JPH0151386B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to continuous transport systems, particularly systems used in public transport.

Typically, public transportation lines are constructed to connect stations in series along the line. Each vehicle on the route travels along a fixed route, stopping at each station in order to allow passengers to board and alight. The disadvantage of this type of route is that it is difficult to reduce the journey time of the vehicles beyond a certain limit.
Although it is possible to slightly increase the speed of vehicles, it is not possible to eliminate the time spent at stations. Passengers who are transported on journeys spanning several stations suffer from unnecessary stops for themselves.
We are suffering a huge loss of time.

Consists of one track or line, along which
Continuous line transport systems in which vehicles are constantly running without ever stopping are known. Such a continuous route transportation system increases the transportation capacity of the route. However, in this continuous line transportation system, it is necessary to change the running speed of the vehicle at the boarding and alighting stations to allow passengers to board and alight. Each vehicle travels at high speed between two stations, decelerates upon arrival at the station, passes the station at a reduced, boardable speed, then accelerates again to reach high speed and maintains high speed until the next station. do.

Although this type of transportation is promising as a future transportation method, it is still difficult at present for two main reasons. - non-relationship of the load with the base structure, - the need to deploy complex control systems.

The above-mentioned non-relevance is caused by the fact that vehicles that are decelerating move close to each other and vehicles that are accelerating move far apart, so that the inter-vehicle distance between vehicles traveling at high speed on the main track is not allowed by the base structure. This is due to the fact that the distance is much larger than that obtained. In fact, the inter-vehicle distance between the vehicles depends on the minimum distance between the vehicles in low-speed riding zones, and not on the base structure.

Complex control systems are deployed to control the stops of vehicles transitioning from one track to another, simultaneously performing decelerations, etc., by means of an interconnected point system.

The aim of the invention is to provide an economical continuous transport system in which the above-mentioned disadvantages are eliminated and which can be used in urban areas, for example by public transport.

According to the present invention, the object is to provide a loop-shaped main track having a smooth first running path, a plurality of first platforms attached to the main track,
A first conveying means connected to the first platform to convey the plurality of first platforms while maintaining a predetermined distance from each other on the main track, and a second smooth running path. a loop-shaped sub-track with a portion parallel to the main track; a plurality of second platforms attached to the sub-track; and a plurality of second platforms disposed parallel to the main track. In a portion of the sub-orbit, the plurality of second platforms are synchronized with the first platform.
a second conveying means connected to the second platform for conveying the platforms on the sub-track at a distance from each other; and a traveling means for traveling on the first or second traveling path. a vehicle having recesses in respective portions facing the first and second travel paths, and protruding from the first travel path so as to be engageable with the recesses of the vehicle; a first shaft means configured and attached to the first platform; and a first shaft means configured to protrude from the second travel path so as to be able to engage with a recess of the vehicle, and attached to the second platform. a second shaft means, one of the first and second shaft means being engaged with a recess of the vehicle in a portion of the sub-track;
This is achieved by a continuous transportation system configured to connect the vehicle to either one of the first and second platforms.

According to another feature of the invention, each conveying means has mechanical means for interconnecting the running platforms at predetermined intervals. The mechanical means maintain each platform in a given precise position within the line. These mechanical means continue 2
It consists of a mechanical link placed between two platforms and constantly tensioned at a length according to given mechanical laws. The total length of the route remains constant at all times.

According to an additional feature of the invention, the necessary and sufficient conditions for exchanging a vehicle cabin between two track platforms, each having its own velocity law, are explained as follows.

a. All platforms on all tracks of the system are arranged so that they have the same time interval at any point and at any time, regardless of the speed of the vehicles and their following distance.

b. In the parallel sections of the two tracks where the vehicle or cabin exchange takes place, the vehicles are synchronized and spaced at the same distance from the interchangeable vehicles, or vehicles belonging to the same category. A time interval at a point on a track means the interval of elapsed time between two successive platforms corresponding to vehicles of the same category passing through that point.

According to an additional feature of the invention, the sum of the windings or unwindings of the link members connecting two successive platforms respectively passes through the shifting zone on the member controlling the shifting zone for deceleration or acceleration. A time interval is constant if at any time the difference between the previous ultimate velocity V and the ultimate velocity V after passing is equal.

According to an additional feature of the invention, the transportation system comprises a loop track system, said tracks never intersecting and further being mutually engaged by linear gears mechanically engaging each other. and always passes through the same circulation position infinitely. On the other hand, the platform encompassed by each vehicle is
It may be any of the predetermined platforms, each running on a given trajectory for a given cabin.

According to an additional feature of the invention, the transport system comprises at least two main tracks connected by at least one transition zone, said transition zone being further connected by three intermediate tracks as secondary tracks. The track is running. The intermediate track is: - a first intermediate track running between two other intermediate tracks; - a common first intermediate track arranged between two parts common to the first main track; second with part
- a third intermediate track having a part common to the first intermediate track and the second intermediate track, which is arranged between two parts common to the second main track.

