• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Rapid transport system for people on a rail compatible with two parallel traffic flows on a single track. The present invention refers to a railway transport system with stations based on the plurality of self-propelled vehicles, supported and stabilized on a single rail, with a lateral stabilization system and protection against overturning. This system has four rails, two for each direction, one of them being used for acceleration and braking, and for loading and unloading of passengers at stations, and the other to allow uninterrupted vehicle traffic between departure and destination stations. reducing travel times several times. Furthermore, it is compatible with current metro infrastructures, minimizing the cost of its implementation by orders of magnitude. (Machine-translation by Google Translate, not legally binding)
    公开号:ES2752750A1
    申请号:ES201800218
    申请日:2018-10-04
    公开日:2020-04-06
    发明作者:Jimenez Efrén Diez；Munoz Miguel Fernandez；Dominguez Rubén Oliva
    申请人:Universidad de Alcala de Henares UAH；
    IPC主号:
    专利说明:

    [0001]
    [0002] Rapid transport system for people on a rail compatible with two parallel traffic flows on a single track
    [0003]
    [0004] Object of the invention
    [0005]
    [0006] The present invention relates to a rapid transport system for people based on a plurality of self-propelled vehicles, supported and laterally stabilized on a single rail. This has capacity for one or several people and its design is compatible with the circulation of at least two parallel flows of vehicles on the same road. In addition, it is compatible with the current infrastructure of two rails per road, being able to double the number of vehicles that circulate simultaneously on the road, and thus being able to adapt vehicle stops according to the passenger's destination.
    [0007]
    [0008] State of the art
    [0009]
    [0010] Currently urban transport has to face new challenges, in which the efficiency of a transport system is measured through indicators or criteria such as immediate availability, door-to-door service, safety or passenger comfort. Private road transport can meet some of these criteria and is often an effective means of getting around in urban areas, linking the user's residence to the workplace, shopping malls or leisure activities. Unfortunately, the use of private vehicles by road involves problems that have a negative impact on the quality of life and the environment. The use of private vehicles increases traffic congestion, which implies high energy consumption, in addition to producing noise and pollution, all of which degrade the quality of urban life. Although the future of road transport seems to be going through autonomous driving, which would lead to better traffic management, road transport has high accident rates and therefore uncertainty about transport time, which means that displacement within large cities may not be a definitive solution.
    [0011]
    [0012] In contrast to road transport of infrastructure shared by all types of users, there is urban collective transport in separate infrastructure such as subways, monorails, light rail and medium distance trains. In this type of transport, traffic can be regulated in a more optimal way, assuring the traveler exact and known travel times. The number of incidents and the accident rate are much lower than that of road transport, which gives the traveler security. Likewise, the traveler is transported and therefore can take advantage of the trip to perform other tasks or relax.
    [0013] Within mass transport in separate infrastructure, transport is typically carried out by convoys driven by one person or autonomously, supported on two rails or a single one as on monorails. The use of convoys has a number of drawbacks. One of the most important lies in the discomfort associated with set times for predetermined destinations. Profitable collective transport systems require a considerable number of people who need to be transported to a specific location, at a given time, to travel to the same destination. Other destinations can be reached, but only with one or more changes by the passenger from one route to another. Given the massive use and generally applied principle of "first come, first served", people may not be able to find an available seat, or a personal space to work inside or relax. Mass transit systems, likewise, they need to operate outside of peak hours with minimal use, often with idle movements, making them costly to operate.
    [0014] Likewise, and despite enjoying a separate infrastructure, convoy transport does not usually have very high effective travel speeds. The need for the convoy to stop at each station on the line for the loading and unloading of passengers forces the loss of time in acceleration, braking and stopping which in lines with many and / or very crowded stations significantly reduces the real speed of transport of the individual passenger. At the energy level, this amount of acceleration and braking, as well as almost empty movements in many sections of the line, greatly reduces the energy efficiency of transport. Finally, it is worth mentioning that, in transport by convoys, especially at peak times, robberies tend to occur, the trip can be bothered by bad body odors, can lead to the transmission of diseases and there have even been cases of sexual harassment .
