EP0026190B1 - Verfahren und vorrichtung zum betrieb eines semi-kontinuierlichen systems zur passagierbeförderung - Google Patents

Verfahren und vorrichtung zum betrieb eines semi-kontinuierlichen systems zur passagierbeförderung Download PDF

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Publication number
EP0026190B1
EP0026190B1 EP80900601A EP80900601A EP0026190B1 EP 0026190 B1 EP0026190 B1 EP 0026190B1 EP 80900601 A EP80900601 A EP 80900601A EP 80900601 A EP80900601 A EP 80900601A EP 0026190 B1 EP0026190 B1 EP 0026190B1
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EP
European Patent Office
Prior art keywords
vehicles
vehicle
speed
track
stopping
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired
Application number
EP80900601A
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English (en)
French (fr)
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EP0026190A1 (de
Inventor
Jean Huon De Kermadec
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SOULE FER ET FROID
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Soule SA
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Publication date
Priority to AT80900601T priority Critical patent/ATE9301T1/de
Application filed by Soule SA filed Critical Soule SA
Publication of EP0026190A1 publication Critical patent/EP0026190A1/de
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Publication of EP0026190B1 publication Critical patent/EP0026190B1/de
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B1/00—General arrangement of stations, platforms, or sidings; Railway networks; Rail vehicle marshalling systems
    • B61B1/02—General arrangement of stations and platforms including protection devices for the passengers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B13/00—Other railway systems
    • B61B13/12—Systems with propulsion devices between or alongside the rails, e.g. pneumatic systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B15/00—Combinations of railway systems

Definitions

  • the present invention relates to passenger transport systems of the so-called semi-continuous type with passive vehicles where non-motorized vehicles are driven by means of successive drive tracks along a closed circuit serving at least two stations, at a speed of cruising between stations, on the one hand, and, on the other hand, at stations at a slow speed in front of the embarkation and disembarkation platforms, appropriate transition zones being provided on either side of these platforms.
  • gondolas In mountain stations, some of the transport systems called gondolas are semi-continuous as defined in the previous paragraph. The presence of supervisors and the slowness of vehicles when boarding and disembarking passengers limit the risk of accidents during operations.
  • the elasticity is obtained by the automatic control of the tracks in relation to the information given by the means for detecting passenger faults and the positions of the vehicles.
  • the appearance of a fault causes the progressive accumulation of vehicles upstream, by controlling the slowing down and stopping of lanes and possibly the diversion and storage of vehicles on another route.
  • the disappearance of the defect if it does not last more than a certain time, depending on the installation, leads to the progressive de-accumulation of the vehicles until the return to their normal distribution over the whole route.
  • the slowdown of the channels is only foreseen for a few specific channels called "variators", which can operate at two different speeds. Furthermore, control of certain channels eliminates the risk of collision introduced by the operating method according to the invention.
  • the vehicles pass opposite a control wall adapted to detect any overshoot relative to the opening of a vehicle. Any overshoot causes a displacement of this control wall that it hinders the movements of the passenger, allowing him to leave the dangerous position he occupies.
  • this control wall can advantageously be composed of two panels: a stop sign whose movement triggers the stopping of the vehicle, but which is preceded upstream by a traffic sign whose movement triggers a signaling of danger to the passenger.
  • the invention also relates to a passenger transport system as described in claim 8 and capable of implementing the method according to the invention.
  • the term “upstream” must be interpreted in relation to the direction of travel of vehicles, the qualification “active” designates the mobile state for the drives, the operating state of the “ signaling means ", the presence of a vehicle or a passenger for” vehicle position control means “or for” passenger position control means ".
  • Figure 1 is a schematic top view of a terminal station of a passenger transport system with passive (non-motorized) semi-continuous and automatic vehicles.
  • These platforms are separated from the space reserved for the passage of vehicles 5, 6 and 7 by rigid barriers 8, 9, 10, 11 and 12 (following the order of platforms described above).
  • Arrows 13 and 14 give the direction of movement of the passengers respectively on the embarkation 1 and disembarkation docks 2.
  • Arrows 15 and 16 respectively give the direction of movement of the vehicle 5 which leaves the station and of the vehicle 6 which passes in front of the disembarkation quay.
  • the main track V1 is turned over by the wheel 17, the direction of rotation of which is given by the arrow 18.
  • sensors detect the presence of vehicles at certain precise points or zones. These sensors called “vehicle position control means” are numbered from C 0 to C18 in the opposite direction to the direction of travel of the vehicles.
