EP0026190B1 - Process and device for running a semi-continuous system of passenger transportation - Google Patents

Abstract

PCT No. PCT/FR80/00052 Sec. 371 Date Nov. 26, 1980 Sec. 102(e) Date Nov. 26, 1980 PCT Filed Apr. 3, 1980 PCT Pub. No. WO80/02128 PCT Pub. Date Oct. 16, 1980.A method and apparatus for automatically operating a semi-continuous passenger transport system using non-motorized vehicles. Fault conditions corresponding to passengers or articles carried by passengers projecting beyond a surface limiting access to the vehicles in stations are detected. Detection of such fault conditions initiates progressive implementation of fault condition signalling, and slowing and stopping of the tracks which drive the vehicles. These measures are progressively cancelled on clearance of the fault condition.

Description

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.

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.

• - "VEC"; Société "SAVEC"; conformément par exemple au brevet No. 70.45238;
• - "POMA 2000"; Société "POMA 2000"; brevet No. 71.12413;
• - "DELTA V"; Société "HEF"; brevet No. 75.05206.

Several semi-continuous urban transport systems are currently in development in France. No. 53 (September 1978) of the journal "Sciences et Techniques" presents them under the title "Update on new modes of transport in France". These are the systems:

• - "VEC";"SAVEC"company; in accordance, for example, with patent No. 70.45238;
• - "POMA 2000";"POMA2000"company; Patent No. 71.12413;
• - "DELTA V";"HEF"company; Patent No. 75.05206.

These systems have more ambitious objectives than gondola lifts: higher throughput and limitation of surveillance personnel thanks to further automation. The reliability of these systems and passenger safety therefore arise in a new way.

Indeed, the maximum capacity of a semi-continuous transport system is obtained when in the areas of minimum speed, embarkation and disembarkation, the vehicles are in contact with each other, most often following each other within a few seconds d 'interval. Unless otherwise specified, stopping a vehicle stops the entire system.

On the other hand, boarding in a moving vehicle imposes on passengers a specific time to board. Distraction, the desire not to be separated from other passengers, congestion with packages may lead to passages in dangerous positions, especially at the end of the platform.

It seems that the only currently known example of an automatic safety device provided for this defect is that of the VEC system, comprising a hinged barrier at the end of the embarkation platforms. If a passenger boarding too late presses on this barrier, it stops the entire system, which greatly reduces its efficiency.

If vehicles are fitted with doors, which improves passenger safety, discomfort in closing the doors will be a major new source of passenger faults. This risk of default already experienced by elevator cabs is likely to be significantly increased in semi-continuous transport, which requires passengers to board moving vehicles in a limited time. Elevator manufacturers have found multiple ways to detect the appearance of these faults, delaying the departure of the car until their disappearance. This operating process cannot be transposed in an interesting manner to semi-continuous transport, in the current state of their technique, since stopping a vehicle causes the system to stop and all its consequences on the complexity of the maneuvers and efficiency of the system.

• 1°) réduction des conséquences de la plupart des défauts dus aux passagers pendant leur embarquement et leur débarquement. Ces défauts, très nombreux, peuvent pour la plupart disparaître si on laisse un peu de temps au passager pour rectifier son comportement en stoppant son véhicule. Dans ce but, l'invention vise à donner aux systèmes semi-continus une "élasticité", définie comme la possibilité de stopper un véhicule en station en retardant l'arrêt des véhicules en cours de transit entre les stations. Cette élasticité est totale si un défaut dû à un passager, quelle que doit sa durée et sa localisation, interrompt l'embarquement de nouveaux passagers jusqu'à sa disparition, sand perturber le service pour les passagers déjà embarqués;
• 2°) réduction du risque d'apparition et de la durée des défauts d'embarquement et de débarquement des passagers par l'utilisation de moyens appropriés de détection de ces défauts.

