MOBILE DEPOT

Abstract: A main-line pod car (6) receives and/or discharges passengers without stopping by coaction with a depot pod car (5) that physically engages the main-line pod car on the train at main-line train speed. Semicircular pods (12, 14) carrying passengers are interchanged between the two pod cars.

Description: MOBILE DEPOT TECHNICAL FIELD This invention pertains to railroad cars and particul¬ arly to coaction between two cars in adjacent parallel motion. BACKGROUND ART United States patent No. 0,780,268, January 1905, to Curtiss discloses a large rotative "merry-go-round" platform having 180 contact with an endless peripherally- disposed train. Passengers enter the center of the rotative platform, walk to the periphery, and there enter a car of the train. United States patent No. 1,597,959 to Edwards dis¬ closes a very similar structure to that of the 0,780,268 patent. United States patent No. 3,339,494 to Lauber is similar to the above-mentioned patents, save that a double-deck configuration is disclosed. O PI • SUMMARY OF THE INVENTION The invention allows main line trains to receive and discharge passengers at a depot without stopping at the depot. At least one car of the main line train is fitted with one or more semicircular pods. A mobile depot car has matching pod(s). The main line track is preferably straight near the depot and a depot track runs parallel to it sufficiently close to allow the pod car on the main line train to be locked in contact with the mobile depot car for the time required to exchange pods con¬ taining passengers and/or freight. When locked together the pods are rotationally interchanged, allowing passen¬ gers from the mobile depot car to entrain to the main line train and passengers from the main line transfer car to detrain to the mobile depot car. Thereafter the latter car may come to a stop at the " depot and the passengers detrain therefrom, or it may meet with a second train or rail car and again exchange pods without stopping. The mobile depot car is self-propelled, or is provided with known motive power. Alternately, the main line transfer car and the mobile depot car can be fabricated to couple end-to-end upon the main line alone to accomplish mobile transfer. • . " - * •. :- .- x '2 ' χ '-~ l BRIEF DESCRIPTION OF DRAWINGS Fig. 1 is a top plan ("map") view of the whole system, embracing a kilometer or more of track. Fig. 2 is the same, but showing a curved portion for both of the tracks involved. Fig. 3 is a top plan view showing a main line transfer car and themobile depot car in contact; being a sectional view below the roofs of these cars. Fig. 4 is an end elevation view of the main line transfer car and the mobil depot car in contact, taken at a section inside the ends of these cars, as indicated at 4 - 4 in Fig. 2. Fig. 5 is a top plan ("map") view of an alternate whole system, utilizing an elongated oval of depot track. Fig. 6 is an alternate embodiment of the train system of Fig. 1, in which the transfer car is the last car of the main line train. The depot car and the last car may have oblique matching sides to aid in connecting the two. Fig. 7 is an alternate embodiment in which the depot car attaches to the last car of the main line train, end-to-end, all on one main line track. Fig. 8 is an anti-sway truck, having one wheelset with flanges bearing upon the outside of the rails. Fig. 9 is a spur gear alternate embodiment rather than the worm and gear embodiment of Fig. 3. Fig. 10 is a plural latch structure for fastening depot and main line cars together during transfer of passengers. Fig. 11 is an anti-sway spring-loaded extensible axle. Fig. 12 is a hydraulic-loaded extensible axle for preventing sway of a railroad car. ~ WS^Λ OMPI BEST MODE FOR CARRYING OUT THE INVENTION In Fig. 1, numeral 1 identifies the main line railroad track, typically of standard gauge; i.e., 4 ft. 8- inches (1.435 meters) between the rails. This line is accurately a tangent (straight track) for approximately 2 kilometers or more, depending upon the minimum speed that is accept¬ able for the main line train. This minimum speed takes the place of a full stop and start that would be required of the main line train if the present invention was not employed. A depot track 2 is laid strictly parallel to the main line track and much closer thereto than for usual double- tracking. Typically, the distance from the inside of one rail to the inside of theoppositely adjacent rail is 1.61 meters. This is the dimension for both the main line and depot pod cars being 10 ft. (3.05 meters) wide. These