Constrained guide urban transport system

Abstract: A constrained guide urban transport system (11), including numerous stations among which at least one ring-closed guide (14) is located which supports the mutually spaced vehicles (12). A cable (15) runs along the guide (14) which is driven in translation by a winch (16) placed within a tractor station and sent to a transmission station. Along each runway all of the stations have acceleration or deceleration conveyors (18) in order to accelerate the vehicles (12) leaving the stations to bring them to a synchronous speed with a cable speed (15) and in order to brake the vehicles (12) arriving into the station to a minimum speed or to a halt, to allow for the passengers of the vehicles (12) to get on and/or off. The vehicles (12) have clamps (17) aimed at grasping the cable (15) when the vehicle (12) moves away from the station and moves towards another station and aimed at releasing the cable (15) when the vehicle (12) moves towards a station and is led by the acceleration or deceleration conveyors (18).

Description: The present invention refers to a constrained guide urban transport system. In particular it refers to light or extra-light transport systems, which include vehicles that are capable of transporting a number of passengers normally under one hundred in each vehicle between two subsequent stations of the system itself. As is already known, systems like the one indicated, such as traditional undergrounds, consist of a pair of tracks, fixed to a seating, upon which the single transport vehicles or vehicle trains move. The vehicles or the trains are moved by electric motors, its supply being guaranteed by a third tension track or an antenna supply line which runs along the tracks and hangs over it. A transport system of that kind is known from EP-A1-0 687 607. Such traditional urban transport systems have some problems, mainly constituted by the fact that the well-known systems are suitable for transporting people with a rather high capacity and, therefore, their use is not economically convenient as the flow of passengers is limited. Furthermore, undergrounds require the creation of additional imposing civil structures which, besides the fact that they are expensive, are difficult to insert within a pre-existing urban fabric. It is to be added that as the vehicle trains have a tractor station, the actual passenger load is less and the corresponding costs are much higher. The objective of the present invention is that of eliminating the technical problems indicated, by creating a constrained guide urban transport system which allows for the transportation of passengers in an economically convenient way in relation to the transport capacity and with a high vehicle frequency. Another objective of the invention is that of creating a transport system which does not require additional imposing civil structures in order to maintain costs and simplify their introduction within the pre-existing urban fabric. Another objective of the invention is that of creating a transport system with vehicles that can transport a number of passengers, not limited by motors and/or tractor stations and/or similar and, therefore, with general costs which are correspondingly reduced. Last but not least, another objective of the invention is that of creating a constrained guide urban transport system which is substantially simple, safe and reliable, and whereby storage of the vehicles is made possible. These and other objectives, according to the present invention, are achieved by creating a restrained guide urban transport system according to claim 1. Furthermore, other features of the present invention are defined in the following claims. Further features and advantages of a constrained guide urban transport system, according to the present invention, will become more clear from the following description, exemplificative and not limitative, referring to the attached drawings, in which: Figure 1A illustrates a front elevation schematic view of a superelevated portion of a transport system according to the invention; Figure 1B illustrates a front elevation schematic view of an underground portion of a transport system according to the invention; Figure 2A illustrates a side elevation schematic view of a superelevated portion of a transport system according to the invention; Figure 2B illustrates a side elevation schematic view of an underground portion of a transport system according to the invention; Figure 3A illustrates a schematic plan view of a final tractor station of the system according to the invention; Figure 3B illustrates a schematic side elevation view of the station illustrated in figure 3A; Figure 4A illustrates a schematic plan view of the final transmission station of the system according to the invention; Figure 4B illustrates a schematic side elevation view of the station illustrated in figure 4A; Figure 5A illustrates a schematic plan view of the intermediary station of the system according to the invention; Figure 5B illustrates a schematic side elevation view of the station illustrated in figure 5A; Figure 6 illustrates a plan view from the bottom of a vehicle of the system according to the invention; Figure 7 illustrates a partially sectioned view of a system motor according to the invention; Figure 8 illustrates a front elevation view of a vehicle of the system according to the invention in a station and associated to an acceleration and/or deceleration roller conveyor; Figure 9 illustrates a front elevation view of a vehicle of the system according to the invention in a station and associated to an acceleration and/or deceleration linear motor conveyor; Figure 10 illustrates a detail of a linear motor represented in Figure 9; Figure 11 illustrates a schematic view of a communication device between a central control area of the system and a vehicle. With reference to the figures mentioned, a constrained guide urban transport system is illustrated generally indicated by the reference number 11. The system 11 is a double runway (in two opposite directions) with single vehicles 12 and resting on wheels 13 covered with a synthetic material or tyred onto a pair of guides 14. The vehicles 12 are led along the guides and pulled, in the external tracts to the stations, by a cable 15 driven by a winch (16). Along the casing of the line the two