Continuous Transportation Installation

Abstract

A continuous passenger transportation installation comprising conveyor trains circulating continuously, but not at uniform speed, and loader trains bringing passengers from platforms to the conveyors or from the conveyor trains to platforms. Each conveyor is connected to a loader on at least one part of the journey between two stations to allow transfer of passengers between the two trains. This installation also comprises driving means on board, and controls to ensure connection and separation of the two trains.

Description

BACKGROUND OF THE INVENTION

The invention relates to a continuous transportation installation and in particular a public transport installation intended, for example, for urban centers. This installation comprises a continuously circulating conveyor train and a a plurality of loader trains acting with the conveyor to bring passengers to a platform and load them from the platforms, or to transport goods to be distributed to different places.

DESCRIPTION OF THE PRIOR ART

Throughout the world, the problem of transportation within urban centers is increasingly more acute.

Transportation is provided, either along ordinary roads or by means of transport using special routes.

Standard methods of urban transport, such as underground or aerial railways, are insufficiently used by the public to enable them to play their part fully. It may even be noted that in large centres the public makes progressively less use of this solution because it is slow and uncomfortable.

Efforts made to increase the top speed of trains and to restrict the time for stops at stations have afforded only limited improvements.

The drawbacks to standard means of transportation on ground used solely for them are of a specific type, and are basically linked with the need to stop the vehicles at each station. This leads to considerable losses of time and forms an element of discomfort for passengers, who are continually subjected to the vehicle's deceleration and acceleration.

Express lines linking distant stations at high speed solve the abovementioned drawbacks to a certain extent. But these express lines necessitate large investments and do not appreciably improve the time taken for the journey nor conditions of comfort.

To remedy the drawbacks of standard means of transportation on ground used solely for them, the proposal has been made to divide these means of transportation into two parts, one moving continuously at high speed, the other allowing passengers and goods to transfer between the first, continuously moving part and the different stations of the network.

Thus, in accordance with French Pat. No. 1,366,811 and its addition No. 84,523 (AUTOMATISME et TECHNIQUE), the first part is a continuous chain of groups of carriages, the second part comprising containers, connected to the groups of carriages between stations, and separating from them at station approaches to enable them to be slowed down and brought into the station and stopped, then being speeded up to rejoin a group of carriages at the station exit.

This installation has various inconveniences, in particular that of constant speed of the conveying carriage or line of carriages. In addition, this installation provides little flexibility, since the means for transferring the containers to level with the stations are not placed on board the containers, but form part of the infrastructure.

SUMMARY OF THE INVENTION

This invention aims at creating a continuous transportation installation of the type comprising a continuously circulating conveyor and a loader combining with the conveyor to bring passengers or goods to a platform or to load them from platforms, installation wherein the conveyor and loader are formed of separate lines of carriages, the conveying carriages following each other discontinuously, each conveyor and each loader having its own driving means fitted aboard.

It will be seen from the foregoing that this invention aims at an installation that functions very simply and flexibly. This installation allows advantage to be taken of the continuous speed of the conveying train, which only stops in exceptional circumstances. In addition, the speed is not uniform, allowing the train to accelerate or slow down, depending on certain data or functioning imperatives.

It is advantageous for the loading and conveying trains to be of approximately equal length.

During the short transportation periods between platform and conveyor and vice-versa, passengers may remain standing in the loader. In this way, the loader may be narrower than the conveyor in order to reduce the total width.

The loading track may be subdivided inside the station, at least one of the parts of the subdivided track crossing the station without serving a platform and remaining adjacent to the conveying track.

Making the conveying track in this particular way enables traffic and the functioning of the installation to be maintained should the loading train for some reason or other remain connected to the conveying train at the station entrance.

It could also be advantageous for the station platform or platforms to be served by more than one section from the loading track subdivision. This arrangement, without reducing the time allowed for passengers to get in and out of the carriages, enables the rate at which trains travel to be increased, hence an increase in the output of the transportation installation.

This invention also aims at creating an installation having a collecting loop enabling secondary stations, little used by passengers, to be served at little cost.

The means for coupling and assembling the two trains are decisive elements for the proper functioning of the installation.

When the trains are made up of self-propelled vehicles, coincidence of the different conveying and loading vehicles may be ensured in two ways:

either each transporting vehicle is made to coincide with the corresponding loading vehicle;

or one single vehicle in the conveying train is made to coincide with its opposite number in the loading train.

