GB1561625A - Creation of Inventions and Patents with Artificial Intelligence

GB1561625A – Station layout in a transport system
– Google Patents

GB1561625A – Station layout in a transport system
– Google Patents
Station layout in a transport system

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Publication number
GB1561625A

GB1561625A
GB405578A
GB405578A
GB1561625A
GB 1561625 A
GB1561625 A
GB 1561625A
GB 405578 A
GB405578 A
GB 405578A
GB 405578 A
GB405578 A
GB 405578A
GB 1561625 A
GB1561625 A
GB 1561625A
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GB
United Kingdom
Prior art keywords
vehicle
track
station
train
level
Prior art date
1977-02-09
Legal status (The legal status 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 status listed.)

Expired

Application number
GB405578A
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Individual

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Individual
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1977-02-09
Filing date
1978-02-01
Publication date
1980-02-27

1978-02-01
Application filed by Individual
filed
Critical
Individual

1980-02-27
Publication of GB1561625A
publication
Critical
patent/GB1561625A/en

Status
Expired
legal-status
Critical
Current

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Classifications

B—PERFORMING OPERATIONS; TRANSPORTING

B61—RAILWAYS

B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR

B61B15/00—Combinations of railway systems

B—PERFORMING OPERATIONS; TRANSPORTING

B61—RAILWAYS

B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES

B61G5/00—Couplings for special purposes not otherwise provided for

Description

(54) IMPROVEMENT RELATING TO STATION LAYOUT IN A
TRANSPORT SYSTEM
(71) 1, FRÉDÉRIC RODOT, a French citizen, of 6 A, avenue de l’Ouche, 21000
Dijon, France, do hereby declare the invention for which I pray that a patent may be granted to me and the method by which it is to be performed to be particularly described in and by the following statement:
The present system is concerned with transport and particularly urban transport systems. It is concerned with a transport system, preferably for passengers, but possibly for goods, which comprises a single direction track on which move trans of vehicles serving stations. The invention is more particularly concerned with the organisation of these stations and the lay-out of the track in the immediate vicinity of the latter.It is also concerned with the method of connecting vehicles to one another.
Underground transport systems in general have stood the test of time for almost a century. The cost of constructing them is, however, prelaibitive for towns of medium size, of which the population is between one hundred thousand and one million inhabitants. In addition, during their construction, the surface encroachment is considerable, costly and interferes considerably with local traffic. However, networks comprising several lines for transport purposes, on which the circulation takes place in a single direction, are known, each line being worked in a closed circuit and converging towards a central distribution circle fitted with switches or points for each line entry and exit on the circle. This arrangement enables the excavations for the construction of the network to be considerably reduced, since the underground passage comprises only a single track.
Even if this line network supplies a substantial improvement as compared with conventional line networks, it does not on the other hand envisage any novelty as regards the stations themselves.
A station for lines of transport is known from German Offenlegungsschrift 2348017, in which lifts disposed alongside one another give access to the same side of a platform or corridor, on the other side of which a train of vehicles is running. There is obtained here a reduction in the size of the earlier conventional stations. However, the platform or corridor establishes an intermediate traffic zone between the lifts and the vehicles, in which zone, moreover, the movement of the passengers having access to the vehicles crosses that of the alighting passengers. The result thereof is simultaneously discomfort and a reason for slowing down of the traffic.
These disadvantages are avoided in British patent application No. 43915/76 (Serial
No. 1521206) of the same Applicant, who describes a type of underground station where the access to the vehicles and the alighting from said vehicles is effected directly, without an intermediate platform, from lifts to vehicles which stop facing one another, without any gap other than that which is necessary for opening doors. The juxtaposition as thus obtained of the lifts and vehicles firstly reduces the size and thus the extent of the excavation and the cost of contructing the stations, and secondly permits the movement of the passengers to be organised so that there is no inter-crossing; the movement of the passengers boarding the vehicles never crosses with that of the passengers alighting therefrom.Therefore, the stopping time of the vehicles at the stations is reduced and as a consequence the capacity of the lines is increased.
The invention proposes for its object a further improvement in the results which would be obtained by a transport system of which the stations would be those according to the application No. 43915/76 (Serial No.