  • Walls called respectively control walls P 1, landing P2, P3 storage, are arranged at the end of the platforms of the same name.
  • FIG 2 which is a schematic sectional elevation along II-II of Figure 1 shows the vehicle 7, with two wheels 21 called braked wheels, the track V12 and a pulley 22.
  • the vehicles are driven as follows.
  • the main track V1 for example cable or endless chain
  • the connection of vehicles with this track disengageable clamp for a cable, support cleat for a chain
  • this track disengageable clamp for a cable, support cleat for a chain
  • Tracks V5 and V10 respectively making it possible to turn over or tranship vehicles are of known construction.
  • the space they occupy is delimited by broken lines separated by 2 points.
  • the other 12 tracks are endless belts at constant speed such as V12 in FIG. 2. They drive vehicles such as 7, by means of independent braked wheels 21, which constitute a track-vehicle clutch.
  • these two wheels 21, connected to the vehicle are independent and braked in rotation in a known manner, preferably in proportion to the total mass of the vehicle.
  • the distance between the two wheels 21 of a vehicle is less than the interval between two successive tracks, which allows the vehicle to have, at all times, at least one wheel in contact with one of the tracks such as V12 .
  • These two wheels constitute two independent track-vehicle clutches, which facilitates transactions between successive tracks, whatever their respective speeds.
  • the vehicle arrives from the previous station linked to the main track V1 (5 m / s), it leaves this gauge for the decelerator V15 5 (2 m / s) then successively the variators V14 (2 m / s) and V13 (1 , 5 m / s) then the V9 crossing (1 m / s) then the V8 approach (0.7 m / s) then the V7 landing (0.35 m / s). Passengers leave the vehicle during this slow scrolling.
  • the vehicle then goes through the reversal load V6 (1 m / s), the reversal V5, the unloading of the reversal V4 (1 m / s) and then the embarkation V3 (0.35 m / s). New passengers enter the vehicle during this slow scrolling.
  • the vehicle then travels through the accelerator V2 (5 m / s) before joining the main track V1 (5 m / s) which takes it to the next station.
  • the vehicles are independent.
  • the time interval 8 which separates two successive vehicles cannot remain constant. It is therefore necessary to provide at least one point in their route with a timing.
  • the station of Figure 1 can perform this timing at the time for example of the overturning of vehicles.
  • This reversal of vehicles is sequential.
  • the vehicle charges using V6 then comes to a stop.
  • the reversal using V5 then begins and stops after a half-turn.
  • the vehicle can then unload by means of V4 while the next vehicle charges in turn.
  • the overturning of a vehicle can only start when a time A has elapsed since the beginning of the previous overturning. Time A is chosen to ensure regular spacing of vehicles over the entire route.
  • Sensors of this type C2, C8, C9 detect at a specific point on the track the presence of a specific point on the vehicle. They are used to check the rigorous position of vehicles before they are turned over and transhipped.
  • the C3 and C7 sensors are of the same type and verify the rigorous position of the turning and transhipment tracks between two maneuvers.
  • Sensors of this type CO, C4, C5, C6, C11, C15, C16, C17, C18 detect at a specific point in the track the presence of any point along the entire length of a vehicle.
  • sensors of the third type can be mechanically controlled switches, proximity detectors, photoelectric cells, or any other known means.
  • sensors of the third type it is possible, optionally, to combine several point sensors of the second type.
  • All these sensors CO to C18 detecting the position of the vehicles, as well as the control walls P 1, P2 and P3, are provided to give information necessary for the method of operating the system according to the present invention.
  • the purpose of this operating process, as described in the preamble, is to be able to temporarily stop a stationary vehicle, in particular in the event of difficulty in boarding or disembarking a passenger, without disturbing the movement of passengers already boarded, if this defect does not exceed a certain time, which can be infinite, depending on the means used in the installation.
  • This operating elasticity can be obtained in three ways illustrated in FIG. 1.
  • the tracks are stopped as and when they are occupied by vehicles. For example, when V9 is stopped, V13 stops when a vehicle reaches C16, then V14 stops when a vehicle reaches C15.
  • This method has the disadvantage of causing frequent stops and restarts of the tracks and of giving no results when the frequency of the vehicles is close to its maximum.
  • the variators V13 and V14 operate normally at high speed but can change to low speed as soon as an interruption in boarding results in the accumulation of vehicles upstream.
  • the change from variators from 2 m / s to 0.7 m / s makes it possible to delay vehicles upstream by about one second per meter of lane.
  • the length of the drives, their number, can be chosen for each installation.
  • Vehicles arriving at a saturated station are diverted and stored on another lane until the lanes are restarted downstream of the diversion.
