JPS6335469B2 - - 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 underlying structure; - The need to deploy complex control systems.

Said non-association is due to the fact that decelerating vehicles move close to each other and accelerating vehicles move far apart, so that the 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 include a loop-shaped main track, a plurality of first platforms attached to the main track, and a plurality of first platforms arranged at predetermined intervals from each other on the main track. a first conveying means connected to the first platform to maintain and convey the materials, a loop-shaped sub-track partially parallel to the main track, and a plurality of sub-tracks attached to the sub-track. and a portion of the sub-orbit arranged parallel to the main orbit, the plurality of second platforms are mutually connected on the sub-orbit in synchronization with the first platform. a second conveyance means connected to the second platform for conveyance at a distance from each other; and a vehicle support member extending in the conveyance direction of the first and second platforms when located in the part. The first platform includes a first shoulder projecting in a direction intersecting the transport direction of the first platform, and one end of the first platform is connected to the projecting tip of the first shoulder. , a first vehicle suspension member formed such that the other end thereof is engageable with the vehicle support member, and the second platform has a second shoulder portion projecting in the cross direction. and a second vehicle suspension member formed such that one end is connected to the protruding tip of the second shoulder portion and the other end is engageable with the vehicle support member, and and a second vehicle suspension member, wherein the other end of each of the first and second vehicle suspension members is located within one vertical plane that includes the extension direction of the vehicle support member in the portion of the sub-track. The main track and the secondary track are configured to engage the vehicle support member at different positions on the vehicle support member, and the main track and the secondary track connect the first vehicle suspension member to the second vehicle suspension member in the portion. the other ends of the first and second vehicle suspension members are disengaged from the other end of the vehicle support member, and and the second vehicle suspension member is configured to engage the other end of the second vehicle suspension member with the vehicle support member.

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 distances.

(b) On the parallel parts of the two tracks where the vehicle or cabin exchange takes place, the vehicles are synchronized and spaced at the same distance from 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 common part of said loop trajectories, the time interval of two consecutive vehicles of the same category follows the general law, That is, it corresponds 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 section DE; - a section common to the main orbit EF; and - a fast feedback loop section 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 a conveyor means for driving the main track and the second drive chain as a 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.

According to the invention, each cabin is provided with a vertical engagement device as a vehicle suspension member for suspension on a platform. Therefore, in section AB, the cabin can be moved from the main track platform to the station track platform by slightly raising the cabin of the vehicle, separating it from the main track platform, and engaging it with the station track platform. . The opposite behavior is possible with partial EF.

According to the invention, each platform is integral with at least one fork as a vehicle suspension member having an open space at the end, ie an open top, formed in a J-shape, while the cabin can be removed from the platform. For suspension, the upper part of each cabin is provided with at least one projection as a vehicle support member capable of engaging the fork.

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. Platform 2 is main orbit 1
The vehicle travels in the direction of arrow 3 (Fig. 5). Main orbit 1
Six stations 4 to 9 are illustrated along the line. 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.

FIG. 4 is a detailed cross-sectional view of tracks 1 and 10.
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. pin 15
Some have two longitudinally parallel rails 17.
It supports horizontal rollers 16 that roll. Frequently, the rails 17 are buried in the ground 19 and are therefore supported on supports 18 that define the running path of the track 1. Further, the support 18 has an upper horizontal rail 20 arranged parallel to the rail 17 in both cases.
and the lower inclined rail 21. Furthermore, in FIG. 4, the platform 2 is illustrated.
The platform 2 is formed into a V-shape by an upper horizontal part 22 as a shoulder and a lower inclined part 23. The open end 200 as the protruding tip of the horizontal portion 22 has a vertical axis 201, and the open end 202 has two bearings 24 for mounting two pulleys 25 that run while contacting the rail 20. , and further supports the flange 26 in order to fix 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 having one end 209 and a lower end 207 as the other end, extending vertically downward from a branch point 206 between the parts 22 and 23 as projecting tips. A fork 31 is provided at the lower end 207 of the rod 30 and has a J-shaped top 210 that is open, that is, an open space 211 is formed. That is, each platform is provided with two forks 31,
The fork 31 is arranged in a vertical plane containing a straight line parallel to the extension direction of the track 1, ie, the running direction 3.

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 having one end and the other end, which is the lower end, similar to the rod 38 shown in FIG. In addition, the rod 38 is the rod 3 in FIG.
Since it appears to overlap with 0, 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".

The rod 30 of platform 2 and the 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). Gravity due to the inherent weight of the cabin 39 maintains said engagement.