Furthermore, the at least two intermediate tracks each have a transmission zone between the two common part spacings.

According to one variant of the invention, several circuits are added, said circuits having in common with at least one loop trajectory, on said loop trajectory two circuits in different categories are added. The time interval of vehicles of the same category is a divisor of the time intervals of other individual trajectories; on the other hand, even in the intersection of said loop trajectories, the time interval of two consecutive vehicles of the same category is a general law. , i.e. correspond to the respective time intervals of the individual trajectories.

According to an additional feature of the invention, the system comprises at least one main orbit having two parts common to several secondary orbits as secondary orbits,
The platforms of the main orbit correspond in turn to the platforms of each secondary orbit in the order in which they pass through each common section. On the other hand, at least in terms of time, the platforms of the secondary tracks may be mutually offset from one secondary track to another, the deviation being due to the high running speed of the main track. expressed in minutes of a time interval equal to the ratio of the vehicle's slow speed for boarding and alighting to

According to another feature of the invention, each station track as a sub-track has, as shown in FIG. 2: - a section AB common to the main track; - a deceleration section BC; super low speed part
CD; - a re-acceleration part DE; - a part common to the main orbit EF; and - a fast feedback loop part FA.

According to an additional feature of the invention, in the partial EB:
The spacing between the platforms of the station track is constant and equal to the spacing between the platforms of the main track.

According to an additional feature of the invention, the first drive chain as conveyor means for driving the main track and the second drive chain as conveyor means for driving the station track comprise at least one part of the parts AB and EF. They are driven synchronously by pinions that engage the station track at points.

According to one variant of the invention, the respective drive chains of the main track and the station track are themselves driven by a third drive chain which drives the main track over the section AF and the station track over the section FA. be done.

According to an additional feature of the invention, each track consists of at least one continuous rail guiding and supporting the platform and at least one chain driven parallel to the direction of extension of the rail, each A platform is connected to one link of the chain.

According to an additional feature of the invention, each station track has substantially horizontal sections BE, FA, an ascending section AB and a descending section.
EF, and in the projection on the vertical plane,
Said portions AB and EF intersect corresponding substantially horizontal portions of the main orbit.

In order to explain the present invention, a reference example of a continuous transportation system using the basic configuration of the above-mentioned main track and sub-track used in the present invention will be shown below.

In this reference example, each cabin is suspended on a platform and is therefore provided with a vertical engagement device as a suspension member. Therefore, part
At AB, the cabin can be moved from the main track platform to the station track platform by slightly raising the cabin of the vehicle to separate it from the main track platform and engage it with the station track platform. The opposite behavior is possible with partial EF.

According to this reference example, each platform is integral with at least one fork as a vehicle suspension member having an open space, i.e. an open top, while each platform is integral with a fork as a vehicle suspension member, which has an open space, i.e. an open top, while each platform has an open space, i. The upper portion is provided with at least one protrusion serving as a vehicle support member that can engage with the fork in the vertical direction.

According to the continuous transportation system of the present invention, the platform of the station track as the sub-track and the main track, which are various tracks, are equipped with means for almost ensuring only the drive and guidance of the vehicle, that is, the cabin, and the cabin is connected to the running track of the platform. The vehicle moves forward while being placed on a track parallel to the road.

Furthermore, each cabin is provided with support means consisting of at least two rear wheels which are freely rotatable about a substantially horizontal axis arranged transversely to the path.

Also, a track or track is located above the cover within which the platform runs.

Each platform is provided with a mounting shaft as a shaft means which can be fitted into a suitable housing provided at the front of each cabin, said shaft cooperating with a fixed ramp provided in the cover. The cover upper portion is substantially vertically pivotable and includes a longitudinal recess opening in a central portion of the path for passage of the shaft.

In each common section of the main and station tracks, the two track platforms of said respective tracks run parallel within the common section of the cover, while each cabin is connected to the shaft of either track platform. It has at least two cooperating lower housings, and each of these shafts cooperates with a different ramp of the cover.

Each ramp is located proximate the base of the cover and is oriented with its functional surface facing upward.
On the other hand, each mounting shaft is integrally formed with a roller that can press against the slope by the combined action of gravity and the return force of a spring as an elastic means.

BRIEF DESCRIPTION OF THE DRAWINGS The characteristics of the invention will be more easily understood by means of the accompanying drawings, which illustrate non-limiting examples.

FIG. 1 shows the continuous transport system of the present invention. The device consists of a loop-shaped main track 1 with platforms 2 arranged at regular intervals and running at a constant speed. The platform 2 runs along the main track 1 in the direction of the arrow 3 (FIG. 5). Six stations 4-9 are shown along the main track 1.
These stations have the same structure, and the structure of station 4 is shown in detail in FIG.

