WO2003006299A2 - Systeme de transport pour passagers et marchandises ou conteneurs - Google Patents

Systeme de transport pour passagers et marchandises ou conteneurs Download PDF

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Publication number
WO2003006299A2
WO2003006299A2 PCT/BE2002/000118 BE0200118W WO03006299A2 WO 2003006299 A2 WO2003006299 A2 WO 2003006299A2 BE 0200118 W BE0200118 W BE 0200118W WO 03006299 A2 WO03006299 A2 WO 03006299A2
Authority
WO
WIPO (PCT)
Prior art keywords
transporter
guiding
certain
way
drive
Prior art date
Application number
PCT/BE2002/000118
Other languages
English (en)
Other versions
WO2003006299A3 (fr
Original Assignee
Ivo Van Ginderachter
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 Ivo Van Ginderachter filed Critical Ivo Van Ginderachter
Priority to AU2002320745A priority Critical patent/AU2002320745A1/en
Publication of WO2003006299A2 publication Critical patent/WO2003006299A2/fr
Publication of WO2003006299A3 publication Critical patent/WO2003006299A3/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/021—Measuring and recording of train speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L11/00—Operation of points from the vehicle or by the passage of the vehicle
    • B61L11/02—Operation of points from the vehicle or by the passage of the vehicle using mechanical interaction between vehicle and track
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/002—Control or safety means for heart-points and crossings of aerial railways, funicular rack-railway
    • B61L23/005—Automatic control or safety means for points for operator-less railway, e.g. transportation systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/023—Determination of driving direction of vehicle or train
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D1/00—Steering controls, i.e. means for initiating a change of direction of the vehicle
    • B62D1/24—Steering controls, i.e. means for initiating a change of direction of the vehicle not vehicle-mounted
    • B62D1/26—Steering controls, i.e. means for initiating a change of direction of the vehicle not vehicle-mounted mechanical, e.g. by a non-load-bearing guide
    • B62D1/265—Steering controls, i.e. means for initiating a change of direction of the vehicle not vehicle-mounted mechanical, e.g. by a non-load-bearing guide especially adapted for guiding road vehicles carrying loads or passengers, e.g. in urban networks for public transportation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L2205/00—Communication or navigation systems for railway traffic
    • B61L2205/02—Global system for mobile communication - railways [GSM-R]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L2205/00—Communication or navigation systems for railway traffic
    • B61L2205/04—Satellite based navigation systems, e.g. global positioning system [GPS]

Definitions

  • the invention provides in a transportation system for the transport of people, goods and containers over an own bed whereby a direct or indirect system of wheel guiding is responsible for the guiding and positioning of the driving wheels as to the drive way or bed, whereby at the same time between this bed and as to the aerial contact, each transporter is provided of an electrical supply.
  • Each transporter is provided of an independent electronic guiding system to make a position determination of the transporter as to the trajectory, as well as the position towards to the other transporters or strange objects over the trajectory to be followed, whereby each transporter can dispose of the data as to the directions to be followed, the velocities, destinations, etc.
  • the transporters can change of drive direction of the final destination without the intervention of the central traffic control for the movement of the switching devices.
  • the transporters which are provided of an electric power supply in connection with the electricity grid, dispose also over an independent driving system with limited driving distance, whereby the transporters can drive outside their own bed over a hardened terrain or field at, for instance the station or other places, with or without the help of an electronic guiding system, whereby the transporters are guiding automatically or not by means of a central control system or traffic guiding system or by means of an own independent automatic guiding control system.
  • transporter movements can at that moment be compared with a plane that beside its flying function, also is capable to taxi over an airfield.
  • an automatic electronic payment system will be used.
  • the transporters are also provided of an electronic detection system for the detection of strange objects or irregularities on the transporter drive-way surface, or at the level of level crossings, or the detection of other transporters on the trajectory, whereby automatically the drive speed can be adapted in function to these detected data, in consideration to increase the traffic safety as to a possible inattention of the engine driver.
  • the transporters stands in continuous contact with each other, for the inter-transmitting of their actual position, driving speed, detected irregularities over the trajectory, etc..
  • the transport system is moreover provided of an electronic guiding system about the wireless connection of several transporters to each other whereby one engine driver can guide several transporters to its destination.
  • an automatic data traffic system is used for the exchanging of the necessary container data about the displacements of the container onto a transporter platform, the container contents, client data, destination of goods, dimensions and type of the container, etc..
  • each train can be followed and represent by means of the traffic control by means of a signalization panel or screen.
  • a system is provided whereby the divided rail segments are protected by means of an electrical switch system whereby between the beginning and the end of each segment that is driven by the train, a relais or switch is activated by the metal train wheels that makes an electrical connection between both rails, whereby a short- circuiting occurs, whereby the relais of the next segment is switched and whereby a red stopping signal will be activated at the beginning of each segment, this to inform to the next train that there exists a train within the current segment or part.
  • a yellow signal is also activated, whereby the arriving train can previously adapt its speed. Also this electrical signal is send to the central traffic control center to enable it to follow up the train whereby according to the programmed trajectory, the consecutive switching device are automatically put in the right direction and blocked.
  • the relais also provides that within this segment all other signals of all the level crossings are red switched and all provided level crossings are closed. To avoid that a train passes too fast from one railroad segment to another and to avoid that it has to stop and start every time, in certain countries a computer calculates automatically which driving speed a train should have to pass from one railroad or segment to another, whereby this calculated driving speed is transmitted to the concerning train in the form of a coded signal though the rails.
  • a coil is installed under the train, whereby the code can be received by means of induction and can be transmitted to the engine driver. If the train does not respond to the driving speed adjustment, an automatic stopping code will put the train to stand still.
  • the train driving speed by means of the system of codes or frequencies whereby each frequence corresponding to a certain maximum driving speed, which are transmitted through the rails to the central traffic control, so, that the segments can be shortened in those only one train can be present.
  • the train will automatically stop and will follow its trajectory slowly, so that the train can stop for each light signal or irregularity, till the moment that the train can receive again the signals which will indicate its new maximum driving speed.
  • the train will transmit data to the transponder of the specific train code, as well as its actual driving speed and direction, the number of wagons, and the total train length. These data are transmitted to the central computer or traffic control center that receive the data of the several trains on the project. In function to these data it is established how close each train can drive and can be calculating which velocity curve as to the driving speed, acceleration and deceleration each train individually has to follow, this to provide a maximum of occupation on the total train trajectory. These data are transmitted by means of a central computer to each train individually.
  • the cells can be shortened, also in function to the distance between each transponder.
  • GSM-transmitting system to the traffic control center or to the trains in between.
  • the transmitting of the stopping signals by means of GSM or other transmitting systems is necessary at high speed trains, whereby a visual recognition of light signals along the train trajectory cannot be perceived in time to the train engine driver.
  • the GSM-system is also used for the automatic transmitting of train tariff adjustments to the available train card machines in the stations.
  • the taking of hills it is at present usual by train rails, except for the cogged railways and cable railways that are used in mountain areas, that hills can only be taken from 1 % till maximum 4 % on short distances.
  • the radius is bigger than 800 meter and minimum 2500 meter on main railways whereby velocities can be developed of more than 200 km per hour.
  • trains that can obtain a higher maximum driving speed need an usual distance of 30 km to be able to reach the 300 km /h, and a 5 km distance is needed to come to a stand still, whereby it is impossible to let stop such a train every 10 km without a high reduction of the average driving speed.
  • a very high energy is needed to obtain a train with a corresponding mass and previous established transport capacity to regain its maximum driving speed.
  • the passenger buys a train card by a booking office or machine, whereby the passenger can make the previously chosen trajectory within a certain time, but whereby no data are available as to the time that a passenger will enter the train or where this person will leave the train, as well as the passenger can be loose a certain time in buying such a card.
  • a season card it is currently not possible, in function to the use of a card to organize the passenger floats so, that each passenger can connect quickly to an additional transport system or can step over to another train or let stops a train in the next station in function of the number of waiting passengers.
  • the transport capacity per train track it is calculated in function to the previous days or statistics, how many passenger carriages are to be connected, this in function to the expected transport demand, whereby always an over-capacity need to be foreseen, or whereby the trains can be overfull as an result of a wrong calculation, and whereby on less busy moments a too low grade of occupation can exist, whereby an important lost of energy will occur.
  • drive the trains and control the train switching devices which are controlled by a central traffic control, also a certain distance reserves need to be foreseen between each train in function to the large braking distance of the trains, whereby the occupation grade and block lengths on a track have for this reason always a minimum length.
  • each level crossing will be always closed, whereby with an increase of the transport capacity over a certain trajectory it is necessary to chose always for larger trains, instead of more smaller trains, whereby the before said disadvantages will be even more, whereby in function to the efficiency, previous established halting places will be closed with an increase of the transport capacity.
  • the limitation of the amount of provided stops and stations has as an additional disadvantage that for many passengers an additional expensive transport is needed to a farther station, as well as the fact that the destination is situated on a larger average distance whereby the total cost price of the transport per passenger has increased and a higher environment disturbance is caused by the use of the personal transport, in general a car.
  • An additional disadvantage of metal rails is also, that by increasing of the environmental temperature, whereby irregularities from the rails on certain places can be exist, whereby a regular maintenance is needed. Moreover frost and snow can cause blockage of the switching devices or strange objects between the switching device elements can disturb the function.
  • An additional disadvantage of the present metal rails is, that trough the limited friction of the metal train wheels on the metal rails, only very limited hills can be taken, whereby expensive tunnels and viaducts are necessary to obtain a certain straight line and limited curving of the railway.
  • the braking distance will be 1 to 2 km whereby by a sudden appearing obstacle on the rail, this almost causes a collision.
  • the necessary to provided lateral space of motion of the trail wheels towards the rails whereby it is avoided that the sides of the wheels that secure the train against derailment, can touch the side of the rails too quickly, with as result that the wheels always will look to find to drive in equilibrium with the center of this metal rails, whereby the train makes a sinusoidal curve as to the rails and felt by the passengers as swings that are experienced as unpleasant.
  • An additional disadvantage of the rail system is, that in bends, and also on straight trajectories from time to time the upper side border of the trail wheels touch the rails, whereby large lateral forces are affected onto the rails, so, this limit the driving speed of the trains in bends, by also as to straight trajectories, in particular when the rails are not completely smooth or are not well maintained.
  • a new flexible transport system whereby more halting places can be taken over a certain track, without that the efficiency of the transport system becomes economically unprofitable. It is also important that by the use of the public transport system no valuable time is lost by the purchase of the cards or that not longer certain formalities must to be fulfilled for the transport of goods, thanks to an automation of the administrating functions.
  • the transport of goods in particular a synergy with the road transport is made possible, whereby a faster and more profitable collaboration can be created with the new public transport system, as well as made at possible by an excessive automation in the checking-in and treatment of the containers.
  • an important positive environment effect is aimed by the fact that the new transporters not only can realize a low average energy consumption by each passenger, but that this energy is created by electrical centrals that can use earth gas or natural energy sources, such as wind mills to create an important decrease of the emission of C02 gasses.
  • a new transport system whereby the synergy between the road and a new transport system is maximized.
  • the new transport system is closely connected to the road transport, whereby this new system can be integrated beside the existing road transport, for instance at both sides of the high ways or other roads, whereby hills and bends occur on the same level.
  • Each transporter possesses also an own independent driving and direction guiding system.
  • transporters can electronically be connected by means of a remote detection system, whereby the distance between the transporters can be controlled automatically, whereby each transporter over a short distance can be connected, for instance a few meters, or go in physical connection between each other, by means of for instance a pusher or shock absorber, whereby one engine driver can conduct several transporters.
  • a remote detection system whereby the distance between the transporters can be controlled automatically, whereby each transporter over a short distance can be connected, for instance a few meters, or go in physical connection between each other, by means of for instance a pusher or shock absorber, whereby one engine driver can conduct several transporters.