In the first case, it is necessary for the automatic piloting mechanisms to drive each transporting vehicle and each loading vehicle separately, considerably complicating these mechanisms and necessitating costly computers and transmission circuits.

Moreover, individual drives for self-propelled vehicles formed into trains pose technical problems that are difficult to solve. This solution should thus be set aside.

In the second case, making a single vehicle in a train to coincide with the corresponding vehicle in the other train, even though it appears much more favorable as regards the functioning of the automatic pilots, does not, ipso facto, cause the other vehicles in the two trains to coincide, and in order to ensure and maintain coincidences, it is necessary to provide special couplings between the vehicles making up the same train.

For this purpose, the invention also relates to adjusted coupling means, of adjustable length, between the vehicles making up the same train.

The length of these couplings may be adjusted automatically from on board the vehicle, independently of the automatic pilot, without complicating the latter at all.

In accordance with another feature of the invention, the means for assembly comprise fixing components, forming part of the vehicles making up a train and which can fit into automatically-operated locking components forming part of the vehicles in the other train, these latter components being controlled by means of control mechanisms set in action after the two vehicles coincide.

In accordance with another feature of the invention, the automatically operated coupling means, of adjustable length, comprise two toothed racks, each of which forms part of one of the two vehicles coupled together, and which mesh with a pinion operated by a control device.

Lastly, in accordance with a particular feature, the axis of rotation of the pinion is vertical; this allows vehicles to negotiate bends without being hindered by the rigid assembly which the racks and pinion could form .

BRIEF DESCRIPTION OF THE DRAWINGS

An installation in accordance with the invention is shown, as a non-limiting example, in the accompanying drawings, in which:

FIG. 1 represents an installation in accordance with the invention, showing a conveying train and a loading train at a station entrance.

FIG. 2 represents the same installation as in FIG. 1, but with the conveying train being already separated from the loading train.

FIG. 3 represents the installation, in accordance with FIGS. 1 and 2, the loading train being caught up by a conveying train at the station exit.

FIG. 4 represents a loading track divided into two in a station.

FIG. 5 represents diagrammatically the branching of a loading track into three separate tracks serving two platforms.

FIG. 6 represents a conveying track linking two stations directly, and a loading track separating from the conveying track between these two stations.

FIG. 7 represents a section view of a first embodiment of a loading train and a conveying train.

FIG. 8 represents a variation embodiment of a conveying train and a loading train, the latter comprising a hanging rail.

FIG. 9 represents a diagrammatic view of a section of track, showing the Greek key-pattern servo-driver and a driven train.

FIG. 10 is a graph representing the movement curves of loading trains and conveying trains.

FIG. 11 is a plan view of a conveying train and a loading train connected by means of a coupling and assembly installation in accordance with the invention.

FIG. 12 is a plan view representing the assembly of a loading vehicle and a conveying vehicle.

FIGS. 13A and 13B represent plan views of a loading vehicle and a conveying vehicle in the disengaged position.

FIG. 14 represents diagrammatically the means for operating the coupling and assembly of the vehicles in the two trains.

FIG. 15 is a section view showing the assembly of a loading vehicle and a transporting vehicle.

FIG. 16 represents a coupling means in accordance with the invention.

FIG. 17 is a variation of FIG. 16.

GENERAL DESCRIPTION OF PREFERRED EMBODIMENTS

A continuous transportation installation as shown particularly in FIGS. 1 to 3 is made up of a conveying track 1 and a loading track 2.

A conveying train 3 moves continuously, but not necessarily at constant speed, along the conveying track 1.

A loading train 4 moves along the loading track 2, being preferably of the same length and having the same number of carriages as the conveying train 3. Otherwise, the number of cars per train is not critical.

It is obvious that, in certain cases, these trains may each be limited to a single conveying or loading carriage, but even in this case, carriages having the same length will be chosen. Indeed, although the area of the loading carriages may be much smaller than that of the conveying carriages, since passengers stand in the former and are seated in the latter, it is very advantageous for the lengths of these carriages to be equal or approximately so: it can be shown that, by maintaining this relationship, system performance is improved, as regards the number of passengers transported, the multiplication of stations and commercial speed, and the cost of capital equipment.

FIGS. 1, 2 and 3 represent diagrammatically the positions of loading and conveying trains at three successive instants.

Each of FIGS. 1 to 3 shows three sections of track 5, 6, 7. The middle section, section 6, comprises a station 8 with a platform 9.