cars, of course, are to be in side-to-side contact when the exchange of pods is made. The cross-ties 3 on the main line away from the depot track may be any good standard type. However, where the main track and the depot track are parallel, closely- spaced ties 4 that extend the full width of both tracks are preferred. These are preferably of prestressed concr¬ ete with precision rail clamp hardware, or if wood, metal tie rods between the rails hold the gauge constant as required, at least every few ties apart. Welded heavy rail, in the 150 pound class, or more, is preferred for both the main line and the depot tracks, to provide stiffness of the rail. Rail weighing 150 pounds per yard weighs 75 kilograms per meter. The welded lengths should be at least one-quarter mile (400 meters) long, and may extend in one piece over the full distance of the parallel tracks if temperature conditions and rigidity of the rest of the roadbed will allow. Careful alignment of both tracks is to 'be initially attained, and retained as necessary by maintainence. The purpose of providing high quality adjacent tracks is to reduce to a minimum any sway in either the main line pod car or the depot pod car. This is to facilitate fastening the adjacent pod cars together for accomplishing the pod exchange and to minimize the stress upon such fastenings when these are fastened. This aspect is fur¬ ther considered later. The configuration shown in Fig. 1 is for a main line train going from right to left. Track 2 is to be suffic¬ iently long to allow the depot pod car 5 to accelerate from motionless at the far right end of that track to the speed of the main line train, which consists of the main line pod car 6 and any other cars 7 and 8. Typically car 8 provides motive power, as a diesel-electric locomotive. When the two pod cars are abreast, as shown, fastenings are quite quickly fastened, and the exchange of pods takes place. That is, semicircular pod 10 of main line pod car 6 is revolved 180 along with pod 11 of depot pod car 5, and the same is accomplished for the opposed pods 12 and 14. If either or both of pods ' 11 and 14 carried passengers from depot 15, these passengers are now entrained in main line pod car 6. Likewise, passengers in main line pods 10 and 12 are now in the process of detraining, being in depot car "5. As soon as these exchanges are accomplished the fast¬ eners are unfastened and the main line train continues on, to the left in Fig. 1. The depot car 5 decelerates and comes to a stop at stationary depot building 15, to allow the passengers to enter the depot and there end their train journey. Depot 15 in Fig. 1 and depot 15" in Fig. 5 are shown at typical locations for main line trains traveling from right to left in these figures. However, these depots may be mobile and so attach to the mobile depot car that couples with the main line train while it is still moving. Also, these depots can be positioned to accept mobile depot cars from trains that arrive on the main track from either direction. Depots 15 and/or 15" ultimately stop so that passengers may complete their travel. OMPI Should the main line train travel from left to right in Fig. 1, the depot may be located at the far right of the figure and the motions recited above merely reversed. Also, main line trains from either direction can be handled by merely extending track 2 an equal distance to the left of the station as it is now shown only to the right thereof. With track 2 two kilometers long, the main line train would slow to approximately 100 kilometers per hour in order that the transfer of passengers be made. In making the "meet" with the main line train, in the simple embodiment the depot car is accelerated from a stationary position to approximately the speed of the main line train as soon as the latter train is known to be arriving. This aspect is indicated or controlled by a computer. Sensors are placed along the main line track 1 prior to the beginning of depot track 2. With the indicated embodiment these notify the engineer of the depot car of the arrival and he accelerates his car according to his judgement. With the controlled embodiment this is accomp¬ lished by a pre-programmed computer. The sensors can be placed quite far back for the beginning of the sequence so that the speed of the main line train can bedetermined by the computer and the speed of the depot car matched thereto. For a multiple train system the mobile depot may be in constant motion, exchanging pods with plural main line trains and rapid transit rail cars and trains as