1521206).
A general transport system according to the present invention offers the following advantages:
– it seeks to reduce still further the size of the excavation necessary for each station and accordingly reduces the cost thereof;
– it seeks to decrease the number of lifts per station, without reducing the possible capacity of the station, and as a result lowers simultaneously the investment costs and the operating costs;
– it seeks to avoid movable points at the junctions, supplying at the same time a reduction in the cost of the sub-structure, the maintenance costs and the frequency of dangers of breakdown;
– it seeks to reduce the danger of a breakdown of lifts by providing two lifts functioning in parallel; in the event of stoppage of one, the service remains assured by the second lift which is operating, although reducing the capacity of the affected station.
A transport system, more particularly for urban passenger transport but possibly for transport of goods, according to the invention, comprises a plurality of stations, a track running in a single direction and connecting the stations to one another and trains or vehicles, each preferably having two vehicles.In a transport system according to the invention, the stations comprise an access level for the passengers or goods, a transit level for boarding the vehicles and alighting from the vehicles, a lift shaft with two lifts disposed side-by-side and connecting the access level to the transit level and two parallel sections of vehicle circulation tracks situated at the transit level one section on either side of the lifts contiguous with the latter, the distance to be spanned in order to pass from a lift to a vehicle, when both are stationary at the transit level, being at most equal to about one metre.
As compared with the station according to the prior art, such as that described in
British Patent Application No. 43915/76 (Serial No. 1521206), it is seen that the new station is simplified and of an even more reduced size, since its two lifts are at the centre of the station and may accordingly be disposed along one diameter of a circular station, whereas the prior station comprised four lifts disposed along two parallel chords of a station, which itself is also circular. A station according to the invention may thus be installed in a circular shaft with a
diameter of about 8 to 9 metres. The sub-structure and working costs are thus reduced as compared with those of the above-described station, without causing any reduction in the capacity as regards transported passengers.In effect, the working of a transport system according to the present invention is achieved without any lost time in waiting for lifts at the station, this lost time being a characteristic of the station according to the prior art. On the contrary, it is a characteristic of stations according to the present invention that the two lifts effect simultaneously displacements from one level to the other and each only remains at each level for the time necessary for the transfer of passengers.
According to another feature of the invention, the single direction track comprises, on either side of each station, a junction having two branches with switch points towards the two branches, these latter connecting the single track to sections of parallel tracks of the stations. These switching arrangements, called “train separation switches”, have the remarkable feature of not comprising movable elements. They are formed by the combination of at least one pair of two rollers having a fixed vertical shaft and disposed symmetrically in relation to the track at the entry of the switching arrangement and at least one guiding ramp mounted laterally on each vehicle and cooperating with one or other of the rollers.
As the vehicle travels to the junction, the lateral ramp bears against the roller or rollers situated on its side. By reaction, the vehicle is directed towards the opposite side and engaged on the corresponding branch of the switching points. Thus, with the passage up to a switching point of a train of two vehicles which are contiguous but not coupled to one another, the first vehicle carrying a guiding ramp on the right-hand side, for example, and the second carrying one on the left-hand side, the separating or splitting-up switching arrangement directs the leading vehicle on to the left-hand branch and the other on to the right-hand branch, permitting their access to the station on either side of the lift shaft.This arrangement is also suitable in the case where the wheels of the vehicles are equipped with pneumatic tyres and where the running track comprises two angle-irons, one on the right and the other on the left, of which the horizontal flange serves as a rolling track and of which the vertical flange assures the lateral guiding.
The invention provides a second method of achieving the switching arrangement for
switching to two branches, called “direction
points”, permitting a complete train to be
arranged on the adequate track, instead of
splitting it up, as is done by the dividing
points or switches at the entry to the
stations. These direction points operate by
the same principle: bearing of ramps on
rollers. In this case, however, a train of
rollers, having at least two rollers on vertical
shafts, is disposed on each side of the track
