EP0888229A1

EP0888229A1 - Car for an urban light rail transit system

Info

Publication number: EP0888229A1
Application number: EP97901678A
Authority: EP
Inventors: Marc Virlogeux
Original assignee: Individual
Current assignee: Individual
Priority date: 1996-01-26
Filing date: 1997-01-27
Publication date: 1999-01-07
Also published as: WO1997027095A1; AU1549697A; FR2744087B1; FR2744087A1

Abstract

A reduced-clearance motor-driven car for an urban light rail passenger transit system using a single rail with a vertical web (10) and a horizontal portion (12) thereabove. The car comprises an elongate passenger compartment (28) on a frame that includes two carriages (30) each provided with rollers engaging tracks on the rails. As the passenger compartment (28) is cantilevered on the frame, the rail and the frame project sideways inside the passenger compartment. Each of the carriages (30) comprises a first supporting roller (32) having a vertical axis and engaging one side of the vertical web (10) of the rail opposite said passenger compartment (28), a second supporting roller (34) having a horizontal axis and engaging a horizontal portion adjacent to the vertical web (10) of the rail, and at least one drive roller (36, 38) engaging the horizontal portion (12, 16) of the rail.

Description

CAB FOR LIGHT URBAN TRANSPORT NETWORK

The present invention relates to a light urban passenger transport network and, more particularly, to a cabin for such a network.

We know different types of kilometric or hectometric urban transport networks, such as buses, metros, trams, ... The costs of setting up and / or operating such networks are relatively high, and even prohibitive, especially when it is a question of linking small or medium-sized cities.

Most often, these networks are networks with two parallel lanes in opposite directions of traffic, with radial lines with, possibly, a circular line tending to avoid the urban center, or with grid lines. In all cases, the lines are particularly dense at the level of the urban center, with redundancy of transport offers, and serve relatively poorly the urban areas far from the center by creating gray areas in the collection of passengers. In addition, complex connecting stations between the lines must be provided.

More sophisticated networks with small cabins have also been proposed in which the traveler programs the cabin destination himself to avoid connection problems. However, managing such a network quickly becomes complex, if not impossible. Document FR-A-2 692 494 relates to such a network whose switches pose many problems.

Document FR-A-2597424 relates to a single-track, two-way traffic system, specific zones being provided for crossing cabins. Such a system then requires a complex synchronization of the cabins which does not allow effective and tight mailing of an urban area.

To simply alleviate the problems posed by the gray areas in passenger pick-up, hectometric systems have been proposed in a dedicated site ensuring the folding of the passengers towards the ends of conventional radial lines. These hectometric systems are generally single track in closed loop, the cabins then being towed by a complex system of cables making it possible to slow down or stop the cabins at the level of the planned stations.

The document US-A-4 690 064 relates to a cabin carried pendularly by its roof by means of a carrier trolley circulating in a profiled rail in order to take up the forces in play. The rail is located completely at the 'exterior of the cabin, and it is doubly profiled to determine on both sides a raceway for carrier carriages traveling in opposite directions. The drive wheel, as shown in Figure 1 of this document, has a vertical axis and rolls on a vertical wall of the rail profile, while taking up the horizontal component of the forces tending to tilt the cabin; a freewheel with horizontal axis, rolls on a horizontal plane to essentially take up the vertical component of the forces; and a reaction wheel with a vertical axis rolls on a vertical plane opposite to that of the drive wheel to allow the installation of a damping device limiting any lateral pendulum movement of the cabin ; this last free reaction wheel also takes up the horizontal component of the forces at play.

Document US-A-5456 183 relates to a 'transit' system intended to equip existing road infrastructures. With reference to Figure 2 of this document, the cabin rolls on two parallel rails in a horizontal plane and cantilevered with respect thereto. A third rail, parallel to the previous two, opposite one of the two, but placed in another plane, takes up the forces generated by the overhang. Two parallel carrying and driving wheels circulate on the two parallel rails in the horizontal plane, while a third wheel circulates on the third rail to allow the stabilization of the cabin. The safe operation of such a system seems more than doubtful - tolerances, dilations, etc., likely to cause derailment. Figure 5 of this same document shows an alternative means to overcome the aforementioned drawback. This means comprises a single longitudinal rail of conventional shape on the two sides of which circulate two wheels with a vertical axis. Three complementary wheels with a horizontal axis rolling on horizontal planes take up the vertical components of the forces at play. In such an embodiment, the power losses by friction become ultra-significant (without counting the sources of relative vibrations). The wheel system is placed under the cab and laterally to it.