  • certain empty transporters will remain closed in the destination station so that no new passengers can get in, as these transporters can electronically be disconnected in a for this purpose provided halting places over the trajectory, being for instance a side track where these empty transporters connect to the already present waiting transporters or on certain places they automatically stand still without that the other transporters of the chain need to stop.
  • a signal will automatically be transmitted to one or more waiting transporters, so that these transporters can be connected automatically to the master transporter.
  • each engine driver has the possibility by means of a monitor to have a full view over the complete drive-way network, as a drive-way navigation plan programmed in the computer system.
  • the transporter can view its own position on the trajectory as well as the position of the other transporters on the trajectory. Additional available data are the identification data of the present transporters, the velocities of the transporters, the position of the level crossings, the allowed driving speeds on certain places over the trajectory, the position of the halting places, the position of the places where transporters can be automatic connected or disconnected with empty transporter units, etc...
  • the engine driver will be informed about the amount of waiting passengers in the next station and their desired destination, also the adaptions as to the driving speeds and certain irregularities are automatically transmitted to the engine drivers.
  • the engine driver will also send a signal to the next halting place or more in general to a central point where all the data coming from all transporters over one or more trajectories are gathered, as to the data in relation to the amount of free places on each transporter, whereby the passengers by means of a monitor in the station can determine when the next transporter will arrive and how many available places are provided.
  • the information as to the amount of waiting passengers in the next station, as well as in the next following stations, is also transmitted to the engine driver, as well as the waiting times and the destinations of the waiting passengers.
  • the information about the still available free places is obtained through the automatic card payment and control system or trough a detection system, being a photo-electrical system or pressure sensors installed in the passenger seat or seat suspension or other possible detection systems, or whereby the hostess by manual counting of the free seats inform the engine driver or whereby the hostess put all the information in a for this purpose provided control panel or portable system, so, that all this data are stocked and can be transmitted.
  • a system will be choosing with a central control system, whereby this system dispose of each transporter position, destinations, actual average driving speed and number of free seats over a certain trajectory, whereby in function to these data by means of a computer program it will be automatically calculated when and where an available transporter will drive to another halting place, whereby a maximum fluctuation will be obtained.
  • This central control system possesses so a higher decision grade towards the individual decision of the engine driver to take in or not a number of passengers, and will in function to the available information send a signal to each transporter to inform them to stop or not in the next station.
  • this control system it is calculated by which speed the transporters should pass over the trajectory in function to the various level crossings, so that the level crossings are only closed every 5 or 10 minutes, also in function to the traffic streams on each moment of the day and detected at the level of each level crossing. To be able to respect the time regulation at most, it will be automatically decided to transmit a signal to a transporter to stop at the next station whereby a few, just arrived waiting passengers can step in, or whereby a certain determined driving speed is transmitted to the concerning transporters, being increasing or decreasing of the driving speed, whereby it is avoided that a transporter must be stopped on certain level crossings and so extra energy is saved.
  • the engine driver by means of various electronic control systems has the possibility to know his own position over the track but also the position of each transporter on the drive-way trajectory, and moreover have disposal of the specifications of the drive-way trajectory to be followed as to the driving speeds to be applied, the switching devices or directions to be taken, etc., so, that the engine driver have the possibility to simple input the final destination of the transporter by means of a computer system, whereby the system automatically calculate which direction the transporter has to follow over which drive-way and switching devices to get to the final destination, the information of the maximum driving speed over each point of the trajectory, etc.
  • the wheel guiding system of the transporter will be changed automatically in the right drive-way direction, so that the transporter can take a switching device or exit in the wished direction without the intervention of the central switch post, whereby the system is in such comparable to the driving of a personal car or truck in a certain direction and can follow an individual switch in a certain direction.
  • the transporter is also equipped with a shock absorbing device of the wheel system in contact with the trajectory surface, but the maximum vertical wheel displacements of the shock absorbing device are chosen as small as possible, for instance about 5 cm, seen the fact that the trajectory surface in general is made equal or smooth in comparison to possible pits or thresholds that exist frequently on public roads, whereby also the transporter road or bed holding will increase strongly without a decrease of the travel comfort. Also is provided in the possibility to disconnect or locking temporarily at one or both sides of the transporter the shock absorber systems, whereby at the height of the small grooves or cut-outs in the drive-way surface, for instance at the height of a switching device, no shocks will be transmitted to the transporter main wheels thanks this temporarily locking system.
  • This disconnection or locking of the shock absorbing device will be automatically activated in function to the transporter position control system in function to the known location of these switching devices over the trajectory.
  • this will not impose any safety problem, also seen the fact that each transporter disposes also of a separate wheel guiding system, for instance by means of metal guiding wheels, as to the guiding of the driving wheels, that on their own in case of a leakage on a tire, are capable to provide for an extra suspension of the transporter mass.
  • the transporter can leave its own drive-way in the area of a station and so can drive over a hardened field or terrain of the station to drive to a stopping place by means of an electronic guiding system, guided automatically or not by means of a control center of the station whereby a central computer will take over temporary the driving of the transporter, or whereby the trajectory data to be followed are transmitted to each transporter, as each theoretical or imaginary trajectory can previously be appointed and provided of a code in relation to the trajectory.
  • the control system of each transporter disposed of all the data about all possible trajectories at these places or terrains and there respectively drive codes, whereby only this code is necessary to let drive a certain transporter as to a certain trajectory.
  • an important investment savage is made qua infrastructure investments as well as an important decrease in space of the full switch infrastructure around the station. Also one can always use switching devices, if wished for.
  • the transporter At leaving the station, the transporter will be automatically connected to a drive-way trajectory by means of an automatic wheel positioning system in accordance to the axis length of the drive-way trajectory.
  • each transporter is equipped with an independent driving unit with a limited action radius, for instance by means of a certain amount of batteries, that during the usual transporter rides are loaded.
  • a voltage inverter can be used to transform the grid vortage into the needed voltage to charge the batteries. This battery voltage can further more be transformed by use of a voltage inverter to de needed voltage to drive the main motors of the transporter. Otherwise, a separate mounted generator connected with the transporter wheels to provide the necessary battery charging tension.
  • a temporary kinetic driving system for the driving supply or gas or fuel cells, etc.
  • it will be automatically calculated in function to its actual driving speed in what time period the level crossing will be passed.
  • a transmitting system of the transporter for instance a GSM- transmitter
  • a signal will be send to the next level crossing or several level crossings, whereby each level crossing has a specific identification code, and by means of an electronic receiving device of the level crossing, it will transmit a confirmation signal to the transporter concerned.
  • the control unit of the level crossing will first control that the level crossing can be closed, particularly in function to the traffic floats that pass at that moment over the level crossing, and will in case of agreement, send a confirmation signal to the transporter with the indication of the time when the level crossing will be closed, so that the transporter can calculate if it has to stop or not before the level crossing and so will adapt its driving speed.
  • a signal of free passage will be sent to one or more transporters on the drive-way trajectory.
  • each following transporter knows precisely the position of the transporters before it, by receiving the position signals of each transporter by means of for instance a GSM- transmitter, as well as an independent distance-detection-measurement system of the transporter itself, the driving speed will always be adapted automatically and it can be obtained, that in function to the level crossing, certain transporters will reach each other more closely, so to be able to make free the level crossing more quickly. Also under normal circumstances, the central guiding system will provide that each level crossing is closed for only 5 till 10 minutes by guiding the transporters over the trajectory. Moreover, all transporters will be equipped with a detection system, whereby strange objects, vehicles, animals, etc., can be detected over a certain distance, whereby the transporters can be stopped for these obstacles in time. Also a system is provided whereby each irregularity is transmitted to the control center as well as to each transporter on the trajectory and visa-versa.
  • An automatic payment system is provided for the payment of each transporter trip whereby a distinction is made between 2 systems.
  • CARD TYPE A the universal payment card system :
  • CARD TYPEB the season card :
  • a universal transporter card or season card also comparable with a universal credit card and can also be integrated in the actual or future payment systems of payment cards.
  • the actual payment credit by means of Proton or other payment systems whereby the payment card is provided with a certain direct useable credit amount, can be used for the payment of the transporter rides.
  • certain memory locations are used of the card for the implementation of the additional functions.
  • a specific payment card can be used for this type of payment system whereby a fixed credit is registered on the card and paid for by purchase of this card, or whereby a certain code is bought, for instance by means of a secured website, so that this card by means of a personal GSM-device or personal computer can be activated, for instance by means of an electronic card reader, which is connected wireless or not to this computer or GSM, somewhat comparable to the reloading card of a GSM.
  • the passenger At the moment that a passenger goes to the platform for a certain destination, the passenger will introduce his card in a card machine, similar to a card for the payment of a metro ride. Also there exists the possibility that the transporter itself is equipped with a payment device at the stepping in, or that both systems are used.
  • the card type By introducing of the payment card, it is first controlled that the card type is applicable. By the detection of the card type A, it will be controlled if the card type in function to a certain rate code, can receive a certain reduction. Afterwards, in function to the available credit on the card, a certain amount will be charged in accordance with the final destination point of the chosen transporter.
  • the final destination will be temporary stocked as well as the time duration in which the destination must be to reached. This action will be made in a fraction of a second, as no data need to be transmitted by means of a phoning system to a central data system.
  • the passenger pays for the ride till a certain destination, the passenger has the possibility to leave in between in a previous station, and can put the card into any card machine of the station to have the credit refunded to his card according to the real distance he traveled.
  • the final destination will be detected, as well as the rate and in function to the place where he is at that moment, the credit refund will be made onto this card.
  • Each card is provided in the possibility to be supplied with a transponder system, whereby the card is provided with an integrated antenna, whereby this card can receive electrical energy by passing an induction spool within a certain distance, comparable with the anti-theft security system of store articles, but whereby the received electrical energy is applied to activate the microchip in the pay-card, whereby this card is capable to return a certain code signal by means of the card antenna to the reception spool in the area of the card as to the destination of the passenger. If this card system is provided at the height of the entry place of each transporter, by passing of each card on this place, the final destination will be informed to the transporter control direction, without the passenger have to introduce again its card in the machine by entering the transporter.
  • a similar system can be used by enter the platform with a certain destination, whereby the transporter control center will be informed automatically of the amount of passengers that are waiting for a certain destination, as well as by entering of the passenger in a certain transporter, the payment will be perform automatically and wireless to the card by passing the payment control system, because the microchip of the card transmit the present credit amount of the card, so, that the payment device can change the credit amount of the card and transmit or program temporarily the destination code to this card in function to the final destination of the transporter that are chosen. Seen that each card has a specific or unique identity code, it is avoided that the card can be taken by another passenger, seen that each transaction is made by means of this unique code.
  • the sending code for the deduction of a certain amount can for instance be put in between the unique code, by way of illustration, if the payment code is B, and the unique payment code indicates A, by each transaction ABA will be transmitted and so the code B will be protected of other possible codes in the area.
  • the end or beginning code can possibly be a certain standard code, being a start or closing code, or any other variant is also possible.
  • the departure and final destination are mentioned or the area in which this card is valid. Also it is mentioned when the season card can be used, for instance 24 hours a day, or during the less busy hours, or only during the week-ends, etc.
  • the card type B permits also to step over to a bus, metro, taxi or other transport system in the final station, if these transport means are indicated within the destination code of the card. Also by using this card, the final station will automatically be informed about the arrival of the passengers and their other destinations, whereby the optimal connection to other transport means can be organized. With card type A as well as B, by introducing this card into a card machine in a station in the direction of a certain departure platform, these data will be automatically used to let stop arriving transporters.
  • card type B Also, for the card type B, the possibility is provided, that by entering of the transporter or platform, the destination of each passenger is automatically known and this wireless by means of the explained transponder system as explained by card type A.