  • the vehicles are reinserted when a sufficient interval between two successive vehicles is detected.
  • FIG. 1 the position of this storage which can accommodate five vehicles has been chosen by turning back before disembarking. If the storage control wall P3 is retractable during storage, the passengers who are in the vehicles arriving at the station can reach and leave the vehicles on the storage platform 3, without the risk of being stopped before reaching it.
  • storage is provided at the end of the station.
  • storage can be distributed among the stations. Beyond a certain fault duration, the departure of vehicles is interrupted at another station on the same circuit, where an accumulation process also begins. This duration depends on the respective storage capacities of the stations.
  • the qualifier "active” relates to the mobile state for the channels, to the displaced control walls, to the locked V5 and V10 channels for the sensors C3 and C7, to the presence of a vehicle for the other sensors.
  • the qualifier “passive” refers to the reverse state.
  • V9 As soon as a vehicle reaches C18, V9 remains stopped. V13 in turn stops when a vehicle reaches C12. Stopping V13 causes V14 to slow down as soon as a vehicle reaches C14 and to stop as soon as it reaches C15.
  • Stopping V14 simultaneously stops V15, V2 and V1.
  • the entire part of the system shown in FIG. 1 is then stopped, in particular the main track V1 and the vehicles which are still on it.
  • This situation occurs a significant time after the start of the fault. It is unpleasant for passengers stopped between two stations and must trigger the intervention of a supervisor.
  • the disappearance of the fault can automatically restart the system and de-accumulate the vehicles in the following manner.
  • V3 to V8 inclusive restart.
  • C6 When C6 is free, all the other channels start in turn. If V2 is stopped when one vehicle, pushed by the next, reaches CO, V3 also stops until C6 is free.
  • V13 and V14 are at slow speed. When C14 has not detected a vehicle for a selected value time, V14 returns to its fast normal speed. V13 does the same then.
  • the vehicles are independent. The 8 that separates them cannot remain constant. It is therefore provided, as we have seen, at least at one point of the route a timing which ensures a regular spacing of the vehicles over the entire route. In normal operation, the variations of 8 between two successive timings are small, if the speed and acceleration undergone by the vehicles in the variable speed zones vary little.
  • the operating method according to the invention which causes localized stops and restarts can introduce disturbances of several seconds.
  • FIG. 18 describes the electrical diagram corresponding to one of the most complex logic equations, V131, giving the operation of the variator V13 at slow speed.
  • a coil V131 is supplied by two lines with voltage + and -, via contacts;
  • contact V9 (1) is open when channel V9 is passive, closed if it is active.
  • the second brace being memorized by V131, the end of control of V13 in slow speed can come either from a simultaneity of V9 and C16, or from C13 remaining in its passive state for a time t greater than t 13, if the second brace is no longer checked.
  • the variator V13 is stopped, if the crossing V9 downstream is stopped and if a vehicle has reached the sensor C16.
  • the V13 drive starts at slow speed when the bushing starts to move (V9 and L active). If the variator V13 is in fast speed, it can switch to slow speed when V9 stops and a vehicle reaches C13. Once V13 is in slow speed, it remains there until C13 detects a time interval between two vehicles greater than t 13. indicates that it can return to fast speed, or on the contrary, that the stopping of the crossmember V9 and the arrival of a vehicle in front of the sensor C16 causes its stopping.
  • FIG. 3 is a top view similar to FIG. 1 in which, by a different arrangement of the tracks and the quays, the landing quay 2 is extended in front of the variators V18 and V19.
  • a variator called spacing'V20 is located upstream of the variator V19.
  • the channels V15, V7 and all the channels downstream from V7 are identical to those of FIG. 1 to which reference may be made for their description.
  • Sensors C20, C21, C22, C23, C24 and C25 which are not shown in Figure 1 have been designated in Figure 3.
  • the arrangement of the station in FIG. 3 is a particularly space-saving embodiment of the invention.
  • the V18 and V19 drives are approximately the length of two vehicles. Their fast speed is like that of the V13 and V14 drives in Figure 1, of about 2 m / s. However, their slow speed. is identical to that of the V7 landing, about 0.35 m / s. The landing quay is somewhat variable in length and begins where the vehicle is at slow speed (0.35 m / s). In normal operation, it is limited to the course of the vehicle on V7. When vehicles accumulate, it lengthens. For vehicles without doors, the deceleration from 2 m / s to 0.35 m / s clearly indicates the start of the descent. For vehicles fitted with doors, the control point for opening the doors can follow the speed changeover from slow to fast.
