System for handling and accumulating articles

[57] ABSTRACT

The system includes demand conveyors each having buckets for receiving packages from an automatic packager, the buckets being moved by the demand conveyor as required by the output of the packager. After the buckets have been loaded with packages, control of the buckets is switched to a timing conveyor that advances the buckets at a speed and pitch which match the speed and pitch of buckets on a continuously moving accumulating conveyor operable to receive the packages and to move the packages alongside a continuously moving conveyor carrying cartons into which the packages are inserted by an automatic cartoner.

Claims, 10 Drawing Figures

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PATENTEDMAR27I373

3,722,656

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PATENTEDMAR271973

3.722,656

SHEET 2 OF 3

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N? M'Z&amp;EU'

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PATENTEDMAR27I973

3,722,656

SHEET 3 OF 3

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3,722,556

ROLLING PIPE LINE ASSEMBLY, SYSTEM AND METHOD

BACKGROUND OF THE INVENTION

It is well-known in moving fluids across the country or from one location to another that in the usual system, surface or sub-surface pipe lines are utilized. For example, where it is desirable to move fluids such as oil from the wellhead to the ultimate destination, usually a transmission pipe line is constructed interconnecting the wellhead with a pipe transmission line for, in turn, transporting the oil cross-country to the ultimate destination. While such systems are beneficial for the owners of such international or intercontinental pipe lines, the economic factors facing independent well operators is significant. Usually, the independent operator is required to lease the pipe lines owned by others for the purpose of transporting the oil from his well, and such rentals are significant economic factors. In addition, usually the transmission time involved in transporting fluids through such transmission pipe lines is quite lengthy and it takes anywhere from 15 to 25 days for fuel to travel from say, a wellhead in Texas to a market in Chicago, for example.

Another problem associated with transporting fluids through a surface or sub-surface fixed pipeline is the fact that the capacity of such pipe lines has already been reached and in order to transport greater amounts of fluids, larger pipe lines are required. It is already presently apparent that the fuel requirements for many of the major cities have greatly increased as the population centers have expanded and in some instances in the recent past, the various major metropolitan areas have not been able to obtain the fuel requirements necessary during peak periods. Part of the reason for the shortcomings is the fact that these transmission pipe lines are not presently able to handle the large volume of fluid fuel, which must be transmitted from the wellheads to the Eastern markets.

In addition, various small town areas of lesser population have experienced difficulties in obtaining proper fuel requirements due to the fact that these town and cities are not ideally located as an end point or destination point in a fixed pipe line transmission system. Hence, such small communities must usually rely upon trucks to receive their quota of fuel requirements, which thereby necessitates the passage of additional time before the fuel can be delivered. Of course, this problem causes additional social and economic problems since small communities therefore have difficulties in attracting other industry which would provide economic employment for the members of the community. Hence, the delay, or in some cases, lack of fuel requirements, poses an economic threat to small communities.

The prior patented art does disclose various types of systems wherein a plurality of tanks are interconnected by means of a series of pipes. For example, in U.S. Pat. No. 725,793, there is shown a drainage system wherein a plurality of reservoirs or tanks are interconnected by means of a series of pipes whereby a fluid such as water may be distributed throughout the system. However, it should be noted that such systems does not have any removable connector members, nor is the system designed to load, transport and subsequently unload fluids from a rolling pipe line primarily for the purpose of transporting fluids from one location to another. Similarly, in U.S. Pat. No. 3,095,893, there is shown a system for emergency water storage and distribution used in conjunction with building water distribution systems and the like. Once again, there is shown a series of reservoirs or tanks which are interconnected by means of pipes having valves interposed in the line to open and close various of the plurality of tanks. Such systems are not designed for the purpose of moving liquids from one location to another nor does the same function in this manner. Similar comments are applicable with respect to U.S. Pat. No.. 2,268,086 wherein once again a series of tanks is shown interconnected and in fluid communication by means of a series of fixed pipes which function solely for the purpose of transmitting fluid from one tank to another, and the system is not designed to transport fluids over long distances as an integral system.

Similar comments are applicable with respect to U.S. Pat. No. 1,234,625, which shows a system of water distribution especially adapted for use in connection with railway passenger trains, the system disclosed therein being for the purpose of supplying water to each of the cars in the train from a central or main supply tank and hence, does not teach and is not concerned with the problem of moving fluids as such in an integral system.