Document DE-A-1 935769 describes a transport system comprising first and second rails intended for guide wheels, and a third rail for a driving wheel.

None of these systems or networks is completely satisfactory and they must generally be supplemented with each others to obtain solutions valid for passengers and operators.

The invention therefore relates to a self-propelled cabin of small size, in particular for a light urban transport network not presenting these difficulties and drawbacks.

Such a light network is, for example, constituted by a plurality of one-way loops of circulation of the cabins, the loops having between them at least one point of tangency for determining fast correspondence stations of the "quay to quay" type. Such a network, which one will say "in daisy", requires only a light infrastructure determining a clean site, for example raised above the ground.

In this spirit, cabins suspended from a rail have been proposed in the manner of a cable car or cabins mounted on an air cushion, magnetic levitation systems being more specifically reserved for high-speed networks and remote stations. others. There remain, in all these cases, problems associated with a possible rocking of the cabin, that is to say the vertical stability of the cabin, the latter quickly becoming uncomfortable for the passengers using it.

To overcome these drawbacks, document FR-A-2381863 suggests the use of a single rail in the form of a support beam on which the cabs rest and are guided. However, such a system requires a multiplicity of wheels to ensure at the same time an acceptable vertical stability and the guiding of the vehicle. The object of the invention is to obviate all of these drawbacks, preferably, but not exclusively, in a daisy chain network, with low structural and operating costs.

The invention therefore relates precisely to a self-propelled cabin with a reduced size for a light urban passenger transport network with a single rail having a vertical core surmounted by a horizontal part, the cabin - not suspended - comprising a cockpit of elongated shape for the passengers, and mounted on at least one frame including two carriages each of which is provided with rollers circulating on rolling zones formed on the rail.

According to the invention, the passenger compartment being mounted in cantilever on the frame, the rail and the frame protrude laterally inside the passenger compartment.

Preferably, each of the carriages comprises a first support roller with a vertical axis resting on one side of the vertical core of the rail opposite to the passenger compartment, a second support roller with a horizontal axis taking on a horizontal part located near the vertical core of the rail on the side opposite to that of the first roller, and at least one drive roller bearing on the horizontal part of the rail.

Preferably, the drive roller bears on the upper face of the horizontal part of the rail, and it is, for example, guided by means of a longitudinal rib formed on this upper face.

According to one embodiment, each carriage comprises a second drive roller bearing on a lower face of a horizontal part of the rail on the side opposite the first roller. holding, this lower face being, for example, that of a second horizontal part of the rail parallel to the aforementioned first horizontal part.

According to a preferred embodiment, the second retaining roller is supported on a horizontal metal running sole connected to the base of the vertical core of the rail. This second retaining roller will then preferably be electrically conductive and will constitute a means of earthing the carriage by means of the tread. Obviously, at least one of the holding rollers must be electrically conductive to ensure the return of current by the rail itself.

The frame and the rail thus project into a lateral part of the passenger compartment where they are hidden from the view of the passengers by means of seats. The passenger compartment is then provided with an access door on the side opposite to that occupied by the carriages.

The invention will be better understood, and other objects, advantages and characteristics thereof will appear more clearly on reading the following description of a preferred embodiment given without limitation and in which a sheet of drawings is annexed on which:

Figure 1 shows schematically in section a rail of suitable shape for implementing the invention;

Figure 2 shows schematically in section the rail on site and the installation with the cabin according to the invention;

Figure 3 schematically illustrates in section a carriage equipping a cabin according to the invention; and Figure 4 illustrates in plan view from above the cabin according to the invention. Referring now to the Figures, the cabin according to the invention is intended to travel on a rail of the type shown in Figure 1 in section. This rail essentially comprises a vertical core 10 surmounted by a horizontal part 12. A sole 14 is also provided for its fixing and to constitute a raceway for a roller for holding the carriages, as will be seen below. It is preferable to have a second horizontal part 16, therefore parallel to the first horizontal part 12, on the lower face of which a drive roller will roll. Preferably, the electrical supply track 20 is disposed between the two horizontal parts 12 and 16 which, in this way, protect it both from bad weather and from the unskillful gesture of a maintenance worker.

