WO1993011016A1 - Systeme de transport - Google Patents

Systeme de transport Download PDF

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Publication number
WO1993011016A1
WO1993011016A1 PCT/DE1992/000970 DE9200970W WO9311016A1 WO 1993011016 A1 WO1993011016 A1 WO 1993011016A1 DE 9200970 W DE9200970 W DE 9200970W WO 9311016 A1 WO9311016 A1 WO 9311016A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
energy
transport
magnetic track
driving
Prior art date
Application number
PCT/DE1992/000970
Other languages
German (de)
English (en)
Inventor
Michael Titze
Original Assignee
Michael Titze
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Michael Titze filed Critical Michael Titze
Priority to EP92923492A priority Critical patent/EP0613433A1/fr
Priority to JP5509691A priority patent/JPH07503681A/ja
Publication of WO1993011016A1 publication Critical patent/WO1993011016A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B15/00—Combinations of railway systems

Definitions

  • the invention relates to a vehicle system for the transport of people and goods, which has at least one fixedly installed travel carrier for transportation on a rail by means of devices installed in the vehicle or a drive mechanism for driving in road traffic.
  • the part of the magnetic levitation train is used in vehicles both in the field of local passenger transport (magnetic levitation train) and in the field of passenger transport (Transrapid), but in larger dimensions.
  • the previous applications have been limited to test sections, since a convincing, integrated solution has not yet been found.
  • a major disadvantage of the magnetic transport systems used hitherto is that the operator has to make substantial investments for the rail system and vehicles alone and the user is bound to the rigid operating system of public transport.
  • the utilization of the routes is extremely uneconomical and only takes place with large transport units, which are also underutilized. The use by multiple vehicle owners is not practiced to a significant degree.
  • the object of the present invention is therefore to construct a transport system of the type mentioned in the introduction in such a way that the environmental compatibility and the ease of use are improved.
  • the vehicle is designed as an individual vehicle which has an interchangeable energy block to enable road traffic, which can be stored in the area of coupling points of the driving girder and regenerated in the area of coupling points of the driving girder and that the vehicle after threading onto the drive beam after passing through the coupling switch by means of magnetic fields acting either on the drive beam or in the vehicle on the mounting rail, can be accelerated to areas of high speed and after being pulled out of the driving rail can be driven by another drive system.
  • the vehicle has a size dimensioning that corresponds to a conventional passenger car.
  • This design of the vehicle makes it possible to use both conventional production systems for production and to use conventional roads to guide the incoming and outgoing traffic to the rail.
  • Such vehicles can be manufactured in large numbers due to their structure at prices which are lower than those of conventional passenger cars which are only driven by a high-performance internal combustion engine become. This makes it possible to ensure a very high level of acceptance of the transport system.
  • each vehicle is equipped with an on-board computer that performs a number of operating and control functions.
  • the on-board computer can select the cheapest route depending on the respective boundary conditions and provide information about a current location.
  • the on-board computer takes over the control of the vehicle to the destination and the exchange of information with higher-level operating systems.
  • the onboard computer can also perform the coordination ofharafunktionei ⁇ "during operation with the second drive system.
  • a superordinate control system which controls threading and unthreading processes and specifies respective traffic routes depending on regional traffic route loads.
  • traffic densifications which would be caused by accidental vehicle agglomerations, can be avoided by predictive traffic control.
  • the superordinate control system thus ensures high transport speeds and thus shorter travel times, which makes the transport system superior to all conventional means of transport.
  • the possibilities of another preferred embodiment allow use for local public transport.
  • a number of vehicle elements coupled to one another are provided, which are not all must be equipped with a drive element.
  • Driven vehicle elements in front and behind take over line, drive and braking.
  • the individual vehicle elements have a somewhat larger dimensioning than a passenger car. They are variable in length and have several seating elements.
  • the advantages of this system are an individual driving experience for the user, quick and uncomplicated adaptation of the total transport space requirement to the respective requirement, since vehicle elements can theoretically be coupled and uncoupled at each station and the shared use of the rail system for local public transport and individual users , which means an effective utilization of the lane.
  • the vehicles for local public transport do not have to be designed for high speeds in accordance with their intended field of use, which means that the production costs can be reduced.
  • a preliminary planning, billing and control of the transport services is possible via the computer system and individual coding systems.
  • a further preferred embodiment provides for the individual transport of raw, auxiliary, semi-finished and finished products between operating or service areas, which is coupled individually or by several identical vehicle elements.
  • the size of rails and vehicles are adapted to the part sizes to be transported, they are based on the optimally calculated parts, lot or container data, a modular system in several sizes would be conceivable.
  • Advantages are fully automatic and individual transport options via manual control or via the computer-controlled coding system to any intended starting point within the company, in predetermined or free available, computer-route-optimized order.
  • the vehicles consist of the drive and locomotion mechanisms according to the invention and the receiving devices for the loads to be transported.
  • FIG. 9 shows a cross section through a vehicle which is moved by a traveling magnetic field generated in the vehicle
  • FIG. 11 shows a basic section of a possible modular system which, with appropriate arrangement of the wheels and the magnetic rail, can function in all spatial positions, as an open transport vehicle with a horizontal loading surface and a lateral support wall,
  • FIG. 12 shows a basic section of a possible modular system for bulk goods, which is functional in all spatial positions with a corresponding arrangement of the wheels and the magnetic rail, shown as an open transport vehicle with an outlet arranged on the right,
  • FIG. 16 top view of a possible modular system, according to FIG. 15, with a horizontally arranged loading area, in which the travel rail is arranged in the upper part of the transport vehicle,
  • FIG. 17 side view of a possible modular system, according to FIG. 15, with a horizontally arranged loading area, in which the running rail is arranged in the upper part of the transport vehicle,
  • the device for transporting people or goods essentially consists of a vehicle (1) and a magnetic track (2).
  • the vehicle (1) is provided with height-adjustable wheels (3) which are raised during transport along the magnetic track (2) to reduce air resistance and driving noise.
  • the wheels (3) can be lowered to enable contact with support elements (4).
  • the magnetic track (2) engages in the guide recesses (7) of the vehicle (1). It is a component of the carriage (6), which is connected to the supporting ground by means of stands (5) at a height of a few meters via appropriate fasteners.