  • V7 stops the variator V18 goes into slow speed. It stops when a vehicle has reached C20 and another C21.
  • the stopping of V18 triggers the slow speed setting of the variator V19 which in turn stops when two vehicles have reached one C22, the other C23.
  • V19 is stopped, a vehicle reaching C25 stops the main track.
  • V18 restarts V18 and V19 start at slow speed and switch to fast speed when C21 then C23 detect a sufficient interval between two successive vehicles.
  • the spacing channel V18 This channel, which has two speeds like the other variators, goes into slow speed immediately after the passage of each vehicle when they reach C22 and does not return to fast speed until after a time t 18. Any vehicle which is too close to the previous one is delayed by route V18. If the V18 track has a length of 4 meters and speeds of 2 m / s and 0.6 m / s, the delay may reach 3.5 s.
  • the slow speed control can optionally be commanded only in the event that a too short time interval between two vehicles is detected.
  • Figure 4 is a view similar to Figure 1 showing a vehicle storage at the end of the station.
  • the rigid barrier 9 is replaced by two barriers 9a and 9b.
  • the new tracks are a V24 storage loading-unloading track and a V23 storage-destocking translation track.
  • the control wall P2 is replaced by two walls P2a and P2b.
  • a wall P3b is arranged at the end of a storage quay 3b.
  • Sensors C1b, C28, C29 which are not shown in Figure 1 have been designated in Figure 4. All other tracks, sensors, vehicles, etc. are identical to two of FIG. 1 to which one may possibly refer for their description.
  • FIG. 4 The storage according to FIG. 4, of which only the ends have been shown is simpler than that of FIG. 1, on the other hand, it does not allow vehicles to be stored during a boarding interruption due to a fault at the end of landing detected. by P2a. Storage works from the following way. When a vehicle rotation has just ended by means of V5, if V3 is stopped, the vehicle departs in the opposite direction driven by V24 then V23. The destocking operation is reversed and controlled in a similar manner to that of FIG. 1.
  • Similar storage extending the V6 channel can be added to or replace the storage extending the V3 channel described above.
  • the aim will always be, by slowing down and stopping the tracks, and possibly external storage, to limit as often as possible the intervention of the supervisors and the stopping of the vehicle between the stations in the event of faults due to the passengers.
  • FIGS. 5 et seq. Describe specific means of detecting these faults which aim to reduce the risk and facilitate rapid correction of the behavior of the passengers.
  • an embodiment of the control panels according to the invention aims at first signaling the danger to the passenger without immediately triggering the stopping of the vehicle .
  • the limits of the zones triggering the signaling and the stop are analogous to the successive surrounding walls of a fortified castle.
  • FIG. 5 is a detailed top view of the control wall P 1 at the end of the embarkation platform 1 of FIGS. 1 and 3.
  • the control wall P is composed of a curved signaling panel 23 and a panel stop 24 connected by a hinge pin 25, in association with a compression spring 26 and a flexible band 27.
  • the control wall is articulated on the rigid barrier 8 by connecting rods 28.
  • a stop 29 is provided for projecting on the barrier 8 opposite one of the connecting rods 28, which is subjected to the traction of a tensioned spring 30.
  • a jack 31 is connected by two pins 32 and 33 respectively to the control wall P 1 and the barrier 8
  • the flexible strip 27 is fixed at one end to the stop panel 24 and to the other on the barrier 8. This stop panel 24 is for a large part of its parallel length and flush with the edge 34 boarding platform 1.
  • Figure 6 is a sectional elevation of Figure 5 along VI-VI on which we can see a part of the elements described for it.
  • the level of the platform is given by its edge 34.
  • the broken line 35 delimits a part of the control wall P1 which is removed in a variant of embodiment illustrated in Figures 9 and 10. In this case, the wall no longer has four articulation rods 28, but only three.
  • the control wall P1 visually marks the end of the boarding platform 1. It also serves to detect any passenger boarding failure as follows.
  • a passenger embarks late or passes the vehicle at the end of platform 1, he presses on the control wall P1, articulated by the connecting rods 28.
  • the stop panel 24 is held in its rest position by the support of a connecting rods 28 on a stop 29 by the tensioned spring 30.
  • the rest position is obtained by the opposing actions of the compressed spring 26 and the bung torque 27 stretched. Any movement of the traffic sign 23 or the stop sign 24 is detected by known means, not shown, for example mechanical switches.
  • the passenger moves the sign 23 without moving the stop sign 24, it causes the signaling, but not stopping, which makes it possible to avoid stops for many faults that the passengers quickly correct.