and is able to oscillate in a horizontal plane
about a fixed point, under the action of
driving means, the oscillations of the two roller trains being connected in such a manner that they remain permanently parallel.Guiding ramps mounted laterally on each vehicle co-operate with one or other of the roller trains for directing the vehicle on to one or other branch of the junction. In addition, a supplementary roller having a fixed vertical shaft is provided at the entry to each branch for completing the guiding of the vehicles.
As previously indicated by way of example, trains are provided which comprise two vehicles following one another but not coupled to one another. The maintenance of the juxtaposition while the train is running on the single track is assured by providing a magnet at the end of each vehicle, the N and
S poles of one respectively facing the S and
N poles of the other. At the moment when the first vehicle is engaged on one branch of a junction, the second is directed towards the other branch by the switching arrangement, the respective lateral displacement of a vehicle relatively to the other causing a corresponding displacement of the magnets and the N (or S) pole of one is brought opposite the N (or S) pole of the other. The repelling action of two poles of like polarity of the magnets thus assists in the detachment of the vehicles from one another.
It will not be a departure from the scope of the invention to provide for a transort system additionally comprising one or more stations, in which the transit level and the access level for the passengers are coincident and therefore without any lift, the other components of the system, that is to say, a junction with switching points and the method of connecting the vehicles of a train, remaining those which have been previously described. This situation corresponds to a system or installation in which one or more stations are at ground level, the single track being underground on either side of such a station and at ground level in the station.It is then possible to provide a transport organisation in which the vehicle trains comprise two vehicles, of which the first could have the characteristic of being capable of running on a road and highway and on the single track, and would be pushed by a second vehicle on to this latter. At the entry to the station at ground level, the train is separated into two halves, the leading vehicle on one side of the station and the trailing vehicle on the other. The leading vehicle is then able to provide a surface transport service to the periphery of a town, for example. The other vehicle is positioned behind a vehicle identical with that which it had been used for effecting surface transport, takes command of it and pushes in on to the underground line.The switch point as previously described make it possible to ensure equally well the exit from the single track towards a road or highway and the entry on to the single track starting from the road or highway.
The foregoing general description makes clear the possible economies as regards sub-structure, investment and operation as compared with a conventional underground railway system. In connection with the carrying out of the excavations, it is established that it is possible, despite the small diameter of the station shafts, to introduce thereinto a mechanical drilling machine such as a “Midifullfacer” of ATLAS
COPCO, suitable for drilling, without explosive, the tunnels connecting the stations.
The ground appropriation is reduced to that necessary for the construction of the stations, this being a simple shaft of small diameter.
The system according to the invention will now be described, by way of example, by reference to the accompanying drawings, in which:
Figure 1 represents one example of a single-track transport line network,
Figure 2 is the upper part of a vertical section of a station, which is part of a transport system according to the invention,
Figure 3 is a vertical section of a transport system according to the invention, at the height of a station,
Figure 4 is a plan view of the access level of a station,
Figure 5 is a plan view of the transit level of a station,
Figure 6 is a plan view of a lift,
Figure 7 is a plan view of a separating switch point,
Figure 8 is the lower part of a section of a bogie-type vehicle,
Figure 9 is the lower part of a section of a vehicle having two plain axles,
Figures 10 and 11 are diagrams showing the action of the rollers on the ramps of the vehicles,
Figure 12 is a plan view of a directing switching point for a complete train
Figure 13 is a plan view showing the separation of two vehicles of a single train at a separating switch point,
Figure 14 is a plan view of a station on a single level, and
Figure 15 is a half-section of a vehicle and a directing switch point.
A transport system according to the invention uses, for example, a line or track network, such as shown in Figure 1.
It is recalled that such a network, comprising for example four lines A, B, C, D, all converging on a central distribution circle
E, enables a town of medium size to be served by stations S1, S2, etc. This network is of known type and is not described herein.
As indicated in Figures 2 and 3, a station according to the invention, such as S1, established on the network, comprises an access floor NA, connected to ground level