The operating method according to the present invention aims to obtain automatically, that is to say without the intervention of a supervisor, a high level of security for passengers in semi-continuous systems with little repercussions on their effectiveness in two ways:

• 1) reduction of the consequences of most faults due to passengers during embarkation and disembarkation. These faults, very numerous, can for the most part disappear if the passenger is given a little time to rectify his behavior by stopping his vehicle. To this end, the invention aims to give semi-continuous systems an "elasticity", defined as the possibility of stopping a vehicle at a station by delaying the stopping of vehicles during transit between stations. This elasticity is total if a fault due to a passenger, whatever its duration and location, interrupts the boarding of new passengers until it disappears, without disrupting the service for passengers already boarded;
• 2) reduction of the risk of occurrence and of the duration of passenger boarding and disembarking faults by the use of appropriate means of detecting these faults.

• - signalisation du dépassement;
• - arrêt de la voie entraînant le véhicule fautif;
• - arrêt d'autres voien en station;
• - ralentissement et arrêt de voies de transition situées en amont;
• - dérivation et stockage de véhicules;
• - arrêt de voies de croisière;

et l'annulation progressive de ces mesures après disparition du défaut.The method according to the invention comprises for this purpose the detection of any defect constituted by an overshoot of the passengers or of the objects they transport relative to a surface for delimiting access to vehicles at stations, the progressive implementation of the necessary and sufficient part of the following measures in the event of this detection of an overshoot:

• - signaling of overshoot;
• - lane stop driving the offending vehicle;
• - stop other routes at the station;
• - slowing and stopping of upstream transition routes;
• - diversion and storage of vehicles;
• - cruise lane stop;

and the gradual cancellation of these measures after the fault has disappeared.

In the process thus defined, 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.

According to an advantageous embodiment of the invention, at the end of the platform, 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. To limit the frequency of stops, 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.

If the vehicles are fitted with doors, they are closed while the vehicles are opening flush with the control wall. It can advantageously be provided such that the door during its closing folds behind it. The invention also relates to a passenger transport system as described in claim 8 and capable of implementing the method according to the invention.

Other particularities will result from the detailed description which follows.

In the accompanying drawings, given by way of nonlimiting examples, various embodiments of the invention are shown.

• Figure 1 is a schematic top view of a terminal station of a transport system;
• Figure 2 is a sectional elevation along II-II of a vehicle of Figure 1;
• Figures 3 and 4 are variants of Figure 1;
• Figure 5 is a top view of a control wall;
• Figure 6 is a sectional elevation of Figure 5 along VI-VI;
• Figure 7 is a schematic top view of a station in the vicinity of a control wall where there are three vehicles with sliding doors;
• Figure 8 is a sectional elevation along VIII-VIII of Figure 7;
• Figure 9 is a schematic view similar to Figure 7 with three vehicles equipped with hinged side doors;
• Figure 10 is a sectional elevation of Figure 9 along X-X;
• Figure 11 is a partial view on a larger scale of Figure 9 showing the vehicle door and its control mechanism;
• Figure 12 is an elevational view of Figure 11 limited to the elements belonging to the vehicle;
• Figures 13, 14 and 15 are similar to the central part of Figure 10 with control walls and doors of different shapes;
• Figure 16 is a schematic elevational view, perpendicular to the movement of vehicles, showing a vehicle equipped with a door type "visor" in the open position;
• Figure 17 is similar to Figure 16 with the door in the closed position;
• Figure 18 is a schematic electrical plan of the control of a channel.

In the description as well as in the claims which will follow, 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.

In this embodiment, the different embarkation docks 1, disembarkation 2, storage 3, evacuation 4, communicate with each other. 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.

