CH706442A2 - Submerged floating footbridge for crossing e.g. rivers in urban areas, has boxes connected with each other by traction structure assessed to ensure maintenance of boxes and to support load corresponding to use of footbridge by pedestrians - Google Patents

Abstract

The footbridge has hollow concrete boxes (11) connected to each other to form a pedestrian passageway (13) and allow immersion of a part of the boxes under a water line based on total weight of the boxes. The boxes are connected with each other by a traction structure assessed such that to ensure maintenance of the boxes and to support a variable load corresponding to a use of the footbridge by pedestrians or light or ultralight vehicles (10). The structure includes prestressed cables (12) introduced into housings formed in the boxes. An independent claim is also included for a method for connecting boxes in a submerged footbridge.

Description

The invention relates to ultralight mobility and in particular submerged walkways urban site. Indeed, the low load of new so-called "ultralight" means makes it possible to build long bridges located just below the water level. This concept of ultra-light mobility also makes it possible to build on the same footbridges a fast transport device of people of great interest to cross lakes or rivers in an efficient and economical way.

The submerged tunnels built to date are of three types, one consisting in tunneling below the lower surface of the water, the second is to produce tunnel segments in dry dock and then to transport to the site before immersing them and covering them with a bed of embankments while the third category which corresponds to the invention concerns so-called floating tunnels and using the principle of Archimedes as a means of suspension. Many documents evoke this kind of tunnel to cross great distances. Recent documents include WO 2009 039 605 or WO 9 743 490 and US 5 899 635. There is also the Internet or the various reports including the "State-of-the-Art" published by the International Association of Underwater Tunnels, working group "floating tunnels". All these documents mention floating tunnel projects for traditional road or rail traffic and in particular the Storfjord and Høgsfjord (Norway), Lake Zurich (Switzerland), the Straits of Messina (Italy), and Funka (Hokkaido, Japan). They evoke the potential of such solutions without mention of realization or detailed construction method. More recently, a Sino-Italian group announces a pilot project named "Ponte di Archimede".

Ultralight mobility includes means known as soft mobility (pedestrians, bicycles) and new electric vehicles and road small dimensions such as tricycles, quads or motor vehicles from these two categories and to ride on pavements having the half-width and half-height of traditional pavements with axle loads of less than 500 kg. Above this ultralight mobility, there is light mobility with light vehicles not exceeding one tenth of the maximum weight of heavy vehicles that are generally around 40 tons.

The contribution of the present invention consists first of all in finding that the limitation of the maximum loads corresponding to light or ultra-light vehicles and the use of cables to support the variable load makes it possible to make very large footbridges (between points of support) that are highly economic and difficult to achieve for objects of traditional mobility. Thus, these bridges are constituted by a succession of concrete boxes connected to each other by one or more cables called prestressing. They are manufactured in dry dock (like a boat) on a background having the final shape of the bridge, the latter may consist of one or more horizontal segments linked to one or more oblique segments. They are mainly intended for crossing rivers or lakes in urban sites, which means that it will be installed near the surface of the water and as a result, the unevenness as well as the water pressure are low and the distances moderate total. When this bridge is formed of several prefabricated sections in dry dock and then connected to each other on the final site, an innovative and additional cable device, introduced after the laying of the sections, to control the pressure force on the international joints. sections.

Thus, the combination of the submerged and almost self-supporting footbridge and ultralight mobility whose principle is to limit the axle load to less than 500 kg instead of 15 tons by road traffic, allows for high gateways economic with more than 200m range (between points of support) with simple cables of traction or prestressing about ten centimeters in diameter. One of the consequences of this combination is to favor (positively) the arrival of ultra-light means of transport and also makes it possible to realize, Rapid Personal Rapid Transport PRT systems particularly effective for establishing a point-to-point urban connection. point between the two banks of a river or lake.

List of drawings:

