PASSENGER TRANSPORT SYSTEM AND METHOD FOR TRANSPORTING A PERSON

Description

[0001] The invention relates to a passenger transport system according to claim 1 and a method for transporting a person according to the preamble of claim 12.

[0002] WO 2019 / 224111 A1 describes a passenger transport system comprising a transport vehicle in the form of a road vehicle and a cabin for accommodating at least one person. The transport vehicle and the cabin are coupling and uncoupling, allowing the cabin, with a person inside, to be transported by the transport vehicle while coupled to it. The transport vehicle can transport the cabin to any location, including a building. Thus, WO 2019 / 224111 A1 also describes a method for transporting a person in a cabin, whereby the cabin is coupled to a transport vehicle and transported by the transport vehicle with the person inside to a building.

[0003] EP 0842888 A1 also describes such a passenger transport system with a transport vehicle and a cabin. The cabin can be transported from the transport vehicle to a building and transferred there to a platform of an elevator located in the building. The elevator can then be used to move the cabin vertically within the building.

[0004] JP H06156939 A describes an elevator with two vertical shafts in which cabins can be moved. The cabins can be moved between the two shafts using a transport vehicle. In this way, the cabins can be switched from one shaft to the other.

[0005] The object of the invention is, in particular, to propose a passenger transport system and a method for transporting a person that can bring the transported person as conveniently and as close as possible to their destination in a building. According to the invention, this object is achieved with a passenger transport system having the features of claim 1 and a method having the features of claim 12.

[0006] The passenger transport system according to the invention is provided for a cabin transportable by a transport vehicle for accommodating at least one person, wherein the transport vehicle and the cabin are connectable and disconnectable, so that the cabin can be transported by the transport vehicle in a connected state. The passenger transport system includes a transfer device attached to a building. The transfer device and the cabin are connectable and disconnectable, so that the cabin can be moved by the transfer device relative to the building along a first main transfer path in a connected state.This allows a person who has been transported in a cabin from the transport vehicle to a building containing their destination, such as their apartment, to be transported further towards their destination without having to leave the cabin. The cabin, and therefore the person, can be moved, for example, by the transfer device along the outside of the building to the person's apartment, allowing the person to go directly from the cabin into their apartment. If the person wishes to begin a journey inside the building, for example, in their apartment, they can very conveniently enter a cabin provided by the transfer device on or inside the building. This also makes starting a journey inside a building very convenient for the person, allowing them to enter the cabin as close as possible to their starting point.

[0007] According to the invention, the transfer device has a secondary transfer path and, in particular, several secondary transfer paths for the cabin. A secondary transfer path branches off from a main transfer path and is designed and arranged such that it can accommodate at least one cabin in such a way that the main transfer path, from which the corresponding secondary transfer path branches off, can be used by another cabin when one or more cabins are accommodated in the corresponding secondary transfer path. This allows at least one cabin to remain or be parked in a secondary transfer path without the parked cabin restricting the use of the transfer device. A secondary transfer path is, for example, arranged so that a person can enter the building directly from the cabin through a building opening.For example, a person can enter their apartment directly from the cabin through a suitable opening in the building.

[0008] If the transfer facility has only one main transfer route, then the secondary transfer routes can branch off from the main transfer route in such a way that they run alongside the main transfer route within the area of ​​one floor of the building. A secondary transfer route can be arranged to the left and right of the main transfer route, so that two cabins can be parked in a secondary transfer route per floor.

[0009] It is also possible that the transfer system has a secondary transfer route where several cabins can be parked. The person can then, for example, exit the cabin on the desired floor, and the cabin is subsequently moved to the aforementioned secondary transfer route. There, the cabin remains parked until it is needed again, i.e., until it is used to transport a person.

[0010] If the relocation facility has a primary relocation path and at least one secondary relocation path, then secondary relocation paths branch off, in particular, from the secondary relocation path. These secondary relocation paths can, for example, branch off upwards and / or downwards from the secondary relocation path. It is also possible that the building has niches at the level of the secondary relocation path that can accommodate a cabin. The secondary relocation paths then branch off horizontally from the secondary relocation path, either towards the building or towards the aforementioned niches.

[0011] The inventive passenger transport system can transport not only people but also goods, such as luggage or shopping belonging to the person. It is therefore not limited to the transport of people only.

[0012] The transport vehicle can be, for example, a land vehicle, an aircraft, or a watercraft. It is specifically designed as an autonomous transport vehicle, meaning it operates without a driver. However, it is also possible for the transport vehicle to be controlled by a designated driver or a passenger in the cabin. The transport vehicle can carry one or more cabins simultaneously.

[0013] A transport vehicle designed as a land vehicle can, for example, be a road vehicle, i.e., a vehicle that travels on roads. It is also possible for the land vehicle to be a rail vehicle, i.e., a vehicle that travels on rails, similar to a railway. In this case, it is particularly conceivable that the rail vehicle could transport more than one cabin. An aircraft can, for example, be a vertical take-off and landing (VTOL) aircraft, especially a drone.

[0014] The cabin is designed to be unpowered; that is, it has no drive system of its own. However, it is also conceivable that the cabin has a simple drive system and, for example, extendable wheels, so that it can travel short distances on its own, without the transport vehicle or transfer device. The cabin can be designed to transport a single person or several people.

[0015] The term "coupling" between the transport vehicle and the cabin, or between the transfer device and the cabin, refers here to a physical coupling, not merely an information technology coupling. This coupling can be achieved, for example, mechanically, magnetically, or by means of a vacuum. The transport vehicle and the cabin, as well as the transfer device and the cabin, each have corresponding coupling components. The transport vehicle has at least one vehicle-side coupling component, the transfer device has at least one device-side coupling component, and the cabin has at least one cabin-side coupling component. For example, the cabin can have beams that are enclosed by a controllable gripper of the transport vehicle or the transfer device, thus establishing a coupling with the cabin.Alternatively, the transport vehicle or transfer device may have a controllable electromagnet, and the cabin a correspondingly positioned magnetizable plate. Activating the electromagnet establishes a connection with the cabin. The arrangement of the beams and grippers, or of the electromagnets and plates, can also be reversed. Furthermore, a person skilled in the art may provide for other possible couplings and decoupling mechanisms between the transport vehicle and cabin, or between the transfer device and cabin. The type and design of the coupling between the transport vehicle and cabin, or between the transfer device and cabin, are not of further importance here. The coupling is designed to be redundant and therefore safe.