In FIG. 1, the loading train 4', left by a preceding conveyor, is stationary at the platform 9, whilst a conveying train 3 and a loading train 4, linked together, are approaching the entrance to the station.

Between stations, the loading train and the conveying train are linked by means which will later be described more fully.

During the journey between stations, i.e. the journey track section 5, passengers wishing to dismount at the station 8 pass from the conveying train 3 into the loading train 4.

Conversely, passengers not wishing to dismount at the station 8 remain in the conveying train 3, which continues along track 1 without stopping.

Along section 5, passengers who entered the loading train 4 may pass into the conveying train 3 if they do not with to dismount at the next station.

FIG. 2 represents diagrammatically the separation of the conveying train 3 and the loading train 4, shortly before entering the station 8. In this case, the loading train 4' has just left the platform 9, after having allowed the passengers it was transporting to dismount onto the platform, and passengers waiting on the platform to come aboard.

The conveying train 3, which has continued moving along the conveying track 1 after leaving the loading train 4, joins the loading train 4' at the station exit, i.e. along section 7. This junction is represented diagrammatically in FIG. 3. The trains 3 and 4' leave the station 9 together, the leading train 4' being coupled to the conveyor train 3 when the two trains become aligned on a car-for-car basis.

The basic advantage of this installation lies in the fact that the conveying train moves continuously, but not necessarily at constant speed, along the conveying track 1.

This continuous movement, whose speed may be varied, allows the commercial speed to be improved and affords flexible functioning of the installation than is possible with known systems, in which the conveying train is made up of vehicles connected to one another, moving at a constant speed.

TRAIN CIRCULATION DIAGRAM

The diagram shown as FIG. 10, in which times are marked on the x-axis and distances on the y-axis, is taken from an application study.

In this graph,

A is the curve of movement of the front of the arriving loading train;

B is the emergency braking curve of the front of the arriving loading train;

C is the curve of movement of the front of the departing loading train;

D is the curve of movement of the rear of the departing loading train;

E represents the movement of the front of the conveying train;

F represents an instant of variation in speed of the conveying train;

N1 is the length of the trains.

This diagram results from an optimisation of the commercial speed (search for the greatest inclination possible for the conveyor), with geographical (distance between stations) and demographic (output of line and stations) parameters being fixed. It shows in particular the succession of two loading trains at the platform with the stopping distance creating, in front of the arriving train, a mobile section whose length is determined by the speed of this latter train. In the case illustrated, the system comprises points near the stations, enabling short-circuiting if need be by a conveyor-loader group, and it is these points which restrict the speed of the arriving conveyor and loader.

In a current case, on leaving the station the conveying trains, from which their loading trains separate on entering the station, rejoin the loading train which separated from the preceding conveying train.

The staggering of loading trains in relation to conveying trains may vary, depending on various imperatives, such as the rate at which trains follow one another on the circuit. It is thus possible to have a difference of several services between the various loading and conveying trains. For example, three trains may be simultaneously engaged in the station and allow a quicker succession of conveyors on the circuit for the same time allowed for loading and offloading passengers.

VARIOUS TYPES OF CIRCUITS

FIG. 4 represents a detail of the installation allowing traffic to continue, for example, in the case where the station is congested with loading trains, and in the case where the loading and transporting parts of a train have not been separated on entering the station.

For this purpose, a direct track 2' has been provided in the station 8, prolonging the loading track 2. The direct track 2', for example, has the same geometric layout in relation to the conveying track as the loading track 2 on section 5. In this case, there are track switches 10, 11 at the junction of the loading track 2 and the direct track 2'.

In the example represented in FIG. 4, the case is shown where a loading train 4' has been kept opposite the platform 9 and, consequently, the conveying train 3 and the loading train 4 have not been separated on entering the station.

A control signal is sent by a component positioned either on board or in a fixed spot near the switch 10 so as enable the loading train 4 to take the direct track 2'. The train thus passes through the station 8 without stopping. It may, if need be, go to the end of the line without disturbing traffic.

In this case, the only resultant consequence for the functioning of the installation is that these loading trains shift along one station in relation to the conveying trains.

FIG. 5 represents a variant embodiment for a station 82 comprising several platforms 92, 93, 94. This installation comprises a double branching, a first pair of switches 101 and 111 between the loading track proper and the direct track 2' and a second pair of switches on the loading track 2, switches 1011 and 1111, at which the loading track subdivides into two tracks 21 and 22, which later rejoin in a continuation of the single loading track 2.