In U.S. Pat. No. 1,221,240, there is shown an air line pipe connection system for use in connection with railway cars and has for its object the provision of auxiliary pipe connections for supplying compressed air to the several cars in the train. It will be appreciated that the system is not designed to provide fluid communication between tank cars for the purpose of loading and transporting fluid as such, but merely shows a system for interconnecting the cars in order to supply compressed air to each of the cars in the train. Similarly, U.S. Pat. No. 1,361,666, is once again directed to a system for interconnecting train cars in order to supply each of the cars in the train with a source of compressed air and is not concerned with the function of providing an integral system which is, in effect, a rolling pipe line.

As has been indicated hereinabove, to date there has been no system proposed other than fixed pipe transmission lines for transporting fluids, such as fuel oil and the like, over long distances from the point of origin, such as a wellhead to the point of ultimate use, such as an oil refinery, or the like. Hence, the system of the present invention, as well as the method described herein is primarily designed for the purpose of offering alternative solutions to the problem of moving fluids over great distances while at the same time minimizing the cost to the operator.

Hence, the present invention provides a convenient means for loading fluids at the point of origin thereof and transporting those fluids to the market area where such fluids are needed, in a reduced period of time, for a lesser economic cost, and which in effect, expands the market areas where such fluids may be utilized. These and other problems are overcome by the system and method of the present invention, since the system proposed herein takes advantage of the railway network presently existing in this and other countries and incorporates therein the concept of a continuous pipe line resulting in a system which can travel to the point of origin of the fluid involved, load the fluids in an effi

3,722,556 cient manner and at low cost, and transport the same to the desired market area. In addition, the various components illustrated in connection with the present system may be incorporated in the existing equipment at a fairly nominal cost thereby obviating the necessity of having to expend great sums of money in order to make the present system practically applicable.

In view of all the above problems, it is the object of this invention to provide an improved system for moving fluids such as fuel oil and the like, from the point of origin of such fluids, such as a wellhead to the ultimate market, which obviates many of the problems discussed above.

It is therefore the principal object of the present invention to provide a movable system for accommodating the consecutive loading, transporting and unloading of fluids by means of a plurality of wheeled tank cars which includes a plurality of such wheeled tank cars being removably connected one to the other, each of ₂₀the tank cars being provided with conduit means adjacent the opposed ends thereof and connector means for interconnecting adjoining tank cars thereby to establish fluid communication as between adjoining tank cars, whereby a plurality of such tank cars may be 25 efficiently loaded at the point of origin of the fluid by merely connecting the last tank car to the wellhead via a pump and pumping in the desired amount of fluids, after which all the appropriate valves may then be closed in order to retain the fluids within the tank cars, 30 and then the tank cars transported to the destination point and there unloaded.

Another object of the present invention is to provide a system for loading, transporting, and unloading fluids in a plurality of interconnected tank cars being in fluid ³⁵communication one to the other, the improvement consisting of flexible connector means for interconnecting adjoining tank cars whereby once loaded, the tank cars may remain interconnected and in fluid com- _ munication during transit, thereby to facilitate unloading at the point of destination.

Another object of the present invention is to provide a system of the type set forth above wherein the connector means include engagement means for disen- 45 gageably engaging adjoining tank cars thereby to secure the connector means in position during loading, transit and unloading of said tank cars.

A further object of the present invention is to provide a system of the type described wherein the con- 50 nector means includes evacuation means associated with the connector means whereby fluids disposed within the connector means may be evacuated into the adjoining tank cars during transit, thereby to prevent accidental spillage of fluids from the connector means. 55

Still a further object of this invention is to provide a method for sequentially loading, transporting and unloading fluids from a plurality of interconnected tank cars which consist of the steps providing a plurality of wheeled tank car assemblies each of the tank car as- ⁶⁰semblies having a storage tank and conduit means extending outwardly from each of the opposed ends of the tank car, interconnecting adjacent conduit means by means of a connector member to establish fluid communication therebetween and interconnecting the ⁶⁵plurality of tank cars, loading the tank cars with a fluid by pumping the fluid through the interconnected tank cars until the desired number of tank cars have been filled with such fluid, transporting the tank cars to the desired destination, and unloading the tank cars by pumping the fluid through the interconnecting tank 5 cars until same are empty.

Another object of this invention is the provision of a novel connector member for interconnecting a plurality of tank car assemblies, wherein each of the tank cars is provided with a pair of conduit means extending out¹⁰ wardly from opposed ends thereof, the connector member being so constructed as to slidably engage adjacently extending conduit means thereby to establish fluid communication between adjoining tank cars ₅ through the conduit means and the connector member, ³ whereby fluids may be introduced into and withdrawn from a plurality of such interconnected tank cars, thereby obviating the necessity of filling and emptying each of the tank cars individually.

