RU2666609C1 - Transport system with rail vehicle - Google Patents

Abstract

FIELD: transportation.SUBSTANCE: invention relates to transport systems. Transport system with a rail vehicle includes a rail and a vehicle with a hull and with technical elements to maintain its stability, with a horizontal drive actuator, at least one support and a traveling trolley connected to the driving wheels located on the same centerline for interaction with the rail. Support or supports of the running trolley are telescopic and fitted with pivot bearings in the upper zone. Transport system is equipped with a profile beam. Rail is located in the lower zone of the profile beam. Undercarriage is made with a restriction of freedom in the transverse direction, is provided with thrust rollers and is movable within the profile beam. Profile beam is made with a longitudinal slot for passage of the frame of the running trolley.EFFECT: as a result, the technical capabilities of rail vehicles are expanded.4 cl, 59 dwg

Description

The invention relates to transport systems and vehicles of rail and monorail type, mainly to passenger transport of large capacity, as well as with the possibility of movement along a dedicated and equipped with built-in rail (rails) lane of automobile roads.

A gyroscopic drive is known from the technical field, which contains two pairs of cylindrical rings arranged concentrically, having the same principal inertial moments and each of which has two degrees of freedom, rotating at the same speed in alternating directions, which create a torque by means of their own rotation and nutation, vector which, after occurrence, has a fixed direction and position in the inertial reference frame and whose module transmitted to the platform has A constant value or an average value with periodic perturbation is less than 20% of this average value, and its duration is unlimited as long as the parameters that create it are not intentionally changed, two independent kinematic chains that perceive the movement of engines to bring the rings into rotation and nutation so that its own rotation reaches one ring from each pair of rings, which is transmitted to the pair in opposite directions and at the same number of revolutions, and rotation to create nutation is transmitted through an independent kinematic chain to each pair of rings, while the axis of the last gear of each kinematic chain is attached to the wedge of the ring from each pair, which, when nutated, rotates, transmitting this rotation, but in the opposite direction to the wedge of the other ring from each pair, and a torque inverter, the inclusion of which is controlled by the control unit and through which the torque is passed, causing a change in the orientation of the platform (see patent for the invention of the Russian Federation No. 2295705, class. G01C 19/04, publ. in 2005). This gyroscopic drive can not only create the required slope of the passenger area of the car, but also help to achieve absolute stability of the structure, creating a relative torque that prevents tipping. Its main advantage for railway transport is the ability to travel at high speeds.

Known two-wheeled car Shilovsky P.P. (gyrocar) having two (or more) wheels located in one line and the gyroscope is a rapidly rotating solid (rotor), the axis of rotation of which is able to change orientation in space, while the rotation speed of the gyroscope significantly exceeds the rotation speed of its rotation axis, and the main property of such a gyroscope is the ability to maintain in space the unchanged direction of the axis of rotation in the absence of exposure to moments of external forces (see German Patent No. 237702, class B 42 s, publ. in 1911). For parking, additional retractable wheels on the sides were provided. Such an original device is characterized by increased stability, but it does not allow solving the issues of transportation of a large number of people and the movement of special vehicles in the conditions of busy city routes and roads.

Known two-wheeled mini-car with a cabin cabin, a gyroscope, a lever fixation device at the time of stopping and a control controller (see patent for invention CN 2693604, class B62D 61/02, published in 2005). This compact wheeled vehicle is designed to carry two people, but it is not designed to carry a large number of passengers.

A high-speed branched transport system for the individual movement of passengers is known, comprising a hollow overpass with main sections and adjacent transition sections, small-sized cabs that operate at second intervals, the side parts of which are located above the central longitudinal slit of the overpass, and the running parts with rotor elements of left and right linear motors, guide or support wheels and rollers of lateral stabilization - in its internal cavity and equipped with stator elements of linear electric motors, directional electromagnetic switches, characterized in that the route electromagnetic switches are mounted on the chassis of the cabs with the possibility of attraction to the stator elements of linear electric motors made with ferromagnetic sections on the corresponding side when the said small-sized cabs move along transition sections of the overpass with the linear electric motors on the opposite side (see RF patent for the invention No. 2106450, class EB01 25/00, publ. in 1998). This difficult-to-operate device has a running trolley with thrust rollers and movement inside the profile beam. It is intended for the automated movement of individual passengers to different addresses.