• - une voie principale V1; (dite également voie de croisière);
• - des voies de parcours: une voie V2 dite accélérateur, une voie V3 dite embarquement, une voie V4 dite déchargement de retournement, une voie V5 dite retournement, une voie V6 dite chargement de retournement, un voie V7 dite débarquement, une voie V8 dite rapprochement, une voie V9 dite traversée, deux voies V13 et V14 dites variateurs, une voie V15 dite décélérateur;
• -des voies de transfert: une voie V10 dite transbordement, une voie V11 dite chargement-déchargement du transbordement, une voie V12 dite translation de stockage-déstockage.

The station in FIG. 1 has fifteen active tracks, defined as the mobile elements which exert on the vehicles driving forces. Always in the opposite direction to the direction of movement of the vehicles in the station, we can see:

• - a main track V1; (also called cruise lane);
• - route tracks: a V2 track called accelerator, a V3 track called boarding, a V4 track called unloading for reversal, a V5 track called reversal, a V6 track called reversal loading, a V7 track called landing, a so-called V8 track approximation, a V9 channel called crossing, two V13 and V14 channels called variators, a V15 channel called decelerator;
• -transfers: a V10 channel called transhipment, a V11 channel called loading-unloading of transhipment, a V12 channel called translation storage-destocking.

The main track V1 is turned over by the wheel 17, the direction of rotation of which is given by the arrow 18.

Throughout the station journey, 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.

Figure 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 rails and the wheels for supporting and guiding the vehicle 7, of known embodiment, have not been shown.

The vehicles are driven as follows.

The main track V1 (for example cable or endless chain) and the connection of vehicles with this track (disengageable clamp for a cable, support cleat for a chain) are of known construction.

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. In fact, 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. When a vehicle is at a speed different from a track such as V12 with which one of these wheels is in contact without sliding, this wheel turns causing a force which tends to put the vehicle at the speed of this track. 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.

In the following description of the path of a vehicle in a station, the speed of the tracks is given as an indication, because an order of magnitude of these speeds must facilitate the understanding of certain means used for the operating process according to the present invention.

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.

• 1 °) détection ponctuelle sur voie et véhicule.

In the station, sensors, CO to C18, detect in certain zones or certain precise points the presence of vehicles. These sensors are of three types:

• 1) punctual detection on track and vehicle.

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.

2) spot detection on the track, regardless of the length of the vehicle.

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.

3 °) Detection by area on the track, regardless of the length of the vehicle.

Sensors of this type C1, C10, C12, C13 and C14 are no longer punctual, but cover a certain length of track.

These three types of sensors can be mechanically controlled switches, proximity detectors, photoelectric cells, or any other known means. For 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.

1) Saturation of the channels.

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.

2) Slowing down of the tracks.

Certain channels, for example in FIG. 1, 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.

3 °) Derivation and external storage.

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. In 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. In Figure 4, storage is provided at the end of the station.

To avoid having very large storage facilities in each 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.

Take the case of a passenger fault long enough to cause the complete sequence of vehicle accumulation and then de-accumulation when it disappears.

In the description of this sequence and the rest of the text, 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.

• - l'arrêt des voies V3, V4, V6, V7;
• - l'arrêt de la rotation V5 lorsque la rotation en cours est achevée;
• - l'arrêt de V8 dès que C6 est actif;
• - l'arrêt de V9 dès qu'un véhicule atteint C8.

Or, for example, a passenger who embarks or disembarks from a vehicle late and moves the embarkation control panel P1 or disembarkation P2. This displacement is detected and immediately commands:

• - stopping channels V3, V4, V6, V7;
• - stopping rotation V5 when the current rotation is completed;
• - stopping V8 as soon as C6 is active;
• - stopping V9 as soon as a vehicle reaches C8.

When a vehicle is stopped on V9, as soon as the next one reaches C13, the track V13 goes to slow speed and the vehicle on V9 is transhipped according to the arrow V1 Os until C7 detects the stop and the interlocking of transhipment in a position which allows the vehicle to be unloaded by V11 and then driven by V12 while the next vehicle can in turn reach position C8 of the crossmember V9 and be transhipped and stored. Vehicles continue to be stored, as long as there is room for storage (passive C18).