  • Supply lines (8) for media can be laid along the magnetic track (2).
  • a drive, support and guide system (9) is provided to ensure adequate contact.
  • Seat elements (10) are arranged in an interior of the vehicle (8).
  • the wheels (3) can assume a raised positioning (11) and a lowered positioning (12).
  • FIG. 2 shows a cross section through an interchangeable energy block (13) to enable driving operation with the aid of a second drive system for road operation.
  • the vehicle (1) has an outer contour that corresponds to the inner contour of the Corresponding guide recess (7). After the vehicle (1) has been removed from the travel rail (6), it is therefore possible to insert the energy block (13) into the guide recess (7) and to establish the necessary detents and electrical connections.
  • the vehicle (1) is arranged in the area of a coupling switch. In the area of a rear (15), the vehicle (1) is still guided by the guide rail (6), but the wheels (3) have already assumed the lowered position (12) and touch the support elements (4). In the area of a bow (16) the vehicle (1) has already reached the area of a rapid positioning device (18) which provides the vehicle (1) with a regenerated energy block (13).
  • the mode of operation of the decoupling switch which consists of the total number of necessary devices, can be seen from FIG.
  • the energy blocks (13) are fed to the vehicle (1) with the aid of the swiveling rapid positioning device (18).
  • the wheels (3) are moved into the lowered position (-12), so that the vehicle (1) with the carrying elements (4) gains traction due to its own weight.
  • the movement of the vehicle (1) is optimized mathematically and is supported by the force effect on the inclined plane when the drive is changed.
  • the support elements (4) lead directly to the driveway (22) and the street.
  • the service station regenerates removed energy blocks (13) and stores them until they are reused.
  • Bearings (19), technological means of transport (20) and controllable locking devices (21) can be used for this purpose.
  • the vehicle (1) is designed as a sled vehicle.
  • a sledge vehicle is particularly suitable for the transport of goods, containers or conventional individual vehicles.
  • a control station (23) and a loading platform (24) are provided, which are suitable for receiving goods (25). In particular, that's about it thought of coupling at least two, each of which does not have to have its own drive.
  • FIG. 9 shows a basic cross section through a vehicle (1), which removes its drive energy inductively from current-carrying cables (34) of the vehicle (6); in FIG. 10, the current is drawn mechanically from busbars (26). Magnetic fields are generated in the vehicles (1) on the outer edges of the guide recesses (35) against the direction of travel of the vehicle (1) and are used for locomotion with respect to the travel carrier (6) serving as a secondary element.
  • FIG. 11 shows a possible variant of a transport system for the transport of loads in modular systems.
  • the sizes are graded in system sizes. This means that all weight and room sizes can be transported.
  • the carriage (6) can be installed in all angles and positions and can also be changed within the system.
  • the vehicle (1) however, must have a position when leaving the carrier (6), which grants the wheels (3) a ground grip, as shown in FIG. 3.
  • FIG. 12 shows a basic section of a bulk goods transporter.
  • the carriage (6) is on the left side.
  • the positioning of the driving beams (6), load bearing (31) and wheels (3) relative to one another is constructive, as with all transport systems according to the invention.
  • FIG. 13 shows, for example, the basic section of a load transport system with its loading opening at the top, and its drive carrier (6), control station (23) and wheels (3) lie in one plane.
  • the structural details of the modular system are designed according to the conditions of use.
  • FIG. 14 shows a further variant of the modular transport system.
  • the load holder (31) is adapted to the transport of liquid goods. Filling and emptying can take place during the journey with the help of a spiral course of the carrier (6) or by means of movable mounting of the load receiver (31) in relation to the vehicle underbody.
  • FIGS. 15, 16 and 17 show three representations of a further possibility of transporting loads. It is suitable, for example, for the transport of pallets and, after design adjustment, for the transport of containers. The carriage is in this. all above the load bearing (31).
  • care must be taken to ensure that transport vehicles of different purposes use the same standardized developers (6) and can use them at the same time.
  • Figures 18 and 19 illustrate the form of use of the transport system as a means of local transport. Two possible forms are shown.
  • the drive according to the invention is the same for all vehicles.
  • the outer contour of the bow (16) and stern (15) of the individual vehicles (1) should be matched to one another in such a way that when coupled together they result in the smallest possible air gap (29), but at the same time are movable relative to one another.
  • a half-shell (27) can be pivoted about a bearing (28), so that the half-shell which is thus bent backwards (27) results in a more favorable aerodynamic shape of the vehicle (1).
  • the possible position of the vehicles (1) results from the radii of the magnetic track (2) in the curves and up and downhill runs as well as from the air gap tolerances of the guide recesses (7).
  • Two seat elements (10) arranged side by side and / or one behind the other in two and four seat groups with different viewing directions are conceivable.
  • the same principles apply to long-distance public transport, only the interior fittings have to be adapted to needs.
  • FIGS. 20 to 23 Another form of use of the transport system is possible via passenger transporters in accordance with FIGS. 20 to 23. Hospitals, retirement and nursing homes, but also department stores, tourism and the entertainment industry could use the driving options, equipped with a seat element (10) and control element (30) or cabins.
  • the vehicles (1) can be conveyed along the travel rail (6) essentially at a constant speed after the necessary threading processes have been carried out.
  • the travel rail can have devices which provide fully electronically controlled, traveling magnetic fields and which can be switched on and off in sections in accordance with the requirements in order to save energy.
  • the traveling magnetic fields are used by the on-board computer-controlled drive, carrying and guiding system (9) located in the vehicle (1), which coordinates the operation of the vehicle (1) in coordination with the computer control system of the rail network.
  • vehicles (1) which have been accelerated on transition routes are moved forward on the magnetic track of the magnetic track (2) as on a continuous conveyor.
  • a further possibility of current consumption by the vehicle (1) can take place via devices for mechanical tapping (FIG. 10) of conductor rails.
  • the system of locomotion can then also be implemented using moving magnetic fields generated by the vehicle (1).
  • To increase the range at close range it is also possible to equip the vehicle (1) with an internal combustion engine instead of a battery.
  • an electric drive it is conceivable to use solar or fuel cell energy sources.
  • All of the driving beams of the system can also be equipped on the top with devices for energy generation. Energy values of one kilowatt per running kilometer are possible. In this way, a substantial part of the total energy requirement can be covered in an environmentally friendly manner in a composite circuit.
  • a pneumatic drive with pneumatic or starting and stopping coordination can also be provided for the vehicle (1).
  • Hydraulic and electro-mechanical functional systems are also conceivable.
  • current consumption via electrical contacts or via inductive coupling is also possible.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

