US3853068A - Mechanically linked personal rapid transit system - Google Patents

Mechanically linked personal rapid transit system Download PDF

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Publication number
US3853068A
US3853068A US00339275A US33927573A US3853068A US 3853068 A US3853068 A US 3853068A US 00339275 A US00339275 A US 00339275A US 33927573 A US33927573 A US 33927573A US 3853068 A US3853068 A US 3853068A
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United States
Prior art keywords
linkage
rail
along
guideway
carriage
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Expired - Lifetime
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US00339275A
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English (en)
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W Avery
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Johns Hopkins University
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Johns Hopkins University
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Priority to US00339275A priority Critical patent/US3853068A/en
Priority to JP2582774A priority patent/JPS5316970B2/ja
Priority to FR7407970A priority patent/FR2220408B1/fr
Priority to DE2411241A priority patent/DE2411241C3/de
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Publication of US3853068A publication Critical patent/US3853068A/en
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    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B25/00—Tracks for special kinds of railways
    • E01B25/22—Tracks for railways with the vehicle suspended from rigid supporting rails
    • E01B25/26—Switches; Crossings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L13/00—Electric propulsion for monorail vehicles, suspension vehicles or rack railways; Magnetic suspension or levitation for vehicles
    • B60L13/03—Electric propulsion by linear motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B3/00—Elevated railway systems with suspended vehicles
    • B61B3/02—Elevated railway systems with suspended vehicles with self-propelled vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C13/00—Locomotives or motor railcars characterised by their application to special systems or purposes
    • B61C13/04—Locomotives or motor railcars characterised by their application to special systems or purposes for elevated railways with rigid rails
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance

Definitions

  • PATENTS conductive mechanical linkage further forms the secondary for linear electric motors disposed along the 2,666,879 l/l954 Godsey, Jr. et a1 104/148 LM guideway which continuously propel the linkage 3,170,412 2/1965 Sowder 104/173 ST 3,426,887 2/1969 Ward et al. 104/148 LM 25 Claims, 9 DI'aWlng Figures PATENTEL BEE 1 DISH SHEET 1 0F 7 FIG. 1
  • PAIENIEU mac 0 mm saw u 1
  • PATENTEB DEC 1 0 I974
  • Maser 7 PATENTEU SEC 1 0 I974
  • SHEET 7 OF 7 MECHANICALLY LINKED PERSONAL RAPID TRANSIT SYSTEM STATEMENT OF GOVERNMENT INTEREST The invention herein described was made in the course of or under a contract with the Department of the Navy.
  • the present invention generally relates to improvements in the field of urban and interurban transportation and more particularly relates to an urban transportation system designed for economical and socially acceptable integration with interurban rapid transit systems in the mass transportation of people into urban areas and the movement of people through the urban areas, including the central business districts thereof.
  • the present invention relates to an apparatus for moving large numbers of people throughout urban areas.
  • the present invention relates to an urban transit system of the type characterized as a personal rapid transit system and which solves in large measure the prob lems of cost and operation which have handicapped the implementation of previous systems.
  • the present invention provides a system which includes a series of small vehicles (e.g., with seats for four adults with additional standing room for two adults), which vehicles move from station to station'preferably supported by a single guideway rail and mechanically linked within the guideway rail by a moving electrically conductive linkage.
  • the present system eliminates the need for instrumentation of the main guideway rail as well as for propulsion and control equipment on each individual vehicle.
  • the vehicles are propelled by the mechanical linkage during main line operation but may be unlinked" and individually propelled and controlled either centrally or on the wayside by linear motors installed in restricted demerge sections of the guideway rail.
  • the vehicles are routed into stations for passenger exit and boarding onto line interchanges so that non-stop routing from origin to destination can be achieved.
  • the advantages of personal rapid transit" operation are achieved without the requirement for propulsion and control equipment on the vehicles and without need for instrumentation of the mainline sections of the guideway rail.
  • main-line operation is passive, the mechanical linkage controlling the speed and spacing of the vehicles, operational costs are substantially reduced.
  • the mechanical linkage itself forms the secondary of a plurality of linear electric motors spaced along the main guideway rail, the linkage thus moving under the influence of the primary coils of said linear electric motors.
  • Passengers are interfaced with the vehicles by routing the vehicles into off-line stations where the vehicles are either stopped for boarding or are dynamically interfaced withthe passengers by means of moving sidewalks which allow boarding of the vehicles at zero differential speed such as has previously been described in the art.
  • Basic grid systems which define the layout of a total system employing the present invention are also known in the art and will not be described in detail herein. It can thus be appreciated that the present invention overcomes difficulties and disadvantages encountered with both present and contemplated mass transit systems.
  • the primary object of the present invention is to provide an urban transit system which can be installed at relatively low cost with present technology and materials, which can be operated and maintained at low cost, which will be safe, reliable, quiet and substantially free from air pollutants in operation, which will usually operate on guideways and not require disruption of traffic flow in its operation nor necessitate extensive right of way conflicts, and which will be aesthetically attractive so as to enhance the urban environment.
  • a further object of the invention is to provide origin to destinationnon-stop transportation, i.e., personal rapid transit, wherein main line operation is essentially passive due to the provision of a moving mechanical linkage which maintains vehicle speed and position, thereby eliminating the need for main line control instrumentation.
  • FIG. 1 is a schematic illustrating the grid-like layout of an urban transit system employing mechanicallylinked vehicles according to the invention
  • FIG. 2 is a perspective of the main line guideway rail, the rail being shown in partial section and being cut away to reveal the linkage and the vehicle carriage which supports the vehicle partially shown;
  • FIG. 3 is an elevation of the carriage employed to engage a vehicle with the mechanical linkage; the carriage being shownin operation within the sectioned guideway rail;
  • FIG. 4 is a top view of the carriage of FIG. 3;
  • FIG. 5 is a sectional-view of the carriage and main guideway rail taken through line 5-5 of FIG. 8;
  • FIG. 6 is a sectional view of the carriage and both the main guideway and the switching rail taken through line 6-6 of FIG. 8;
  • FIG. 7 is a perspective of a portion of the present systemillustrating an interchange in the grid-like layout of FIG. 1;
  • FIG. 8 is a sectional view of the intersection of the main guideway rail and the switching rail.
  • FIG. 9 is an elevation of a second embodiment of the mechanical linkage.
  • FIG. 1 illustrates a basic grid system used to control the layout and operation of an urban transportation system employing the present structure.