The figures below represent, without limitation, some types of achievements. <tb> Figs. 1 and 2 <sep> have a submerged gangway. <tb> Fig. 3 <sep> presents the prestressing device. <tb> Fig. 4 <sep> has a half bridge. <tb> Fig. <Sep> presents the forces on a half-bridge. <tb> Fig. 6 <sep> shows a section of a submerged gangway. <tb> Fig. 7 <sep> shows a section of a submerged gangway. <tb> Figs. 8 and 9 <sep> present a section of a bridge under construction then floating. <tb> Fig. 10 <sep> presents 3 sections of a submerged bridge. <tb> Figs. 11 <sep> has a junction chamber of 2 sections. <tb> Figs. 12 <sep> a set of 3 sections coupled together by 3 rooms. <tb> Fig. 13 <sep> presents the traditional jig and the new ultralight pavement template side by side. <tb> Fig. 14 <sep> shows on the left, the new "ultralight" vehicle in free circulation on a traditional roadway whereas on the right, the same vehicle is on the new ultralight roadway. <tb> Fig. 15 <sep> presents an ultralight vehicle on an ultralight roadway built into a submerged gangway. <tb> Fig. 16 <sep> presents a "tricycle" vehicle on an ultralight roadway. <tb> Fig. 17 <sep> presents an ultra-light section of roadway. <tb> Fig. 18 <sep> shows the profile along an ultra-light section of roadway. <tb> Fig. 19 <sep> shows the profile across an ultralight road segment. <tb> Figs. 20 to 25 <sep> show variants of ultra-light vehicles including profile and perspective views as well as a two-seater vehicle followed by a vehicle with external wheels. <tb> Fig. 26 <sep> shows the geometry of a running gear, fig. 27 represents the two wheels on the road, figs. 28 and 29 the superposition of said wheels, fig. 30the hunt and its forces and fig. 31 variable hunting. <tb> Figs. 32 and 33 <sep> show the main characteristics of a running gear and the basic diagram of an automatic lateral positioning device. <tb> Fig. 34 <sep> presents the main items of equipment of a vehicle. <tb> Fig. 35 <sep> presents schematically a section with 2 double "highway" type pavements and 2 ultralight pavements. <tb> Fig. 36 <sep> presents the profiles of a shuttle. <tb> Fig. 37 <sep> presents the electrical connection of a shuttle. <tb> Fig. 38 <sep> presents schematically a section with traditional and ultralight double carriageway and two garages at the ends. <tb> Figs. 39 and 40 <sep> schematically show a point-to-point shuttle system with its 2 stations at the ends. <tb> Fig. 41 <sep> presents the imaginable evolution of an ultralight mobility project. <tb> Fig. 42, 43, 44 and 45 <sep> show various variants of ultralight mobility implantations. <tb> Fig. 46, 47, 48 and 49 <sep> present variants of ultra-light mobility settlements near motorways. <tb> Fig. 50 <sep> presents a new service district essentially organized with the new ultralight mobility.

Realization of the invention:

The descriptions below represent, without limitation, some types of achievements.

The submerged walkway:

The bridge consists of a succession of concrete boxes (11) connected to each other by means of positioning pins (17) and so-called traction cables (12). The boxes are placed on an anti-shock mat / mat (18) themselves placed on points of support (16) and are formed of a user passageway (13) and reinforced concrete walls (14). They are dimensioned so that the bridge can just float on the water that means that the weight of the box is slightly less than the weight of the displaced water (Principle Archimedes) so that it can be transported by way of water then, arrived at the site of use, it will be immersed by adding ballast material such as gravel in the said ballast receptacle (15) or moored to a point of attachment by means of a cable (61). Thus, a reinforced concrete construction whose volume density and slightly above 2 kg / dm <3> means that the volume of the concrete (14) is less than the passage volume (13). Between each caisson, a bituminous or gummy seal ensures tightness.

FIG. 2 shows the ends of the view along a bridge almost submerged with the water level (21) and the caissons (11). It is supported by 2 points of support (22) on the ground (24). The said preloading cable (12) or stress end on the two ends (23) which are detailed in FIG. 3.

FIG. 3 schematically shows the ends of the cables prestressed or rather constrained in this case with the traction cones (32), the various stranded strands of the cables (33) and the protective sheath (34). Detailed information on this principle of prestressing is available on the various patents of the inventor of prestressing named Freyssinet. It is advisable that in the present case there is use of similar methods to the prestressing however the work is done rather in constraint.

Below, a small idea of simplified static calculation of the forces or forces in the cable or said prestressing. As the bridge is allowed to be self-supporting, only the efforts related to variable loads will be taken into consideration. For the example, a 2-way gateway supported by two cables will be considered. Thus, the calculation is done on a single channel. Figs. 4and 5present a half-section with the efforts of a uniformly loaded and symmetrical gateway. For this example, a vehicle (ultralight) of maximum 500 kg every 5 meters (or 10 vehicles of 1000 kg every 10 m) is taken into consideration, ie a linear load of 100 kg / m.

Thus, the weight on the support (F1) is 100 m * 100 kg / m or 10 000 kg with a corresponding moment of 10 000 kg * 100m or 1 000 000 Kgm. At this time, the opposite moment generated by the vehicles must be deduced: either 100 m / 2 * 100 Kg / m * 100 m or 500 000 Kgm. Thus the resulting moment is 1,000,000 Kgm-500,000 Kgm or 500,000 kgm, which must be compensated for by the moment produced by the product, the strength of the cable * height of the bridge, which gives the strength of the cable 500,000 km / 2.5 m is 200 000 kg which corresponds to a cable about 10 cm in diameter.

To this force must be increased by a force of. basic traction to keep the bridge stable and to compensate for ballast overload and lateral forces due to a possible water flow. In the example, it is proposed to double this force.

Fig. 6 shows a profile across a bridge whose flanks (61) are arranged to reduce the hydrodynamic resistance to the transverse flow (62). A window (63) is placed on the upper face. When the weight of the bridge is very close to the weight of the volume of water displaced or lower, the bridge can be held by a ligature (64) fixed on the base (65) to keep it secured to the base. A channel (66) for recovering water leaks is visible at the bottom of the profile. This bridge is placed on a shockproof or anti-seismic mattress. In this context, it is advisable to specify that the vertical movement of the water is close to the vertical seismic movements of the ground thus requiring a smaller margin of movements than for the horizontal movements where the water will tend to remain on the spot.