A known magnetic suspension of a vehicle for an overpass with a ferromagnetic rail of arbitrary transverse profile, containing permanent magnets and electromagnets installed to provide attraction to the ferromagnetic rail, the permanent magnets are installed with the ability to control the attractive force to the ferromagnetic rail (see RF patent for the invention No. 2573524 , CL B61L 13/00, published in 2016). This technical solution is aimed at implementing the principle of levitation of transport on a magnetic pad.

It is known a vehicle moving along an overpass with a body closed around the perimeter by a flexible airtight fence forming the volume of an air cushion with local sectors (cameras) of adjustable pressure, characterized by the presence of vertical and horizontal air rudders on the body, drive wheel supports, with the possibility of being pushed to the overpass and a fixed rotation around its axis, as well as the presence of an automatic clearance control system, air horizontal and vertical rudders, at the guides for the support wheels are a semicircular recess in cross section, made under the flyover on both sides at the same distance from the edge of the flyover (see RF patent for utility model No. 135987, class B60V 3/04, publ. in 2013) . This design of the vehicle helps to increase its speed by reducing the friction force of the wheels when they are rolling.

Known monorail transport system of a hinged type, comprising a transport beam rigidly mounted on vertical supports, a protective device made in the form of an open box, the upper wall of which is mounted on the transport beam and rigidly fastened to it, and a vehicle with a power drive and couples covering the transport beam supporting and stabilizing wheels mounted on a suspension made in the form of a frame structure covering the box, the open box being made with U-shaped sides and the walls forming the troughs in which the wheels of the support pairs are placed, the stabilizing wheels of one pair are installed with the possibility of interaction with the transport beam, and the other pair with the possibility of interaction with the outer side walls of the box (see RF patent No. 2145557, class B61B 13 / 04, published in 2000). This monorail transport system works on the principle of covering the sides of the monorail with several pairs of horizontally and vertically located rollers of the carriage of the carriage.

The closest technical solution is the Shilovsky single-rail railway, which consists of two articulated wagons with wheels in a row and a gyroscope in each wagon to balance them, at a speed of up to 150 km / h (see Russian patent No. 27091, published July 31, 1914 ) This original technical solution is far ahead of its time. Therefore, the ideas for using a gyroscope, incorporated in Shilovsky’s patents, have become popular only now. But at the same time, they do not solve the problem of overcoming traffic jams, because Shilovsky’s construction does not involve the use of the space freed up under the wagons by adjacent vehicles by moving the passenger compartment to the second level, which could create the possibility of movement at two levels and significantly increase the throughput of roads.

All of the above monorail and rail systems require the alienation of strips of land of a sufficiently large area for their construction and operation. However, their effectiveness is still in question. A technical problem is the increase in passenger traffic (throughput of monorails and especially combined with rail vehicles) with a decrease in the area of the used roadbed.

The present invention is directed to solving the technical problem of expanding the technical capabilities of rail vehicles (in particular passenger vehicles of the tram type) on combined roads in combination with road transport and the use of technical means to maintain equilibrium with an increased chassis, including balancing and gyroscopic effects, as well as with a significant reduction in the width of the roadway used to travel such vehicles.