S by a stairway E, for example, a transit floor NT at which the trains stop for the passengers to get in and out and a lift shaft 1 containing two lifts 2 and 3. Landing doors 4 and 5 provide access to the lifts on the access floor NA, and the same also applies at the transit floor NT.
The track, served in the direction of the arrows f, comprises an ascending ramp-like access portion 6 and a descending ramp-like exit portion 7. The ascending of the ramp 6 by a vehicle 8 stores the kinetic energy and this potential energy is restored to the vehicle leaving the station by the descending ramp 7.
The plan view of the access floor of a station (Figure 4) shows the lift shaft 1, the lift 3 waiting to be filled with passengers, and the landing doors 4 and 5 corresponding to the lift 2 are closed, this lift being at the transit level or floor. The entry and exit movements of the passengers are by way of a doorway 9. Ticket-issuing positions are shown at 10, cancelling stations at 11, access turnstiles at 12, exit corridors at 13 and the point of arrival from an emergency staircase coming from the transit floor at 14.
At the transit or traffic level NT (Figure 5) of one station of the transort system, the track at the approach to the station is divided by a branch or junction (Figure 7 or
Figure 13) into two parallel track portions 15 and 16. To be seen in Figure 5 are two vehicles V1 and V1 belonging to a single train, of which the first vehicle, at the branch preceding the station, is directed on to the track 15 and the second is directed on to the track 16. They are stopped on either side of the lift 2, which is movable in the lift shaft 1, separated into two parts by a partition 29. The sliding doors 17, 18, 19 and 20 of the lift 2 are shown open, as are also the landing doors 21, 22, 23, and 24 and the doors 25 and 2 of the vehicle V1 and 26 and 28 of the vehicle V2.The movement of the passengers brought from the access floor is according to the direction of the arrow F, from the lift 2 to the vehicle V2, and the movement of the passengers alighting at the station is in the direction of the arrow G, from the vehicle V1 to the lift 2. At the same time as these movements of passengers occur at the transit level, a similar movement is produced at the access level, where the lift 3 is located. Passengers leave this lift to reach ground level and other passengers
enter it. Once these horizontal movements
of passengers are completed, the doors are
closed again (landing doors, doors of vehi
cles V1 and V2, and of the lift 2 at the transit level) and the lift 2 ascends again to the
access level, while the lift 3 descends to
wards the transit level.At this level, the lift 3 will occupy a position 3′, enclosed by the vehicles W1 and W2 of the following train, the movement of which will be controlled so that they are stopped in line with the lift 3.
The movements of the passengers will be according to the arrows F’ (passengers boarding the vehicle) and G’ (passengers alighting from vehicles).
Figure 5 also represents an emergency staircase comprising two spirals 30 and 31, starting from the transit level at a position facing the points where the vehicles on the track 16 stop. These two spirals ascend and are connected at a landing 32, from which one spiral 33 commences to rejoin the access level. The volume of the station between the transit level and the access level is here cylindrical and is limited by a concrete wall 34.
The detail of the plan of the lift 2 will be seen in Figure 6, the lift 3 being identical therewith. To be seen in this figure are the sliding doors 17, 18, 19 and 20, each in two parts, disappearing one behind the other. The landing doors 21, 22, 23 and 24, corresponding to the lift 2; are themselves also sliding doors and in two parts.
A branching of the track with a traindividing points system is shown in Figure 7.
In this figure, it comprises only a single pair of rollers 50 and 51 disposed symmetrically in relation to the track. This track, on the right-hand side of the figure, is formed by two rails 36 and 37. The rail 36 extends without any interruption at 38 and the rail 37 at 39. Two rails 40 and 41 respectively form with the two rails 38 and 39 the two branches of the junction. Two coacting rails 42 and 43 ensure a good guiding action for the wheels of the vehicles making use of one or other of the branches. A vehicle, such as
V1, has been represented by its front bogie shaft 44 and its four flanged wheels 45, 46, 47 and 48. Connected fast with the bogie is a guiding ramp 49 (Figures 7 and 8). At the moment when the front of the vehicle, travelling in the direction of the arrow H, arrives at the junction, the ramp 49 comes into contact with a roller 50 on a vertical shaft, which is fixed laterally of the track.
By reaction of the roller on the ramp and thus on the bogie, the latter is directed in such a manner as to be engaged on the branch of the track which is formed by the rails 39 and 41. Figures 10 and 11 represent on a larger scale the deflecting action of the roller 50 on the ramp 49. Figure 10 shows the start of the contact between the ramp 49
and the roller 50, and Figure 11 shows the respective positions of these two elements