FIG. 7 shows a section of bridge with two levels of slopes as would be customary when a first section (71) serves as a pontoon for the pleasure craft to ride or moor before diving (72) under the surface of water (73). In such a case, it is advisable to complete the device by a second set of prestressed cables (74) ideally located at mid-height of the boxes, these cables having the mission of ensuring sufficient pressure on the inter-box gaskets. The same fig. presents 2 changes of slope of the section, changes that can be made by means of angular cuts of the caissons or additions of an intermediate conical section (75) between cubicles parallelepipeds.

FIG. 8 shows the device for producing a gateway to be immersed. It is assembled in a water basin (82) placed in dry dock with sheet piles (83). The bottom of the basin can be made using gravel (81). It has the shape of the definitive section. The successive casings are assembled to each other after they have been completed by a bituminous or gummy seal and temporary end capping walls (84). Then the cables, the central (85) that holds the pressure on the inter-box joints and the bottom (86) that will support the variable loads, are introduced into the ducts and put in traction by means of specialized cylinders according to the technique of the inventor "Freyssinet".

FIG. 9 shows the impoundment of a section after the right piles have been removed. The section floats and its transport can start.

FIG. 10 has a lacustrine crossing consisting of 3 sections (101, 102, 103), the first (101) has an emergent portion and then dives under the surface of the water, the second (103) has two inclined planes and a deep horizontal plane . The boxes are interconnected through connecting chambers (106, 107). The depth is at least the worst draft of the boats (104) given the larger waves.

FIG. 11 has a connecting chamber. The two ends of the caissons (112), the walls of the chamber (111) and the heads of the traction cables of the caissons (85, 86, 117) are seen. On the right at the bottom of the drawing (114) is perceived the seal type "Gina" which serves to seal the connection between the chamber and the box on the right. It is drawn in the state preceding the pressurization whereas on the left one perceives the same type of joint (115) in working state that is to say in compression.

FIG. 12 shows a gateway portion in the final situation and composed of a dry zone end (121), 3 connecting chambers (122) connecting the sections of caissons (123). The chambers are placed on shock-absorbing cushions (126) integrated into the fastening supports (124) themselves anchored in the ground (125).

After the caisson sections have been placed on the supports, a new additional cable said compression inter-section joints (127, 118) is threaded from the left end of the bridge. This cable will cross the entire bridge. To facilitate its passage, guide cones (119) have been arranged where there is a risk of snagging. The definitive cable (127, 118) is preceded by a semi-rigid rod which will cause it. This operation is performed from the ends that are dry. The cable will be tensioned using the technique of cones and jacks. The pulling of the cable refers to the "Gina" joints and thus makes it possible to control the compression ratio. Incidentally, these cables also participate in the effort to support variable loads. To facilitate the operation, the ends of the bridge will be placed on roller supports (105) while for rooms, there is little weight. Finally and as soon as the joints are under pressure, the chambers are emptied and the caps of the walls (84) slaughtered. It should be noted that this connection technique allows small horizontal rotational movements between the sections of the boxes in order to resist seismic shocks. In addition, the introduction of the rooms makes it possible to change the cables during maintenance work on the bridge.

Ultralight mobility:

FIG. 13 presents the traditional template and the new ultralight vehicle template side by side. Generally the traditional template (131) is 4.5m high with a passage width of 3.5m to 3.8m per lane. This gauge is extended in the basement about 0.6 to 1m corresponding to the consolidation made with building materials (132, 133) in order to support the loads of the largest trucks (40 tons). On the right, we see that it is possible to place 4 templates for ultra-light vehicles inside a traditional template.

FIG. 14 shows on the left, an example of a new free-running vehicle on a traditional roadway (142, 143) and on the right, the same vehicle on the new ultralight roadway. The vehicle, which is described later, is of the hybrid or two-mode type that can run on both types of roadway. On a traditional road, the vehicle behaves like any traditional vehicle with manual (or semi-automatic for future vehicles) while in the case of ultralight roadway, two lateral rails of maintenance mechanically prevent the vehicle to get out of the jig . It will be specified that the vehicle will be centered on the road by an automatism and that consequently, it should not touch the bouteroues. Thus, it becomes possible to work with particularly narrow passage gauges (143) projecting only slightly from the width of the vehicle (144). Vehicles which are described later will have a centering device on the roadway which can be realized with an electronic device or simply resulting from the use of a bead or projection (142) located at the bottom of the rail (141) and outside the wheels of vehicles, the latter acting as guide grooves acting on the flush of vehicles. On the ultra-light sections, the vehicles move mainly in semi-automatic mode with controlled speeds and pavements inclined to compensate for centrifugal forces (Figure 16).

The ultralight roadway.

The realization of the new pavement fig. 15 and 16 (151) with its retaining rails said bouteroues (152) will be judiciously complemented by a projection or guide bead (153, 163). It can be integrated into the submerged walkway caissons as shown in fig. 15 or be made of prestressed concrete blocks or equivalent, which can be placed on the floors of the bridge or other sections or even placed on piles. Fig. 16presente an ultra-light track section supporting a tricycles motorcycle (162) placed on I-H profiles (161).