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. However, even in this situation, if the safety conditions are fulfilled (vehicles fitted with doors in particular), the disappearance of the fault can automatically restart the system and de-accumulate the vehicles in the following manner.

The channels from V3 to V8 inclusive restart. 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. On restart, 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.

When the variators are all at high speed, the detection of a sufficient interval between two successive vehicles by C17 authorizes the destocking according to the reverse maneuver of the storage seen above. When the last stored vehicle joined the normal route, the system returned to its normal state and the effects of the fault are erased.

Par contre, pendant le défilement à 0,35 m/s, devant le quai de débarquement, cette distance sera de:0,36x6-2=0,1 m. Les véhicules sont indépendants. Le 8 qui les sépare ne peut rester constant. Il est donc prévu, comme nous l'avons vu, au moins en un point du parcours un cadençage qui assure un espacement régulier des véhicules sur l'ensemble du parcours. En fonctionnement normal, les variations de 8 entre deux cadençages successifs sont faibles, si la vitesse et accélération subies par les véhicules dans les zones à vitesse variable varient peu.Two vehicles follow each other at 8 (8 being the time between the passage of two vehicles at the same point). At each instant, the distance between these two vehicles depends on 8, on their length L and on the average speed of the vehicles between the positions occupied by the two vehicles at this instant. For example, for vehicles of two meters and 8 = 6 seconds, on a main track at 5 m / s, this distance will be:

On the other hand, during the scrolling at 0.35 m / s, in front of the landing quay, this distance will be: 0.36x6-2 = 0.1 m. 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.

On the other hand, the operating method according to the invention which causes localized stops and restarts can introduce disturbances of several seconds.

• - risque de collision dans les zones où les véhicules se rapprochent, c'est-à-dire dans les zones de décélération,
• - risque de ne pas pouvoir effectuer le transbordement de stockage à cause d'un véhicule immobilisé entre les voies V9 et V8.

The time the vehicles stop and restart and the distance they travel after the stop or restart signal depends on their speed, which ranges from approximately 0.35 m / s to 5 m / s. Certain movements such as turning over or transhipping a vehicle are difficult to interrupt before the end. The control of the tracks must take into account two risks introduced by these disturbances:

• - risk of collision in areas where vehicles are approaching, i.e. in areas of deceleration,
• - risk of not being able to carry out the storage transhipment due to a vehicle immobilized between tracks V9 and V8.

• 1 °) La voie V9 en s'arrêtant n'autorise le passage d'un véhicule au-delà de C8 que si C6 est passif, assurant qu'une longueur de vèhicule est libre en aval de la position du véhicule prêt à être transbordé. La voie V9 assure ainsi un réespacement des véhicules, tel que l'intervalle de temps 8 entre le véhicule qui franchit le capteur C8 et le précédent soit »Δe (intervalle de temps d'espacement des véhicules sur V7).
• 2°) L'arrêt de V9 entraîne éventuellement le stockage du véhicule stoppé, la mise en vitesse lente et l'arrêt des variateurs V13 et V14 comme décrit précédemment.
• 3°) Si Δe<Δc (intervalle de temps de collision à la vitesse minimum, soit 6 secondes pour des véhicules de 2 m à 0,35 m/s), la différence Δc--Δe est rattrapée sans gêne pour les passagers grâce à la vitesse du rapprocheur V8 choisie peu supérieure à celle de V7, telle que la vitesse différentielle entre V8 et V7 ne provoque qu'une collision "douce" facilement absorbée par des tampons sur les véhicules.
• 4°) La voie de chargement V6 possède comme les variateurs V13 et V14 deux vitesses, une vitesse lente de 0,35 m/s pendant la rotation de la table et une vitesse rapide de 1 m/s dès que la table est verrouillée. Le temps passé par les véhicules sur la voie V6 est donc variable, ce qui permet de rattraper un petit écart 0-8 (A=temps d'espacement imposé aux véhicules par le cadençage). Si l'écart à rattraper est supérieur à ce que peut faire V6, celui-ci stoppe lorsqu'un véhicule atteint C4 et ne redémarre que lorsque le retournement en cours est terminé. V7 stoppe si un véhicule atteint C5 lorsque V6 est stoppé. Cette accumulation, si elle atteint C6, est répercutée comme décrit précédemment sur V9 et les voies en amont.
• 5°) La vitesse lente des variateurs V13 et V14 (0,7 m/s environ) est choisie telle qu'un 8 très faible (jusqu'à 8=3 s) entre deux véhicules successifs n'entraîne pas leur collision sur les variateurs.
• 6°) Pour faciliter la désaccumulation de la station, le temps mis par la voie principale au redémarrage pour passer de la vitesse nulle à la vitesse normale sera supérieur au temps mis pour passer de la vitesse normale à la vitesse nulle après le signal d'arrêt. Compte tenu de ces phases transitoires, la vitesse de l'accélérateur V2 sera avantageusement maintenue en permanence identique à celle de la voie principale V1, par un asservissement ou une liaison mécanique entre ces deux voies.