Further features of the invention pertain to the particular arrangement of the elements and parts whereby the above-outlined and additional operating features thereof are attained.

The invention both as to its organization and method of operation, together with further objects and advantages thereof, will best be understood by reference to the following specification taken in connection with the accompanying drawings in which:

FIG. 1 is a plan view showing a series of three tank cars interconnected in fluid communication and connected to a wellhead pump in accordance with the present invention.

FIG. 2 is an elevational view, partly in cross-section, showing the means for interconnecting adjoining tank cars via the connector member of the present invention.

FIG. 3 is an elevational view, partly in cross-section, showing another embodiment of the connector member in connected relationship with the conduit means of a tank car.

FIG. 4 is an elevational view, partly in cross-section, showing still another embodiment of a connector member in accordance with the present invention in connected relationship with the conduit means of a tank car.

FIG, 5 is a schematic diagram illustrating the means by which the various tank cars are interconnected and the central control means for controlling the engagement means and evacuating means with respect to each of the connector members in a series of such similar connector members.

FIG. 6 is a side cross-sectional view showing a connector member in accordance with the present invention in connected relationship with the conduit means of adjoining tank cars, the connector member being shown in the engaged position.

FIG. 7 is a top view showing one embodiment of an inflexible connector member connected to adjoining tank cars and illustrating the manner in which the tank cars may move around a curved track, the connector member permitting angular movement of one tank car with respect to the other and;

FIG. 8 is a top view of another embodiment of a flexible connector member according to the present invention, which flexes to permit curved movement of one tank car with respect to the other, as the same travel about a curved path.

3,722,656 around the left end of the demand conveyor toward the loading station. All that is needed is an upright link 91 (FIG. 3) which pivotally connects the operating arm 83 and the lever 90 for rocking in unison. As the upper operating arm 83 swings clockwise, the link lifts rock 5 the lower stop lever 90 clockwise to raise the lower stop lug 89 out of its blocking position and thereby release a bucket for movement from the stand-by station to the loading station.

It will be evident that all of the reserve buckets 58 ¹⁰backed up along the lower run of the demand conveyor 20 behind the lower stop lug 89 will begin to move with the conveyor as soon as the stop is lifted. To eliminate the need for quick return of this stop to its blocking position, the right end surface 93 (FIG. 3) of the lower lever 90 is used as an auxiliary stop disposed into the path of the next stop block 80 when the stop lug is raised, thereby preventing additional buckets from passing the lever after the release of one bucket. As the 20 stop lug 89 is returned to its blocking position, the auxiliary stop is raised out of its blocking position to release the buckets for movement through a short distance until stopped by the lug.

To reduce the drag on the conveyor chain 51 by the 25 buckets 58 held behind the various stops, a decoupling device is mounted on each of the buckets to release the clamping pressure of the block 66 on the following bucket as the latter moves into abutting engagement with the stopped bucket. In this instance, the ³⁰decoupling device is simply a wedge 94 (FIG. 5) fastened to the bracket 63 and projecting rearwardly therefrom level with the two blocks 65, 66 on the following bucket so as to enter between the leading end portions of the blocks and to cam the blocks apart. The ³³extent of separation of the blocks may be very slight and need by only enough to relieve the pressure exerted on the friction band 64. When the leading bucket is released by its stop, the initial motion of the bucket pulls the wedge 94 from between the clamping blocks 65, 66 and thus releases the movable block to the action of its spring 70 for immediate recoupling of the trailing bucket to the conveyor. Although means could be provided for releasing the clamping pressure of the 45 connector on the leading bucket as well, it has been found that the drag exerted by the one bucket at each stop is not serious enough to require attention.

With the foregoing arrangement, the buckets 58 on each demand conveyor 20 are advanced to the loading 50 station 74 as required by the output of the packager 17 and are not moved out of the loading station until filled with the proper number of packages 15 thereby to avoid a short fill in the event the packager fails to deliver a package at the regular time. If the packager 55 shuts down, the buckets simply are held in the stand-by station 86 rather than passing through the loading station without being filled. Also, the demand conveyors 20 act as buffers between the packagers 17 and the accumulating conveyor 21 and avoid the need of ⁶⁰synchronizing the packagers with the accumulating conveyor and the cartoner 24 so that the packagers and the cartoner may operate independently of one another. The demand conveyors thus increase the versatility and flexibility of the packaging system.