  • the system 10 is composed of a north-south series of individual loop lines 12 and an intersecting east-west series of individual loop lines 14 which service a typical central district of an imaginary urban area.
  • the loop lines 12 and 14 include a plurality of guideway rails 16 which are connected end-to-end so as to provide each said line with a supporting structure having parallel lengthwise sections joined at the ends of said sections by curved end sections to form a completed elongated loop.
  • the rails 16 may be supported above ground level by pylons 18 which are spaced apart along the lines 12 or 14 in a known fashion.
  • the system 10 is equally operable on a rail either at ground level or underground.
  • the rails 16 of each loop line 12 and 14 house an endless, continuously moving linkage 20 which may preferably be formed of an electrically conductive aluminum strip approximately A; to inch thick and approximately 12 inches wide.
  • the linkage 20 forms a continuous loop within each of the lines 12 and 14 and is releasably connected to each of the passenger-bearing vehicles 22.
  • the manner by which the linkages 20 are moved about the loops forming the lines 12 and 14 will be described hereinafter.
  • the vehicles 22 are movably supported by means disposed within the rails 16 and are moved therealong by the moving linkage 20 untilsuch time as the vehicle may be routed to another line in a fashion to be described.
  • the typical grid system 10 of FIG. 1 illustrates a transit layout over an arbitrary area in a fashion designed to provide maximum service for mass movement within such an area.
  • three laterally-spaced northsouth loop lines 12 intersect three similarly disposed east-west loop lines 14.
  • boarding stations may be disposed within the system 10 at regular intervals within easy walking distance of any point within the grid.
  • the lines 12 and 14 may be more closely spaced in high density areas.
  • a single loop without intersections and with conveniently spaced boarding points could be employed.
  • the vehicles 22 are seen to be generally box-like in conformation and have sidewardly-disposed doors 24 which may be automatically opened and closed during the boarding process as the vehicles are routed through a station.
  • Each vehicle 22 is suspended by means of a vertical supporting beam 26 from a carriage 28 which moves within the rail 16.
  • the rail 16 is a box-like structure having a hollow rectangular cross-section and is formed with a longitudinal, centrally disposed slot 30 in the bottom wall thereof, the inner faces of flanges 32.formed by the slot 30 on either side of the slot serving as tracks 34 on which the carriages 28 may move.
  • a typical design of the vehicles 22 may consist of molded or fabricated exterior and interior surfaces formed over a steel frame (not shown), the supporting beam 26 forming a unitary portion of such a frame.
  • the size of each vehicle would nominally be 5 feet long by 4 feet wide by 7 feet high, the payload of each vehicle being at least one thousand pounds. Construction of such vehicles is within the state of the art.
  • the rail 16 would preferably be formed of a steel beam of the conformation described above and would likely be approximately 22 inches high and 16 inches wide although exact dimensions will vary depending upon the requirements of a particular application.
  • the rail 16 may be appreciably smaller than the overhead rail and track structures previously proposed for selfpropelled vehicular traffic since the carriages 28 of the present system weigh less due to the fact that they are not outfitted with motors or controls.
  • ledge-like tracks 36 are longitudinally disposed within the rail 16 on either side of the internal side walls of the rail. The tracks 36 are disposed approximately l0 inches from the top of the rail 16 and provide surfaces on which wheels 37 ride to accomplish a purpose to be described hereinafter.
  • the carriage 28 has four wheels 38 mounted on lateral stub axles 40 disposed one each on opposite ends of the carriage as shown in FIGS. 2 through 5.
  • Horizontally mounted wheels 42 provide support against side loads, the wheels 42 contacting the internal vertical surfaces of the rail 16 if the carriage 28 is caused to tilt.
  • the wheels 38 and 42 may be fitted with elastomeric treads or inserts (not shown) to reduce operational noise.
  • the vertical supporting beam 26 which is attached to the roof of each of the vehicles 22 extends through the slot 30 in the bottom wall of the rail 16 and connects with the underside of the body of the carriage 28.
  • the beam 26 may, if desired, be integrally formed with the body of the carriage 28 or may, as shown in FIG.
  • damping mechanism 44 which is itself attached to the carriage 28.
  • the upper end of the beam 26 terminates in a journaling collar 46 which is movably circumposed on a support pin 48 carried transversely by the carriage and located between the wheeled ends thereof.
  • Forwardly and rearwardly projecting lateral wings 50 are fixed to the collar 46 and bear on the upper ends of piston rods 52 which are workingly housed in damping cylinders 54.
  • the cylinders 54 are vertically seated in a fixed manner on supporting plates 56 carried by the carriage 28 on the underside thereof and a conventional spring damping assembly or combined hydraulic-spring assembly (not shown) may be operatively housed therein.
  • the damping mechanism 44 is essentially of the type described by me in US. Pat. No. 3,541,962 and functions to prevent large pendulum-type oscillations of the vehicles 22.
  • Each carriage 28 is provided with projecting toothlike links 58 rising from the upper surface thereof along the longitudinal axis of the carriage.
