WO1995013948A2 - Perfectionnements apportes aux transports - Google Patents

Perfectionnements apportes aux transports Download PDF

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Publication number
WO1995013948A2
WO1995013948A2 PCT/GB1994/002510 GB9402510W WO9513948A2 WO 1995013948 A2 WO1995013948 A2 WO 1995013948A2 GB 9402510 W GB9402510 W GB 9402510W WO 9513948 A2 WO9513948 A2 WO 9513948A2
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WO
WIPO (PCT)
Prior art keywords
vehicles
track
computer
convoys
selector
Prior art date
Application number
PCT/GB1994/002510
Other languages
English (en)
Other versions
WO1995013948A3 (fr
Inventor
Francis Cyril Perrott
Original Assignee
Francis Cyril Perrott
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
Priority claimed from GB939323639A external-priority patent/GB9323639D0/en
Priority claimed from GB9418791A external-priority patent/GB9418791D0/en
Application filed by Francis Cyril Perrott filed Critical Francis Cyril Perrott
Priority to GB9609683A priority Critical patent/GB2299064A/en
Priority to AU10308/95A priority patent/AU1030895A/en
Publication of WO1995013948A2 publication Critical patent/WO1995013948A2/fr
Publication of WO1995013948A3 publication Critical patent/WO1995013948A3/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B1/00—General arrangement of stations, platforms, or sidings; Railway networks; Rail vehicle marshalling systems
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B7/00—Switches; Crossings