The station consists of a continuous track 10 as a secondary track, which extends tangentially to the track 1 in the direction of the arrow 11. The track 10 comprises: - a section AB as a parallel section which is arranged in a vertical plane parallel to the track 1 and in which the platform 12 runs at a constant speed equal to the running speed of the platform 2 of the track 1; - a deceleration section BC. - a very low speed section CD; - a re-acceleration section DE; - a platform 12 running at a constant speed which is arranged in a vertical plane parallel to track 1 and equal to the running speed of platform 2 on track 1; It consists of a part EF as a parallel part and - a fast feedback loop part FA.

Portions BE and FA are arranged in respective substantially horizontal planes. Furthermore, portion AB is rising and portion EF is falling. The front view in FIG. 3 shows a portion of the trajectory 1, which in the projection view intersects the portions AB and EF.

The track 10 has a platform 12 of the same construction as the platform 2.

Here, to further explain the continuous transportation system of the present invention, FIGS. 4 and 5 show a reference example of a continuous transportation system using the basic configuration of the main track and sub-track used in the present invention. Give an example.

Figure 4 shows trajectories 1 and 10 in this reference example.
FIG. The track 1 has a chain 13 as a conveying means, the pivot pins 15 of the mechanical links 14 of which are arranged horizontally. The one with the pin 15 has a horizontal roller 16 rolling on two rails 17 parallel to the longitudinal direction.
is supported. Often the rail 17 is on the ground 1
9, and is therefore supported in contact with a support 18 that defines the running path of the track 1. Further, the support body 18 supports an upper horizontal rail 20 and a lower inclined rail 21, both of which are arranged parallel to the rail 17. Furthermore, in FIG. 4, the platform 2 is illustrated. This platform 2 has an upper horizontal part 22 as a shoulder and a lower inclined part 2.
3 to form a V-shape. horizontal part 2
The open end 200 as a protruding tip of the vertical axis 2
01 and the open end 202 is connected to the rail 2
It supports two bearings 24 for mounting two pulleys 25 that run in contact with the chain 13, and also supports a flange 26 for fixing the flange 26 to the chain 13. The flange 26 engages a flange 27 which is integrally attached to one of the links 14.

The open lower end 203 of the inclined portion 23 is connected to the inclined axis 2
05 and supports two bearings 28. Each bearing 28 has an inclined axis 204 and is configured to guide the rotation of a pulley 29 running in contact with the rail 21 . The platform 2 further includes two rods 30 as vehicle suspension members extending vertically downward from a branching point 206 between the parts 22 and 23 as projecting tips. A fork 31 is provided which is formed in a mold and has an open top 210, that is, an open space 211 is formed therein. That is, each platform is provided with two forks 31, the forks 31 extending in the direction of extension of the track 1, i.e. in the direction of travel 3.
is located in a vertical plane containing a straight line parallel to .

Track 10 is constructed similarly to track 1. FIG. 4 shows these two tracks 1, 10 symmetrically with respect to a longitudinal vertical plane passing through the rod 30 parallel to the direction of travel 3. FIG. In reality, the rails 32, 33, 34 of the track 10 are respectively inclined with respect to the corresponding horizontal rails 17, 20, 21 of the track 1. In fact, the - line cross section in Figure 2 is the part AB and trajectory 1 in the vertical plane projection view.
Corresponds to the intersection with

The track 10 also has a chain 3 as a conveying means.
5, along which the platform 12 is relatively fixed. These platforms 12 are not equally spaced. In practice, said spacing may be varied according to known methods, for example French Patent No. 2,236,391. That is,
Platform 12 is constructed and arranged so that in sections AB and EF it runs strictly parallel to, or synchronous with, platform 2, while in various other sections the speed can be varied. Platform 12 is configured similarly to platform 2, and
A rod 38 is provided as a vehicle suspension member, which has one end and a lower end, which is the other end, similar to that of the vehicle suspension member 0.
Since the rod 38 appears to overlap the rod 30 in FIG. 4, it is shown using a leader line with an arrow.

The chains 13 and 35 each have a pinion 36 and a portion as conveying means that engage with the chain 13.
It is driven by a pinion 37 as a conveying means which engages a chain 35 along AB (FIG. 5).
Deceleration in section BC and acceleration in section DE is achieved by a system known as a "coil accelerator".

Rod 30 of platform 2 and rod 38 of platform 12 have at least portions AB,
In the EF, the platforms 2 and 12 are positioned at different positions with respect to the running direction 3 so as to prevent collisions with each other.

A vehicle, ie a cabin 39, can be connected to the platform 2 or 12. Each cabin 39 is
It is provided with an upper projection 40 as a vehicle support member for engaging with the fork 31 (FIG. 5). The engagement is maintained by gravity due to the inherent weight of the cabin 39.

The upper protrusion 40 includes a rod member 214 whose one end 212 is connected to the cabin 39 and arranged along the vertical direction 213, and a rod which is connected to the other end 215 of the rod member 214 and extends in a direction 218 along the running direction 3. It has a member 216.