  • card type B By using of card type B, the client or card identification number are automatically transmitted to a central computer. At the moment that a second card, being a false card with the same data is used within a certain period, this double use will be detected by means of the central control system and the next time, this card will no longer be valid, as each machine receives at regular basis the data of possible false cards and to lock this cards.
  • the validity or destination code of the card can be calculated and be determined by means of a secret formula in function to the specific card code or personally season card code, being for instance the client code, whereby each card has a specific data, and so at no time two cards may possess identical data.
  • card control devices will be used that by means of a wireless connection, for instance a GSM-module, stand in contact with a central computer, whereby electrical lines are not needed for the transmitting of all data. If a person with less good intentions intercepts a certain transmitted payment code on a card control device, by repeated transmitting of this payment code, this identical code will be detected immediately and so it will be useless and not be taken into account.
  • a wireless connection for instance a GSM-module
  • each passenger can be controlled by means of this wireless control system by entering and leaving the transporter, also it is automatically calculated how many passengers are in the transporter and so the free seats will be known.
  • each passenger pressure sensors are fitted out in the footboard or floor, whereby each footstep of each passenger will be controlled, so that by detection of a passenger without ticket or card that passes the entrance zone, a sound signal will be generated.
  • Beside pressure sensors, photo- electrical cells, ultrasonic systems, warmth-detectors, etc., separate or combined can be used.
  • the card holder can call a certain number, also indicated in each halting place, whereby for instance the name and personal secret code can be indicated for the blocking of the card.
  • a GSM or a special hereby provided telephone in each station can be used to key in these data, whereby the blocking will be made automatically.
  • the GSM-number or an other telephone number can be connected with the registered telephone number as to a certain card identification number, in combination or not with a secret code.
  • the same transporter system is be used, whereby the passenger space is changed for a loading platform, so that one or more containers can be placed on this free loading space and can automatically be connected by means of, for instance, an electrical or hydraulic or pneumatical locking device.
  • the loading space on a truck or transporter is constructed in that way that the containers can be unlocked quickly and lifted easily and automatically positioned and locked by means of a for this purpose provided lifting device on the loading space of a truck, to further more bring the container to a certain final destination.
  • the trucks can also be provided with a loading flap, whereby the loading flap device at the back side of the truck consists of a fixed part of the truck and so operates separately as to the container module.
  • the loading flap device at the back side of the truck consists of a fixed part of the truck and so operates separately as to the container module.
  • the truck with the loaded container module will drive to a specific station for this container transport, whereby this truck will drive to the transfer place whereby a container crane will lift up the container module from the truck and will place this container immediately on the loading platform of the transporter, or the container will be move temporary to a stock place, if no transporter is available for the required destination at that moment.
  • a system is provided whereby the container modules, for instance on the topside of each container, are provided with one or more marks, that are easily detectible as to the container crane during the movements of the containers.
  • each container is provided of electrical current by means of a rechargeable battery, that during the transport by means of the truck or transporter is kept on the working voltage by means of an automatic electrical connection, or by inductive way and in this matter wireless.
  • each container is provided of a unique code that is internationally published by means of for instance internet, so that by applying of a new container code, this code is needing first to be registered by means of internet, whereby an automatic and direct available registration is obtained.
  • This transmitting of this information can be executed separately by means of for instance a transmitting antenna of the electronic container-module, unless for instance by means of the visual marks on the topside of the container, whereby in the marks integrated, or in the place of those marks, for instance infra-red beams or lights are transmitted to the for this purpose provided receivers of the lifting device, whereby the position of these infra-red points are also visual marks for the positioning of the container as to the loading platforms and the lifting device.
  • the visual position and the determination of size of the container modules can also be made by means of one or more digital cameras installed at the height of the container crane, whereby a visual recognition and position determination of the container can be determined.
  • the container is fitted out with a visual code, in that case, this code can be detected by means of the container crane. Also the transporter can be precisely stopped till a centimeter correctness by means of the many described position systems as to the foreseen halting place. Also visual bar codes systems are possible, transponder systems, etc. for the position determination of the respectively container and or container system or identity.
  • a message is automatically transmitted to the services that are responsible for the transportation of the container, and are in the possibility to have access of the data stocked in the electronic unit of the container, so, that they are to be able in function to the available information to make an exact estimation about the time of arrival of the container to the final station.
  • the signal to send this information can be activated by means of the transporter by transmitting a departure signal of the transport, or on each moment during the transport, whereby the transporter in function of the available information, can always estimate the time of arrival.
  • the transport evolution of the transporter over the trajectory can be followed trough the client or transport services, for instance by a certain secured internet site, by entering a certain access-code to the information, in function to the for the client available information related to the container modules for which the transport services are responsible.
  • these container modules can be provided with a navigation system and GSM sending system of the transmitting of these data.
  • the transport service will be able to collect the container on the exact time, and they can also dispose over all destination data of the various goods in each container unit.
  • each container there are provided at the underside of each container certain automatic locking points, being for instance, metal pins or hooks, having a flange or recess, for the placing of the mechanical locking system by means of this flange or recess or any other similar locking mechanism, such as magnetic locking systems or more.
  • Various mechanical connecting systems or locking methods are also possible, whereby a fast play-free and correct positioning of the container as to the attachment platform can be made, whereby the lateral forces that exist up to the container unit and the loading platform are taken into account.
  • the transporters have the possibility to drive by means of a for this purpose provided trajectory to private stations for goods, for instance in industrial areas at some distance of the railway drive in places.
  • the new transport system uses his own bed, being a hardened surface with a certain width, for instance a concrete drive-way, whereby the possibility is provided to guiding the transporter as to this bed or driving track by means of guiding wheels.
  • a concrete bed By using a concrete bed, a high-performance-concrete is used, whereby on certain places where regular brakes are used, the top layer is mixed with quartz or ceramic components to increase the anti-slip characteristics as to the transporter wheels.
  • These anti-slip components have the function to act over a certain depth in the rubber transporter wheel surface, whereby a comparing gear working is created.
  • the transporter wheels are equipped with rubber tires or a similar synthetic material with or without air tubes, with this purpose to create higher acceleration and deceleration possibilities with a minimum of slipping lost as well as for the improvement of the travel comfort and the possibility that these transporters can drive on any hardened surface.
  • a top layer is provided on the concrete drive-way trajectory with a lower friction coefficient, in particular over the straight lines, whereby the necessity to deceleration and accelerations are less frequent.
  • the noise disturbance is decreased in the first place, as well as an extra fuel savage and a protection is made of the concrete structure against vibrations that can cause fissures on a long term.
  • This top layer is thermal glued over the drive-way track or by means of connection elements or fixed hooks, whereby they, after a certain time can be changed quickly and easily. Also a thermal insulation has been obtained, whereby by frost the surface will freeze less quickly, or will heat less quickly through solar radiation, more in particular if the top layer is made in materials that absorbs the solar radiations.
  • a warming system is provided on a certain depth, for instance by means of tubes of liquid, or by means of electrical resistors, so that when the surface temperature of the drive-way drops under a certain level, controlled by means of an integrated temperature device, a warmed liquid will be passes by means of the provided tubes or the electrical resistor elements will be activated.
  • the used liquid will preferable be pumped by means of a heat exchanger to a certain depth under the surface, so that this liquid obtains a certain temperature by means of the earth heat, supported or not by means of an extra heating source or by means of electrical resistors, so that the surface temperature of the drive-way remains above the freezing point.
  • this system for the thermal regulation of the guiding rails or metal guides, whereby mechanical deformations as a result of the high temperature variations of the rails can be avoided, as well as in positive or negative sense.
  • the sides and the underside of the drive-way track will be thermal insulated to avoid extra lost of warmth. Also a certain flow down inclination over the width of the track will provide a better water drainage whereby the risk of ice forming and slipping is decreased.
  • a - THE DIRECT WHEEL DIRECTION AT THE OUTSIDE OF THE DRIVE-WA Y BED As to the system whereby the guiding wheels of the transporter make contact with the outside of the drive-way bed, being in general a concrete construction whereby the guiding wheels are made contact with the sides of the bed, also can possess a certain edge, larger or smaller than 90° as to the horizontal driving surface of the bed.
  • the controlling of the main wheels, as well as to the wheels to support the transporter are mechanically connected with the guiding wheels, mounted with a certain distance under the horizontal driving surface of the transporter in contact with the sides or guiding borders of the drive-way bed.
  • the guiding wheels make a turn as to the length axis of the transporter, for instance by entering a bend, this turning will be transmitted by the way of a mechanical connection with the control device of the main wheels of the transporter.
  • the transporter decide to change of direction at the height of a switching device, whereby two directions can be taken, on one side of the transporter, the guiding wheels will be disconnected, for instance by lifting up or displacing or pull in of the guiding wheels, so that the transporter can follow the chosen direction by the way of the guiding wheels on the other side of the transporter in the chosen direction on the height of the switching device.
  • the switching devices can be considering as a usual transporter drive-way bed that is divided from one drive-way track into two drive-way tracks, similar to a usual splitting of a public road for trucks and personal vehicles.
  • a metal rail or conductor is provided whereby a metal wheel or friction contact under the transporter is pushed with a certain load against this electrical conductor.
  • the conductor is preferably made in red copper. Seen that the load on this conductor is small comparing to the present steel rails of the traditional train railways, a soft material is admittable.
  • a certain space of motion is provided between the guiding wheels and the outside of the bed edge or surface, in particular at the height of the straight trajectories.
  • an electronic direction control is used at the middle of the transporter bed trajectory, by means of the metal conductor or guiding rail, whereby by means of a control motor at that moment the transporter wheels are electronically guided and not longer the guiding wheels, so these guiding wheels are temporary made out of work.
  • the side guiding wheels will make under normal circumstances no physical contact with the bedding.
  • the guiding wheels of the transporter will also cause a turn, whereby this turning movements are transferred mechanically into a driving movement of the main wheels of the transporter.
  • These guiding wheels can also be provided of air tires or full rubber wheels. Seen that at the level of a switching device on one side a guiding border is cut over a certain distance, and the fact that the transporter needs to be able to make a choice in which direction it needs to follow, in such situations, the wheel guiding system is connected with an electronic control motor that is able to control the guiding wheels or to give a certain force or load as to a certain direction of the wheel guiding system.
  • a transporter from a certain direction wants to take a switching device or junction and a choice need to be taken about the direction, on that moment, by means of an electronically controlled motor or supporting mechanism, a certain load will be transmitted to the turning direction system of the guiding wheels in the desired turning direction that is in accordance with the desired driving direction at the height of the switching point.
  • the load is electronically controlled, so that is avoided that the load on the turning movements of the wheel direction becomes so high that the direction wheels are lifted out of the guiding border grooves.
  • the load against the guiding surfaces or borders is controlled by means of an electronic detection on the height position of the guiding wheel as to the drive-way track or as to the position of the turning wheels of the transporter or guiding rails or similar.
  • an electronic control motor for the making of a certain turning movement or work load as to the main wheels or guiding wheels or device
  • a linear displacement mechanism can be used, for instance by means of a fork as to the axis, etc. .
  • the electronic control motor will perform a certain load on the rotating wheel direction of the transporter, so that the driving wheels of the transporter will have the need to turn to the right, so that the guiding wheels of the transporter remain in contact with one side of the one or more provided guiding grooves, being in the given instance the right guiding drive-way or drive-ways.
  • the guiding wheels will be take ⁇ -in and by the way of the electronic control motor, the transporter guiding will be taken over.
  • the guiding system at the out-side of the bed “means described system, see point A”, can also be combined with a guiding system at "the inside" of the drive-way bed.