runways, one for each direction, are articulated in parallel with a spacing of approximately 3 metres; the gauge of the double T beams which make up the guides 14 is equal to approximately 1.5 metres (between the internal beams of the two runways there is a distance equal to approximately 1.5 metres). The cable 15 is closed to form a traction ring which is moved in one direction and, in a normal regime of operation, at a constant speed. Each of the vehicles 12 are connected to the traction cable 15 by connection means which are made up of one or more pairs of mechanical control and automatic operation clamps 17. When the vehicles 12 reach desirable points of the stations, the clamps 17 are open and led to the decoupling from the cable 15. At this point the vehicles 12 are delivered by acceleration and/or deceleration means made up of motorized synchronizer conveyors 18 made up of two rows of rolls 19, with a vertical shaft and tyred, which slow down the vehicles 12 to a suitable translation speed along the platforms 20, and stopping them in a correct position to allow for passengers to get on/off (a target stop). The one-way continual and with temporary connection movement of the vehicles 12 allows for the passengers to get on and off in the stations with the vehicles 12 at a standstill or at a minimum speed, without having any influence on the running in line speed of the same vehicles 12. According to the present invention, the system includes end stations of which at least one is a tractor station and one a transmission station, and numerous intermediate stations. Therefore, in each intermediate station, at each passage and on each runway, the vehicles are subsequently unviced, slowed down and stopped by the conveyors 18 for loading and unloading operations, then they are accelerated once again by the conveyors 18 and viced to the cable 15. At the end stations the vehicles 12 are stopped on the arrival side upon which platform 20 is only for the unloading of passengers; subsequently the passage from one runway to another through the carrying of the vehicle 12 to a platform 21 which is then rotated by 180°, is actuated; when leaving this the vehicle 12 is then stopped at the platform 20 for loading operations and, then, accelerated and reviced to the cable 15. It is not necessary that the system 11 is not running; the main feature of the warehouse 24 is that it always works automatically, allowing for a variation of the capacity allowing more or less vehicles 12 to enter onto the line. When the system 11 is not running, in a transmission station the vehicles 12 can also continue beyond the platform 21 and make use of an elevator 22 which drops them down onto a trolley on a shunting track 23 to place them in the warehouse 24. The deceleration and acceleration stages that the vehicles 12 must sustain to pass over from the synchronous speed with traction cable 15 to zero speed which allows for loading and unloading operations and vice versa are, as already indicated, handed over to the conveyors 18 made up of two vertical rotation axle rolls 19 (an array for each side of each runway). The two arrays of rolls 19 of each runway are connected, for the synchronization of the motor, by belts 25 with unitary transmission ratios. The rolls 19 can be driven in rotation, in a well-known manner, through the use of electrical motors 37 in order to obtain, through electronic control, a required acceleration profile. The deceleration conveyors 18 include devicing cams 39 of the clamp 17 from the cable 15 and the rolls 19 connected between themselves by trapezoidal transmission belts with a transmission ratio of 1:1. In this way all of the rolls 19 turn at the same time and at the same speed and are all spaced out in such a way that the tracks 55 of the vehicle 12 can be taken up at the same time on at least three rolls 19. Each array of rolls 19 is moved by a DC electric motor 37 with the task of reducing the speed of rotation of the rolls 19 according to predefined curves, from the peripheral synchronous speed with cable 15 pulling, until the expected halt of the vehicle 12; the deceleration ramps change their slope according to the speed of the cable 15 on line, in order to create the lowest deceleration possible compatible with the ingoing speed of the vehicle 12 and the space available. The acceleration conveyors 18 are similar to the deceleration ones already described and are aimed at accelerating the vehicle 12 until it reaches the speed of the cable 15. The conveyors 18 include a second cam 39 which actuates the clamps 17 and releases them deviced onto the cable 15, besides the rolls 19 reciprocally connected by means of trapezoidal belts and moved by another DC electric motor 37. The conveyors 18 in correspondence with the platforms 20 are aimed at stopping the vehicle 12 or keeping it moving at a reduced speed (for example 0.3 m/s or 0.15 m/s), in order to allow for the passengers to get on and/or off the vehicles. Thanks to the special ramps laid down, the standstill of the vehicle 12 always comes about in a specific and repetitive position, regardless of the vehicle load and its speed on the line. Such conveyor 18 includes rolls 19 which are moved by the electric motor 37 of the acceleration conveyor, in this way it is synchronized to the acceleration conveyor in order to carry out the final stage of the deceleration of the vehicle, until it stops completely. The presence of two motors for deceleration and possible standstill of the vehicles 12 allows for the use of a spare motor in the other, mechanically connecting all of the rolls 19 of the conveyor 18 through the use of belts. In the same way the entrance of a vehicle 12 with another still in the unloading area can be handled in an emergency case. It is therefore possible to provide for an motor especially for this kind of conveyor in correspondence to the platforms that allow for the vehicle 12 to remain in movement at a very low speed. Furthermore, in this area an automatic opening and/or closing system of the doors is provided for with a horn before closing. Furthermore, in the tractor station the opening and closing cams 39 of the clamps 17 have a vice-testing device (not illustrated), in se known, which submits the clamps 17 to a direct functionality and integrity control of the various elements that it contains and especially the