In FIG. 5, three platforms 92, 93 and 94 have been shown, in front of which are stationed two loading trains 4, 4'.

This double stationing allows passengers sufficient time to enter the loading trains 4 and 4', and to dismount, and at the same time increases the rate of succession of trains.

In this case, the conveying trains and the loading trains are staggered by services, in normal functioning.

As with the example in FIG. 4, a direct track 2' is also provided in this case, allowing loading trains 4 and transporting trains 3 to pass through the station without the two trains separating.

It is obvious that the number of platforms could be increased and, for example, a train 4' could be separated from a conveying train 3 on one line (1,2), passed on to another line and thus form a continuous transportation installation ensuring connections between different lines without interrupting loading. This last variation is not represented in the drawings.

FIG. 6 represents a collecting loop. In this figure, the conveying track 1 links two stations 8, 8' directly, whilst the loading track 2 separates from the conveying track 1 after station 8 in order to pass through secondary stations 800, 801, 802 and rejoin the conveying track before station 8'.

This positioning of the conveying track 1 and loading track 2 allows loading trains to function between stations 8 and 8' like slow trains, the loading trains acting as collecting trains at all stations 800, 801, 802, before rejoining the conveying trains.

In this case, as previously, a direct track 2 may be provided between stations 8 and 8', so as to allow, for example, every second or third loading train to be directed into the collecting loop and also to allow the simultaneous passage of connected conveying and loading trains between stations 8 and 8'.

The loading and conveying tracks may also divide, starting from a common trunk forming part of the circuit, to form other parts of the circuit which will be alternately taken by loading trains and associated conveying trains, following each other on the common trunk. This arrangement allows harmonious liaison between a common trunk with heavy traffic and less frequented, secondary circuits.

The conveying and loading tracks may form continuous looped circuits on which trains always travel in the same direction, or they may form open circuits with shunting tracks at the ends and where trains sometimes travel in one direction, sometimes in the other.

SHAPE OF THE TRAINS

FIG. 7 represents a diagrammatic section of an example of a conveying train 3 and loading train 4 moving along tracks 1 and 2. In this case, rails may be provided for guiding and supporting the two trains. It is obvious that other means may also be provided, such as tracks for trains supported and pneumatically steered by air cushions.

In accordance with another variation, it is also possible to provide electromagnetic or magnetic steering and/or lifting components. The use of electromagnetic steering components allows a reduction in time wasted at switching points, since the change of direction is controlled by a simple commutation of electric current.

In the example in FIG. 7, the loading train 4 has a much smaller width than the conveying train 3. In effect, in the case where this loading train serves only for the transfer of passengers from the conveying train to the platform and vice-versa, the passengers, who are only in the loading train 4 for a very short time, can remain standing and consequently take up less space.

To allow passage from one train to another, openings 31 and 41, such as doors, are provided which are open between stations and closed before the two trains are separated.

Practical studies have shown that such trains run to a width similar to that of present Underground trains, yet with numerous advantages and particularly a much higher commercial speed.

Loading and conveying trains may to advantage each be symmetrical in relation to vertical planes passing through their longitudinal axes.

FIG. 8 represents a variation embodiment of a loading train 400 and a conveying train 300. In this case, the conveying train 300 moves along the ground, whilst the loading train 400 moves along a hanging rail 401.

The geometry of rails 301, 302 and 401 may be such that the loading train 400 is slightly raised above the conveying train 300 before entering the station, i.e. before uncoupling, and this loading train 400 returns to rest on the conveying train between stations. This embodiment allows a wider track to be used for supporting the conveying train.

DRIVING MEANS

Each conveying train and each loading train may be driven by means connected to the circuit infrastructure. Thus devices have been suggested for this purpose, using cables or worm wheels, possibly with variable pitch. But this driving of each train or part of a train may preferably be effected by individual means, aboard the trains, such as, for example, a variable speed rotary or linear electric motor. This arrangement also provides more flexibility and simplifies automation apparatus.

SERVO-CONTROL

When conveying and loading trains are fitted with independent driving means, automatic control of the movement of the trains may be provided by computers, which receive from each train or part of a train, information giving position and speed and which, by comparing these data with a basic program, work out orders to accelerate or brake, which they send to each train or part of a train concerned.

Means for supervising such a convoy, composed of a conveying train 3 and a loading train 4, are represented as an example in FIG. 9.