  • the system to increase the aversion about the drive direction guiding and to the lateral loads as to the guiding borders can also be provided to the direct wheel guiding system "point A" at the outside border or edge of the bed. In that case it is now possible to leave out at the height of bends the concrete buffer edge or wheel guiding-surface. It needs to be mentioned that on certain places, for instance on level crossings, and similar, the guiding grooves can be made smaller as to the measurements or can be completely omitted at these places, whereby at that moment only the provided electronic control guiding or positioning system as to the drive-way bed is applied for the drive positioning of the transporter over the bed. Also, in function or the programmed and previously known driveway trajectory data as to the location, etc. in function to the position determination of the transporter over the trajectory, an electronic limitation of the wheel direction possibilities is provided, whereby brusque escape of the transporter of the center of the bed is made impossible.
  • a rail-guiding is used, in general placed in the middle of the drive-way over the full length of the trajectory, whereby for this purpose provided guiding wheels of the transporter are making contact with this rail guiding and whereby the displacements of these guiding wheels are transferred to the turning mechanism of the main wheels of the transporter, whereby the transporter will continue to follow its way precisely in the center of the drive-way trajectory.
  • the contact between the guiding wheels and the guiding rails are being controlled electrically to adjust the wheel load against the rail or rails.
  • the transporters are provided by means of guiding wheels, being like flange wheels with a horizontal rotation axis, that has some equivalent to the present driving wheels or main wheels on traditional trains.
  • the rail guiding system for the guiding of the main wheels of the transporter exist in the given system out of one or more metal rails installed in the middle part or center of the concrete bed whereby the guiding wheels of the transporter are made contact with the guiding rails and whereby a certain vertical load is made by these guiding wheels to obtain the contact between the guiding rails and the guiding wheels.
  • one or more parallel placed guiding rails are provided in the center of the drive-way trajectory, whereby the guiding wheels with a vertical axis of rotation are made in contact with the inside borders or surfaces of the rail grooves and whereby a certain load is carried out against these guiding surfaces for the preserving of the contact.
  • two metal guiding rails also usable in the same system is the use of one, or more than two guiding rails, placed parallel beside one another, for instance a double rail guiding at the left and right side as to the center length axis of the drive-way, so to have the possibility to absorb more indirect lateral forces. Also at the level of the switching devices, for the crossing or intersection of guiding rails, one or more rails will be disconnected over short distances on these crossing points.
  • the guiding wheel system installed at the underside of the transporter, whereby the displacements of these guiding wheels as to these guiding rails are in mechanical connection of the main wheels of the transporter to drive the transporter into the right direction.
  • These guiding rails are placed on a lower level in the center of the bed, whereby preferably the upper surface of the guiding rails is not coming above the surface level of the bed upper surface. This is important at the level of for instance a switching device, whereby the transporter wheels by turning to the certain direction, will cross the rails over one side or guiding rail, and so without any disturbance will pass these guiding.
  • the guiding wheels By taking a bend, the guiding wheels will as to the transporter make a certain turn in function to the bend geometry, whereby this turn movement will be mechanical transferred to the driving wheels of the transporter by means of a provided mechanical connection.
  • a certain limited lateral displacement of the main wheels is permitted in relation to the position of the guiding wheels.
  • This lateral displacement is possibly a result of irregularities or dirty parts on the transporter trajectory which can result that the transporter will follow a certain separated trajectory in relation to the center of the bed.
  • This lateral displacements and the generated lateral forces are not immediately totally transmitted to the central placed guiding wheel system, whereby these would be unnecessary heavily burdened under the influence of the transporter masse.
  • the mechanical adjustment system is constructed in such a way, that each transporter direction deviation compensates itself and will always return to the balance point, whereby the axis of the wheel guiding will be put into one line with the axis of the transporter.
  • the lateral forces increase too strong, for instance by ice forming on the trajectory or by taking bends at an unadapted driving speed in function to the maximum lateral deviation possibilities of the wheel guiding as to the transporter, the lateral displacement possibilities will obtain by means of the wheel guiding system a certain maximum deviation course, whereby from this moment on, the lateral forces will be received by means of the wheel guiding system itself and metal rails in contact with the guiding wheels within the mechanical load enduring possibilities.
  • the guiding system starts with a certain load compensation with certain provided cylinders, whereby by an increasing of the deviation of the transporter, this displacement can partly be compensated beforehand, whereby a more rigid connection is obtained in function to these lateral displacements.
  • an increasing of the wheel forces of the guiding system is detected by means of for this purpose provided position detectors.
  • extra guiding wheels for instance, to automatically let down extra wheels at the underside of the transporter, whereby a direct connection is made on the transporter with the drive-way trajectory with the sides of the bed guiding borders or edges, as described as to the direct transporter guiding system.
  • These extra guiding wheels can also be kept in contact on a continuous basis with the bed guiding edges or borders, for instance by the way of the concrete sides borders that are on the left and right sides of the guiding rails. At the moment that a road switch or a level crossing is reached, the vertical load from the extra guiding wheels will be decreased or will be lifted locally, so that these extra guiding wheels can pass these places without any problem.
  • an electronic controlled compensation device is provided with the aid of an electrical or hydraulic motor.
  • This motor is connected by means of a certain flexible connection to the indirect turning-device of the transporter wheels.
  • An electronic compensation guiding of the transporter wheel direction is made within a very limited course during the driving over the bed to secure the electronic control guiding system, whereby the transporter will be put quickly or more precisely in the center of the drive-way and a larger straight line stability will be ensured by the means of pre-programmed data, it will be avoided that light irregularities in the guiding rails are not immediately interpreted in an automatic adjustment of the transporter wheels, so, the passengers comfort can be increased.
  • the transporter At the moment that the transporter reaches a switching device, the transporter will have to make a choice for the driving direction it has to follow. It is to be mentioned, that when a transporter reaches a switching device, for instance the right guiding rail will follow the splitting to the right direction and the left rail will follow the trajectory to the left direction. By means of a tilting mechanism, one side of the guiding wheels against the rail that leads to the right direction will be kept into contact, while on the other side the guiding wheels will be kept out of the reach of the other rail. A mechanical or electronic connection will provide also that the wheel guiding system at the axis of the transporter will be positioned always in the same direction as of the front wheel guiding system, whereby direction or guiding conflicts are avoided.
  • the transporter Seen that at the moment that the wheel guiding system stands in contact with one rail only, the transporter will follow this rail and so the drive-way trajectory in the direction of this one chosen rail. If a tilting mechanism is chosen, for reasons of safety, one guiding wheel row stand always in contact with one guiding rail. It is also possible over the transporter drive-way trajectory, where no switching device places are provided, to place one of both rails on a higher level, whereby both guiding rails are put in contact with both guiding wheel rows of the transporter at both sides, whereby larger lateral forces can be received, if necessary.
  • the second guiding rails Before a transporter drive to a switching device, the second guiding rails will over a certain distance before reaching the switching device, be put on the same horizontal level of the other guiding rail, whereby the transporter guiding system only keeps contact at one guiding rail and so a selection can be made by the tilting mechanism. If a transporter is for instance at the height of a switching device and contact is made with the right guiding rail by the positioning of the tilting mechanism of the wheel guiding system, the transporter will follow in the given position the right drive-way trajectory. At the moment that the transporter has passing the switching device, the left rail is placed on a higher level, whereby the tilting mechanism, without changing his position, comes again in contact with both guiding rails.
  • This wheel guiding system will also deliver an extra but limited vertical displacement and certain load on the guiding system, whereby the contact between guiding rails and wheels will be maximized.
  • this vertical movement and load regulation system in general a vertical installed cylinder will be used, whereby over a limited distance a vertical movement will be realized.
  • the tilting mechanism of the front and backside of the wheel guiding system is connected mechanically or electronically, whereby always both wheel guiding systems are tilting from the left to the right rail at the same time and visa-versa.
  • an adjustable vertical movement mechanism of the wheel guiding system into two stands can also be used, whereby over a larger part of the trajectory between the switching devices, the guiding wheels are put in the lowest stand, whereby always both guiding wheels stand in contact with both guiding rails, and whereby at the height of a switching device, the complete wheel guiding system will be put on a higher level, whereby by the tilting mechanism a rail choice can be made. Also it is possible to replace the tilting mechanism by a vertical displacement of the all guiding wheels, for instance by a cylinder or lifting system etc., or by the adjustment or regulation of the transporter height by the suspension of the main wheels.
  • a mechanical locking mechanism is used for the blocking of the chosen positions or guiding wheel stands.
  • the rail or wheel guiding surfaces or both can also be provided of a certain curved contact surface, whereby the contact points of the guiding rail with the guiding wheels are secured under a certain variable edge as to both guiding surfaces.
  • the electronic control motor will take over completely the guiding of the transporter main wheels, whereby in relation or by use of a navigation or positioning system, the transporter will be go in the right direction to his destination, for instance in the direction of a halting place for passengers, or for the loading or delivering of a container.
  • the front and back side underframe of the transporter there will be installed at least two wheel axles with the main wheels.
  • the wheel guiding system is constructed as such, that the second and more axles are connected mechanically by gear components, whereby the turning movements of the transporter wheels are identical over the connected axles.
  • a minimum of flexibility of the turning movements of the second wheel axis can be built in as to the wheel guiding system by a for this purpose provided spindle connection, so that the distance difference between this second wheel axis and the first wheel axis by making a turn movement of the transporter in a bend, a minimum of slipping of the wheels of the second wheel axis can be avoided.
  • the wheel guiding system will displace in lateral direction the guiding wheels over a certain distance in the central guiding groove of the bed to the right side, and will push this guiding wheels with a certain load against the guiding border at the right side, whereby this guiding system by entering a bend, the central rotation axis in the center of the two guiding wheels will follow the bend geometry, so that these turning movements will be transferred with a mechanical connection device as to the turning mechanism of the transporter main wheels.
  • the position of the guiding wheels in relation to the transporter width is controlled, whereby at all times an electronic adjustment is executed by an electronic controlling motor to adjust the transporter main wheels.
  • the driving main wheels of the transporter will be made by the traditional flange wheels in contact with the steel rails.
  • the rails are placed in the right direction trough the intervention of a central switching device control center or switch post, in function to the destination of the arriving train.
  • the transporters at the moment that they reach a switching device, will automatically send a signal to the switching device control unit of the drive-way, whereby the switching devices will be put automatically in the right position in accordance with the signal that the transporter has been sent to this switching device and whereby the switching device will return a control signal to the transporter after that the switching device is put in the correct position.
  • Each switching device possesses for this purpose a specific unique identity code.
  • the transporter By the driving system of the transporter, all parameters are stored as to the places where these switching devices are be situated over the trajectory, also the possible directions of these switching devices to guiding the transporters to a certain destination. Seen that the transporter knows the exact actual position over the known drive-way trajectory, the transporter is able to determine precisely when a signal need to be sent to the next switching device in function to the chosen final destination, as well as in which direction the switching device need to be placed, so, that the switching device can be positioned at time in the right direction before the transporter passes this switching device. The transporter will also send its own position to the switching device, whereby the switching device system can control which transporter will pass the switching device first, as it is possible that several transporters send at the same time a signal to a certain switch point.
  • the switching device system will also return a signal to the transporter with the time whereby the switching device will be placed in the right position, as well as the moment that the switching device is set in this right position. If a switching device installation is not able to put the switching device in the correct position in time, and the transporter is not receiving a signal at time, the transporter is able to stop in time and will be able to intervene if necessary.
  • the transporter can towards the switching device installation sending additional data about the total length of the transporter, whereby the switching device installation is capable, by a detection device, to determine when the transporter will pass to put the switching device in the right position for the next arriving transporter. Also the transporter can send a signal to the switching device installation at the moment that the transporter passes the switching device place.
  • each transporter at the underside is provided of a transponder
  • the receiving device at the switching device point will be able to detect the transporter by passing.
  • This rail guiding system can offer a solution and can be used on places whereby the new transport system with smaller transporters within the existing trains can be used together, whereby the transport capacity can be increased on existing railways or whereby more frequently smaller stations can be served or whereby on a more cost-effective way a limited amount of passengers can be transported on less busy moments with traditional railway systems.