springs. Alternatively, the conveyors 18 are replaced by in se known linear inductive motors 38, which avoid all problems related to the transmission of the motor through the use of mechanical elements and the synchronization of the array of rolls. The linear motor 38 includes two stator windings 60 positioned in a station along the runways of vehicles 12, spaced out from the platforms and between themselves in order to identify the openings 61 in which the copper plates 62 can run, together with the vehicle 12. The copper plates 62 can be replaced by magnetos, furthermore the motor can be accelerated or braked undertaking all of the speed values between the minimum speed or complete standstill and the synchronous speed with the cable 15 and vice versa. Furthermore, such motor 38 allows for the self-centering of the copper plates 62 in the openings 61. The solution of the rotating platforms 21, used to carry the vehicles 12 from the end of a runway to the beginning of another, makes sure that the vehicles 12 always have the same side overlooking the platforms 20; thanks to this, on the wall of an external side of each vehicle 12, doors which allow the passengers to get on and off are installed, while on the opposite wall of the internal side there is only a glass door with emergency access (an escape hatch which cannot be opened from the inside). In this present disclosure particular reference is made to a transport system 11 made partly in a tunnel and partly in the open-air, the part made in the open-air is mainly raised and only a small part is made on ground level. The system has two terminal stations and five intermediate stations, with a total of seven stations. One of the terminal stations consistutes the tractor station, ie. the one in which the cable 15 movement winch 16 is located, and the one in which a PCC central control station is located. The other terminal station, however, is a return for the cable 15 and, furthermore, is the one in which the stretching devices 26 of the cable 15 and vehicles 12 storage warehouses 22-24 (preferably the warehouse 24 is used to hold almost half of the vehicles of the system) are to be found. In the tractor station the following are installed: a conveyor 18a for deceleration when entering the station, a conveyor 18b for acceleration when leaving the same station, a conveyor 18c for acceleration, connection between the deceleration conveyor 18a and the platform 21, the same platform 21 and two auxiliary deceleration/acceleration conveyors 18d and 18e placed on the platform 21. Furthermore, the tractor station contains all devices for the actuation of kinematic mechanisms of the acceleration and/or deceleration conveyors 18, for the rotation of the platform 21 and for the actuation of the winch 16. The power supply is provided in medium voltage through traditional protection and maneouvre panels with falls to two supply transformers of a main motor group of the winch 16 and a third supply transformer of actuation of kinematic mechanisms of the station and of the services. Furthermore, a power plant is provided for to supply a secondary motor group 28 for recovery of the vehicles 12, to supply the conveyors 18 and the station services, in order to allow for the movement of the system 11 at a low speed in an emergency situation. The power plant must also be capable of activating the main kinematic mechanisms. The winch 16 is actuated through the use of a main motor group 27 made up of two identical motors each of which, being an identical copy of each other, represent the corresponding reserve actuation. As an alternative to the winch 16 and the main motor group 27 a permanent magnet motor can be used, synchronous or asynchronous, aimed and especially useful for carrying out a direct control of the speed of a pulley 29 as reducers or similar are not used, but is connected to the drive shaft directly to the pulley axle 29. This allows for a reduction in the problems related to the transfer of the motor to the pulley 29 and, furthermore, an increase in efficiency of the system 11. The motor group 27 turns out to be, furthermore, easy to handle as the speed of the pulley 29 can be modulated even at a low number of revolutions and with a constant torque in order to achieve constant acceleration or deceleration. Each motor of the motor group 27 includes a drive shaft 30 to which a rotor 31 is coupled which brings about electrical winding. Overlooking the rotor 31 the motor brings permanent magnets 33, combined with an motor box 34 and connected to a stator winding 35 (coil). Furthermore, cooling tabs 36 are combined to the motor box 34 which favour heat dispersion, produced by the motor itself during operation, towards the environment. The two main motors, in mutual reserve, are of a DC type and are powered by three-phase Gratz double-point converters with relative electronic control and regulation. Each motor is powered by its own transformer with total redundancy to full power (100%+100%). This maintains an integral load in the case of a breakdown of one of the two motors, extremely beneficial for the global availability and for the maintenance of the winch 16. Furthermore, when required, the main motor group 27 carries out the function of an electric service break, providing for the electric deceleration of the system 11 with a replacement of energy to the network; endurance benches in series with the Gratz bridge (not illustrated for simplicity) are also provided for, in order to sustain any possible temporary network deficiency without having to intervene with protection fuses. The secondary recovery motor group 28 is made up of a first asynchronous three-phase motor which through the use of a pump powers a hydraulic circuit; this actuates a hydraulic motor which actuates a pinion which commits a toothed rim fixed directly to the perimeter of an motor pulley combined to the pulley 29 of the winch 16 (details not illustrated). The power circuits (motors with transformers and relative supply circuits), an automatic command and ATO control device and an automatic ATP surveillance device related to the recovery actuation are opportunely designed in order to be duly indepedent of the main devices. In this way the secondary recovery motor group 28 can also be used for the evacaution of the line in the case of a serious failure of the ATP surveillance device