LT5617B - Vehicle and transport system - Google Patents

Abstract

The invention is related to transport systems mounting in high and wide buildings, factories, building complexes. In this transport system are moving self-propelling vehicles in desirable directions or at best directions coincident with axis of Certesian coordinates system. The movement of these vehicles is based upon rack-gear drive mechanism, using contact electrical energy feeding method.

Description

The present invention relates to systems for transporting people and freight, in particular transport systems for very tall and large buildings, where the needs of people working and / or living are no longer met by conventional elevator systems and escalators.

TECHNICAL LEVEL

Numerous inventions are known for human and freight transport systems. Elevator systems or escalators are often used in tall buildings, especially those larger than 5 floors, and moving walkways are provided in long corridors.

However, even with these tools, the movement of people and cargo becomes awkward and difficult when the height of the building and the horizontal dimensions of the building are several hundred meters. There is a need to install transport systems in such buildings where people or cargo from the starting point A to the destination point B will be used on a "single carriage" basis, i.e. no need to change the way of travel and no transfer over the entire route. This is also the case when a large number of wagons are moving in the system requires a rather complicated wagon routing system. U.S. Pat. US5952626, which discloses an electromagnetic wave-based personal remote control device for route control in a transport system (elevator system) where the transport system user specifies his destination and the system performs all transportation-related work. The user can also cancel or change his / her destination at any time. In this system, the remote control unit is recognized by the system in terms of unified features. Mechanical input, verbal identification, and other selection tools can be used to enter user commands.

Japanese patent no. JP52105447 describes an elevator system describing an elevator call procedure.

In patent application no. GB1007453 describes a system of elevators in which self-propelled wagons move along a fixed trajectory. It is also possible to move several wagons in two opposite directions at the same time. The movement ropes may be made of reinforced rubber and the wagon drive gear may be chains or other straps covered with a non-metallic material. Known Japanese Invention Patent No. JP2000264210, which describes a transport system in which wagons move in a closed path in one direction. Designated wagon stopping points where the wagon moves from a closed path to a stopping loop where people or cargo are unloaded / loaded. In this system the wagons can move horizontally and vertically.

All of these inventions and other solutions available on the market only partially meet the requirements of transport systems for extremely large buildings. Some of the passengers' needs, such as the integrity, speed and convenience of the journey, cannot or cannot be met in part. Huge transport systems must also be cost effective, conservative in power, and especially tall buildings require technical solutions to ensure passenger safety, avoiding the heavy stresses associated with the weight of ropes or other lifting gear.

THE SUBSTANCE OF THE INVENTION

The present invention seeks to provide a system for transporting persons and cargo for very tall buildings and especially for buildings with a horizontal dimension> 100 m, which is economical to operate, using materials and equipment available on the market, avoiding heavy weight of structural parts and tension problems, and passengers and freight are transported quickly without the need to change the mode and / or means of transportation. Based on these criteria, a transportation system has been developed for extremely tall buildings based on self-propelled wagons moving in special shafts. The wagons can move in three-dimensional space, moving smoothly from vertical to horizontal and reversing in a horizontal plane, thus changing the direction of travel by 90 ° or another, depending on the layout and shape of the transport network. The design of the wagon is made as simple as possible to ensure the reliability and durability of this vehicle.

BRIEF DESCRIPTION OF THE DRAWING FIGURES

Fig.1 - Schematic diagram of a wagon.

Fig.2 is a schematic diagram of the movement of a wagon from a horizontal direction to a vertical direction.

Fig.3 - Schematic diagram of wagon interchange.

Fig. 4 is a cross-sectional view of the profile (11) at one of the lower wheels (6) and at one of the upper wheels (5).

PREFERRED EMBODIMENTS

The following are preferred embodiments of the invention, but are not limited thereto. A preferred embodiment of the present invention is a system for transporting persons and cargo for extremely tall buildings and especially for buildings having a horizontal dimension of> 100 m and a trolley for this system. This transport system consists essentially of two main components, the wagons (1), which are a self-propelled vehicle and a network of structures (2) used for the movement of wagons on or in which rails for the movement of wagons are installed. Such a system corresponds to a three-dimensional motion system, which allows the movement of vehicles in substantially the same directions as the Cartesian coordinate system. The directions of movement may or may not coincide with the axes of a Cartesian coordinate system, i.e. the rails may be inclined or inclined vertically, but for clarity we will refer to the example above.

Ideally, the entire system is a system of recurrent structural elements (transport nodes). In homogeneous nodes, the traffic of the wagons (1) is managed according to the same principles and controlled from the main transport control station. Wagon stopping, crossing, siding, etc. is implemented on the basis of the usual principles of rail vehicle movement, but in this system the alignment is performed in both horizontal and vertical directions of movement, as shown in Fig.3.

