Hochfahrwegsystem

The invention concerns a high drive system also over ground level running high drives.

Earthbound transportation network push in strongly growing centers of dense development due to the constantly rising traffic volume increasingly to their borders. In order to relieve and an independent traffic level create the transportation network, in many settlement areas subways are established, which unfavorable-proves however is connected with immense costs. In addition the construction is connected by course systems in the underground of existing centers of dense development with substantial expenditure of time and technical difficulties. Thus particularly a large need at alternative traffic concepts exists in development areas, with which the existing transportation network can be created be relieved and efficient new traffic systems. Already most diverse forms were suggested by high drive systems, which however to satisfying traffic solutions so far in practice not to have led.

The invention has to the goal of creating a high drive system of the initially stated kind with which an efficient transportation network independent of earthbound traffic is made available, with which longer distances rapidly and unhindered be put back can.

It in accordance with identification the wise high drives each other crossing transit routes, which run one above the other at the crossing ranges, and circulating transfer lines, which are surrounded by transit route sections between the crossing ranges, up, whereby the transit route sections are connected with the circulating transfer lines along transfer ranges.

Therefore the high drive system according to invention exhibits at least two different kinds of high drives. On the one hand transit routes are intended, which serve to carry the regional traffic if possible without handicaps and/or interruptions. The transit routes cross on different elevator levels, so that favourable-proves no regular crossings are necessary, which would brake the flow of traffic. Thus a rapid progress on the transit routes is ensured. The transit routes can be structurally from each other separated, so that vehicles cannot arrive directly from a transit route into another transit route. After traffic can flow essentially unhindered along the transit routes, which run in at least two different directions. The transit routes stretch thus a transportation network, which covers a certain settlement area.

On the other hand circulating transfer lines are intended, in order to arrive from a transit route at another transit route.

For the change of the driving direction the vehicle of the momen tan traveled transit route turns over the transfer range into the too due transfer line. The transfer line forms a closed traffic loop, which will drive on in the kind kehrs can. In order to turn into another transit route, the transfer line is driven through circularly, until the appropriate transfer range is reached, at which the transfer line will leave. Favourable way becomes thus between transit routes, with which the regional traffic is carried over longer distances freely by regular crossings, and comparatively short transfer lines, with which direction change within the transportation network are made, differentiated. Hereby the efficiency can be considerably increased during the management of the traffic volume. Favourable way besides an additional traffic level is created, which can be used independently by the earthbound road system, in order to master the traffic volume in centers of dense development. In development areas the high drive system has besides the advantage that dangers can be eliminated due to road crime to a large extent.

For the achievement of local, locally limited transfer zones it is of advantage, if the transfer line of Transitstraßenabschnit ten between neighbouring crossing ranges is surrounded. Therefore the transfer lines extend related to the traffic level within the neighbouring crossing ranges of the transit routes, which put the grid points of the transportation network firmly. The transfer lines are thus substantially shorter than the transit routes, which long-drawn-out traffic veins represent, which exhibit a majority between the individual crossing ranges, preferably a multiplicity transit route sections.

During a less preferential execution the transfer line can extend however over more than one, for example two, transit route sections.

For the optimization of the traffic routes within the high drive system it is favorable, if the transfer line is surrounded by essentially straight-lined running transit route sections.

Therefore the regional traffic on fastest way between the junctions of the transportation network can be led.

In accordance with a preferential execution the transfer line is surrounded by four transit route sections. If the transit route sections within the range of the transfer line run straight-lined, the transit route sections are polygonartig arranged around the transfer line in plan view. Hereby a favourable lattice structure is obtained, with which the traffic routes of the high drive system are optimized.

For the achievement of a chessboard-like and/or gitterförmigen transportation network it is favorable, if the transfer line is surrounded by running transit route sections essentially right-angled to each other. The transfer line is thus enclosed by an arrangement of transit route sections, square rectangular, in plan view and/or, which are formed by the crossing ranges of the appropriate transit routes.

In order to minimize delays when bending into the transfer line, it is of advantage, if the transit route sections run at least within the transfer ranges essentially parallel to the transfer line. The transfer ranges exhibit in each case a track switching zone, at which the transit route section and the transfer line on same height run next to each other.

For the achievement of a close transportation network it is favorable, if each transit route section borders on at least one, preferably on exactly one, transfer line. If each transit route section is connected with a transfer line, only a comparatively short distance must be mastered depending upon length of the transit route section, before the transit route section over the appropriate transfer range will leave can.

For the achievement of the circulating transfer line it is favorable, if the transfer line exhibits essentially straight-lined running transfer sections, which by arc-shaped running curve sections is connected. The transfer line forms thus a traffic loop closed in itself, which is limited outward by the transit route sections.

If the transfer line is connected to two, transfer range (e) with each neighbouring transit road-cut off by at least one, preferably, favourable-proves at all transit route sections a track switching between Transferund transit route can to be accomplished.