The solution of the technical problem is achieved by the fact that in a transport system with a rail vehicle, including a rail and a vehicle with a body and with technical elements to maintain its balance, with a horizontal movement drive, at least one support and a running trolley connected to the running wheels located on one axial line for interaction with the rail, the support or supports of the undercarriage are made telescopic and equipped with slewing bearings in the upper zone, and t the export system is equipped with a profile beam, and the rail is located in the lower zone of the profile beam, while the undercarriage is limited in freedom in the transverse direction, equipped with thrust rollers and is able to move inside the profile beam, and the profile beam is made with a longitudinal slot for passage of the chassis frame trolleys;

- the profile beam is made buried in the roadway, and the vehicle rail is part of the profile beam and consists of two replaceable reinforced linings located in the lower inner zone of the beam on special lateral protrusions;

- the undercarriage is equipped with side brackets with magnets on the lower surface and nozzles for supplying compressed air, and the profile beam is equipped with ferromagnetic plates located on its inner lower surface;

- the profile beam is located on top of a concrete pillow buried in the concrete gutter and is higher than the level of the road surface, while the profile beam has a vertically elongated conical shape along the outer contour and is reinforced on the sides with reinforced concrete sidewalls made as a unit with the concrete pillow.

The invention is illustrated by drawings. In FIG. 1 shows a rail vehicle, the undercarriage has two transverse twin wheels, in cross section, a front view, the telescopic supports are raised. In FIG. 2 - the same front view, telescopic supports are folded. In FIG. 3 - same, side view in isometric view. In FIG. 4 - the same, a fragment of the road, a cross section of the undercarriage with two transversely paired wheels, a rail below the level of the road. Figure 5 is the same side view. In FIG. 6 - the same in isometry. In FIG. 7 - the same, profile beam in cross section. In FIG. 8 - the same, profile beam on top. In FIG. 9 - rail vehicle with a running trolley on one telescopic support, in isometry. In FIG. 10 - the same, undercarriage with one telescopic support, twin wheels spaced. In FIG. 11 - rail vehicle with a running trolley (wheels spaced in the longitudinal plane), telescopic supports are raised, in cross section. In FIG. 12 - the same, telescopic supports are folded. In FIG. 13 - the same, a fragment of the road, a section of the undercarriage, a rail below the level of the road. In FIG. 14 - running trolley (wheels spaced in the longitudinal plane), side view. In FIG. 15 is the same in isometry. In FIG. 16 - profile beam in cross section. In FIG. 17 - same, profile beam in isometry. In FIG. 18 - rail vehicle, the undercarriage on the pneumatic principle has two transverse twin wheels, in cross section, a front view, the telescopic supports are raised. In FIG. 19 - the same, telescopic supports are folded. In FIG. 20 is the same in isometry. In FIG. 21 - the same, a fragment of the road, a section of the undercarriage, a rail below the level of the road. In FIG. 22 is the same side view. In FIG. 23 - the same in isometry. In FIG. 24 - profile beam in cross section. In FIG. 25-profile beam in isometry. In FIG. The 26-rail vehicle, the undercarriage on the pneumatic principle has wheels coupled in the transverse and longitudinal planes, in cross section, front view, telescopic supports are raised. In FIG. 27 is the same in isometry. In FIG. 28 - a fragment of the road, the cross section of the undercarriage, the rail below the level of the road. In FIG. 29 is the same side view. In FIG. 30 is the same in isometry. In FIG. 31 - rail vehicle with running carriage on the pneumatic magnetic principle (wheels are paired in the transverse plane), in cross section, front view, telescopic supports are raised, the rail is at the level of the road. In FIG. 32 - the same telescopic supports are folded. In FIG. 33 is the same in isometry. In FIG. 34 is a fragment of a road, a cross-section of a one-wheeled undercarriage, a rail at the level of the road. In FIG. 35 is the same side view. In FIG. 36 is the same in isometry. In FIG. 37 is the same, bottom view of the undercarriage. In FIG. 38 - profile beam in cross section. In FIG. 39 - the same, profile beam in isometry. In FIG. 40 - rail vehicle with a running carriage on the pneumatic principle (wheels are paired in the transverse and longitudinal planes), in section, front view, telescopic supports are raised, the rail is at the level of the road. In FIG. 41 is the same in isometry. In FIG. 42 - a fragment of the road, the cross section of the undercarriage, the rail at the level of the road. In FIG. 43 is the same side view. In FIG. 44 is the same in isometry. In FIG. 45 is the same, bottom view of the undercarriage. In FIG. 46-rail vehicle with a running trolley (wheels are paired in the transverse plane), in cross section, front view, telescopic supports are raised, the rail is above the level of the road. In FIG. 47 - the same, telescopic supports are folded. In FIG. 48 is the same in isometry. In FIG. 49 - the same, a fragment of the road, a section of the undercarriage, a rail above the level of the road. In FIG. 50 is the same in isometry. In FIG. 51 - profile beam in cross section. In FIG. 52 - rail vehicle, flywheel motor from below on the body. In FIG. 53 - the same engine flywheel in the cabin. In FIG. 54 - the same, compact engine flywheel in the cabin. In FIG. 55 - the same, a ring motor flywheel in the cabin. In FIG. 56 - the same, with two ring flywheel motors. In FIG. 57 - the same, with two spaced annular flywheel motors. In FIG. 58 - the same, the ring motor-flywheel is combined with a gyroscope. In FIG. 59 - the same, with two spaced annular flywheel motors and a gyroscope.