In each station along the line there is a computer, not shown, which controls moving bodies in the two adjacent lengths of the track, half way to the next station in each direction. This control is effected by closed-loop sampling servo-controls, the computer being included in the servo-control loop.

Transmission of signals between moving bodies and the computer on the ground is effected as follows:

between the two rails 1', 1", the track 1 is fitted with a Greek key-pattern electricity conductor 13 of consistent dimensions;

moving bodies are fitted with transmitters 14 coupled to the transversal bars of the Greek key-pattern conductor and receivers 15 coupled to the longitudinal portions of the Greek key-pattern conductor; magnetic or inductive coupling is preferable.

Each time the moving body passes above a transversal strand, the computer receives an electric impulse via the transmitter 14. The number of impulses received during the unit of time gives the speed of the moving body; the number of impulses received since passing a fixed reference at right-angles gives the position of the moving body.

The computer continuously compares these two factors - speed and position - with the running program previously memorized. From the direction and magnitude of errors noted, it speedily deduces an order which is transmitted to the moving bodies via longitudinal strands of the Greek key-pattern conductor and the receivers in the moving bodies.

FIG. 9 relates more specifically to the control of a conveying train. Control of a loading train is effected in an identical manner to that described above, and the drawing would be as in FIG. 9.

In addition to the steering described above, the automatic mechanism has to ensure the "rendezvous" of the conveyor and its associated loader. To this end, when the two moving bodies enter the rendezvous zone - the section of track within which the two moving bodies should be connected - only the conveyor train continues to be controlled as indicated above. Conversely, the loader, which transmits details of its speed and position in the above-described manner, receives from the computer orders regarding speed which tend to cancel the differences in speed and position, no longer in relation to a running program, but in relation to the values measured on the conveyor.

Only the first carriages of each of the two trains are controlled in this way. Coincidence between the corresponding 2nd, 3rd, etc., carriages in the train is obtained whatever the lay-out of the track - curves - thanks to the device for programming coupling lengths described hereinafter. This coincidence between corresponding carriages is confirmed as a safety measure by the lateral locking device described hereinafter.

In the Greek key-pattern conductor, the signals transmitted and received by the different moving bodies are distinguished from each other by their frequency value - ranging, for example, between 5 and 20 kHz - selections being made by appropriate filters. The amplifiers, filters, oscillators, detectors, tension/frequency converters, and logical circuits correspond to known diagrams. The pickups preferably of the electromagnetic type, the Greek key-pattern conductor being located in the field created by a coil carried by the moving body.

MEANS OF ASSEMBLING AND COUPLING THE TRAINS

In accordance with FIG. 11, where a loading train 4 is connected to a conveying train 3, coupling means 33 are used between the carriages of the loading train, and coupling means 34 between the carriages of the conveying train.

In accordance with FIG. 11, assembly means 35 are provided between all corresponding carriages in the loading and conveying trains. As there can then be no relative displacement of the carriages 4 in relation to carriages 3, the coupling means 33 and 34 must necessarily be of variable length, in order to provide the necessary compensation in curves.

In addition, since the automatic pilot mechanisms ensure the coincidence of only one carriage in one train and its corresponding carriage in the other train, in order to extend this coincidence to the other carriages 4, 3 of the trains, it is necessary for the installation to comprise means of control, described below, determining the length of the respective couplings 33 and 34, both in straight runs and in curves followed by the convoy.

In this latter case, the control means combine with markers or signal devices, for example electronic, provided at the entrance to and exit from each curve.

FIGS. 12, 13A, 13B and 15 represent a connection or assembly means 35 made up of horizontal plates 36 fixed to each carriage 4. These assembly plates 36, directed towards the conveying train, insert into a corresponding housing 37 made all along the length of the carriage 3.

To allow interlocking of the carriage 4 in relation to carriage 3, the plates 36 come opposite tightening flanges 38 fitted, for example, with friction linings and positioned in the housing 37 when the two carriages are made to coincide.

The plates 36 and housing 37 are advantageously placed on the lower part of the carriages' bodywork, preferably near to the thresholds of the communicating doors when the carriages are connected.

Each plate 36 is also advantageously placed to the right of a door, and its length, parallel to the track, will be slightly more than the width of the passage left free by the door opening. In this way, the plate 36 may be used if need be to establish continuity of the floor between the two carriages and thus facilitate the transfer of passengers.

