KR20010043413A - mass transit system - Google Patents

Abstract

A mass transit apparatus for an endless travelling path is known, consisting of consecutive vehicles, which are articulately connected in an endless configuration so that said vehicles can be folded to a side by side position from a linear position. In order to improve the speed reduction or acceleration ratio said vehicles connected to each other by means of distance beams (10) are pivotably connected to said vehicles (1) at points located at both end parts of said vehicles. Horizontal steering means (4, 15) are arranged to cause said vehicles to pivot horizontally from said linear position to said side by side position and in reverse along certain parts of said endless travelling path.

Description

Mass transit system

Recently, mass transportation systems operating around the world do not fully meet the demands of transportation in dense cities. The main disadvantages of these mass transport systems are construction costs, waiting times, distances between stations and especially non-profitability. The long-term profitability of any transport system is essential to its existence. This patent application includes improvements on recently known major solutions for the continuous transportation of transport passengers. The solution, based on overlapping vehicles in the horizontal direction, eliminates waiting times at stations, reduces the distance between stations to less than half of conventional subway systems, and significantly reduces construction costs. In addition, the present invention has an applicable transport capacity that corresponds to market demands from the minimum capacity to the multiple times the maximum capacity found in the conventional mass transport problem with respect to the constant transport speed problem. The present invention can save considerable cost by making the cross section of the tunnel smaller and lighter the civil engineering design for the expensive railway improvement.

The most fundamental and essential system problem for any mass transportation system is to lower costs, reduce waiting times and shorten walking distance to the station. The technical problem of waiting time found in recent mass transport problems can be solved by shorter time intervals and departure intervals between trains. The problem of shortening the walking distance to passengers is to make the distance between the stations shorter. In modern technology, this results in large design and high cost. There is a need for a continuous and efficient solution that can meet all three of these conditions, and if this solution is not in place, it will fundamentally lose competitiveness for the passengers or citizens. Speed is another concern for passengers, but it's not the main issue of competitiveness. In traffic-congested cities, the average speed of current cars is about 20 km / h or less. Conventional subway mass transit systems today operate at an average speed of 35 km / h or less.

Conventional mass transportation system costs are higher compared to ticket prices that may be charged and are therefore generally subsidized in operation. The main reason for receiving operational subsidies is the cost of large-scale civil construction as well as the cost of heavy equipment and technically complex trains. Heavy concrete structures are rarely used, but they are designed for a static load of 40 tons of each track vehicle. In today's trains with an average dispatch time of about 5 minutes and a 100m length and a speed of 50km / h, the tunnel or bridge takes only 7.2 seconds when the train passes and the tunnel for the remaining 293 seconds. Or bridges are not used. It can be said that the usage rate is 7.2 / 300 or 2.4%. In addition, the civil design becomes large because the vehicle's own load is large. This relationship can be said to have an efficiency of 10 tons / 40 tons = 25%. The combination above leads to a total infrastructure efficiency of up to 0.6%.

The present invention relates to a mass transport system or apparatus for caterpillar consisting of a series of vehicles, in particular, the vehicle is configured to be articulated in an infinite array to overlap in a parallel position from a straight position.

More preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings, which are described as non-limiting embodiments.

1 is a plan view of a typical station arrangement, omitting the vehicle cabin so that the station can be more clearly shown.

2 is a side elevation showing a high speed portion of a typical vehicle deployment between stations.

3 is a side elevational view showing a low speed part with one end of a vehicle overlapped at a station;

4A is a typical cross sectional view at one location between two stations;

FIG. 4B is a detailed view of the wheel and bogie of FIG. 4 in detail. FIG.

5 is a basic view showing a process of overlapping at each station (layout view).

Figure 6 is a plan view showing a load transfer frame of the vehicle frame and the detent beam connected thereto can overlap.

In order to eliminate the waiting time, to use the time of the infrastructure more efficiently, and to increase the load of the passenger with respect to the vehicle's own load, the present invention provides a commercial solution to the problems described above by continuously moving the passengers. The purpose is to achieve appropriate results. Moreover, because the train has a lower maximum speed than when the train enters the platform, the safety of the passengers is significantly increased compared to the current subway, eliminating the risk of passengers.

This invention relates to U. S. Patent Nos. 1,603, 475 to 1926. 10. 19 and 19. 1972. 10. 25 on a continuous speed reduction device by means of overlapping feeder cars. It uses fundamental and known basic principles. In order to reach the above-mentioned objects and improvements, the present invention has the characteristic features mentioned in the following claims, the main features being in distance beams rotatably connecting the vehicle.

The distance beam provides two functions, which improves the speed ramp ratio by two or more factors when the pivoting points extend out of the length of the car compartment. . This significantly reduces construction costs. The improved speed change ratio means that a speed change ratio can be obtained twice or more compared to previous solutions that do not actually use a detent beam.