It is appropriate to note that the load of a vehicle is less than a ton or half a ton per axle while on a traditional track, it is necessary to support loads of the order of 10 to 15 tons per axle.

Fig. 3 17 shows, schematically, an ultralight section of roadway. The different visible sectors are the entry sector on an ultralight pavement (A) with the progression of the relief parallel to the tightening of the holding rails, the sector (B) for a uniform section, the sector (C) which goes from one uniform section towards an input-output section (D) then sector E which is the return to the uniform section. On the sides, one perceives the mouths of evacuation of water or slush (171).

FIG. 18 is a schematic presentation of the long profile of FIG. 17. Entrance-exit (A) and (C) sectors are placed on a traditional asphalt pavement (181), the road surface is also the rolling level on the profile, while other sectors may be placed on piles.

Fig. 19 is a section of the input-output sector (D) of FIG. 17. On the left side is seen the profile with the retaining rail (191) said bouterne and in the lower part the projection or guide bead (192). On the right side, there is no more bouter (194) but the protrusion or guide bead is maintained allowing vehicles, continuing their race in a straight line, to be maintained on the trajectory and other vehicles of power to leave during a voluntary action of the driver or the driving automatism or to enter almost freely on the ultralight roadway this while passing on the relief (193).

When a vehicle is traveling on the sections of FIG. 17 or fig. 18, it enters the sector A then goes into semi-automatic or automatic driving mode as soon as the cable (195) or an equivalent signal from the GPS is detected. Thus, without intervention of the driver or with only the intervention of the speed control, the vehicle successively crosses the sectors B, C, D and E which corresponds to the path X. At the height of sector C or D, the driver can intervene to exit the light path which corresponds to the path Y. Similarly a new vehicle can enter the light path through the opening C which corresponds to the path Z.

The vehicles shown in FIG. 20 to 25 are small lane (v) (width) at one front place. Such vehicles are already available with lanes of the order of 1.1 to 1.25 meters and with top speeds of 120 km / h. Thus the gauge of passage can be around 1.4 to 1.5 m. This jig passage passes to about 1.7 to 1.8m for a realization with vehicles having 2 squares front.

The adaptations to be made to be able to roll on the new ultralight pavements and on the traditional roadways are: Have a positioning aid, lateral (semi-automatic). Have an automatic driving device Have a device to release a broken down car.

Figs. 26 and 27 present a vehicle on an ultralight road. We distinguish the width of the vehicle (261) and the distance between the bouteroues (262) which corresponds to the width (normalized) of the vehicles to which must be added the width tolerance of the parking assistance device.

For a vehicle of traditional design the lateral positioning device on the road can be achieved through the hunting of vehicles. Fig. 26presents the 4 wheels of a vehicle accompanied by the main geometrical elements of the undercarriage, including the flywheel (263), the rotation-translation conversion box (264), and the parallelism rods and ball joints (265).

FIG. 27 shows the two wheels and their two tires (271) seen from the front. Figs. 28 and 29 present, for the purpose of explaining the axial behavior related to the radial forces, a single "dummy" tire (281) resulting from the superposition of the two front tires linked together by the parallelism bars of direction. It can be seen that the edges of the tire generate forces (F1, F2) with a strong vertical component and a small horizontal component depending on the position relative to the axis of the wheel. These weak horizontal components are shown in FIG. With a resultant F4 to the right. This resultant gives rise to a counterforce on the pivot axis F3. The product of this force F4 by the value of the chase (a) gives the hunting couple (c) which tries to bring the wheel towards the center. To simplify the explanation, the flush is represented with a shift of the wheel pivot while in practice, it is often a combination of axis offset of the pivot and its angle. Judiciously and as shown in fig. 31, the flushing device can be equipped with a mechanism that can modulate it by means of a lever manipulated by a motor-brain and modifying the flush angle.

In the example of FIG. 26, and when there is no steering servo or is partially reversible, the hunting torque releases a force on the steering wheel, force that the driver perceives and which tends to position the vehicle in the center of the pavement where the influence of the projections is identical on both sides.

The mechanical lateral positioning described above can be doubled or assisted by an electronic device that intervenes when the vehicle is on an ultralight type section and the curvatures are tight. The choice or rather the activation of the automatic mode is derived from situational information transmitted to the vehicle depending on the location and from solutions using optical, sonic, electromagnetic or even GPS technologies.

FIG. 32 presents a solution of an automatic lateral positioning device of a vehicle which can be realized by analog or digital way. The angle formed by the steering axis with the vehicle axis (321) and the two tracks of the front and rear wheels and the distance between them (324) are perceived. The outer front wheel is closer to the bouter than the rear outer wheel by a value corresponding to the gap (322). It is the same on the other side of the vehicle.

Thus, it is found that the decentering of the front axis of the vehicle is half the trace and that the trace is a function substantially proportional to the curvature (for small curvatures). Thus, in the diagram of FIG. 33is found a quantity which is proportional to the curvature, it is the sensor (A) which measures the steering angle (321), this measurement can be done by means of an angle measurer (Selsyn or angular decoder ) whose output signal value is zero when the front wheels are straight and is linear as a function of the angle (336).