The wagons (1) used in this transport system are self-propelled. Because the rope system is no longer suitable for extremely tall buildings - the ropes may break from their own weight - this gear system preferably uses a rack-and-rack drive mechanism, where the rack is mounted on a stable very tall building and the racks (5, 6) are used as propulsion and / or support wheels of the wagon. These gears (5, 6) are fitted with electric motors, either directly or via reducers, which drive the gears (5, 6) as the car travels upwards or horizontally and serve as electrical generators for lowering and braking the carriage. The supply of electricity to the electric motors and the drawing of the produced electric current from the starting or stopping wagon is effected by means of an overhead contact line which is arranged adjacent to the rack (15) or by the rack itself (15) as the conductor of this overhead line. insulated from other metal components and interconnected to form a continuous electrical conductor.

FIG. Figure 2 illustrates the principle of moving a trolley (1) from a horizontal direction to a vertical direction and vice versa. A specially designed rail (2) consisting of a rectangular cross-sectional longitudinal profile (11) is used for moving the carriage, one of which has a recess (10) for moving the support element (3). The actuator shown in Fig. 4 consists of the aforementioned longitudinal profile (11), the inner side of which is provided with a pair of racks (15) and smooth rails (16). These pairs of racks (15) and smooth rails (16) are disposed on opposite inner walls of said longitudinal profile (11) such that one of the walls to which said rails (16) and racks (15) are attached is a recessed wall. (10) for movement of the support member. The supporting element (3) is a rigid structure with a chassis attached at one end and a carriage (1) attached at the other end by a flexible connection. Preferably, the chassis comprises two wheel-to-wheel (5, 6) brackets (4), which are connected in flexible manner with the support element (3) and whose direction approximately coincides with the tangent of the rack (15) as the car travels. In the case of a large radius of trajectory in which the trolley (1) moves from the vertical to the horizontal direction of travel, there is sufficient clearance between the gears (5, 6) and the rack (15) so that the trolley (1) passes smoothly. would remain stable. In the case of transport systems with lower radius vertical / horizontal transition trajectories, wagon gears (5, 6) preferably have a damping capability, i.e., the ability to flexibly move with respect to the gear racks (4), approximately perpendicular to the longitudinal racks of these gears (4). axles. Preferably, each pair of racks (5, 6) is mounted on each rack (4), with two pairs of four resting on rails (16) and racks (15) on one side of the profile (11) and the other two pairs of rack rests on rails (16) and racks (15) on the opposite wall. In this case, the entire running gear has no free movement and, at every point of movement, both straight and transition from vertical to horizontal, coincides reasonably well with the tangent of the rails and rack (15). In this case, when a constant distance is maintained between the pivot points of both gear racks (4), the retaining member (3) itself remains in position such that the perceived axis output along the retaining member is perpendicular to the tangent of the rails (16) or rack (15). In this case, the point of folding (9) of the carrier (3) with the cab moves in a constant trajectory, avoiding unnecessary movement and providing a reliable support for the cab to be flexibly secured, i.e., hinged. In this way, means of extinguishing the wagon, such as shock absorbers, etc., shall be provided. To control the oscillation of the wagon and to increase the comfort of movement, a mechanism consisting of several gears is provided, as shown in Figs. 1. Here, the large diameter gear (7) is fixedly fixed to the carriage support member (3), and the smaller gear (s) (8) is mounted at the top of the cab (1). Interconnection of these gears (7, 8) allows to control the tilt of the wagon relative to the horizontal and to the supporting member (3). The cab tilt is controlled so that the cab does not swing. When the carriage is moving or stationary, the cab shall be tilted relative to the supporting member (3) so that the inertia acting on the passengers inside the cab is directed as far as possible towards the underside of the passenger seat; minimize impact on the passenger (or cargo) in the horizontal direction. This artificial tilt of the cab (1) improves ride comfort, since the passenger is not pushed out of the chair by the inertia force.

The gear racks (4) are pivotally mounted to the support member (3) so as to be flexible with respect to this support member in at least two directions: the direction corresponding to the curvature of the trajectory (1) when moving from the horizontal to the vertical and vice versa; corresponding to the curvature of the recess (10) in the horizontal plane of the trolley (1).

The surface of the wheels (5, 6) of said vehicle consists of three main parts: a gear part (12), a smooth part (13) and a rib (14). The rib (14) is formed to tilt the wheels (5, 6) in the required direction during alignment (similar to the standard traction wagon alignment model). The flat part of the wheels (13) is constantly supported by the rails (16), while in the horizontal direction the flat part (13) of the lower wheels carries all the load created by the trolley (1), while the gear part (12) the weight of the wagon (1), except in the case of a take-off, where the total weight of the wagon is borne by the gears of the gear unit (12). This combination of pinion and smooth surface allows the trolley (1) to travel quietly and smoothly. Ideally, the pinion (12) and rack (15) will have diagonal gears, which makes the pinion (1) quieter and more comfortable when moving.

Fig. 1 is a schematic diagram of a wagon (1). The wagon consists of a cab, a carrier (3) and a chassis. Preferably, the motor is mounted on a support member (3), the torque for the drive wheels being sold via a PTO transmission. In this case, it is sufficient to install one engine for all the driving wheels, which are rotated in the same way. Because the trolley's (1) trajectory provides for bends and transitions between vertical / horizontal directions of movement, wheels with a larger arc have the ability to rotate.

