FR2871763A1 - Transport system for large parking places of city, has electrically driven vehicles which move at levels of different heights on common rails and directed by activating switches by personal code system - Google Patents

Abstract

The system has electrically driven vehicles which move at levels of different heights on common rails (32, 34, 62). The vehicles are directed by activating switches by a personal code system. An electric motor assembly is provided above the top of a driver`s cab of a motor vehicle and is supplied with low voltage. The motor assembly is connected to a part which maintains an arm.

Description

To try today to solve the traffic problems in the

  cities, it is necessary at first glance to determine all the current disadvantages, to try to reach the solution which encompasses them in their entirety, because any solution which takes into account only one problem at a time, proves to be long term to be a lame solution.

  The disadvantages are: lz atmospheric pollution, 2 "noise pollution, 3 'traffic accident risks, 4 m traffic problems due to traffic jams, 5 m lack of space for parking, 6' lack proximity of public transport and their lack of privacy, 7 '' the impossibility of using them for people in wheelchairs.

  The transport system presented here has the principle of leaving vehicles intended for road traffic on the outskirts of a city, in large car parks where these are sheltered and monitored.

  The design of the invention that we will describe is fully flexible and adaptable as and when needed.

  This invention presents electrically powered vehicles that move like a train on rails, but they use common rails while being able to move autonomously relative to each other at different height levels.

  The accompanying drawings illustrate the invention.

  FIG. 1 shows a cabin (1) of a vehicle equipped with a dashboard (2), a user (3), and seats (4) as well as a door (5) designed here sliding on gorges (6).

  On the top of the cabin (1) there is an electric motor unit (7) which can be supplied with low voltage for reasons of safety, the motor assembly (7) is coupled to a portion (8) which holds an arm (12) which can swing back and forth being held by a pivot pin (11) on a workpiece (9). The part (10) of the part (9) that is seen inside the part (8) is actually designed in a circular and rolling manner so that all the parts (9, 12) can rotate on itself to the right or to the left of the cabin (l) like car wheels.

  At the top of the arm (12) inside which is provided a drive system which may be a cardan, a chain or other, there is a wheel (17).

  This wheel (17) will be guided in rails by a set of bearings (18) mounted on a piece (16) which can tilt slightly back and forth (19).

  On the workpiece (16) there are also parts (15) which support the power supply systems of the booth (1) supplied via electric cables (14).

  These cables (14) are insulated in the parts (15) which can also be designed in insulating materials because it is at the top of the latter that the contact is made.

  The cable (13) is a steel cable which is connected to a part (33) which proves to be a security element which we will see in FIG.

  Always figure 1 at the bottom and at the front of the cabin (1) there is a special device, we see a shock abutment (31) which can tilt back and forth with respect to a fixed axis (22), this abutment (31) can exert pressure on a spring (23) so as to bear on a contact cutter (30) held on a workpiece (29) and electrically powered by a cable (14).

  Of course, the stop (31) must come into abutment before crushing the contact cutter (30), which serves as a circuit breaker for the power supply of the engine (7) of the cabin (I), but the spring (23) shall be designed to crash only if two cabins (1) come into contact over a certain speed, for if they are contiguous to one another after the power supply has been cut off electric and reset of the abutment (31), the cabin (1) behind must be able to push the cabin (1) in front of it by starting gently without the spring (23) crushes because we can not imagine designing such a system and be at the mercy of a total blockage of the whole due to a cabin breakdown (1), so we will ensure that the rails that we come from the then be on as horizontal a plane as possible. In addition, it is not necessary to have a high speed for a cabin (1) while a bus travels on average 18 km / h in the city.

  Always figure 1, on the rear part of the cabin (l), we see a similar device with here a shock stop (21) which fixed on a piece (20), rocking back and forth with respect to an axis ( 22) and still pressing a spring (23), however, it is not supported here on a contact cutter (30) but on a part (24) which pivots with respect to a fixed axis (27) while being maintained at the piece (20) by a movable pivot pin (26).

  The piece (24) has two flat ends (25) which will brake the cabin (1) in its rail, if another cabin (1) buffers the cabin (1) This can be designed as a self-locking system. There is also a bar (28) which has a bearing (18).