required. Less than one minute will be required for the system to meet, match, lockup, transfer pods, and uncouple. At a speed of 100 kilometers/hour, 1.6 kilometers of track will be traversed each minute. Fig. 2 is fragmentary as compared to Fig. 1 and is on a scale four times as large. The several elements of track, cars, and pods are as in Fig. 1 and have the same identify¬ ing numerals, with primes attached to give distinction between the elements of Figs. 1 and 2. OMPI The two cars are necessarily positioned on the tracks by the locations of the trucks. Since the cars are later¬ ally fastened together, the tracks must be located to keep the cars on the rails. This can be arranged as a matter of geometry, and will depend upon the degree of curvature of the track. It is preferable that this be uniform and not exceed a 3 degree curve. Qualitatively, the tracks must be slightly farther apart on the curve, but not nearly as far apart as in usual railroad pract- ice where trains are to pass each other without co ing close to contact. Each car forms a chord in the distance between its trucks and the curved track beneath the car is the segment of the circle. Refer to Fig. 2. A useful empirical procedure for positioning the depot track 4' on a curve is to lay extra length ties under main line 1', and then set a second set of rails on the ties. The rails are fixed at standard gauge apart but are not fastened to the ties. These rails are initially given the proper degree of curvature. A transfer car and a mobile depot car are locked together as usual and are slowly moved along the curve. Depot track 4' will then adjust on the ties and as the last trucks of the mobile depot car passes an incremental length of the depot track that track is spiked to the ties for that length. These cars are of standard size and construction; thus, the track is properly located for all trains. With a limited lateral adjustment available between the underframe carrying the trucks and the chassis of the car the contact between the main line car and the mobile depot car need not be broken and the alignment of the curve sat¬ isfied with respect to the trucks. This adjustment is regulated by pneumatic pressure. It is illustrated in Fig. 4. Fig. 3 is a top plan view looking downward from just below the roofs of a main line transfer car 6 and the mobile depot car 5. These cars are in contact, side by side, and car 5 is shown off-center toward car 6 a typical maximum r O PI amount of 30 cm (one foot) , to accommodate the geometry of cars 5 and 6 passing around a curve. This offset is produced by identical actuators 17 and 18 located at opposite ends of depot car 5. (Only actuator 17 can be seen in Fig. 4; actuator 18 is directly behind it.) One end of each of the actuator piston rods 19 and 20 is attached to frame 16 of the depot car and the opposite end of the actuator is attached to the chassis (floor) of car 5. Compressed air pressure or hydraulic liquid pressure is used usually to actuate the actuators by bearing upon a piston within the same. This pressure is maintained to hold car *5 in contact with car 6 on curves. The struct¬ ure is shown in Fig. 3. In Fig. 4, cars 5 and 6 are adjacent on straight track and an offset is not required. Some pressure may be exerted in the actuator cylinders as insurance that the cars will remain together. The force exerted to hold the cars together on curves must be empirically determined, considering the excellence of the track alignment, weight of the cars, and speed of the coupled train. However, this force should be 150 kilo¬ grams (330 lbs) or more. Typically, the main line transfer car is of present- day Amtrak size and construction, approximately 26 meters (85 ft.) long by 3.1 meters (10 ft.) wide, with six- wheel swivel trucks of unique structure. The mobile depot car is the same size , but is as light-weight as possible so that it will cling to the transfer car rather than exert strong forces upon the same, and so that it can be accelerated and decelerated as quickly as possible. Further in Fig. 3, there are plural car-to-car fast¬ eners, say four, identified as 22, 23, 24 & 25. Each of these is comprised of an actuator cylinder, as 27, having a piston 28, which is attached to a coupling rod 29. This rod has an outboard bearing 30 near the edge of transfer car 6 for mechanical rigidity of the rod; also a central bore 31 that extends from the open face of pis¬ ton 28 to extensible projections 32. O PI 9 Source of high intensity illumination 34 is located in the forward side of mobile depot car 5 that comes adjac¬ ent to similarly located photoelectric means 35 in the transfer car when the two cars are aligned by traveling at the same speed. This illumination is an actuating signal to microcomputer 36, which then supplies actuating power to solenoid valves in each of fasteners 22, 23, 24 & 25 to drive the corresponding pistons to the ends of the cylinders, as shown in Fig. 3. The working substance in the several actuator cylin¬ ders can be air from the train air-brake system, or brake fluid (thin oil) , that is pressurized by a master cylinder, which, in turn, is actuated by train air pressure. A pressure of about 100 kilograms per square centimeter is desirable. Extensible projections 32 are held non-extended by springs when the working substance pressure is absent, and also in the non-extended position of coupling rod 29 by outboard bearing 3 and the aperture 38 within the mobile depot car despite the actuating pressure that is moving rod 29 through aperture 38. Aperture 38 has a flare at the junction with transfer car 6 so that a nominal misalignment between the two cars will not negate the fastening process. Only when coupling rod 29 is fully extended, as shown, will extensible projections 32 nest into cavity 39, which is provided to secure the two cars transversely. Coup¬ ling rods 29 within apertures 38 secure the two cars longitudinally. These conditions are maintained while pods 12 and 14 are rotationally interchanged; ditto for pods 10 and 11. These interchanges normally take place simultaneously. When the interchange is completed the working substance pressure is removed from the large volume of actuator cylinder 27 by microcomputer 36 sensing that fact. Extensible projections 32 are then retracted by the spr¬ ings associated therewith. Pressure is introduced at the small volume of the actuator cylinder, which then retracts coupling rod 29 from aperture 38. This action occurring simultaneously at each of the fasteners 22, 23, 24 and 25, cars 5 and 6 are detatched and each can go its own way. Normally, actuators 17 and 18 are then actuated to center car 5 on its frame 16. Working substance tubing and valves have not been shown in Fig. 3 to maintain clarity, but the location and funct¬ ion of these elements will be clear from the word des¬ cription. Fig. 10 shows an alternate means for fastening cars 5 and 6 together that can be characterized as a plurality of giant casement window latches. Cars 5 and 6 are trav¬ eling in the same direction, as indicated by arrow 90. Plural catches 91, 92 and 93 are retracted inside of car 5 until the relation between the two cars is that shown in Fig. 10; i.e., nearly abreast with each other. At this point optical sensor 94 receives a specular reflection from (metal) mirror 95 at the front end of car 6. Its response enters simple microprocessor 96 and evokes a response therefrom that energizes motor 97 to rapidly rotate armature 98 thereof, thus rapidly rotating shaft 99 and through worms 100, 101 and 102 extend catches 91, 92 and 93 to the positions shown in Fig. 10. Further rotation of the catches is against the pins 103, 104 and 105 and this actually brings cars 5 and 6 together. The forces here are large and the axial thrust on shaft 99 causes a slight longitudinal displacement of the shaft to the right. This actuates pressure sensor 106, which sends a different signal to microprocessor 96 to energize motor 97 at slow speed but with high torque so that the cars will be brought together and locked. With direct current available, either from the depot track, an on-board d.c. generator, or a rectifier powered from available alternating current electric power, the basic characteristic of a series direct current motor for motor 97-98 is essentially as required. Microprocessor 96 has merely to reduce the voltage to the motor when it is running free to prevent "run-away". When the slow speed, or even stall mode occurs at lockup, the series "&UH.