during the advance of the vehicle. A roller 51 is disposed symmetrically of the roller 50 in relation to the track axis. The action of this roller on a guiding ramp (not shown) disposed on the same side on the bogie of a vehicle will drive the latter towards the track branch formed by the rails 38 and 40.In tbe case where the vehicle is not mounted on a bogie, but on axles with pairs of wheels, a guiding ramp 52 is fast with the vehicle chassis (Figure 9) and the combined action of the guiding ramp and of a lateral roller is identical with that as described above in respect of a bogie vehicle.
It is thus apparent that if a train comprising two vehicles arrives at the branch or junction shown in Figure 7, the said vehicles being contiguous but not coupled to one another, the first vehicle carrying a guiding ramp 49 which comes into contact with the roller 50, while the second carries a guiding ramp on the opposite side which comes into contact with the roller 51, the first vehicle will be automatically directed on to the track branch 39, 41 and the second on to the track branch 38, 40. These two vehicles will arrive at the station as shown in Figure 5, one on the track 15 and the other on the track 16.
Figure 12 shows a track branch or junction on which are running vehicles fitted with pneumatic tyres, the direction of travel being from left to right in the figure. The running and the lateral guiding of the vehicles are assured by two angle-irons, one of which is formed by a horizontal running flange 53 and a vertical guiding flange 54, while the other has a horizontal running flange 55 and a vertical guiding flange 56, with their respective extensions into the two branches of the junction, namely: as regards the left-hand branch (top of the figure), the angle-irons 57 and 58, and as regards the right-hand branch (bottom of the figure), the angle-irons 59 and 60.Two roller trains, each with three rollers 61, 62, 63 on a vertical axis, on the one hand, and 64, 65, 66, on the other hand, are movable under ther action of motive means 67 as a consequence of which they are able to oscillate, while remaining aligned, about the roller axis 61 for the first roller train and the roller axis 64 for the second roller train. The motive or driving means 67 may be remotely controlled by a remote control system which is diagrammatically represented by a signal transmitting cable 75. The roller trains are then able to assume two positions, one of which is shown in full lines and the other in broken lines, while permanently remaining parallel.Depending on which of the roller trains is occupying one or other position, they direct a vehicle W1 by bearing on a ramp on its chassis, along the track 57, 58 or along the track 59, 60. Two symmetrically disposed fixed rollers on a vertical axis 68 and 69 ensure the maintenance of the roller train of the vehicle on the angle-irons level with the break between the said angle-irons 57 and 59. It is seen that the branch represented in Figure 12 thus enables a “directional” switching of a complete vehicle train, depending on the position of the roller trains, so as to direct it either on to the track at the top of the figure or on to that at the bottom of the figure. It is branches or junctions of this type which are provided at the junction points of the lines, A, B, C, D and of the circle E (Figure 1).
Figure 13 represents a junction having two branches and two guiding rollers 50 and 51, similar to that of Figure 7. A train of two vehicles V1 an V2, running in the direction of the arrow, passes through this junction, the first vehicle being engaged on the right-hand branch and the second being intended to pass onto the left-hand branch.
The vehicle V1 has been partially and diagrammatically represented by its rear bogie comprising four wheels 71, 72, 73 and 74 and by its rear wall 85. The guiding ramp 76 of the vehicle V1 has also been shown, such ramp, by bearing on the roller 51, has directed this vehicle onto the right-hand branch.
The vehicle V2 is likewise represented by its front bogie comprising four wheels 78, 79, 80 and 81, by its rear wall 77 and by its guiding ramp 82 which, by bearing on the roller 50, directs the vehicle V2 onto the left-hand branch. The vehicle V1 is equipped with an electromagnet 83, of which the poles N and S, before passing through the junction, are in alignment with the poles S and N of an electromagent 84 with which the vehicle V2 is equipped. The maintenance of the train formation of the vehicles is thus assured when they are running on a straight track or on a track of fairly large curvature.
On the contrary, on passing through a junction, due to the action of the rollers on the guiding ramps, the poles N (or S) of the two magnets take up a position in which one faces the other, this facilitating the separation thereof.
Represented in Figure 14 is a station S situated at ground level, in which the access level and the transit level are thus the same.
This station is served by a line L emerging from a tunnel 86 and passing, after the station S, into a tunnel 87. Before the station (on the left of the figure) is to be seen a junction 88 with a train-dividing points system. Of the two branches 89 and 90 of the junction, the first 89 is extended by the track proper, which then enters the tunnel 87, while the second branch 90 is terminated at 91, giving access to a road or highway, permitting a service by surface transport. Thus, a train comprising two vehicles, which are contiguous but not connected, of which the first is suitable for running on a roadway, and on leaving the tunnel 86, will be split up at the junction 88, so that its two vehicles are presented at the station S parallel to one another, the leading vehicle being on the branch 90 and the trailing vehicle on the line L.The first vehicle will then be able to leave the branch 90 at its end 91 and then provide for surface transport.