Definitions

  • My invention relates to railways, and other forms of guided vehicular transportation.
  • CAR Compact Automatic Railways
  • the requirements are high capacity in relation to the land used, a "passenger orientated” operating strategy (this means minimal waiting or changing or intermediate stops), unobtrnsiveness and affordable costs.
  • My invention relates primarily to such CARs, enabling them to operate "Convoys" of separate independently routed automotive vehicles, instead of coupled trains. Its object is to enable them to do so in a manner the better to meet those above requirements.
  • This concept has five stepping stones for crossing a single river; complementary inventions give synergy. Perhaps the major area is a convoy operation. This is complemented by special railway switching, by electronic controls, both for convoys as such and for individual vehicles operating in convoys, by hydraulic damping within such convoys and by tramlines especially for their use.
  • Convoys are known, but only for vehicle steered by horizontal guide wheels.
  • a system of routing railways without moving points This is designated “Track Selection” (alias “On-Board Switching”). It makes Convoy Rail possible.
  • Computer Convoys allocated on a computer map and scheduled to coordinate departures, joining up, diverging, crossing and the like. Means is provided to keep “Traffic Convoys” within them.
  • a novel tramline for light vehicles which can be manufactured, and installed at a fraction of the usual cost.
  • PRT Personal Rapid Transit
  • Its track costs appear to be approximately 1/lOth of PRT's, elevated compared to elevated, or 1/100th comparing Convoy Rail's ground level rails with PRT's necessarily elevated track.
  • Convoy Rail is a “Key Technology”, any railways can use. “Convoys” is an even more versatile technology. Indeed, much of it is applicable to road, monorail, people movers and the like as well.
  • Fig 1 is a plan view of a turnout for track selection.
  • Fig 2 is a transverse section through on board track selection mechanism.
  • Fig 3 is a plan, showing the elimination of the special clearances.
  • Fig 4 is a transverse cross section through selection mechanism and its associates rails.
  • Fig 5 is a plan showing stock rails 1 and 2, and fixed points 3 and 4.
  • Fig 6 is a simplified section through track selection mechanism, when in approximately the plane 31-32.
  • Fig 7 is a side elevation of portions of a bogie.
  • Fig 8 is a diagrammatic transverse view.
  • Fig 9 is a scrap section to illustrate the redundant disengagement mechanism, not to scale.
  • Fig 10 is a diagrammatic plan of a turnout.
  • Fig 11 is a plan, showing through-line passing off-line station.
  • Fig 12 is a plan showing main line 59-60 passing turnout 61-62.
  • Fig 13 is a plan, showing a station with platform.
  • Figs 14 shows one of the simplest applications this invention, with a convoy 81 and 82 moving off, and leaving 83 to 86 to move along.
  • Fig 15 is a plan, showing unidirectional tracks, 89 and 90, joining platforms 91-94, with junctions 95 and 96 each end.
  • Fig 16 is a diagrammatic plan of real track, 99 and associated computer map 100.
  • Fig 17 shows the principal members provided for program- ⁇ ng
  • Fig 18 is a plan showing means of position information
  • Fig 19 is an elevation, of position measuring means.
  • Fig 20 is a side elevation showing bridging dampers for two abutting vehicles 137 and 138.
  • Fig 21 represents a typical bridging damper hydraulic circuit.
  • Fig 22 shows a section through a rail and implant.
  • Fig 23 is a longitudinal scrap section through a beam 167, showing piles such as 168 and 169
  • a railway system comprising a plurality of self driven cars, electronically operated track selection means on board the cars, and a track system over which they route themselves.
  • a junction with two point rails permanently fixed in the open position and a vehicle or vehicles which are provided with on board “Track Selection” means, electronically controlled and operable to select pre select and guide the vehicle the right and or the left hand side of the said junction.
  • FIG 1. This is a plan view of a turnout, in accordance with this feature.
  • Stock rail 1 leads to the turnout, and stock rail 2 to the main line. Points 3 and 4 are fixed, remaining open at all times.
  • the necessary check rails 5 are also provided.
  • the running rails are divided at 6 and 17, to allow the flanges of the track selection wheels to pass through them.
  • Fig 2 is a transverse section through on board track selection mechanism, 7. This is situated between and above the rails carrying the vehicle, e.g. central to a four wheel bogie.Track selection wheel 11 is free to rotate about trunnion mounted shaft 20, axis 12-13. It is shown, Fig. 2, engaging selection rail 14 (see also Fig 1) leading to the right (vehicle moving from left to right of Fig 1 and into the paper, in Fig 2). It will be seen that this holds the vehicle or bogie to the position leading to the right. Note also that the trunnion stop 21 abuts fixed stop 22, being held in engagement by the lateral load imposed on the selection wheel by the rail
  • Selection wheel trunnion, 23, is itself rotatable about longitudinal shaft
  • the selection wheel may be brought to the position corresponding to the broken line to the left, whereby it engages selector rail 16, which locks it in place, and whereby the transverse load imposed by said rail holds trunnion stop 24 in engagement with fixed stop 25, constraining the vehicle to the left and leading into the turnout.
  • Rails 14 and 16 are inclined, as shown, so that proper bearing surfaces are provided for the selector wheel and the geometry is worked out so that the selector wheel is not substantially loaded until adequate rail width is engaged.
  • the special clearance needed for the selector wheel to pass through the support (i.e. ordinary) rails may be eliminated.