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 traveling direction 3. It has a member 216.

From the above, the continuous transportation system according to the present invention is
A loop-shaped main track 1, a plurality of platforms 2 attached to the main track 1, and a platform 2 connected to the platform 2 to transport the plurality of platforms 2 while maintaining a predetermined distance from each other on the main track 1. A conveying means having a chain 13 and a pinion 36, a loop-shaped sub-track 10 partially arranged parallel to the main track 1, a plurality of platforms 12 attached to the sub-track 10, and a plurality of platforms 12 attached to the main track 1. On the other hand, in a part of the sub-track 10 arranged parallel to the platform 2, a chain 35 and means with a pinion 37; and a vehicle cabin 39 with an upper protrusion 40 as a vehicle support member extending in the transport direction 3 of each of the platforms 2, 12 when located in said part;
has 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; one end 209 is connected to a branch point 206 as a protruding tip of the upper horizontal portion 22; The platform 12 has a rod 30 as a vehicle suspension member whose end 207 is formed to be engageable with a rod member 216 of the upper projection 40, and the platform 12 has an upper portion as a shoulder projecting in the transverse direction 208. horizontal portion 217 and one end is the upper horizontal portion 2
17, and the other end is connected to the upper protrusion 40.
and a rod 38 as a vehicle suspension member formed so as to be able to freely engage with the rod member 216 of the rod member 216 . The rod member 2 in one vertical plane including the extension direction 218 of the member 216
The main track 1 and the sub track 10 are configured to engage the rod member 216 at 16 different positions.
In the portion, the rod 30 is moved relative to the rod 38 along the direction 208 intersecting the conveying direction 3, and one of the rods 30, 38 is engaged with the rod member 216 at the other end. , and one of the rods 30, 38 is configured to engage the other end of the rod member 216.

The continuous transport system operates as follows.

The continuous transportation system includes a cabin 39, which is a vehicle that runs endlessly in a loop along the track 1. When it is desired to stop the cabin 39 at any of stations 4 to 9, the cabin 39 is moved laterally in the direction 208 toward the track 10. In this case platform 12
The fork of the rod 38 engages the lower portion 219 of the bar member 216 of the projection 40 of the cabin over portion AB. At the same time, cabin 39 is on platform 2.
Separate from Rod 30's Fork 31.

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 as the other two chains 13 and 35 (FIG. 2), and is configured to drive the chain 13 in the partial AF and drive the chain 35 in the partial FA.

In order to improve the ride comfort of cabin 39,
A ramp 42 (FIG. 5) is placed below the point where the cabin 39 travels along the CD. This slope 42
cooperates with the rollers 43 of the cabin 39. The rollers 43 run on ramps 42 on cams and are mounted for the purpose of controlling the descent and retraction of retractable steps 44 formed by known comb systems.

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, according to another modification of the present invention, various continuous transport devices that satisfy the following two conditions are shown in FIGS. 6 to 16.

(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. 6 shows the cabin transition area between the main track 101 and another main track 102. This transition area is equipped with an intermediate track. This intermediate orbit connects main orbits 101 and 103 to connect orbits 101 and 103, and then orbits 102 and 103, respectively.
2 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. 7, which represents 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 track run in the directions of arrows 116, 117, 118 and 119, respectively. 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 11
3-114, 114-115 and 115-112
the respective adjacent areas between, i.e. transition areas 121,1
22,123 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 8, - a stroke traveled between tracks 112 and 113 as shown in Figure 9, - a stroke traveled between tracks 112 and 115 as shown in Figure 10. 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. 12-15.

FIG. 17, 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 transitioned sequentially, their platforms 134 are the platforms 135 of the orbit 129, the platforms 1 of the orbit 130,
36, the platform 137 of the track 131, etc., can be exchanged in this order, that is, they correspond in this order.

Please refer to FIG. 16 to more fully understand the advantages of this device. 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. 17, a continuous platform 13 which can be freely exchanged with platforms 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 variation of FIG. 18, 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. 19, 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 reaccelerated N times between point 159 and section 157 and again N times between sections 157 and 158.

