RU2219082C1 - Overhead monorail transport system - Google Patents

Abstract

FIELD: transport engineering. SUBSTANCE: invention relates to high-speed ground transport. Proposed system has running track in form of beam with narrow vertical rib, side stiffening members and secondary elements of linear motor secured in lower part of beam. Vehicle is furnished with active elements of linear motor. Beam is made sectional. Vertical rib is essentially one-ormultilayer resilient carrying tape furnished in upper part with four side resilient tape elements over entire length except for places of attachment to supports. Each tape element is preliminarily smoothly curved at angle of 90 degrees. Horizontal sections of side resilient tape elements are connected in pairs, and vertical sections are connected with carrying tape. Secondary elements of linear electric motor are essentially two longitudinal geared laminated magnetic circuits symmetrically secured at both sides of carrying tape, active elements of linear motor being longitudinal U-shaped electromagnets. System track features maximum rigidity at minimum consumption of material. EFFECT: reduced energy consumption, increased speed and improved safety at passenger carriage. 3 cl, 3 dwg

Description

 The invention relates to transport mechanisms and can become the basis for the creation of new types of high-speed land transport.

 The idea of a monorail has a long history, but actually working devices around the world are counted as units (France, Germany, Japan). The fundamental technical problem is the deformation of the load-bearing beam under its own weight and the weight of the crew. A long solid beam as a structural element is inefficient, and in the construction of bridges and overpasses, voluminous structures are widely used.

 To carry out high-speed movement on rails, a web with a maximum deformation of not more than 1-2 mm per 100 m of track is required. Such high accuracy can be achieved only with a mass of 1 linear meter of a bridge (overpass), about 10 tons or more, for example, the mass of a typical railway bridge span is about 1 thousand tons. Obviously, it is unprofitable to build such massive and expensive structures along the entire route. The task essentially boils down to finding a reasonable compromise, but this cannot be done within the framework of standard technical solutions.

 A classic train in the field of monorail transport systems should be considered "Train" S.S. Waldner (see A.S. USSR 35209, 1933).

 The Waldner construction is an example of a monorail system of a "mounted" type. The crew covers the load-bearing beam from above, resting its wheels on the central rail. Two side rails ensure the stability of the crew and prevent it from capsizing in corners. The prototype was driven by two standard piston aircraft engines with propellers.

 A characteristic feature of the flyover is the presence of three separate longitudinal elements, however, the side beams do not carry a weight load when the crew moves. The central main beam has a T-shaped profile with a rather narrow vertical rib. The first drawback of the analogue follows from the principle of the hinged system - if the center of gravity of the crew is higher than the fulcrum, guaranteed stability can be achieved only by constantly crimping the side rollers, which significantly increases friction and wear of track elements. In reality, Waldner tried to lower the center of gravity below the fulcrum and move on to the "suspension" system. The suspension system somewhat resembles a cable car, but instead of a flexible tensioning element, a fixed beam is used. Physically, the difference between a cable and a long beam is not qualitative, but quantitative. It should be noted that the supporting rib cannot be made of solid (cast) concrete, since this material does not withstand tensile deformation along the lower edge.

 Waldner seriously relied on aerodynamic lift, but any “airplane” solution makes the flyover road deliberately redundant. For this reason, systems with an air cushion or a vacuum chamber ("suction cup") are not widespread - economically they lose to passenger aircraft.

 The closest to the claimed technical solution in essence and the achieved result is "Suspension monorail", see RF patent 2013257, IPC B 61 V 13/04, bull. 10 for 1994. The monorail suspension (system) contains a track - a beam with riding shelves and a suspension trolley with inductors of an asynchronous linear electric motor / ASLED /. The secondary circuits of the ASLED are located on the extensions of the driving shelves.

 The carrier beam is an all-metal rolled I-beam with an elongated vertical rib and shelves of different thicknesses. The lower shelves are thicker than the upper because they are sledding. It is easy to show that this profile is not able to provide sufficient beam rigidity at a reasonable material consumption.