Un dispositif de transport de personnes et de marchandises comprend au moins une piste magnétique (2) stationnaire pour le transport d'un véhicule (1) pourvu d'un dispositif de sustentation magnétique. Le véhicule (1) peut en outre comprendre un mécanisme d'entraînement pour la circulation routière. Le véhicule (1) est un véhicule individuel avec un bloc interchangeable générateur d'énergie (13) qui lui permet de circuler sur les routes. Le bloc générateur d'énergie (13) peut être enlevé du véhicule dans la zone d'une aiguille de couplage de la piste magnétique (2) et peut être monté sur le véhicule dans la zone d'aiguilles de découplage de la piste magnétique (2). Après avoir dépassé l'aiguille de couplage et s'être engagé sur la piste magnétique (2), le véhicule peut être accéléré par des champs magnétiques actifs le long de la piste magnétique (2) dans des zones de haute vitesse. Après avoir quitté la piste magnétique (2), le véhicule (1) peut être entraîné par un autre système d'entraînement.
PCT/DE1992/000970 1991-11-25 1992-11-20 Systeme de transport WO1993011016A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP92923492A EP0613433A1 (fr) 1991-11-25 1992-11-20 Systeme de transport
JP5509691A JPH07503681A (ja) 1991-11-25 1992-11-20 輸送装置