  • Fig 3 is a plan, showing the elimination of the special clearances, referred to above.
  • Fig 4 is a transverse cross section through selection mechanism and its associates rails.
  • the selection rails, 16 and 14 are mounted upon pad pieces, such as 18, above the level of the sleeper, so that the running surfaces are higher than those of the rails at the side.
  • the track selection wheel being properly raised to suit the surfaces of the selection rails, can pass clear above the surfaces of either support rail (the side rails).
  • the clearance is marked 19.
  • Fig 3 shows how, the support rails are simpler and stronger, due to their not having to be cut, as in Fig 1. It will be seen that this feature requires the tops of the selection rails to protrude above the level of the support rails. This may sometimes be inconvenient (e.g. when tramlines are used, and the support rails are at the road level. Accordingly, this invention provides another feature which eliminates this drawback.
  • Fig 5 is a plan showing stock rails 1 and 2, and fixed points 3 and 4 and rails 29 (leading to main line) and 30, leading to turnout.
  • Fig 6 is a simplified section through track selection mechanism, when in approximately the plane 31-32.
  • the selection wheel being preset to select left or right, constrains the bogie or vehicle to the left or right, whereby the support wheels engage either the rails 29 and 2, or the rails 30 and 1.
  • the trunnion member 23 may be spring loaded so that, in the absence of constraint from the operating mechanism, the selector rail 20 automatically returns to the horizontal, or neutral position.
  • Vehicle approaches divergent junction with selector wheel held horizontal, by said spring loading.
  • the actuating force is caused to cease.
  • the selector rail cannot retreat, because the rail holds in position. Thus it does its job, leading the vehicle to the left or right. Then the selector rail is discontinued, and the selector wheel automatically springs upwards, to the horizontal position. Having thus set the support wheels on the right track, the selection mechanism is normally caused to take up a neutral horizontal position, which it retains until it is required to preselect for the next divergent turnout (convergent turnouts, or trailing points, do not need the selection rail). However, if the spring loading mechanism failed, leaving the selector wheel in the active position, it might subsequently engage one of the support rails, causing damage or a derailment.
  • the rails 1, 29, 30 and 2 are elongated enough to provide ample time for said selection wheel to be moved to the horizontal, neutral position.
  • “disengagement rails” 27 and 28 are provided. These are shaped to engage the outer surface of the selection wheel, pushing it into the disengaged position, as shown in Fig 6. It will be seen that, once thus pushed into disengagement, it may be kept clear of the rails by means such as friction, or a detent, until next required.
  • the disengagement rails have overlapping active zones, but they are successive, as the vehicle moves, so that if, for example the wheel was in the "select right” position, it is pushed completely across to the left, and is then clear the second disengagement rail, 28. Similarly, if in the select left position, it initially clears the disengagement rail 27, but is subsequently pushed right across by rail 28.
  • a further optional track selection mechanism as shown in Figs 7 to 10.
  • Fig 7 is a side elevation of portions of a bogie, showing support wheels 35 and 36, support rail surface 37, and effective track selection wheels 38 and 39.
  • Fig 8 is a diagrammatic transverse view, showing support wheels 35 and 40, support rail surfaces 37 and 41 and track selection wheels 38 and 42, mounted on opposed crank pins 43 and 44, on transverse two throw crankshaft, 45.
  • Fig 9 is a scrap section to illustrate the redundant disengagement mechanism, not to scale, showing cut away support rail 45, portion of support wheel 35 and disengagement rail 46.
  • Fig 10 is a diagrammatic plan of a- turnout, showing stock rails 1 and 2, as above, and two points of engagement of the two disengagement rails, as arrows 34 and 35.
  • SUBSTfTUTE SHEET (RULE 26)
  • the two throw crankshaft is provided with spur wheel 47, bearings 48 and 49 and screwed nut member 50.
  • Electronicaly controlled motor (not shown)m operates through the spur wheel, to rotate the crankshaft, well before a turnout, to bring the desired track selection rail to the lower position. Then, on reaching the turnout, it engages the outer surface of the appropriate stock rail (arrow 39 or 40) and guides the bogie through the turnout. Subsequently, the normal procedure is to rotate the crankshaft, bringing the two cranks to the horizontal position, with both selection wheels disengaged.
  • disengagement rails one of which is 46.
  • the appropriate disengagement rail engages the outside of the appropriate selection wheel, at a position when the rail head of the support rail is appropriately narrowed.
  • the disengagement rail bodily pushes the selection rail to the right (as shown in Fig 9, and with it the crankshaft and the other wheel. In sliding through the nut member, it is rotated, withdrawing the selection wheel, so that it reaches a safe position above the upper surface of the support rail.
  • the selection wheels are operated in good time, and an emergency stop is automatic, should they fail to reach the correct engagement condition.
  • FIGs " 14 and 15 show one of the simplest applications this invention.
  • Track Selection rail-vehicles such as of 81 to 86 queue for passengers at a station, bringing the front of the leading vehicle to the marker 88. They are all automotive, but not coupled together.
  • Passengers admitted from the right, board the nearest vehicles first. Means is provided to detect them when they get in, and occupied vehicles such as 81 and 82, move off at frequent intervals, say every 15 seconds. They remain together as a convoy and the remainder of the vehicles waiting at the station then move up to the marker 88.
