MXPA00010960A - Mass transit system - Google Patents

Abstract

A mass transit apparatus for an endless travelling path is known, consisting of consecutive vehicles, which are articulately connected in an endless configuration so that said vehicles can be folded to a side by side position from a linear position. In order to improve the speed reduction or acceleration ratio said vehicles connected to each other by means of distance beams (10) are pivotably connected to said vehicles (1) at points located at both end parts of said vehicles. Horizontal steering means (4, 15) are arranged to cause said vehicles to pivot horizontally from said linear position to said side by side position and in reverse along certain parts of said endless travelling path.

Description

(51) Iulernationnl Patent Claasificaaon 6: (11) Ipjrrpatio-Ui! Pubt atlun Nutnber: WO 99/58387 B61G 5 DO, B61B 9/00, 13/00 (43) Intenatiapal Publication Date 18 Novcraber 1999 (18.1 1.99) 21) International Application Numbr: PCT / SE9800884 '(81) Z2) International FUing Dowry: May 13, 1998 (13.05.S 71) (72) AppUcant and Inventor: ANDERSSON. Gcrl [SE / SE]. SkWi svagell 17. S-I82? L Djuisholm (SE). 74) Agents: BUXBERG, Haps et al- Axcl Ehptcrs Patentbyta? B. P.O. Box 10316. S-100 55 Siocl ± olm (SE). Published With internausnal sßarth report. Wtlh amßnded ctatms. 4) Titic: MASS TRANSIT SYSTEM 7)? Bstract A mass transn appatanis for an endless aavellmg patb ts kno n. cons? st? n £ of consccu? ve vchicles. whicb are articulately connected an cndless conñgutaaon so that said vehlcles can be folded to a side by side position frotn a linear posibon. In oder to imptovc Ihe e eed reduction or acceleration i-auo said vchieles connected to eaeh other by mcans of distance bcapis (10) ate pivotably conncctcd to said hicles (!) At pomt5 located at both end parts of said vehicles. Horizontal steermg pieans (4.15) are atpnged to cause said vehlCles to vot honzontally from satd linear position to said idc by sidc posnion and in reverse alon? cenain parts of said endless aavellíng path.

PUBLIC TRANSPORTATION SYSTEM Background of the Invention The present invention relates to a system or apparatus for public transport or mass of population for an endless travel path, consisting of consecutive vehicles, which are connected, in an articulated manner, in an endless configuration, so that the vehicles can be folded towards a lateral part by means of a lateral position from a linear position. At present, public transport systems that operate in a number of locations throughout the world do not adequately address the transportation needs of densely populated cities. The biggest disadvantages are the construction costs, waiting times, the distance between stations and, above all, the lack of profit for the owner. The long-term profitability of any transport system is essential for its survival. This patent application includes an improvement to the principle of solutions that is known Ref: 12 319 currently for the continuous transportation of passengers in transit. The solution, which is based on folding the wagons in the horizontal direction, eliminates waiting times at stations, can reduce the distance between stations to less than half of conventional underground systems, reduces the cost of construction, considerably . In addition, it has constant speed transportation solutions in combination with a transport capacity capable of adapting, which corresponds to the market needs that come from the lowest end up to several times the maximum capacities found in conventional public transport solutions . The greatest cost savings are achieved, primarily, due to the smaller cross sections for tunnels or the designs of lighter civil works, for aerial solutions. In some public transport systems, the very basic benefits, but nevertheless very essential of the system, are lower costs, shorter waiting times and smaller distances than walking to the station. The technical solution that is applied to the waiting times found in the current public transport solution is implemented by means of shorter time intervals of departures between trains. The solution for the passenger to walk a shorter distance to the station is a shorter distance between stations. With the general technological concepts, this will lead to heavier designs and higher costs. A sustainable and effective solution must satisfy all three conditions, otherwise it will not be competitive, fundamentally, for the passenger and for society. Speed is another interesting reason for the passenger, but it is not the key issue of competition. The current average speed of cars in congested cities is around 20 km / h or less. At present, conventional underground public transport systems operate at 35 km / h or less on average. The costs in conventional public transport systems are high compared to the prices of the ticket charged, and in this way the operation is subsidized, in a normal manner. The main reason is due to the cost of heavy and complicated trains, in a technical way, as well as to the high costs and heavy civil works. The heavy concrete constructions are used very little and These are designed for the 40 tons of dead weight of each railway car. With a normal time in average of 5 minutes between the trains of the present time and a train of 100 meters in length, at a speed of 50Km. / h, the bridge of the tunnel is used only 7.2 seconds when the train passes, in the remaining 293 seconds the bridge or the tunnel is not used. We could say that the bridge / tunnel utilization ratio is 7.2 / 300, or 2.4%. Additionally, the civil design is strong due to the heavy weight of tara of the wagons. We could say that this relationship has an efficiency of 10 ton / 40 ton = 25%. The combination will give a total amount of infrastructure efficiency of 0.6%. The present invention is intended to give a balanced operation and adapted, commercially, on the benefits determined by means of the movement of passengers in a continuous manner, in order to eliminate waiting times and to use the infrastructure in a prudent time. more efficient way, and to increase the weight of the passage in relation to the tare weight of the rolling stock. In addition, the safety of passengers increases considerably, if compared to the security that exists in the underground trains, due to a lower maximum speed and the elimination of risks in the passengers that come from the trains that enter the platforms in the stations. This invention utilizes the foundations and basic principles already known in accordance with US Pat. No. 1,603,475, published on October 19, 1926 and British Patent No. 1294395 published October 25, 1972, for a continuous reduction of speed by means of folding feeder wagons. In order to achieve the objectives and improvements stated above, the present invention has the features that characterize what is set forth in the following claims, the main feature is therefore the distance brackets or beams that are connected to the vehicles, so rotating The distance folders serve two functions, improving the rate of reduction or acceleration of speed by a factor of 2, or more if the turning points extend outward from the main length of the car compartment. This reduces construction costs, meaningful way The rate of change of speed that is improved, means in practice that twice or more than twice the rate of change of speed can be achieved when compared with previous solutions, which do not use a tie or distance folder. The invention can be applied in autonomous or independent configurations that serve as local transporters and as feeders or distributors for the typical transportation junction points, such as underground trains and bus stations in the broad transportation infrastructure of a city. It can also be used with the modified door arrangement to accelerate and decelerate passengers in loading and unloading locations on a constant speed transportation device. A preferred embodiment of the invention will now be described with reference to the accompanying drawings, which are provided by way of a non-limiting example.