In order to keep the space requirement of the Hochfahrwegystems small, it is favorable, if the transit routes are designed as one-way streets, which exhibit only one lane in each case. Preferring way running transit one-way streets are preferably driven through about parallel to each other alternating in opposite directions.

For the achievement of comparatively narrow traffic veins it is of advantage, if the transit routes exhibit a width of 1,5 to 3 meters, preferably essentially 2 meters.

In order rapidly and/or is of advantage to leave to be able, it reaches the high drive system, if the transfer line, preferably at each transfer section, is connected with at least a Zufahrtsstraße leading to the ground. In particular ramp shaped Zufahrtsstraßen are preferentially designed as one-way streets.

In order to regulate the flow of traffic on the transfer line, it is favorable, if the transfer line at least Verzögerungsbzw running in relation to the neighbouring transit route section in smaller height. Retaining section exhibits. The Haltebereiche serve with priority rapid Einund stepping out the passengers. Verzögerungsbzw. Retaining section serves on the one hand also to integrate zuund driving off vehicles in the Vekehr the transfer line. Each Verzögerungsbzw is preferential.

Retaining section besides connected with at least a Zufahrtsstraße leading to the ground, in order to reach and/or leave the high drive system. Besides Verzögerungsbzw can. Retaining section a parking lot for turning off vehicles exhibit.

In accordance with a preferential execution the high drives are formed for ultrahigh achievement fiber-reinforced concrete by prefabricated elements made of fiber-reinforced concrete, preferably. Fiber-reinforced concrete exhibits particularly favourable material properties for the production of the high drive, to which a durability substantially larger compared with conventional concrete and a higher pressure strength count.

The invention is still continued to describe below on the basis of remark examples, to which it is not to be limited however, represented in the designs. In detail shows in the designs:

Fig. 1 a plan view high drive system according to invention from crossing transit routes, which circulating transfer lines include; Fig. 2 a plan view of a traffic center in Fig. 1 high drive system shown; Fig. 3 a plan view of a cutout of the traffic center of Fig. 2; Fig. 4 a Fig. 3 appropriate side view of the high drive system; Fig. 5 Verzögerungsbzw. Retaining section of the high drive system in accordance with Fig. 1 to 4; Fig. 6 alternative Verzögerungsbzw. Retaining section of the high drive system in accordance with Fig. 1 to 4; Fig. 7 an opinion of a preferential out guidance form of the high drive system with high drives from ultrahigh achievement fiber-reinforced concrete; Fig. 8 a plan view of the ultrahigh achievement fiber-reinforced concrete high drive in accordance with Fig. 7, with which guide bars are intended to the safety against falling; Fig. 9 and/or Fig. 10 a cut along the line XI-XI and/or.

X-X in Fig. 8; Fig. 11 to 13 various cutaway views by the transfer range between Transitund transfer line; and Fig. 14 a detail opinion of the connecting range between Transitund transfer line.

In the design a high drive system 1 is shown, which forms a transportation network from high drives 2, itself above a floor space the 3 (see Fig. 7) extend. As high drives on the one hand transit routes 4 are intended, which straight-line longeron-eaten exhibit 5 and side roads 6, which cross each other right-angled, so that a transportation network chessboard-like in plan view is obtained. The transit routes 4 run at the crossing ranges 7 on different elevator levels (see Fig. 4). Therefore the traffic streams are not obstructed by the crossing ranges 7, with which thus without a traffic regulation with traffic lights, priority rules or such can be done.

As from Fig. 1 to 3 further evidently, the transit routes 4 are trained as narrow, for example approx. 2 meters broad, one-way streets, which exhibit only one lane 4 '.

The longeron-eaten 5 and/or the side roads 6 are alternating into opposite directions 5 ', 51 ' and/or 6f, 6 '' oriented.

As from Fig. 1 further evidently, the high drives 4 besides circulating transfer lines 8 exhibit, which closed traffic loops form. The transfer lines 8 extend between sections 9 of the transit routes 4, which between neighbouring crossing ranges 7 is formed. In the execution shown each transfer line 8 generally by four transit route sections 9 is limited. The transfer lines 8 are implemented according to the transit routes 4 as one-way streets, which will drive through in the same driving direction as the adjacent transit route sections 9 (see arrows 10 in Fig.

1). The edge length 1 of the transportation network, i.e. the length of the transit route sections 9, in particular approx. 1 kilometer amounts to between 0,25 and 4 kilometers, preferably between 0,5 and 2 kilometers, particularly preferential between 0,75 and 1.25 kilometers.

As from Fig. 1 further evidently, borders each transit route section 8 on exactly one transfer line 8, so that a close transportation network will receive, which a multiplicity of Zugangsbzw. Transf erknoten exhibit. In order to arrive from a starting point A at a goal B, can, as in Fig. 1 to be schematically shown, between different routes selected.

This can be supported preferentially by a traffic control system.