  Figure 2 shows us a cabin (l) of face which has a lighting (40), there is the engine (7), as well as the part (8) and two pieces (9) which are in fact the same piece which holding the arm (12) on each side.

  The top of the cabin (1) shows us an assembly housed in its rail (32) shown here in section.

  It can be seen that there are actually two wheels (17) and also a part (15) which comes to take its contacts, inside and at the top of the rail (32) in positive (64) and negative ( 65) which will be electrically powered and insulated from the rails (32).

  As seen in Figure 1, there are two parts (15) and thus double contact for better operational safety, we also see the part (16) with its bearings (18) is maintained on each side by flanges (63), we see the piece (33) which is actually a small bar attached to the cable (13) made of steel, so if the system breaks, it will block inside. rail (32).

  There is the electric cable (14) which is fixed on the arm (12), reached on each side of the piece (15) the top thereof to take its contacts in the guides (64,65) of the rail (32). ), a contact system with spring support, of elements provided for this purpose will do the trick.

  Still figure 2, there is a set of bars (39) which we can locate the location in Figure 1, we will see their usefulness thereafter.

  Also at the bottom of the cabin (1), there are rails where rolling paths (34.62).

  The rail (62) which is located to the left of the cabin (l) is in fact a simple iron U, while the rail (34) which is to the right of the cabin (I) is different, it has a rim ( 35) slightly higher than the bottom of the door (5), to prevent it from sliding open in its seat during use of the vehicle, it is a safety because the cabin ( l) can travel at height.

  The rail (34) has a rim (36) which has no reason to be at the levels of the parking spaces of the cabin (1) since this rim serves to fill a void to enter or exit from it .

  The part (38) which forms part of the cabin (1) is supported on a contact (37) which serves to detect the presence thereof in order to allow the door (5) to open, for we see later that the flange (35) of the rail (34) is not always present thereon.

  There is also the wheel (17), the piece (28) which is in fact a guide bar provided with its wheel (18). The shock abutments (31) are also seen from the front.

  Figure 3 shows us a cab (1) back with an optional rear door (42), there are red lights (41), we also see a piece (20) and its shock stop (21) which will switch in front of the piece (24) which is provided with ends (25), which in turn will bear against the inside of the rail (34), the same device is provided on the other side in the rail (62). ).

  Figure 4 shows us a cabin (1) maintained in its right side by the rails (32,34).

  This figure shows us a protective mesh in its frame (43) but it can be a plexiglass. We see that in this precise place, on the rail (34), the flange (35) disappears at the door (5) to allow it to open.

  The part (44) here determines the level of the ground, and the cabin (1) exerts here, through its part (38) an action on the contact (37) seen in Figure 2 and which detects its presence, which allows the user (3) to open your door (5). a variant may consist, to replace the flange (35) of the rail (34) to be fixed on the cabin (1) a locking system unlocking the door (5). system that would be automatically actuated by a protrusion placed on the rail (34) and only at the locations provided for q'une cabin (1) can park.

  There is also a protection gate between the two frames (43) which can not be opened only when the cabin (1) is present, this gate must be closed so that a cabin (1) can restart. Various types of additional security can be designed.

  Figure 5 shows us a cabin (1) in ascension, there are rails (32 and 34) on which are maintained, an electric motor (49) and its system (45) for driving cabins (I), which is intended to hang the bars (39) seen in the preceding figures.

  Inside the system (45) there is provided a system of chains, belts or the like which operates to support the cabin (1) at the bottom to release it at the top and after which is crossed a raised (70) that we see on the rails (32-34), and this to prevent a recoil of the cabin (1) once it up. A single motor (49) can be placed above the rail (32), driving all the systems (45) that must be placed on each side of the car (1), thus ensuring a perfect balance.

  It is also necessary to provide that 2 cabins (1) which would be one behind the other to change level, can do so only one after another.

  The speed of the cabin (1) in ascension can be slightly higher than the speed of a cabin (1) which happens just behind for an ascent, there is then provided a system for controlling the cabins electrically (1) in order to slow them down sufficiently before the ascent.

  It is therefore a cabin (1) which approaches the idle of the ascent system (45), will put it into operation by a detection system, while in addition, when it rises, we cut the power supply in the part of the rail (32) where is the other cabin (1) waiting for ascension, once the first cabin (1) has arrived and detected at the top, it automatically re-energizes the cabin which stayed down.

