crank 60 is designated 64 and has thereon a follower 66. The web of the track 18 is provided with an opening 67 through which a portion of leg 64 and follower 66 extend when the vehicle transfer table 30 is not in its receiving position. Compare the relative position of the bell crank 60 as shown in figure 1 with that shown in figure 2.
The vehicle stopping means 41 is preferably preassembled onto a mounting plate 70 whereby the entire means 41 may be in-stalled or replaced as a unit after disconnecting the pins 62. A
limit stop 68 is provided on the plate 70 to limit the pivotable movement of the cam 42. An acceleration plate 74 having 2 verti-cally disposed surface is provided on the plate 70 by means of brackets 76. The vertical surface of plate 74 forms an acute angle with the longitudinal axis of the drive shaft 22. Thus, it lQ~8374 1 will be noted that the plate 74 and the cam surface 43 ccnverge toward a vertical plane containing the longitudinal axis of drive shaft 22. As shown in figure 4, the upper surface of cam 42 and plate 74 are coextensive with the height of plate 74 being substan-tially greater than the height of cam 42. The relative elevation of drive shaft 22 with the elements of the stop means 41 are shown in figure 4.
The bell crank 60 is supported from the web of the track 18 by a mounting block 77. Mounting block 78 has a vertically dis-posed bore for rotatably supporting the pin 62 and a pair oftransverse bores to facilitate bolting the mounting block 78 to the web of track 18 adjacent the opening 67 in the web of track 18.
The means for actuating the vehicle stop means 41 is supported by the turntable 30 for movement therewith. Track 32 is provided with an opening 80 in the top surface thereof on which the wheels 14 of the vehicle 12 ride. The web of track 32 supports an actuator 82 mounted for pivotable movement about the axis of pin 84. One leg o the actuator 82 i9 in the form of a cam 86 which projects upwardly through the opening 80. Another leg of the actuator 82 is an extension 88 which is generally parallel to the tracks 18, 32 in the receiving position of the table 30.
In the receiving position of the table 30, the extension 88 con-tacts the follower 66 on the bell crank 60 and rotates it whereby the leg 64 is generally parallel to the tracks 18,32 See figure 1. I~hen the table 30 has moved from its receiving position as shown in figure 2, the follower 66 and a portion of leg 64 project through the opening 67 in the web of track 18. See figure 2.
A safety limit stop 90 is provided on the cam 42 and projects upwardly therefrom. See figure 3. A depending bracket 92 on the bottom of the vehicle 12 contacts the limit stop 90 when lQ'a8374 1 the cam 42 is in its stop position as shown in figure 2 and the follower 28 has inadvertently gone beyond the cam surface 43.
The system 10 operates as follows.
When the turntable 30 is in its vehicle receiving position as shown in figure 1, the extension 88 rotates the bell crank 60 to the position shown in figure 1 wherein cam 42 is free to rotate in a clockwise direction due to the angular disposition of the links 48 and 52. The spring 46 is stretched by the links 48, 52. When vehicle 12 approaches the position of cam 42, contact between follower 28 and cam surface 43 results in the cam 42 being pivoted in a clockwise direction whereby the vehicle 12 may pass beyond the same and transfer from the tracks 18, 20 to the track 32, 34 respectively.
When the wheel 14 on the front end of the vehicle 12 transfers onto the track 32, it depresses the cam 86 of the actua-tor 82. Depressin~ the cam 86 rotates the actuator 82 in a counterclockwise direction in figure 3 thereb~ causing the extension 88 to move in such counterclockwise direction to a position above the elevation of the follower 66. Cam 86 is de-pressed until it is flush with the upper surface of track 32.~station of the actuator 82 in a counterclockwise direction in figure 3 stretches spring 94.
When the extension 88 has been pivoted upwardly to a position wherein it no longer contacts the fol~ower 66, spring 46 contracts thereby pivoting links 48, 52 and bell crank 60 from the position shown in figure 1 to the position shown in figure 2. When this occurs, the follower 28 on the vehicle 12 is downstream from the cam surface 43. ~ence, the vehicle stop means 41 assu~es the position shown in figure 2 for stopping all subsequent vehicles until the cam ~2 is again retracted by contact between extension 88 and follower 66.
837~
1 As soon as the wheel 14 at the front end of the vehicle ~ passes over the cam 86, it is returned by rotating in a clock-wise direction in figure 3 by spring 94. However, the extension 88 is now above the elevation of the follower 66 and therefore is incapable of contacting the follower 66 to cause the bell crank 60 to rotate from the position shown in figure 2 to the position shown in figure l.