Such a rail is favorably made of an electrically conductive material, the electrical supply track 20 being insulated with respect to the rail itself. Thus, the sole 14 can constitute the area for return of the current or for earthing the system.

The rail advantageously comprises, in addition, a track 22 allowing an exchange of information between the cabins circulating on the network and a control center (not shown). Such a track 22 can be produced by any known means, such as a Greek, a magnetic tape or an optical tape, although it is better to avoid an optical means for obvious reasons of soiling which may affect the exchange of information.

A squaring reinforcement 18 perpendicular to the vertical core 10 of the rail is also advantageously added at determined distances to take up the significant lateral forces when the cabin is moving. As shown under the reference 24, a longitudinal rib formed on the horizontal part or parts 12, 16 of the rail can favor the guiding of the drive roller of the carriage of the cabin.

As illustrated by the sectional view of Figure 2, the cabin is cantilevered on the rail which has just been described.

The cabin consists of a passenger compartment 28 fixed to a frame comprising two carriages 30 which are substantially identical and distant from each other so as to accept a curvature of the rail, such as that shown in FIG. 3 and which will be described below. in more detail. The rail and the frame protrude laterally inside the passenger compartment 28.

To provide a clean site in an urban area, and without requiring a space specifically dedicated to the transport network, the rail which has just been described can be favorably attached to the top of a mast 52 anchored to the ground by any appropriate means 54. This easily avoids significant infrastructure costs.

Referring now to Figure 3, but also to the section of Figure 2, the frame comprises two carriages 30 and receives, of course, the passenger compartment 28. On each carriage 30, two holding rollers 32, 34 are thus provided . The first holding roller 32 has a vertical axis and rests on the vertical core 10 on the left part thereof according to the Figures, that is to say on the side of the rail opposite to the passenger compartment 28. This roller 32 therefore clearly takes up the forces generated by the overhang of the cabin. The second holding roller 34, with a horizontal axis, will take up the weight carried by the carriage 30, by circulating on the sole 14. A first drive roller 36, with a horizontal axis, is supported on the upper face of the first horizontal part 12 of the rail on which it is guided by the longitudinal rib 24. Preferably, a second drive roller 38, with a horizontal axis, is supported on the underside of the second horizontal part 16, where is also optionally guided by a longitudinal rib 24.

An electrical energy collector 40 is in contact with the insulated electrical track 20 for the electrical supply of the motors.

Finally, a means 42 for exchanging information between the cabin and a network control center is provided opposite the corresponding track 22 provided on the rail.

Obviously, the drive rollers 36, 38 and the holding rollers 32, 34 are mounted on the carriage 30 by means of a conventional suspension means 44 which need not be described here.

With reference to FIG. 4 which schematically represents a cabin seen from above running on the rail which has been described, the cabin comprises a frame comprising two carriages 30, 30 ′, such as that which has just been described under the reference 30 for a passenger compartment 28. These two carriages 30, 30 ′ are aligned and make it possible to accept a curvature of the aforementioned rail. They project into a side wall of the passenger compartment 28 and are preferably hidden from the view of the passengers by means of seats 46 provided on this side portion of the passenger compartment 28. A step 48 is possibly provided to access these seats 46.

Other seats may be provided perpendicular to the step of the cabin and under which, for example, will be hidden assistance means, such as heating or ventilation, means of producing compressed air, etc.

Finally, a door 50 for access to the passenger compartment is favorably provided on the part of the passenger compartment 28 opposite that of the carriages 30.

A self-propelled cabin was thus determined which, according to an exemplary embodiment, could have an interior length of around 6.20 m and an interior width of around 1.80 m, and could transport up to 30 passengers with very low infrastructure and operating costs. The network can then have a radius of curvature of the order of 9 meters.

According to another embodiment of smaller dimensions, with the same interior width of the order of 1.80 m and an interior length of the order of 4.30 m, it is possible to transport up to 20 passengers. The radius of curvature of the rails is then reduced favorably to 4.5 m.

Thus, with a cabin frequency of around 20 seconds, it is possible to transport between 3600 and 5400 passengers per hour respectively, which determines a very efficient and inexpensive network.

In an exemplary embodiment, on a line 2 to 3 km long in a loop, we thus put between 25 and 40 cabins to ensure rotation.

Although it has been shown and described what is currently considered to be the preferred embodiment of the present invention, it is obvious that one skilled in the art will be able to do so. U make various changes and modifications without departing from the scope of the present invention as defined below.