The transport system includes a tram-type rail vehicle (see Figs. 1-59). It is made with a large wide body 1 of the car, having a spacious passenger compartment, significantly protruding beyond the dimensions of the chassis, and a horizontal displacement drive (not shown in the figure). This can be, for example, an electric drive (not shown in the figure) with a generator 2. Case 1 is equipped with a driver's cab (not shown in the figure), windows 3 and doors 4 for passengers entering and leaving symmetrically located on both sides, seats 5. Chassis the part includes telescopic supports 6 located along the axial line of the housing 1, with the undercarriage 7 attached to the bottom for transversely paired wheels 8 (see Figs. 1-6). Trolley 7 can be equipped with a motor (not shown in the figure). The vehicle can be additionally equipped with devices that create gyroscopic and balancing effects to maintain balance regardless of the movement or stop of the vehicle. To do this, use the flywheel motor 9, located in the lower part of the housing 1 (see Fig. 52), or the flywheel motor 10, located in the passenger compartment of the vehicle (see Fig. 53), as well as the compact flywheel motor 11 (see Fig. 54). You can use two paired flywheel motors 12 of the ring type (see Fig. 55), either with flywheel motors 12 spaced apart in the cabin (see Fig. 56), or with flywheel motors 12 mounted at opposite ends of the cabin (see Fig. 57). The greatest stability of the vehicle can be achieved with the combined use of flywheel motors 13 and gyroscopes 14 (see Fig. 58 and 59). However, the main task of maintaining the balance of the housing 1 is performed by the undercarriage 7.

The height of the telescopic supports 6 is selected based on the operating conditions of the vehicle on combined roads. But with the condition that they will be higher than any transport that is allowed to travel along the highway where a rail vehicle such as a tram will be operated. Moreover, the height of the vertical supports 6 in the transport position significantly exceeds the width of its chassis. The roof of the housing 1 can be equipped with solar panels (not shown in the figure). On those routes where only passenger vehicles are allowed, it is advisable to use a rail vehicle of the tram type with low supports 6 (within 2.5 - 3 meters high). For its operation in conditions of full load of routes with freight transport, the telescopic supports 6 are raised so high that any freight transport can pass under them. Since the doors 4 of the rail vehicle are located high enough, there are stops for passengers to board and disembark, located, for example, on supports along the roads (not shown in the figure). Stops can be located at the height of the raised telescopic supports 6 or the folded telescopic supports 6 and are made in the form of covered stations (not shown in the figure).