From the above, the continuous transportation system according to this reference example has a loop-shaped main track 1, a plurality of platforms 2 attached to the main track 1, and a plurality of platforms 2 arranged at a predetermined distance from each other on the main track 1. a conveying means having a chain 13 and a pinion 36 connected to the platform 2 in order to maintain the conveyance, a loop-shaped sub-track 10 partially parallel to the main track 1, and the sub-track 1.
Multiple platforms 12 attached to 0
and a sub-orbit 1 arranged parallel to the main orbit 1
In a part of 0, the platforms 12 are synchronized with the platform 2 to transport a plurality of platforms 12 on the sub-orbit 10 while keeping a distance from each other.
a conveying means having a chain 35 and a pinion 37 connected to the vehicle; and a cabin 39 having an upper protrusion 40 as a vehicle support member extending in the conveying direction 3 of each of the platforms 2, 12 when located in said part. Platform 2 consists of
An upper horizontal portion 22 as a shoulder projecting in a direction 208 intersecting the transport direction of the platform 2, that is, the running direction 3;
The platform 12 has a rod 30 as a vehicle suspension member connected to a branch point 206 as a protruding tip of the platform 12, and the other end 207 is formed so as to be freely engageable with a rod member 216 of the upper projection 40.
is formed such that it has an upper horizontal portion 217 as a shoulder projecting in the cross direction 208, one end is connected to the protruding tip of the upper horizontal portion 217, and the other end is engageable with the bar member 216 of the upper projection 40. The rods 30 and 38 have a rod 38 as a vehicle suspension member, and the other ends of the rods 30 and 38 are connected to the sub-track 1.
0, the extension direction 2 of the bar member 216
The main track 1 and the sub track 10 are configured to engage the rod member 216 at different positions within a vertical plane including the rod member 18, and the main raceway 1 and the secondary raceway 10 are configured to engage the rod member 216 at different positions in a vertical plane including the other end of one of the rods 30, 38 is released from the other end of the rod member 216, and one of the rods 30, 38 is moved It is configured to engage with the rod member 216 at the other end.

The continuous transport system in the one reference example operates as follows.

The continuous transportation system in the above reference example includes a cabin 39 that is a vehicle that runs endlessly in a loop along the track 1. This cabin 3
9 to stop at any of stations 4 to 9, move the cabin 39 in the direction 208 toward the track 10.
The cabin 39 is moved by moving laterally. In this case, the fork of the rod 38 of the platform 12 engages the lower part 219 of the rod member 216 of the projection 40 of the cabin over part AB. At the same time, the cabin 39 separates from the fork 31 of the rod 30 on platform 2.

Passengers may board or disembark at partial CD.
In a manner similar to that described above, the cabin 39 in part EF is connected from platform 12 to platform 2.
to move to.

Portion FA of trajectory 10 is a high speed portion.

FIG. 2 shows a modification of the invention in which two chains 1
3 and 35 are shown. This device is
A third chain 41 indicated by a dotted line is provided. This chain 41 is a drive chain and forms a loop. The chain 41 runs in the same direction 3 (FIG. 2) as the other two chains 13, 35,
The chain 13 is driven in partial AF, and the chain 35 is driven in partial FA.

In the first reference example, in order to improve the riding comfort of the cabin 39, a ramp 42 (fifth
Figure). This ramp 42 cooperates with rollers 43 of the cabin 39. The rollers 43 run on ramps 42 so as to run on cams, with retractable steps 44 formed by known comb systems.
It is installed for the purpose of controlling the descent and degeneration of.

An advantage of the described system is that full automation of the system is achieved by mechanical means, without the use of any electrical control or distribution systems. However, it is clear that this does not preclude the use of electrical accident detection devices or safety devices.

Here, one specific example of the continuous transportation system according to the present invention is shown in FIGS. 6 to 9. The specific examples shown in FIGS. 6 to 9 show a cabin 50 as a vehicle different from the cabin 39 shown in FIGS. 4 and 5. The cabin 50 is connected to the station track 1 as a sub-track.
0 (FIGS. 7 and 8), or may be connected to the platform 52 of main track 1 (FIGS. 6 and 9). In both cases a complete vehicle is formed. Platform 5
1 and 52 are the same as the platforms 2 and 12 in the reference example described above, for example, the chain 13
and a pinion 36.

The cabin 50 includes two seats 53 and a horizontal shaft 55.
The vehicle is provided with two rear wheels 54 as traveling means that can freely rotate around the vehicle. Furthermore, two lower housings 56, 57 are provided at the front of the cabin 50. The bottoms of the housings 56, 57 as recesses are open, and the housings 56, 57 are arranged parallel to each other. Furthermore, housing 5
6 and 57 may be integrally continuous.

The main track 1 (FIG. 6) consists of a running track 58 as a substantially horizontal running track resting on a cover 59;
A platform 52 runs inside the cover 59.

