U.S. patent number 3,839,964 [Application Number 05/315,351] was granted by the patent office on 1974-10-08 for installation for transportation by trains made of different types of carriages.
This patent grant is currently assigned to Engins Matra. Invention is credited to Jean Gayot.
United States Patent |
3,839,964 |
Gayot |
October 8, 1974 |
INSTALLATION FOR TRANSPORTATION BY TRAINS MADE OF DIFFERENT TYPES
OF CARRIAGES
Abstract
An installation for transportation by trains made up of
carriages able to move first within a network of their own, which
may be a rail system, and then in an ordinary automotive vehicle
network. Passengers pass from one network to another whilst
remaining in the same carriage, thus abolishing loss of time due to
halts for loading. Carriages circulate in the first network
according to the principle of segmented trains, then as convoys,
and lastly as individual vehicles.
Inventors: |
Gayot; Jean (Meudon,
FR) |
Assignee: |
Engins Matra (Paris,
FR)
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Family
ID: |
27249236 |
Appl.
No.: |
05/315,351 |
Filed: |
December 15, 1972 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
Issue Date |
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84729 |
Oct 28, 1970 |
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Foreign Application Priority Data
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Nov 4, 1969 [FR] |
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69.37894 |
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Current U.S.
Class: |
104/18; 104/20;
104/307; 104/88.02 |
Current CPC
Class: |
B61B
15/00 (20130101); B60F 1/00 (20130101) |
Current International
Class: |
B60F
1/00 (20060101); B61B 15/00 (20060101); B61k
001/00 () |
Field of
Search: |
;104/1,88,18,20
;105/215R |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Wood, Jr.; M. Henson
Assistant Examiner: Keen; D. W.
Attorney, Agent or Firm: Kinzer, Plyer, Dorn &
McEachran
Parent Case Text
This application is a continuation of application Ser. No. 84,729
filed Oct. 28, 1970, now abandoned.
Claims
What is claimed is:
1. A method of transporting passengers on trains between concentric
areas of variant traffic density including stations within a first
central zone of greatest density, including stations within a
second intermediate zone of density less than the central area and
including local stops at a third outer peripheral zone of at least
traffic density, comprising: constantly propelling each train
without stopping between stations in the first zone while
separating therefrom a vehicle to be dropped at such a station and
picking up a vehicle previously dropped at such a station; stopping
each entire train at stations within the second zone; and
separating the train into individual vehicles serving the third
zone.
2. A method according to claim 1 wherein tracks are provided for
the trains in the first and second zones, wherein the pneumatic
tires are provided for the vehicle comprising the trains, and
wherein the vehicles in the third zone travel along ordinary
automobile roads.
3. A method according to claim 2 wherein the trains in the first
and second zones are guided by electric rails and wherein each
vehicle has its own propulsion system for travelling the automobile
roads.
Description
BACKGROUND OF THE INVENTION
This invention relates to an installation for transportation, in
particular urban and suburban transport, without halts for loading,
using the "segmented train" principle as hereinafter defined.
DESCRIPTION OF THE PRIOR ART
In recent years, the increasing importance of problems posed by
transportation, in particular urban and suburban transport, has led
to application studies of transport systems, both for capitals with
well over a million inhabitants and for medium-sized urban centers,
or even for such places as an airport, university campus,
exhibition, etc.
These studies have established the following facts:
Users have great difficulty in defining the presentday demand for
transport, and above all the change in this demand at a future
period that is long enough to ensure a reasonable return of outlay
from a transportation installation. It would therefore be most
advantageous to have a system able to adapt to increasing outputs
and variable tracks.
However interesting the time-saving arrived at through a means of
transportation, the duration of the passenger's journey is above
all conditioned by the halts for loading. It would therefore be
advantageous to have a system enabling the number of halts for
loading to be reduced.
Investment costs are so high that it is important to seek
optimization, simultaneously on the technical and economic
plane.
In the case of urban and suburban transport, at least three service
zones should be distinguished.
A. the city urban center: it is a zone with very heavy traffic, but
where demand for transport is generally stabilized in space, if not
in time. Here, it is thus possible, and even necessary, to provide
means of transport on their own ground, with large output, and
having a substructure which is generally quite big.
B. the immediate urban circumference: it should be served
regularly, but less often than zone (a). The demand for transport
here is also more variable. It is thus necessary to provide means
of transport that still allow quite a large output, but having a
relatively smaller substructure which does not constitute an
obstacle to the future development of lay-outs.
C. the suburbs or neighborhood: the density of traffic here is much
less, due to less use being made of available space. For the same
reasons, the demand for transport here is very unstable. It is thus
necessary to provide means of transport with as small a
substructure as possible but which, on the other hand, will not
have to be capable of large outputs.