*Ξ ^ OMPI 11 motor provides maximum torque. The force required for lock-up is in the range of thousands of kilograms; thus, the structure required and the power to operate it, must be capable of such performance. The latch structure must be repeated at least three times in the length of each car to accomplish secure fastening. The structure would typically be low on the sides of the cars. Additionally, a similar latch struct- ure can be repeated near the top of the sides of the cars for additional security. These latches can be individual structures, under the control of microprocess¬ or 96. Then the long shaft 99 is not used. Semicircular transfer pods 10, 11 and 12, 14 are typically identical. Utilizing pod 12 upon transfer car 6 and pod 14 on mobile depot car 5 for illustration in both Figs. 3 and 4, each has a semicircular track, 41 and 42, respectively, with five small flanged wheels 44 bearing upon the track. Fig. 4 shows that the wheels are partially sunk in the floors of cars 5 and 6 and that the semicircular rails are attached to the under¬ side of semicircular pods 14 and 12. This is for the purpose of conserving height, so that the useful inter¬ iors of pods 14 and 12 can be maximized. Typically, one pod of a pair, such as pod 12, is energized for rotation, as by pinion 46 engaging semi¬ circular spur gear 47. When the two cars have been sec¬ ured, one to the other, by fasteners 22, 23, 24 and 25, the same microcomputer 36 involved in that accomplish- ent is further programmed to initiate rotation of semicircular pod 12 by energizing motor 48 to revolve pinion 46. The movement of pod 12 is preferably slow at first, accelerating to as rapid motion as is com¬ fortable to the passengers within the pod and then de- celerating to a stop when a half-revolution has been accomplished. This is accomplished by suitably prog¬ ramming the energy to motor 48. 12 Semicircular spur gear 49 on pod 14 is utilized to complete the 180 revolution and take the place of pod 12 in transfer car 6 for subsequent use. Pod 12 re¬ mains with mobile station car 5. Fig. 9 shows a fragmentary view of an alternate means for rotating pod 12 (of Fig. 3) . The large ring gear is now a helical cut, or diagonally cut, gear 49', which is driven by similarly cut pinion 48', rather than by a worm. Motor 48' and its shaft are vertically disposed, rather than horizontally disposed, as before. In operation, the objective is to rotate the pod as rapidly as possible without discomfort to the passengers, as was stated before, above. This may require a some¬ what different program for microcomputer 36, but this is very easily written. It is not necessary to power pod 14; it is pushed around by pod 12 on semicircular tracks 41 and 42 upon the several double flanged wheels 44. It is usually desired that passenger pod transfers be made without slowing the main line train. A nominal present day main line speed is 100 kilometers/hour (62 miles/hour) . To prevent the cars swaying a good roadbed is required, as has been previously stated. Cars 5 and 6 being fastened together minimize sway. However, rails are laid with some incremental dist¬ ance between the inner flanges of the rails and the flanges of the wheel sets to provide proper operation according to established railroad practice. There is no need for wheels 55 except when cars 5 and 6 are fastened side to side for accomplishing pod transfer. At other times they must be retracted upward so that the cars can negotiate switches and crossovers. Thus, axles 56 enter control boxes 59, having an elect¬ rical solenoid, or equivalent motor means, to lift the axles upward upon a control signal from computer 36. Computer 36 is programmed to lower wheels 55 to make side contact with the rails of the track upon the com¬ puter energizing fasteners 22, 23, 24 and 25 for secur- 13 ing cars 5 and 6 together and to raise wheels 55 upon the reverse energizing of the fasteners. Instead, or additionally as a safety measure, simp¬ lified television camera 60 views stationary indicia 61 trackside that are placed sufficiently far in advance of a switch on the track, so that microcomputer 36 can issue a "raise wheels 55" command in time for this to be accomplished before the switch is encountered at the highest expected train speed, and the converse after the switch has been passed. An alternate arrangement of .wheels 57 and 58 on the trucks is shown in Fig. 8. These wheels have flanges bearing upon the inside of the rails, as is usual. An additional center pair of wheels, 80 in Fig. 8, are now provided between wheels 57 and 58, and have flanges 81 that are positioned to bear upon the outside of the rails. This prevents "hunting" of the wheel-sets and so greatly reduces sway of the car involved. Stub type switches can be used on this track and the outside flange wheel 80 can then be retained in contact with the rail at all times. Power to actuate the raising elements can be pneu¬ matic cylinders fed from the air-brake system of the depot car, or by equivalent hydraulic or electrical means. The control of the raising process can be manual, as by the engineer of the depot car, or automatic by side-of-track illuminating means influencing a photocell on the depot car with a simple