which prevents normal running of the system. Actuation of the kinematic mechanisms of the tractor station is related to the deceleration conveyor 18a when the vehicle 12 enters into the stations, the acceleration conveyor 18b when the vehicle 12 leaves the station, the auxiliary fixed connection conveyor 18c, placed between the conveyor 18a and the platform 21, to the two auxiliary conveyors 18d, 18e placed on board the platform 21 and, finally, to the kinematic mechanisms for the rotation of the platform 21. These are equipped with commands that allow for the movement of the rotating parts only when the vehicle 12 must actually engage them, regardless of the speed of the cable 15. The control and the regulation of the entity of the acceleration applied to the vehicles 12 is, therefore, passed onto the command and control device of the ATO actuation while surveillance is maintained by the ATP device which is totally independent of the previous. The transit speed of the vehicles 12 in the station can be modified according to demands and, therefore, brought to zero in order to stop the vehicle 12 during the stages of loading and unloading of passengers; such speed does not depend on fixed transmission ratios. Motorizations are available in alternating currents and, for redundancy reasons, each kinematic mechanism is equipped with redundancy actuation, with a distribution of the power to 50% over the two three-phase asynchronous motors, each one equipped with its own converter of an inverter type for orientation of the magnetization field (orientated flow adjustment). In this way even in the case of motor failure of a subsystem, the running of the system is possible even at a reduced speed. In particular, in the case of the conveyors 18, each line of rolls 19 leads through the use of its own kinematic mechanism chain upon its own actuation. The rolls of each one of the two rows are connected by transmission belts 25. Substantially the transmission station has the same structure as the tractor station; in fact a deceleration conveyor 18f is placed at the input and an acceleration conveyor 18g is placed at the output; furthermore a second platform 21 is provided for upon which two auxiliary movement conveyors 18h and 18i are assembled and a further conveyor 18l is provided for as connection between the deceleration conveyor 18f and the platform 21. In addition, in the transmission station the stretching devices 26 of the cable 15 and the warehouse 24 with actuation of the kinematic mechanisms for movement of vehicles 12 are installed. These are made up of a conveyor 18m, leaving platform 21, which leads the vehicles 12 to the elevator 22 and, therefore, onto a trolley on a shunting track 23 on further conveyors into the warehouse 24. The electrical supply of the station is available in medium voltage to a protection and manoeuvre panel with a descent towards the transformer for actuation of the station kinematic mechanisms and services. The transmission station is also fitted with a power unit which is capable of powering the kinematic mechanisms (conveyors 18f-18m and platform 21) and the station services required for the motion of the system 11 at a low speed. Movement of the kinematics of the warehouse 24 with its own power plant is provided for. Movement of the station kinematic mechanisms include all of the movements already provided for in the tractor station, for which similar embodying solutions are already provided for. In addition, actuation elements for the warehouse kinematic mechanisms 24 are already present, which consist of the elevators 22 and the shunting trolley on the warehouse conveyors. Five intermediate stations are to be found between the end stations in which the vehicles 12 stop to allow for the ascent and/or descent of the passengers. The intermediate stations have a deceleration conveyor 18o and an acceleration conveyor 18p for each of the two runways, with a total of four conveyors. The intermediate stations are powered by a medium voltage to a protection and manoeuvre panel with fall to the transformer for the actuation of kinematic mechanisms of the station and of the services. Furthermore, a power plant is provided for each intermediate station capable of powering the conveyors 18o and 18p and the station services for the running of the system 11 at a low speed. The kinematic mechanisms of the station are related to the acceleration conveyors 18p and the deceleration conveyors 18o, therefore the motorizations provided for due to redundancy (according to what has already been indicated for the tractor station) are eight per station. The system is fitted with automation devices which command and control its operation. In particular, the system is fitted with an automatic ATO command and control device which includes the command and control circuits required in order to adjust the operation speed of the cable 15 and the speed of each auxiliary mechanical motorized component (acceleration and/or deceleration and auxiliary conveyors 18, rotation actuation of the platforms 21 and others). This is necessary in order to coordinate the operation of the entire system 11 respecting the restrictions imposed by an ATP surveillance device, aimed at controlling the ATO command and control device and totally independent of the same ATO command and control device. Furthermore, the ATO device handles the additional functions requested (such as the movement of doors and gates, various sequences etc) and, therefore, is in charge of achieving the movement programme of the vehicles 12 respecting the estimated standstill position of the same and speed limits, acceleration and jerk, in order to achieve an efficient flow of passengers that are also guaranteed a very comfortable ride. For this reason, besides the automation logics, the ATO device includes, in particular, the command and regulation circuits of actuation and electric and mechanical braking devices. With regards to the latter, the winch 16 is equipped with a mechanical service brake, fitted with a modulated or snap-action mechanism and furthermore with an emergency brake, fitted only with a snap-action mechanism; the command and regulation circuits of such brakes are made according to suitable criteria based on safety and its action is duly controlled by the ATP device. Such circuits include control equipment of the electromagnets