FR2663599A1 - Automatic and rapid optimised-traffic transport system - Google Patents

Abstract

Automated transport system. It makes it possible to combine the advantages of the following transports: - bus: service of numerous stops (stations) - direct: no stopping between departure and arrival - continuous: continuous flow - discontinuous: high cruising speed - and to obtain short journey times and high volumes (capacities). This system consists of two types of circuit (Fig 4/9). - Main, looped, circuit CP on which a "vessel" (which can be just one and of the same length as the track, forming an endless train) travels at a high constant speed. - Secondary, looped, circuits CS on which shuttles responsible for the service between vessel and stations travel at variable speed. The transfers between vessel and shuttles, in both directions, take place when these are on parallel tracks, very near to one another and travelling at the same speed. This system can be used for all transport, mainly for public transport, above all rail transport.

Description

AUTOMATIC AND FAST TRANSPORTATION SYSTEM WITH OPTIMIZED TRAFFIC
DESCRIPTION
The present invention relates to an automatic and continuous transport device at high speed as well as low journey time although serving multiple stations.

 Transport can be classified as "direct" and "omnibus".

In the current state of the art, it is well known that "omnibuses", stopping at all stations, generally generate longer journey times than "direct", but the latter do not have the advantage of serving all stations.

We can also classify these transports according to two other categories
- continuous transport, such as:
escalators, moving walkways, ski-slopes,
etc ...

- discontinuous transport, such as
trains, boats, planes, buses, etc ...

 The latter have the disadvantage of imposing significant waiting times at departure (for example, between two successive trains), but have the great advantage of having significant acceleration and deceleration systems which allow them to reach high cruising speeds thus considerably reducing journey times.

 Conversely, in the current state of the art, continuous transport, which has the advantage of canceling waiting times at the outset, has the important disadvantage of being at generally low (constant) speed, imposed only it is by the starting speed.

 Thus, a ski lift cannot advance at 60 km / h, for example, because the instant acceleration when taking it would be too great.

The same is true for escalators, moving walkways,
etc ... This considerably increases the journey time and reduces
all the more the advantage of continuous transport, despite all their other advantages.

te device according to the invention allows to combine the advantages at once
- omnibus transport: serving a multitude of stations
- direct transport: no stop between departure and arrival
- continuous transport: no waiting time at departure and flow
continued
- discontinuous transport: high cruising speeds
and so get
- short journey times
- high flow rates
- increased comfort
- maximum use of transport infrastructure
- an optimal return on investment all, automatically.

 Thus, in all current common public transport systems, such as the railway for example, the lengths of track where it does not run trains are much greater than those where it runs: the railway considered is badly used .

 And this, even and including on the lines where the trains follow one another in a very close manner (example, the RER A in Paris) and allow to reach a high density of traffic.

 Compared to this system, the device according to the invention allows a very clear improvement and an increase in the use of the tracks.

Its principle is as follows
- on a so-called "main" circuit closed in on itself, circulation at high speed, constant and without stops, of close-up (or even positive) vehicles of large capacity called hereinafter "vessels".

 - on (one or more) so-called "secondary" circuits also looped over them, circulation at variable speed of small vehicles hereinafter called "shuttles", responsible for serving between stations and vessels.

 Each of these shuttles can take on passengers at zero speed on a departure platform of a station (or station). It then accelerates to reach the height of a vessel, on a track parallel to it and at the same speed as it.

 The transfer of shuttle-spacecraft passengers can then be done in both directions: it is "transhipment" (or transfer).

 Then, the shuttle decelerates to a very low speed then zero on an arrival platform of a station where disembarkation can take place.

 It is then ready for a new embarkation and to start a new cycle.

 everything is done in an automatic and uninterrupted manner, under permanent human control possible.

the device according to the invention can exist in several main versions, but not necessarily separate
In all versions, and for simplicity, the main circuit is assumed to be unique, closes on itself and, although it may include sinuosistés, is shown rectilinear in the drawings.

VERSION 1 (Fig 1/9)
In this case, the secondary circuit is unique and serves in series all the stations of the circuit, generally located along (or not far apart) from the main circuit.

 the total circuit is therefore made up of four parallel tracks looping in on themselves in two separate circuits, one main (CP) for the vessels, in the middle, and the other, secondary (CS) for the shuttles on each side .

 - A traveler leaving from station G1 to go to station Gn, embarks on the departure platform QD2 of G1 in a shuttle which accelerates to reach C at the speed of the vessels.

 Between C and D, it transfers to the vessel at its height and will settle there comfortably for the duration of its journey.

 At the signal announcing Gn station, he prepares to leave the ship.

Between E and F, it transfers to a shuttle that comes up to it. This decelerates from F to reach at low speed then zero the Q2 arrival platform of the Gn station on which it disembarks.