microprocessor converting that signal into control of an air-brake valve, or the equivalent. In Fig. 8 the side frames and other parts of the known railroad truck are not shown. This is to enhance the clarity of the inventive parts. The passengers that are transferring from the main line train to the mobile depot car and vice versa make their way into pods 12 and 14, respectively. Ingress is provided from the rest of the train through sliding doors IRE*-. O PI ' 14 60 and 61, also through doors 60' and 61' (see Fig. 2), if desired. A complete ring of seats 63 for the passen¬ gers is provided. At the doors the seats fold away when the doors are opened and fold back into place when the doors are closed. Additional passengers can stand in the central portion of the pod, ceiling straps being provided. Additional pods 10' and 11' may similarly be used for further passengers, and a similar additional pod, (not shown) , can be employed for luggage. In Fig. 3, the wheel set truck detail is not shown at the left and the pinion and ring gear is not shown at the right in order to clarify the figure. However, these elements are repeated at both ends of the car. The end view of Fig. 4 showing cars 5 and 6 largely repeats the showing of Fig. 3. However, numerous elements are more easily discerned in Fig. 4. The reference num¬ erals are the same in both figures for like elements. Fig. 5 is an alternate embodiment to Fig. 1. A closed loop elongated oval depot track 2" lies adjacent to main line track 1" for a sufficient distance to allow transfer of pods involved, such as pods 12 and 14. This adjacency needs to be several kilometers long, with prompt locking of cars 5 and 6, and prompt rotation of the pods, so that the main line train will not have to significantly slow. Typically, the depot car entrains passengers for trans¬ fer to the main line train at depot 15", accelerates rap¬ idly until by the time track 1" is reached it is traveling at the same speed as the main line train. The meet and the speed of the depot car are arranged by computer, as has been previously disclosed. When the meet is termin¬ ated, at the left of the figure, the depot car deceler¬ ates to a stop at depot 15", where the passengers that have detrained from the main line now detrain from the depot car. Of course, these passengers can entrain on another main line train, or on a local train, subsequently. CMPI 15 In Fig. 6, modified transfer car 6" and depot car 5" are formed with oblique sides, front to back, along the common junction, so that a mechanically actuated sensor 13 at the forward end of the transfer car 6" would init- iate the coupling process. This would not occur until the two cars 5" and 6" were properly longitudinally aligned, at which time fasteners 22, 23, 24 and 25 are actuated and the two cars are locked together. Depot car 5" is preferably light weight and self-propelled. However, electric or diesel- electric motive power can be coupled to the rear of car 5" for "catching" the main line train, and can be decoupled as soon as cars 5" and 6" are locked together. In the alternate embodiment " of Fig. 7, mobile depot car 71 is switched onto the main line track 73 after the main line train, represented by last car 70 has passed the switching point (not shown) . Car 70 is formed with a recessive rear end 74. Car 71 is formed with a pro¬ jecting front end as part of cubicle 72, which cubicle is occupied by the engineer having control of car 71. This car can be self-propelled by electric or diesel- electric motive power, or it can be pushed by conven¬ tional motive power behind it, indicated by arrow 75; with the person in control preferably housed in cub- icle 72. Switch 2A is utilised. Resilient sides 76 at the front of depot car 71 allow cars 70 and 71 to negotiate curves in the track when these cars are locked together for passenger transfer. Cars 70 and 71 can be coupled by essentially usual car-coupling means, upon coming into nominal contact. Prior thereto, persons from car 71 desiring to entrain to main line car 70 assemble at one side of car 71, the upper side as shown in the drawing of Fig. 7, and proceed from car 71 to car 70 as shown by the dotted arrows. Conversely, persons in car 70 desiring to detrain assemble at the opposite (lower) side of the car and proceed from car 70 to car 71 as shown by the dashed arrows pointing in the opposite direction to the previously mentioned arrows. These transfers may be assisted by moving walkways, or moving chairs, or a combination of both to meet passenger needs. As soon as the transfers are