So that another train comprising two vehicles, both of which should follow the branch 89 at 88, may be permitted to engage with the said branch, the separating points system comprises at least two pairs of rollers which are symmetrical in relation to the track, while being of the type as described previously by reference to Figure 7.
In addition to the junction 88, there is located at the entry to the station S a junction 92 which permits a surface track branch 93 starting at 94 to rejoin the line L.
Therefore, a vehicle which is capable simultaneously of running on the road or on the single track of the network is able, by means of the branch 93, to rejoin the line L, to be positioned in the station S and to be taken in charge in the station by a trailing vehicle of a vehicle train leaving the tunnel 86, of which the leading vehicle has been directed at the junction 88 onto the branch 90. The new train as thus formed is then able to serve the remainder of the line L after having entered the tunnel 87.
Figure 15 shows, as a half-section, the passage of a vehicle W1 at a junction with a directional point system similar to that of
Figure 12, the section being taken on the line XV-XV’ passing through the axes of the rollers 62 and 65. The same references as those in Figure 12 are used in Figure 15. The horizontal running flange 53 and the vertical guiding flange 54 are visible. The vehicle is guided on this latter flange by the bearing of a small roller 95 having a vertical axis. It is switched, inter alia, by the roller 65, which is the intermediate roller of the roller train 64, 65, 66 of Figure 12. The oscillating movement of the roller train is due to the action of two identical motors 67 joined together by two identical chain wheels 96 and a chain 97.The roller 65 is carried by two bearings 98, displaced simultaneously by two identical screws 99, which are driven in rotation by motors 67. The rollers thus come into contact with a ramp 100 of the vehicle Wl and ensure the switching of this vehicle onto the track 57, 58 (Figure 12). The position 98′ of the bearings 98 for the switching operation onto the other track 59, 60 has also been shown in broken lines.
WHAT I CLAIM IS:
1. A transport system for passengers or goods, particularly an urban transport system, comprising several stations, a running track in a single direction connecting the stations to one another, and trains of vehicles, each station comprising an access floor or level for passengers or goods, a transit floor or level for boarding the vehicles and alighting from the latter, a lift shaft with two lifts disposed side-by-side and connecting the access level to the transit level and two sections of parallel running tracks, situated at the transit level one section on either side of the lifts, contiguous with the latter, the distance to be spanned in order to pass from a lift to a vehicle, when both are stationary at the transist level, being at most equal to about one metre.
2. A transport system according to claim 1, additionally comprising at least one station at which the track is at ground level and at which the transit level and the access level are both at ground level, wherein the station at which the track is at ground level has at least one points system with two branches, of which one branch emerges and ends on a road or highway.
3. A transport system according to claim 1 or 2, comprising on the single direction track a plurality of junctions with two branches and switching arrangements on the branches of the junctions, the said branches extending the sections of parallel tracks of the stations, wherein each point or switching arrangement of the vehicles is formed of at least one pair of rollers having a fixed vertical shaft, the said rollers being disposed symmetrically in relation to the track, and a guiding ramp being mounted laterally on each vehicle and co-operating with the rollers.
4. A transport system according to claim 1, 2 or 3, further comprising train-switching arrangements comprising, firstly, two trains of at least two rollers on a vertical axis and disposed symmetrically in relation to the tracks, each roller train being able to oscillate about a fixed point under the action of driving means, and, secondly, a guiding ramp mounted on each vehicle and cooperating with one or other of the roller trains.
5. A transport system according to any one of the preceding claims, wherein the train vehicles are contiguous and they are each provided at their juxaposed ends with magnets disposed in such a way that the poles of different polarity are in contact when the vehicle train is running on a portion of single track.
6. A transport system according to claim 1 substantially as described hereinbefore.
7. A transport system substantially as illustrated in the accompanying drawings and described hereinbefore with reference thereto.
**WARNING** end of DESC field may overlap start of CLMS **.