  • the mounting of this panel 23 is provided such that its movement, requiring low effort, is designed to hinder at least the movement of the passenger at fault by facilitating his boarding.
  • the flexible strip 27 avoids any roughness therefore any hanging of clothes or packages whatever the movement of the walls.
  • control wall can be produced in a single panel playing the role of stop panel.
  • other means can supplement or replace the panels 23 and 24, for controlling the signaling and the interruption of boarding, for example the interruption of the beam of a photoelectric cell or the detection of a mass. on certain sensitive quay areas.
  • FIG. 7 we can see: the boarding platform 1, its edge 34, the arrow 13 giving the direction of movement of the passengers, the rigid barriers 8 and 9 which surround the platform, the control wall P1 and its connecting rods articulation 28, three vehicles 36, 37, 38 which each have an opening 39 and a door 40.
  • the arrow 41 indicates the direction of movement of the vehicles.
  • Figure 8 is a sectional elevation of Figure 7 along VIII-VIII on which we can see the elements described for it.
  • the part of the vehicle 36 situated below the level of the platform 34 is shown in broken lines with in particular two lifting wheels 42.
  • the three vehicles 36, 37, 38 are respectively in front of the loading dock 1, door 40 open; in front of the control wall Pl, door 40 closing; after the wall P 1, door 40 closed.
  • the doors 40 are of the sliding type, conventionally used for elevators. They are closed during the movement of the vehicle in front of the control wall P1. Any difficulty in closing resulting in an effort greater than a chosen value, according to a technique already known in elevators, causes the interruption of the closure and the same effects as the movement of the stop sign 24: vehicle stop, accumulation , signage.
  • the risk of an obstacle, passenger or package, hampering the closing of the door is considerably reduced.
  • Figures 9 and 10 are similar to Figures 7 and 8 with three vehicles 43, 44, 45 equipped to close their opening 46 of doors 47 laterally hinged instead of sliding doors.
  • the articulation arms 48 of the door 47 forming a deformable parallelogram, allowing the door 47 to be during its entire movement parallel to the edge of the dock.
  • a control wall P5 replaces the wall P1 of FIGS. 7 and 8.
  • the wall P5 is identical to the wall P 1 with one part less along the broken line 35 in FIG. 6 which delimits a downstream vertical edge 49.
  • the door 47 has an upstream vertical edge 50.
  • FIG 11 is a view. partial enlarged view of Figure 9 showing the door 47 of the vehicle 44 being closed and its control mechanism.
  • the active part (motorization) is located in the track, the vehicle comprising only passive elements.
  • This mechanism comprises a locking stand 51, the articulation arms 28, a so-called main axis 52, a bearing 53, a wheel 54, a tension spring 55, a support arm 56 carrying a roller 57, a shock absorber 58 fixed by two axes 59 and 60 respectively on the main axis 52 and the chassis of the vehicle not shown.
  • a support track 61 is articulated on an axis 62 and held at the other end by a stop 63 and a compression spring 64.
  • a driving strip 65- drives the wheel 54 as it passes.
  • Figure 12 is an elevational view corresponding to Figure 11, but limited to the elements belonging to the vehicle 44.
  • a pulley 66 and a clutch 67 advantageously of the type "limiter of couple ".
  • the wheels 42 of the vehicle 44 bear on a rail 68.
  • the outer contour of the wall P5 and the edge of the platform 34 are shown in broken lines.
  • the closing of the door shown in FIGS. 11 and 12 takes place in the following manner.
  • the door 47 of the vehicle 44 is kept open by the tensioned spring 55, the end of which is wound and fixed on the pulley 66.
  • the vehicle 44 runs flush with the wall P5 .
  • the wheel 54 reaches the drive belt 65 which sets it in rotation at constant speed, starting the closing.
  • the main axis 52 is carried on the chassis of the vehicle 44 by the bearings 53.
  • the articulation arms 28, the support arm 56 and the axis of the shock absorber 59 which leave therefrom are fixed in rotation with the main axis 52.
  • the drive strip 65 is not necessary. After unlocking by known means, not shown, the door opens under the action of the spring 55 slowed down by the damper 58.
  • the locking is effected by a stand 51 which is hooked by known means and not shown, at the end of closing, on the vehicle.
  • the door can close completely after the control wall is released.
  • control wall is at the end of the storage quay, such as P3 in FIG. 1, it is necessary to provide for the movement of the vehicles in front of this wall, doors closed in the opposite direction to that described in the preceding figures.