The means proposed, described in FIG. 1 are as follows:

• 1 °) The V9 track when stopping authorizes the passage of a vehicle beyond C8 only if C6 is passive, ensuring that a length of vehicle is free downstream of the position of the vehicle ready to be transhipped . Channel V9 thus ensures a re-spacing of the vehicles, such that the time interval 8 between the vehicle which crosses the sensor C8 and the previous one is "Δe (spacing time interval of the vehicles on V7).
• 2 °) The stopping of V9 eventually leads to the storage of the stopped vehicle, the slow speed setting and the stopping of the variators V13 and V14 as described previously.
• 3 °) If Δe <Δc (collision time at minimum speed, i.e. 6 seconds for vehicles from 2 m to 0.35 m / s), the difference Δc - Δe is made up for without hindrance for passengers thanks at the speed of the closer V8 chosen little higher than that of V7, such that the differential speed between V8 and V7 causes only a "soft" collision easily absorbed by buffers on the vehicles.
• 4 °) Like V13 and V14, the V6 loading track has two speeds, a slow speed of 0.35 m / s during the rotation of the table and a fast speed of 1 m / s as soon as the table is locked. The time spent by vehicles on track V6 is therefore variable, which makes it possible to make up for a small difference 0-8 (A = spacing time imposed on vehicles by the timing). If the difference to be made up is greater than what V6 can do, it stops when a vehicle reaches C4 and does not restart until the current reversal is complete. V7 stops if a vehicle reaches C5 when V6 is stopped. This accumulation, if it reaches C6, is passed on as described previously on V9 and the upstream channels.
• 5 °) The slow speed of the V13 and V14 variators (0.7 m / s approximately) is chosen such that a very low 8 (up to 8 = 3 s) between two successive vehicles does not cause their collision on the drives.
• 6 °) To facilitate the de-accumulation of the station, the time taken by the main track at restart to go from zero speed to normal speed will be greater than the time taken to go from normal speed to zero speed after the signal stop. In view of these transient phases, the speed of the accelerator V2 will advantageously be permanently maintained identical to that of the main track V1, by a servo-control or a mechanical connection between these two tracks.

The exact operating conditions of the channels in Figure 1 are given by the logic equations in Table A below. The terms "passive" are overwritten with a horizontal bar. The timed functions which cannot be translated in the same form as the others, are translated by inequalities in literal form. For example, "C14 during t <t13" means: C14 passive for a time t less than t13 ". The terms t9, t13, t14, t17, tr, td correspond to the setting values of the timers. Some complex or repetitive intermediate functions have been isolated and their logical equation is also given.