at a proportional action for a modulated action of the brakes, other control equipment of an open/closed type for a snap-action, minimum speed relays for the intervention of a standing brake and equipment that actuates the function of controlling the lack of deceleration, in the braking device. These are achieved by adopting particular caution and constructive measures to minimize the probability that a simultaneous untimely intervention of the mechanical brakes with a snap-action (double urgency) may occur; in particular the snap-action of the service brake can never be controlled at the same time as that of the emergency brake, not even following a single fault. Through the elaboration of the signals taken from the field using a suitable sensor system, the ATP automatic surveillance device is capable of carrying out all automatic surveillance functions in order to guarantee maximum safety against any dangerous events, in high safety conditions, reliability and availability. This is achieved following events of an external origin and following faults within the system or to the ATP itself, so that the level of safety requested for the running is not threatened. The ATO device is independent of the ATP device and subordinate to the controls and approvals of the latter. The surveillance functions are conventionally divided into safety and protection functions, according to whether or not they include the safety of the people or only the integrity of the objects. In this regard the ATP realization leads to the elaboration of a "safety protocol" in which all of the current analysis and synthesis procedures are registered in order to raise the level of safety of the functions to be carried out until reaching the value requested for each of them. Such value differs according to the type, in relation to the risk connected to the event to be supervised (for example the most critical functions related to safety, such as those related to the surveillance of the maximum speed of the winch 16, are considered to fall within requirement class 6 of the norm DIN V 19250 or, in a substantially equivalent manner, level 4 of the norm EN 954-1). Furthermore, system 11 includes the installation of an ATS supervision device aimed at monitoring completely the state of the system and displaying the relative operation parameters. The ATS device is also independent of the ATP device and subordinate to the controls and approvals of the latter. This is achieved through the use of an electronic computer (suitable for use in an industrial environment) fitted with a high resolution video screen. Station and winch 16 synoptic panels including all relative signals are displayed on the screen, furthermore video pages are also available for the listing of alarms. The ATS device is completed with suitable equipment aimed at the television monitoring and the exchange of information in telephony with the various parts of the systems and in particular with vehicles 12, as well as with a data communication device between the ground PCC and the vehicles 12, which allows for the two-way transmission of data at a high level of integrity. The ATS supervision device includes an event recorder aimed at elaborating statistics of historical data. The typology of system 11 imposes that the automation devices are characterised by a high level of availability. For this reason and in order to guarantee maximum safety and reliability, in each station the ATP device is achieved through the use of a configuration which is capable of offering a reaction to the faults of a "fail-tolerant" type to a first level of faults and "fault-safe" to a second level. The equipment of the ATP device, in fact, provides for a multi-redundant structure in which some redundancies are adapted to reach a high level of safety and others are added in order to obtain an increase in the availability and, therefore, the possibility of keeping the level of safety unchanged even following a fault, without having to turn to degradation of the working conditions. Following a first fault, therefore, the device fully maintains the safety functions allowing for the continuation of the running without a solution of continuity (a "fail-tolerant" behaviour) while, following a second fault in the same function, regardless of the first, the device places the system in a safety state by blocking it (a "fail-safe" behaviour). The ATO command and control device in its entirety is made up of a local control device of the motor of vehicles 12 in each station and of a traffic management device, centralized around the tractor station. Such devices are provided with a completely redundant structure, including a physical connection in an optical fibre extended along the entire system 11, required to achieve the connection throughout the network of all of the stations. The structural redundancy of such devices, created with suitable expedients (optical buttons or switches) is capable of offering a high level of availability, as the performance is maintained integral even in the case of a breakdown of any part, until at least one channel for each connection point remains intact. The ATS supervision device, centralized within the tractor station, is also proposed with a completely redundant architecture with a symmetrical structure. Each supervision station is directly connected to one of the two channels of the redundancy control device, with additional expedients such that, in the case of a fault in the control device channel, the corresponding supervision channel remains active as it can still obtain information from a control device channel which is still operative. The control and supervision devices of the system are made up of distributed and redundant structures; each station is completely independent with regards to the control of local traffic and it communicates with the tractor station (and with other stations connected) through a double circuit or loop in optical fibre, with a protocol which exchanges information of a very high speed deterministic type (equal to 6.2 Mbyte/s) (called "shared memory"). Furthermore, the control device of the tractor station also handles the traffic of the vehicles 12 on the line, it tracks the communication of single vehicles 12 towards the supervision device and the interface towards the "earth-edge" communication device. The structure is based