To facilitate the introduction of the plates 36 into the housing 37, regardless of the direction in which the two vehicles are moving when they coincide, the amount play allowed of the plates, both vertically and horizontally, is sufficient to allow absorption of all lack of steering precision of one vehicle in relation to the other, and the housing 37 also comprises splayed openings at the front and rear (see FIG. 13B).

When coincidence is effected, and verified by a local sensing device, a control means 39 on board car 4 receives from the automatic controls which effected the coincidence, and from the pickup which verified it, an order for the flanges 38 to tighten, and limit the relative displacement of one carriage in relation to the other, in accordance with the limits stated hereinafter.

Mounting of the plates 36 on the carriages 4 is such that, while it precludes any substantial longitudinal displacement in relation to carriages 3, on the other hand, it allows a relative transversal displacement which, after tightening of the flanges 38, allows for lack of steering precision of the carriages and variations in their spacing out due to different curves of the tracks. Furthermore a limited longitudinal displacement to take care of lack of precision in the automatic speed regulator whilst passengers are transferring. If the lack of precision in the automatic speed regulator is 1 cm/sec. and if the transfer time is normally about 20 sec., this tolerance on the longitudinal displacement after tightening the flanges will be 20 cm, which is compatible with the use of the communicating doors between carriages.

FIG. 14 represents control means 39 which ensure that the doors cannot open before the plates 36 are effectively tightened between the friction flanges 38.

Lastly, to ensure the airtightness of the passages between carriage 4 and carriage 3, the means of control 39 operates bellows or similar objects such as inflatable tubes.

The means of control on board 39, shown in FIG. 14, comprise a group of logical circuits presenting different inputs and outputs. An input a receives from the automatic pilot information that the rendezvous between the two carriages has been effected. A circuit b is also provided, picking up the coincidence in order to control that the rendezvous is effected.

The two inputs a and b are applied to a circuit "ET" whose outlet c controls the assembly devices, i.e. the tightening flanges 38.

Input d transmits, via the means of control 39, data confirming that the assembly device has functioned correctly. This input, as well as inputs a and b, is connected to an ET circuit whose outlet e controls the opening of the communicating doors between the two carriages 4 and 3. The means of control also comprise an input f, connected to a pickup, not shown, which measures the stress on the assembly or connection device for two carriages. The data sent to input f is applied to a binary scale at door-step level, whose output g controls the emergency closing of the communicating doors between the two carriages and also informs the automatic pilot to set in motion an emergency stoppage of both carriages. As the electronic means forming the means of control 39 are known circuits and assemblies, they have not been shown in the drawings.

Lastly, and in accordance with a variation of the invention, it is possible to control expansion of the bellows (not shown) with the use of the means of control 39, before the doors are opened, and their contraction after the doors are closed, when the two carriages must separate.

A special embodiment of a coupling of adjustable length has been represented diagrammatically in FIG. 16.

This device, linking two carriages 4, 4' in the same train, comprises two toothed racks 62, 63, respectively fixed to carriages 4, 4'. These two toothed racks, which face each other, are kept meshed together by a pinion 64, which is controlled from a control box 65 comprising a means of braking and blocking the pinion, as well as a logical control device.

The coupling means functions as follows.

This coupling is adjusted to a standard length corresponding to the distance selected between the two carriages. This adjustment corresponds to a certain angular position of the pinion 64.

This pinion is immobilized by tightening the brake flanges and the components 62, 63, 64 then form an inextensible group.

As all the carriages are self-propelled, the efforts to be transmitted via the tightening device depend on the product of the mass of the carriage, times the difference in accelerations or decelerations communicated to the carriages by the engines or brakes, which are of identical construction and receive the same instructions simultaneously from the automatic pilot. In a straight line, the coincidence of all corresponding carriages in the two trains is ensured by making only two corresponding carriages coincide, and by adjusting all the couplings to the same length.

However, the two carriages may connect in a curve, or else be obliged to take curves when they are connected.

In this case, the couplings on the train on the inside of the curve must decrease in length and/or those on the train on the outside increase in length.

To control this movement, a marker is provided at the entrance to the curve which transmits a coded signal giving the algebraic value of the radius of the curve approached.

A captor sends this signal to the control box 65 which decodes it and translates it into an angle of rotation of the pinion 64.

Simultaneously, this signal frees the brake flanges to allow the pinion 64 to be driven in rotation. The servo-propelling motor of carriage 4' receives an order to accelerate or to brake.