After the vehicle 12 has transferred onto the table 30, the vehicle trips a switch which causes the table 30 to move from its receiving position shown in figure 1. Such movement of the table may be rotation about a vertical axis, pivoting about a vertical axis, or reciprocation in a horizontal direction for transferring the vehicle 12 to another set of tracks.
When the table 30 returns to the position shown in figure 1, the extension 88 is now at the same elevation as the follower 66.
In this regard, the track 32 may be provided with a limit stop 96 to assure that the extension 88 is at the proper elevation with the cam 86 projecting upw~rdly through the opening 80. As the table 30 moves to the receiving position wherein the respective tracks and drive shafts are properly aligned, extension 88 con-tacts follower 66 and pivots the same from the position shown in figure 2 to the position shown in figure 1 thereby retracting the cam 42.
While the table 30 has a vehicle thereon which is being transferred, all subsequent vehicles moving along the tracks 18, 20 are stopped by the vehicle stop means 41. As a vehicle approaches the vehicle stop means 41, the follower 28 thereon con-tacts the cam surface 43 to cause rotation of the drive wheel 24 until the axis of rotation of wheel 24 is par~llel to the axis of rotation of the drive shaft 22. When this occurs, the vehicle stops moving along the length of the tracks 18, 20 and the follower ~Q98374 1 28 is still in contact with the surface 43.
In the event that the follower 28 slips off the cam surface 43, the bracket 92 on the lower surface of the vehicle will contact the limit stop 90 and prevent any further movement of the vehicle.
If a vehicle is stopped by the stop means 41 when cam 42 is released as described above, cam 42 pivots out of the way whereby the follower 28 may rotate in a counterclcckwise direc-tion in figure 1 at a rate controlled by ccntact with the side face of acceleration plate 74. In this manner, the vehicle accelerates slowly and transfers onto the table 30.
The extension 88 may include a rotatable contact member which rotates about a horizontal axis for contact with ~he follower 66 which rotates about a vertical axis. In this manner, wear on the extension 88 may be minimized. If the table 30 is mounted for horizontal reciprocation instead of rotation in the direction of arrow 40, the extension 88 may be provided with a cam which contacts the follower 66 and pivots the bell crank 60 in the manner described above.
In view of the above description, it will be noted that the vehicle 12 is permitted to pass downstream from the stop means 41 depending upon the position of the table 30. If table 30 is in a position wherein it can receive vehicle 12, the vehicle 12 will slow down slightly at stop means 41 and then increase speed and continue onto the table 30. When the table 30 is not in a vehicle receiving position, all vehicles encountering stop means 41 will be caused to stop and wait for the table 30 to return.
Thus, there has been provided a traffic control system which is automatic for use in connection with driverless vehicles.
When the cam 42 is in its vehicle stopping position as shown in figure 2, spring 46 has pivoted links 48 and 52 into an 1 aligned position or an over-the-center position so that cam 42 cannot rotate about the axis of pin 44. Other equivalent devices may be u~ed for this purpose. While the system described and illustrated is ~referably a mechanical system, various movements may be caused by use of an eIectro-mechanical system. For example, element 66 may be the contacts of a relay for controlling a solenoid operated plunger connected to cam 42 to control move-ment of cam 42. While cam 42 preferably is mounted for pivotable movement, it could reciprocate from an operative to an inoperative position.
The present invention may be embodied in other specific forms without departing from the spirit or essential attributes thereof and, accordingly, reference should be made to the appended c-aims, rather than to the foregoing specification as indicating the scope of the invention.
BACKGROUND
This invention relates to driverless wheeled vehicles. As a disclosure exemplifying the type of system involved herein, see Canadian patent 756,364 and Canadian application No. 195,317 filed May 18, 1974 entitled Vehicle and Track System.
There is a need for a control system which permits only one driverless vehicle at a time to be driven off the free ends of stationary tracks onto a transfer table only when the transfer table is in a receiving position and to restrain any following vehicles until the transfer table moves away and returns to the receiving position.
DISCLOSURE
This invention is directed to a driverless vehicle traffic control system comprising stationary first and second tracks having free ends, a transfer table h~ving third and fourth tracks thereon, said transfer table being movable from a receiving position wherein each track on said transfer table is aligned with one of said stationary tracks to a nonreceiving position wherein the tracks on said transfer table are misaligned with the stationary tracks.