 The shuttle then advances to the QD2 departure platform at this same station, then stops to allow other passengers to board, and so on.

 the vessel is traveling at constant high speed.

 the shuttles run at variable speed.

 Each shuttle starts from a departure platform of a station, accelerates, arrives at a constant speed equal to that of the vessels between C and D to allow transshipments, then decelerates and arrives at a low speed then zero at the arrival platform from the next station to allow disembarkation, then advance to the departure platform of the same station, and so on.

VERSION 2 (Fig 2/9)
In this case, there is a secondary circuit for each station, consisting of a single track looping on itself, ensuring boarding and disembarking in both directions.

stations are generally located along (or not far from) the main circuit.

 - the total circuit therefore consists of a main circuit in the middle, terminating at the two ends of the network in question, and as many secondary circuits, on each side, each terminated on itself, as there are stations .

 - For a traveler leaving from G1 station to go to Gn station, the route is the same as before.

 - Note that the platforms of the Gx station for example could also be placed in Q'D1, Q'A1, Q'A2 and Q'D2, that is to say "on horseback on two secondary circuits.

VERSION 3 (Fig. 3/9)
In this case, there is a double secondary circuit for each station, generally removed from the main circuit.

 The total circuit therefore consists of a main circuit, identical to the previous one, and as many double secondary circuits as there are stations.

 Each double secondary circuit is made up of two looping lanes: one per direction, but both for departures and arrivals.

For a traveler leaving Gl station to go to the station
Gn, the route is the same as before.

VERSION 4 (Fig. 4/9)
In this case, there is only one single secondary circuit looping in on itself for each station, generally removed from the main circuit.

 the total circuit therefore consists of a main circuit, identical to the previous one, and as many simple secondary circuits as there are stations.

 The simple secondary circuit consists of a single lane, both for the two directions, for departures and for arrivals.

 For a traveler leaving from station G1 to go to station Gn, the route is the same as before.

 But it can coexist in the same shuttle of passengers waiting for enExaxuH3ment, and others waiting for disembarkation.

VERSION N
All versions are possible starting from previous versions.

 We can for example mix the different versions together and combine them according to the desired results, each having its advantages and disadvantages. Several main circuits can also be connected together.

 The present invention can be applied to all modes of transport, from goods to people.

 It can include many variations depending on the use that one wishes to make of it.

In what follows, we will make the following nonlimiting assumptions
- passenger transport in urban areas
- on the main circuit there is only one vessel, very long, the length of the track on which it travels at high speed, forming a single endless razor.

 - the version retained by way of example is version n 1.

For the proper functioning of the entire device according to the invention, technical requirements must be observed
- permanent circulation of the vessel at the highest constant speed possible,
- circulation of each shuttle at variable speed, in an uninterrupted flow,
- synchronization of the secondary circuit with the main circuit, in particular to ensure transhipment.

 We will go into more detail in the operation (Fig. 5/9).

 the device has 4 channels.

 the section is shown between two stations GI and G2. the vessel (1) travels at constant speed on the two central tracks. the shuttles (2) travel at variable speed on the two outer tracks.

At this determined moment, there exists at the same time :: tr
- shuttles in front of the arrival and departure quays QA1 and QD1 in one direction and QA2 and QD2 in the other direction.

 - shuttles accelerating between A and B and G and H, and decelerating between E and F and K and L.

 - shuttles docking in C and I and "de-berthing" in D and J.

 - transfer shuttles between C and D in one direction and between I and J in the other direction.

We see that the following operations
- for shuttles: embarkation, acceleration, docking, transhipment, de-berthing, deceleration, disembarkation
- for the vessel: warning of the next transhipment, berthing, transhipment, berthing,
must be done in synchronization.

For this, the technical solutions can be as follows at
title of examples
Shuttles: solution A - Variable speed crossing of all
shuttles of the same circuit by a "Z chain" system generating
variable speeds.

A Z-shaped pulpit is a system driven at constant speed and
allowing to generate linear nwements at variable speed in
depending on the position of the mobiles at sea on a route
(Fig 6/9).

 the device consists of a continuous and endless chain whose links (1) are all the same length and are interconnected by joints. These articulated parts, located at the ends of the links, are guided by appropriate slides (2), opposite, more or less close together according to the desired speed - separated for obtaining low speeds (in EF, GH, LK and AB), - reconciled for obtaining high speeds (in CD and IJ), - with variable spacing for obtaining acceleration (in HI and BC) or decelerations (in DE and JK).

 A mobile attached to a link is therefore driven at a variable speed depending on its position in the course, depending on the spacing of the slides.

 In the device according to the invention, the drive and the synchronization of the chain in Z are done by the vessel itself, in the transhipment zone for example.

 In this case, this chain is mechanically supported by the vessel (when the links of the chain are stretched). After "de-berthing" the links, guided by their slides, come to pile up more and more to ensure deceleration and arrival at low speed at the arrival platform.