 Under the vertical load of a vertically oriented thin long rib, its lower edge experiences tensile deformation, and the upper edge undergoes compression deformation. A compressed rib loses stability and gives a “wave” along the compression line. For an elastic material, deformation is reversible, since it does not lead to a change in its properties. For inelastic material, such as rolled stock, “wave” means permanent damage and subsequent collapse of the carrier. For the effective use of the elastic properties of a thin rib, it is necessary to stabilize its upper edge, which is under compression. The simplest option is a T-shaped profile, however, local overvoltages occur along the connection lines of the rib and shelves. Since thick lower shelves do not increase the overall rigidity of the beam, thin upper shelves will undoubtedly be wrinkled under load. Will have to significantly increase the mass of the upper part. In the limit, we obtain the well-known Vignolle profile (railway rail). Unfortunately, this profile is material intensive and cannot be used here. In addition, with any beam profile, the delivery and installation of long elements create a lot of problems, especially in a large city.

 Asynchronous linear electric motor (ASLED) also has serious disadvantages. As is known, three-phase currents are used to obtain a traveling magnetic field. But three contact wires with three current collectors is an extremely inefficient solution. If we take a circuit with an “artificial” phase (similar to low-power household devices), the drive efficiency will be too low. The second significant drawback with respect to monorail systems is the small permissible gap between the moving and stationary parts (as with any other asynchronous machine).

 Especially unsuccessful ASLED prototype with horizontal secondary circuits, which will hold foreign objects and precipitation. A significant mass of inductors can be noted. Here ASLED is no exception to the general rule - with equal power, an asynchronous machine is always larger and heavier than a synchronous one.

 The objective of the invention is to develop the design of the track of maximum rigidity with minimal material consumption, reducing energy consumption by eliminating friction, as well as increasing the speed and safety of traffic in relation to passenger traffic.

 The problem is solved using the signs specified in the 1st paragraph of the claims common to the prototype - such as a suspended monorail system, including a track - a beam of vertically elongated profile with secondary elements of a linear electric motor fixed in its lower part and equipped with active elements linear electric motor vehicle, as well as distinctive, essential features - the implementation of the beam in the form of a prefabricated structure, while the supporting vertical part of the profile is about HO- or multi-layer tape. This allows you to reduce the mass of linear meter of the track and facilitate the installation of the transport system.

The design feature of the carrier beam is reflected in paragraph 2 of the claims, namely, the carrier tape along the entire length, with the exception of the attachment points to the supports, is provided in the upper part with four additional tape elements, each of which is smoothly bent at an angle of 90 ^o , while horizontal parts of additional tape elements are interconnected in pairs, and vertical parts are connected with a carrier tape.

 A feature of the implementation of a linear electric motor (LED) is reflected in paragraph 3 of the claims, namely, the secondary elements of a linear electric motor are two longitudinally-gear lined magnetic circuits, symmetrically mounted on both sides of the carrier tape, while the active elements are longitudinal U-shaped electromagnets located on the vehicle directly under the toothed magnetic circuits in increments of 1.25 L, where L is the distance between the centers of the poles of the electromagnets and the centers of two adjacent x teeth cores, wherein the total number of electromagnets equal to 4n, wherein n≥2.

 The peculiarity of the implementation of the magnetic circuits along the running path is reflected in paragraph 4 of the claims, namely, on the accelerating sections of the traveling path, the cores of the magnetic circuits are inclined in the direction of movement, and on the brake sections of the path in the opposite direction.

 The above distinguishing features - each individually and all together - are aimed at solving the task and are significant.

 The use of the proposed combination of significant distinguishing features in the prior art is not found, therefore, the proposed solution meets the patentability criterion of "novelty."

 A single set of new essential features with common known provides a solution to the problem, is not obvious to specialists in this field of technology and indicates compliance of the claimed technical solution with the patentability criterion of "inventive step".