  It is therefore necessary now and for the future, provide a detection system that can be optical with a bar code system or other, each cabin (1) having its own code.

  To take into account an essential point, so that a cabin (1) can pass between the rails (34,62) during an ascent or descent, since an identical system must obviously be provided for the descent, it can be seen that the wheels (17) of the bottom of the cabin (1) protrude sufficiently outside the latter (see FIG. 2) so that the rails (34, 62) also pass on each side of the cabin ( l), on the rail (34), at the ascent or descent, the rim (35) is removed.

  FIG. 6 is a sectional view of a rail (46) which, unlike the rail (32), has a protrusion (47) inside which a piece (48) fixed to the car drive system ( 1) would allow IO it to be supported at this level to elect feedback, it is a possible variant of the feedback system described above.

  In case of breakage of the system can be provided a locking system of the cabin (1) during ascension. Figure (7) shows us a switching system (50) pivoted from one position to another, on each side, we see the rails (32), we will notice here that on all the rails (34) -32-62), the cabins (1) only circulate in one direction, there is no backing here that is unnecessary, and that would also pose serious operational problems for us. a cabin (1) is used by a disturbing element, that is why, these cabins (1) being intended only to circulate in town and on rails (3432-62), they do not need than a relatively slow moving speed so as to avoid a braking system other than that described previously in FIG. 1, and which operates with the impact stops (31-21), but an electric braking principle can be provided for a cabin (1) until it stops. Then as said, a cabin (1) down should be easily pushed by another.

  To return to the switch (50), it has 3 rails (51-52-58) and has only 2 switch positions, it is seen that it has a flange (54) on its periphery so that if one of the rails (51-52-58) is not placed facing the rail (32), the car (1) can not pass.

  Any switching blockage system (50) is provided when a car (1) passes through it.

  The flange (53) is adapted to be held in abutment on the system bearings which will maintain the switch (50) in place.

  Figure 8 shows what may be the best switch design (55-56-57) for a crossover, as each switch here has only 2 positions, these switches (55-56-57) can be pointed, either to enter a roundabout which we see here the curve thanks to the parts of rails (53), or to come out to turn on a rail (32) output, here too, only one cabin (1) which is near a switch (55-56-57) can activate it for a directional choice.

  The presence of this cabin (1) must be detected at a specific location and with sufficient time to enable it to activate the switch (55-56-57) before entering it, then the switch (55- 56-57) must not be able to be activated by another cabin (1) before the cabin (1) which crosses the switch is detected on the other side of the latter, hence the need to provide a code per cabin (1).

  In addition, two types of cabins (1) are for different uses, some are available to users outside the city, and therefore available on the outskirts thereof in car parks where they can park their road vehicles.

  For the cabins (1) of the inhabitants of the city or bordering, they have a technical peculiarity.

  Indeed a cabin (1) riparian, from his personal code, will be the only one able to operate a switch (55-56-57) which allows him to access his parking area, but as soon as it is out from this switch (55-56-57) which is strictly speaking personal, it is necessary to provide that it automatically returns to the position that prevents another cabin (1) to access its parking space. Let us say that this switch (55-56-57) must be replaced by itself in a so-called position, of circulation, and this, that the cabin (1) enters or leaves its parking area, anyway the system can be designed on several levels, which does not pose a problem of space, and therefore parking areas are accessible all cabins (1). Also, we will determine an essential point which is that of people with reduced mobility.

  Cabins (1) can be designed without seats (4), but with a door opening (5) wide enough to allow the passage of a wheelchair, a holding system is provided in the cabin (1). With an adequate cabin code (1), we reserve them privileged parking spaces.

  Figure 9 shows us here open in section the inner face of the rails (34,62) which serves to support the wheels (17) which are under the cabin (1).

  The roucs (17) driving cab (1) located at the top and at the front of it, the roucs (17) bottom can only follow the movement. This is an assembly that serves to support the low wheels (17) of a cabin (1) when it is needle.

  We could provide a plate that would cover the entire surface, which will be the case anyway at ground level, but here, assuming we are high, we might think that it is necessary to allow the sun's rays to pass through. .