  • Computer Convoys are scheduled by computer on a “Computer Map” held therein and means is provided whereby “Traffic Convoys” of real vehicles are caused to conform thereto.
  • Means is provided whereby the position of an individual vehicle is individually controlled, within said Traffic Convoy.
  • Track Selection obviously lends itself to computer control. If, there is a microcomputer on board a vehicle, then that microcomputer can be caused to route the vehicle and control its speed, giving it a good deal of the route choice freedom of an automobile.
  • a further advantage of Track Selection is that the mechanism requiring maintenance is all on board: maintained in depot, without shutting down the line.
  • the chief advantage is that it becomes possible to verify that the Track Selection mechanism has operated properly, and to stop before the junction if necessary, without widely separating two consecutive vehicles which are differently routed. This applies to individually automotive vehicles as well as to trains and it enables "Traffic Convoys" of individually automotive and self routing vehicles to replace coupled trains, giving a better service.
  • SUBSTITUT ⁇ SHEET (RULE 26) For off line stations, through traffic not stopping there can exceed the capacity of any one station. Due to the absence of moving points, Traffic Convoys can be more frequent than trains and means may be provided, whereby a vehicle or a Traffic Convoy can leave an off line station to join another passing Traffic Convoy.
  • Said “Computer Map” may comprise a digital representation to scale within the computer concerned. Characteristically it holds enough information concerning the real track layout, to carry out the functions of a map and receives the required information to represent real vehicles thereupon.
  • the said computer may be mounted beside the track and designated the "Central Control Unit” or “CCU”. It may be communicated additional information, relating to gradients, safe speed and the like. Also continuously updated information on the condition of (defects or otherwise) and weather currently being encountered by vehicles in transit.
  • Computer Convoys may be scheduled and coordinated for starting, stopping and joining together end to end with other Computer Convoys; diverging laterally from them and safely crossing a line carrying one or more of them in a different direction at the same level.
  • Means is provided to restrict Traffic Convoys to the space within Computer Convoys and thereby to ensure safety, but at the same time, to provide a pair of end to end or side by side Computer Convoys, when and where required, with means whereby said vehicles can then be transferred from one to the other, to provide freedom of individual routing, always within scheduled convoys.
  • Fig 11 is a plan, a portion of a computer map, showing through-line passing off-line station, 52. Travelling from right to left, Computer Convoys 53 and 54 by-pass said off line station and Computer Convoy 55 is accelerating away from the station to merge onto the main line, into the space between 53 and 54.
  • Computer Convoys 53 to 55 respectively contain representatiOons of Traffic Convoys 56 to 58. Means may be provided to keep individual vehicles within such Traffic Convoys close to each other without shock and to close up each Traffic Convoy to the front of a separate Computer Convoy.
  • Fig 12 is a plan, a portion of a computer map, showing main line 59-60 passing turnout 61-62.
  • Fig 13 is a plan, another section of a computer map, showing a station with platform 75 extending from 76 to 77.
  • a static Computer Convoy extends from 76 to 77 and contains representations of vehicles waiting at the platform. From this, Computer Convoys such as 78-79 periodically depart as shown, with representatioOns of Traffic Convoys such as 80 and 81 therein. Arriving Computer Convoys join onto the rear portion of the static Computer Convoy and traffic convoys are caused to close up their vehicles so that the representative computer convoys are closed up, with vehicle representations at the front. When the vehicle representations have all moved along in to the one in front, each arriving Computer Convoy is eradicated.
  • FIG. 14 This is a side elevation, showing Traffic Convoys, 81-82 and 83-86, uncoupled, but fitted with "Bridging Dampers” such as 87 and 88.
  • Fig 15 is a plan, showing unidirectional tracks, 89 and 90, joining platforms 91-94, with junctions 95 and 96 each end, with sidings beyond them. Vehicles not immediately needed remain in the sidings, and those already there may move along to make room for them. When the queue of cars at any platform all move off, fresh cars move down from the siding. There is virtually no waiting and passengers can be taken away as rapidly as they can arrive.
  • Fig 16 is a diagrammatic plan of real track, 99 and associated computer map 200.
  • the lengths corresponding to the Computer Convoys are designated 100-108.
  • These contain real vehicles, such as 119.
  • Said vehicles each carry an on board computer, designated the “Vehicle Control Unit” ("VCU), which is joined by a telecommunication links such as 120 to "Central Control Unit” (trackside computer, "CCU”) such as 121, causing it to retain a symbol, 122, representing said real vehicle on said computer map.
  • VCU Vehicle Control Unit
  • Central Control Unit trackside computer, "CCU”
  • Such representations age similarly generated for each real vehicle, on the said computer map.
  • Computer Convoys are controlled and “driven” by a real time clock and computer software and are coordinated to maintain safe movements without waiting.
  • Block control has neither the accuracy, nor the continuity, to meet these requirements. Furthermore, vehicle following is unsafe for long convoys. Accordingly, another feature of this invention provides something safer, simpler and more accurate than block control, with no wires, no breakers and inherently fail safe.