Each platform 52 has two lateral wheels 60 running on the base 61 of the cover 59.
On the other hand, the vertical axis direction 220 of the mounting shaft 61A as a shaft means provided on the platform 52
The platform 52 is guided by a translational movement along. The lower end 2 of this mounting shaft 61A
21 supports a roller 62 having a transverse axis 222, which roller 62 can run on a fixed slope 63 that is integral with the base 61. Roller 62 and ramp 63
The contact with is maintained at all times by the spiral spring 64.
The spring 64 presses the mounting shaft 61A downward in the figure to move the cabin 50 onto the platform 52.
Place it on.

Mounting shaft 61A can be slid upwardly in the figure into housing 56 passing through a central longitudinal recess 65 in track 58.

The station track 10 (FIG. 8) consists of a substantially horizontal track 66 which is of the same construction as the track 58 and rests on a cover 67. A platform 51 runs inside the cover 67.

Each platform 51 has a vertically sliding mounting shaft 68 mounted through a central longitudinal recess 69 of the runway 66 in substantially the same manner as the mounting shaft 61A for fitting into the housing 57 of the cabin 50. Be prepared.

In each part common to the two tracks (FIG. 7), platforms 51 and 52 run parallel to each other at the same speed, i.e. synchronously, in a double cover 70 in which a track 71 similar to tracks 58, 66 is placed. drive as intended.

From the above, the continuous transportation system according to the present invention is
A loop-shaped main track 1 having a smooth first track 58, a plurality of first platforms 52 attached to the main track 1, and a plurality of first platforms 52 connected to the main track 1. a first conveying means connected to the first platform 52 for conveying the first platform 52 at a predetermined distance from each other;
It has a smooth second running path or running path 66,
A loop-shaped sub-track 10 in which parts corresponding to portions AB and EF are arranged parallel to the main track 1, a plurality of second platforms 51 attached to this sub-track 10, and In the part of the sub-track 10 arranged in parallel with each other, a plurality of second platforms 51 are conveyed on the sub-track 10 in synchronization with the first platform 52 while maintaining a distance from each other. 2 platform 5
1 and a rear wheel 54 as a traveling means for traveling on the first traveling path 58 or the second traveling path 66, and the first traveling path 58 and a cabin 50 as a vehicle in which housings 56 and 57 as recesses are provided in a portion facing the second running path 66;
The first running path 5 is engageable with the housing 56 of 0.
a mounting shaft 61A configured to protrude from 8 and attached to first platform 52;
a first shaft means comprising a roller 62 and a ramp 63; and a mounting shaft 68 mounted on the second platform 51 and projecting from the second running path 66 so as to be engageable with the housing 57 of the cabin 50. and a second shaft means consisting of a ramp 63, and the portions AB, EF of the sub-track 10
protruding one of the first and second shaft means at a portion corresponding to the first and second platforms, causing the protruding shaft means to engage the housings 56, 57 of the cabin 50, and the first and second platforms 52, Cabin 50 on either side of 51
It is configured to connect.

The continuous transport system shown in FIGS. 6-9 operates as follows.

The cabin 50 is supported at three points. The first two points are contact points between any one of the running roads and the rear wheel 54. The third point consists of the contact point between the housing 56 and the mounting shaft 61A or the contact point between the housing 57 and the mounting shaft 68. Of the two shafts, the shaft in engagement with the corresponding housing constitutes a third contact point.

As mentioned above, the cabin 50 on the one hand and the platforms 51 and 52 on the other hand each have their own running track;
supports the entire cabin 50 while supporting the entire cabin 50.
0 traction and guidance.

When the cabin 50 travels on the track 58 along the main track 1 (FIG. 6), the cabin 50
The housing 56 is connected to the housing 56 via a ramp 63 of a suitable shape which serves as a bearing or fulcrum.
It is supported at the front of the cabin by a mounting shaft 61A fitted into the housing.

When the cabin 50 travels on the track 66 along the station track 10 (FIG. 8), the front part of the cabin 50 is moved along the housing 5 by the corresponding slope of the cover 67.
It is supported by a mounting shaft 68 that fits into 7.

When the cabin 50 travels along the station track 10 and reaches the common part of the station track 10 and the main track 1 on the track 71 (FIG. 7), the mounting shaft 61
The mounting shaft 61A is gradually raised in order to fit the housing 56 into the housing 56. In addition, the mounting shaft 68 is installed to enable engagement with the shaft 61A.
A ramp is provided to lower the Therefore, the cabin 50 moves from platform 51 to platform 52.

The cabin 50 runs along the main track 1,
When the common part of the station track 10 and the main track 1 is reached, the transfer of the cabin 50 takes place in the reverse order as described above. The cabin 50 is not supported or suspended, but merely towed by either platform on its respective track.

Further, according to another modification of the present invention, various continuous transport devices that satisfy the following two conditions are shown in FIGS. 10 to 20.

(a) Vehicles on all tracks of the system are arranged at the same time and at the same point with the same time interval, regardless of their speed and distance to adjacent vehicles.