  Zoncs (61) provide an increased width to the bearing surfaces of the rails (34, 62) which serve the wheels (17) so that if the latter skid to the right or to the left, none of them can to be found above the vacuum, can also provide edges (60) which may be internal or external to the wheels (I7) but which can not exceed a certain height at the risk of touching the bottom of the cabin (l) which passes to above them_ For people traveling at night and who find themselves alone and broken down, it is possible to operate remotely, a tug that can be a cabin (1) empty but designed only to push a cabin (1) broken down to a place provided for this purpose where people can change cab (1).

  It can also provide a magnetic card or other use with a pre-programmed destination.

  Figure 10 presents a set of cabins (1) circulating at different height levels, for a good traffic principle, even if there are plans for parking at ground level, the first level of traffic can be four meters height in order to leave the field free for pedestrians or emergency vehicles.

  We can also, and especially for the sake of aesthetics, design a variant of the invention without rails (34,62), nor wheels (17) at the bottom of a cabin (1) and also remove, the referral devices (50 55,56, 57) apparent.

  That is why Figure 11 shows us a cabin (66) different from the cabin (1), indeed it has all its drive system at the top, with in addition its own system of referral and therefore of autoguiding, the cabins (66) turn themselves. A motor (69) is here placed centrally between two parts (8), which allows it to drive the wheels (17).

  Here the arms (72) are different from the other version which has an arm (12) pivoting relative to its base (9), since here there is only one rigid part, the arm (72). there is thus as we see two arms (72) at the top but which always pivot on themselves for a directional movement. The piece (73) present here is different from the piece (16) of the first version, it does not tilt back and forth, it is rigidly mounted with the arm (72) and has only one bearing (18 ) at the top and at the front of the wheel (17).

  1 () This piece (73) is mounted only on the front arm (72), while the rear arm (72) is equipped with a part (83) which has an identical braking system (24, 25). in the first version and operating in the same way, here the shock stop (21) placed in height activates the braking system (24,25) via a cable (75), it is mounted on a piece (74).

  The piece (83) also has only one bearing (18) placed at the top and front of the wheel (17).

  The contact cutter (30) and the impact stop (31) before are here, also mounted in height on a workpiece (74). There is the bar (39), and another bar (67) which we will see later, is wider than the bar (39), but also placed higher than this one, it has bearings (76). ). A housing (68) which is in fact a control system, rotates right or left on themselves, the arms (72) via control rods (71).

  Figure 12 shows us the cabin (66) seen from above, we see here in section the circular base of the bars (72) which allows them to rotate. The control system (68) of the arms (72) actuates them via the control rods (71) mounted here on ball joints. The control box (68) will act to actuate the bars (72) so as to rotate them in the same direction of rotation, either to the right or to the left, but for the two bars (72) at the same time.

  However, the two bars (71) which are on the same side, either to the right or to the left of the cabin are independent of one another, and the housing (68) acts on it, not by an action direct mechanics, but by exerting pressure on the bars (71) using for example a spring system mounted in the housing (68), so that at a given moment, if the bars (71) which are at the front of the booth (66) pivot the front bar (72) in a direction of rotation, the pressure which is to rotate the rear bar (72) in the same direction of rotation is maintained on the bars (71) rear cabin (66) so that when the car (66) continues to advance, it can be done at the precise location where the bar (72) at the front of the car (66) ) rotated. Still figure 12, we see that the bar (67) is a little longer than the bar (39). we will see later why.

  Figure 13 shows us in section and view from above the inside of a rail (77). under which is placed a cabin (66) whose wheels (17), supported on the inside of the rail (77) have bearings (78). which will slide in the retaining rails (79), regardless of the direction of the cabin (66), which principle ensures the maintenance on a horizontal plane of the wheels (17) which will take turns, an empty space (80). For this version, the four wheels (17) are motor. The guide bearings (18) and the parts (15) used for the electrical contact are seen from above.

  FIG. 14 shows us in section and from the front, the interior of the rail (77), which by its design has a groove in which the bearing (18) slides, there are the electrically powered guides (64, 65) in which fit the pieces (15). We see how a bearing (78) slides in its holding rail (79).