A vehicle stopping means is provided adjacent the free ends of the stationary tracks for pre~enting driverless vehicles from passing beyond the free ends except when the transfer table i8 in its receiving position. The vehicle stopping means includes a cam for contacting a movable portion of a driverless vehicle to cause the vehicle to halt while on said station2ry tracks. A cam retracting means is provided for retracting said cam when the transfer table is in a receivinq position.
According to one broa~ aspect, the invention relates ~k 10~8374 to a driverless vehicle traffic control system comprising stationary first and second track rails having free ends, a table having third and fourth track rails, said table being movable from a receiving position adjacent said free ends to a non-receiving position, each track rail on said table being aligned with one of said stationary track rails when said table is in its receiving position, vehicle moving means including driving means and coacting driven means for propelling a vehicle from said stationary track rails onto said table track rails, vehicle stopping means adjacent at least one of said free ends of said stationary track rails for interrupting movement of a vehicle by discontinuing the propelling effect on the driven means by the driving means and for preventing said vehicle from passing beyond said free ends of said stationary track rails when said table is not in its receiving position, means to extend said vehicle stopping means to a stopping position, retracting means for retracting saicl vehicle stopping means from said stopping position, actuator means supported by said table, said actuator means having first means adapted to engage and actuate said retracting means as the table moves to its receiving position and said actuator means having second means for activation by a portion of a vehicle during transfer of said vehicle from said stationary track rails onto said table track rails whereby said actuator means disengages from said retracting means to allow said vehicle stopping means to move to said stopping position under the action of said extending means.
For the purpose of illustrating the invention, there is shown in the drawings a form which is presently preferred;
it j - lA -10~8374 1 ~eing understood, however, that this invention is not limited to the precise arrangements and instrumentalities shown.
Figure 1 is a plan view of a portion of the system in accordance with the present invention wherein a transfer table is in its receiving position.
Figure 2 is a view similar to figure 1 but showing the transfer vehicle when it is not in a receiving position.
Figure 3 is a sectional view taken along the line 3-3 in figure 1.
Figure 4 is a sectional view, on an enlarged scale, taken along the line 4-4 in figure 3.
Figure 5 is a perspective view of components shown in figure 3 but on an enlarged scale.
Referring to the drawing in detail, wherein like numerals indicate like elements, there is shown in figure 1 a system in accordance with the present invention.
A driverless vehicle designated generally as 12, and of the type disclosed in the above mentioned patents and pending application, is provided with wheels 14 and 16 which ride on stationary tracks 18 and 20, respectively.
In figure 1, the vehicle 12 is driven in the direction of arrow 21 by means of a drive shaft 22. Drive shaft 22 is rotat-ably driven for rotation about its longitudinal axis by means of a motor not shown. The drive shaft 22 is provided at one end with a bearing 23. The rotary movement of the drive shaft 22 is converted to cause the vehicle to move in the direction of arrow 21 by contact between said drive shaft and a drive wheel 24.
Drive wheel 24 rotates about a horizontal axis. When the axis of rotation of wheel 24 is parallel to the axis of drive shaft 22, there is no movement of the vehicle 12 in the direction of arrow 21. The wheel 24 is supported on the bottom side of the vehicle -`- 10~8374 1 12 by means of a shaft 26 and is biased by a spring to the position shown in figure 1 wherein the axis of rotation of the wheel 24 is at an acute angle of 35-45 with respect to the longitudinal axis of drive shaft 22. A ring connected to shaft 26 is provided with a cam follower 28.
Adjacent the free ends of the tracks 18 and 20 and the free end of drive shaft 22, there is provided a transf~r table 30. The transfer table 30 is provided with tracks 32 and 34 thereon. When the table 30 is in its vehicle receiving position such as that shown in figure 1, track 32 is aligned with track 13 and track 34 is aligned with track 20.
A drive shaft 36 is provided on the table 30. A motor 38 is supported by the table 30 for movement therewith and is in driving relation with the drive shaft 36. One free end of the drive shaft 36 is shown supported by a bearing designated 39. In the vehicle receiving position shown in figure 1, the drive shafts 22 and 36 are coaxial with their adjacent ends being spaced from each other by a slight gap of about 1/4 inch. The table 30 is movable from its vehicle receiving position shown in figure 1 to a position wherein a vehicle supported thereby is being transfer~ed.