[0016] The cabin can be transported by the transport vehicle while coupled to it, for example, by road or air. When detached from the transport vehicle, the cabin can be moved or transported independently, for example, by a relocation device attached to a building relative to that building.

[0017] The term "connection of the transfer device to a building" here means that the transfer device is located in and / or on a building. The transfer device as a whole is thus fixed relative to the aforementioned building; only individual components of the transfer device are movable relative to the building. The term "relative transfer of the cabin relative to the building" here means that the cabin is moved within the building or along the outside of the building. This transfer occurs along at least one primary transfer path, which is typically straight but may also be curved. The cabin is guided during this transfer, for example, by guide rails familiar from elevators or in corresponding recesses or niches in or on the building.The primary displacement path runs primarily in a vertical direction; therefore, the primary displacement direction of the primary displacement path is also vertical. The cabin can thus be moved by the displacement device, particularly within or along the building, from bottom to top and from top to bottom.

[0018] The cabin is coupled to either the transport vehicle or the relocation device, except during a transfer from the transport vehicle to the relocation device or vice versa. This transfer can also be referred to as a handover. When the cabin is transferred from a transport vehicle to the relocation area, it is transported from the transport vehicle to a coupling station where it can be coupled to the relocation device. The cabin is then coupled to the relocation device, particularly while still coupled to the transport vehicle. Once this is successfully completed, the cabin is disconnected from the transport vehicle, i.e., the cabin is decoupled. The cabin can then be moved relative to the building using the relocation device.A change of the cabin from the transfer device to a transport vehicle proceeds accordingly or in reverse order.

[0019] It is also possible for the cabin to be removed from the transport vehicle by means of a robot and transported to be coupled with the transfer device.

[0020] The passenger transport system can include a transfer unit connected to a building, or multiple transfer units connected to a single building or to different buildings. It can interact with more than one transport vehicle, which may be identical or different in design. The corresponding cabins can also be identical or different in design. They simply need to be able to couple and uncouple with a transport vehicle and a transfer unit.

[0021] The passenger transport system includes, in particular, a central control unit that monitors, coordinates, and / or controls the individual transport vehicles and the one or more transfer devices. The transport vehicles, cabins, and transfer devices each have their own control units capable of independently performing individual functions and which communicate with the central control unit and / or other control units.

[0022] In an embodiment of the invention, the relocation device has, in addition to the first main relocation path, a second main relocation path along which the cabin can be relocated, wherein the aforementioned main relocation paths have different main relocation directions. This allows the relocation device to flexibly relocate the cabin within or along the side of the building, thereby bringing the person in the cabin particularly close to their destination within the building.

[0023] The displacement device has not just one, but several second main displacement paths, all of which have the same main displacement direction. The second main displacement path or paths are, in particular, horizontal; the main displacement direction of the second main displacement path is therefore also horizontal. However, the second main displacement path or paths may also have a different main displacement direction. They are, in particular, straight, but may also be curved, for example.

[0024] The relocation of the cabin on the second main relocation path or paths is also guided, in particular, with the guidance being carried out analogously to the guidance on the first main relocation path.

[0025] In one embodiment of the invention, the relocation device comprises a first drive, a second drive, a first device-side coupling component, and a second device-side coupling component. The first drive allows the first device-side coupling component to be relocated along the first main relocation path. The second drive allows the second device-side coupling component to be relocated along the second main relocation path. The first device-side coupling component is designed and arranged such that it can be coupled to a first cabin-side coupling component of the cabin. The second device-side coupling component is designed and arranged such that it can be coupled to a second cabin-side coupling component of the cabin. This allows the relocation device to relocate the cabin with particular flexibility relative to the building.

[0026] The cabin thus has two cabin-side coupling components that can be coupled with equipment-side coupling components. The two cabin-side coupling components can be identical or different. In particular, at least one of the equipment-side coupling components is constructed similarly to a vehicle-side coupling component, so that at least one cabin-side coupling component can be coupled to both a vehicle-side coupling component and an equipment-side coupling component. This allows the number of cabin-side coupling components required on the cabin to be kept to a minimum.

[0027] The coupling components on the equipment side are designed in such a way that they can be coupled with coupling components on the cabin side, which are arranged on the top, bottom or side of the cabin.

[0028] The coupling components on the equipment side are arranged on, or are part of, a frame or beam. The frame or beam, with or without a coupled cabin, is moved along or within the building as described above. The drives for the moving device can be, for example, a winch, a linear drive, or a friction drive. A winch would be connected, at least indirectly, to the coupling component on the equipment side via a support element. A linear drive or a friction drive would be arranged on the aforementioned frame or beam.

[0029] Except during a changeover from a transfer on the first main transfer path to a transfer on a second main transfer path, or vice versa, the cabin is coupled to either the first or the second coupling component on the equipment side. This changeover can also be referred to as a transfer. When the cabin changes from the first to the second main transfer path, it is moved to a transfer position where coupling with the second coupling component on the equipment side can occur. The transfer position can be located on the first main transfer path. It is also possible for the transfer position to be located on a second main transfer path. Subsequently, with the cabin already coupled to the first coupling component on the equipment side, it is additionally coupled to the second coupling component on the equipment side.Once this is successfully completed, the cabin is disconnected from the first coupling component on the building's side, thus decoupling it from the first drive. The cabin can then be moved relative to the building by the second drive along the second main displacement path. Switching the cabin from the second main displacement path to the first main displacement path proceeds accordingly, or in reverse order.

[0030] In one embodiment of the invention, the displacement device comprises a third drive and a third device-side coupling component. The third drive allows the third device-side coupling component to be displaced along a secondary displacement path. The third device-side coupling component is designed and arranged such that it can be coupled to the first cabin-side coupling component of the cabin. The third device-side coupling component is thus constructed identically to the first device-side coupling component. Therefore, no additional cabin-side coupling component is required for displacing the cabin along a secondary displacement path and thus for moving the cabin into a parking position along this secondary displacement path. This allows the number of cabin-side coupling components required on the cabin to be kept particularly low.

[0031] The above statements regarding the first and second drives, as well as the first and second device-side coupling components, apply accordingly to the third drive and the third device-side coupling component.

[0032] In one embodiment of the invention, the relocation device includes a carriage onto which the cabin can be placed and moved along a horizontal main relocation path. This makes horizontal relocation of the cabin particularly easy.