Thus, it is possible to obtain a magnitude which will serve as a reference for the offset of the lateral positioning. Judiciously and in order to keep the phenomena of instability, the signal (336) will be integrated (I) so as to obtain the average value corresponding to a small distance (337). This value passes through a function R = f (A) which is quasi-linear for the small angles and gives, at the output (338), the reference value of the difference. This reference value is compared with the instantaneous value of the difference (335) resulting from the difference between the values given by the optical or ultrasonic distance measuring sensors (C1, C2) or even from a camera and processing of associated image. The result of this difference is the error. It is injected on a PID-type regulator whose output drives the steering control servomotor. Judiciously and to increase stability at high speed, the error signal (335) will be modulated with a function inversely proportional to the speed E = f (1 / v).

Judiciously, it will be noted that a signal almost identical to that of the angle sensor is also present on this assembly, it is the output signal of the controller that drives the steering servomotor of the steering.

Note that the automatic steering of the vehicle can act directly on the steering shaft (the steering wheel) as mentioned above or that it can be the object of an automatic switching device of the command as described in the first claim of F 2,780,696.

The driving of an ultralight vehicle can be practiced on traditional pavements and new ultralight pavements. On traditional roads, they behave in the same way as traditional vehicles whereas on new roads they behave rather like a train or a subway with abandonment of the steering wheel and control of the speed and braking according to three modes which are the manual, semi-automatic and automatic modes (without driver). In manual driving, the vehicle is driven quickly through the accelerator pedal and the brakes through the pedal of the same name.

In semi-automatic driving, the speed is controlled by the automation called "Tempomat" which is manually engaged and which triggers as soon as there is a pressure on the brake pedal. When the automation is engaged, the speed is given by the automation itself which receives the reference reference from the device described below. The speed is rather high on the straight and well protected sections and rather slow when there is a turn, a weak protection or a danger. The accelerator pedals and brakes are still active, this mode is similar to the conduct of a train and the responsibility for the observation of the scene and in particular of reaction in case of presence of a foreign body is of the driver.

Until today, the reference speed for semi-automatic driving similar systems was either given by a transmitter cable placed along the line or stored in the vehicle, the latter being equipped with a counter indicating the position of the vehicle on the line. Today already and even more tomorrow, this reference speed can be put in a table that is pointed by a driver assistance device (GPS) that indicates the position of the vehicle. It can be judiciously completed, in the maneuvering areas by a transmitting cable or a local radio signal.

FIG. 17 presents, a (schematic) example of an ultra-light section of roadway. It shows an input cone (A), a continuous segment (B), a transition segment (C), an input-output segment (D) and then a return on a continuous segment (E). The reference speeds could be 30 km / h on the input segment then 80 km / h on the continuous segment and 50 km / h on the segment (D) of the input-output etc.

The automatic driving (without driver) of an ultralight vehicle is to replace the human surveillance by automatic monitoring. Thus, this kind of vehicle is able to travel alone on the ultralight road for example to go to park in a collective parking or even better to transport people not allowed to drive.

The problem of monitoring can be broken down into 2 aspects which are the detection of an undesirable object also said foreign body (most often a pedestrian or a vehicle breakdown) and the distance needed to stop the vehicle to do not touch the so-called emergency braking distance object.

The braking distance in case of emergency is known (or should be) of any driver entitled to drive. For a vehicle driven by a human, it consists of two elements which are the reaction time (usually counted around the second) and the stopping distance which depends on many factors of the state of the road, tires, chalking mode (ABS) etc.

As an indication, it is given below some values counting with a deceleration of 6 m / s. <tb> 10 km / h <sep> => <sep> 2.7 m / s <sep> => <sep> 0.45 s <sep> = 0. 6 m + <sep> (2.7 m / s * 1S) = <sep> 3.3 m <tb> 20 km / h <sep> => <sep> 5.5 m / s <sep> => <sep> 0.92 s <sep> = 2.5 m + <sep> (5.5 m / s * 1s) = <sep > 8 m <tb> 30 km / h <sep> => <sep> 8.3 m / s <sep> => <sep> 1.34 s <sep> = 5.75 m + <sep> (8.3 m / s * 1s) = <sep> 14 m <tb> 40 km / h <sep> => <sep> 11.1 m / s <sep> => <sep> 1.85 s <sep> = 10.3 m + <sep> (11.1 m / s * 1s) = <sep> 22 m <tb> 50 km / h <sep> => <sep> 13.9 m / s <sep> => <sep> 2.3 s <sep> = 16 m + <sep> (13.9 m / s * 1s) = <sep > 30 m

When it comes to an automatic vehicle, there are two separate figures are treated, These are empty vehicles and there the deceleration to be pushed to the maximum or so busy vehicles it will be limited to a deceleration bearable by passengers.