A capture device such as that described above allows the ratio of the main track speed to the boarding speed at 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 has the first
and the other end of each of the vehicle suspension members of each of the second platforms is located within a vertical plane that includes the extension direction of the vehicle support member attached to the vehicle in a portion of the sub-track that is arranged parallel to the main track. The respective vehicle suspension members are configured to engage the vehicle support member at different positions on the vehicle support member, and the main track and the sub-track are configured to engage the first vehicle suspension member at different positions on the vehicle support member. The second vehicle suspension member is moved relative to the second vehicle suspension member in a direction intersecting the conveying direction, so that either one of the first and second vehicle suspension members is engaged with the vehicle support member at the other end. is configured to release the engagement and engage the other end of one of the first and second vehicle suspension members with the vehicle support member, and therefore,
The vehicle can be engaged and disengaged between the other ends of the respective vehicle suspension members at different positions of the vehicle support member within a vertical plane including the extending direction of the vehicle support member, i.e. the vehicle is always the same. Since the engagement and disengagement are carried out within the vertical plane of To enable smooth vehicle operation without causing shock.

[Brief explanation of the drawing]

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 is a diagram showing the direction from one track to another. FIG. 2 is a cross-sectional view along the line -- in FIG. 2 showing the cabin in motion; FIG. 5 is a cross-sectional view along the line-- in FIG. 4; FIG. Schematic plan view, FIG. 7 is a schematic plan view of another modification of the transportation device of the invention having four main tracks, Nos. 8 to 1
5 is a partial view of FIG. 7 showing the operation of the transportation system shown in FIG. 7, FIG. 16 is a schematic partial plan view of the continuous transportation device in the common area between the main station road and the station track, and FIG. 19 are schematic partial plan views showing other modified examples 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.

Claims (1)

[Claims] 1. A loop-shaped main track, a plurality of first platforms attached to the main track, and a plurality of first platforms that are kept at a predetermined distance from each other on the main track. a first conveying means connected to the first platform for conveyance; a loop-shaped sub-track partially parallel to the main track; and a plurality of second sub-tracks attached to the sub-track. and a portion of the sub-orbit parallel to the main orbit, the plurality of second platforms are spaced apart from each other on the sub-orbit in synchronization with the first platform. a second conveying means connected to the second platform for holding and conveying the vehicle; and a vehicle having a vehicle support member extending in the conveying direction of the first and second platforms when located in the portion. and the first platform is
a first shoulder protruding in a direction intersecting the conveyance direction of the platform, one end being connected to the protruding tip of the first shoulder, and the other end being engageable with the vehicle support member; a first vehicle suspension member formed therein, the second platform having a second shoulder projecting in the cross direction, and one end connected to a projecting tip of the second shoulder. , a second vehicle suspension member formed such that the other end is engageable with the vehicle support member, and the first
and a second vehicle suspension member, wherein the other end of each of the first and second vehicle suspension members is located within one vertical plane that includes the extension direction of the vehicle support member in the portion of the sub-track. The main track and the secondary track are configured to engage the vehicle support member at different positions on the vehicle support member, and the main track and the secondary track connect the first vehicle suspension member to the second vehicle suspension member in the portion. the other ends of the first and second vehicle suspension members are disengaged from the other end of the vehicle support member, and and a second vehicle suspension member, the other end of which is engaged with the vehicle support member. 2. The sub-track has two portions, and the vehicle support member is engaged from the first vehicle suspension member to the second vehicle suspension member at the first portion, and the vehicle support member is engaged from the first vehicle suspension member to the second vehicle suspension member at the second portion. 2. The continuous transportation system of claim 1, wherein the vehicle support member is configured to engage the first vehicle suspension member from the second vehicle suspension member. 3. The other ends of each of the first and second vehicle suspension members are formed in a J-shape having an open space, and the first and second vehicle suspension members are arranged in the conveying direction with respect to the second vehicle suspension member. moving the vehicle support member from the other end of the first vehicle suspension member to the other end of the second vehicle suspension member through the respective open spaces by relative movement along a transverse direction; Claim 1 or 2, wherein the other end of the second vehicle suspension member is configured to be engaged with the other end of the first vehicle suspension member. continuous transportation system. 4. The first and second conveying means move the first platform to a predetermined position with respect to the main track, respectively, between the first platform and the main track and between the second platform and the sub-track. and mechanical means for maintaining the second platform in a predetermined position with respect to the secondary track. Continuous transportation system according to any one of the items. 5. 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 4, characterized in that: 6. The continuous transportation system according to claim 5, wherein the link member is constituted by a linear gear member that meshes with a pinion and is circulated by the pinion. 7. The continuous transportation system according to claim 6, wherein the linear gear member is a chain. 8. A patent characterized in that 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 7. 9. The second conveying means connects the second platform to one end of the portion of the sub-track so that the time interval between successive individual 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 8 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. 10 The first and second conveying means are arranged such that the time interval between successive individual second platforms that are present on the sub-track and pass 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 clause 9. 11 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 2 to 10.