on a standard VME bus with files that use a microprocessor. Furthermore, the use of two CPU units (central control units) for each frame is provided for. The platform for the surveillance device is, however, of a Personal Computer type; even in this case the device is redundant and is connected to the control device through the local network (ethernet) in the TCP/IP protocol. The software is created through the use of a SCADA system (Supervision control and data acquisition) of a commercial type and, besides the complete control and supervision of the system 11, also provides for the function of an event recorder for the collection of data of system 11, the management of maintenance for scheduling of precautionary events, on line help, remote help via modem, diagnostics etc. The electrical equipment aimed at the arrangement in a closed environment (instrument panel room) is installed in an air-conditioned room and is suitable for operation with a room temperature between 0°C and 40°C and a relative humidity level not exceeding 90% (not condensed and referring to 20°C). The electrical equipment aimed at the arrangement in a protected environment within the stations, but not closed (such as, for example, conveyor motors) will be predisposed by heaters or other to work at a room temperature not below 0°C, with a relative humidity level not exceeding 90% (not condensing and referring to 20°C) and a maximum temperature of 50°C. The electrical equipment aimed at the arrangement outside of the stations (such as, for example, some kinds of field sensors) work at a room temperature between -40°C and +70°C. In this way the system is capable of working correctly in all kinds of weather conditions, even the most unfavourable. A feature of the present system 11 is that of requiring a high level of safety, suitable for a public transport system, at the same time as a high level of availability. Therefore, the structures of all of the sub-systems necessary for the continuity of the running are made in a redundant manner, in order to offer a "fail-tolerant" type of behaviour, or be it capable of absorbing a fault without threatening the continuity of the working of the system. According to the level of criticality, such elements are strongly redundant (an example is the case of the automation components, the winch 16 actuation and the rotation of the platforms 21, etc.) while others have a redundancy which allows for the continuation of works even in the case of a reduced potential breakdown (an example is the case of the actuation elements of the conveyors 18 which are redundant by 50% of power). The system 11 is generally particularly suitable to work 16 hours a day for 365 days a year. The communication device of the emergency signals between the vehicles 12 and the PCC central control station is illustrated in figure 11, in which for simplicity only the course of the SOS signal is highlighted. The signals for the opening of the doors and the doors exit are transmitted from the central control station to the destination of vehicle 12 in a perfectly identical manner. The SOS signal is applied in vehicle 12 at 3 terminals of a same number of perfectly independent transmission devices, each of which transmits it to a corresponding PCC terminal. On the side that receives the PCC a logic 40 compares the 3 signals received and if at least 2 of them are concordant the signal is visualized on the respective multiple filament indicator by a suitable emergency panel 41, from which it is also possible to actuate the relative commands for the opening of the doors. In parallel to the visualization of the emergency panel 41, the SOS signal reaches the ATS computerized device through the serial connection 42 which exists between each receiver and the ATS device; through such connections 42 the functional state of the 3 transmission devices is kept under control. The 3 transmission devices are made up of: a first transmission device (link) in conveyed waves technique, made up of a transceiver 43. Such transceiver 43 is of a coupling type fixed on the PCC side to a transmission support 44 placed along the line. A similar transceiver 43' is on board the vehicle 12 and is inductively coupled to the transmission support 44. The coupling is guaranteed by a suitable collector, connected to the vehicle which runs at a reduced distance from such transmission support 44. A second transmission device (link) is made up of a pair of transceivers 45, 45', with the same technique but on another transmission band placed on the same transmission support 44 as above. A third transmission device (link) is made up of a radio transceiver 46 of a coupling type fixed on the PCC side to a slotted cable 47 placed along the course. A similar transceiver 46' is on board the vehicles 12 and an antenna 48, connected to the bottom of the vehicle 12, guarantees the coupling to the slotted cable 47. The transmission devices 43, 45, 46, 43', 45', 46' use a multi-channel configuration which allows for a telephony connection as well as a connection of data from vehicle 12 to the PCC control centre and vice versa. All of the transmission devices 43, 45, 46, 43', 45', 46' are duplicated in such a way as to make the connection safer and more efficient and, consequently, the transmission of related information. The support identified for the transmission of signals of the devices 43, 43', 45, 45' is made up of the terminal part or the handrail of the protection fences, which are vital for the protection of people during an escape. The radio connection guarantees communication between vehicles and the ground PCC, in particular the reception of emergency signals is entrusted to a remote-control across a slotted cable 47 of a radio frequency signal. The Master radio transceiver 46 is located in the central PCC control station and the Slave radio transceivers 46' are located in each vehicle 12. The slotted cable 47 is fixed by adequate supports and runs along the escape route between the inward and outward runway, in order to be visible to the antenna receivers 48 fixed on the lower left part of each vehicle 12. The vehicles 12 include a frame 50 made from two longitudinal beams which are joined by three transversal beams. A fixed axle 51 which carries the two idle wheels 13 is connected to the two opposing end of the longitudinal beams. Each axle 51 is