Below, the calculated stopping distance with a moderate deceleration (4 m / s2) <tb> 10 km / h <sep> => <sep> 2.7 m / s <sep> => <sep> 0.7 s <sep> = 1 m <tb> 20 km / h <sep> => <sep> 5.5 m / s <sep> => <sep> 1.4 s <sep> = 4 m <tb> 30 km / h <sep> => <sep> 8.3 m / s <sep> => <sep> 2.1 s <sep> = 10 m <tb> 40 km / h <sep> => <sep> 11.1 m / s <sep> => <sep> 2.8 s <sep> = 16 m <tb> 50 km / h <sep> => <sep> 13.9 m / s <sep> => <sep> 3.5 s <sep> = 24 m

The detection of foreign bodies is a crucial point for the evolution towards automatic driving in free zone. (The thing is very different when the course prevents or forbids foreign bodies). To date, many works have been carried out in institutes, companies and even led by the European Commission.

Among the means used and tested, there are microwave radars, lidars, ultrasound for short distances or video cameras lined with image processing software. Thus, the detection distances announced in an open environment allow braking before contact up to 35 km / h or a strong slowdown up to 50 km / h.

The problem with an ultralight road is simpler in which the vehicles are channelized (scene to observe more precise), the previously known routes, sensitive areas identified by the geolocation device and it is conceivable to help the device detection in sensitive areas.

Thus, and considering the angle of the detection of foreign bodies, it is possible to distinguish 3 categories which are: Speed less than 30 km / h free Speed up to 50 km / h when the track is protected by barriers that prevent pedestrians or physically inform them of the danger Speed greater than 50 km / h in which case pedestrians are prohibited and vehicles that are down or under speed emit a distress signal or are followed by beacons (such as trains).

Automatic flow guaranteed can be considered in the context of a new context such as the introduction of new vehicles like this, it can be set up a mechanism that guarantees the flow this above the corking speed. Indeed, if the distance between the vehicles is measured and it is calculated by the automatism so that, in case of slowing the flow increases, then it is enough to slow down.

By way of example, it is indicated below the speed values for ultra-light vehicles on a single track. The "type" vehicle considered measures 3m in length and corresponds to the ultra-light vehicles currently under development.

As seen above and as in the daily practice, these speeds correspond to distances between vehicles that are well below the braking distance. The implementation of this principle implies a distance measurement between vehicles that is credible and reliable over long distances.

A rangefinder for measuring large distances (motorway project), complementary to the emergency braking device is required for high-speed automation. Thus, the solution proposed in the context of this project is that of a reaction or re-emission range finder because this type of device is much less sensitive than reflection devices since it divides the distance in two, does not have to suffer reflection properties reflective material or surrounding materials, blindness problems when the reception frequency is the same as that of emission and allows the identification of the retransmission device. In addition, in a device where vehicles rub shoulders, it is possible to follow only those that are active because they are engaged because they are present on the ultralight track.

This slide (201) emits a signal that can be optical (emission through a laser diode) or electromagnetic by means of a carrier signal at high frequency. All vehicles are equipped with an answering machine (202) at the rear. Thus, when the vehicle preceding the transmitter receives a signal, it identifies it (frequency filter) and then immediately returns a response on another frequency. This returned signal may contain an identifier and an announcement signal of a vehicle in difficulty (under-speed or failure).

FIG. 20 presents the ideal position for a long distance rangefinder with the transmitter at the front (201) and the receiver (202) at the rear. The example given below corresponds to the trajectory Z of FIG. 17. The speed around the entrance is 50 km / h and corresponds to an interval between vehicles of 10 m which is more than enough for a smooth entry. As soon as the vehicle is on the automatic lane, it goes into automatic mode following the instructions listed above. When the vehicles are close to each other, they will be positioned according to the speed of the previous one which will cause a change in the position of the next which will in turn lead to a modification of the next and so on until that a new equilibrium is found.

One of the consequences of the above device is that it is easy to maintain a volume of traffic or optimal flow when many vehicles move, this without having to set up a complicated tracking device.

FIG. 35 schematically shows a section with 2 double "highway" type pavements (351, 352) and 2 ultralight pavements (353, 354). When an ultralight roadway is well occupied or over-occupied, vehicle speeds decrease. Thus, a measurement of the speed (355) of ultra-light vehicles (356) before the passage of an entry makes it possible to leave on standby (357), out of the roadway, a vehicle that wishes to enter (358). This simple process is thus guarantor of an optimal use of the pavement and prevents to arrive at the situations known as corking:

The vehicles can also be coupled virtually to each other as wagons thus forming trains (388).

Collective vehicles (public transport and / or car sharing) can be inserted in the circuit. Indeed, the mechanism put in place with this ultralight pavement makes it possible to mix ultralight private vehicles with other collective vehicles. Fig. 21presents a shuttle-type collective vehicle. In fig. 38, we see private vehicles in black (381, 382) follow the path that connects the points A to B or out of the circuit on the transverse C-D for the vehicle (383). At both ends (384, 385) are "automatic" garages for collective vehicles. Two stations (386, 387) allow the users to take possession of the vehicles then to roll towards a transverse or until the terminal station. The basic paths go from station to station. Judiciously, the stations have 2 or 3 vehicles waiting. When there is an imbalance that is to say that one of the garages is overloaded and the other in danger of rupture, one or more vehicles are launched (without passenger). These vehicles will follow the train paths that go from station to station respecting the speed profile and without having exit instructions (no passengers).