Movement of the table from its vehicle receiving position may be in the form of rotation, pivotable movement, or reciprocation.
For purposes of illustration, the table 30 is mounted for rotation in the direction of arrow 40 about a vertical axis.
A vehiclP stop means 41 is provided for stopping the vehicle 12 in the approximate location as shown in figures 1 and 2 whenever the table 30 is not in its vehicle receiving position as shown in figure 1. The vehicle stopping means 41 includes a cam 42 mounted for pivotable movement about a vértical pin 44. Cam 42 has a cam surface 43 which is disposed at an acute angle with respect to the longitudinal axis of drive shaft 22. A spring 46 1~ 374 1 extends from a bearing for pin 44 to a link 48 and biases the cam 42 to the position shown in figure 2. Link 48 has one end pivot-ably connected to the cam 42. The other end of link 48 is pivot-ably connected to one end of a link 52. The other end of link 52 is connected to a rotatable pin 50. Pin 50 is provided with a suit-able bearing for rotation about a vertical axis.
The lower end of pin 50 is connected to a link 54. See figure 4. Link 54 is pivotably connected to one end of rod 55 by pin 53. Rod 55 is generally parallel to the longitudinal axis of drive shaft 22 when the table 30 is in its receiving position.
A bell crank 60 has one leg thereof pivotably connected to the other end of connecting rod 55 by means of pin 58. The bell crank 60 is pivotably mounted about the axis of vertical pin 62 supported by the track 18. The tracks 18 and 20 are preferably in the shape of an I-beam so as to provide mounting space between the upper and lower flanges thereof. In this regard, note the elevation of the bell crank 60 in figure 3.
The other leg of the bell crank 60 is designated 64 and has thereon a follower 66. The web of the track 18 is provided with an opening 67 through which a portion of leg 64 and follower 66 extend when the vehicle transfer table 30 is not in its receiving position. Compare the relative position of the bell crank 60 as shown in figure 1 with that shown in figure 2.
The vehicle stopping means 41 is preferably preassembled onto a mounting plate 70 whereby the entire means 41 may be in-stalled or replaced as a unit after disconnecting the pins 62. A
limit stop 68 is provided on the plate 70 to limit the pivotable movement of the cam 42. An acceleration plate 74 having 2 verti-cally disposed surface is provided on the plate 70 by means of brackets 76. The vertical surface of plate 74 forms an acute angle with the longitudinal axis of the drive shaft 22. Thus, it lQ~8374 1 will be noted that the plate 74 and the cam surface 43 ccnverge toward a vertical plane containing the longitudinal axis of drive shaft 22. As shown in figure 4, the upper surface of cam 42 and plate 74 are coextensive with the height of plate 74 being substan-tially greater than the height of cam 42. The relative elevation of drive shaft 22 with the elements of the stop means 41 are shown in figure 4.
The bell crank 60 is supported from the web of the track 18 by a mounting block 77. Mounting block 78 has a vertically dis-posed bore for rotatably supporting the pin 62 and a pair oftransverse bores to facilitate bolting the mounting block 78 to the web of track 18 adjacent the opening 67 in the web of track 18.
The means for actuating the vehicle stop means 41 is supported by the turntable 30 for movement therewith. Track 32 is provided with an opening 80 in the top surface thereof on which the wheels 14 of the vehicle 12 ride. The web of track 32 supports an actuator 82 mounted for pivotable movement about the axis of pin 84. One leg o the actuator 82 i9 in the form of a cam 86 which projects upwardly through the opening 80. Another leg of the actuator 82 is an extension 88 which is generally parallel to the tracks 18, 32 in the receiving position of the table 30.
In the receiving position of the table 30, the extension 88 con-tacts the follower 66 on the bell crank 60 and rotates it whereby the leg 64 is generally parallel to the tracks 18,32 See figure 1. I~hen the table 30 has moved from its receiving position as shown in figure 2, the follower 66 and a portion of leg 64 project through the opening 67 in the web of track 18. See figure 2.
A safety limit stop 90 is provided on the cam 42 and projects upwardly therefrom. See figure 3. A depending bracket 92 on the bottom of the vehicle 12 contacts the limit stop 90 when lQ'a8374 1 the cam 42 is in its stop position as shown in figure 2 and the follower 28 has inadvertently gone beyond the cam surface 43.
The system 10 operates as follows.