[0033] Once the cabin is placed on the carriage, it rests on the carriage, supported from above. The carriage is equipped with rollers that provide downward support along the main transfer track. This main transfer track is designed to guide the carriage during movement. The rollers can, for example, run in corresponding recesses and / or the carriage can be guided by corresponding flanges along the main transfer track.

[0034] The carriage features, in particular, an upward-oriented coupling component on the equipment side, which is coupled to a cabin-side coupling component located at the bottom of the cabin when or after being placed on the carriage. The drive for moving the carriage is, in particular, arranged on the carriage and drives, in particular, one or more of the carriage's rollers. However, it is also possible for the drive to be arranged at a distance from the carriage and connected to it via a drive mechanism. The drive can, for example, be designed as a winch connected to the carriage by a cable.

[0035] The main horizontal displacement path is located primarily on the outside of the building, for example as a horizontal projection. This main displacement path may have branches into secondary displacement paths, which can run upwards, downwards, or towards the building.

[0036] An alternative to moving the cabin on a carriage is for the cabin to have extendable and, in particular, driven wheels, so that it can travel on the horizontal main relocation path without support from a carriage.

[0037] In one embodiment of the invention, the second main displacement path of the displacement device has a movable extension element. The extension element is designed and arranged such that the second main displacement path can be extended into a first main displacement path by means of the extension element. This allows the cabin to be moved from the first main displacement path to the second main displacement path and vice versa. Thus, a simple change of the cabin between the first and second main displacement paths is possible.

[0038] The position in which the extension element extends the second main displacement path into the first main displacement path can be referred to as the active position. The extension element assumes an inactive position when it does not extend into the first main displacement path. In its active position within the first main displacement path, the extension element thus defines the changeover position in which, as described above, the second coupling component on the equipment side can be coupled to the cabin. The extension element can, for example, be moved horizontally into the first main displacement path by means of a suitable drive or pivoted into the first main displacement path about a horizontally oriented pivot axis.

[0039] In an embodiment of the invention, the first device-side coupling component of the relocation device comprises a support arm which can be coupled to a first cabin-side coupling component of the cabin, located on the top or bottom of the cabin. The support arm is pivotable about a vertically extending first pivot axis such that a cabin coupled to the first device-side coupling component can be relocated from a first main relocation path to a second main relocation path. The cabin is thus moved into a changeover position on the second main relocation path. When the cabin is in the second main relocation path and thus in the changeover position, the second device-side coupling component can be coupled to the cabin. This enables the cabin to be moved from the first main relocation path to the second main relocation path and vice versa.This allows for a simple change of the cabin from the first to the second main relocation route and vice versa.

[0040] The aforementioned support arm extends primarily horizontally. It projects from a wall, particularly an exterior wall of the building, and is specifically arranged such that, when the cabin is moved along the first main movement path, it projects from the aforementioned wall at an angle of 90°. The support arm is specifically designed such that the cabin is suspended from the support arm when coupled. The aforementioned first pivot axis is located particularly near the aforementioned wall of the building.

[0041] In an embodiment of the invention, the first device-side coupling component of the relocation device has a retaining element which can be coupled to a first cabin-side coupling component of the cabin arranged on a side surface of the cabin and is pivotable about a vertically extending second pivot axis such that a cabin coupled to the first device-side coupling component can be relocated from a first main relocation path to a second main relocation path. This enables a change of the cabin from the first main relocation path to the second main relocation path and vice versa. Thus, a simple change of the cabin from the first to the second main relocation path and vice versa is possible.

[0042] The aforementioned retaining element comprises, in particular, a building-side part and a cabin-side part. The building-side part can be displaced along a wall, especially an exterior wall, on a first main displacement path, but cannot be displaced away from said wall. The cabin-side part is connected to the building-side part by a hinge; the aforementioned second pivot axis thus passes through the hinge. The cabin-side part is coupled to the cabin and can be pivoted away from the building-side part, and thus away from the building, or towards the building-side part, and thus towards the building, by means of a suitable drive. The aforementioned side surface of the cabin extends, in particular, primarily vertically.

[0043] The aforementioned second pivot axis is located particularly near the aforementioned wall of the building. By pivoting the cabin-side part of the retaining element, a cabin coupled to the cabin-side part of the retaining element is moved into a changeover position in which it can be coupled to a second coupling component on the equipment side.

[0044] In one embodiment of the invention, the passenger transport system includes an elevator connected to the aforementioned building, by means of which a transport vehicle, particularly one without a cabin, can be moved from a delivery level to a storage level. Moving the vehicle from the storage level to the delivery level is, of course, also possible. This allows transport vehicles that have transferred a cabin to the transfer device for further relocation relative to the building to be stored safely.

[0045] A delivery level, as used here, refers to a level where the transport vehicle delivers the cabin to the building, i.e., where the coupling station for transferring the cabin from the transport vehicle to the transfer device and vice versa is located. A storage level, as used here, refers to a level located above or, in particular, below the delivery level, where a transport vehicle can be stored or parked, or at least where a storage area or parking space is accessible to the transport vehicle without additional equipment. If multiple storage levels exist, the aforementioned elevator can transfer a transport vehicle to more than one storage level, in particular to all existing storage levels.

[0046] The elevator has, in particular, a predominantly vertical elevator shaft in which an elevator platform supporting the transport vehicle can be moved. The elevator shaft is aligned with the first main movement path of the movement device. A transport vehicle standing on the elevator platform can thus be moved by the elevator directly to or from a coupling station. Advantageously, after being uncoupled from a cabin, the transport vehicle can be moved by the elevator to a storage level without having to move further. When a transport vehicle is moved by the elevator from the storage level to the delivery level, it is advantageously brought directly to a coupling station.

[0047] The provision of the aforementioned elevator can be considered an independent invention without the provision of a secondary transfer path. This would result in a passenger transport system for a cabin transportable by a transport vehicle, capable of accommodating at least one person. The transport vehicle and the cabin are coupling and uncoupling capable, so that the cabin could be transported by the transport vehicle while coupled to it. The passenger transport system would include a transfer device connected to a building. The transfer device and the cabin would be coupling and uncoupling capable, so that the cabin, while coupled to the transfer device, could be moved by the transfer device relative to the aforementioned building along a first primary transfer path.The passenger transport system would also include an elevator connected to the aforementioned building, by means of which a transport vehicle, particularly one without a cabin, can be moved from a delivery level to a storage level.