(b) on the parallel parts of the two tracks where the vehicles or cabins are exchanged, the vehicles are moving synchronously;
Moreover, the same time interval is provided for interchangeable vehicles, that is, vehicles belonging to the same category.

These are necessary and sufficient conditions to allow the exchange of vehicles between two track platforms, each with its own speed law.

Furthermore, if the total number of windings or unwindings of the bundles of link members connecting the platforms of the shifting sections, respectively, at any instant of time is equal to the difference between the ultimate speeds V and v of said shifting sections, then the time interval is constant. As mentioned above, the time interval refers to the length of time that elapses at a point on the track between the passage of two consecutive vehicles belonging to the same category passing through the point. The shift area is an acceleration area or a deceleration area.

FIG. 10 shows a main orbit 101 and another main orbit 102.
shows the cabin transition area between This transition area is equipped with an intermediate track. This intermediate orbit consists of orbits 101 and 103, then orbit 102
and 103, respectively, the main orbits 101 and 1
02 and intermediate tracks 104 and 105 at a constant speed. The figure shows only a portion of these trajectories.

The main track 101 and the intermediate track 104 are two common parts 10 in which the cabins move synchronously and in parallel.
6,107. Furthermore, the main orbit 102 and the intermediate orbit 105 have two common parts 108, 1 of the same type.
It has 09. Intermediate orbit 103, 104, 105
always has a homogeneous intersection between points 110 and 111.

The intermediate tracks 104, 105 have suitable transmission areas outside the common part.

Therefore, the presence of the intermediate tracks 103, 104, 105 allows the transition of the cabin from the main track 101 to the main track 102 through the common parts 106 to 109, or conversely from the main track 102 to the main track 102 through the common parts 108 to 107. The cabin may be transferred to orbit 101. Thus, the cabin on the main track 101 is captured by the intermediate track 104 at the common portion 106 and transferred by the intermediate track 104 to the intermediate track 103. The cabin is then captured in the intermediate track 105 and in the common section 109 on the main track 102.
platform. The main orbit 102
captures its cabin in common portion 108.

FIG. 11, which shows another variant of the invention, shows a continuous transport system consisting of four main tracks 112, 113, 114 and 115. The platforms on the main orbit are indicated by arrows 116, 117, 118, respectively.
and travel in the direction of 119. Each main track may also include any desired deceleration secondary track, not shown here.

Main tracks 112 and 113 have a proximal area 120 between them. This proximity zone 120 is constructed similarly to the transition zone between the main tracks 101 and 102, which is shown in detail in FIG. Similarly, main orbit 1
13-114, 114-115 and 115-11
2, i.e. transition areas 121,
122 and 123 are provided.

Each vehicle always has a platform that is integral with a given track, but at each transition the vehicle may exchange its platform. The tracks are configured to engage each other at common fixed time intervals.

Considering the transition possibilities described with respect to the main tracks 101 and 102, it will be understood that the cabin 124 running at a given moment on the track 112 may perform the following operations as desired.

- a stroke maintained only on track 112 as shown in Figure 12; - a stroke traveled between tracks 112 and 113 as shown in Figure 13; - a stroke traveled between tracks 112 and 115 as shown in Figure 14. stroke, - a stroke in which a portion of tracks 113 and 115 is used to travel between tracks 112 and 114 as shown in FIG.

Cabin 125 traveling on track 115 at a given moment may likewise perform the various strokes shown in FIGS. 16-19.

FIG. 21, which shows another variation of the invention, shows the main orbit 1
26, the main orbit 126 has five secondary orbits 129, 130, 131, 132 and 1
It has two common parts 127 and 128 common to 33. The main track 126 includes a platform 134. The secondary orbits 129-133 have respective platforms 135-139, which are offset in time from one orbit to another. The deviation is v/
V, the ratio of time intervals on the main track 126 equal to the ratio of the low vehicle entry speed to the high travel speed. When the successive platforms 134 of the main orbit 126 are transferred one after another, these platforms 134 are interchangeable in the order of platform 135 of orbit 129, platform 136 of orbit 130, platform 137 of orbit 131, etc., i.e. Correspond in the correct order.

To more fully understand the advantages of this device, please refer to FIG. 20. This figure comprises a main track 140 and a secondary track 141, with the feedback loop section indicated by a dotted line. The same reference numerals as in FIGS. 2 and 3 are used. Therefore, AB and EF are the zones of synchronous cabin transition, BC is the deceleration zone, DE is the re-acceleration zone and CD is the riding zone.

On the track from C to D, the vehicle travels at a low speed v for riding, and on the main track at a high speed V. The distance between two consecutive platforms is e on track 140 and e ' on track 141. e/e' and V/v are equal. Also, when a time period equal to the time interval has elapsed, the vehicle has traveled a distance e on one track and a distance e ' on another track. Therefore, the load carrying capacity of the track 140 is limited by the distance e' and that within the interval (ee-e') the track 140
It will be clear that vehicles that can be placed at 40 are potentially lost.