When the turntable 30 is in its vehicle receiving position as shown in figure 1, the extension 88 rotates the bell crank 60 to the position shown in figure 1 wherein cam 42 is free to rotate in a clockwise direction due to the angular disposition of the links 48 and 52. The spring 46 is stretched by the links 48, 52. When vehicle 12 approaches the position of cam 42, contact between follower 28 and cam surface 43 results in the cam 42 being pivoted in a clockwise direction whereby the vehicle 12 may pass beyond the same and transfer from the tracks 18, 20 to the track 32, 34 respectively.
When the wheel 14 on the front end of the vehicle 12 transfers onto the track 32, it depresses the cam 86 of the actua-tor 82. Depressin~ the cam 86 rotates the actuator 82 in a counterclockwise direction in figure 3 thereb~ causing the extension 88 to move in such counterclockwise direction to a position above the elevation of the follower 66. Cam 86 is de-pressed until it is flush with the upper surface of track 32.~station of the actuator 82 in a counterclockwise direction in figure 3 stretches spring 94.
When the extension 88 has been pivoted upwardly to a position wherein it no longer contacts the fol~ower 66, spring 46 contracts thereby pivoting links 48, 52 and bell crank 60 from the position shown in figure 1 to the position shown in figure 2. When this occurs, the follower 28 on the vehicle 12 is downstream from the cam surface 43. ~ence, the vehicle stop means 41 assu~es the position shown in figure 2 for stopping all subsequent vehicles until the cam ~2 is again retracted by contact between extension 88 and follower 66.
837~
1 As soon as the wheel 14 at the front end of the vehicle ~ passes over the cam 86, it is returned by rotating in a clock-wise direction in figure 3 by spring 94. However, the extension 88 is now above the elevation of the follower 66 and therefore is incapable of contacting the follower 66 to cause the bell crank 60 to rotate from the position shown in figure 2 to the position shown in figure l.
After the vehicle 12 has transferred onto the table 30, the vehicle trips a switch which causes the table 30 to move from its receiving position shown in figure 1. Such movement of the table may be rotation about a vertical axis, pivoting about a vertical axis, or reciprocation in a horizontal direction for transferring the vehicle 12 to another set of tracks.
When the table 30 returns to the position shown in figure 1, the extension 88 is now at the same elevation as the follower 66.
In this regard, the track 32 may be provided with a limit stop 96 to assure that the extension 88 is at the proper elevation with the cam 86 projecting upw~rdly through the opening 80. As the table 30 moves to the receiving position wherein the respective tracks and drive shafts are properly aligned, extension 88 con-tacts follower 66 and pivots the same from the position shown in figure 2 to the position shown in figure 1 thereby retracting the cam 42.
While the table 30 has a vehicle thereon which is being transferred, all subsequent vehicles moving along the tracks 18, 20 are stopped by the vehicle stop means 41. As a vehicle approaches the vehicle stop means 41, the follower 28 thereon con-tacts the cam surface 43 to cause rotation of the drive wheel 24 until the axis of rotation of wheel 24 is par~llel to the axis of rotation of the drive shaft 22. When this occurs, the vehicle stops moving along the length of the tracks 18, 20 and the follower ~Q98374 1 28 is still in contact with the surface 43.
In the event that the follower 28 slips off the cam surface 43, the bracket 92 on the lower surface of the vehicle will contact the limit stop 90 and prevent any further movement of the vehicle.
If a vehicle is stopped by the stop means 41 when cam 42 is released as described above, cam 42 pivots out of the way whereby the follower 28 may rotate in a counterclcckwise direc-tion in figure 1 at a rate controlled by ccntact with the side face of acceleration plate 74. In this manner, the vehicle accelerates slowly and transfers onto the table 30.
The extension 88 may include a rotatable contact member which rotates about a horizontal axis for contact with ~he follower 66 which rotates about a vertical axis. In this manner, wear on the extension 88 may be minimized. If the table 30 is mounted for horizontal reciprocation instead of rotation in the direction of arrow 40, the extension 88 may be provided with a cam which contacts the follower 66 and pivots the bell crank 60 in the manner described above.
In view of the above description, it will be noted that the vehicle 12 is permitted to pass downstream from the stop means 41 depending upon the position of the table 30. If table 30 is in a position wherein it can receive vehicle 12, the vehicle 12 will slow down slightly at stop means 41 and then increase speed and continue onto the table 30. When the table 30 is not in a vehicle receiving position, all vehicles encountering stop means 41 will be caused to stop and wait for the table 30 to return.
Thus, there has been provided a traffic control system which is automatic for use in connection with driverless vehicles.