Claims (7)

**WARNING** start of CLMS field may overlap end of DESC **. so that its two vehicles are presented at the station S parallel to one another, the leading vehicle being on the branch 90 and the trailing vehicle on the line L. The first vehicle will then be able to leave the branch 90 at its end 91 and then provide for surface transport. So that another train comprising two vehicles, both of which should follow the branch 89 at 88, may be permitted to engage with the said branch, the separating points system comprises at least two pairs of rollers which are symmetrical in relation to the track, while being of the type as described previously by reference to Figure 7. In addition to the junction 88, there is located at the entry to the station S a junction 92 which permits a surface track branch 93 starting at 94 to rejoin the line L. Therefore, a vehicle which is capable simultaneously of running on the road or on the single track of the network is able, by means of the branch 93, to rejoin the line L, to be positioned in the station S and to be taken in charge in the station by a trailing vehicle of a vehicle train leaving the tunnel 86, of which the leading vehicle has been directed at the junction 88 onto the branch 90. The new train as thus formed is then able to serve the remainder of the line L after having entered the tunnel 87. Figure 15 shows, as a half-section, the passage of a vehicle W1 at a junction with a directional point system similar to that of Figure 12, the section being taken on the line XV-XV’ passing through the axes of the rollers 62 and 65. The same references as those in Figure 12 are used in Figure 15. The horizontal running flange 53 and the vertical guiding flange 54 are visible. The vehicle is guided on this latter flange by the bearing of a small roller 95 having a vertical axis. It is switched, inter alia, by the roller 65, which is the intermediate roller of the roller train 64, 65, 66 of Figure 12. The oscillating movement of the roller train is due to the action of two identical motors 67 joined together by two identical chain wheels 96 and a chain 97.The roller 65 is carried by two bearings 98, displaced simultaneously by two identical screws 99, which are driven in rotation by motors 67. The rollers thus come into contact with a ramp 100 of the vehicle Wl and ensure the switching of this vehicle onto the track 57, 58 (Figure 12). The position 98′ of the bearings 98 for the switching operation onto the other track 59, 60 has also been shown in broken lines. WHAT I CLAIM IS:

1. A transport system for passengers or goods, particularly an urban transport system, comprising several stations, a running track in a single direction connecting the stations to one another, and trains of vehicles, each station comprising an access floor or level for passengers or goods, a transit floor or level for boarding the vehicles and alighting from the latter, a lift shaft with two lifts disposed side-by-side and connecting the access level to the transit level and two sections of parallel running tracks, situated at the transit level one section on either side of the lifts, contiguous with the latter, the distance to be spanned in order to pass from a lift to a vehicle, when both are stationary at the transist level, being at most equal to about one metre.

2. A transport system according to claim 1, additionally comprising at least one station at which the track is at ground level and at which the transit level and the access level are both at ground level, wherein the station at which the track is at ground level has at least one points system with two branches, of which one branch emerges and ends on a road or highway.

3. A transport system according to claim 1 or 2, comprising on the single direction track a plurality of junctions with two branches and switching arrangements on the branches of the junctions, the said branches extending the sections of parallel tracks of the stations, wherein each point or switching arrangement of the vehicles is formed of at least one pair of rollers having a fixed vertical shaft, the said rollers being disposed symmetrically in relation to the track, and a guiding ramp being mounted laterally on each vehicle and co-operating with the rollers.

4. A transport system according to claim 1, 2 or 3, further comprising train-switching arrangements comprising, firstly, two trains of at least two rollers on a vertical axis and disposed symmetrically in relation to the tracks, each roller train being able to oscillate about a fixed point under the action of driving means, and, secondly, a guiding ramp mounted on each vehicle and cooperating with one or other of the roller trains.

5. A transport system according to any one of the preceding claims, wherein the train vehicles are contiguous and they are each provided at their juxaposed ends with magnets disposed in such a way that the poles of different polarity are in contact when the vehicle train is running on a portion of single track.

6. A transport system according to claim 1 substantially as described hereinbefore.

7. A transport system substantially as illustrated in the accompanying drawings and described hereinbefore with reference thereto.

GB405578A
1977-02-09
1978-02-01
Station layout in a transport system

Expired

GB1561625A
(en)

Applications Claiming Priority (1)

Application Number
Priority Date
Filing Date
Title

FR7704043A

FR2380172A1
(en)

1977-02-09
1977-02-09

TRANSPORT FACILITY

Publications (1)

Publication Number
Publication Date

GB1561625A
true

GB1561625A
(en)

1980-02-27

Family
ID=9186675
Family Applications (1)

Application Number
Title
Priority Date
Filing Date

GB405578A
Expired

GB1561625A
(en)

1977-02-09
1978-02-01
Station layout in a transport system

Country Status (5)

Country
Link

JP
(1)

JPS5399627A
(en)

DE
(1)

DE2801947C3
(en)

FR
(1)

FR2380172A1
(en)

GB
(1)

GB1561625A
(en)

IT
(1)

IT7819766D0
(en)

Families Citing this family (1)

* Cited by examiner, † Cited by third party

Publication number
Priority date
Publication date
Assignee
Title

JPS5824303B2
(en)

1978-06-07
1983-05-20
川崎重工業株式会社

All-weather and soundproof transportation

Family Cites Families (4)

* Cited by examiner, † Cited by third party

Publication number
Priority date
Publication date
Assignee
Title

DE1287598B
(en)

1962-06-22
1969-01-23
Siemag Masch Stahlbau

Electric cruise control, braking and / or acceleration device

FR2068321A6
(en)

1969-11-04
1971-08-20
Automatisme & Technique

DE2348017A1
(en)

1973-09-24
1975-04-10
Siemens Ag
Inter-level conveyance for cabin station – has lift cubicle raised and opened simultaneously with cabin arrival

FR2332895A1
(en)

1975-11-25
1977-06-24
Rodot Frederic

TRANSPORT LINE STATION

1977

1977-02-09
FR
FR7704043A
patent/FR2380172A1/en
active
Granted

1978

1978-01-13
JP
JP262078A
patent/JPS5399627A/en
active
Pending

1978-01-18
DE
DE19782801947
patent/DE2801947C3/en
not_active
Expired

1978-01-30
IT
IT1976678A
patent/IT7819766D0/en
unknown

1978-02-01
GB
GB405578A
patent/GB1561625A/en
not_active
Expired

Also Published As

Publication number
Publication date

IT7819766D0
(en)

1978-01-30

FR2380172A1
(en)

1978-09-08

DE2801947C3
(en)

1981-10-08

DE2801947B2
(en)

1981-02-05

FR2380172B1
(en)

1979-06-01

JPS5399627A
(en)

1978-08-31

DE2801947A1
(en)

1978-08-10

Contact information