 A mechanical blocking at the end of the arrival platform, playing for example on the link stacking game, ensures a downtime allowing landing.

 After release, each shuttle advances to the departure platform, at the end of which another mechanical blocking ensures a new stop time allowing boarding.

 After unlocking, the shuttle accelerates, in accordance with the tightening of the slides of the links in the Z chain, until it reaches the speed of the vessel to ensure transhipment, etc.

 Shuttles: Solution B - Drive of each shuttle by an electric motor slaved to a prograttttateur which imposes a predetermined speed for each part of the route, either: stop at the departure platform then start after a scheduled time, acceleration then speed equal to that of the vessel for transhipment, then deceleration and stop at the arrival platform, restart after a scheduled time, new stop at the departure platform, etc.

 Ground beacons, synchronized with the ship, placed all along the shuttle route, indicate to each shuttle whether it is early or late, and automatically act on its speed to put it in synchronism with the ship.

Ship: the speed of the ship, normally constant, remains in synchronism with (or) the shuttle circuit.

 For this, in solution A, this synchrenism is achieved due to the entrainment (or) of the chain in Z by the vessel.

 In solution B, synchronism is ensured by the fact that the "setting to 1 hour" of all the beacons is carried out by sensors on the ground on the vessel circuit which again plays the role of "mother clock" when the spacecraft slows down or accelerates, the whole shuttle system does the same.

various functions such as
- voice messages, light or audible warning devices, docking, door openings and closings, docking, etc. . are controlled by synchronized ground sensors and take place at fixed positions in each of the circuits.

Industrial applications
the industrial applications of the device according to the invention can be very diverse and relate to the transport of goods such as that of travelers, whether it is of all possible modes railway, road, boats, cable cars, ski lifts, escalators, carpets wheelchairs, moving walkways, airplanes, conveyor belts, dumpsters, etc ...

 And this, on already existing circuits or on new circuits.

 the industrial applications of the device according to the invention are particularly advantageous for all that relates to passenger transport in urban areas by rail.

By way of examples, the following applications can be cited in this field:
- Existing circuit: replacement of KER A in Paris.

If we replace the Regional Express Network A of Paris (the busiest in traffic of all European rail networks) by a device according to the invention version 1 (Fig 1/9), between Vincennes and Nanterre for example, we can get the following results
- Hypothesis: Vessel
- single endless train (about 40 km)
- two floors
- constant speed of 80 km / h
- capacity: 6 passengers per miter
Shuttles: - around 10 people per shuttle
- at each station, two-way platform, both for spart and for arrival
- Performances:
- speed: 480,000 passengers per hour (more than all of the combined RERs).

- journey time: Gare de Lyon - La Défense (12 km) in 9 min
- very low energy consumption per person transported
- improved comfort
- no waiting for departures and arrivals
- optimal use of infrastructure such as escalators, access corridors, etc. which are no longer congested on each train arrival but ensure a continuous flow.

- New circuit to be created: integral urban network for large cities. Or a city that can fit into a circle of diameter E (Fig. 7/9)
the device according to the invention can support all potential travelers in the entry and exit directions.

 the V circuit of the vessel can then be in the form of that shown, in order to allow all the travelers to be transported from the outer doors of the city to the center and vice versa.

 the shuttle circuits can come sty connect, either according to version 1 (Fig 1) or according to any other version (2, 3, 4 or n).

 Such a device, designed entirely for this purpose, can circulate a train with a capacity of more than 10 passengers per meter, which represents, for a speed of 100 km / h a flow of more than 1 million passengers at time.

 In one day more than all the travelers transported daily by all the public transport systems in Paris, for example, RER, metro and bus.

 As for speed, it is greatly increased since it allows you to put less than 8 minutes to go from any point on the outskirts to the very center of a city of a dozen km in diameter, all within comfort conditions significantly improved and without clogging.

 This solves the problem of automobile traffic in large cities. By creating large parking lots in the outskirts, motorists will be encouraged to use this type of public transport, very fast, efficient, comfortable and practically never saturated, which can attract all types of travelers.

The new circuit, connected to existing public transport networks, can be a very effective response to the problem of the congestion of large cities as well as that of their pollution by automobile transport.

 Note that, as required, several "vessel" circuits can be connected together, with transshipments between vessels.

TRANSBORDEMT
transshipment is an important operation, especially for passengers, because it is necessary to respect safety rules which impose technical solutions all the more complex as the speed of the vessel is high.

 At low speed, we can admit very simple solutions of the transfer type by walking people: without doors for very low speeds, and with doors for medium speeds, that is in most cases.

 The solution proposed below can be applied especially for the highest speeds, because of its high security.

High speed solution (Fig. 8/9)
Each shuttle N consists of an elementary railway carriage carrying a cabin C (Ca: arrival cabin - Cd: departure cabin).