supported by two leaf springs 52 which are connected to a vehicle cabin (not illustrated). Furthermore, each axle 51 carries a pair of steering devices which are connected to the end of each axle 51 and near the wheel 13. Such steering devices are made up of two steering wheels 53, supported by a fixed arm connected to the end of the axles 51. The steering wheels 53 have a rotation which is substantially perpendicular to that of the wheels 13, in order to rotate against side walls of the guides 14 until the vehicles 12 can follow the course even in bends. Furthermore, along the longitudinal sides of the frame 50, two tracks 55 are fixed which are aimed at associating the conveyors 18 of the stations. There are two clamps 17 and each one is connected to one of the axles 51. The working of a constrained guide urban transport system according to the invention is substantially the following. The vehicles 12 placed in the warehouse 24 of the transmission station are put in the starting position by conveyors that move them onto the shunting track 23 and, then, the elevator 22 and the conveyors 18m and 181 move them onto the platform 21 of the transmission station. The conveyor 18h brings the vehicles onto the platform 20 where the passengers can get on. At this point the conveyor 18f accelerates the vehicle 12 taking it to a synchronous speed with the cable 15. At this point the clamps 17 can vice or hook the cable 15 to move the vehicle 12 up to the first intermediate station. Near to the intermediate stations the clamps 17 release the cable 15, they insert themselves between the deceleration conveyors 18o and they are stopped at platform 20. The passengers can get on and/or off. Subsequently, the acceleration conveyors 18p accelerate the vehicle 12 bringing it back to the synchronous speed with the cable 15 to which the clamps 17 rehook or revice the same cable 15. When the vehicle 12 is near to one of the end stations (tractor station or transmission station once again) the cable 15 is released and the vehicle 12 is slowed down and stopped to allow for the operation of loading and unloading of the passengers. At this point a connection conveyor 18c (for the tractor station) or 181 (for the transmission station) takes the vehicle 12 above the platform 21 between the conveyors 18d or 18h. The platform 21 rotates and the vehicles are put back onto the runway by the conveyors and are taken to the platform 20. Once the passengers have got on the conveyors 18b, 18g accelerate the vehicle 20 until it reaches a synchronous speed with the cable 15. At this point the clamps 17 revice or rehook the cable 15 and the vehicles makes its way towards the next station. It has been practically established how a constrained guide urban transport system according to the invention is advantageous as it allows for high frequency transport of a number of passengers, even limited, and always with utmost punctuality. Furthermore, its flexibility guarantees that the system can extend for lots whenever necessary, in a substantially simple manner and without interrupting the running of the existing lots. It must be added its remarkable reliability, safety and the limited impact on the urban fabric and on the environment which makes the system extremely competitive with traditional transport systems, in particular for average and/or short distances (in the order of kilometres). A constrained guide urban transport system designed in this way is subject to numerous modifications and variations, all of which fall within the scope of the invention; furthermore, all of the details can be replaced by technically equivalent elements and the materials used, as well as the dimensions, can be any whatsoever according to the technical requirements.

Claims: A constrained guide urban transport system (21), including numerous stations among which at least one ring-closed guide (14) is located which supports numerous vehicles (12) which are mutually spaced out, in correspondence to said guide (14) being fitted with a cable (15) driven in translation by a winch (16) which is placed in the first station and sent to a second station, along each runway each of said stations have acceleration and/or decelerations (18) means of said vehicles (12) in order to accelerate the vehicles (12) starting off from a zero or minimum speed at a complete halt to a synchronous speed with the speed of said cable (15) and in such a way as to brake the vehicles (12) in arrival from a synchronous speed with the speed of said cable (15) to a zero or minimum speed or at a complete halt, in order to allow for the passengers to get on and/or off of said vehicles (12), each of said vehicles (12) having connection means (17) which are aimed at grasping said cable (15) when said vehicle (12) moves from one station to another and aimed at releasing said cable (15) when said vehicle (12) is approaching a station characterised in having storage devices which include a conveyor (18m) leaving said station and transporting said vehicles (12) in elevators (22) which take said vehicles (12) in a shunting trolley on storage conveyors of a warehouse (24). An urban transport system (11) according to claim 1, characterised in that it provides for at least two parallel guides (14) for each runway. An urban transport system (11), according to claim 2, characterised in that said runways are connected in correspondence of at least two rotating platform stations (21). An urban transport system (11), according to claim 1, characterised in that said connection means (11) includes at least one mechanical control and automatic operation clamp (17). An urban transport system (11), according to claim 1, characterised in that said acceleration and/or deceleration means (18) are made up of mechanized conveyors (18) including rows of rolls (19), with a vertical axle and tyred. An urban transport system (11), according to claim 5, characterised in that said rows of rolls (19) are connected between themselves by transmission belts (25). An urban transport system according to claim 1, characterised in that said acceleration and/or deceleration means (18) are made up of one or more linear motors placed in the station along said runways of said vehicles (12). An urban transport system (11), according to claim 1, characterised in that said winch (16) is actuated by a main motor group (27) made up of