The result is a variation in the length of the coupling by rotation of the pinion 64, which also moves, as well as the box 65, on a telescopic device connecting it, for example to carriage 4.

A device for measuring the angle of rotation compares the rotation imposed on the pinion 64 by the variation in the speed of carriage 4' with the rotation determined by the curve of the track. When the two rotation values are identical, the speed variation order transmitted to the motor of carriage 4' is cancelled. The brake flanges receive an order to tighten, and the pinion 64 is then blocked again. On coming out of the curve, the means of control 39 ensure symmetrical control after having detected a corresponding signal transmitted by a second marker. The coupling thus reassumes its normal length.

A variation of the coupling device is represented in FIG. 17. In this case, only one of the carriages, for example 4', has a toothed rack 63. The other carriage has an arm 62 to which the axis of the pinion 64 and the box 65 are fixed. It functions on the same principle as that described above, except that there is no relative displacement of the pinion 64 and the box 65 in relation to carriage 4.

NUMERICAL EXAMPLE the advantages gained from the transportation installation in accordance with the invention are illustrated hereinafter, using calculations made in one application instance.

INITIAL DATA

Length of the line : 11 km.

Number of stations : 15

Intervals between stations :

average value : 700 m.

extreme values : 540 m. and 1,250 m.

Width : to be optimized; maximum value 4m.

Length of trains : 105 m. maximum

Output per line during peak hours :

21,000 passengers in 1985

30,600 passengers in 2005

Frequency of trains : to be optimized.

In order to make the various calculations, it was necessary to take into consideration the constraints governing the functioning of such a means of transportation. These constraints are as follows:

Maximum speed on the line : 20 m/sec.

Acceleration (or deceleration) in normal service : 1.2 m.sec.sup.2 maximum

Deceleration for emergency stop : 3 m/sec.sup.2 maximum

Percentage of passengers seated in the conveyor : 30 percent minimum

Density of passengers standing in the conveyor : 4/m.sup.2 maximum

Passage of travellers through a doorway : a door open for 1 minute 40 seconds allows 2 persons to pass per second

Length of time stationary in a station : 200 percent of the calculated theoretical time, with a fixed lower limit of 17 seconds

Length of time for changing between loader and conveyor : 200 percent of the calculated theoretical time, with a fixed lower limit of 17 seconds

The calculations give the following optima:

Width 2m. 90

Length of train 78m.

Frequency 47 seconds

COMPARISON WITH A STANDARD UNDERGROUND RAILWAY

From a table giving the departure points and destinations of passengers, it is possible to establish the time-saving achieved by substituting for a standard underground railway an installation in accordance with the invention. The following figures may be noted to illustrate the importance:

for a distance of about half the length of a line, the saving of time is a little more than 3 minutes for a journey of slightly less than 10 minutes by standard underground train, i.e. a saving of 35 percent;

annual savings accumulated by the total number of passengers on the line amount of 143 million minutes in 1985 and 185 million in 2005.

From the curve showing passengers' preferences, it is possible to determine the number of passengers who travelled by an installation in accordance with the invention in the particular case examined:

the annual output of the standard underground railway in 1973 is 56.7 million passengers, whilst that of the installation described is 63.45 million, i.e. an increase of 12 percent.

It should be understood that the invention is not limited to the embodiments described and represented above; from these it is possible to foresee other methods and embodiments which in no way exceed the scope of the invention.

Claims

What is claimed is:

1. A continuous passenger transportation system comprising:

a main conveying track extending past a plurality of stations;

a loading track, extending along the conveying track, the loading track being positioned in closely spaced parallel relation to the conveying track between stations and diverging from the loading track into each station;

a number of conveying trains moving along the conveying track without stopping at the stations, each conveying train including a plurality of carriages each having at least one door facing toward the adjacent loading track;

a larger number of loading trains movable along the loading track, each loading train including a plurality of carriages each having at least one door facing toward the adjacent conveying track;

each conveying train and each loading train including support means engaging its respective track, independent drive means, and releasable connecting means for interconnecting a loading train with a conveying train on a car-for-car basis, with the conveying train doors aligned with the loeading train doors;

at least the trains of one kind being equipped with controlled coupling means of adjustable length which compensate for variations in length between the loading and conveying tracks when traversing curves and thus maintain car-for-car coincidence between trains when coupling and when moving in convoy;

and control means, for actuating the connecting means to connect a loading train to a conveying train as the loading train leaves a station, so that the loading and conveying trains move between stations as a unitary convoy enabling passengers to move through the doors from the loading train to the conveying train and vice versa;

the control means further being operable to release the connecting means between the conveying train and a loading train of a convoy when approaching a station to permit the loading train to enter the station and to clear the conveying train for connection to another loading train leaving that station.