completed depot car 71 is uncoupled from transfer car 70 and decelerated, to be switched off of the main line track at a suitable one of plural successive switches to a local depot track from which the passengers in car 71 can leave the train system, or travel on to other destinations, as has been described. Switch 2B is utilized. It will be recognized that plural combinations of side-by-side cars and end-to-end cars, as well as side- by-side plus end-to-end in a single car can be struct¬ ured. More than one such car can be included in the main-line train and more than one depot car can come out from more than one depot to successively transfer passengers and/or baggage as the main-line train contin- ues at uninterrupted speed along the main-line track. While the depot cars will typically come to rest at a depot for ultimate detraining or entraining purposes; by merely providing connecting depot tracks with another main-line track, transfer of passengers and/or baggage can be accomplished without stopping the transportation system at all; except, of course, at the origination and termination of the trip planned by the individual, or planned for the parcel. Coordinating the timing of therendezvous between the main-line train and the mobile depot is preferably synchronized by radar or track sensors, or by navigat¬ ional equipment of the inertial type. In Fig. 11 anti-sway pressure against the inside of both rails is produced by compression spring 110. This spring must exert a resistance to compression in the thousands of kilograms range to resist external forces upon the car due to centrifugal forces on curves and imperfect track alignment in general. An additional weak spring (not shown, but identically located with respect to spring 110) performs the same function in a token manner should spring 110 break. Outer axle 111 holds plural set screws around one diameter, say six set screws,-*- which engage circumferen¬ tial groove 112 in inner axle 114. Groove 112 has an axial length equal to the maximum distance the gauge of the wheel-set is to be allowed to vary. In Fig. 12 anti-sway pressure against the inside sides of both rails is produced by hydraulic fluid 120 acting axially upon the half 121 of two-piece axle 121-122. Outer stationary sleeve 123 supports four roller bearings 124, in which the two-piece axle rotates. In this em¬ bodiment the anti-sway pressure can be adjusted by ad- justing the pressure upon hydraulic fluid 120. This acts upon piston 125, which bears axially upon axle 121 and slides through ring packing 126.

Claims: CLAIMS 1. A mobile depot railroad system, comprising; (a) a main-line track (1) , (b) a depot track (2) associated with said main-line track, (c) a non-stop railroad transfer car (6) moving upon said main-line track, (d) a mobile depot railroad car (5) upon said depot track, (e) means (8) to position said mobile depot railroad car to be in contact with said non-stop railroad transfer car, and (f) means to accomplish transfer (12,14) of passengers between said non-stop railroad transfer car and said mobile depot railroad car. 2. A mobile depot railroad system, comprising; (a) a main-line track (1) , (b) a depot track (2) disposed a fixed distance from said main-line track for a selected length of both tracks, (c) a non-stop railroad transfer car (6) upon said main-line track, having at least one semi¬ circular transfer pod (12) , with the flat side thereof aligned with the adjacent side of said transfer car, (d) a depot railroad car (5) upon said depot track that is substantially a mirror-image of said non-stop railroad transfer car, - (e) means to laterally couple said non-stop railroad transfer car and said depot railroad car while both are traversing said selected length of both tracks, and (f) means to transfer said semicircular transfer pod of the non-stop railroad transfer car to said depot railroad car simultaneously by a unified rotation thereof while these " railroad cars are laterally coupled. ._ . 19 3. A mobile depot railroad system, comprising; (a) a main-line track (l" 1 ), (b) a depot track (2) having a switch (2A) onto said main-line track and spaced therefrom a switch (2B) off of said main-line track, (c) a main-line last car (70) having a laterally central recessive rear end (74) , (d) a depot car having a projecting front end (72) with motive power to enter the recessive rear end of said main-line last car, and also having resilient sides (76) at the front end to oppositely compress and expand upon said depot car negotiating curved track while entered into said main-line last car, (e) a passageway on each side of said main-line last car and on each side of said depot car to allow passengers to pass from said main-line last car to said depot car on one side and from said depot car to said main-line last car on the opposite side, and (f) means to power and control said depot car to withdraw from said main-line last car and switch off of said main-line track to further depot track at said switch off of said main-line track. 