Figs. 39 and 40 present a point-to-point collective device connecting the two banks of a lake by means of automatic shuttles (394) and a submerged gangway (393). The 2 underground stations (391 and 392) are placed at the ends of the device. Fig. 40 shows one of the stations. We can see the only public stairway (401) accessible by an escalator and 2 docks. These platforms include an arrival zone (402) where the vehicles are very slowed down so that the passengers can easily descend and a reciprocal climbing zone (403). Between the 2 zones, one for vehicles waiting area. We also see the descent and climb zones (404 and 405) where vehicles are stopped, while people with reduced mobility can get in or out. A garage-workshop area is located in an outer position (406, 407).

Electric vehicles: Electric vehicles can also be involved in this scheme. Indeed, on the sections equipped with bouteroues of the two sides, the vehicle is maintained with a lateral variation of a few centimeters. Thus, it can be mounted in notches or notches located under the rails said bouteroues and recessed from the vertical of this rail, the electrical supply rails (371) of the vehicles, the latter being thus in close proximity to the tires of the vehicle. This device will be completed by the addition, under the vehicle to be powered, a floating frame (372) placed and adapted to absorb the lateral variations of the vehicle relative to the electrical rails, this frame supporting two brush electrodes (373) the latter being in contact with the supply rails. The device is also provided with an automatic control (depending on the location) of deployment or removal of the brushes. The energy absorbed by the friction of the brushes is low, thus, for a vehicle having a bearing force of 5 kg, the friction force is about one tenth or about 5 N which, at the speed of 20 m / s (72 km / h) corresponds to an energy of 20 * 5 = 100 Nm / s or Watts.

[0068] Judiciously, the entry points of the gripping frame on the electrodes will be done gradually and with a reduced speed.

[0069] Vehicle brakes A vehicle may be out of order on a section with bouteroues on both sides. In addition, a stationary vehicle is a vehicle that is generally braked (only to prevent its runaway when it is located on a slope). Judiciously, vehicles will be equipped with devices to get out of these unfortunate positions. One of the solutions is mechanical and the other electric. In the case of the mechanical solution, the vehicle behind has on its front bumper a protruding external profile (125) which will fit into the slot (126) of the preceding vehicle, this bar having the effect to push a lever placed behind the bumper, which lever is located in the brake cable tension circuit this action thus allowing to relax the brake cable, so "unbrak" the previous vehicle. In the electronic version, the vehicles are equipped with a NFC (Near Field Communication) transmitter at the front of the vehicle (221) and an NFC receiver at the rear (222) and, when the vehicle placed at the rear approach the other vehicle, its field is detected which has the effect of releasing the electric brake judiciously placed on the emergency electrical circuit of the vehicle).

FIG. 34 presents a vehicle with its accessories. We perceive a processor (uP) that is connected to various organs involved in the automatic driving on an ultralight roadway. A GPS (341) makes it possible to situate the vehicle thus and to extract piloting information from a table filled by GPRS and containing the information specific to the place. Thus it is possible to trigger or trigger the automation, to control the maximum speed (345), the latter can be modulated by the rangefinder information (343), to deliver a reference speed depending on the location (349), the latter may act on the characteristics of the regulator or the bodies for detecting foreign bodies such as pedestrians (D). Fixed landmarks (RFIDs) are intended to signal events or to replace the GPS tracking device when the vehicle is traveling in a submerged tunnel or bridge. Note also the reading of an RFID signal (344, 341) to send a brake release command in case of failure. In addition, the (uP) associated with the GPRS transmission allows an operator, located in a control center if necessary, to take remote control of a vehicle this in particular when the roadway and the vehicle are subject Problems or breakdowns, a video camera will sensibly capture the view that a driver placed in the vehicle would have.

Various applications are shown in Figs. 41 to 47. FIG. This is an evolutionary system. In a first phase, crossroads are gradually equipped with an underground crossing for ultra-light vehicles. Thus, we perceive the entry of the vehicle (411), then the exit of the vehicle (412) which will continue on the conventional way.

In a second phase, these passages are integrated in a more global and mixed system comprising individual vehicles and collective vehicles having the form of shuttles shown in FIG. Thus, only collective vehicles as soon as attendance is high, this step being controlled by the device described in FIG. 20. The ultralight roadway is isolated from the traditional roadway by barriers (413). Openings are provided after intersections for individual vehicles (414). A station (415) for the passengers of the collective vehicles is located before the junction. A priori, the collective vehicles with 2 to 4 seats are automatic, they stop only on request which means that when they do not stop, they pass the stations in transit (417). The vehicles are parked in specific garages (416) with automatic management. The stations are able to receive some shuttles (418) in reserve. Ideally, an automatic management device launches the vehicles from the garages (416), or receives them when the flow decreases. In an ideal situation, the stations have vehicles in reserve and the passengers go from a station to their destination by having at most one to two halts corresponding to the other passengers.

FIG. 42 shows a section of an urban roadway with the insertion of an ultralight underground road (421) and placed under the sidewalk.

FIG. 43 presents a section of a periurban roadway with the insertion of an ultralight overhead track (431) located above the sidewalk.