[0048] In one embodiment of the invention, the passenger transport system has a first coupling station and a second coupling station. At the first coupling station, a cabin can be uncoupled from a first type of transport vehicle and coupled to the transfer device, and then uncoupled from the transfer device and coupled to the first type of transport vehicle. At the second coupling station, a cabin can be uncoupled from a second type of transport vehicle and coupled to the transfer device, and then uncoupled from the transfer device and coupled to the second type of transport vehicle. This allows a cabin with one person to be advantageously transported by different types of transport vehicles, thus enabling the use of a suitable type of transport vehicle for the respective purpose, destination, or available time.

[0049] A wide variety of combinations of transport vehicle types are possible. For example, the first type of transport vehicle could be an aircraft, and the second a land vehicle such as a road vehicle, a rail vehicle, or a watercraft. It is also possible, for instance, for the first type to be a road vehicle and the second a rail vehicle or watercraft. The coupling stations are adapted to the respective type of transport vehicle. The transport system can also have coupling stations for more than two different types of transport vehicles.

[0050] The aforementioned provision of two separate coupling stations can be considered an independent invention without the provision of a secondary transfer path. This would result in a passenger transport system for a cabin transportable by a transport vehicle, capable of accommodating at least one person. The transport vehicle and the cabin are coupling and uncoupling capable, allowing the cabin to be transported by the transport vehicle while coupled to it. The passenger transport system would include a transfer device attached to a building. The transfer device and the cabin would be coupling and uncoupling capable, enabling the cabin to be moved by the transfer device relative to the aforementioned building along a first main transfer path while coupled to it.The passenger transport system would also have a first coupling station and a second coupling station. At the first coupling station, a cabin could be uncoupled from a first type of transport vehicle and coupled to the transfer device, and uncoupled from the transfer device and coupled to the first type of transport vehicle. At the second coupling station, a cabin could be uncoupled from a second type of transport vehicle and coupled to the transfer device, and uncoupled from the transfer device and coupled to the second type of transport vehicle.

[0051] The aforementioned problem is also solved by a method for transporting a person in a cabin, in which the cabin is coupled to a transport vehicle and transported by the transport vehicle with the person to a building. According to the invention, the cabin with the person is decoupled from the transport vehicle, coupled to a transfer device attached to the building, and transferred by the transfer device relative to the building along a first main transfer path. The person in the cabin is transferred by the transfer device at least in the direction of their destination within the building. The transfer by the transfer device also takes place along a second main transfer path, wherein the aforementioned main transfer paths have different main transfer directions.The decoupling from the transport vehicle and the coupling with the transfer device takes place at a so-called coupling station and can be done simultaneously, overlapping in time or in any sequence one after the other.

[0052] The person can enter the cabin before or after it is coupled to the transport vehicle. Coupling and uncoupling from the transport vehicle and the transfer device are performed automatically, without requiring any action from the person being transported. The necessary action from the person is limited to specifying their desired destination.

[0053] If a person wants to travel from inside a building to a destination outside the building in a cabin, they enter the cabin and are transported by the transfer system connected to the building to a coupling station. There, the cabin is coupled to a transport vehicle and then uncoupled from the transfer system. The person is then transported by the transport vehicle to their destination, or at least in the direction of it.

[0054] According to the invention, the cabin is moved into a secondary transfer path of the transfer device, whereby the main transfer path, from which said secondary transfer path branches off, remains usable by other cabins. The person then leaves the cabin, and the cabin remains in said secondary transfer path until it is next used by a person. The cabin is thus parked in the secondary transfer path without the parked cabin restricting the use of the transfer device.

[0055] In an embodiment of the invention, a method for transporting a person in a cabin is proposed, in which the transport vehicle, after being uncoupled from the cabin, is moved to a storage area and remains there until its next use. This allows transport vehicles that have transferred a cabin to the relocation device for further relocation relative to the building to be stored safely.

[0056] The storage area can be designed as a parking lot, especially within the building, which is accessed independently by the transport vehicle.

[0057] The provision of the aforementioned process steps can also be considered an independent invention even without relocating the cabin to a secondary relocation path of the relocation device. This would result in a method for transporting a person in a cabin, in which the cabin is coupled to a transport vehicle and transported by the transport vehicle with the person to a building. The cabin with the person would be uncoupled from the transport vehicle, coupled to a relocation device attached to the building, and relocated by the relocation device relative to the building along a first main relocation path. The person in the cabin would be moved by the relocation device at least in the direction of their destination within the building. After uncoupling from the cabin, the transport vehicle would be taken to a storage facility and remain there until its next use.

[0058] It is noted that some of the possible features and advantages of the invention are described herein with reference to different embodiments of the inventive passenger transport system on the one hand and the inventive method on the other. A person skilled in the art will recognize that the features can be suitably combined, adapted, transferred, or exchanged to arrive at further embodiments of the invention. In other words, features mentioned, for example, with reference to the passenger transport system can also be implemented as method steps, and vice versa.

[0059] Further advantages, features, and details of the invention will become apparent from the following description of exemplary embodiments and from the drawings, in which identical or functionally equivalent elements are provided with identical reference numerals. The drawings are schematic only and not to scale.

[0060] This shows: Fig. 1 a passenger transport system for a transport vehicle and a cabin with a transfer device attached to a building, Fig. 2 an alternative passenger transport system with a transfer device having two coupling stations for different types of transport vehicles for a cabin, Fig. 3 a section of a transfer device with a cabin before a change from a first main transfer path to a second main transfer path in a top view, Fig. 4 the section from Fig. 2 in a top view, Fig. 5 the section from Fig. 3 after the cabin changes from the first main transfer path to the second main transfer path, Fig. 6 one of the Fig. 3 corresponding section of an alternative embodiment of a displacement device, Fig. 7 the section from Fig. 6after the cabin changes from the first main transfer path to the second main transfer path, Fig. 8 one of the Fig. 4 corresponding section of another alternative embodiment of a displacement device, Fig. 9 the section from Fig. 8 after the cabin changes from the first main displacement path to the second main displacement path, Fig. 10 shows a section of a further alternative embodiment of a displacement device with an extension element of the second main displacement path in its inactive position, Fig. 11 shows the section from Fig. 10 with the extension element in its active position, Fig. 12 a section of a further alternative embodiment of a displacement device with an alternative extension element of the second main displacement element in its inactive position and Fig. 13 the section from Fig. 12 with the alternative extension element in its active position.