  • the storage of a vehicle can control the retraction of the control wall by the jack 31 in FIG. 5 and the retraction of the support track 61 by analogous means not shown in FIG. 11, acting on the stop 63.
  • FIGS. 13, 14 and 15 are elevation views of vehicles in a position similar to that of vehicle 44 in FIG. 10.
  • FIG. 13 one can see a control wall 69 and a vehicle 70 equipped with a door 71 terminated by a stand 72.
  • FIG. 14 one can see a control wall 73 and a vehicle 74 equipped with a door 75 terminated by two crutches 76.
  • FIG. 15 one can see a wall 77 and a vehicle 78 equipped with a door 70 terminated by two crutches 80 carried by two bars 81 and 82.
  • the vehicle 70 shown in Figure 13 is identical to the vehicle 44 shown in Figure 10, except that the locking stand 72 is central and the control wall 69 extended at the bottom.
  • the door 75 carrying two crutches 76 is indented to let part of the control wall 73 pass through its middle.
  • FIGs 16 and 17 are schematic elevational views perpendicular to the movement of vehicles showing a vehicle 83, its wheels 42, its door 84 and the control wall 85.
  • this door mechanism called “visor”
  • the door 84 folds down behind the wall 85 as in the side door mechanism described in detail in Figures 9 to 14, but from above instead of doing it laterally.
  • This "visor” door is open in Figure 16 and closed in Figure 17. This type of door can be interesting for certain specific applications, for example if you want the opening of the vehicle to be very wide and almost its length.
  • the two stations normally provided as a minimum are merged into a single station for the start and finish of a circuit, for example a tourist circuit in a closed loop.
  • a fault due to a passenger is detected by an overshoot in relation to a "vehicle access delimitation surface".
  • This surface can be linked to the platform (control wall for example) or linked to the vehicle (theoretical position of a door).
  • the door is closed when the vehicle is opened substantially opposite a control panel, which does not exclude the classic case where this wall does not exist (doors d 'elevators for example).
  • the drives called variators are provided with three possible operating states: normal speed, slow speed, stop.
  • normal speed normal speed
  • slow speed stop
  • most of the tracks driving the vehicles are "endless belts". This choice is not limiting and other embodiments, conventional in handling, can be envisaged (chains, cables, drive wheels).

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Escalators And Moving Walkways (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
  • Catching Or Destruction (AREA)

Claims (16)

1. Verfahren zur Benutzung eines sogenannten halbkontinuierlichen Personentransportsystems mit passiven Fahrzeugen (5, 7), bei dem nicht motorisierte Fahrzeuge (5, 7) mittels aufeinanderfolgender Antriebsstrecken (V1, V2) längs eines mindestens zwei Stationen bedienenden geschlossenen Kreises einerseits mit einer Reisegeschwindigkeit zwischen Stationen und andererseits in den Stationen mit einer geringen Geschwindigkeit vor den Einstieg-Bahnsteigen (1) und Ausstiegbahnsteigen (2) angetrieben sind und auf der einen und anderen Seite dieser Bahnsteige (1, 2) geeignete Übergangszonen (V2, V15) ausgebildet sind, wobei dieses Verfahren dadurch gekennzeichnet ist, daß es die Erfassung jedes Fehlers umfaßt, der in einem Herausragen von Personen oder von diesen mitgeführten Gegenständen bezüglich einer den Zugang zu den Fahrzeugen (5, 7) in den Stationen begrenzenden Fläche besteht, die aufeinanderfolgende Durchführung des notwendigen und ausreichenden Teils der folgenden Maßnahmen im Fall der Erfassung eines Herausragens:
- Anzeige des Herausragens;
- Anhalten der das fehlerhafte Fahrzeug (V3) antreibenden Strecke);
- Anhalten anderer Strecken in einer Station (V8);
-Verlangsamung und Anhalten von stromaufwärts gelegenen Übergangsstrocken (V14);
- Umleitung und Speicherung von Fahrzeugen (7);
- Anhalten von Reisestrecken (V1);

und die aufeinanderfolgende Aufhebund dieser Maßnahmen nach Verschwinden des Fehlers umfaßt.
2. Benutzungsverfahren nach Anspruch 1, dadurch gekennzeichnet, daß das Anhalten und die Ansammlung von Fahrzeugen (5, 7) in einer Station gesteuert werden durch die Erfassung eines Fehlers in einer anderen Station.
3. Verfahren nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß die Verlangsamung der Strecken (V1, V2) durch Wahl zwischen mindestens einigen von mehreren vorbestimmten Geschwindigkeiten erfolgt, nämlich: Geschwindigkeit Null, geringe Geschwindigkeit, Normalgeschwindigkeit, Zwischengeschwindigkeit zwischen geringer und normaler Geschwindigkeit.