    [0015]
    [0016] To alleviate the disadvantages of transport by convoys, but to enjoy the advantages of transport in separate infrastructure, different transport systems have been proposed, called Personal Rapid Transit (PRT) systems or on-demand transport systems. These systems are based on self-propelled vehicles of generally autonomous driving with capacity for 1 or more people, typically not more than 6. In these systems, the vehicle synchronizes its schedule with the user's needs, as well as the itinerary avoiding unnecessary stops.
    [0017]
    [0018] Irving and Bernstein in 1978 in the book "Fundamentals of personal rapid transit" introduced the fundamentals of PRT, based on research conducted in the US Aerospace Corporation. These authors define PRT as a public transport system of small vehicles that automatically travel in dedicated lanes, separated from street and foot traffic The following specifications were also introduced by Carnegie and Voorhees in 2007 in the document "Viability of personal rapid transit in New Jersey": Travelers and their companions would be assigned a private space vehicle, one that is not shared with strangers, to take them on a journey without stops and without transfers from their departure station to their destination station, anywhere in a large urban area. The quality of service would be comparable to that of a driver of a car and far superior to that of conventional public transport.
    [0019]
    [0020] Between the 1960s and the 1990s, many PRT research projects were carried out in the United States, Japan, Australia, and Europe. Since 2001, several European projects (CityMobil, 2009; Cybercars, 2004; Cybercars2, 2006; Cybermove, 2004) have revised the concept of transport on demand, including PRT. In terms of commercial applications, the most developed systems are SkyWeb Express (2009), ULTRA (2009), Vectus (2009) and Mister (2009), which are complete solutions from PRT, RANA (2getthere, 2009), Skytran (2013 ), JPODS (2014) and Shweeb (2010) but most of them remained in the experimental phase, due to technical difficulties or excessive cost. As cases of operational systems we find the Morgantown, PRT system designed by the University of West Virginia, and has been since 1975. Also, due to its good results, ULTRA was selected for London Heathrow airport to transport passengers from a control remote parking area to the central terminal. This PRT system has been in the testing phase since July 7, 2009.
    [0021]
    [0022] Systems serving as a starting point for the present patent can be found in the patent literature. First we can find in patents BR0313585A, JP2005081936A, JPH11208459A, KR101421211B1, KR20100121940A, KR20150030972A, KR20160033973A, US4061089A, US8950337B1 claims of self-propelled vehicles PRT type but 4 wheels and therefore for movement need either two rails or rail special own , never enabling double parallel flow. In patents CN1676385A, CN101214818A, CN203681536U, DE19546694A1, DE102006020338A1, ES405430A1, ES2370705T3, JP2014131905A, KR20110038964A, RU2158211C1, RU2180295C1, RU2188775C1, WO9118778A1, US3853068A, US5219395A and US5778796A, CN202593515U, DE4029571A1 claim PRT systems supported on monorail and with the possibility of parallel flows, but not compatible with current infrastructures requiring their own customized infrastructure.
    [0023]
    [0024] All the systems of rapid transport of people previously described provide a series of associated advantages. However, they have a main drawback for their implementation and that is that they need separate and tailor-made infrastructures. This requires a very high investment and a need for additional space, both of which are difficult to obtain in today's large cities. For the most part, none of the previously described has been implemented beyond an experimental level and none is compatible with the infrastructures already available as claimed in the present patent.
    [0025]
    [0026] From the analysis of the literature carried out, we can conclude that there is no rapid transport system for people that combines on-demand transport capacities and that in turn can be used in existing railway infrastructures as the object of this invention.
    [0027]
    [0028] Description of the Invention
    [0029]
    [0030] The present invention relates to a rapid transport system for people based on a plurality of self-propelled vehicles, supported and laterally stabilized on a single rail. This has capacity for one or several people and its design is compatible with the circulation of at least two parallel flows of vehicles on the same road. In addition, it is compatible with the current infrastructure of two rails per road, being able to double the number of vehicles that circulate simultaneously on the road, and thus being able to adapt vehicle stops according to the passenger's destination.