 The present invention is specifically illustrated by the following embodiments, which merely illustrate, but by no means limit the scope of use of the invention.

 In FIG. 1 is a cross-sectional view of a transport system; FIG. 2 shows a synchronous unipolar linear electric motor (SOLED) device; FIGS. 3a and b reflect the shape of the magnetic cores on the accelerating and braking sections of the track.

 The suspended monorail transport system contains a carrier tape 1, a stabilizer 2 of the upper edge of the tape 1 (stagnat, from Lat. Stagno - “make it stationary”), attachment points 3 of the tape 1, magnetic cores 4, 5 with teeth 6, electromagnets with longitudinal longitudinal mounted on the vehicle U-shaped cores 7 and windings 8, driving shelves 9, 10, as well as emergency support rollers 11, 12. Driving shelves 9, 10 simultaneously serve as fasteners, compressing lined (batch) magnetic circuits 4, 5. Magnetic cores are required to be lined, since at d moving electromagnets through the teeth 6 flow rapidly changing magnetic fluxes.

 The height of the carrier tape 1 is at least 0.05-0.06 of the span, that is, the distance between the supports. The width of the stabilizer of the upper edge of the tape (stagnate) 2 is at least 0.25 of the height of the carrier tape. The thickness of the tape 1 is chosen solely for safety reasons and when using high alloyed elastic steel can be only a few millimeters. The tape 1 experiences the most significant loads in the attachment points 3, where up to 10 kg • s falls on 1 square mm of section. The recommended span length is 20-30 m with a carrier tape height of up to 1.5 m. The stabilizer (stagnate) 2 can be made of tape of a smaller thickness.

 The disadvantages of the suspension system are usually attributed to a greater height of the supports compared to the mounted system and the likelihood of crew swinging, for example, under the influence of a crosswind. But the height of the supports can be reduced due to the "covering" form of the crew, and the side swing can be easily eliminated with the help of additional side rollers with automatically controlled hydraulic cylinders. Similar stabilizing devices are available in all modern tanks and have begun to be used in some production vehicles.

 A pair of hydraulically controlled side rollers is a very effective braking device that works similarly to disc brakes. However, in order to avoid wear of the tape, the rollers must interact with it without slipping, which is achieved by automatically adjusting the clamping force. In addition, crimp rollers can be used for the initial dispersal of the crew. Similar devices are known, see.with. USSR 1504136, IPC B 61 V 13/04, bull. 32 for 1989

 The major advantage of the suspension system with a carrier tape is the simplicity and ease of installation of the track. The claimed solution actually combines the cable car and monorail. Like a cable (rope), the tape is delivered to the construction site in a compact form (on a drum). The length of the packages (blocks) of the magnetic cores is 4.5 to 3 m, and the length of the mounting corners 9, 10 is up to 10 m. The mounted tape-beam is a free-hanging rigid structure and does not require preliminary tension. Cables (cables) here serve only as additional stabilizing elements.

 The beam can be suspended from existing structures (bridges, overpasses, etc.). This becomes especially important when laying the track in conditions of close urban development.

 Synchronous unipolar linear electric motor (SOLED) works as follows.

 At the beginning of the movement, when the crew accelerates, the maximum current is supplied to the winding of only one of the four electromagnets of the group (in figure 2 it is indicated by the Latin letter D). The effective force of the electromagnet can be decomposed into two components - longitudinal (traction force) and transverse (lifting force). When the crew moves to a distance of 0.25L, the electromagnet D is turned off, and the current is supplied to the winding of the electromagnet C and so on. When a certain speed is reached due to the inertia of the electromagnets, the current of the disconnected module does not have time to drop to zero and at once two electromagnets of the group work at once (in Fig. 2 - A and D). Electromagnet A does not generate traction, but provides additional lifting force. With a further increase in speed, the current in the windings of all four electromagnets of the group does not turn off completely, but fluctuates between the minimum and maximum values. That is why the claimed LED is called "unipolar". Unlike conventional rotary synchronous machines, SOLED has a time-averaged magnetic flux. When cruising speed is reached, traction is reduced to a minimum, and the lifting force reaches the value necessary to compensate for the crew weight. Thus, SOLED switches to electromagnetic suspension (EMF) mode with key regulation. Lateral stabilization of the crew is also ensured by the configuration of the magnetic flux.