  • the transporter is provided with guiding wheels according to all the previous systems whereby no mechanical connection is made with the direction of the transporter main wheels.
  • the guiding wheels prevent a derailment of the transporter as to the bed, whereby by an electronic detection with the aid of the provided motor or device the driving direction of the main wheels in relation with the center of the bed is performed.
  • the detection of the transporter position in relation to the bed for the controlling of the control motor or guiding device of the main wheel position direction can be determined in function to the wheel guiding displacements, or by means of an independent detection device that detects for instance a central placed metal guiding, that for instance by use of an electrical contact or induction spool or free rolling wheel or other detections as to the bed to detect the central position.
  • Each transporter possesses a unique code, also there is the fact that the complete transporter trajectory as to the distances, directions, crossing levels, dimensions of the bends to be followed, etc. are known whereby these coordinates are programmed in each individual transporter guiding control system.
  • the transporter knows its exact position on a certain point of the trajectory, the transporter has the possibility to know where or over what distance the next bend is situated, the dimensions of the bend curve, the next level crossing, the halting places, etc. whereby at each moment its driving speed can be adapted according to the speed limitations that are previously determined and programmed in the guiding control system of the transporter, and this for the total trajectory.
  • a traditional point to point detection is used, whereby by an electronic transponder mounted in between the rails, a position code is transmitted between the transporter and the transponder, whereby the transporter by passing this transponder knows exactly where its location is over the trajectory in relation to this transponder, it is however important for the new transporter system that also in between two transponders a subdivision is made, so that the transporter can know its exact position at all moments. Seen that a GSP-system only possesses a limited correctness of about 10 meters, new systems are provided. System a :
  • a point to point detection is used whereby on certain places of the drive-way trajectory an electronic transponder with a specific code is detected. In function to this code, the transporter will know precisely what its position is over that point of the trajectory.
  • Such systems are already used at present, as described under the state of the art. New however is, that to increase the position correctness as to this electronic transponder, the received transponder signal is stored over the full received signal period and stored into an electronic memory together with the data as to the wheel displacements of the transporter during the moment of this transponder signal detection.
  • the transponders are capable to control in which direction the transporter passes the transponder, also to control the transporter driving speed in function to the time period that the transporter passes both transponders, also the transponders receiving also the transmitted transporter code identity.
  • the transponder can also transmit this data to the control center or to certain level crossings for the closing of these level crossings, in particular when the electronic transponders are placed on a certain distance before these level crossings.
  • the transporter can also transmitted data to the control center or stations about the available free transporter seats, travel destination, technical irregularities etc..
  • the transponders having the possibility to transmit data to the passing transporters about for instance a new adapted maximum driving speed, etc.
  • the transporter position will be controlled in function to the contour displacements of one or more transporter wheels or guiding wheels whereby at any moment a position control of the transporter in between the electronic transponders points can be execute.
  • the possibility is provided to calculate a transporter position control system in function to the transmitting by the transporter of a certain code signal to receivers in the area, for instance GSM-masts, whereby the many separate GSM-masts will receive the transporter code signals and register the moment of receiving of this transporter code signals.
  • the GSM-masts will sent at their turn an answer data signal whereby this code signal will be included with the result of the time measurement of the receiving transporter code, as well as the unique mast code itself or the coordinates of the mast positions, whereby the transporter, by receiving of minimum three sending mast signals, in function to the time data as to these masts in relation to the known positions of these masts over the area, can calculate its position by a simple triangulation method.
  • the transporter can for instance transmit every second one coded signal, or to give every code signal an unique recognizable code.
  • the transporter for instance will calculate each second a correct position as to the masts, than also in between each second, the transporter position can be controlled by the information received of the contour displacements of the transporter wheels or other described systems of the description.
  • a position determination of the transporter as to the drive-way trajectory can be obtained by for instance a metal detector, photo-electrical cells, an induction detector or other useable detectors, that for instance is installed at the underside of the transporter whereby for instance the detection is performed by for instance metal hooks that are used to install the guiding rails against the drive-way bed, whereby these hooks are placed on a fixed known distance for instance every meter, or by means of a detection by means of a digital camera, etc.
  • metal elements or other detectible elements for instance colored surfaces, spools, etc., can be integrate in the drive-way bed, whereby a detection by the means of certain detectors to detect this elements can be carried out.
  • guiding rails are used for the wheel drive direction control of the transporter, whereby the elevations or cut-outs of the guiding rails are limited in height or depth as such, that these marks do not influence the passing of the guiding wheels of the transporter.
  • the length of this marks are normally determined by the switch time of the used detectors that are control these marks. If other guiding systems are used without guiding rails for the transporter wheel guiding or direction control, a for this purpose provided rail or profile can be used for these measurements control.
  • the advantage of this detection system is, that on an economical way on regular distances, rail or profile marks can be provided, for instance every 5 meters, as well as the fact that these marks can be detected over a short detection distance, so that simple proximity switches can be used, and also an accurate detection of the marks can be effect.
  • the detected length of the pulse signal being the length of the marks, can be used for the calculation of the driving speed of the transporter.
  • the contour displacement of the transporter wheels or guiding wheels can be using to determine the transporter position between each rail mark.
  • each mark can be changing to increasing the position possibilities or whereby several rails are used one next to another, possibly over a limited distance, whereby a certain binary code is formed to combine and detect these marks. Thanks to this system with marks to form certain binary codes, it is also not longer necessary to use the transponders between the drive-way bed to determine the transponder position at several points of the trajectory. As to the cut-outs of the rails, used as marks, these cut-outs will be preferable be filled with synthetic material against dirts. 7- DISTANCE DETECTION SYSTEM BETWEEN EACH TRANSPORTER:
  • the determination of the position between each transporter is important for the adaptation of the driving speed, as well as to connect the transporters on limited distance with each other, whereby like a sort of electronic controlled chain of several transporters can be created.
  • the position determination of the transporter over the trajectory is determined by each transporter individually, seen that the transporter at any moment can determine its exact position over the trajectory within centimeters accuracy by the previous explained systems.
  • These position data of each transporter can be sending by means of a transmitter at the backside of each transporter to the other transporters over the trajectory, whereby the following transporter can receive this position data by means of a receiver, installed at the front side of the transporter.
  • this position data are be transmitting to the several mast by using a GSM-system or other means whereby this masts having the possibility to transmit this position data or information over longer distances to for instance the station or traffic control center, also each transporter can receive this data by the way of a GSM device.
  • These signals can also be transmitted by inductive way via the metal rails or guides. Beside the transmitting of the actual position of the transporter over the trajectory, also the transporter code or identification is transmitted, as well as the actual driving speed, the provided halting places, the present free seats, the transporter length, also the amount of transporters into the chain that are electronically connected to each other and all other additional information.
  • each transporter in the chain is provided of a separate sending system that can transmit signals to for instance electronic transponders, the possibility is given that in this circumstances the transmitted signal of the first transporter of the chain will let adapt all other transporter signals to this first main transporter. At the moment that the distance between a certain transporter becomes larger, it will be switched over automatically to the individual specific transporter codes.
  • an extra individual distance measurement system is provided in each transporter, whereby in function to the time interval between the transmitting and receiving of a signal impulse in between each transporter, the distance is measured, in function to the knowing transmitting velocity of the signal through the environmental air.
  • signal transmitting systems can be applied in function to the distance that the signal has to travel. If distance measurements over short distances need to be made in the direct surrounding of the next transporter, ultrasonic means can be applied or for larger distances can radar systems, lasers, infrared transmitting signals etc. are used.
  • the reflected code signal could be from the reflection of other objects or vehicles that could move themselves parallel with the driving-way, at the moment that a transporter is receiving a certain code signal, it put an extra answer code signal together with each received code signal from other transporters, whereby each transporter can determine that the reflected signal is returned by a certain transporter and so not by a strange object or vehicle.
  • the transporter code signals a certain time needing to processed by means of an electronic device of the transporter receiver to transmitting back to the transporter that sent this code signal, a certain interval will be created. Seen that the processing time can be determined exactly previously, this fixed time will be taken into account for the calculation of the transmitting time of the returned signal.
  • short distance detection systems are used to detect the distance between each transporter.
  • ultrasonic detectors are used, but also camera systems are useable for this transporter distance detection, whereby the detection of a certain recognizable mark at the backside of the transporter, or the backside surface or area of the following transporter itself is controlled by means of the digital camera system.
  • this surface area detection or marks in uni-directional direction, for instance to detect the width or height of the previous transporter, it is possible to calculate the distance to this transporter, seen also that the real measurements of the transporter dimensions or surfaces or marks are known and so in function to the detected proportions it is possible to determine the real distances.
  • the visual recognizable surface or mark at the back side of the transporter is replaced by means of a light giving indication point, whereby for instance two signal points at a certain distance beside each other are installed to generate pulsing signals, for instance infrared signals, that can be detected by means of the camera system to calculate the distance between the transponder in front in relation with the distance detection between both signal points at the backside of the next transporter.
  • Each transporter will also be provided of a specific code signal, whereby also will be avoided that the signal coming for other transporters will influence the measurement. Instead of applying another coding of the signals per transporter, also a determination of the different signals can be made by the variation of the frequency of the signals.
  • These light signal systems can also be used for the transmitting of other useable information or data.
  • a warning signal will be transmitted to the engine driver, whereby an intervention can be execute.
  • the driving speed will be automatically adjusted and will make on a certain moment a physical contact with this transporter in front by means of a shock absorber or pusher.
  • the shock absorbing device or pusher is provided of a displacement transducer for the detection of the displacement of this absorbing device or pusher.
  • a load sensor is provided in the contact surface of the pusher or absorber device, whereby in function to a certain load or the surpassing of the maximum pusher or shock absorber device displacement possibilities, these load values are sent to the driving control system of the transporter to adapt the driving supply of the transporter.
  • this control device it can be obtained that each transporter is put in contact with each other transporter on a high accurate way or with a minimum distance in between each transporter. Beside the aspect of the distance detection, the transporters in the chain send also signals to each other about detectible irregularities of the transporter mechanism, the amount of passengers, the demanded halting signals of the passengers per transporter to get in a next station, etc.
  • the master transporter can by stopping or passing of the stationing place for transporters, send a signal to one or more transporters of the chain, so, that these transporters individually or guided from outside of a control center of the station, can take a next switching device or junction in the direction of a halting place, whereby the master transporter will continue the trajectory with the remaining transporters of the chain and the outranged transporters will, in function to the position signals as to the stand-still waiting transporters in the shunting station, also by means of the provided transponder positioning systems, automatically stop at a pre-programmed distance of the last stand-still transporter in the row, or on the height of a transponder point or other marking points, in case that there are no other transporters at the height of the shunting station, or to stop in function to the pre-programmed data of the transporter driving control system, whereby the transporter can knows precisely by the way of its navigation system where he needs to stop if no other transporters are present at this certain halting or shunting
  • the engine driver will send a signal to the shunting place, whereby one or more transporters will automatically connect to the chain.
  • the moving transporter chain doesn't need to stop, but only need to follow the trajectory on a lower driving speed, so that the empty transporter haves the possibility to run automatically into the direction of the chain to make a connection within a certain time.
  • a digital camera is used whereby also infra-red images can be detected.
  • the trajectory will by the use of an infrared camera be lighted preferably by infrared beams or lights.
  • the transporter by its computer system possesses all data as to the location of the drive-way trajectory, the place and specifications of the followed hills, bends, level crossings, switching devices, etc., so it is for the computer system of the transporter possible to generate a virtual image of the complete drive-way trajectory, in function or not of the previous taken images during the previous transporter run under the same circumstances as to the environment influences, light strength, etc. and stored in the electronic memory of the detection system whereby a comparison can be made as to the actual images during a transporter run. These new images can also be used for the updating of the image files in the electronic memory.
