EP1077858B1 - Nahverkehrssystem - Google Patents

Nahverkehrssystem Download PDF

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Publication number
EP1077858B1
EP1077858B1 EP98928689A EP98928689A EP1077858B1 EP 1077858 B1 EP1077858 B1 EP 1077858B1 EP 98928689 A EP98928689 A EP 98928689A EP 98928689 A EP98928689 A EP 98928689A EP 1077858 B1 EP1077858 B1 EP 1077858B1
Authority
EP
European Patent Office
Prior art keywords
vehicles
mass transit
travelling path
vehicle
endless
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 - Lifetime
Application number
EP98928689A
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English (en)
French (fr)
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EP1077858A1 (de
Inventor
Gert Andersson
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
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Individual
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Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of EP1077858A1 publication Critical patent/EP1077858A1/de
Application granted granted Critical
Publication of EP1077858B1 publication Critical patent/EP1077858B1/de
Anticipated expiration legal-status Critical
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Classifications

    • 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
    • B61B13/00—Other railway systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G5/00—Couplings for special purposes not otherwise provided for

Definitions

  • the present invention is related to a mass transit system or apparatus for an endless travelling path consisting of consecutive vehicles, which are articulately connected in an endless configuration so that said vehicles can be folded to a side by side position from a linear position.
  • Such a mass transit system apparatus is known from CH-A-582 593, on which the preamble of Claim 1 is based.
  • Mass transit systems currently in service in a number of locations throughout the world do not adequately solve the transportation needs of densely populated cities.
  • the major disadvantages are found in the construction cost, waiting times, distance between stations and above all, unprofitability for the owner.
  • the long-term profitability of any transport system is essential for its survival.
  • This application for patent comprises an improvement to currently known principle solutions for continuous transportation of transit passengers.
  • the solution which is based on folding of cars in the horizontal direction, eliminates waiting times at stations, it can reduce distance between stations to less than half of conventional subway systems, it reduces construction cost considerably.
  • it has in combination with constant speed transportation solutions an adaptable transport capacity, which corresponds to the market needs from the lower end to several times the maximum capacities found in conventional mass transit solutions.
  • the major cost savings are primarily arrived at due to smaller cross sections for tunnel or lighter civil work designs for elevated solutions.
  • any mass transit system the very basic but still very essential system issues are lower costs, less waiting times and less distance to walk to the station.
  • the technical solutions addressing waiting times found in current mass transit solutions is implemented by means of shorter time intervals, headway, between trains.
  • the solution for less walking distance for the passenger to the station is shorter distance between stations. With current technology concepts, this will lead to heavy designs and higher costs.
  • a sustainable and effective solution must satisfy all three conditions, otherwise it will not be fundamentally competitive to the passenger and to the society.
  • Speed is another interesting subject for the passenger, but it is not the key competition issue.
  • the current average speed of automobiles in congested cities is around 20 km/h or less.
  • Today's conventional subway mass transit systems are operating at 35 km/h or less in average.
  • the present invention is aimed at giving a balanced and commercially adapted performance on the stated issues by means of moving the passengers continuously, in order to eliminate waiting times and to utilize the infrastructure time-wise more efficiently and to increase the passenger weight to rolling stock tare weight relation. Further, the safety of the passengers is considerably increased compared with existing subways due to the lower maximum speed and elimination of passenger risks from incoming trains at platforms in the stations.
  • the distance beam serve two functions, it improves the speed reduction or acceleration ratio by a factor of 2, or more if the pivoting points are extended outside the principle length of the car compartment. This reduces the construction cost significantly.
  • the improved speed change ratio means in practice that double or more than double speed change ratio can be achieved compared to previous solutions which do not use a distance beam.
  • the invention may be applied in stand-alone configurations serving as local transporters and as feeders or distributors to typical transportation nodes such as subway and bus stations in a citywide transportation infrastructure. It may also with modified door arrangement be used for accelerating and decelerating passengers at loading and unloading locations in a constant speed transportation apparatus.
  • Figure 1 represents a plan view of a typical station arrangement. The vehicle compartment has been omitted for better clarity.