Brief Description of the Drawings Figure 1 represents a plan view of a typical station arrangement. The vehicle compartment has been omitted for better clarity. Figure 2 is a side elevational view of a high speed section between the stations of a typical vehicle arrangement. Figure 3 is a side elevational view of a speed ba section with ends of folded vehicles in a station. Figure 4 is a typical cross-sectional view at a location between two stations. Figure 4.1 is a detailed view of Figure 4, with details of the wheel and the bogie or trolley train. Figure 5 is the main view of the assembly arrangement of the folding process in each station. Figure 6 is the plan view of the load-carrying frame, of the folding vehicle frames and their associated distance beams or braces. At stations, passengers enter by the sides of vehicles 1, which move at low speed, through doors 2 placed in one or both ends of the vehicle in platforms 3. The speed of the vehicles, in the loading or unloading sections with a wide distance between the railway tracks 4, is selected to make a safe transfer in each section, in a way direct, from a stationary platform, or if so required, from a continuously moving belt 5 which moves at or near, or at the same speed as, vehicles moving laterally. The speed is in the range of 0.7-1.5 m / s. After a certain time, the final doors 2 close and the vehicles start to unfold, slowly, and accelerate in the main direction of travel. The acceleration force required to accelerate the tare weight of the vehicle can be supplied by means of energy stored in the springs 6, which are designed to generate a torque at the turning points 7, which at its Once, it generates an acceleration force in the adjacent turning points. This acceleration force will have the same direction as the main travel direction.