Passengers at the station ride on the platform 3 at a slow moving vehicle 1 sideways through a door 2 disposed at one or both ends of the vehicle. The speed of the vehicle at a ride or disengagement with a large distance between the tracks 4 is selected to be safely transferred directly from the stationary platform or, if necessary, directly from the continuously moving belt 5. Moves at nearly the same speed as the moving vehicle on the sidewalk. The speed of the belt is in the range of 0.7-1.5 m / s. After a certain time, the door 2 of one end of the vehicle is closed, and the vehicles start and unfold slowly and accelerate in the direction of driving. The acceleration force required to accelerate the vehicle's own weight can be provided by the energy stored in the spring 6, which spring is designed to alternately generate torque at the rotation point 7, so that the rotation point (7) generates an acceleration force at adjacent rotation points. This acceleration force will be applied in the same direction as the main driving direction.

The acceleration force required in the main driving direction according to the variable passenger load can be generated by a force converter such as a controlled linear induction motor 8 fixed to the undercarriage of the acceleration / deceleration part. This linear induction motor 8 generates a contactless acceleration force in the main driving direction on each recoil plate 9 mounted on the lower portion of each vehicle 1. The desired amount of acceleration force required for each individual vehicle 1 is adjusted to obtain the minimum force between the track 4 and the flange 15. For this purpose, the sequencer located along the track 4 in the acceleration and deceleration section provides lateral track force information to the regulating device for the linear induction motor 8. The minimum lateral force between the track 4 and the wheel flange 15 accounts for the acceleration force generated by the linear induction motor 8, corresponding to or proportional to the mass of the passenger in each individual vehicle 1. By adjusting.

The speed increase is determined by the distance between the maximum widths "B" and "L" of the continuous turning point 7 of the vehicle. The speed change ratio is L / B. The rotation point may protrude outward of the end of the vehicle compartment 11. The distance between the center of the rotation point at each end of the distal beam 10 is geometrically defined by the distance Lv and the width B between two rotation points 7 at each end of the vehicle frame 13. Is determined. The distance is to be. For a vehicle with a distance of 6m and a width of 1m between the rotation points of the frame 13, the speed change ratio will be 12.08.

The length of the vehicle cabin 11 can be adjusted to the expected passenger volume. As an example, the room size of 1 The capacity is up to 50,000 people per hour in each direction at a running speed of 10 m / s, provided that four people can stand. If there are about 5-8 seats per individual vehicle, the number of passengers sitting per hour in each direction would be equivalent to 12000-21000.

The weight of the passengers and the vehicle 1 and the vertical loads generated by the detent beam 10 are transmitted to the track 4 via the rotatable bogie 12, which is the vehicle frame 13. And opposite ends of the vehicle frame 13. Each bogie 12 is mounted to the wheel 14, each wheel 14 having flanges 15 on both sides of the wheel rim 16. The function of the flange 15 generates a rotational force that can overlap the vehicle 1 and provides a guiding force to the outside of the station area, as well as the acceleration and deceleration portion in which the gauge of the track is widened or narrowed. Serves to generate a reaction force against any uncorrected force that is not corrected by a force transducer such as linear induction motor 8.

After vehicle acceleration, each vehicle runs at the same speed and after reaching the next station with the deceleration overlap, the deceleration overlaps and the associated deceleration in the direction of travel occurs. The action of the present invention is opposite in the present invention compared to the above acceleration process. The decelerating force causes the braking force to be applied to each vehicle 1 during the overlapping process occurring at a place where the distance between the tracks 4 increases via the reaction plate 9 mounted on the lower part of the vehicle frame 13. Is generated by a force inverter means such as the linear induction motor 8.

The details of the above described apparatus may be widely modified without departing from the scope of the invention as defined in the claims. Thus, for example, the energy absorbing means may be a fluid means. The leveling means may be arranged at the point of rotation of the vehicle in the form of gearing and racks instead of the tracks and wheels indicated above. The induction transmission shown above may be of any known type for braking and acceleration of the vehicle.

The invention may also be an independent form that acts as a short-range transport device and feeders or distributors to typical transport centers such as subway and bus stations in the transport infrastructure of cities. This can be used to change the arrangement of the doors to accelerate and decelerate passengers at the loading and unloading position of the constant velocity transport.

Claims (5)

A vehicle that is articulated and continuously arranged in an infinite array so as to overlap from a straight position to a side by side; The vehicles are connected to each other by distance beams rotatably connected to the vehicle at points located at both ends thereof; And a horizontal adjustment means arranged to rotate the vehicle horizontally from the linear position to the side-by-side position or to rotate oppositely along certain portions of the caterpillar. The method of claim 1, Mass transit device having energy absorbing means disposed in connection with any of the rotational points to absorb all or part of the kinetic energy of the vehicle when the vehicle rotates to the side by side position. The method of claim 2, And said energy storage means is a spring. The method of claim 1, A linear induction drive device comprising a first portion located along a specific portion of the caterpillar and a second portion mounted below the respective vehicle to cooperate with the first portion to brake and accelerate the vehicle, respectively. Mass transport device. The method of claim 1, And said adjusting means is a track on which wheels mounted adjacent to said point of rotation between said vehicle and beam travel.