4. Verfahren nach Anspruch 3, dadurch gekennzeichnet, daß die geringe Geschwindigkeit identisch mit der Geschwindigkeit der Ausstiegsstrecke (V7) ist.
5. Verfahren nach Anspruch 3, gekennzeichnet durch einen Übergang einer Strecket(V18) in geringe Geschwindigkeit nach jedem Durchgang eines Fahrzeugs und die Rückkehr dieser Strecke (V18) in die Normalgeschwindigkeit nach Verlauf einer bestimmten Zeit nach ihrem Übergang in die geringe Geschwindigkeit.
6. Verfahren nach einem der vorangehenden Ansprüche dadurch gekennzeichnet, daß unmittelbar stromaufwärts von einer Ausstiegsstrecke (V7) eine Annäherungsstrecke (V8) mit höherer Geschwindigkeit als die Ausstiegsgeschwindigkeit vorgesehen ist, wobei der Abstand zwischen den beiden Geschwindigkeiten so begrenzt ist, daß ein Zusammenstoß von zwei mit diesen zwei Geschwindigkeiten angetriebenen Fahrzeugen tolerierbar ist.
7. Verfahren nach einem der vorangehenden Ansprüche, dadurch gekennzeichnet, daß eine Übergangsstrecke (V2), die unmittelbar stromaufwärts von einer Reisestecke (V1) liegt, dauernd bei einer Geschwindigkeit im wesentlichen gleich der dieser Reisestrecke (V1) gehalten wird.
8. Personentransportsystem von sogenannten halbkontinuierlichen Typ mit passiven Fahrzeugen im geschlossenen Kreislauf mit mindestens einer Station, bei dem nicht motorisierte Fahrzeuge (5, 7) mittels aufeinanderfolgender Antriebsstrecken (V1, V2) längs eines geschlossenen Kreises einerseits außerhalb einer Station mit einer Reisegeschwindigkeit und andererseits in einer Station mit einer geringen Geschwindigkeit vor Einstiegsbahnsteigen (1) und Ausstiegsbahnsteigen (2) angetrieben sind, wobei beiderseits dieser Bahnsteige geeignete Übergangszonen (V2, V1 5) vorgesehen sind und dieses System dadurch gekennzeichnet ist, daß es eine Erfassungsvorrichtung (P1, P2) zum Erfassen des Herausragens bezüglich einer Begrenzungsfläche des Zugangs zu den Fahrzeugen (5, 7) in den Stationen im Zusammenwirken mit einer geordneten Mehrzahl von Sicherheitsvorrichtungen aufweist, die dazu eingerichtet sind
a) nacheinander in Tätigkeit zu treten, um jeweils
- das Herausragen anzuzeigen
- die das passive Fahrzeug antreibende Strecke (V3) anzuhalten
- andere Strecken in der Station (V8) anzuhalten
- stromaufwärts gelegene Übergangsstrecken (V14) zu verlangsamen und anzuhalten
- Fahrzeuge (7) umzuleiten und zu speichern
- Reisestrecken (V1) anzuhalten; und
b) die vorangehenden Einwirkungen nacheinander zu annullieren.
9. Personentransportsystem nach Anspruch 8, dadurch gekennzeichnet, daß die Erfassungsvorrichtung eine Wand (P1), die sogenannte Kontrollwand aufweist, die gelenkig gehalten ist und eine senkrechte Fläche (24) parallel zur Kante des Bahnsteigs (34) aufweist, in deren Höhe die Öffnung der Fahrzeuge (5, 7) während deren Vorbeifahrt vorbeitritt, wobei diese in kontinuierlicher Weise stromaufwärts durch eine Fläche (27) verlängert ist, welche das Ende des Bahnsteigs darstellt, indem sie sich von der Kante des Bahnsteigs bis zu einer Befestigungsvorrichtung an einem mit dem Bahnsteig fest verbundenen Bauteil (8) entfernt, wobei die Wand (P1) in einer Ruhestellung elastisch gehalten ist.
10. Personentransportsystem nach Anspruch 9, dadurch gekennzeichnet, daß die Kontrollwand (P1) aus zwei Platten besteht, nämlich einer stromaufwärts angeordneten Platte (23), die als Erfassungsvorrichtung für die Anzeige vorgesehen ist, und einer an dieser Platte angelenkten stromabwärts angeordneten Platte (24), die als Vorrichtung zur Kontrolle der Stellung der Personen vorgesehen ist.