As from Fig. 2 evidently, is connected the transit route sections along transfer ranges 11 with the circulating transfer lines 8. The transfer ranges 11 exhibit in each case a track switching zone, at which the transit route 4 and the transfer line 8 on same height run next to each other that vehicles can bend 4 on the transfer line 8 on the one hand from the transit route (see arrows 12) and on the other hand vehicles the transfer line 8 toward the transit route to leave to be able (see arrows 13).

As from Fig. further evidently, each transfer line essentially straight-lined running transfer sections 14 exhibits 2, which exhibit the transfer ranges 11. The transfer sections 14 are connected by arc-shaped curved curve sections. In the execution shown the transfer sections 14 parallel to the neighbouring transit route sections 9. the transfer lines 8 run are connected at all four transfer sections 14 by in each case two transfer ranges 11 with the transit route sections 9.

As from Fig. 3, 4 evidently, points the transfer lines 8 Verzögerungsbzw. Retaining sections 16 up, which in smaller height than the adjacent transit route sections 14, however above the floor space 3 runs. In the execution shown each transfer section 14 points Verzögerungsbzw.

Retaining section 16 up. To Verzögerungsbzw. Retaining sections 16 the vehicles with a speed between the transfer ranges 11, smaller compared with the transit routes 4, are led. Besides can at Verzögerungsbzw. Retaining sections of 16 vehicles 23 (see Fig. 6) to be parked.

As from Fig. 4 further evidently, is connected the transfer lines 8 with Zufahrtsstraßen 17, which to the floor space 3 leads. Here a first Zufahrtsstraße serves 17 ' for the rear-end collision into Verzögerungsbzw. Retaining section 16 of the transfer line 8. for leaving Verzögerungsbzw. Retaining section 16 of the transfer line 8 a second Zufahrtsstraße 17 is intended ''.

Therefore each transfer section 14 connected with two Zufahrtsstraßen 17 is. Besides are in Fig. 4 schematically escalators 33 evidently, with which passengers Verzögerungsbzw. Retaining section 16 to reach know.

As from Fig. evidently, Verzögerungsbzw points 5. Retaining section 16 a trace of grinding 18 and/or a pedestrian zone as entrance zone for passengers up, which with the first access road (ramp lane and/or merge zone} ' in connection is located to 17, so that the vehicles can be integrated for example in the zipper principle into the traffic stream of the circulating transfer line 8 braking. For this the transfer line 8 points in driving direction before Verzögerungsbzw.

Retaining section a sonic delay line 8 and in driving direction after Verzögerungsbzw. Retaining section an acceleration distance 20 up. Verzögerungsbzw. Retaining section exhibits besides one with the second Zugangsstraße (and/or departure ramp) 17 '' connected exit trace (departure ramp) 21 (when pedestrian zone and/or stepping out zone for passengers), over which will leave the high drive system 1 can (e.g. over the stairs or escalators for passengers 33). In Verzögerungsbzw.

The vehicles with low speed move retaining section 16. Besides a traffic control system can be intended, with which the vehicles by Verzögerungsbzw.

Retaining section 16 to be led. Such systems are for example well-known from mountain lift systems.

As from Fig. evidently, Verzögerungsbzw can do 6. Retaining section of 16 besides parking lots 22 for turning off vehicles 23 exhibit. The vehicles 23 can here of Verzögerungsbzw. Retaining section 16 in driving direction 24 into the individual parking lots 22 bend.

As evident from Fig, 7, is arranged the high drives 2 by supports 25 in a height h of more than 4.5 meters above the floor space, so that the normal traffic running under it can function unhindered. The width b of the high drive 2 amounts to approx. 2 meters. In the execution shown the high drives 2 are formed by prefabricated elements made of ultrahigh achievement fiber-reinforced concrete, which are characterised by particularly high firmness and durability. The use of ultrahigh achievement fiber-reinforced concrete (UHPFRC, “Ultra High performance Fibre Reinforced Concrete”) makes possible it to use thin-walled prefabricated elements with a central cavity 26.

As from Fig. 8 to 10 evidently, points the high drives 2 reciprocally (in Fig. 8 not represented) guide bars 27 up, with which the lane becomes secured 4 '. The guide bars 27 are connected in regular intervals with vertical post 28, which is embodied at widenings 29 of the lane 41. The guide bars are preferential at a value of approx.

cm arranged.

Into the Fig. 11 to 14 is shown different cuts along the transfer range 11 between Transit4 and transfer line 8. In the curve section 15 in accordance with Fig. 11 the transit route 4 in a distance to the transfer line 8. in driving direction before the transfer range 11 runs, as in Fig. 12 shown, runs the transit route 4 and the transfer line 8 next to each other. The lanes 41 are here still separate by guide bars 27.

Within the transfer range 11, which in Fig. , are firmly connected the transit route 4 and the transfer line 8 are shown 13. In the execution shown a deformation coupling 30 is intended in the connecting range between Transit4 and transfer line 8. As from Fig. 14 evidently, exhibits Transit4 and transfer line 8 within the connecting range a sealing foam 31 and UHPFRC 32.