For example, the rail can be made of concrete with suitable conductive metal tracks, all the raceways not necessarily being electrically conductive.

Likewise, the electrical power supply track can be arranged on another part of the rail or even be produced by means of a metal cable provided substantially above the cabin.

When the holding rollers are of the pneumatic type, the current return can also be effected by means of suitable friction shoes.

Then, each carriage does not necessarily include two motor rollers. Thus, one of the two carriages per cabin described here may have no motor element, or else, the two carriages may each have only one motor element, depending on the power required in each case.

Likewise, each cabin can be operated manually as soon as an appropriate cockpit is provided.

Because of the small size of the cabins, it is also possible to provide passages on the line in the form of a tunnel of small section, emergency exits being then provided longitudinally in the cabin for the passengers if necessary.

Claims

R E V E N D I C A T I O N S

1 - Self-propelled cabin of reduced size for a light urban passenger transport network with a single rail having a vertical core (10) surmounted by a horizontal part (12), said cabin comprising a passenger compartment (28) of elongated shape for passengers and mounted on a frame including two carriages (30) each of which is provided with rollers circulating on rolling zones formed on said rail, said passenger compartment (28) being mounted in cantilever on said frame, characterized in what said rail and said frame protrude laterally inside said passenger compartment.

2 - Cabin according to claim 1, characterized in that each of said carriages (30) comprises a first holding roller (32) with vertical axis bearing on one side of the vertical core (10) of the rail opposite to said passenger compartment (28), a second holding roller (34) with a horizontal axis resting on a horizontal part located near the vertical core (10) of said rail on the side opposite to that of said first roller (32).

3 - Cabin according to claim 2, characterized in that at least one of said carriages (30) further comprises at least one drive roller (36, 38) bearing on the horizontal part (12, 16) of said rail. 4 - Cabin according to claim 3, characterized in that said drive roller (36) is supported on the upper face of the horizontal part (12) of said rail.

5 - Cabin according to claim 4, characterized in that said drive roller (36, 38) is guided by means of a longitudinal rib (24) formed on the horizontal part (12, 16) of said rail.

6 - Cabin according to one of claims 3 to 5, characterized in that said carriage comprises a second drive roller (38) bearing on a lower face of a horizontal part of said rail on the side opposite to said first retaining roller ( 32).

7 - Cabin according to claim 6, characterized in that said second drive roller (38) is supported on a lower face of a second horizontal part (16) of said rail parallel to said first horizontal part (12).

8 - Cabin according to any of claims 2 to 7, characterized in that said carriage (30) further comprises an electrical energy collector (40) in contact with an electrically insulated track (20) provided for this purpose on the said rail.

9 - Cabin according to any of claims 2 to

7, characterized in that said carriage (30) further comprises an electric energy collector (40) in contact with an electrically insulated track (20) provided for this purpose and disposed between said first and second horizontal parts (12, 16) of said rail. 10 - Cabin according to any of claims 2 to

9, characterized in that said carriage (30) further comprises a means for exchanging information with a control center of said network connected to a corresponding track (22) provided on said rail.

11 - Cabin according to any of claims 2 to

10, characterized in that said second retaining roller (34) is supported on a horizontal metallic running sole (14) connected to the base of the vertical core (10) of said rail.

12 - Cabin according to any of claims 2 to 10, characterized in that said second retaining roller (34) is supported on a horizontal metal running sole (14) connected to the base of vertical core (10) of said rail and fixed to the upper part of a mast (52) anchored to the ground (54).

13 - Cabin according to claim 11 or 12, characterized in that in at least one of the said holding rollers (32, 34) is electrically conductive and constitutes a means of earthing the said carriage (30) through a conductive part of said rail.

14 - Cabin according to any of claims 2 to 13, characterized in that each of said rollers (32, 34, 36, 38) is mounted on said carriage (30) by means of a suspension means (44 ).

15 - Cabin according to any one of the preceding claims, characterized in that the said carriages (30, 30 ') are hidden from the view of the passengers by means of seats (46). 16 - Cabin according to claim 15, characterized in that the said passenger compartment is provided with an access door (50) on the lateral part opposite to that of the said carriages (30, 30 ').

17 - Cabin according to any of the preceding claims, characterized in that it circulates in a predetermined direction on the said network which is constituted by at least one closed loop of the said rail.