  • the links 58 are regularly spaced apart and are essentially oval in crosssection (See FIG. 4).
  • the links 58 engage with a series of corresponding tooth-like links 60 which project from the underside of the mechanical linkage20.
  • the intermeshing of the links 58 on the carriage 28 with the links 60 on the linkage 20 acts to mechanically link the carriage 28 and thus the vehicle 22 to the linkage 20.
  • the linkage 20 is further comprised of an aluminum strip 64 approximately inch thick and 12 inches wide and is supported on the tracks 34 by the aforementioned wheels 37 which are joined to the linkage 20 by meansof V-shaped transverse axles, one of which is represented at 66 in FIGS. 2 and 3.
  • pairs of the wheels 36 may be attached to the linkage 20 at intervals of approximately feet.
  • the lower two inches of the aluminum strip 64 may be thickened, as at 68 of FIG. 5, to provide additional stiffness to the linkage 20.
  • the linkage 20, being formed of an electrically conductive material, is shown in this first embodiment of the invention as comprising a continuous loop (as described relative to FIG. I).
  • the linkage acts as the secondary of a linear electric motor 70, shown best in FIGS. 2 and 5.
  • the primary coil assemblies 72 of the linear electric motor 70 are disposed within the rails 16 and are fixedly attached to the inner surfaces of the. upper wall of the rails.
  • the primary coil assemblies 72 of the linear electric motors 70 are spaced along the rails 16, a length of motor primary of approximately 60 feet per mile of rail distance being generally adequate for a vehicle density of 100 per mile at speeds up to feet per second.
  • the primary assembly 72 may be energized by any convenient source of electrical energy such as by power generator 15. Propulsion efficiency with state-of-the art linear electric motor technology ranges to 85 percent of the electric power supplied to the primary coil assemblies 72.
  • Travel of the vehicles 22 about the main loop lines 12 and 14 of FIG. 1 is thus accomplished by the mechanical linking of the vehicles to the linkage 20. Since the main line operation of the system is passive, the mechanical linkage 20 controlling the spacing and speed of the vehicles 22, personal rapid transit is accomplished at a significantly reduced cost. System performance is also unaffected by inclination of the guideway formed 'by the rail 16, changes in terrain elevation being generally accommodated without change in guideway or linkage structure.
  • the vehicles 22 must be unlinked from the linkage 20 in order to be routed into stations or to provide for line interchanges.
  • the means-by which these operations may be accomplished are shown in FIGS. 2 through 4 and 6 through 8.
  • the carriage 28 supporting a vehicle 22 is unlinked from the linkage 20 and, after routing onto an auxiliary interchange or station guideway rail, is propelled by linear electric motors disposed in the auxiliary rail.
  • FIGS. 2, 3, 4, and 6 show structure on the carriages 28 which act to unlink the carriage from the linkage 20.
  • FIGS. 7 and 8 illustrate the structure of an auxiliary guideway used by the vehicles 22 for line interchange or routing to stations.
  • a conductive plate-like element 74 comprised of a short strip of metal of a rectangular solid conformation is affixed to each side of a switching mechanism 75 spaced forwardly'of the carriage 28 by extension beam 77.
  • the carriage 28 is engaged with the mechanical linkage 20 during main line operation by virtue of the interconnection of the links 58 on the carriage with the links 60 on the linkage.
  • the carriage 28 is constrained against lateral movement within the rail 16 by the wheels 42 which bear on the inner side walls of the rail 16 and by guide'wheels 79 which bear against opposite sides of the linkage 20 along the lower thickened portion thereof.
  • the guide wheels 79 are mechanically operable in concert with apparatus comprising the switching mechanism to be described hereinafter.
  • the carriage When a junction 76 to a by-pass 78 is approached (see FIG. 7), the carriage may be easily disengaged laterally from the linkage 20 by causing a firm laterallydirected force to be exerted on the carriage.
  • This force is provided in the illustrated embodiment by a primary coil assembly 80 mounted on the by-pass rail 78, the assembly 80 being energizablewhen it is desired to unlink a carriage 28 from the main line as determined by a switch control monitor 81 in the bypass rail 78.
  • the structure and operation of the monitor 81 is within the state-of-the art and, as such, is not described in detail here.
  • the primary coil assembly 80 and a secondary plate 29 extending along the side of the carriage act as a linear electric motor in a fashion such as has previously been described.
  • Each carriage 28 has one of the plates 29 on either side thereof.
  • a safety interlock 82 operated by the magnetic force of the primary coil 80 against the element 74 acts to insert a guide wheel 84 into a slot 86 defined in the by-pass rail 78 by the outer inside surface of said rail and a safety rail 88 located within the rail 78 (see FIGS. 6 and 8).
  • the plate-like element 74 is attracted toward the primary coil 80, thereby causing the interlock 82 to elevate the guide wheel 84 on the same side of the carriage 28 as the element 74 being attracted to the coil 80.
  • the guide wheel 79 bearing against the opposite side of the linkage 20 is lowered, thereby disengaging said wheel 79 from said linkage and allowing the carriage 28 to be movable laterally toward the coil 80. Movement of the carriage 28 toward the by-pass rail 78 is caused both by the attraction of the coil 80 for the secondary plate 29 and by the mechanical bias of the guide wheel 84 against the safety rail 88.