None of the known means of transport is capable of adapting
simultaneously to the three sets of conditions successively defined
above. It is therefore necessary to treat the problem of each of
the three service zones separately, the city center, for example,
being served by an Underground railway, the immediate circumference
by a bus network, and the outer suburbs by occasional buses and
private vehicles.
As in known, this solution presents many and serious drawbacks and
in particular imposes halts for loading which lead to additional
fatigue and considerable loss of time.
SUMMARY OF THE INVENTION
The invention aims at remedying these drawbacks.
For this purpose, the invention relates to an installation for
transportation by trains made up of different types of carriages,
intended to serve selectively zones having different densities of
traffic, characterized by the fact that it comprises at least one
network on its own ground, linked to an ordinary track network, the
transportation trains functioning without halts for loading, on the
one hand, in accordance with the segmented train principle in zones
with heavy traffic, these complete or divided trains serving, on
the other hand, zones with less traffic by traveling in convoy with
all carriages stopping at each station, these convoys finally
splitting up into individual vehicles to go along ordinary routes,
the whole network being run in both directions.
In accordance with an additional characteristic of the invention,
the substructure comprises radiating tracks which subdivide from
the heavy traffic zone towards less dense zones, the substructure
of the heavy traffic zone allowing the implementation of segmented
trains, that of the zone immediately adjacent allowing functioning
in convoy with a stop at all stations, and the third zone, having
the least traffic, not having a substructure, and carriages there
using ordinary roads.
It will be seen from the foregoing that this invention aims at an
installation for transportation allowing in each case for
adjustment of the amount of expenses and their division between the
substructure, and exploitation for the probable duration of the
proposed service.
The invention also aims at abolishing halts for loading, thus
obtaining high commercial speeds for each of the journeys
concerning more than one of the zones served, the heavy traffic
zone already offering a high commercial speed.
This invention also aims at an installation presenting increasing
flexibility from the city center to the suburbs, and which is very
flexible at the ends of its branches to enable it to be adapted to
the development of the locality in time and space.
BRIEF DESCRIPTION OF THE DRAWINGS
The novel features that are considered characteristic of this
invention are set forth with particularity in the appended
claims.
The invention itself, however, both as to its organization and its
operation, together with additional objects and advantages thereof,
will best be understood from the following descriptions of specific
embodiments when read in connection with the accompanying drawings,
wherein like reference characters indicate like parts throughout
the several figures, and in which:
FIG. 1 represents a plan drawing of an installation serving a
locality.
FIG. 2 is a diagrammatic view showing the functioning of a
segmented train.
FIG. 3 is a perspective view in accordance with FIG. 2.
DESCRIPTION OF PREFERRED EMBODIMENT
The installation and in particular its substructure are represented
in FIG. 1. They are made up of three concentric zones. Thus a zone
A of heavy traffic can be distinguished, corresponding to the
center of a locality to be served, a zone B forming the immediate
circumference of the central zone A and surrounding it over a
certain width, and lastly a zone C called suburbs and whose
configuration is much less definite than the zones A and B that it
surrounds.
Traffic is progressively less dense from zone A to zone C. This is
due to the fact that the various passengers leaving zone A split up
between the various lines of transport, whose number increases from
zone A to zone C.
The organization of this installation, shown diagrammatically in
FIG. 1, is constituted in a specific way adapted to each of zones
A, B, C. Thus, in accordance with a preferred embodiment, the zone
A substructure is on its own ground, for example an Underground or
aerial railway network, made up of lines A.sub.1, A.sub.2. A
connection 10 is shown, as an example, at the intersection of lines
A.sub.1, A.sub.2. In this embodiment, line A.sub.1 has been made to
branch into two lines A'.sub.1, A".sub.1.
The group of lines comprise stations A.sub.10, A'.sub.10,
A".sub.10, A.sub.20.
In the same way, the immediate circumference B network is made up
of a network on its own ground which may be, depending on the case,
an underground, aerial or ground-level track network. In this case,
each line A.sub.1, A.sub.2, A'.sub.1, A".sub.1 is such that it can
continue along one or more corresponding lines in the immediate
circumference.
To simplify the account, the same indices have been used for these
lines in zone B as for the corresponding lines in zone A. Thus the
line A'.sub.1 branches in zone B into three secondary lines
B'.sub.1, each of which comprises a certain number of stations
B'.sub.10.
At the edge of zone B, each of the lines B'.sub.1 may end in one or
more lines C'.sub.1 serving zone C.
In accordance with a preferential embodiment of the invention, the
lines C'.sub.1, etc., have no substructure of their own and use
ordinary routes. For this reason, they may have more flexibility
and be modified as required by the changing and development of this
suburb.