    [0031]
    [0032] The vehicles that make up this transport system include a narrow passenger cabin, a pantograph system for connection to the electrical grid, a lateral stabilization system, a self-propelled system and a suspension and support system on a single rail. . In addition, the vehicle may have an autonomous driving system, as well as the necessary sensors for said system.
    [0033]
    [0034] The vehicle has such dimensions that it allows a transport system with at least two parallel flows of vehicles on the same track, compatible with current two-rail infrastructure per track, typically less than one meter wide. The advantage of having two parallel flows of vehicles is that one rail can be used as a continuous flow rail and the other rail can be used as an acceleration and braking rail for vehicles. This allows continuous vehicle traffic between the origin and destination station, without the need to make intermediate stops and, therefore, multiplying the actual effective speed of passenger transport, as well as eliminating energy expenditure on accelerations and braking at each station. The present invention can be used in all kinds of infrastructures with electric or diesel engines, exterior or interior, type of road, with a greater or lesser density of stations and with greater or lesser demand for transport.
    [0035]
    [0036] The main advantage of the transport system object of the present invention is that, since stops at intermediate stations to the destination station are not necessary, a significant reduction in travel time is achieved. Another important advantage is that, being compatible with the vast majority of existing urban and suburban mass rail transport infrastructures, the investment required for its implementation is estimated to be much less than that of any other rapid transport system for people found in the state of the art, without losing the advantages inherent in this type of transport system. Likewise, the impact on the territory of the cities would be minimal since it does not require additional space, unlike the the rest of the rapid transport systems for people found that require their own and tailored infrastructure. It can also be compatible with convoy traffic, having the transport system presented here only in certain appropriate time zones.
    [0037]
    [0038] Another series of advantages are that, as it is an individualized transport, it is safer than the current metro, because there would be less robberies, less harassment, etc. It is more hygienic and comfortable since travelers do not share space with other people if they do not want to. It is also more ecological and efficient, and more economical both during operation and in initial investment (economy of scale in vehicle manufacturing).
    [0039]
    [0040] Brief description of the drawings
    [0041]
    [0042] Figure 1 shows an isometric view of a metro station with the vehicles [1.1] of the present invention. Four rails are observed, the central ones [1.2] being used for uninterrupted vehicle traffic, and the external ones [1.3] for acceleration and braking, and for the loading and unloading of passengers at stations. The platforms are divided into two halves, separated by a fence [1.4] to distinguish between the vehicle's ascent [1.5] and descent [1.6] zones. Common elements are seen in a subway station, such as benches [1.7] or information displays [1.8]. The ends of the tunnels through which the subway runs between stations [1.9] and the access tunnels to the platforms [1.10] are also shown.
    [0043]
    [0044] Figure 2 shows a plan view of a current metro station with the vehicles of the present invention. You can see the passenger loading [2.1] and disembarking [2.2] zones on the platforms. The two rails next to the station [2.3], on which the vehicles [2.4] are located to allow passengers to get on and off, as well as acceleration and braking, and the two interior rails [2.5], which allow the uninterrupted flow of vehicles at cruising speed. Needle changes [2.6] that allow rail change are shown, although these would be further from the station. A guide fence [2.7] is observed, which facilitates the formation of waiting queues on the platform.
    [0045]
    [0046] Figure 3 shows an example of a complete circular metro line using the transportation system of the present invention. It contains stations [3.1] such as those shown in figure 2. By means of the system of the present invention, one could travel to any station on the road, in either direction, without stopping between the departure and destination stations, resulting in a decrease in travel times.
    [0047]
    [0048] Figure 4 shows the vehicle with a support system with side wheels. The lower rolling stock [4.1], the vehicle cabin made up of the ground [4.2], the front [4.3], the rear [4.4], the left [4.5] and right [4.6] side panels, the doors are observed sliding [4.7], and the ceiling [4.8]. The pantograph is shown on the roof [4.9]. At the rear there is a ventilation system grille [4.10]. Inside the vehicle, a seat [4.11] and an interactive screen [4.12] appear to select the destination station. The set is supported on a conventional Vignole rail [4.13].