In accordance with the present invention, a timing conveyor 95 (FIGS. 7 and 10) coacts in a unique manner with each demand conveyor 20 to enable the packages 15 loaded into the buckets 58 of the demand conveyor to be shifted into the buckets 29 of the accumulating conveyor 21 while the latter is advanced at high speeds with continuous and uninterrupted motion. For these purposes, each timing conveyor 95 takes over control of the loaded buckets 58 from the associated demand conveyor 20 at a transfer station 96 (FIG. 7) and advances the buckets in registry with and at the same speed as the continuously moving buckets 29 of the accumulating conveyor so that the packages can be shifted out of the buckets 58 and into the buckets 29 during the advance. After the buckets 58 have been unloaded and as they pass through a second transfer station 97 (FIG. 7), they are released from the control of the timing conveyor 95 and switched back to the control of the demand conveyor 20 for return to the standby station 86. Accordingly, the packaging system possesses the flexibility and versatility afforded by the demand conveyors 20 and, through the provision of the timing conveyors 95, is integrated with and enjoys the advantages of a high speed, continuous motion cartoner 24 which operates in conjunction with a continuously moving carton conveyor 23 and a continuously moving accumulating conveyor 21.

In this instance, each timing conveyor 95 is located near the downstream end portion of the associated demand conveyor 20 (see FIGS. 7 and 10) and comprises a horizontal chain 100 disposed in a vertical plane and located alongside the demand chain 51, the chain 100 being trained around an upstream idler sprocket 101 (FIGS. 9 and 10) and a downstream driving sprocket 103. The idler sprocket 101 is located adjacent the first transfer station 96 and about midway between the driving and idler sprockets 53 and 54 of the demand conveyor 20 while the driving sprocket 103 is located adjacent the second transfer station 97 and just inboard of the driving sprocket 53 of the demand conveyor. The sprockets 101 and 103 of the timing conveyor 95 are smaller than the sprockets 53 and 54 of the demand conveyor and are rotatable about axes which are spaced above the rotational axes of the sprockets 53 and 54. As a result of the relationship between the sprockets of the demand and timing conveyors, the upper run of the timing conveyor parallels and is disposed in substantially the same horizontal plane as the upper run of the demand conveyor while the lower run of the timing conveyor parallels and is spaced a substantial distance upwardly from die lower run of the demand conveyor. Also, the runs of the demand conveyor extend beyond the upstream and downstream ends of the runs of the timing conveyor.

Each timing conveyor 95 is continuously driven at the same speed and in the same direction as the accumulating and carton conveyors 21 and 23. For this purpose, a chain 105 (FIGS. 1, 9 and 10) is driven by the long shaft 49 extending along the accumulating conveyor 21 and is connected into a gearbox 106 associated with the timing conveyor 95. The gearbox, in turn, effects rotation of the driving sprocket 103 by way of a chain 107 and a shaft 109. The accumulating conveyor, the carton conveyor and the timing conveyors are driven at a higher speed than the demand conveyors 20 and thus the chain 100 of each timing conveyor moves faster than the chain 51 of the associated demand conveyor.

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As shown most clearly in FIGS. 7 and 10, several pusher lugs 110 are attached to the timing chain 100 and are spaced along the chain by a distance equal to twice the pitch of the buckets 58 on the accumulating conveyor 21. As each lug 110 passes upwardly around the idler sprocket 101 and into the first transfer station 96, the lug engages the trailing end of the bracket 63 of the loaded bucket 58 in the transfer station and takes over control Of the advance of the bucket from the demand conveyor 20 (FIGS. 7 and 10). That is, the lug 110 picks up and engages the bucket as an incident to initially moving along the upper run of the timing conveyor 95 and, being advanced at a higher speed than the chain 51 of the demand conveyor 20, the lug forces the bucket to move relative to and faster than the demand chain. As the bucket is advanced by the lug, the friction connector 65, 66 on the bucket slips along the friction band 64 on the demand chain 51 to permit the buckets to be moved relative to and free of the control of the demand chain.

Accordingly, during the advancement of the buckets 58 along the upper run of each timing conveyor 95, the buckets are controlled by the pusher lugs 110 and are moved in registry with and at the same speed as the buckets 29 on the accumulating conveyor 21. The packages 15 in the buckets 58 thus may be shifted out of the latter and into the buckets 29 as the buckets 58 are advanced along the upper run of the timing conveyor and between the two transfer stations 96 and 97. After being unloaded, each bucket 58 moves into the second transfer station 97 and, at this time, the pusher lug 110 trailing the bucket curves downwardly around the drive sprocket 103 and moves out of engagement with the bucket. Control of the bucket thus is automatically turned back over to the demand conveyor 20 as the friction connector 65, 66 re-grips the friction band 64. The bucket then is moved along the lower run of the demand conveyor 20 and is returned to the standby station 86 for subsequent re-loading.