The acceleration force that is needed in the main travel direction for the variable load of passengers, can be generated by means of a force transfer device, such as the controlled linear induction motors 8, fixed to the structure concealed in the acceleration and retardation or braking sections. These linear induction motors 8 generate a contactless acceleration force, in the main travel direction, on each reaction plate 9 that is mounted below each vehicle 1. The appropriate amount of acceleration force that is needed for each individual vehicle 1, is adjusted to achieve minimum forces between the railroad tracks 4 and the skids 15. For this purpose, sensors are placed along the railway tracks 4 in the delay or braking and acceleration sections, the sensors provide information of the force in the lateral railroad towards the control device for the linear induction motors 8. When adjusting the acceleration force, generated by the linear induction motors 8, to correspond and to be proportional to the mass of the passengers board on each individual vehicle 1, minimum lateral forces can be reached between the railroad tracks 4 and the wheel flanges 15. The rate of increase of speed is determined by the maximum width B of the vehicle and by the distance between three consecutive turning points 7, proportion that is designated as L. The rate change ratio is L / B. It should be noted that the pivot points can extend outwardly from the ends of the vehicle compartment 11. The distance between the centers of the pivot points at each end of the distance folders 10 is determined, geometrically, by means of the distance L "between the two turning points 7 at each end of the vehicle frame 13 and the width B of the vehicle 1. It has a distance from the square root of (Lv2 + B2). For a vehicle 1 meter wide and 6 meters distance between the pivot points of frame 13, the rate of change of speed will be 12.08. The length of the vehicle compartment 11 can be adjusted for convenient passenger volumes expected. As an example, with a compartment size of 1 x 5 meters and 4 people standing per m2, the capacity reaches up to 50,000 people per hour per direction at a travel speed of 10 m / s. The number of seated passengers is around 5-8 seats per car, which corresponds to 12,000-21,000 seated passengers per hour per direction.

The vertical load that is generated by the passengers, the tare weight of the vehicle 1 and the distance beams 10, is transferred to the railway tracks 4 by means of trains of rotary trucks or bogies 12, which are attached to the vehicle frame. 13 on the opposite sides and at each end of the vehicle frame 13. Each bogie 12 is equipped with two wheels 14 and each wheel 14 has flanges 15 on both sides of the wheel metal ring 16. The function of the flanges 15, is to generate the rotational forces that are needed for the folding of the vehicles 1, and to provide guiding forces in the outer sections of the station areas, as well as to generate reaction forces towards any of the decompensated forces, not compensated by the force transfer device, such as the linear induction motors 8 in the sections of acceleration and deceleration, where the width of the railway line increases or decreases. After accelerating, each vehicle travels at constant speed until it reaches the next station with a deceleration that folds the section, where the folding and its associated deceleration in the direction of travel occur. Here the The function of the invention is contrary if it is compared with the acceleration sequence. The braking forces are generated by means of a force transfer device, such as the linear induction motors 8 which, by means of the reaction plates 9, which are mounted below the vehicle frame 13, exert a braking force on each vehicle 1 during the folding sequence, which takes place where the distance between the railway tracks 4 increases. The details of the described apparatus can be varied widely, without thereby departing from the scope of the invention as defined in the claims. In this way, for example, the means of absorbing energy can be hydraulic means. The horizontal steering means could be placed at the turning points of the vehicles, in the form of a crown gear and a rack instead of the railroads and the wheels shown. The induction motor arrangement shown may be an arrangement of any known type for the purpose of braking and accelerating vehicles.

It is noted that in relation to this date, the best method known to the applicant to carry out the aforementioned invention, is the conventional one for the manufacture of the objects or products to which it refers.

Claims (5)

1. Re v ices The invention having been described as above, property is claimed as contained in the following claims: 1. A public transport apparatus for a journey of travel consisting of consecutive vehicles, which are connected, in an articulated manner, in a configuration so that the vehicles can be folded towards a lateral part by means of a lateral position from a linear position, the vehicles are connected to one another by means of distance folders, which in turn they rotatably connect the vehicles at the points located on both end portions of the vehicles, where the horizontal direction means are placed to cause the vehicles to rotate, horizontally, from the linear position to the lateral part by means of the lateral position and in the opposite direction along certain parts of the travel path, characterized because Linear motors, for example, induction motors, are arranged, a part of the arrangements is placed along the travel path and cooperate with the second part of the arrangements that they are mounted under each vehicle in order to brake and accelerate the vehicles, respectively.
2. 2. A public transport apparatus according to claim 1, characterized in that the arrangements of linear motors include induction means and reaction plates, the induction means are placed along the endless travel path in its center line longitudinal, and the reaction plates are mounted under each vehicle.
3. 3. A public transport apparatus according to claim 1, characterized in that the means for absorbing energy are placed in connection with any of the turning points in order to carry up all or part of the kinetic energy of the vehicles when they are turned towards the lateral part by means of the lateral configuration.
4. 4. A public transport apparatus according to claim 2, characterized in that the means for storing energy are springs.
5. 5. A public transport apparatus according to claim 1, characterized because the steering means are railroad tracks on which wheels, mounted adjacent to the turning points between the vehicles and the beams, run, where the wheels have flanges on both sides of the wheel metal ring.