two identical motors each of which, an identical duplication of each other, also represents the corresponding emergency actuation. An urban transport system (11), according to claim 8, characterised in that the main motor (27) is made up of a permanent synchronous or asynchronous magnets motor in which the drive shaft is directly connected to the axle of said pulley (29). An urban transport system (11), according to claim 1, characterised in that of including a secondary recovery motor group (28), said secondary recovery motor group (28) is made up of a first motor of a three-phase asynchronous type which powers a hydraulic circuit through the use of a pump, said hydraulic circuit pilots a hydraulic motor which actuates a pinion that is engaged in a crown wheel fixed directly to a motor pulley connected to a pulley (29) of said winch (16). An urban transport system (11), according to claim 3, characterised in that said acceleration and/or deceleration means (18) of said first station are made up of at least one deceleration conveyor (18a) into said station and an acceleration conveyor (18b) leaving the same, a connection conveyor (18c) between said deceleration conveyor (18a) and said platform (21), said platform (21) and two auxiliary deceleration and/or acceleration conveyors (18d, 18e) are placed on board said platform (21). An urban transport system (11), according to claim 1, characterised in that said winch (16) is equipped with a mechanical service brake, fitted with a modulated action or clip mechanism, and furthermore with an emergency brake, fitted with just one single clip action mechanism. An urban transport system (11), according to claim 1, characterised in that in said second station stretching devices (26) of the said cable (15) are arranged together with the storage (22-24) of said vehicles (12). An urban transport system (11), according to claim 3, characterised in that said acceleration and/or deceleration means (18) of said second station are made up of at least one deceleration conveyor (18f) placed at the entrance and of an acceleration conveyor (18g) placed at the exit, two auxiliary conveyors (18h, 18i) which are assembled onto a second platform (21) and a further connection conveyor (18l) which is placed between said deceleration conveyor (18f) and said platform (21). An urban transport system (11), according to claim 1, characterised in that the intermediate stations present a deceleration conveyor (18o) and an acceleration conveyor (18p) for each of the two said runways. An urban transport system (11), according to claim 1, characterised in that it provides for at least one automatic command and control device (ATO) to regulate the running speed of said cable (15) and the speed of said auxiliary motorized mechanical organs. An urban transport system (11), according to claim 16, characterised in that it provides for at least one surveillance device for said command and control device, totally independent of said command and control device. An urban transport system (11), according to claim 1, characterised in that it provides for at least one surveillance device aimed at monitoring completely the state of said system (11) and visualizing the relative working parameters. An urban transport system (11), according to claims 16 and 17 and 18, characterised in that said command and control devices and supervision devices are independent of said surveillance device and subordinate to the commands and approvals of the latter. An urban transport system (11), according to claim 1, characterised in that it provides for at least one device for the communication of emergency signals between said vehicles (12) and a central control station (PCC), said communication device including numerous terminals of the same number of independent transmission devices. An urban transport system (11), according to claim 20, characterised in that a first transmission device of said communication device is made in conveyed waves technique and is made up of a first fixed coupling transceiver (43) with a transmission support (44) placed along the course, a similar transceiver (43') is provided for on board said vehicle (12) and is coupled inductively to a transmission support (44). An urban transport system (11), according to claim 21, characterised in that a second transmission device of said communication device is made up of a pair of transceivers (45, 45') in conveyed waves technique on a different transmission band if compared with the one used by the said first transceiver (43) and coupled to said transmission support (44). An urban transport system (11), according to claim 20, characterised in that a third transmission device is made up of a fixed coupling radio transceiver (46) to at least one slotted cable (47) placed along the course of said system (11), a similar transceiver (46') is on board said vehicles (12) and an antenna (48), connected to the bottom of said vehicles (12), guaranteeing the coupling of said slotted cable (47). An urban transport system (11), according to claims 3 and 11 or 14 or 15, characterised in that said vehicles (12) include a frame (50) which has a fixed axle (51) which supports the two idle wheels (13) connected to each of its opposing ends, each of the said axles (51) are supported by two leaf springs (52), connected to the cabin of each said vehicle (12), furthermore each of the said axles (51) have a pair of steering devices so that said vehicles (12) can run along said guides (14), along longitudinal sides of the said frame (50) being fixed further to two tracks (55) which are aimed at associating to said conveyors (18) of said stations. An urban transport system (11), according to claim 24, characterised in that said steering devices are connected to the end of each axle (51) and near to each wheel (13) and are made up of two steering wheels (53), supported by a fixed arm connected to the ends of said axles (51), said steering wheels (53) have a rotation which is substantially perpendicular to that of said wheels (13), in order to rotate against side walls of said guides (14) until said vehicles (12) can follow the course even in bends.

Inventors: BECCARI LUCA, SONNERER WALTER, BECCARI, LUCA, SONNERER, WALTER
Applicants: HIGH TECHNOLOGY INVEST BV, HIGH TECHNOLOGY INVESTMENTS B.V.
Application year: 2000
Main classification: B61B9
IPC codes: B61B9, B61L23