  • the digital camera image in the electronic memory of the detection system will as such be compared with the real image at that moment, whereby movements of strange objects as to the virtual 3D traced surroundings, for instance the drive-way width in which strange objects are to be detected, will be compared.
  • movements of strange objects as to the virtual 3D traced surroundings for instance the drive-way width in which strange objects are to be detected
  • the camera system is provided of a gyroscopic suspension. This suspension allows the camera to create a reference level, being the horizon, whereby as to this reference level a certain angle adjustment can be performed.
  • the camera In the other case, by taking a hill from the top of a mountain, the camera must incline more downwards to control the drive-way or bed. Also, in function to the known bends geometry, the camera is following an adapted movement to the left or to the right direction, whereby the camera image will be able to view the bend over a certain distance. Also several cameras can be used, being for instance a camera for the detection of objects over short, middle long or longer distances. In function to the brake distance of the transporter, adapted in accordance with the driving speed of the moment and the drive-way circumstances, the drive-way area to be controlled will be adapted, so that it will be avoided, that the camera is need to process unnecessary information of images on a too large a distance, whereby the sharpness or detection accuracy could decrease.
  • the detection system for the detection of strange objects is in the first place based on the detection of a color difference as to a known back ground color, being in general the drive-way track in grey concrete or provided of a surface layer. Seen that an object in general shows a color difference as to the drive-way on which the transporter moves, it is also possible hereby to distinguish a strange object as to its environment.
  • the level in which a color can differ from the color of the drive-way surface can be programmed and is adjusted in function to the environment light or drive-way circumstances, for instance by rain, mist, snow, etc. Besides the color detection, also a minimum programmed surface area proportion must be detected.
  • a certain color difference is only recognizable as being a deviation to be a possible strange object, if this deviation is situated within a certain larger field or area with the same light delivery whereby certain adjusted light strength margins are used.
  • a darker shadow spot or area is so not seen as being a possible strange object, if this shadow spot is detected with a minimum light strength within an area with a higher light strength.
  • this darker spot is having for instance the same color and this color are also corresponding with the area with the higher light strength and also, for instance, comparing to the programmed color.
  • An additional improvement of the detection possibilities is obtained by providing of a certain relief or indentations or cut-outs in the drive-way surface, whereby in particular in case of heavy rainfall a strong reflection of the surface will be avoided and the contrast possibilities are secured.
  • These surface characteristics can also be compared with some existing roads with ordinary water bound surface kinds that are used on high way roads.
  • the receiving light signals are always be split in three main colors, being green, blue and red. This means that the received image is received three times. At each point of the image is controlling how much light strength is detected for each of the three colors and the calculated comparison will correspond with the color of the object.
  • a color difference is so determined in function to these proportions in signal strength as to the three main colors on each point or pixel of the image. Furthermore, the total signal strength of the three colors together is measured, that stands for the light strength of the detected surface. By changing the signal strength, by a same color, the relation between the three colors will remain always respected.
  • the surface determination of a strange object, as well as the distance of this object to the transporter is calculated in function to the detectible width of the complete drive-track or bed where this strange object is be situated, seen that the width of the driveway or bed has a fixed value, whereby by a simple calculation of the proportion, expressed in pixels of the digital camera, will determine automatically the distance and surface measurements of the strange object.
  • the trajectory is sub-divided in drive-parts with a certain length, whereby at each part an inclination angle and height are attached upon as to the basic level, for instance the sea level and programmed into the computer system of the transporter. It is also possible to program an average color for every part of a trajectory with a certain length to have a reference color for every detection place.
  • the known position for instance a vehicle at a level crossing
  • this strange object can be considered as harmless, for instance when it seems that the distance is sufficient far-away and so a driving speed adaptation is not necessary, but will, in case that the level crossing is closed, and a vehicle remains at the level crossing after that the gate is closed, from that moment on, an alarm signal will be sent to the control system of the transporter, whereby automatically the driving speed will be adapted in function to the distance to the object, being for instance the vehicle on the level crossing for this instance.
  • the camera is provided of a movable or rotating front, for instance made in glass.
  • a rotating transparent cylinder is used, whereby a high rotation velocity is created, whereby rain and dust have no possibility to stick on for instance the glasses or poly-carbonate fronts with a diamond coated surface by the centrifugal forces.
  • a lower rotation or moving of the front camera or window can be choosing, whereby outside the detection field of the camera, a fixed wiper is installed, wet or not by means of cleaning liquids, whereby the camera front will always be kept clean without any interruption in the detection field of the moving wiper.
  • a focused beam is sending in the direction of the center of the detection place or 'color spot' that is seen as a possible strange object, whereby also additional a distance measurement between this spot and the transporter is provided in function of the time interval between sending and receiving of the radar pulse. Also a determination can be provided between certain detected objects, for instance metal objects or animals, as a result of the difference into reflection between this object, whereby an animal will absorb more radar radiations than metal objects.
  • each camera system infrared, day light sensitive, pyro-electrical or other system, will be positioned in function to the programmed known position of the drive-way trajectory, whereby an automatic focusing is possible of the control area of the drive-way.
  • it is provided in the possibility, in function to the detection of a strange object, to use an extra automatically aimed light by means of beams of the transporter on the strange object, a higher reliability of the detection is realized. Also the additional detection means are aimed automatically on these detectible places.
  • the detection area can be cut-out of the total camera image in function to the known coordinates as to each point over the drive-way trajectory.
  • This cut-out is electronically by digital way, whereby only the aimed drive-way bed trajectory, where strange objects can exist, will be controlled.
  • a faster digital processing of the image data will be obtained, instead of processing the total image of the complete camera detection area.
  • the digital processing time can also be increased, by limiting the amount of images per second in function to the detection distance of the control area as to the camera.
  • each detectible image is temporary stored in a digital camera system and immediately a digital adjustment is executed as to the drive-way width and / or by means of a sensor attached on the camera systems to measure each vibration, whereby each image several times per second will generate a stabile image after this correction.
  • a digital adjustment is executed as to the drive-way width and / or by means of a sensor attached on the camera systems to measure each vibration, whereby each image several times per second will generate a stabile image after this correction.
  • certain places of the trajectory cannot be controlled in time, for instance after a bend whereby between houses and similar the view over a certain length of the trajectory is disturbed.
  • a camera can be provided in this area of the level crossing to transmit images to the transporter engine driver about irregularities.
  • displacement detections or noise or chock registrations of the transporter wheel suspension can be provided, whereby each unevenness in the driveway surface is transmitted and stored by the computer control system of the transporter, whereby in the case a certain suspension displacement value is passed, for instance by passing a certain tree branch or other objects or damages of the bed surface, in function of this information about this irregularities and positions, a warning signal will be sent to all transporters over the trajectory, so that all transporters will be informed in time of these irregularities.
  • these data will be transmitted to a central computer system, whereby if on the same place more transporters detect the same irregularity, an intervention team will be sent to this place in particular.
  • This intervention can be preceded by an automatic procedure, being a signal for the demand of intervention will be sent to the following transporters on the trajectory as to the seen places, whereby the engine drivers, by passing this spotted places, can send a confirmation to send or not of an intervention team to this spotted place, as well as the grade of urgency of this intervention.
  • the control center will send a signal to several transporters about the referred place, with the permitted maximum driving speed, or a stopping signal on the place where the intervention is made.
  • control center normally seen will not determine some specific transporters to transmit this alarm signal about irregularities of the bed surface, but will send this signal in principal over a certain area or country, whereby the transporter automatically will detect and process the information relevant for them about irregularities that occur over the trajectory that they follow.
  • a system that provides in the possibility to apply minimum three sending masts or transponders, installed round the area in which the transporter is moving towards the halting places, whereby from the moment that the transporter leaves the drive-way guiding, a virtual pre-programmed trajectory is followed towards a certain halting place. These trajectories are previously mapped out, so that for each trajectory a certain name or code can be given. At the moment that the transporter receives a certain trajectory code from the station, this transporter is be able, in function to the distance determination as to the provided sending transponders, to follow this preprogrammed trajectory as to the known coordinates of this trajectory code.
  • the drive position information, driving speed and length of each transporter within this trajectory are also transmitted by the way of the transporter to the computer system of the station, whereby this control system of the station can control automatically each transporter position and also determine of each transporter respect a sufficient distance between each other.
  • an automatic transmitting halting signal or driving speed adaptation signal will be sent to one or more transporters.
  • the transporter position information can be transmitted by way of the transporter itself to the other transporters on the terrain, whereby by drops out of the central control system of the station, the transporters can control each mutually their drive positions, and whereby for instance the priority rule of right can be applied, if two transporters pass each other to close.
  • At least 3 sending masts are provided on the terrain, also by preference, for practical reasons, always 4 sending masts will be placed in each corner of the terrain.
  • On top of each transporter a receiver is installed, whereby this transporter over each point of the field can receive always without any disturbance signals of other transporters. Also it is paid attention to the fact that the sending points of each mast are located higher than the receiving system of the transporter.
  • optical systems can also be used, whereby each sending mast for instance will transmit a coded infra-red light signal or radio signal as to its own position over the terrain or a identification code is referred to the known send mast position, and whereby each transporter by means of a rotating receiver or mirror or dish that is able to scan the terrain over 360°, whereby each signal of each mast can be received, also the angular position and the code about the position of the masts over the terrain.
  • each sending mast for instance will transmit a coded infra-red light signal or radio signal as to its own position over the terrain or a identification code is referred to the known send mast position
  • each transporter by means of a rotating receiver or mirror or dish that is able to scan the terrain over 360°, whereby each signal of each mast can be received, also the angular position and the code about the position of the masts over the terrain.
  • the sending masts are also provided with receivers, or with separately mounted receivers, whereby the transporters at their turn can transmit their position details and all obtained relevant data to these masts. Thanks the rotation of the receiving device of the transporter, also a position determination of the received signals up against every mast can be calculated in function of the signal strength measurement during the rotation of the transponder receiver. In principal, instead of the rotation of a receiver, also a serial of receivers over the full surface contour of this receiver can be placed, whereby each receiver as to a central placed transmitter within the detection system is calibrated, whereby each receiver can guarantee the same detection sensitivity.
  • the position control of the transporter up against these masts is obtained by not only determining the angle of the receiver as to the different masts, but also by measuring the distance to each mast.
  • each mast is hereby determined by the measurement of the signal strength of each received signal whereby by comparing the various received signals of the several sending masts, whereby also by their codes sending signals their position are be transmitted, also the position determination can be calculated as to these masts. Seen that the received sending signal does not decrease linearly with the distance as to the mast, a certain gauged calculation formula is used in function to the measured position data over the complete terrain. The calculation formula are also be transmitted to each transporter.
  • each sending mast emits an equal strong signal, at a central place, for instance in the center of the terrain, a fixed receiver is installed, whereby this receiver at each moment will measure the signal of each mast, and whereby with the slightest deviation of the signal strength, this receiver will send a correction signal to a certain sending mast, so that these sending signals will be calibrated automatically.
  • a next position determination of the transporters as to the masts is obtained by the masts that let send a same signal similar to the one of the satellites as the GSP-navigation system.
  • the masts will so locally make possible a high accuracy of the position determination without the need to use another system. It need also be mentioned that several systems can be combined with regards to make a more reliable system.
  • the named position systems for the transporter position over an terrain at the height of a station can also be applied for the transporter position determination over the complete drive-way trajectory and visa- versa.
  • a new system of spoilers whereby at the backside of the transporter a traditional spoiler is provided with a wing like geometry, with this difference, that the angular direction of the spoiler can be controlled electronically, whereby in a certain spoiler stand result in an air pressure against the spoiler surface to result in a downwards load or a load decreasing is caused on the wheels, similar as the working of the wing of an airplane.
  • By slowing down of the transporter it is also possible to direct the spoiler vertically, whereby faster decelerations will be caused, if it is necessary to decelerate as quickly as possible.