It is easy to pass from the logical equations of table A to the practical realization of the control circuits. By way of example, 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. In FIG. 18, a coil V131 is supplied by two lines with voltage + and -, via contacts;

These contacts are shown at rest, which corresponds to the passive state for the elements which control them. For example, contact V9 (1) is open when channel V9 is passive, closed if it is active.

• 

It can therefore be seen in FIG. 18 corresponding to the logic equation of V131 that the variator V13 is controlled at slow speed when its coil V131 is energized, that is to say that:

• 

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.

In more concrete terms, 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.

The operation is as follows. When landing 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. When V19 is stopped, a vehicle reaching C25 stops the main track. When V7 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.

For the station in Figure 3, it is no longer possible, as in Figure 1, to achieve collisionless spacing as did channels V8 and V9. In FIG. 3, this function is provided by 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.

As in FIG. 1, the precise operating conditions of the channels V18, V19 and V20 in slow and fast speed of FIG. 3 are given by the logic equations in Table B below.

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.

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.

As in Figures 1 and 3, the expected operating conditions of channels V23 and V24 and the modifications on channels V6 and V7 are given by the logic equations in Table C below.

The characteristics specific to each passenger transport installation will influence the chosen combination of the different means described above which allow their elasticity. The cadence of the vehicles, their capacity, the distance between the stations, their topography, the possibilities of monitoring, investment, are all factors which will guide the choice of the number and the position of the variators, the possible external storage and its position.

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.

These provisions limit the consequences of faults due to 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.

To this end, to avoid as often as possible stopping a vehicle and triggering a boarding interruption, 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.

If 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. For the signaling panel 23, 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.

• - l'arrêt immédiat de l'embarquement V3 et l'accumulation des véhicules en amont, comme décrit ci-dessus en référence aux figures 1, 3 et 4;
• - la signalisation du défaut localement, de manière visuelle, sonore, ou par tout autre moyen, ce qui incite le passager à rejoindre une position sans danger, soit à l'intérieur du véhicule, soit sur le quai. Il n'appuie plus alors sur le panneau d'arrêt qui revient à sa position de repos provoquant après une éventuelle temporisation courte la remise en route de la première voie stoppée et la désaccumulation progressive des véhicules en amont.

Moving the stop sign causes boarding to be interrupted by:

• - the immediate cessation of boarding V3 and the accumulation of upstream vehicles, as described above with reference to Figures 1, 3 and 4;
• - signaling the fault locally, visually, audibly, or by any other means, prompting the passenger to reach a safe position, either inside the vehicle or on the platform. It then no longer presses on the stop sign which returns to its rest position causing, after a possible short time delay, the restarting of the first stopped track and the progressive de-accumulation of the vehicles upstream.

If 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.

Without departing from the scope of the invention, a simplified version of this control wall can be produced in a single panel playing the role of stop panel.

Optionally, 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.

In the case where the vehicles are equipped with doors, they are closed by taking advantage of the scrolling of the opening of the vehicles flush with the control wall P1 which guarantees that nothing significantly exceeds the opening of the vehicles. Figures 7 and 8 describe this closure in the case of a conventional door type "elevator". Figures 8 and 10 describe an original embodiment of the door which folds behind the control wall during its closing.

In 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. However, thanks to the presence of the wall P1 in front of the opening, 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. In addition to the elements already described for FIGS. 7 and 8, we can see 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. When, by the scrolling of the vehicle, the edge of the door 50 has exceeded the edge of the wall 49, the door 47 begins to close by folding back behind the wall P5, the details of the mechanism allowing this operation being specified later. Passengers can hardly obstruct the closing of the door.

Figure 11 is a view. partial enlarged view of Figure 9 showing the door 47 of the vehicle 44 being closed and its control mechanism. In the particular embodiment of this mechanism according to the invention, 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. Under the platform 1 and its edge 34, 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. Still under the platform, a driving strip 65- drives the wheel 54 as it passes.