FIG. 44 presents a graphical comparison of the sections of two tunnels, one (441) for traditional traffic and the other (442) for ultra-light traffic.

FIG. 45 presents the addition, in existing tunnels, ultralight tracks.

Figs. 49 to 49 present an ultralight mobility solution using the sidebars of motorways located outside the protective barriers (berms). These bands are spaces that are intended to reduce the severity of accidents if necessary. These bands are common in Western Europe. The introduction of a flow of light vehicles in this area (outside the berms) reinforces the role of the berms for traditional vehicles while ultra-light vehicles, less dangerous because of their weight are kept on the roadway. ultralight by the bouteroues. In the vicinity of the interchanges, ultralight vehicles have the possibility to stay on the ultralight way or to leave it. If they stay on the highway, they will go through a small tunnel, but if they leave, they will first follow a section parallel to the existing road and then they will pass on the existing road to a place where there is no road. more discomfort for a traditional vehicle that would come out of the highway.

FIG. 50 presents a new service district essentially organized with this new ultra-light mobility. Thus, the vehicles have a preferred route (501) to exit the busy road (502). The circuit is one way. A passenger who goes into the building (504) will take the lower lane drawn in dotted lines (505) then will release the vehicle that goes automatically to the garage (506). Similarly, a passenger who goes into the building (507) will take the lower lane (508) before releasing the vehicle that will also automatically go to the garage (506). At the end of the activity, the employee calls his vehicle by means of his mobile phone, said vehicle appearing alone at the foot of the building. Exchanges with traditional pavements are planned at the exit of the garage or at the crossroads (503).

Claims (10)

1. Submerged walkway comprising hollow caissons (11) interconnected to form a circulation path (13) and to allow the immersion of a portion of the caissons under a water line (21, 73, 91) depending on the weight overall caissons, characterized in that the caissons (11) are interconnected by a traction structure (12, 32, 85, 86) calculated to maintain the caissons and to support a variable load corresponding to a use of the footbridge submerged by pedestrians or light or ultra-light vehicles (10, 162). 2. immersed gangway according to claim 1, characterized in that the boxes (11) are connected in several sections by a first traction structure (12, 32, 74, 85, 86) and in that said sections (101, 102, 103) are interconnected by a second traction structure (118, 127). 3. submerged walkway according to claim 1 or 2, characterized in that the first traction structure comprises cables (12, 74, 85, 86) introduced into housings formed in the caissons and traction cones (32) of the cables. abutting against two ends of the caissons thus forming a section and the second cable structure (118, 127) introduced into housings formed in the caissons and traction cones (32) of the cables bearing against two ends of the sections forming and the bridge this second structure for controlling the clamping pressure on the seals (114, 115). 4. submerged walkway according to claims 1, characterized in that the end boxes are out of water to control the clamping pressure of the joints from a dry zone and that the supports of the ends are rolling (105) . 5. immersed gangway according to claim 1, characterized in that the boxes (11) comprise glazed upper parts (63). 6. submerged gangway according to claim 1, characterized in that the boxes have a weight below the weight of the displaced volume of water and incorporate ballast recesses (15, 67) which allow the weight to be passed over the weight of displaced water volume. 7. immersed gangway according to claim 1 or 2, characterized in that it comprises a so-called ultralight road for so-called ultralight vehicles, the said roadway having, on the sides, so-called bouteroues side profiles acting rails protection (141) in such a way as to mechanically prevent the vehicles from coming out of the roadway, said vehicles comprise a lateral positioning aid device intended to prevent the wheels of the vehicles from touching the shutters. 8. immersed gangway according to claim 10, characterized in that the roadway has a device for lateral positioning of the vehicles made by means of protrusions or beads located at the foot of the bouteroues (163, 192) or at the foot of their extension virtual (193), these protrusions acting as guide grooves and allowing the vehicle to self-align while allowing it to get out of the roadway when there is absence of bouterne and voluntary action on the direction causes it, the vehicle itself having either an electronic device for positioning the front wheels or an angular and / or offset hunting (a) allowing self-alignment of the steering wheels on the groove formed by the projections (163) . An underwater gangway according to claim 10 or 11, characterized in that the ultralight vehicles comprise an electronic device for lateral positioning assistance and have a gripping element of the steering angle (321) of the vehicle, the latter acting on a function integrated in the device for calculating the lateral position that should be taken by the steering wheels (338), this position being compared with the instantaneous value of the lateral position detected by sensors measuring the distance of the wheels of the vehicle from the bouteroues (322, 323), the result of the comparison (335) acting on a controller whose output (338) drives a steering control servomotor to adjust the lateral position. 10. A method for interconnecting caissons (11) in a submerged bridge according to claim 1 or 2, wherein the caissons (11) are assembled in dry dock (81), corked (84) in the ends, if any , so as to make the bridge floating, before being moved to the final site via the waterway where the object will be weighted until immersion in its final location, characterized in that the shape of the bottom (83) the dry dock corresponds to the final shape of the bridge which can be flat or comprise oblique segments so that the caissons which are linked together by the traction structure take the final shape of the bridge.