 Electromagnetic suspension can significantly reduce friction power loss. With a streamlined shape at speeds up to 250 km / h, the air resistance does not exceed 2-3% of the crew weight. For comparison, friction reaches 5% on a rail train, and exceeds 10% on a passenger car (excluding air resistance, which can still be neglected at speeds of about 100 km / h). Given the low friction, the drive power of a crew weighing 10-20 tons does not exceed 100 kW, and the power consumption in the EMF itself is significantly less than all other losses.

 SOLED is powered by a direct current source and has an important advantage compared to alternating current LEDs - when the external network is disconnected, the crew switches to emergency on-board batteries and this ensures a normal braking mode with a working EMF. For a prototype ASLED or similar (TRANSRAPID system, Germany), disconnecting the power supply at full crew speed should be considered as an emergency.

 The most important component of SOLED is the electronic switch, replacing the traditional mechanical collector of synchronous machines. An example circuit of an electronic switch for SOLED-EMF is described in A.S. USSR 1393147, IPC G 05 F 7/00, bull. 3, 2002

 The most important mechanical parameter of SOLED is the "pole division", here denoted by L. The smaller L, the smaller the mass of a linear meter of magnetic cores 4, 5. On the other hand, when L decreases, the switching frequency of the electromagnets increases, which is undesirable. Given the properties of typical ferromagnetic materials, the switching frequency should not exceed 1 kHz. Therefore, the minimum value of L is approximately 200 mm.

 To increase the traction of the SOLED on the accelerating and braking sections of the running path, it is necessary to make the teeth 6 inclined. With an inclined arrangement of teeth (figa, b) increases the "working stroke" of each electromagnet, the switching cycles overlap somewhat and the traction increases by about 30%.

 The main problem of SOLED is a rather significant total mass of magnetic cores 4.5 (actually more than 100 kg per 1 linear meter). The mass of magnetic cores can be reduced only by reducing their transverse size, which inevitably leads to a decrease in traction. However, the lifting force of electromagnets per 1 cm2 of the area of the poles is maintained if the transverse size (width) of the poles exceeds the working gap (approximately 10 mm).

 Of interest is a combined system that combines a constantly working EMF and traction crimp rollers with hydraulic control. In this case, the teeth 6 are not needed, and the mounting angles (driving shelves) 9, 10 can play the role of magnetic cores.

Claims (3)

1. Suspended monorail transport system, including a track in the form of a beam with a narrow vertical rib, lateral stiffeners and secondary elements of the linear motor fixed in its lower part, as well as a vehicle equipped with active elements of the linear electric motor, characterized in that the beam is made of a prefabricated the vertical rib is a single or multi-layer elastic carrier tape, which along the entire length, with the exception of attachment points to supports, is provided in the upper part etyrmya lateral elastic belt elements each of which is pre-curved smoothly at 90 °, with the horizontal portions of the side elastic band elements are connected in pairs with each other, and vertical sections - to the carrier tape. 2. The suspended monorail transport system according to claim 1, characterized in that the secondary elements of the linear electric motor are two longitudinally-gear lined magnetic circuits, symmetrically mounted on both sides of the carrier tape, and the longitudinal U-shaped electromagnets located on vehicle directly under the toothed magnetic circuits in increments of 1.25 L, where L is the distance between the centers of the poles of the electromagnets and the centers of two adjacent teeth m gnitoprovodov, while the total number of electromagnets equal to 4n, where n≥2. 3. The suspended monorail transport system according to claim 2, characterized in that on the accelerating sections of the running track, the cores of the magnetic circuits are tilted in the direction of movement, and on the brake sections of the running track - in the opposite direction.

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