In fact, over the entire shifting area the following distance varies with speed. In areas where vehicles are traveling at low speed v, the inter-vehicle distance is selected such that each vehicle is arranged in a line on the track. When these vehicles are re-accelerated and travel at a speed V on one track or another, a following distance multiplied by the ratio of the ultimate speeds V/v is selected.

According to the device of FIG. 21, a continuous platform 13 which can be freely replaced with a platform belonging to the same group, ie one secondary orbit platform, can be used.
The following distance of 4 is always maintained at V/v of the following distance of the platform of the secondary track. Also, if we consider the time interval of platforms 134 on orbit 126 without distinguishing between the respective groups, this time interval is 1/5 of the time interval common to all platforms on secondary orbits 129-133.

In this way, platforms and vehicles can be properly positioned. This allows the maximum transport capacity of the device to be obtained.

According to another variant of FIG. 22, the transition of the cabin from one platform to another is carried out continuously as shown in a manner similar to the transition in the shunt. This figure shows portions 143,
144, 145, etc., each part belongs to a loop trajectory or a trajectory 146, 147, 148, respectively, and two consecutive trajectories are common. have a part. That is, the orbits 146 and 147 are the common part 14
9, and the tracks 147 and 148 have a common portion 150. Other tracks (not shown) are similarly configured to have common parts. Each cabin transitions from one orbit to the next each time it reaches the common part, and no cabin ever cycles on the return loop of these orbits.

The speed of the cabin in two common parts of the same track is not constant, so each track has an acceleration or deceleration part, which then forms a lateral or downward loop.

For example, for trajectory 146, the cabin entry speed is divided by N, then placed at 149 to transfer the cabin to trajectory 147, where it is again decelerated by a factor of N. By placing several trajectories in succession, the desired amount of deceleration can be obtained.

According to another modification of FIG. 23, the high-speed main orbit 1
51 has a common part 152, and the common part 1
52 the cabin is captured by a secondary track 153, then along a common section 155 by another secondary track 154, then along a common section 157 by another secondary track 156; Finally, it returns to the main track 151 along the second common portion 158.

Between the common sections 152 and 155 each cabin is decelerated by a factor of N, and between the section 155 and the landing point 159 located on the track 154 it is decelerated again by a factor of N. The cabin is then re-accelerated again by a factor N between point 159 and section 157, and sections 157 and 158
It is re-accelerated N times again between.

A capture device such as that described above allows the ratio of the speed of the main track to the boarding speed at the other point 159 to be N ² . Increasing the number of intermediate orbits may obtain the desired speed ratio N ⁿ (where n is the number of intermediate orbits).

From the above, the continuous transportation system of the present invention causes one of the first and second shaft means to protrude in a portion of the sub-track, and engages the protruded shaft means with the recess of the vehicle;
Since the vehicle is configured to be connected to either one of the first and second platforms, the engagement and disengagement do not change the attitude of the vehicle and provide a shock to passengers. This enables smooth vehicle operation without causing any damage.

[Brief explanation of drawings]

FIG. 1 is a schematic plan view of the continuous transportation device of the present invention;
Figure 2 is a partial view of Figure 1 showing the station track, Figure 3 is a schematic front view in the direction of Figure 2 showing a projected view of the track, and Figure 4 shows the main track and sub-track used in the present invention. In a reference example of a continuous transportation system that utilizes the basic structure of tracks, a sectional view taken along the - line in Figure 2 shows a cabin moving from one track to another, and Figure 5 is a cross-sectional view taken along the - line in Figure 4. 6 is a sectional view of the transport vehicle on the main track of the present invention, FIG. 7 is a sectional view of the vehicle of FIG. 6 at the common part of the two tracks, and FIG. 6 is a cross-sectional view of the vehicle of FIG. 6 on the track, FIG. 9 is a cross-sectional view taken along the line -- of FIG. 8, and FIG. 10 is a schematic plan view showing the transition area of two main tracks according to another modification of the present invention. , FIG. 11 is a schematic plan view of another variant of the transport device of the invention having four main tracks, and FIGS. 12 to 19 are sections of FIG. 11 showing the operation of the transport system of FIG. 11, respectively. Figure 20 is a schematic partial plan view of the continuous transportation device in the common area between the main station track and the station track, and Figures 21 to 23 are respectively,
FIG. 7 is a schematic partial plan view showing another modification of the continuous transportation device of the present invention. 1,10...Track, 2,12...Platform, 4-9...Station, 13...Chain, 14...
Link, 15...Pin, 16...Roller, 17...
...Rail, 18...Support, 20,21...Rail, 24,28...Bearing, 25,29...
Pulley, 26, 27...flange, 30...rod, 31...fork, 32-34...orbit, 3
5...Chain, 36, 37...Pinion, 38
...rod, 39...cabin, 40...protrusion,
41...Chain, 42...Slope, 43...Roller, 44...Stairs, 50...Cabin, 51,5
2...Platform, 53...Seat, 54...
...Rear wheel, 55...Axle, 56, 57...Housing, 58...Runway, 59...Cover, 61...Base, 61A...Shaft, 62...Roller, 6
3... Slope, 64... Spring, 65... Recess, 66
...Runway, 67...Cover, 68...Shaft,
69... recess, 70... cover, 71... running track.