 When the shuttle is in the transhipment position, the beacons on the ground and the security systems control the opening of the door P3 of the vessel and then the passage from the arrival cabin Ca of its carriage to the transfer area A2 located in the vessel V.

Then, this arrival cabin Ca and the departure cabin Cd (which waited in
A3, doors fenDes, normally loaded with passengers wishing to disembark at the next station) move respectively on the area A1 of clearance and on the area of transfer A2. The departure cabin
Cd then goes from A2 to the carriage.

the beacons on the ground as well as the security systems then control the closing of the P3 door of the vessel, the passage of Ca from A1 to
A3, the opening of door P2 of Ca then the "de-berthing".

 And the cycle can start again, Ca becoming Cd.

 Note that door P2 can also be lateral.

 the total transhipment cycle can therefore last only a few seconds.

 A4 is an embarkation area before docking and a disembarkation area after docking (A'4 if side door P2).

 areas A1 and A2 are prohibited to passengers on the vessel and protected by a barrier or partition B.

cabin movements are facilitated by the following technical solutions
- the areas A2 and A3 are occupied, at the time of docking, by a set of rectangular crossed rroiwements (Fig 9/9). This set is composed:
- a carriage M whose rectilinear movement is parallel to the ncuvement of the vessel.

 - two carriages N, each of which has rectilinear movements perpendicular to the movement of the vessel.

 the wheels R of each trolley N roll on the upper part of the trolley M located at the same altitude as the upper part of the trolley carrying the shuttle during docking.

the mcNvEments of the cabins from the opening of the door P3 are imposed by a system integral with the vessel which
- ensures docking precision,
- unlocks the Ca positioning security on the shuttle cart
- brings Ca into the vessel on area A2
- switches Ca and Cd respectively to A1 and A2
- puts Cd from A2 on the shuttle cart
- locks Cd positioning security on the carriage
shuttle bus
These movements can be carried out by means of double-acting cylinders placed in K for the carriage M and in L for the carriages N (see Fig 7 and
8).

 This same system can also be used for the transport of goods.

 Note: transshipments can also take place in certain configurations, between two vessels at the same speed.

Claims (10)

CLAIMS:  1. Automatic and rapid transport device with optimized traffic of goods and especially of passengers, particularly in urban areas, characterized mainly in that it comprises two distinct types of circuits.  rare endless.  close together or even joined together then forming a single and immense  constant possible, so-called "vessel" vehicles, very  travels continuously and at high speed the most  - A main circuit, forming a closed loop, on which  and in both directions of the main circuit.  serve (the) the vessel to the stations, round trip,  vehicles called "shuttles", at variable speed, responsible for  - One or more secondary circuits on which  2. Device according to the preceding claim, characterized in that the secondary circuit can be single (Fig 1/9) and serve in series all the stations of the circuit, the total circuit then comprising four parallel tracks looping back on themselves in two separate circuits, one main (CP) for (the) or the vessel, and the other, secondary (CS) for the shuttles.  3. Device according to any one of the preceding claims, characterized in that there may exist (Fig 2/9) a secondary circuit for each station (generally located along or not far from the main circuit) consisting of a single track closing on itself and ensuring boarding and disembarking in both directions.  4. Device according to any one of the preceding claims, characterized in that there may exist (Fig 3/9) a double secondary circuit for each station (generally separated from the main circuit), the total circuit then consisting of a main circuit and as many double secondary circuits as there are stations, each double secondary circuit itself being made up of two tracks looping on themselves, one per direction, but both for departures and arrivals.  5. Device according to any one of the preceding claims, characterized in that there may exist (Fig 4/9) a secondary circuit looping on itself, for each station (generally separated from the main circuit) consisting of one lane ensuring enbarquerents and landings in both directions.  6. Device according to any one of the preceding claims, characterized in that on the main circuit can circulate only one vessel the same length of the track, then forming a single endless train.  7. Device according to any one of the preceding claims, characterized in that the movements of the vehicles (shuttles and vessels) are normally uninterrupted, automatic and synchronized, (the or) the vessel then playing the rattle of the mother clock (Fig 5/9).  8. Device according to any one of the preceding claims, characterized in that the variable speed drive of all the shuttles of the same secondary circuit can be done by means of a Z chain (Fig 6 / 9) synchronized with (the or) the vessel.  9. Device according to any one of the preceding claims, characterized in that the drive of each shuttle can be done by means of an electric motor controlled by a programmer imposing a predetermined speed for each part of the route, this speed being modulated by ground beacons to ensure synchronism with (the) or the vessel.  10. Device according to any one of the preceding claims, characterized in that the transhipment (Fig 8/9 and Fig 9/9) can be effected by the transfer of cabins containing the passengers (or goods) from the shuttle to vessel and vice versa, during the docking phase.