  • Every vehicle is provided in advance with a programme or programmes for its journey. This may comprise consistent and continuous commands for time elapsed, position, velocity and acceleration. These are designated "Commanded Status".
  • Every vehicle may be provided with accurate and continuous means to measure time elapsed (synchronised real time clock), position (electronic counting of close pitched track markers), velocity (change in position divided by time) and acceleration, or deceleration (change in velocity divided by time). These are designated "Real Status”.
  • Means is also provided continuously, or practically continuously, to monitor Real Status against Commanded Status and automatically to provide Negative Feed Back, whereby said vehicle is caused to modify its real status in order to conform to Commanded Status.
  • Fig 17 shows the principal members provided for programing.
  • the Central Control Unit (“CCU) 123, holds detailed programmes for a plurality of different possible journey in the system concerned. Although digital, these are graphs, for practical purposes, providing the Commanded Status.
  • Each vehicle carries its own Vehicle Control Unit ("VCU"), such as 124 to 28. These are computers, with synchronised real time clocks. Two way telecommunications links, such as 129, join each VCU to the CCU.
  • VCU Vehicle Control Unit
  • Two way telecommunications links such as 129, join each VCU to the CCU.
  • the CCU transfers the programme to the VCU.
  • a handshake sequence In transit, a handshake sequence provides fail safe coordination.
  • the CCU compares this with its own Commanded Status, as transmitted. Thus its response will contain the Negative Feed Back correction to Commanded Status. Simultaneously, the VCU also compares Real and Commanded Status and figures out its own version of the required negative feed back.
  • the VCU compares its own with the CCU Negative Feed Back, and then executes it, if compatible, or queries it, if not.
  • Fig 18 is a plan showing means of position information.
  • Fig 19 is an elevation.
  • Fixed mild steel strip 129 is parallel to the rails. It has punched holes, such as 130 regularly pitched. It branches when the track branches, and may be secured to the sleepers, between the rails.
  • markers may be used; e.g counting white marks on sleepers optically or counting hob nails driven into the sleepers, inductively or magnetically.
  • joints between rails may be counted, with oddometer interpolation.
  • Quicker response may be provided, when forming convoys, by a short range direct distance measurement, such as ultrasonic or radar, to give the homing vehicle, which is presumed to be the rear one, a direct reading of its distance from the vehicle in front. This is to help forming convoys quickly and without shock.
  • a short range direct distance measurement such as ultrasonic or radar
  • Bridging Dampers are needed, for several reasons. A vehicle can rapidly be brought to within about 600mm of that in front, but to establish buffing, without shock, takes a good deal longer. Without bridging dampers, the convoy is at risk, during this period. In any case should an accident occur, the total space between the vehicles of a long convoy, may become dangerous.
  • Figs 20 is a side elevation showing bridging dampers for two abutting vehicles 137 and 138. Rubber coated buffer heads 139 and 140 are extended on rams 141 and 142 from pistons 143 and 144 which are slideable in cylinders 145 and 146, which are filled with pressurized hydraulic fluid as at 147 and 148. Buffing springs, 149 and 150 limit the travel, but are not in contact until the end of the stroke is reached.
  • Fig 21 represents a typical bridging damper hydraulic circuit.
  • Initial depression of buffer head 149 starts with piston 150 at the left hand end of cylinder. Hydraulic fluid is displaced through port 152. Some of this returns through port 160, but the right hand side of the piston has more effective area, and so a net flow is displaced to pilot cylinder 153, where it lifts leaky plunger 154 against spring 155.
  • Through port 157 said fluid reaches pressurized fluid reservoir 158. Pressure is maintained by an inert gas admitted through pipe 159. Meanwhile, fluid replenishes the left hand end of the cylinder through port 160.
  • This invention may need tramlines, and these are commonly very expensive indeed, both to buy and to install. This high cost is due to two reasons, as follows:-
  • the traditional rail profile has to be hot rolled, thick and heavy.
  • an improved tramline which is inexpensive and easy to install.
  • the cardinal cause of expense is mass of steel required to dissipate relatively high Hertzian pressures away from the point of contact, wheel- to-rail, into the compressible soil.
  • Fig 22 shows a section through a rail and implant, according to this feature.
  • Rail 164 is a cold rolled section, symmetrical in form, to facilitate bending, and one side supports wheel 165. It is. embedded in concrete 166, in milled grove 167. Typical reinforcing bars are shown as 168.
  • Fig 23 is a longitudinal scrap section through a beam 167, showing piles such as 168, which penetrate into the subsoil and maintain the gauge. The head of the pile is high enough to be automatically cast into the beam. Now the fault of this design would be that Hertzian stress from the point of contact would repeatedly induce extension of the inner surface of the rail, at 169, causing fatigue in shear, of the concrete bond, and ultimately loosening the rail.
  • cavities in the concrete are deliberately left at 170 and 171. Holes are provided at 172 and 173, through which mortar or epoxy resin are subsequently forced.
  • the epoxy has a lower Young's Modulus than the steel, through which the shear force is applied, and consequently there would be no tendency to shear.
  • the reinforce concrete is stiff enough, judged as a beam, to transmit the load to the soil.