With the foregoing arrangement, each bucket 58 is loaded with packages 15 in one of the loading stations 74 and is released from the loading station for advancement by the demand conveyor 20 to the first transfer station 96. At the transfer station, the bucket is momentarily held by a stop lug 75' (FIG. 7) similar to the lug 75 and actuated by a pneumatic cylinder 81'. Operation of the cylinder 81' is controlled by a switch 115 (FIG. 1) positioned to be actuated by a cam 116 rotated by a sequence shaft 117 which is driven in timed relation with the shaft 49 by a chain 119. The cam and switch effect actuation of the cylinder 81' through one reciprocating cycle for each revolution of the shaft 117 and thus the stop lug 75' is moved in timed relation with the timing conveyor 95 and is first retracted downwardly to release a bucket 58 in the transfer station 96 and then is returned upwardly to stop the succeeding bucket moving into the transfer station.

Each time a pusher lug 110 moves upwardly into the first transfer station 96, the bucket dwelling in the station is released by the stop lug 75' and is advanced along the upper runs of the demand and timing conveyors 20 and 95 by the pusher lug. As pointed out above, the pusher lug causes the bucket to slip along and move faster than the demand conveyor and serves to advance the bucket in registry with and at the same speed as one of the buckets 29 on the accumulating conveyor 21. Accordingly, after the bucket 58 has been matched in speed and position with one of the buckets 29, a package pusher 120 (FIG. 1) shoves the packages 15 out of the bucket 58 and into the bucket 29 before the bucket 58 passes into the second transfer station 97 and is switched back to the control of the demand conveyor 20. The package pusher 120 is moved along the path of the packages at the same speed as the buckets 29 and 58, during such movement, is moved laterally across the path to transfer the packages between the buckets. The package pusher may be constructed, mounted and operated in a manner similar to those disclosed in Martin U. S. Pat. No. 3,269,091.

The packages 15 from each timing conveyor 95 are delivered into every second bucket 29 on the accumulating conveyor 21, the two timing conveyors being arranged so that the first timing conveyor loads the first of every group of two buckets 29 and the second timing conveyor loads the second bucket of such group. Accordingly, after the buckets 29 pass by the second timing conveyor, all of the buckets are filled with packages. The packages from a pair of buckets 29 then are loaded substantially simultaneously into two cartons 16 in the holders 34 on the carton conveyor 23 by a pair of package pushers 121 (FIG. 1) mounted to move in unison with the holders 34 and to shift the packages from the buckets and into the cartons.

In the event the cartoner 24 shuts down and interrupts operation of the accumulating conveyor 21 and the timing conveyors 95, a signal is sent from the cartoner to the control for each cylinder 81' so that the latter will hold its stop lug 75' permanently in the blocking position to prevent the demand conveyor 20 from advancing any bucket 58 past the first transfer station 96. Each packager 17, however, may continue to run and load packages 15 into the buckets 58 supplied to the loading station 74 by the demand conveyor 20 until such time as a total of five loaded buckets are stored immediately upstream of the first transfer station 96. As the fifth bucket moves into and dwells in the storage area, limit switches 125 (FIG. 7) actuated by the fourth and fifth buckets shut down the packager until operation of the cartoner 24 is resumed to enable the timing conveyor to once again pick up the buckets in the first transfer station. Accordingly, each packager may continue to operate for a short period of time after the cartoner shuts down and thus it is not necessary to interrupt operation of the packagers if the cartoner is shut down only momentarily.

Because each timing conveyor 95 operates at a higher speed than the associated demand conveyor 20, the timing conveyor is capable of disposing of the backlog of buckets 58 that builds up in the storage area when the cairtoner 24 is shut down. Also, the speed differential between the demand and timing conveyors periodically results in a bucket 58 being absent at the first transfer station 96 when a pusher lug 110 arrives at the transfer station. Under such circumstances, the lug will pass between the transfer stations 96 and 97 without advancing a bucket 58 and thus isolated ones of the buckets 29 on the accumulating conveyor 21 will not be filled. This is not critical, however, since the empty buckets on the accumulating conveyor can be easily detected by monitoring devices which automati3,722,656 cally signal the cartoner 24 to leave a carton out of the carton holders 29 associated with the empty accumlator buckets.