  • Figure 2 is a side elevation view of a high speed section between the stations of a typical vehicle arrangement.
  • Figure 3 is a side elevation view of a low speed section with folded vehicle ends at a station.
  • Figure 4 is a typical cross section view at a location between two stations.
  • Figure 4.1 is a detail view of Fig. 4 with wheel and bogie details.
  • Figure 5 is the principle layout view of the folding process at each station.
  • Figure 6 is the plan view of the load-carrying frame of foldable vehicle frames and its associated distance beams.
  • the speed of the vehicles in the loading or unloading section with a wide distance between the tracks 4 is selected to make a safe transfer either directly from a stationary platform or if so required, from a continuously moving belt 5 which is moving at or close to or same speed as the sideways moving vehicles.
  • the speed is in the range of 0.7-1.5 m/s.
  • the acceleration force required to accelerate the tare weight of the vehicle can be provided by energy stored in springs 6 which are designed to generate a torque in the pivoting points 7 which in turn generates an acceleration force in the adjacent pivoting points. This acceleration force will have the same direction as the main travelling direction.
  • the acceleration force needed in the main travelling direction for the variable passenger load can be generated by a force transfer device such as controlled linear induction motors 8 fixed to the underlying structure in the acceleration and retardation sections. These linear induction motors 8 generate a contactless acceleration force in the main travelling direction on each reaction plate 9 mounted under each vehicle 1.
  • the proper amount of acceleration force needed for each individual vehicle 1 is adjusted to achieve minimum forces between the track 4 and the flange 15.
  • sensors, placed along the track 4 in the retardation and acceleration sections provide lateral track force information to the control device for the linear induction motors 8.
  • the speed increase ratio is determined by the maximum width B of the vehicle and the distance between three consecutive pivoting points 7, designated as L.
  • the speed change ration is L/B.
  • the pivoting points may extend outside the vehicle compartment 11 ends.
  • the distance between the centers of the pivoting points at each end of the distance beam 10 is geometrically determined by the distance L v between the two pivoting points 7 at each end of the vehicle frame 13 and the width B of the vehicle 1. It has a distance of the square root of (L v 2 +B 2 ) . For a 1 m wide vehicle and 6 m distance between the frame 13 pivoting points, the speed change ratio will be 12.08.
  • the length of the vehicle compartment 11 may be adjusted to suit expected passenger volumes. As an example, with a 1 x 5 m compartment size and 4 standing person per m 2 , the capacity amounts to 50,000 person per hour per direction at 10 m/s travelling speed. The number of seated passengers is around 5-8 seats per car, which corresponds to 12000-21000 seated passengers per hour per direction.
  • the vertical load generated by passengers, the tare weight of the vehicle 1 and the distance beam 10 is transferred to the tracks 4 via pivotable bogies 12 attached to the vehicle frame 13 at opposite sides and in each end of the vehicle frame 13.
  • Each bogie 12 is equipped with two wheels 14 and each wheel 14 has flanges 15 on both sides of the wheel rim 16.
  • the function of the flanges 15 is to generate the rotational forces needed for the folding of the vehicles 1 and to provide guiding forces at sections outside the station areas as well as to generate reaction forces to any uncompensated forces not compensated for by the force transfer device such as the linear induction motors 8 in the acceleration and deceleration sections, where the track gauge is increasing or decreasing.
  • each vehicle After acceleration, each vehicle is travelling at constant speed until it reached the next station with a deceleration folding section where folding and its associated deceleration in the travelling direction occur.
  • the function of the invention is here in reverse compared with the acceleration sequence.
  • the retardation forces are generated by means of a force transfer device such as the linear induction motors 8 which via the reaction plates 9 mounted under the vehicle frame 13 exerts a braking force on each vehicle 1 during the folding sequence which takes place where the distance between the tracks 4 is increasing.
  • the energy absorption means may be hydraulic means.
  • the horisontal steering means could be arranged at the pivoting point of the vehicles in the form of a gear ring and a rack instead of the shown tracks and wheels.
  • the shown induction motor arrangement may be of any known type in order to brake and accelerate the vehicles.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Control Of Vehicles With Linear Motors And Vehicles That Are Magnetically Levitated (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Electrical Discharge Machining, Electrochemical Machining, And Combined Machining (AREA)
  • Materials For Photolithography (AREA)
  • Engine Equipment That Uses Special Cycles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Escalators And Moving Walkways (AREA)
  • Structure Of Belt Conveyors (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Threshing Machine Elements (AREA)

Claims (5)