2. A continuous passenger transportation system according to claim 1 in which the number of loading trains is at least equal to the number of conveying trains plus the number of stations in the system.

3. A continuous passenger transportation system according to claim 1, in which a loop portion of the loading track extending between first and second stations on the main conveying track, separates from the conveying track to form a loop serving at least one additional intermediary station past which the conveying trains do not travel, a loading train traversing the loop serving the intermediary station as an independent train.

4. A continuous passenger transportation system according to claim 3, in which the loop portion of the loading track separates from the conveying track beyond the exit of the first station and rejoins the conveying track before the entrance to the second station.

5. A continuous passenger transportation system according to claim 3, and further comprising an auxiliary track, connected between the ends of the loop portion of the loading track and extending in closely spaced parallel relation to the portion of the conveying track between said first and second stations, so that a convoy of a loading train and a conveying train can bypass the loop without separation and without stopping.

6. A continuous passenger transportation system according to claim 1, comprising a plurality of conveying tracks and associated loading tracks in independent circuits, linked by a plurality of intermediary loading tracks for transferring loading trains from one circuit to another to enable passengers to move from between circuits without interruption for transfer.

7. A continuous passenger transportation system according to claim 1 and further comprising:

a computer;

first transmission means, linked to each train, supplying the computer with speed and position data for each train;

and second transmission means for supplying control signals from the computer to the trains to accelerate and brake the trains as required in accordance with predetermined programming.

8. A continuous passenger transportation system according to claim 7, in which the computer control signals actuate the control means for interconnection of the loading and conveying trains.

9. A continuous passenger transportation system as defined in claim 1, in which the controlled coupling means each comprise two toothed racks, one attached to one of the two coupled carriages, the toothed racks facing each other and being kept meshed by a pinion having a vertical axis of rotation and being controlled in rotation by a control device.

10. A continuous passenger transportation system as defined in claim 1, in which the controlled coupling means each comprise a toothed rack fixed to one of the two coupled carriages, kept meshed with a pinion whose axis forms part of the other coupled carriage, the pinion having a vertical axis and being controlled in rotation by a control device.

11. A continuous passenger transportation system as defined in claim 10, in which the pinion control device comprises a brake ensuring the locking in rotation of this pinion, and logical control means for releasing the brake, freeing the pinion and modifying the speed of the coupled carriages to ensure variation in the coupling length in accordance with a signal, then re-applying the brake to lock the pinion when the selected length is obtained.

12. A continuous passenger transportation system as defined in claim 1, in which the means for controlling the length of each coupling is actuated by markers positioned on the track at places where it is necessary to command a variation in the coupling length.

13. A continuous passenger transportation system according to claim 1, in which the conveying trains are made up of cars wide enough for seating of passengers, and in which the loading trains are made up of narrow cars, with no seating, for carrying standing passengers.

14. A continuous passenger transportation system comprising:

a main conveying track extending past a plurality of stations;

a loading track, extending along the conveying track, the loading track being positioned in closely spaced parallel relation to the conveying track between stations and diverging from the loading track into each station;

a number of conveying trains moving along the conveying track without stopping at the stations, each conveying train including doors facing toward the adjacent loading track;

a larger number of loading trains movable along the loading track, each loading train including doors facing toward the adjacent conveying track;

each conveying train and each loading train including support means engaging its respective track, independent drive means, and releasable connecting means for interconnecting a loading train with a conveying train on a car-for-car basis, with the conveying train doors aligned with the loading train doors;

the releasable connecting means being composed of fixing components forming part of the carriages in one train and so shaped that they fit into controlled locking components attached to the carriages of the other train, the locking components being actuated after the two carriages have coincided, the fixing components comprising plates and the locking components comprising frictional flanges between which the plates are engaged;

and control means, for actuating the connecting means to connect a loading train to a conveying train as the loading train leaves a station, so that the loading and conveying trains move between stations as a unitary convoy enabling passengers to move through the doors from the loading train to the conveying train and vice versa;

the control means further being operable to release the connecting means between the conveying train and a loading train of a convoy when approaching a station to permit the loading train to enter the station and to clear the conveying train for connection to another loading train leaving that station.