    [0049]
    [0050] Figure 5 shows the chassis [5.1] and the mechanical elements that enable the movement of the vehicle of figure 4. The engine [5.2], the front [5.3] and rear [5.4] wheels, the lateral support wheels [ 5.5] (three on each side of the rail), the transmission systems [5.6], grease boxes [5.7], and suspension [5.8], the front wheel turning system [5.9] and the rail [5.10] on the one that goes the supported set. This set can be protected by a skirt that covers the set and improves aerodynamics.
    [0051]
    [0052] Figure 6 shows the vehicle with a support system with a third auxiliary rail. The lower assembly [6.1], the vehicle cabin composed of the frame [6.2], front [6.3], are seen rear [6.4], left side panels [6.5] and right [6.6], sliding doors [6.7] and roof [6.8]. The pantograph is shown on the roof [6.9]. At the rear is a ventilation system grille [6.10]. Inside the vehicle a seat [6.11] and an interactive screen [6.12] appear to select the destination station. The assembly is supported on a rail [6.13]. The main difference from figure 4 is that the support [6.14] and an auxiliary rail [6.15] are added, disappearing the side wheels [5.5] that are in figures 4 and 5. In this vehicle model, the pantograph [6.9] could be removed and the electrical power supplied via the auxiliary rail. This is a second preferred embodiment.
    [0053]
    [0054] Figure 7 shows the chassis [7.1] and the mechanical elements that make it possible to move the vehicle of figure 6. The engine [7.2], the front [7.3] and rear [7.4] wheels, the transmission systems [7.6] are observed. ], axle boxes [7.7], and suspension [7.8], the turning system of the front wheel [7.9] and the rail [7.10] on which the supported assembly goes. This is protected by a skirt that covers the whole. Regarding figure 5, the auxiliary support [7.5] that slides on the rail [6.15] shown in figure 6 is added, and the side wheels [5.5] that acted as a lateral stabilization system in the vehicle of the Figures 4 and 5.
    [0055]
    [0056] Description of preferred embodiments
    [0057]
    [0058] A first preferred embodiment is proposed, which is illustrated in Figures 1, 2 and 3. The outer rails [1.3 and 2.3] for both directions are used to allow passengers to get on and off at stations. These are divided in half by a fence [1.4], to distinguish the area of climb [1.5 and 2.1] and descent [1.6 and 2.2] to vehicles. A guide fence [2.7] can also be included in the ascent area to facilitate the formation of queues on the platform.
    [0059]
    [0060] When a traveler mounts in the vehicle and selects their destination station, the vehicle starts and accelerates to cruising speed. At this moment it joins the interior rail [1.2 and 2.5], It maintains the cruising speed until approaching the destination station set by the passenger. It then deviates to the outer rail [1.3 and 2.3] and brakes to a stop at station [3.1]. Once the traveler has alighted, the vehicle travels on the rail to the passenger loading area, where it will wait until its next user.
    [0061]
    [0062] Regarding the vehicle, in the section of the lateral stabilization system, this preferred embodiment is shown in Figures 4 and 5. In this, the lateral stabilization system is carried out by means of auxiliary wheels [5.5] that are positioned on the sides of the rail. , and prevent the vehicle from overturning.
    [0063]
    [0064] A second preferred embodiment is shown in Figures 6 and 7. In this, lateral stabilization is achieved by resting the vehicle on a third auxiliary rail [6.15]. This rail is additional and its installation in the railway infrastructure would be necessary. This does not imply a large infrastructure cost but an adaptation. On this new rail [6.15], an auxiliary arm [7.5] is supported that slides around it and prevents the vehicle from overturning. The inclusion of the additional rail does not prevent the circulation of the current metro convoys. In this preferred embodiment it would be possible to suppress the pantograph and supply the electric power to the vehicles through the auxiliary rail [6.15].