[0061] According to Fig. 1 A passenger transport system 10 includes a transfer device 14 connected to a building 12. Using the transfer device 14, cabins 16a-16d can be moved along the outside of the building 12, relative to the building 12, while coupled to the transfer device 14. The identically constructed cabins 16a-16d can accommodate persons 18, who can be transported in or with the cabins 16a-16d.

[0062] A cabin 16a - 16d can be coupled to and uncoupled from a coupling station 20 using the transfer device 14. The cabins 16a - 16d can be transported to and from the coupling station 20 by identically designed, electrically powered transport vehicles 22a - 22c, which are autonomous and therefore driverless road vehicles. For this purpose, each cabin 16a - 16d can be coupled to and uncoupled from one of the transport vehicles 22a - 22c. While coupled to a transport vehicle 22a - 22c, the respective cabin 16a - 16d can be transported by that vehicle, and when uncoupled, it can be transported or transferred independently of a transport vehicle 22a - 22c, for example, using the transfer device 14. A person 18 can thus be transported in one of the cabins 16a - 16d by one of the transport vehicles 22a - 22c to any destination outside of building 14.

[0063] Cabins 16a–16d have two cabin-side coupling components in the form of magnetizable metal plates. Each cabin 16a–16d has a first cabin-side coupling component 24 on its upper side and a second cabin-side coupling component 26 on its underside. Transport vehicles 22a–22c each have a vehicle-side coupling component 28 in the form of a controllable electromagnet. The transport vehicles 22a–22c are designed such that a cabin 16a–16d can be placed onto the vehicle-side coupling component 28 from above. When cabin 16a-16d is attached, the aforementioned electromagnet of the transport vehicle 22a-22c is activated, it attracts the second cabin-side coupling component 26, thus establishing a coupling between the transport vehicle 22a-22c and the cabin 16a-16d. Fig. 1The transport vehicle 22b is coupled with the cabin 16d and is on its way to the coupling station 20 to transfer the cabin 16d to the transfer device 14.

[0064] The transport vehicle 22a is located at the coupling station 20 without a cabin. It had previously transported the cabin 16a to the coupling station 20 and transferred it to the transfer device 14. During the aforementioned transfer of cabin 16a from the transport vehicle 22a to the transfer device 14, the cabin 16a was initially coupled to the transport vehicle 22a as described, using the second cabin-side coupling component 26 and the vehicle-side coupling component 28.

[0065] The displacement device 14 has a first device-side coupling component 30 in the form of a controllable electromagnet, which is attached to a [unclear] in the Fig. 1The frame, which is not visible, is arranged so that it can be coupled to the first cabin-side coupling component 24. For this purpose, the first device-side coupling component 30 is moved vertically towards the coupling station 20 by means of a first drive 32 in the form of a winch, guided by horizontally spaced guide rails 34, until the first device-side coupling component 30, in the form of the electromagnet, and the first cabin-side coupling component 24, in the form of the metal plate, touch or are only minimally separated. Activating the electromagnet establishes a coupling between the first device-side coupling component 30 and the first cabin-side coupling component 24, and thus between the relocation device 14 and the cabin 16a. To secure this coupling, an additional mechanical coupling in the form of a positive-locking connection can be established.

[0066] After the first device-side coupling component 30, and thus the displacement device 14, was coupled to the cabin 16a, the vehicle-side coupling component 28, and thus the transport vehicle 22a, was decoupled from the cabin 16a by deactivating the aforementioned electromagnet of the transport vehicle 22a. Following this decoupling of cabin 16a and transport vehicle 22a, the cabin 16a, coupled to the first device-side coupling component 30, could be moved along a vertically extending first main displacement path 36 defined by guide rails 34. For this purpose, the first drive 32 is connected to the frame holding the first device-side coupling component 30 by means of a support element 37 in the form of a cable. Fig. 1Figure 1 shows a state in which cabin 16a has been moved into a transfer position in which a change or transfer of cabin 16a from the first, vertical main transfer path 36 to a second, horizontal main transfer path 38 can be carried out.

[0067] The second main relocation path 38 of the relocation facility 14 is defined by two rails 40 arranged on a projection of the building 12, of which in the Fig. 1Only one rail is visible. A second drive 42, in the form of a friction wheel drive, can move back and forth on the rails 40. The second drive 42 is connected to a frame 44 that extends from the second drive 42 towards the first main displacement path 36 and carries an upwardly oriented second device-side coupling component 46 in the form of an electromagnet. The frame 44 and the second device-side coupling component 46 are arranged such that, when the second drive 42 moves towards the first main displacement path 36, the second device-side coupling component 46 projects into the first main displacement path 36 and is positioned below the second cabin-side coupling component 26. The cabin 16a can thus be lowered from the first drive 42 onto the second device-side coupling component 46.Subsequently, by activating the second device-side coupling component 46, in the form of the electromagnet, a coupling is established between the second device-side coupling component 46 and the second cabin-side coupling component 26, and thus with the cabin 16a. After the coupling of the second device-side coupling component 46 with the cabin 16a has been successful, the coupling of the first device-side coupling component 30 with the cabin 16a is released, and the cabin 16a can be moved horizontally along the second main displacement path 38 by means of the second drive 42. The described change of the cabin 16a from the first main displacement path 36 to the second main displacement path 38 can also be described as a transfer of the cabin from the first to the second main displacement path.

[0068] From the second main displacement path 38, a total of three horizontally offset secondary displacement paths 48 branch off vertically upwards. Each of the three secondary displacement paths 48 is defined by two vertically extending and horizontally spaced guide rails 50. A third device-side coupling component 54 can be moved vertically along the guide rails 50 by means of a third drive 52. The third drive 52 and the third device-side coupling component 54 are fundamentally identical in design to the first drive 32 and the first device-side coupling component 30, so their operation is also identical. The third device-side coupling component 54 can therefore also be coupled to a first cabin-side coupling component 24 and thus to a cabin 16a - 16d.For this purpose, cabin 16a-16d must be moved by means of the second drive 42 into a position aligned with a secondary displacement path 50. Subsequently, the third device-side coupling component 54 can be moved by means of the third drive 52 into a position in which a coupling with the first cabin-side coupling component 24, and thus with cabin 16a-16d, can be established. After this coupling is established, cabin 16a-16d is decoupled from the second device-side coupling component 46, and cabin 16a-16d can be moved upwards along the secondary displacement path 48, and thus out of the second main displacement path 38, into a parking position by means of the third drive 52. Cabin 16c in . Fig. 1is located in such a parking position from which direct access to an apartment or other destination in building 12 of person 18 is possible. If a cabin 16a - 16d is located in such a parking position on a secondary relocation path 48, the second main relocation path 38, from which the secondary relocation path 48 branches off, can be used by another cabin 16a - 16d. The secondary relocation paths 48 are thus designed and arranged in such a way that they can accommodate a cabin 16a - 16d and that the second main relocation path 38, from which the corresponding secondary relocation path 48 branches off, can be used by another cabin 16a - 16d when a cabin 16a - 16d is accommodated in the corresponding secondary relocation path 50.