In order not to overload Figure 11, only the outer contours of the vehicle 44 and of the wall P5 are shown in broken lines.

Figure 12 is an elevational view corresponding to Figure 11, but limited to the elements belonging to the vehicle 44. In addition to the elements already described for Figure 11, we can see 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. In front of the loading platform 1, 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. At the end of the platform, the vehicle 44 runs flush with the wall P5 . As soon as the door 47 is released from the control 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. When the wheel 54 is in rotation, it exerts by means of the clutch 67 a constant torque greater and opposite to that of the spring 55 which maintains the roller 57 of the support arm 56 on the track support 61 until locking by means of the stand 51. Each position of the vehicle corresponds to a position of the roller 57 and the support arm 56, therefore a position of the door. Any discomfort or malfunction when the door is closed results in the fact that the roller 57 no longer presses on the track 61, and deviates therefrom. Under the action of the spring 64, the track 61 moves slightly inside the stop 63. This movement is detected by known means not shown and controls the interruption of boarding, as described above, when the vehicle is in a position involving the current closing of its door, therefore the contact between the track 61 and the roller 57.

For opening the door, 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.

In the example shown in Figures 11 and 12, 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. Alternatively, the door can close completely after the control wall is released.

If the 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.

In FIG. 13, one can see a control wall 69 and a vehicle 70 equipped with a door 71 terminated by a stand 72.

In FIG. 14, one can see a control wall 73 and a vehicle 74 equipped with a door 75 terminated by two crutches 76.

In 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.

These three figures show various embodiments of forms of doors and control walls. Indeed, especially when the door is locked by crutches at its end, it can be interesting to choose forms of doors and control walls which overlap ensuring by this "combing" a longer overlap between the door and wall.

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.

In FIG. 14, the door 75 carrying two crutches 76 is indented to let part of the control wall 73 pass through its middle.

In FIG. 15, the solution of FIG. 14 is pushed to the extreme and the part of the door which closes the opening is reduced to two bars 81 and 82.

Figures 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. In 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 invention is naturally not limited to the above description which has been given only by way of example; it can thus be noted that in certain particular embodiments, 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). In the above description, 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).

In the above description, the drives called variators are provided with three possible operating states: normal speed, slow speed, stop. By keeping a similar automatic control, it is possible to provide, in order to have a more flexible operation, drives which can operate in addition to one or more other preset speeds intermediate between normal speed and slow speed.

Furthermore, in the embodiment described, 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).

Claims (16)

1. A method of operating a semi-continuous passenger transport system using passive vehicles (5, 7), in which non-motorized vehicles (5, 7) are driven by means of successive driving tracks (V1, V2) along a closed circuit serving at least two stations, at a cruising speed between stations and at a slow speed past embarkation and disembarkation platforms (1, 2) within stations, appropriate transition areas (V2, V15) being provided at each end of the aforementioned platforms (1, 2), the method being characterized in that it detects any fault conditions due to passengers or objects jutting beyond a surface which limits access to the vehicles (5, 7) within the stations, in that it progressively implements at least some of the following measures in the event that a fault condition is detected:

- signaling the fault condition,

- stopping the track driving the vehicle affected (V3),

- stopping other tracks in station (V8),

- slowing and stopping transition tracks (V14) located upstream,

- rerouting and parking vehicles (7),

- stopping cruising speed tracks (V1),

and in that it progressively cancels the measures implemented following clearance of the fault condition.

2. An operating method according to claim 1, characterized in that stopping and accumulation of vehicles in one station is controlled by the detection of a fault condition at another station.

3. A method according to claim 1 or claim 2, characterized in that the tracks (V1, V2) are slowed by selecting between at least some of a plurality of predetermined speeds, namely null speed, a slow speed, a normal speed and an intermediate speed between the slow and normal speeds.

4. A method according to claim 3, characterized in that said slow speed is the same as the speed of the disembarkation track (V7).