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DEP4133075.7 1991-11-25
DE4133075 1991-11-25
DEP4218001.5 1992-05-30
DE4218001A DE4218001C2 (de) 1991-11-25 1992-05-30 Transportsystem

Publications (1)

Publication Number Publication Date
WO1993011016A1 true WO1993011016A1 (fr) 1993-06-10

Family

ID=25907981

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE1992/000970 WO1993011016A1 (fr) 1991-11-25 1992-11-20 Systeme de transport

Country Status (5)

Country Link
EP (1) EP0613433A1 (fr)
JP (1) JPH07503681A (fr)
AU (1) AU2926592A (fr)
DE (1) DE4218001C2 (fr)
WO (1) WO1993011016A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1994021479A1 (fr) * 1993-03-22 1994-09-29 Palle Rasmus Jensen Unite motrice pour vehicule a deux modes de fonctionnement
US5813349A (en) * 1994-09-14 1998-09-29 Jensen; Palle Rasmus Transport system comprising a dual-mode vehicle and platform layout for said system
US5845583A (en) * 1993-03-22 1998-12-08 Jensen; Palle Rasmus Dual-mode transporation system and power unit
FR3070139A1 (fr) * 2017-08-16 2019-02-22 Daniel Moulene Systeme de transport automatique a grande vitesse

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5858568A (en) * 1996-09-19 1999-01-12 Ztek Corporation Fuel cell power supply system
DE19749957A1 (de) * 1997-11-03 1999-05-06 Klaas Vollbrecht Cityrapid: Fahrzeugsystem aus Monorail und Elektromobilen
DE10106233C2 (de) * 2001-02-10 2002-12-19 Mueller Michael Linearantrieb für Krane
DE10160247A1 (de) * 2001-05-25 2003-06-18 Sobolewski Walter Kombifahrzeug zur Nutzung auf Schienenwege
DE102004014413B4 (de) * 2004-03-18 2006-06-08 Walter Sobolewski Schienenweg für Fahrzeuge mit unterschiedlichen Fortbewegungsmitteln und Antriebssystemen sowie Fahrzeug zum Befahren des Schienenweges
CN1718468B (zh) * 2005-07-22 2010-04-28 吴少斌 用于汽车长距离运行的磁浮拖曳系统
DE102006028689B4 (de) * 2006-06-22 2009-12-17 Siemens Ag Vorrichtung zur Spurführung eines Straßenfahrzeuges

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2810964A1 (de) * 1977-03-15 1978-09-21 Torleif Schiander Sammelschienenbahn fuer den personen- und warentransport
DE3625912A1 (de) * 1986-07-31 1988-02-04 German Gresser Verkehrssystem der zukunft
US4791871A (en) * 1986-06-20 1988-12-20 Mowll Jack U Dual-mode transportation system

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2848599A1 (de) * 1978-11-09 1980-05-22 Licentia Gmbh Einrichtung zur befoerderung von nichtspurgebundenen verkehrsmitteln
DE3834211A1 (de) * 1988-10-07 1990-04-19 Noerrenberg Sudhaus Walter Vorrichtung zum transport von kraftfahrzeugen

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2810964A1 (de) * 1977-03-15 1978-09-21 Torleif Schiander Sammelschienenbahn fuer den personen- und warentransport
US4791871A (en) * 1986-06-20 1988-12-20 Mowll Jack U Dual-mode transportation system
DE3625912A1 (de) * 1986-07-31 1988-02-04 German Gresser Verkehrssystem der zukunft

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1994021479A1 (fr) * 1993-03-22 1994-09-29 Palle Rasmus Jensen Unite motrice pour vehicule a deux modes de fonctionnement
US5845583A (en) * 1993-03-22 1998-12-08 Jensen; Palle Rasmus Dual-mode transporation system and power unit
US5813349A (en) * 1994-09-14 1998-09-29 Jensen; Palle Rasmus Transport system comprising a dual-mode vehicle and platform layout for said system
FR3070139A1 (fr) * 2017-08-16 2019-02-22 Daniel Moulene Systeme de transport automatique a grande vitesse

Also Published As

Publication number Publication date
DE4218001C2 (de) 1994-09-08
DE4218001A1 (de) 1993-05-27
AU2926592A (en) 1993-06-28
JPH07503681A (ja) 1995-04-20
EP0613433A1 (fr) 1994-09-07

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