In this embodiment, the transport system comprises a rail system and a plurality of wagons. The number of wagons is selected according to the needs of the people living or working in the building, their amount and / or the flow of goods transported.

Because wagons are self-propelled vehicles, they can be removed from the system or entered independently.

All traffic in such a transport system is controlled by computer systems that combine user-selected travel routes with selected routing algorithms. Each wagon in the system is identified and managed so that it travels the chosen route in the shortest possible time and avoids congestion at any point in the system.

The stops for the carriages (1) and the embarkation / disembarkation points shall, where appropriate, be provided as rails on rails passing horizontally. There may be more than one place to stop a wagon at a single stop / boarding stop. The number of such stops depends on the throughput of the motorways. The same computer system that manages the wagon (1) routing is also adapted to distribute the free wagons in the system so that the relative amount of free wagons at the stops remains constant, that is, if there is a wagon shortage at one stop, surplus. This system can easily utilize existing transport management principles and systems, such as passenger flow monitoring, line occupancy measurement, and prediction of traffic flows at different nodes to get passengers to the wagon as quickly as possible and to the right place and others.

Claims (18)

DEFINITION OF INVENTION 1. A rail-borne, self-propelled vehicle intended for the carriage of goods and passengers, having a cabin for passengers and / or goods, characterized in that the vehicle (1) is adapted to move both horizontally and vertically by means of rails (2). rack-and-pinion gear, where the pinions (5, 6) corresponds to the wheels of the vehicle and the racks (15) correspond to the rails for moving the vehicle, said carriage wheels (5, 6), in addition to the gear part, also have a rib (14) which is used to steer the carriage. A vehicle according to claim 1, characterized in that the rails can be arranged in space in any desired orientation. Vehicle according to claim 1 or 2, characterized in that the racks are arranged inside a semi-closed profile (11) of rectangular cross-section, the profile (11) having a continuous recess (10) in one of the walls for the carriage support element. (3) for movement. A vehicle according to claim 3, characterized in that two pairs of racks are disposed on the inside of said profile (11) such that one pair of racks is located in the wall of the profile (11) which also has a continuous recess (10). the pair is lined up in the wall opposite. A vehicle according to claim 3 or 4, characterized in that said vehicle (1) comprises at least two sets of gears (5, 6). 6. A vehicle according to claim 5, characterized in that the carriage of the wagon (1) comprises more than two pairs of gears (5, 6), preferably eight pairs of gears (5, 6), whereby these gears are fixed to the gear racks (5). 4) which are hinged to the support member (3). Vehicle according to any one of the preceding claims, characterized in that, in this vehicle, the bracket (3) is connected to the cab articulation joint (9) and is provided with tilt adjusting means (7, 8) for eliminating unnecessary wagon oscillation when the carriage starts. move, change speed of movement, shift or brake. Vehicle according to any one of the preceding claims, characterized in that smooth rails (16) are provided adjacent to the racks (15), and the wheels of the wagon (1) additionally have a smooth area (13) on which these smooth rails (13) rest. 16), A vehicle according to any one of the preceding claims, characterized in that said gear wheel (5, 6) area (12) and the rack (15) surface are formed as oblique gears. Vehicle according to any one of the preceding claims, characterized in that the wheels (5, 6) of the trolley (1) are arranged so as to be capable of elastic movement with respect to the wheel mounts (4), in particular in the trajectory where the trolley (1) moves from the horizontal direction of motion to the vertical direction of movement and vice versa. A vehicle according to any one of the preceding claims, characterized in that the motors attached to and rotating the wheels (5, 6) of this vehicle are adapted to act as electric generators when the vehicle moves vertically downwards under the influence of its own gravity, or when the vehicle is braked. Vehicle according to any one of the preceding claims, characterized in that the vehicle is adapted to receive electricity from the motors and to supply the electricity generated by these motors through an overhead electrical network located in the area of the rails (15, 16). 13. A vehicle according to claim 12, characterized in that said vehicle is adapted to receive / discharge electrical power by means of a conductor (16) or rack (15) as a conductor. 14. Transport system for the transport of goods and passengers in extremely tall and large horizontal buildings, characterized by the fact that self-propelled vehicles move in a three-dimensional network of rails, whereby these vehicles can change their direction of rotation in horizontal and vertical planes; horizontal movement to vertical movement and vice versa. 15. The transport system of claim 14, wherein said system utilizes self-propelled vehicles according to any one of claims 1 to 13. Transport system according to any one of claims 14 or 15, characterized in that said self-propelled vehicles move in this system in substantially three directions corresponding to the Cartesian coordinate system axes. Transport system according to any one of claims 14 to 16, characterized in that the entire transport network is made up of identical structural fragments - transport nodes connected by straight lines; the length of these straight lines depends on the dimensions of the building or its parts. 18. The transport system of any one of claims 14-17, wherein the wagon traffic is centrally controlled throughout the system, from a base control station where the routing and distribution of the wagons to the staging points is performed by a computer system in the control center.