Abstract

On a visé à résoudre le problème des embouteillages dans les grandes villes à l'aide de liaisons rapides reliant au centre de celles-ci des parkings de dissuasion, et de liaisons de dérivation à chaque extrémité de ces liaisons. Dans un premier temps, on équipe des chemins de fer automatiques compacts (CAR) d'un système de 'sélection de voie' (ou de 'commutation à bord'). Une roue sélectrice est montée au milieu du fond de chaque véhicule et pivote entre les deux positions représentées, dans lesquelles elle entre en prise avec l'un ou l'autre de deux rails de présélection (14 ou 16) destinés à guider le véhicule vers la droite ou vers la gauche. La distance d'arrêt nécessaire aux véhicules demeure inchangée lorsque le mécanisme fonctionne, mais les rames peuvent se séparer latéralement au niveau des aiguilles (les deux côtés sont ouverts). Les chemins de fer (CAR) de ce type doivent être construits de neuf, ils sont commandés manuellement ou par ordinateur, et ils assurent un service direct sans escales à guidage personnalisé du début à la fin. On peut construire à l'extrémité intérieure un chemin de fer du type 'réseau de distribution' suivant le même système et partant d'une seule station pour s'étendre à la manière d'un système dit de 'transport rapide personnalisé'. Cependant, il peut être surélevé, construit au niveau du sol et/ou construit en passage fermé dans des tunnels. Dans un premier temps, les CAR trouvent application dans les aéroports, les zones commerciales ou analogues.
PCT/GB1994/002510 1993-11-16 1994-11-14 Perfectionnements apportes aux transports WO1995013948A2 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
GB9609683A GB2299064A (en) 1993-11-16 1994-11-14 Improvements in or relating to transportation
AU10308/95A AU1030895A (en) 1993-11-16 1994-11-14 Improvements in or relating to transportation