  • the bypass rail 78 should run parallel to the main guideway rail 16 at a lateral distance slightly greater than the width of a vehicle 22, thereby requiring a double curve arrangement such as is known in the art.
  • the curve of a by-pass rail 78 in a main line merge situation must be adjusted to the expected acceleration of a vehicle 22 so that the merging vehicle is not overtaken by a following vehicle on the linkage before connection of the merging vehicle to the linkage. Deceleration of the vehicles 22 after unlinking from the main line linkage 20 and acceleration of the vehicles to main line speed preparatory to merging onto the main line is accomplished by the linear electric motors 90 in the bypass rails 78 under the control of central or wayside computing equipment in a manner known to the art.
  • control instrumentation is only required in the by-pass rails 78 under the control of central or wayside computing equipment in a manner known to the art, the major portion of the system, i.e., the main line operation, being passive.
  • the linkag 20 may be formed according to the structure shown in FIG. 9, wherein the linkage 20 is formed into sections 100, each section having an essentially triangular extension 102 at one end thereof and a triangular recess 104 at the opposite end.
  • the extensions 102 of each of the sections 100 loosely fit into the insets 104 of the adjacent sections, the sections being held together by a collar 106, which may comprise two strips extending along the opposite sides of the sections 100 and secured thereto, comprised of lnvar, a commerciallyavailable material produced by the E. l.
  • the collar 106 has two wheel pairs 108 attached thereto for each section 100 to give maximum lateral stability to the segmented linkage 20. Expansion of the sections 100 is thus accommodated by the clearance provided between the extensions 102 and recesses 104 of adjacent sections.
  • the extensions 102 and recesses 104' could be formed into a variety of mating geometrical pairings, such as a tongue and groove,
  • the present system could be operated equally well at ground level or even below ground level.
  • the carriage 28 would obviously be disposed below the passengercarrying portion of the vehicle 22, the links 58 on the carriage extending downwardly to engage upwardlyextending links 60 on a mechanical linkage 20 which would move within a ground-level or subterranean main guide rail 16.
  • the linkage 20 may be provided in a known fashion with magnetic support in place of the support offered by the wheels 37.
  • Apparatus for mechanically linking and propelling passenger-carrying vehicles comprising:
  • a plurality of carriages joined to one each of the passenger-carrying vehicles and movable along the guideway rail;
  • said guideway rail is of a substantially rectangular hollow crosssectional configuration having oppositely facing walls, said mechanical linkage being protectively housed in the rail and. extending longitudinally thereof slightly below one of said walls, the wall oppositely disposed therefrom having a longitudinal slot defining flanges on the rail, the flanges having flat surfaces defining tracks on which the carriages move relative to the rail.
  • ground anchored pylons supporting said guideway rail at a moderately elevated level substantially horizontally to ground level
  • a damping mechanism connecting the upper end of the supporting rod to the carriage to damp pendulum-like oscillations of the vehicle.
  • said firstmentioned means comprises tooth-like projections on. the carriages and tooth-like ridges on the mechanical linkage, the projections and ridges intermeshing to join the carriages to the linkage.
  • each section being composed of electrically conductive material
  • Apparatus for mechanically linking and propelling passenger-carrying vehicles comprising a guideway rail;
  • a continuously moving mechanical linkage extending along the guideway rail and being movable therealong, said linkage being comprised of electrically conductive material and having a multiplicity of sections disposed end-to-end, adjacent sections having a spacing therebetween, and a collar extending between adjacent sections for holding the aforesaid sections in alignment and along the guideway rail;
  • Apparatus for mechanically linking and propelling passenger-carrying vehicles comprising:
  • a mechahical linkage member disposed to move substantially along said guideway rail member
  • a transportation system including at least one vehicle and a guideway rail member supporting said vehicle for movement therealong, the combination comprising:
  • a mechanical linkage member disposed to move substantially along said guideway rail member
  • axles extending transversely through the thickened lower portion of the mechanical linkage
  • said firstmentioned means comprises tooth-like projections on the carriages and tooth-like ridges on the mechanical linkage, the projections and ridges intermeshing to join the carriages to the linkage.
  • Apparatus for mechanically linking and propelling passenger-carrying vehicles comprising:
  • linkage mounted for movement along the guideway rail, said linkage being comprised of electrically conductive material and being of a substantially rectangular cross section, the height of the linkage being substantially greater than the width thereof, the linkage further being of an increased thickness along the lower portion thereof to provide torsional stiffness to the linkage;
  • the guideway rail is formed into at least two portions, one of said portions extending from the other said portion in a direction different therefrom, the first-mentioned portion comprising a by-pass rail, the mechanical linkage moving along said second-mentioned portion thereof, the apparatus further comprising:

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Architecture (AREA)
  • Electromagnetism (AREA)
  • Power Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Control Of Vehicles With Linear Motors And Vehicles That Are Magnetically Levitated (AREA)
  • Traffic Control Systems (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
US00339275A 1973-03-08 1973-03-08 Mechanically linked personal rapid transit system Expired - Lifetime US3853068A (en)

Priority Applications (4)

Application Number Priority Date Filing Date Title
US00339275A US3853068A (en) 1973-03-08 1973-03-08 Mechanically linked personal rapid transit system
JP2582774A JPS5316970B2 (fr) 1973-03-08 1974-03-07
FR7407970A FR2220408B1 (fr) 1973-03-08 1974-03-08
DE2411241A DE2411241C3 (de) 1973-03-08 1974-03-08 Bahnanlage

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US00339275A US3853068A (en) 1973-03-08 1973-03-08 Mechanically linked personal rapid transit system

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US (1) US3853068A (fr)
JP (1) JPS5316970B2 (fr)
DE (1) DE2411241C3 (fr)
FR (1) FR2220408B1 (fr)

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US4644870A (en) * 1983-10-22 1987-02-24 Hitachi Kiden Kogyo Kabushiki Kaisha Conveying system utilizing a linear pulse motor
US5074220A (en) * 1989-08-07 1991-12-24 Stanley Petersen Overhead monorail transit system employing carriage with upper guide wheel and guideway with concave upper surface
US5473233A (en) * 1994-03-08 1995-12-05 Stull; Mark A. Electromagnetically propelled high-speed high-capacity transportation system for short-distance travel in urban and suburban areas
WO2001068482A2 (fr) * 2000-03-15 2001-09-20 Wf Logistik Gmbh Convoyeur aerien avec station de transfert
US20040247416A1 (en) * 2001-07-24 2004-12-09 Tetsuharu Komatsu Work conveying device
CN103129934A (zh) * 2011-11-24 2013-06-05 株式会社大福 物品输送设备
WO2015062537A1 (fr) * 2013-10-31 2015-05-07 戴长虹 Système de transport sur rail surélevé et système de réseau en trois dimensions associé
CN105799715A (zh) * 2016-03-16 2016-07-27 上海电机学院 一种悬挂式公交系统
CN106080616A (zh) * 2016-08-23 2016-11-09 牛猛 一种循环运输的轨道交通系统的运输方法
WO2017128761A1 (fr) * 2016-01-27 2017-08-03 广州道动新能源有限公司 Nouveau dispositif de transport ayant deux rails parallèles et espacés verticalement, et son procédé de disposition
US10956999B2 (en) 2010-03-02 2021-03-23 International Business Machines Corporation Service class prioritization within a controllable transit system