When the cam 42 is in its vehicle stopping position as shown in figure 2, spring 46 has pivoted links 48 and 52 into an 1 aligned position or an over-the-center position so that cam 42 cannot rotate about the axis of pin 44. Other equivalent devices may be u~ed for this purpose. While the system described and illustrated is ~referably a mechanical system, various movements may be caused by use of an eIectro-mechanical system. For example, element 66 may be the contacts of a relay for controlling a solenoid operated plunger connected to cam 42 to control move-ment of cam 42. While cam 42 preferably is mounted for pivotable movement, it could reciprocate from an operative to an inoperative position.
The present invention may be embodied in other specific forms without departing from the spirit or essential attributes thereof and, accordingly, reference should be made to the appended c-aims, rather than to the foregoing specification as indicating the scope of the invention.
Claims (8)
EXCLUSIVE PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS
FOLLOWS:
1. A driverless vehicle traffic control system comprising stationary first and second track rails having free ends, a table having third and fourth track rails, said table being movable from a receiving position adjacent said free ends to a non-receiving position, each track rail on said table being aligned with one of said stationary track rails when said table is in its receiving position, vehicle moving means including driving means and coacting driven means for propelling a vehicle from said stationary track rails onto said table track rails, vehicle stopping means adjacent at least one of said free ends of said stationary track rails for interrupting movement of a vehicle by discontinuing the propelling effect on the driven means by the driving means and for preventing said vehicle from passing beyond said free ends of said stationary track rails when said table is not in its receiving position, means to extend said vehicle stopping means to a stopping position, retracting means for retracting said vehicle stopping means from said stopping position, actuator means supported by said table, said actuator means having first means adapted to engage and actuate said retracting means as the table moves to its receiving position and said actuator means having second means for activation by a portion of a vehicle during transfer of said vehicle from said stationary track rails onto said table track rails whereby said actuator means disengages from said retracting means to allow said vehicle stopping means to move to said stopping position under the action of said extending means.
2. A system in accordance with claim 1 wherein said vehicle stopping means includes a cam for controlling a movable portion of said vehicle to cause the vehicle to halt while on said first and second track rails, a drive shaft for propelling vehicles, said drive shaft being between said first and second track rails and being generally parallel thereto, said vehicle stopping means being supported at least in part adjacent said drive shaft.
3. A system in accordance with claim 1 wherein said second means of said actuator includes an element movably supported by one of said table track rails and positioned for actuation by a wheel on a vehicle.
4. A system in accordance with claim 1 wherein said table is mounted for rotation about a vertical axis, said portion of said retracting means on said table projecting outwardly beyond the periphery of said table, a drive shaft extending longitudinally between said first and second station-ary track rails, a drive shaft on said table, said drive shafts being coaxial when said table is in its receiving position.
5. A system in accordance with claim 1 wherein said first track rail has a vertically disposed web provided with an opening therethrough, at least a portion of said vehicle stopping means being supported by said first track rail adjacent said opening and at least partially projecting through said opening when said vehicle stopping means is effective to halt the movement of vehicles along said first and second track rails.
6. A system in accordance with claim 1 wherein said vehicle stopping means is arranged to permit only one vehicle to be transferred onto said table until said table has moved from its receiving position and then returns to its receiving position.
7. A system in accordance with claim 1 wherein each vehicle has a drive wheel rotatable between a drive position and a stop position, said vehicle stopping means includes a cam for controlling the rotative position of the drive wheel of a vehicle to cause the drivewheel to assume the stop position thereby to halt the vehicle while on said first and second track rails.
8. A system in accordance with claim 1 wherein said second means of said actuator is biased to a position wherein it projects above said third track rail and is supported so that it may be depressed by contact with a wheel of a vehicle to move said second means to allow said stopping means to return to its normally biased stopping position.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA260,380A CA1098374A (en) | 1976-09-02 | 1976-09-02 | Driverless vehicle traffic control system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA260,380A CA1098374A (en) | 1976-09-02 | 1976-09-02 | Driverless vehicle traffic control system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1098374A true CA1098374A (en) | 1981-03-31 |
Family
ID=4106765
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA260,380A Expired CA1098374A (en) | 1976-09-02 | 1976-09-02 | Driverless vehicle traffic control system |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1098374A (en) |
-
1976
- 1976-09-02 CA CA260,380A patent/CA1098374A/en not_active Expired
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| MKEX | Expiry |