11. Personentransportsystem nach Anspruch 9 oder 10 mit Fahrzeugen (37), die mit Schiebetüren (40) ausgerüstet sind, dadurch gekennzeichnet, daß die Türen (40) so eingerichtet sind, daß sie sich während ihres Vorbeilaufs gegenüber der Kontrollwand (P 1) schließen.
12. Personentransportsystem nach Anspruch 9 oder 10 mit Fahrzeugen (44), die mit einer Tür (47) ausgerüstet sind, dadurch gekennzeichnet, daß während des Schließens der Tür (47) die Kontrollwand (P5) kurzzeitig und teilweise zwischen das Fahrzeug (44) und seine Tür (47) eingeschoben ist.
13. Personentransportsystem nach Anspruch 12, dadurch gekennzeichnet, daß der Tür (47) seitlich zur Öffnung des Fahrzeugs (44) mittels um senkrechte Achsen angelenkter Arme (48) zurückschlägt, indem sie im wesentlichen senkrecht und parallel zur Bahnsteigkante (34) bleibt, so daß sie von oben gesehen mindestens ein verformbares Parallelogramm bildet.
14. Personentransportsystem nach einem der Ansprüche 11 bis 13, dadurch gekennzeichnet, daß die Schließbewegung durch Drehung einer von Lagern (53) am Fahrzeugchassis getragenen Achse (52) erhalten wird, die eine von einem mit der Hauptachse (52) fest verbundenen Arm (56) getragene Rolle (57) durch die Wirkung einer Drehmomentbegrenzungskupplung (67) und eines von der Achse (52) getragenen Rades (54) mit einem gleichbleibenden Drehmoment gegen eine Steuerbahn (61) drückt, wobei das Rad (54) in den Türschließzonen der Einwirkung einer mit gleichbleibender Geschwindigkeit laufenden Antriebsvorrichtung (65) unterworfen ist.
15. Personentransportsystem (14), dadurch gekennzeichnet, daß eine Vorrichtung zum Erfassen einer Störung des Schließeris einer Tür (47) mit der Steuerbahn (61) zusammenwirkt.
16. Personentransportsystem nach Anspruch 15, dadurch gekennzeichnet, daß jedes Fahrzeug (7) zwei unabhängige drehbare, in ihrer Drehung gebremste Elemente (21) aufweist, wobei mindestens eines dieser Elemente (21) in nicht gleitender Berührung mit einer Antriebsstrecke (V12) ist, während sich das Fahrzeug (7) in einer Station befindet, was eine Drehung dieses Elements (21) jedesmal dann bewirkt, wenn die Geschwindigkeit des Fahrzeugs (7) verschieden von der Geschwindigkeit der Strecke (V12) ist, wobei diese Drehung auf das Fahrzeug (7) eine Kraft ausübt, welche in Richtung einer Veränderung der Geschwindigkeit des Fahrzeugs bis zur Angleichung an die Geschwindigkeit der Strecke (V12) wirkt.
EP80900601A 1979-04-04 1980-10-23 Verfahren und vorrichtung zum betrieb eines semi-kontinuierlichen systems zur passagierbeförderung Expired EP0026190B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT80900601T ATE9301T1 (de) 1979-04-04 1980-04-03 Verfahren und vorrichtung zum betrieb eines semi- kontinuierlichen systems zur passagierbefoerderung.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR7908510 1979-04-04
FR7908510A FR2453064A1 (fr) 1979-04-04 1979-04-04 Procede d'exploitation automatique pour les systemes de transport de passagers semi-continus a vehicules passifs et moyens particuliers pour sa mise en oeuvre

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EP0026190A1 EP0026190A1 (de) 1981-04-08
EP0026190B1 true EP0026190B1 (de) 1984-09-12

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US (1) US4413568A (de)
EP (1) EP0026190B1 (de)
JP (1) JPS644949B2 (de)
AT (1) ATE9301T1 (de)
DE (1) DE3069126D1 (de)
FR (1) FR2453064A1 (de)
WO (1) WO1980002128A1 (de)

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Also Published As

Publication number Publication date
FR2453064A1 (fr) 1980-10-31
JPS56500367A (de) 1981-03-26
JPS644949B2 (de) 1989-01-27
ATE9301T1 (de) 1984-09-15
FR2453064B1 (de) 1983-06-17
DE3069126D1 (en) 1984-10-18
WO1980002128A1 (fr) 1980-10-16
EP0026190A1 (de) 1981-04-08
US4413568A (en) 1983-11-08

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