5. A method according to claim 3, characterized by changing of a track (V18) to slow speed after passage of a vehicle and return of the said track (V18) to normal speed a predetermined time after it changes to slow speed.

6. A method according to any one of the preceding claims, characterized in that, immediately upstream of a disembarkation track (V7) there is located an approach track (V8) running at a speed higher than the disembarkation speed, the difference between the two speeds being limited so that a collision between two vehicles travelling at the respective speeds is tolerable.

7. A method according to any of the preceding claims, characterized in that a transition track (V2) immediately upstream of a cruising speed track (V1), is run continuously at a speed substantially equal to that of the cruising speed track (V1).

8. A semi-continuous passenger transport system using passive vehicles in a closed circuit with at least one station in which non-motorised vehicles are driven by means of successive driving tracks (V1, V2) along a closed circuit at a cruising speed between stations, and in states at a slow speed past embarkation and disembarkation platfoms (1, 2), appropriate transition areas (V2, V1) being provided at each end of the aforementioned platforms, this system being characterized in that it comprises a means (P1, P2) for detecting jutting beyond a surface which limits access to the vehicles (5, 7) in the stations, in cooperation with an ordered plurality of safety measures adapted

a) to intervene successively to respectively

- signal the jutting

- stopping the track (V3) during the passive vehicle ,

- stopping other tracks (V8 in stations

- slowing and stopping transition tracks (V14) located upstream

- rerouting and parking vehicles (7)

- stopping cruising speed tracks (V1 ), and

b) to progressively cancel the preceding measures.

9. A system for implementing the method according to claim 8, in which means for detecting jutting comprises a pivoted control wall (P 1), with a vertical surface (24) parallel to the edge of the platform (34), at the level of which the openings of the vehicles as the vehicles move by, extended continuously on the upstream side by a surface (27) defining the end of the platform and extending edge of the platform, to attachment means on a structure (D) fixed to the platform, the said wall (P1) being resiliently biased towards a rest position.

10. A passenger transport system according to claim 9, characterized in that said control wall (P1) comprises two panels, i.e. an upstream panel (23), acting as detection means for the signaling system and a downstream panel (24) pivoted to the upstream panel acting as passenger position monitoring means.

11. A passenger transport system according to claim 9 or claim 10 together with vehicles having sliding doors, characterized in that the doors (40) are adapted to close as they move past the control wall (P1).

12. A passenger transport system according to claim 9 or or claim 10, together with vehicles having doors (47), characterized in that, as the doors (47) are closing, the control wall (P5) is momentarily interposed partially between the vehicle (44) and its door (47).

13. A passenger transport system according to claim 12, characterized in that the door (47) closes laterally the opening in the vehicle (44), while remaining substantially vertical and parallel to the edge of the platform (34), by means of arms (48) pivoted about vertical axes, forming in top plan view at least one four bar linkage.

14. A passenger transport system according to any one of claims 11 to 13, characterized in that the closure movement is obtained by rotating a shaft (52) supported in bearings (53) on the chassis of the vehicle, a roller (57) carried by an arm (56) fixed to the main shaft (52) being maintained in contact with a support track (61) with constant torque by the action of a torque-limiting clutch device (67) and a wheel (54) carried by said shaft (52) exposed in the door closure areas to the action of constant speed driving means (65).

15. A passenger transport system according to claim 14, characterized in that means for detecting any impediment to door (47) closure is associated with said support track (61).

16. A passenger transport system according to claim 1 5, characterized in that each vehicle (7) comprises two independent rotary units (21) braked in rotation, one at least of said units (27) being in slip-free contact with a driving track (V12) while the vehicle (7) is in a station, causing the the unit (21) to rotate whenever the vehicle speed is not the same as the speed of the said track (V12), such rotation exerting a force on the vehicle (7) tending to modify its speed until it reaches the speed of the track (V12).

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