  1. Nahverkehrseinrichtung für eine endlose Fahrbahn, mit aufeinanderfolgenden Fahrzeugen (1), die gelenkig verbunden sind, so daß sie aus einer geradlinigen Anordnung in eine Position schwenkbar sind, in der sie nebeneinander stehen, wobei die Fahrzeuge durch Abstandsstangen (10) an Punkten gelenkig miteinander verbunden sind, die sich an beiden Endteilen (7) der Fahrzeuge befinden, und wobei horizontale Steuermittel (4,15) so angeordnet sind, daß die Fahrzeuge entlang bestimmter Teile der endlosen Fahrbahn horizontal aus der linearen Position in die Position, in der sie nebeneinander stehen, und umgekehrt schwenkbar sind, dadurch gekennzeichnet, daß Linearinduktionsmotoranordnungen (8) vorgesehen sind, wobei ein Teil der Anordnungen längs der endlosen Fahrbahn angeordnet ist und mit zweiten Teilen (9) der Anordnungen zusammenwirkt, die unter jedem Fahrzeug (1,13) angebracht sind, um die Fahrzeuge jeweils abzubremsen und zu beschleunigen.
  2. Nahverkehrseinrichtung nach Anspruch 1, dadurch gekennzeichnet, daß die Induktionsmotoranordnungen Induktionsmittel (8) und Reaktionsplatten (9) aufweisen, wobei die Induktionsmittel längs der endlosen Fahrbahn in ihrer Längsmittellinie angeordnet sind und die Reaktionsplatten unter jedem Fahrzeug angebracht sind.
  3. Nahverkehrseinrichtung nach Anspruch 1, bei der Energieasorptionsmittel in Verbindung mit einem der Schwenkpunkte angeordnet sind, um die gesamte oder einen Teil der kinetischen Energie der Fahrzeuge aufzunehmen, wenn sie in die Position geschwenkt werden, in der sie nebeneinander stehen.
  4. Nachverkehrseinrichtung nach Anspruch 2, bei der die Energiespeichermittel Federn sind.
  5. Nahverkehrseinrichtung nach Anspruch 1, bei der die Steuermittel Schienen (4) sind, auf denen die Räder (14), die in der Nähe der Schwenkpunkte zwischen den Fahrzeugen und den Stangen angebracht sind, laufen, wobei die Räder Flansche auf beiden Seiten der Radfelge aufweisen.
EP98928689A 1998-05-13 1998-05-13 Nahverkehrssystem Expired - Lifetime EP1077858B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/SE1998/000884 WO1999058387A1 (en) 1998-05-13 1998-05-13 Mass transit system

Publications (2)

Publication Number Publication Date
EP1077858A1 EP1077858A1 (de) 2001-02-28
EP1077858B1 true EP1077858B1 (de) 2003-07-30

Family

ID=20410581

Family Applications (1)

Application Number Title Priority Date Filing Date
EP98928689A Expired - Lifetime EP1077858B1 (de) 1998-05-13 1998-05-13 Nahverkehrssystem

Country Status (8)

Country Link
EP (1) EP1077858B1 (de)
KR (1) KR100424323B1 (de)
CN (1) CN1104353C (de)
AT (1) ATE246111T1 (de)
AU (1) AU8042898A (de)
DE (1) DE69816874T2 (de)
HK (1) HK1035169A1 (de)
WO (1) WO1999058387A1 (de)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ATE327930T1 (de) * 2001-01-10 2006-06-15 Gert Andersson Fahrzeugbeförderungsvorrichtung
WO2007132951A1 (en) * 2006-05-11 2007-11-22 Posco Method and apparatus for control and safe braking in personal rapid transit systems with in-track linear induction motors
KR101975676B1 (ko) 2017-11-15 2019-05-09 (주)성신알에스티 철도차량의 회전정렬용 대차 구조
KR102013753B1 (ko) * 2017-12-01 2019-08-23 주식회사 천경기업 인터모달 전용궤도 자동화물운송 시스템
KR102075857B1 (ko) 2019-03-14 2020-03-03 (주)성신알에스티 철도차량의 회전정렬형 대차
CN113793503B (zh) * 2021-09-16 2022-07-08 朱丽 一种基于互联网技术的公交站台管理系统

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE461048C (de) * 1926-06-03
US3651763A (en) * 1969-03-29 1972-03-28 Toyoda Automatic Loom Works Conveying apparatus
CH582593A5 (de) * 1974-08-13 1976-12-15 Prochaska Otto
FR2663599B1 (fr) * 1990-06-20 1992-12-04 Epaulard Pierre Systeme de transport automatique et rapide a trafic optimise.

Also Published As

Publication number Publication date
HK1035169A1 (en) 2001-11-16
CN1104353C (zh) 2003-04-02
KR100424323B1 (ko) 2004-03-24
CN1292756A (zh) 2001-04-25
DE69816874T2 (de) 2004-03-04
ATE246111T1 (de) 2003-08-15
AU8042898A (en) 1999-11-29
KR20010043413A (ko) 2001-05-25
DE69816874D1 (de) 2003-09-04
EP1077858A1 (de) 2001-02-28
WO1999058387A1 (en) 1999-11-18

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