[0069] Below the described second main displacement path 38, an identically constructed second main displacement path with three secondary displacement paths is arranged. In the Fig. 1In the depicted state, cabin 16b is moved along this second main relocation path to a secondary relocation path in order to be brought into its parking position there.

[0070] One or more secondary displacement routes can also branch off from the first, especially vertically running, main displacement route.

[0071] If a person 18 from building 12 wants to reach a destination outside building 12 in a cabin 16a-16d, they exit building 12, for example from their apartment, into a cabin 16a-16d located at a designated parking position. The cabin 16a-16d is then moved via the corresponding secondary transfer path 48, the corresponding second main transfer path 38, and the first main transfer path 36 to the coupling station 20 and transferred to a transport vehicle 22a-22c. The coupling and uncoupling operations between the individual coupling components occur primarily in the reverse order of the transfer of a cabin 16a-16d from coupling station 20 to a parking position in a secondary transfer path 48, as described above.

[0072] If a transport vehicle such as transport vehicle 22a is in Fig, 1If the vehicle is located in the coupling station 20, it rests on a platform 56 of an elevator 58. The elevator 58 has a vertically extending shaft 60 in which the platform 56 can be moved vertically by means of a drive (not shown), for example, a hydraulic drive. The shaft 60 is aligned with the first main displacement path 36 of the displacement device 14. A transport vehicle standing on the platform 56 can thus be moved by the elevator 58 directly away from or to the coupling station 20.

[0073] A transport vehicle 22a - 22c can be moved by elevator 58 from a delivery level 62, where the coupling station 20 is located, to a storage level 64 and vice versa. The storage level 64 can also be considered a warehouse. On the storage level 64, where in Fig. 1In the depicted state, if transport vehicle 22c is located, a transport vehicle 22a-22c can drive to a parking area (not shown) and wait there for its next assignment, i.e., until its next use. This parking area can be considered a storage area. For example, the batteries of transport vehicle 22a-22c can be charged there. If a transport vehicle 22a-22c located in the aforementioned parking area is to transport a cabin 16a-16d, it drives onto the elevator platform 56 positioned on the transfer level 64 and is moved by elevator 58 to the coupling station 20, where it can be coupled with a cabin 16a-16d.

[0074] Cabins 16a-16d, transport vehicles 22a-22c, transfer device 14, and elevator 58 each have control units (not shown) that communicate with a central control unit (also not shown). The central control unit sends commands to the individual control units, which then execute them automatically. A person 18 wishing to be transported in a cabin 16a-16d simply needs to transmit their destination and, if applicable, their location to the central control unit, for example, via a smartphone. The central control unit then translates this transport request into commands for the components involved. The distribution of tasks between the central control unit and the individual control units can be freely chosen.

[0075] It is also possible to use not only identical but also different transport vehicles. These vehicles can differ in their design, size, drive type, or even their type, for example, road vehicles and rail vehicles. Similarly, it is possible to use different cabins. The transfer device can be designed to move different cabins, or there can be different transfer devices for different cabins. Other types of couplings between the cabin and the transport vehicle, and between the cabin and the transfer device, as well as different drives for the transfer device, are also possible. The described elevator for the transport vehicles and the second main transfer routes are not strictly necessary.

[0076] The in Fig. 2The depicted passenger transport system 110 is comparable to the passenger transport system 10 from Fig. 1 The structure is such that only the differences between passenger transport systems 10 and 110 will be discussed. Passenger transport system 110 in Fig. 2 also features a relocation facility 114 connected to a building 112, wherein in Fig. 2 Only a portion of building 112 and the relocation facility 114 is shown. The passenger transport system 110 does not have an elevator for transport vehicles. It has two coupling stations, with the first coupling station 120 being identical to coupling station 20. Fig. 1 This has been carried out. At the first coupling station 120, it is thus possible to... Fig. 1The description describes the transfer of a cabin 116a from a transport vehicle 122 (a road vehicle) to the transfer facility 114 and vice versa. Such a road vehicle thus represents a first type of transport vehicle.

[0077] A second coupling station 121 is located on the roof of an extension 113 attached to building 112. This second coupling station 121 is designed to enable the transfer of a cabin 116b to the transfer device 114. For this purpose, horizontally running rails 140 are arranged on the extension 113, on which a fourth drive 142, together with a frame 144 and a coupling component 146, is moved horizontally. The rails 140, the fourth drive, the frame 144, and the coupling component 146 are designed and function analogously to the rails 40, the second drive 142, the frame 144, and the second device-side coupling component 46. This allows the coupling component 146 to be moved into the first main transfer path 136 of the transfer device 114.

[0078] The cabin 116b can thus be transported by a transport vehicle 121 in the form of a drone via the air to the second coupling station 121 and placed on the coupling component 146. Such a drone therefore represents a second type of transport vehicle. Subsequently, the cabin 116b is moved into the first main transfer path 136 and, as described in connection with Fig. 1 The cabin 116b is coupled to the relocation device 114. Subsequently, the cabin 116b is decoupled from the coupling component 146, and the coupling component 146 is moved out of the first main relocation path 136, allowing the cabin to be moved relative to the building 112 by the relocation device 114. The transfer of a cabin 116a, 116b from the relocation device 114 to a transport vehicle 121 in the form of a drone proceeds in reverse order.

[0079] It is also possible for the transport vehicle, in the form of a drone, to transport the cabin directly to the first main relocation path and couple to the relocation device there. This is also possible if cabins are transported to and from the relocation device only by one type of transport vehicle, namely drones. In this case, a cabin can be lowered from above by a drone onto a first device-side coupling component of the relocation device.