Claims (1)

[Scope of Claims] 1. A loop-shaped main track having a smooth first running path, a plurality of first platforms attached to the main track, and a plurality of first platforms connected to the main track. a first conveyance means connected to the first platform for conveyance at a predetermined distance from each other at the top of the platform; and a second smooth running path, a portion of which is connected to the main track. A loop-shaped sub-track arranged in parallel, a plurality of second platforms attached to the sub-track, and a portion of the sub-track arranged parallel to the main track. a second transport means connected to the second platform for transporting the plurality of second platforms on the sub-orbit in synchronization with the second platform while maintaining a distance from each other;
A vehicle having a traveling means for traveling on the first or second traveling path and having a recessed portion in each portion facing the first and second traveling paths;
a first shaft means configured to protrude from the first running path so as to be engageable with the recess of the vehicle, and attached to the first platform; a second shaft means configured to protrude from a second running path and attached to the second platform; A continuous transportation system, characterized in that one of the platforms is configured to engage a recess in the vehicle and connect the vehicle to one of the first and second platforms. 2. The continuous transportation system according to claim 1, wherein the traveling means is constituted by wheels. 3. The continuous transportation system according to claim 1 or 2, wherein the first and second running paths are respectively arranged above the first and second platforms. . 4. The first and second shaft means each include an elastic means that applies a pressing force in a direction opposite to the protruding direction of each of the shaft means,
The main track and the sub track each have a ramp formed to gradually become higher so as to gradually protrude the first and second shaft means against the pressing force of the elastic means. Claims 1 to 3 are characterized in that the ramp is configured to cause the first and second shaft means to engage with the recessed portion of the vehicle. Continuous transportation system according to any one of the items. 5. The sub-track has two portions, and in the first portion of the two portions, the first portion corresponds to the concave portion of the vehicle facing the first running path.
disengaging the shaft means of the vehicle and engaging the second shaft means with the recess of the vehicle, the recess of the vehicle facing the second travel path at a second portion of the two locations; Claims 1 to 4 are characterized in that the second shaft means is disengaged from the vehicle and the first shaft means is engaged with the recess of the vehicle. Continuous transportation system according to any one of the items. 6. The first and second conveying means move the first platform to a predetermined position with respect to the main track between the first platform and the main track and between the second platform and the sub-track, respectively. Claims 1 to 5 include mechanical coupling means for maintaining the second platform in a predetermined position with respect to the sub-track. Continuous transportation system according to any one of paragraphs. 7. The mechanical means has a plurality of link members between each of the individual platforms arranged continuously along the conveyance direction, and a predetermined tension is applied to these link members. The continuous transportation system according to claim 6, characterized in that: 8. The continuous transportation system according to claim 7, wherein the link member is comprised of a linear gear member that meshes with a pinion and is circulated by the pinion. 9. The continuous transportation system according to claim 8, wherein the linear gear member is a chain. 10 The first and second conveyance means are each configured such that the time interval between successive individual platforms passing through predetermined positions of the main track and the sub-track is constant. A continuous transportation system according to any one of claims 1 to 9. 11. The second conveying means connects the second platform to one end of the portion of the sub-track so that the time interval between consecutive second platforms passing through a predetermined position on the sub-track is constant. The second platform is configured to accelerate at one end and decelerate at a part continuous to the other end of the second platform.
The difference between the speed before and after passing through the part that accelerates the platform, as well as the second
Claims 1 to 10 are characterized in that the difference between the speed before passing through the part that decelerates the platform and the speed after passing through is equal. Continuous transport system as described in Section. 12 The first and second transport means are arranged such that the time interval between successive individual second platforms existing on the sub-track and passing through a predetermined position on the sub-track is such that:
The first platform is configured to be a divisor of the time interval of successive individual first platforms existing in the main orbit and passing through a predetermined position of the main orbit. Continuous transportation system according to any one of paragraphs 11 to 12. 13 The second conveyance means decelerates the second platform in a first section of the sub-track that is continuous with the first part of the sub-track, and second orbit
In the section, the second platform is moved at a constant low speed, and in the third section of the sub-orbit that is continuous with the second section, the second platform is accelerated, and the second platform is moved at a constant low speed. In the second portion of the sub-orbital that is continuous with
The second platform is moved in synchronization with the first platform, and the second platform is moved at a high speed in a fourth section of the sub-orbit that is continuous with the second part, and the second platform is moved at high speed, and Claim 1, wherein the second platform is configured to move in synchronization with the first platform in the first part of the sub-orbit that is continuous with the second section. The continuous transportation system according to any one of Items 1 to 12.