  • This extra brake system will not be used under normal circumstances, as the braking energy of the motors during the deceleration in general is transformed into electricity and transmitted back to the grid, or a part of this braking energy, or all of it, can be transformed temporal in kinetic energy or for the loading of the batteries or condensers, or can be transferred in hydrogen by fuel cells or pressed air and similar.
  • These named systems can also be used for the independent driving of the transporter over short distances.
  • the starting point should be precisely in the middle of the total height of the transporter, this should mean that the air pressure at the upper side at this sloping surface and the thereby going downwards load are precisely the same in comparison with the up going load at the lower part of the transporter, whereby both components compensate each other.
  • the driving wheel load can be regulated at the front side of the transporter, also in positive as negative sense
  • the upper surface and the surface at the lower part, that are separated by the spits beginning- point of the transporter are provided with one or more panels that by means of a remote control can be opened automatically partly or completely.
  • the air-escape-channel is provided within the transporter channel of a sloping surface in the opposite direction.
  • the air pressure through this channel will create an additional force at one side of this channel surface, whereby an extra wheel load is created by opening the upper transporter panel and visa-versa about by the opening of the lower panel.
  • This system of extra load regulation can also be obtained by means of an angel position alteration of the panel " or valve named" itself, whereby with an opposite position of the panel position, the air pressure will receive against this panel or valve in the opposite direction.
  • this load increasing or decreasing will also electronically be controlled in function of the detectible wheel slip.
  • This wheel slipping is controlled by electronic registration of the real transporter displacements in comparison with the wheel- contour-speed of each transporter driving wheel.
  • the transporter speed can also be calculated by applying acceleration meters, whereby a mass will register a certain load alteration against a pressure sensor during accelerations or decelerations.
  • GSP-navigation systems can provide a drive speed measurement, or along the drive-way trajectory can sending masts be placed with a known distance, whereby the transporter speed is derived in function to the automatic distance determination of the transporter as to these sending points, as applied for the driving of transporters over a station terrain or halting place without drive-way guiding or during the trajectory, as previously described.
  • the most simple slipping measurement can be obtained by a simple comparison with the wheel contour speed between the driven wheels and for instance the guiding wheels that are not driven.
  • a fluent stream and organization of the transport streams can be made possible, seen that all available data as to the destination places of each passenger, also the waiting passengers in the station can be known by the payment system, whereby also previously the organization of the arriving passengers in the final station can be organized for the stepping over to the local transport systems to a certain final destination, or certain transporters can move over a for this purpose provided drive-way strip preferably between or next to the usual road traffic to a next halting place.
  • GENERAL REMARK The given images present a clear picture view of the working principle of the different transmission elements and how these elements are work together. To be able to view the given working elements as clear as possible, all additional constructive elements, that are necessary for the receiving of certain working forces, the bearing of certain axis, or all additional elements are be omitted that are not directly part of the presentation of the construction elements of this patent.
  • FIGURE 1 containing part drawings 1a and 1 b.
  • Fig. 1a Hereby a transporter solution is presented with indirect wheel guiding whereby the guiding wheels 4 are in connection with the rails 5,6 and 8 (see also fig. 1b). Also shown spoiler 34, that protects the guiding system 4 against collision with strange objects. Not indicated on the drawing, is the fact that below this spoiler 34 detectors are placed that detect the distance till the rail 6 and 8, or as to the drive-way surface. By means of these spoiler detectors, automatically the distance between the spoiler and the rails are regulated by a control unit. At the moment that the transporter leaves the bed, this spoiler 34 will be retracted automatically together with the wheel guiding systems 4.
  • the beams 28, that also can be controlled and focused in function to the previously known and programmed data as to the drive-way geometry, as well as in function to the detection of strange objects over this trajectory.
  • These lights 28, are not only provided of visible light sources, but also of infra-red light sources, or additional lightning sources for the possible detection of strange objects on the drive-way trajectory, or for the determination of the distance in between of the transporter in front. Also it needs to be noted, that these additional lightning sources can be installed or integrated separately in for instance the radar sending- receiver unit 33 or in the shock absorber 31.
  • the digital camera 27 is placed on the highest point of the transporter 1 as well as the transporter position system 23 that can detect the sending transponders in the surrounding over 360 grades.
  • the load regulation as to the transporter main wheels at the front side of the transporter are regulated by the controllable panels 18 and 19, whereby the air flow trough escape channel 20 be lead at both sides of the transporter to the outside.
  • Fig. 1b In figure 1b the controllable back spoiler 24 is indicated as well as pantograph 25 that by means of the linear cylinder 26 is put in the right position against the electrical aerial contact (not indicated). Further the back lights 29 are indicated, that also can be used for the distance calculation of the in between transporter distance in function to the known distance between both light points. In these back lights 29 also infra-red sending sources can be integrated, whereby a higher reliability and protection as to the surrounding influences, for instance strange light sources can be obtained. These infra-red sources can also be used for the transmitting of coded signals.
  • coded signals can also be carried out by transmitting ad receiving unit 30 or whereby unit 30 is provided of a transmitter by the way of radio waves for the transmitting of data to the transporter behind, or about the distance detection system.
  • the moves of shock absorber 32 that is provided with a distance detection system for the displacements (&) by coming in contact with a next transporter for the forming of an electronic guided transporter chain.
  • Electronic transponder 16 will by passing of transporter 1 , through receiver 17 transmit the position determination of the transporter as to the trajectory as well as to the transmitting and receiving unit 16 and 17 of all valuable data.
  • Drive-way surface 13 and 14 are placed under the inclination ( ⁇ ) for the quick drainage of water, as well as to increase the straight line drive direction stability of the transporter 1.
  • FIGURE 2 concerning : Transporter under frame with indirect wheel guiding.
  • Figure 2 relates to the front sides 2a, 2b, and 2c and 2d.
  • the position determination of the transporter proximity sensors 60 are provided with cut-outs 58 in the rails 5 and 6 as to the position determination of the transporter over the drive-way trajectory (see for this purpose for instance fig. 2c).
  • the rails at the height of the cut-outs 58 are also provided of a non conductible material, (not indicated on the figure to make it possible to view cut-out form 58).
  • a non conductible material not indicated on the figure to make it possible to view cut-out form 58.
  • the guiding wheels 4 with at least one guiding rail 5 or 6 stand in mechanical contact with the drive-way to following the drive-way geometry, for instance by going trough a drive-way bend.
  • this mechanical contact will also be controlled by electronically way or electrically in function to the contact that is made between these two metal guides, by at least one of the metal guiding wheels 4 and for instance metal rail 6 in fig. 2a, and is obtained, that the wheel guiding system as to rail 6 can follow the drive-way geometry for the positioning of transporter main wheels 35.
  • rail 5 and 6 at the height of a drive-way switching device are be placed on a same horizontal level at a certain distance before reaching this switching device place, whereby the displacement mechanism with the guiding wheels 4 in time in relation to a tilting movements as to the center line 107 the guiding wheels 4 made contact with rail 5 or against rail 6 in function to another chosen drive-way direction.
  • the guiding wheels 4 together with linear cylinders 36 and 37, in connection with attachment plate 66, are as unit rotatable round central axis 92.
  • Each turning round axis line 92 is through rods 53 and 54 passed over to gear 49 in connection with rack 46 of brace or bow 55 whereby this brace 55 will effects a linear displacement.
  • the main wheels 35 are turned in function to the chosen fixed transmission values (see also front sides fig. 2c and 2d) and calculated in function to the provided intermediate elements.
  • the linear cylinders 36 and 37 are provided of electronic displacement receivers (not viewed), whereby by the means of an electronic control unit fastening plate 48 is always be kept automatically in horizontal stand by enlargement or decreasing of the distance X as to Y, or by a lateral displacement of guiding wheels 4 as to main wheels 35, see for this purpose fig.
  • the wide arrows 38, 40, 41 , 45 and 51 indicate the direction movements in relation to a turning of the guiding wheels 4 according to a certain drive-way geometry to carry out of a normal bend description according to arrow 63 of fig. 2a.
  • the small arrows 39, 42, 52 and 47 of fig. 2c at the contrary, indicate the adjustment that are carried out at the moment that the distance A of fig. 2d becomes larger than the distance B in between the main wheels 35.
  • the guiding wheels 4 will effects a turning movement as to the axis line 92 according to the arrow direction 38.
  • This angular rotation is by rod 53 passed over by gear 49 to rack 46 of brace 55 that in the direction 40 will make a certain displacement on the main wheels 35.
  • the measurement A and B will not longer be identical. If A becomes larger than B, under influence of these lateral movement, a angular rotation will occur as to arrow direction 39 as to the center axis line 92, see fig. 2b, whereby by gear 49 and rack 46 and brace 55 in the direction of arrow 42 the main wheels 35 will make a certain adjustment displacement.
  • rods 53 and 54 see figure 2b, will be put at the same parallel line as to this drive-way middle line and transporter underframe, whereby the compensated turning movement is reduced till nought.
  • the guiding wheels 4 are provided as to each other of a linear movable or slidable wheel axis as to at least one wheel side (not indicated), whereby this variation can be adjusted.
  • an electrical motor 44 is provided whereby an additional electronic adjustment of the main wheel positions 35 is obtained.
  • the transporter position will be compared with the position as to the drive-way trajectory, whereby certain sinusoidal direction alterations, as a result of the rail deviations or not, by the way of motor 44 through brace 55, an automatic compensation adjustment will be carried out within the determined course limits.
  • a flexible mechanical coupling is used to gives the correction adjustment system the possibility to make certain angular displacements in relation to the course limitations of these flexible coupling.
  • the electrical motor 44 is also applied for the correction of the main wheel positions when there exists a lateral slipping, whereby that transporter is put more quickly and precisely again in the middle of the drive-way bed. (see fig. 2d measurement A and B).
  • the loads execute by cylinders 36 and 37, see fig.
  • a light adapted transmission proportion is provided to the second wheel axle, this to be able to take into account the distance relation between the first and second wheel axle as to the transporter under frame at the backside of the transporter can be calculated, whereby a slightly slipping of the second wheel axle as to the first axle is avoided by taken bends.
  • the metal guiding rails 5, 6 and 7 can be provided of temperature regulation devices by sending a temperature controlled liquid by the channel through the rails, or by the drive-way bed in the direct area of these rails (not indicated in drawing), whereby a deviation of the rail way geometry in function to the temperature variations is avoided at a maximum. If on certain places the guiding rails 5, 6 and 7 are not mounted, by an electronic transporter position determination or navigation system, by control motor 44, the wheel direction will be taken over completely.
  • Motor 44 is for instance a servomotor, or a hydraulic motor or any other by electronic way controllable motor.
  • a driving shaft 50 is indicated through which the driving power is transferred to the transporter main wheels 35.
  • FIGURE 3 Fig. 3a. shows a side view of a transporter with two containers and container crane 70.
  • the transporter is positioned as to the halting place by an electronic transponder 74, so that container crane 70 can know precisely the transporter position and containers for the lifting up or placing of the containers.
  • the spaces in between 76 of the rail guiding are put on a maximum height, whereby the level difference as to the environment level 75 becomes minimum values, whereby the wheels 73 of the crane 70 can drive over the rail guiding.
  • the guiding rail will be integrated in principle by a small groove in the surface 75.
  • the containers are provided in the center of a transmitting unit 71, that can transmit all usable data to the receiver that is integrated in the lift-bridge 77 of container crane 70.
  • the received container data as to receiver 23 are be transmit towards the engine driver or driving control device, about for instance the data of the final destination of the containers, the nature of the transported goods, etc..
  • the possibility is provided to integrate a transmitter into this receiver, to send certain data to the receiver of the crane 70 and visa-versa. Also it is provided that this information is transmitted by the mark 74 at the under site of the transporter.
  • the central placed containers transmitters 71 are also used for the position determination of the container crane for the lifting up of the concerning containers, fig. 3b gives a view as to the automatic locking device as to the containers whereby a linear displacement of a clamping block is used.