  Figure 15 shows the bearings (18) of a cab (66) in position in their grooves, and the guides (64,65) which are designed to respect the electrical polarities, so there is a non-powered part but which does not pose a problem since the cabin (66) has two parts (15), one of which remains fed if the other is not. According to his personal code, a cabin (66) directed by a choice of switch, must not be able to make new directional changes before being detected at the switch outlet, that is to say when the bearings ( 18) parts (73 and 83) have made the same directional movement, here also is provided for parking a personal code system so that only a cabin (66) can go to its parking area.

  Figure 16 demonstrates the utility and operation of the bars (39,67). When the bearings (76) have entered their guiding rails (81), the car (66) is out of the rail (77) to make a return through a system operating on the principle of the auger (84), two cylinders right (83) and left (82) operating together, support through the bearings (76), the cabin (66) to perform a lift to release it at the top.

  In each cylinder (82,83) a cutout (85) is provided to pass the bars (39,67). Also as seen in FIG. 17, the end of the rail (77) is slightly inclined to allow the car (66) to roll itself in the rails (81), to be placed in the cylinders (82). , 83) to ascend.

  It is also seen that the cylinders (82, 83) are inclined so that the thread (84) is also inclined sufficiently forward to automatically position a bearing (76). ) In this one.

  The system is also provided so that the car (66) is released at the top of the cylinders (82, 83) by sliding in the rails (81) to reintegrate a rail (77). The bar (67) being placed higher than the bar (39), it will pass over the cylinders (82,83) which are placed at the front of the cabin (66), it is also this one which triggers the system to go up where downhill.

  A cabin decoding system is also provided so that only one car (66) at a time can make a lift.

  FIG. 18 shows a part of a rail (77) equipped with a housing (86) which controls two systems (87) and which makes it possible to block one cabin (66) to release another, preventing a rolling ( 18) to progress in the groove of the rail (77), and cc to control the circulation of the cabins (66) in and out of the roundabout, this system has the principle of managing the traffic by preventing two cabins (66) ) to strike at the same time. when one system (87) is closed, the other is open and vice versa, with also detection at the entrance and exit of the cabin (66).

  In the same way as for version 1, there is provided a system for cutting the power supply of a cabin (66) waiting to pass.

  For the whole of the invention, there is also provided a generator in case of power failure.

Claims (1)

8 claims   1) Transportation system for large cities, consisting of electrically powered vehicles or cabs (1,66), traveling on common rails (34,32, 62,77) at different height levels, characterized by the fact that steering (cabins 66) or turning points (50,55,56,57) (cabins 1) using a personal cab code system (1,66) to move autonomously.   2) Device according to claim 1, characterized in that a cabin (I) must be by its own code, detected in front of a switch (50,55,56,57) so that it can be activated, then detected at the switch output (50,55,56,57). so that it can be activated again by another cabin (1).   3) Device according to claim 1 characterized in that a cabin (66), directed by a choice of switching, must by its personal code be detected before and after making its directional change to make a new change referrals.   4) Device according to claim 1 characterized in that to cross different height levels, cabins (1,66) must be in the presence of an ascending system (45,49,82,83) to activate it and be detected by his personal code before and after his ascent or descent so that said system (45,49,82,83) can be activated again by another cabin (1,66).   5) Device according to the preceding claims characterized in that by its own code a cabin (1,66) is the only one to be able to be pointed or to operate a switch (50,55,56,57,86) which him allows access to the parking space that has properly reserved.   6) Device according to the preceding claims characterized in that when a cabin (1) is output from the switch (50,55,56,57) specific to its parking location, it will automatically be replaced so as to prevent access to the said place to another cabin (1).   7) Device according to the preceding claims characterized in that the cabins (1,66) are provided in their parts before cutting contact (30) which are actuated by shock abutments (31), so as to cut off the power supply. electric motor (7) but provided that the speed is high enough to crush a spring (23).   8) Device according to the preceding claims characterized in that the cabins (1,66) are equipped in their rear part with a braking system (24,25) which is exerted inside the rails (34,62 , 77) in the event of pressure exerted on shock abutments (21).   9) Device according to the preceding claims characterized in that a cabin (1,66) which fails, can remotely control an empty cabin (1,66) which serves to push in a principle of towing.