Thus it is possible to envisage an underground network for the
lines in zone A, tracks similar to tram- or railway lines for those
in zone B, and ordinary roads for those in zone C.
In accordance with a specific embodiment of the invention,
substructure lines are formed by tracks in zones A and B, these
tracks being equipped, for example, with steering rails. The
circulation network on its own ground may comprise ordinary railway
tracks. However, it may also comprise routes similar to automotive
vehicle roads, used solely by vehicles in accordance with this
installation. In the latter case, the means of support are, for
example, wheels with pneumatic tires suitable for the entire
network.
On the other hand, when the network comprises both tracks and
routes, carriages are fitted with dual purpose wheels having tires
for traveling on rails, and pneumatic tires for traveling on
automotive vehicle roads.
Thus, in zone A the carriages are joined together like made-up
trains preferably functioning in accordance with the principle of
segmented trains. This functioning method will be described in
greater detail later, with reference to FIGS. 2 and 3. These
segmented trains allow all the advantages of this method of
transport to be used on lines A.sub.1, A.sub.2, A'.sub.1, A".sub.1,
up to the circumference of zone A.
From this limit, the segmented trains become normal made-up railway
trains, with all the carriages on each line stopping at all
stations.
Depending on the circumstances, when the lines in zone B issue from
a single line in zone A and subdivide on entering this zone B, a
lesser density of trains is obtained, depending on this
subdivision. This characteristic is particularly applicable for
line A'.sub.1 which branches into three lines B'.sub. 1. As an
example, it is possible to envisage either dividing the different
made-up trains between the subdivisions 40.sub.1 without spearating
the carraiges or subdividing each madeup train into a certain
number of convoys each having one or more carriages traveling on
each respective line of zone B.
The different or unique types of carriages used in the installation
in accordance with the invention are thus able to move on the
tracks in zones A and B, and on ordinary automotive vehicle roads
in zone C.
It is thus possible to provide an automatic pilot and position
control for the trains in zones A, B. Steering is then effected,
for example, electronically, by means of an electric rail on the
ground.
Installations are also provided along the track, enabling the
functioning of segmented trains, which is to say that such
installations may be automatically controlled locally or remotely
to effect coupling and uncoupling of the carriages as required.
In accordance with one characteristic of the invention, it is
essential that each different type of carriage has its own means of
propulsion.
When a vehicle travels along ordinary roads, such as highways, its
autonomy may be assured either by its own means if it has an
autonomous motor, or by means of an automobile traction engine.
In zone C, vehicles must be driven by a driver, as opposed to zones
A and B where steering is normally automatic.
The foregoing description relates basically to traffic going from
zone A to zones B and C. It is obvious that circulation in the
opposite direction is effected in the opposite manner. Thus, the
various vehicles in zone C regroup at the circumference of zone B.
From this point, vehicles are regrouped into convoys which travel
along the return routes of the tracks in zone B and these convoys
lastly reach zone A, where they regroup into trains functioning in
accordance with the principle of segmented trains.
In the system called "segmented trains", a made-up train travels
along a line at high speed, without stopping at intermediary
stations. As shown in FIGS. 2 and 3, the train T.sub.1 on track
A'.sub.1, on approaching such a station as A.sub.10, may drop off
one or more of the rear carriages RC.sub.1 and RC.sub.2, which stop
at the station platform. The same train, on leaving the station
picks up in front of it carriages FC.sub.1 and FC.sub.2 left by a
preceding train T.sub.2 and whose speed has previously been
increased to a suitable rate to allow this junction to be effected.
When trains T.sub.2 and then T.sub.1 arrive at station 3, the
carriages making up each of them may be divided as required between
the various tracks linking station 3 to stations 3', 3", 3'" in
track system B'.sub.1 :
For reasons of clarity, the above-mentioned specification has been
limited to the trafic which passes through station 3. However, it
is obvious that all the other stations 1, 2, 3, 4, 5 and 6
constitute metting points between areas A and B. All other drawing
references not described in the specification have been inserted
again in order to give a whole picture of the installation, since
the above-mentioned explanations may apply to all the branches of
the net-work.
Symetrical notations have been used with respect of the various
references.
The steering rails referred to above may conform to the disclosure
in the copending application of Jean Gayot, Ser. No. 85,963, filed
Nov. 2, 1970 and corresponding to French application No. 69 37 895
filed Nov. 4, 1969 and its addition No. 70 36 613 filed Oct. 9,
1970, and this also holds true for the disclosure of a different or
unique carriage or car embodying its own propulsion and steering
system.
This system of segmented trains presents the advantages of
continuous means of transportation: high commercial speed and
comfort. It is more specially adapted to an average amount of
traffic of the order of 5,000 to 25,000 passengers/ hour and its
substructure is relatively small.
* * * * *