  • FIGURE 4 Figure 4 concerns an indirect wheel guiding system by a fix central groove in the drive-way bed whereby the guiding borders 95 are provided under a certain angle.
  • the guiding wheels 80 are put into contact against the guiding borders 95 according to arrow direction 82 by a linear central displacement of driving cylinder 64.
  • the guiding wheels 80 will make a proportional turning movement 83 as to the central cylinder 82.
  • the distance in between the guiding wheels 80 is chosen in relation to the width and distance in between the cut-outs or grooves 89 whereby is provided that always three guiding wheels 80 stand in contact with the guiding surfaces 95.
  • the turning movement 83 is passed by the provided gear and axle 93 to brace 55, see fig.
  • This central positioned guiding 85 is provided with cut-outs 86 to control the transporter position as to the drive-way trajectory, whereby sensor 87 will detect these cut-outs 86. Also a separate sliding contact with limited width is provided, whereby by passing of the in general with synthetic material filled cut-outs 86, the electrical contact is temporary disconnected and so an additional detection of the savings 86 is obtained (not indicated on figure).
  • the metal guiding 85 placed in the center of the drive-way trajectory is used to control the transporter position in the center of this drive-way, whereby the same electrical contact detection method is used.
  • the driving power of the transporter is transmitted by the transmission shaft 57 to the main wheels 35 (fig. 4a).
  • FIGURE 5 Shows the working of the adjustable air pressure dividing at the front side of a driving transporter by transporter drawing section 5a and 5b.
  • Fig. 5a shows an increasing of the applied load as to the transporter wheels 35.
  • panel 18 is closed, whereby the airstream against this panel will create a downwards load as a result of the angular position of this panel as to the arriving airstream also in function to the driving speed of the transporter.
  • Panel 19 is at the contrary opened, so that the air pressure can escape by the channel 20 and it is avoided that there created an upwards load at the height of this panel surface 19.
  • the level grade of the inside wall 22 provides an additional downwards load whereby in a given situation a maximum downwards directed load as to arrow 68 is transferred to the wheels 35.
  • 5b shows an opposite situation whereby the opened panel 18 transfers partly the air pressure against the inside wall 21 in a upwards direction and the airstream leaves the transporter further by exhaust 20.
  • the lowest panel 19 on the contrary is closed, whereby also an upwards force is created and so a certain upwards load 69 is delivered so that an reduction of the wheel load 35 as to the drive-way surface is obtained.
  • a linear regulation of the up- and downwards load 68 and 69 are obtained by controlling of panel position 18 and 19.
  • FIGURE 6 Fig. 6a gives a view of the position of the guiding rails with a negative or groove formed guiding whereby by fig. 6b the corner grade is showed of the guiding surface 105.
  • Fig. 6b and 6c indicate the position of the guiding rails where one of both rails is placed on a higher horizontal level (see 6c measurement B as to A and C).
  • Rail 106 is also provided of positive outside directed guiding surfaces.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Health & Medical Sciences (AREA)
  • Heart & Thoracic Surgery (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

La présente invention concerne un système de transport autonome destiné au transport de passagers et de marchandises. Selon l'invention, les directions et destinations de déplacement, la vitesse de déplacement, le traitement des conteneurs et marchandises, le paiement des frais de transport, la régulation du trafic, la fermeture des passages à niveau et tous les systèmes supplémentaires qui font partie de l'intégralité du système de transport, sont automatisés par l'intermédiaire de systèmes de détection et informatiques. Plusieurs systèmes de guidage de transporteur peuvent être utilisés comme support de voie de déplacement et un dispositif de détection est utilisé pour détecter la présence inopinée d'objets sur la trajectoire de déplacement, chaque transporteur pouvant en supplément prendre en charge un dispositif de commutation dans la direction choisie sans que soit nécessaire l'intervention d'un centre de commande de commutation, et le système rendant également possible une synergie avec le trafic habituel sur la route.
PCT/BE2002/000118 2001-07-12 2002-07-08 Systeme de transport pour passagers et marchandises ou conteneurs WO2003006299A2 (fr)

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AU2002320745A AU2002320745A1 (en) 2001-07-12 2002-07-08 Transportation system for passengers and goods or containers

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BE2001/0476 2001-07-12
BE200100476 2001-07-12

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Cited By (11)

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SG129274A1 (en) * 2003-02-19 2007-02-26 Mitsubishi Gas Chemical Co Cleaaning solution and cleaning process using the solution
EP1670671B1 (fr) * 2003-10-02 2008-06-18 Peter Hasenfuss Systeme de transport entierement automatique
CN106873605A (zh) * 2017-04-25 2017-06-20 马鞍山方宏自动化科技有限公司 一种搬运自动导引运输车的调控系统及调控方法
CN107103444A (zh) * 2017-05-11 2017-08-29 付冠华 一种点对点小件物流系统
CN108001338A (zh) * 2017-12-27 2018-05-08 中铁第四勘察设计院集团有限公司 一种动车电机定子、转子智能运输装置
CN109501815A (zh) * 2018-12-29 2019-03-22 广州汇宏科技有限公司 一种无人驾驶轻型轨道车交通系统
WO2019099984A1 (fr) * 2017-11-17 2019-05-23 Rohit Singhal Système et procédé pour changer des véhicules de chemin de fer à l'aide d'une configuration de rails statique
DE102020005734A1 (de) 2020-09-19 2022-03-24 Johann Friedrich Führungssystem für Fahrzeuge
WO2023147913A1 (fr) * 2022-02-01 2023-08-10 Siemens Mobility GmbH Procédé de tracé d'itinéraire
US11977154B2 (en) 2016-10-28 2024-05-07 Ppg Industries Ohio, Inc. Coatings for increasing near-infrared detection distances
US12001034B2 (en) 2022-11-04 2024-06-04 Ppg Industries Ohio, Inc. Near infrared control coating, articles formed therefrom, and methods of making the same

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CN106708040B (zh) * 2016-12-09 2019-10-08 重庆长安汽车股份有限公司 自动驾驶系统的传感器模块、自动驾驶系统及方法

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US3831527A (en) * 1973-05-18 1974-08-27 Pullman Inc Passenger car switching device
EP0077839A1 (fr) * 1981-10-22 1983-05-04 Muckenhaupt, Gesellschaft mit beschränkter Haftung Dispositif pour commander des aiguillages à l'exploitation d'une voie ferrée souterraine
NL8403884A (nl) * 1984-02-03 1985-09-02 Daimler Benz Ag Spoorgebonden inzetbare voertuigen en spoorgevende rijbanen omvattend verkeerssysteem.
EP0188925A1 (fr) * 1984-10-18 1986-07-30 Matra Transport Procédé et dispositif de transmission de données entre véhicules en déplacement sur une voie
DE3610519A1 (de) * 1986-03-27 1987-10-01 Hans Ulrich Dipl Ing Baun Regeleinrichtung zur erhoehung des rad-anpressdrucks bei mehrraedrigen strassenfahrzeugen
US4740792A (en) * 1986-08-27 1988-04-26 Hughes Aircraft Company Vehicle location system
NL8800477A (nl) * 1987-03-11 1988-10-03 Daimler Benz Ag Veiligheidsinrichting voor een voertuig dat naar keuze over een spoor of over de straat kan rijden.
DE4011013A1 (de) * 1989-12-08 1991-06-13 Karl Schroeder Temperierte schienenkonstruktion fuer gleise mit hohen geschwindigkeiten
US5108052A (en) * 1991-05-17 1992-04-28 Malewicki Douglas J Passenger transportation system for self-guided vehicles
BE1005710A4 (nl) * 1992-02-27 1993-12-21 Beelen Dirk Inrichting voor het vanuit een bedieningscentrum besturen van lokomotieven.
FR2706211A1 (fr) * 1993-06-08 1994-12-16 Thomson Csf Procédé de traitement d'images routières et de suivi d'obstacles, et dispositif pour sa mise en Óoeuvre.
US5621411A (en) * 1993-10-04 1997-04-15 Texas Instruments Incorporated Positioning with RF-ID transponders
US5712789A (en) * 1995-08-28 1998-01-27 K&T Ltd. Container monitoring system and method
WO1997012796A1 (fr) * 1995-09-29 1997-04-10 Gec Alsthom Acec Transport S.A. Procede destine a permettre le freinage et/ou l'arret d'un vehicule circulant sur une voie ainsi qu'installation destinee a cet effet
US6044698A (en) * 1996-04-01 2000-04-04 Cairo Systems, Inc. Method and apparatus including accelerometer and tilt sensor for detecting railway anomalies
US6218961B1 (en) * 1996-10-23 2001-04-17 G.E. Harris Railway Electronics, L.L.C. Method and system for proximity detection and location determination
GB2324184A (en) * 1997-04-12 1998-10-14 Transmo Limited Card charging systems
US6220173B1 (en) * 1997-06-18 2001-04-24 Alcatel Trolley for rail tracks that are branched by means of switch points
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DE19957660A1 (de) * 1998-11-30 2000-07-20 Albrecht Joachim Verfahren zur Abrechnung des Fahrpreises bei der Benutzung öffentlicher Verkehrsmittel
WO2001033247A1 (fr) * 1999-11-03 2001-05-10 Satsafe Mls Ab Systeme de localisation pour vehicules et transporteurs de marchandises

Cited By (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SG129274A1 (en) * 2003-02-19 2007-02-26 Mitsubishi Gas Chemical Co Cleaaning solution and cleaning process using the solution
EP1670671B1 (fr) * 2003-10-02 2008-06-18 Peter Hasenfuss Systeme de transport entierement automatique
US11977154B2 (en) 2016-10-28 2024-05-07 Ppg Industries Ohio, Inc. Coatings for increasing near-infrared detection distances
CN106873605A (zh) * 2017-04-25 2017-06-20 马鞍山方宏自动化科技有限公司 一种搬运自动导引运输车的调控系统及调控方法
CN106873605B (zh) * 2017-04-25 2023-12-19 中山市永淇自动化设备有限公司 一种搬运自动导引运输车的调控系统及调控方法
CN107103444B (zh) * 2017-05-11 2023-10-17 付冠华 一种点对点小件物流系统
CN107103444A (zh) * 2017-05-11 2017-08-29 付冠华 一种点对点小件物流系统
WO2019099984A1 (fr) * 2017-11-17 2019-05-23 Rohit Singhal Système et procédé pour changer des véhicules de chemin de fer à l'aide d'une configuration de rails statique
CN111433105A (zh) * 2017-11-17 2020-07-17 罗希特·辛哈尔 用于使用静态铁路轨道配置切换铁路车辆的系统和方法
RU2763412C2 (ru) * 2017-11-17 2021-12-29 Шеегхра Ллк Система и способ перевода железнодорожных вагонов с использованием статической конфигурации рельсового пути
CN108001338A (zh) * 2017-12-27 2018-05-08 中铁第四勘察设计院集团有限公司 一种动车电机定子、转子智能运输装置
CN108001338B (zh) * 2017-12-27 2023-10-27 中铁第四勘察设计院集团有限公司 一种动车电机定子、转子智能运输装置
CN109501815B (zh) * 2018-12-29 2024-02-27 广州汇宏科技有限公司 一种无人驾驶轻型轨道车交通系统
CN109501815A (zh) * 2018-12-29 2019-03-22 广州汇宏科技有限公司 一种无人驾驶轻型轨道车交通系统
DE102020005734A1 (de) 2020-09-19 2022-03-24 Johann Friedrich Führungssystem für Fahrzeuge
WO2023147913A1 (fr) * 2022-02-01 2023-08-10 Siemens Mobility GmbH Procédé de tracé d'itinéraire
US12001034B2 (en) 2022-11-04 2024-06-04 Ppg Industries Ohio, Inc. Near infrared control coating, articles formed therefrom, and methods of making the same

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