[0080] The following Fig. 3 - 13This concerns all components necessary for transferring a cabin 16a from the first main transfer path 36 to the second main transfer path 38 of a transfer facility connected to a building. Therefore, only a section of the first main transfer path 36 and the second main transfer path 38, showing the components located there, is depicted. The coupling components for connecting a cabin to the transfer facility are identical to those of the passenger transport system in [reference missing]. Fig. 1 explained, which is why it will not be discussed further.

[0081] According to Figs. 3, 4 and 5 The transfer device includes a carriage 70, which can move along the second main transfer path 38, designed as a projection on the building, using its own drive (not shown). The carriage 70 has a second coupling component 46 on the device side, which is connected to the Fig. 1is identical. This allows cabin 16a to be placed on top of car 70, car 70 and cabin 16a to be coupled, and then cabin 16a to be moved from car 70 on the second main transfer route 38.

[0082] The first coupling component 30 on the device side has a predominantly horizontal support arm 72, which connects the electromagnet 74 to a frame 76. During relocation along the first main relocation path 36, the frame 76 rolls on rollers 77 in a recess 79 of the building and is guided within this recess 79. The support arm 72 is pivotable about a vertical pivot axis 78, which runs within the recess 79.

[0083] In the Figs. 3 and 4 Cabin 16a is located on the first main relocation route 36, whereby the Fig. 3 a top view and the Fig. 4A view from above is shown. To transfer cabin 16a from the first main transfer path 36 to the second main transfer path 38, the support arm 72 is pivoted by a drive (not shown) about the pivot axis 78 in the direction of the second main transfer path 38 until cabin 16a is positioned above carriage 70 and can thus be placed on carriage 70 and coupled to it. This state is shown in Fig. 5 Shown in a top-down view. The transfer of cabin 16a from the second main transfer route 38 to the first main transfer route 36 takes place in reverse order.

[0084] The in Figs. 6 and 7 The components shown differ from those in Figs. 4 and 5 solely through the orientation of the first electromagnet 74 of the first device-side coupling component 30, its connection to the frame 76, and through the orientation and arrangement of the first cabin-side coupling component 24. In Fig. 6 Cabin 16a is located on the first main relocation route 36 and in Fig. 7 on the second main relocation route.

[0085] The first equipment-side coupling component has a retaining element 80, which can be coupled to the first cabin-side coupling component 24 arranged on a predominantly vertically extending side surface 81 of the cabin 16a. The retaining element 80 has a building-side part 82 and a cabin-side part in the form of the electromagnet 74. The building-side part 82 is rigidly connected to the frame 76. The electromagnet 74 is connected to the building-side part 82 by a hinge 83. When the cabin 16a is on the first main displacement path 36, the two parts 74, 82 of the retaining element 80 are arranged parallel to each other. The electromagnet 74 can be pivoted by 90° about a vertical pivot axis extending through the hinge 83.The electromagnet 74 coupled to cabin 16a can be pivoted away from the building-side part 82 and thus away from the building, or towards the building-side part 82 and thus towards the building, by means of a drive not shown.

[0086] This allows cabin 16a to be moved from the first main relocation route 36 to the second main relocation route 38 and vice versa, and thus handed over.

[0087] The in Figs. 8 and 9 The components shown differ from those in Figs. 6 and 7 solely by the arrangement of the two parts of the retaining element 80 relative to each other. In Fig. 8 Cabin 16a is located on the first main displacement path 36. In this embodiment, the electromagnet 74 and the building-side part 82 form an angle of 90°, with the electromagnet 74 oriented away from the building. Fig. 9Cabin 16a is located on the second main relocation path 38. The electromagnet 74 and the building-side part 82 of the holding element 80 enclose an angle of 180°.

[0088] In the Figs. 10 and 11 Figure 1 shows an embodiment in which the second main displacement path 38 has a movable extension element 84 in the form of a plate. The extension element 84 is designed and arranged such that the second main displacement path 38 can be extended into the first main displacement path 36 by means of the extension element 84.

[0089] In Fig. 10The extension element 84 is shown in its inactive position, in which it does not extend the second main displacement path 38 into the first main displacement path 36. In this inactive position, the extension element 84 is located below the second main displacement path 38. By horizontally displacing the extension element 84 towards the first main displacement path 36 by means of a drive (not shown), the extension element 84 is moved into its active position. Fig. 11The extension element 84 is brought into the position shown. In this active position, the carriage 70 can be moved under the cabin 16a via the extension element 74. The cabin 16a can then be placed on the carriage 70 and coupled to it, so that it can be moved from the carriage 70 along the second main transfer path 38. As soon as the cabin 16a has been moved out of the first main transfer path 36, the extension element 84 is returned to its inactive position, so that the first main transfer path 36 can be used to move another cabin. Transferring a cabin 16a from the second main transfer path 38 to the first main transfer path 36 occurs in reverse order.

[0090] In the Figs. 12 and 13 is another one that is in the Figs. 10 and 11The embodiment shown is very similar to the one illustrated. The only difference is that the extension element 84 is connected to the second main displacement path 38 via a hinge 85 oriented horizontally and transversely to the second main displacement path 38. As in Fig. 12 As shown, the extension element 84 extends vertically downwards in its inactive position and can be pivoted about the aforementioned hinge 85 into its Fig. 13 The active position shown will be brought into place, where it protrudes into the first main displacement path 36.

[0091] Finally, it should be noted that terms such as "comprising," "encompassing," etc., do not exclude other elements or steps, and terms such as "a" or "an" do not exclude a plurality. Furthermore, it should be noted that features or steps described with reference to one of the above embodiments may also be used in combination with other features or steps from other embodiments described above. Reference numerals in the claims are not to be considered as limitations.