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
GB9323639.6 1993-11-16
GB939323639A GB9323639D0 (en) 1993-11-16 1993-11-16 Convoy rail
GB9418791A GB9418791D0 (en) 1994-09-17 1994-09-17 Convoys
GB9418791.1 1994-09-17

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Publication Number Publication Date
WO1995013948A2 true WO1995013948A2 (fr) 1995-05-26
WO1995013948A3 WO1995013948A3 (fr) 1995-06-15

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GB (1) GB2299064A (fr)
WO (1) WO1995013948A2 (fr)

Cited By (5)

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EP0867352A1 (fr) * 1996-10-02 1998-09-30 Mitsubishi Heavy Industries, Ltd. Procede de commande automatique de la translation d'un vehicule
CN104494606A (zh) * 2014-06-09 2015-04-08 冯树彬 不停车搭乘轿车的环形电动列车
CN105015553A (zh) * 2014-04-30 2015-11-04 赵志刚 一种铁路列车连续运行方法及其铁路列车和铁路设施
CN108639067A (zh) * 2018-06-22 2018-10-12 中铁第四勘察设计院集团有限公司 一种轨道交通侧岛结合接轨车站结构
EP4335714A1 (fr) * 2022-09-09 2024-03-13 ottobahn GmbH Aiguillage passif pour système de trafic sur rails, châssis pour système de trafic sur rails et système de trafic sur rails

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FR1604423A (fr) * 1968-12-20 1971-11-08
US3780666A (en) * 1970-07-24 1973-12-25 Manor House Transportation
US3811616A (en) * 1970-08-20 1974-05-21 R Lashley High speed train track
FR2130222A1 (fr) * 1971-03-26 1972-11-03 Messerschmitt Boelkow Blohm
US4791871A (en) * 1986-06-20 1988-12-20 Mowll Jack U Dual-mode transportation system
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Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0867352A1 (fr) * 1996-10-02 1998-09-30 Mitsubishi Heavy Industries, Ltd. Procede de commande automatique de la translation d'un vehicule
EP0867352A4 (fr) * 1996-10-02 1999-06-30 Mitsubishi Heavy Ind Ltd Procede de commande automatique de la translation d'un vehicule
US6138064A (en) * 1996-10-02 2000-10-24 Mitsubishi Heavy Industries, Ltd. Method of automatically controlling traveling of vehicle
CN105015553A (zh) * 2014-04-30 2015-11-04 赵志刚 一种铁路列车连续运行方法及其铁路列车和铁路设施
CN104494606A (zh) * 2014-06-09 2015-04-08 冯树彬 不停车搭乘轿车的环形电动列车
CN108639067A (zh) * 2018-06-22 2018-10-12 中铁第四勘察设计院集团有限公司 一种轨道交通侧岛结合接轨车站结构
CN108639067B (zh) * 2018-06-22 2023-05-16 中铁第四勘察设计院集团有限公司 一种轨道交通侧岛结合接轨车站结构
EP4335714A1 (fr) * 2022-09-09 2024-03-13 ottobahn GmbH Aiguillage passif pour système de trafic sur rails, châssis pour système de trafic sur rails et système de trafic sur rails
WO2024052523A1 (fr) * 2022-09-09 2024-03-14 Ottobahn Gmbh Dispositif d'aiguillage passif pour un système de trafic ferroviaire, bogie pour un système de trafic ferroviaire et système de trafic ferroviaire

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GB2299064A (en) 1996-09-25
AU1030895A (en) 1995-06-06

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