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FR2398632A1 (fr) * 1977-07-27 1979-02-23 Guimbal Jean Systeme de freinage des transports en commun a voie active electrique
JPS6066373A (ja) * 1983-09-21 1985-04-16 Sony Corp トラッキング回路
JPS60123771U (ja) * 1984-01-26 1985-08-21 株式会社　オ−デイオテクニカ リニアトラツキングア−ム装置
AT399480B (de) * 1990-05-08 1995-05-26 Waagner Biro Ag Verkehrsmittel für den öffentlichen innerstädtischen verkehr
FR2688523A1 (fr) * 1992-03-13 1993-09-17 Otis Elevator Co Procede et dispositif de changement de voie pour vehicules propulses par moteur lineaire.
CN103523024A (zh) * 2013-10-31 2014-01-22 戴长虹 城际空中轨道交通系统

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US4644870A (en) * 1983-10-22 1987-02-24 Hitachi Kiden Kogyo Kabushiki Kaisha Conveying system utilizing a linear pulse motor
US5074220A (en) * 1989-08-07 1991-12-24 Stanley Petersen Overhead monorail transit system employing carriage with upper guide wheel and guideway with concave upper surface
US5473233A (en) * 1994-03-08 1995-12-05 Stull; Mark A. Electromagnetically propelled high-speed high-capacity transportation system for short-distance travel in urban and suburban areas
WO2001068482A2 (fr) * 2000-03-15 2001-09-20 Wf Logistik Gmbh Convoyeur aerien avec station de transfert
WO2001068482A3 (fr) * 2000-03-15 2002-02-28 Wf Logistik Gmbh Convoyeur aerien avec station de transfert
US20040045793A1 (en) * 2000-03-15 2004-03-11 Rolf Schonenberger Suspened conveyer device comprising a re-routing station
US6786323B2 (en) 2000-03-15 2004-09-07 Wf Logistik Gmbh Suspended conveyer device comprising a re-routing station
US7137769B2 (en) * 2001-07-24 2006-11-21 Honda Giken Kogyo Kabushiki Kaisha Workpiece feeding apparatus
US20040247416A1 (en) * 2001-07-24 2004-12-09 Tetsuharu Komatsu Work conveying device
US20070041819A1 (en) * 2001-07-24 2007-02-22 Tetsuharu Komatsu Workpiece feeding apparatus
US10956999B2 (en) 2010-03-02 2021-03-23 International Business Machines Corporation Service class prioritization within a controllable transit system
CN103129934A (zh) * 2011-11-24 2013-06-05 株式会社大福 物品输送设备
CN103129934B (zh) * 2011-11-24 2016-12-28 株式会社大福 物品输送设备
WO2015062537A1 (fr) * 2013-10-31 2015-05-07 戴长虹 Système de transport sur rail surélevé et système de réseau en trois dimensions associé
WO2017128761A1 (fr) * 2016-01-27 2017-08-03 广州道动新能源有限公司 Nouveau dispositif de transport ayant deux rails parallèles et espacés verticalement, et son procédé de disposition
CN105799715A (zh) * 2016-03-16 2016-07-27 上海电机学院 一种悬挂式公交系统
CN106080616A (zh) * 2016-08-23 2016-11-09 牛猛 一种循环运输的轨道交通系统的运输方法
CN106080616B (zh) * 2016-08-23 2018-01-16 牛猛 一种循环运输的轨道交通系统的运输方法

Also Published As

Publication number Publication date
FR2220408A1 (fr) 1974-10-04
JPS5316970B2 (fr) 1978-06-05
JPS5026209A (fr) 1975-03-19
DE2411241B2 (de) 1980-09-11
FR2220408B1 (fr) 1976-10-08
DE2411241A1 (de) 1974-09-26
DE2411241C3 (de) 1981-04-16

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