Claims

1. A passenger transport system for a cabin (16a, 16b, 16c, 16d, 116a, 116b) transportable by a transport vehicle (22a, 22b, 22c, 122) for accommodating at least one passenger (18), wherein the transport vehicle (22a, 22b, 22c, 122) and the cabin (16a, 16b, 16c, 16d, 116a, 116b) can be coupled and uncoupled so that the cabin (16a, 16b, 16c, 16d, 116a, 116b) can be transported by the transport vehicle (22a, 22b, 22c, 122) in a state coupled to the transport vehicle (22a, 22b, 22c, 122), wherein the passenger transport system (10, 110) has a movement device (14, 114) connected to a building (12, 112), and the movement device (14, 114) and the cabin (16a, 16b, 16c, 16d, 116a, 116b) can be coupled and decoupled so that the cabin (16a, 16b, 16c, 16d, 116a, 116b), in a state coupled to the movement device (14, 114), can be moved by the movement device (14, 114) relative to said building (12, 112) on a first main displacement path (36, 136), characterized in that the movement device (14) has a secondary movement path (48) for the cabin (16a, 16b, 16c, 16d), wherein the secondary movement path (48) - branches off from the main movement path (38), and - is designed and arranged in such a way that it can accommodate a cabin (16a, 16b, 16c, 16d), and that the main movement path (38), from which the corresponding secondary movement path (48) branches off, can be used by another cabin (16a, 16b, 16c, 16d) when a cabin (16a, 16b, 16c, 16d) is accommodated in the corresponding secondary movement path (48).

2. The passenger transport system according to claim 1, characterized in that the movement device (14, 114) has, in addition to the first main movement path (36, 136), a second main movement path (38, 138) on which the cabin (16a, 16b, 16c, 16d, 116a, 116b) can be moved, wherein aforementioned main movement paths (36, 38; 136, 138) have different main movement directions.

3. The passenger transport system according to claim 1 or 2, characterized in that the movement device (14, 114) has: - a first drive (32), - a second drive (42), - a first device-side coupling component (30) and - a second device-side coupling component (46), wherein - by means of the first drive (32), the first device-side coupling component (30) can be moved on the first main movement path (36), - by means of the second drive (42) the second device-side coupling component (46) can be moved on the second main movement path (38), - the first device-side coupling component (30) is designed and arranged in such a way that it can be coupled to a first cabin-side coupling component (24) of the cabin (16a, 16b, 16c, 16d), and - the second device-side coupling component (46) is designed and arranged in such a way that it can be coupled to a second cabin-side coupling component (26) of the cabin (16a, 16b, 16c, 16d).

4. The passenger transport system according to claim 1 and 3, characterized in that the movement device (14) has: - a third drive (52), and - a third device-side coupling component (54), wherein - by means of the third drive (52), the third device-side coupling component (54) can be moved on a secondary movement path (48), and - the third device-side coupling component (54) is designed and arranged in such a way that it can be coupled to the first cabin-side coupling component (24) of the cabin (16a, 16b, 16c, 16d).

5. The passenger transport system according to any of claims 1 to 4, characterized in that the movement device (14) has a trolley (70) onto which the cabin (16a) can be set down and moved on a horizontally running main movement path (38).

6. The passenger transport system according to any of claims 1 to 5, characterized in that the second main movement path (38) of the movement device (14) has a movable extension element (84), wherein the extension element (84) is designed and arranged in such a way that, by means of the extension element (84), the second main movement path (38) can be extended into a first main movement path (36), therefore enabling a change of the cabin (16a) from the first main movement path (36) onto the second main movement path (38) and vice versa.

7. The passenger transport system according to any of claims 1 to 6, characterized in that the first device-side coupling component (30) of the movement device (14) has a support arm (72) which can be coupled to a first cabin-side coupling component (24) of the cabin (16a) arranged on an upper side or on an underside of the cabin (16a) and can be pivoted about a vertically running first pivot axis (78) in such a way that a cabin (16a) coupled to the first device-side coupling component (30) can be moved from a first main movement path (36) into a second main movement path (38), thus enabling a change of the cabin (16a) from the first main movement path (36) onto the second main movement path (38) and vice versa.

8. The passenger transport system according to any of claims 1 to 5, characterized in that the first device-side coupling component (30) of the movement device (14) has a holding element (80) which can be coupled to a first cabin-side coupling component (30) of the cabin (16a) arranged on a side surface of the cabin (16a) and can be pivoted about a vertically running second pivot axis (83) in such a way that a cabin (16a) coupled to the first device-side coupling component (30) can be moved from a first main movement path (36) onto a second main movement path (38), thus enabling a change of the cabin (16a) from the first main movement path (36) onto the second main movement path (38) and vice versa.

9. The passenger transport system according to any of claims 1 to 8, characterized in that an elevator (58) connected to aforementioned building (12), by means of which a transport vehicle (22a, 22b, 22c) can be moved from a delivery level (62) to a storage level (64).

10. The passenger transport system according to claim 9, characterized in that the elevator (58) has an elevator shaft (60) running mainly vertically in which an elevator platform (56) carrying the transport vehicle (22a, 22b, 22c) can be moved mainly vertically, wherein the elevator shaft (60) is arranged in alignment with the first main movement path (36).

11. The passenger transport system according to any of claims 1 to 10, characterized by a first coupling station (120) to which a cabin (116a, 116b) - can be decoupled from a first type of transport vehicle (122) and coupled to the movement device (114), and - can be decoupled from the movement device (114) and coupled to the first type of transport vehicles (122), and a second coupling station (121) at which a cabin (116a, 116b) - can be decoupled from a second type of transport vehicles (123) and coupled to the movement device (114) and - can be decoupled from the movement device (114) and coupled to the second type of transport vehicles (123).

12. A method for transporting a person in a cabin, wherein the cabin (16a, 16b, 16c, 16d, 116a, 116b) is coupled to a transport vehicle (22a, 22b, 22c, 122) and is transported by the transport vehicle (22a, 22b, 22c, 122) with the person (18) to a building (12, 112), wherein the cabin (16a, 16b, 16c, 16d, 116a, 116b) with the person (18) is decoupled from the transport vehicle (22a, 22b, 22c, 122), coupled to a movement device (14, 114) connected to the building (12, 112) and moved by the movement device (14, 114) relative to said building (12, 112) is displaced on a first main movement path (36, 136), characterized in that - the cabin (16a, 16b, 16c, 16d) is moved into a secondary movement path (48) of the movement device (14), wherein the main movement path (38) from which the aforementioned secondary movement path (48) branches off remains usable by other cabins (16a, 16b, 16c, 16d), - the passenger (18) leaves the cabin (16a, 16b, 16c, 16d), and - the cabin (16a, 16b, 16c, 16d) remains in the aforementioned second movement path (48) until the next use by a passenger (18).

13. The method according to claim 12, characterized in that the transport vehicle (22a, 22b, 22c) is brought to a storage area (64) after being uncoupled from the cabin (16a, 16b, 16c, 16d) and remains in the aforementioned storage facility (64) until the next use.