    [0065]
    [0066] In the propulsion system section, a preferred embodiment has an electric motor and a pantograph [4.9 and 6.9] that connects to the catenary for its supply (shown in Figures 4 and 6) (in the case of the preferred embodiment with auxiliary rail the pantograph is removable). Another preferred embodiment would employ an internal combustion engine instead of an electric one.
    权利要求:
    Claims (5)
    [1]
    1. An urban rail transport system of stations characterized by:
    - Have four parallel rails of conventional profiles, Vignole, Phoenix, Burdach or throat type, which must be separated from each other by at least one meter.
    - Have a plurality of self-propelled vehicles [1.1], supported and stabilized on only one of said rails, with capacity for one or more people and a vehicle width less than the separation width between said rails.
    - That the first of the rails [1.3 and 2.3] is used for the acceleration and braking of vehicles and the loading and unloading of passengers at stations on the outward journey.
    - That the second of the rails [1.2 and 2.5] is used for the continuous circulation of vehicles on the outward journey.
    - That the third of the rails [1.2 and 2.5] is used for the continuous circulation of vehicles on the return journey.
    - That the fourth of the rails [1.3 and 2.3] is used for acceleration and braking of vehicles and loading and unloading of passengers at the stations on the way back.
    - Have needle changes [2.6] at least between rails of the same direction to allow vehicles to pass from the continuous circulation rail to the acceleration rail and vice versa.
    [2]
    2. An urban railway transport system of stations according to claim 1 whose vehicles are characterized by:
    - Have a rolling and support system compatible with the parallel rails of conventional profiles, Vignole, Phoenix, Burdach or throat type. Circular vehicle supported on a single rail.
    - Include a lateral stabilization system and a safety system against overturning, carried out with at least one pair of lateral wheels [5.5].
    [3]
    3. An urban railway transport system of stations according to claim 1 whose vehicles are characterized by:
    - Have a rolling and support system compatible with the parallel rails of conventional profiles, Vignole, Phoenix, Burdach or throat type. Circular vehicle supported on a single rail.
    - Include a lateral stabilization system based on an auxiliary arm [7.5] that slides on a third support rail [6.15].
    [4]
    4. An urban railway transport system of stations according to claims 2 or 3 whose vehicles are characterized by:
    - Have a self-propel system based on an electric motor [5.2 and 7.2].
    - Obtain electrical energy through a pantograph [4.9 and 6.9] connected to a catenary or through an auxiliary rail.
    [5]
    5. An urban railway transport system of stations according to claims 2 or 3 whose vehicles are characterized by:
    - Have a self-drive system based on an internal combustion engine [5.2 and 7.2].
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    同族专利:
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    ES2752750B2|2021-06-17|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US897558A|1908-05-21|1908-09-01|Richard Scherl|Support for monotrack-vehicles.|
    DE4029571A1|1990-09-18|1992-03-19|Max Dipl Ing Hartl|Linear motor driven wheel-on-rail transport system -is operated as double monorail with individual vehicles guided by roof mounted mobile elements of motors|
    WO2008122682A1|2007-04-09|2008-10-16|Gregorio Marquez Murillo|System of automatic transport of goods, by means of electric platforms on monorail, with side stabilizer|
    US8720345B1|2008-10-20|2014-05-13|Rail Pod Inc.|Personal transit vehicle using single rails|
    KR20130050813A|2011-11-08|2013-05-16|한국철도기술연구원|Ecentricity monorail system|
    DE102015113180A1|2015-08-10|2017-02-16|Fac Frank Abels Consulting & Technology Gesellschaft Mbh|Cabin vehicle for rail-bound passenger traffic|FR3110904A1|2020-05-28|2021-12-03|Elwedys|AID DEVICE FOR MOVING PIPE ELEMENTS ALONG A TRACK OF RAILS|
    法律状态:
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    优先权:
    申请号 | 申请日 | 专利标题
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