4. The mobile depot railroad system of claim 3, in which; (a) said recessive rear end of the main-line last car and the projecting front end of the depot car are semicircular. 5. The mobil depot railroad system of claim 3, in which; (a) said resilient sides (76) of said depot car are in the shape of accordion pleats. 20 6. The mobile depot railroad system of claim 2, in which; (a) said main-line track is a straight track, and (b) said depot track is a straight track. 7. The mobile depot railroad system of claim 2, in which; (a) said main-line track is a curved track, and (b) said depot track is a curved track. 8. The mobile depot railroad system of claim 2, in which; (a) said depot track is an oval track with straight sides parallel to said main-line track for transfer. 9. The mobile depot railroad system of claim 2, in which; (a) said transfer car has an oblique side, said depot car has a matching oblique side, and a mechanical sensor for side-to-side coupling is disposed at the front of these cars. 10. The mobile depot railroad system of claim 2, in which; (a) transfer pods have two sliding doors per pod (60,61, 60',61') and (b) a passageway behind the pod to allow passengers to pass through the transfer car as well as to enter or leave the pod. 11. The mobile depot railroad system of claim 2, which additionally includes; (a) seats (63) within the pods around the inner periphery thereof, and (b) hinged seats (63') at the sliding doors. 12. The mobile depot railroad system of claim 2, which additionally includes; (a) underneath each pod a circular track attached thereto, and (b) plural small double-flanged wheels on the floor bearing upon upon said track. / ^ Jll.E-Λ 13. The mobile depot railroad system of claim 2, which additionally includes; (a) a large worm gear (49 ) underneath each pod, (b) a worm (46) engaging said worm gear, and (c) means to revolve the worm whereby the pod is revolved. 14. The mobile depot railroad system of claim 2, which additionally includes; (a) a large gear (49') underneath each pod, (b) a pinion (46') engaging said large gear, and (c) means to revolve the pinion whereby the pod is revolved. 15. The mobile depot railroad system of claim 2, which additionally includes; (a) in each transfer car plural cylinders (27) with piston rod (29) fasteners, and (b) each depot car has the same plurality of apertures (38) to receive said piston rods. 16. The mobile depot railroad system of claim 15, which additionally includes; (a) plural extensible fins (32) upon each of said piston rods, and (b) plural cavities (39) in each of said apertures to receive said fins for locking. 17. The mobile depot railroad system of claim 2, which additionally includes; (a) a wheel on a vertical axle, (b) mounting means to engage said wheel with the inner flange of the railroad track. 22 18. The mobile depot railroad system of claim 2, in which said means to couple said non-stop railroad transfer car (6) and said depot railroad car (5) comprises; (a) plural curved latches (91,92,93) , (b) plural pins (103,104,105) each latchingly coactive with a said latch, and (c) means to selectively move said latches into engagement with said pins. 19. The mobile depot railroad system of claim 18, in which said means to selectively move said latches comprises; (a) motor means (97,98,99) , (b) gear means (101) coactive with a said latch (92) and said motor means for moving said latch by said motor means. 20. The mobile depot railroad system of claim 1, in which the means to position said mobile depot railroad car to be in contact with said non-stop railroad transfer car include anti-sway axles upon said wheel sets having; (a) an outer axle (111) attached to one wheel, (b) an inner axle (114) attached to the opposite wheel, (c) resilient means acting to increase the combined length of the outer and inner axles so that the flanges of both wheels remain in contact with the inner surfaces of the respective rails. ΓREC

Inventors: HAWKINS ROBERT DALE, HAWKINS, ROBERT, DALE
Applicants: HAWKINS ROBERT DALE, HAWKINS, ROBERT, DALE
Application year: 1984
Main classification: B61K1
IPC codes: B61K1