For the transport system of a rail vehicle of the tram type, a specially made metal profile is used, longitudinally located in a special niche of the roadway. Depicted in FIG. 1-9, the structure includes a concrete gutter 16 buried in the roadbed with the top layer of the pavement of the asphalt type 16, in which a profile beam 18 with reinforcement 19 and storm drains 20 are located on the concrete cushion 20. The profile beam 18 is made of steel or similar alloys having increased strength characteristics (either galvanized or galvanized, i.e. protected from rust). The sections of the profile beam 18 can either be welded, or connected by flanges 21 to pins 22 and bolt joints 23, or rigidly connected in a similar way. The vehicle rail is part of the profile beam 18 and is in this case two replaceable hardened (hardened) pads 24 located in the lower inner zone of the beam 18 on special lateral protrusions. In the upper zone of the beam 18, a longitudinal slot 25 is made for free passage of the frame 26 of the running carriage 7. Due to the use of the profile beam 18, the running carriage 7 is made with restriction of freedom in the transverse direction, it includes transversely paired running wheels 8 and six thrust rollers 29 located in front and behind the trolley 7. The thrust rollers 29 of the trolley 7 fit snugly against their rolling planes in the beam 18, thereby providing lateral and longitudinal stability, leaving the trolley 7 with only one degree of freedom along the beam 18. Housing 1 is connected to the bearings 6 by means of slewing bearings 30. An electric bus can be laid inside the beam 18 to power the vehicle (not shown in the figure). The vehicle shown in FIG. 9 and 10, has one telescopic support 6 and paired longitudinally spaced wheels 8 of the undercarriage 7.

Depicted in FIG. 11 - 15 the rail vehicle is equipped with a running carriage 7 of a swinging type with longitudinally spaced running wheels 8. Moreover, the carriage 7 has a pivot bracket 32 with a pin 33 and pins 34, as well as four stop rollers 29 front and rear.

The rail vehicle shown in FIG. 18 - 25, has a slightly different principle of movement of the undercarriage 37 and the restriction of its freedom. The cart 37 on the pneumatic magnetic principle has one centrally located running wheel 38 and four horizontally positioned stop rollers 39 for rolling along the lateral surface of the rail 40. In the lower zone of the cart 37, there are horizontally mounted brackets 41 with magnets 42 (these can be either permanent magnets or electromagnets ) located on their lower surface and nozzles (not shown in the figure) for supplying compressed air under the brackets 41 with the possibility of the formation of a thin air gap. Profile beam 43 (see Figs. 24 and 25) has a horizontally flattened shape and is equipped with reinforcement 19 and storm sewer 20. It is buried in the roadway with an asphalt top layer 15, located in a concrete trench 16 on a concrete pillow 17. Sections of the profile beam 43 can either be welded, or connected by flanges 21 to pins 22 and bolted joints 23, or rigidly connected in a similar way. Rail 40 of the transport system is part of the profile beam 43 and is located in its central lower zone. To the right and left of the rail 40, ferromagnetic pads 45 (or electromagnets) are installed in the inner cavity of the beam 43, and fluoroplastic gaskets 46 are fixed on the upper surface of the bracket 41 of the trolley 37. The height distance between the pads 45 and the upper inner plane of the beam 43 is slightly greater than the thickness of the width of the bracket 41, and the width of the inner cavity of the beam 43 is slightly greater than the width of the lower part of the trolley 37. Depicted in FIG. 26-30 a rail vehicle differs from the previous one in the presence of two longitudinally spaced and centrally located running wheels 38. In addition, the wheels 38 can be equipped with motors.

In FIG. 31-37 shows a transport system designed for a less in-depth arrangement of the profile beam 49. The metal profile beam 49 (see Figs. 38 and 39) with reinforcement 50 and storm sewer 51 is located in the concrete channel 52 on the concrete cushion 53 and is deepened to the upper level road surface 54. The inner cavity of the beam 49 is filled with filler 55, and the beam 49 has a horizontally flattened shape. The sections of the profile beam 49 can either be welded, or connected by flanges 21 with pins 22 and bolt joints 23, or rigidly connected in a similar way. The rail 48 is located on the surface of the profile beam 49, and the undercarriage 56 on the pneumatic principle of a rail vehicle is equipped with one centrally located running wheel 57 with a motor (not shown in the figure), horizontal thrust rollers 58, side brackets 59 with magnets 60 (this can be both permanent magnets and electromagnets) and nozzles (not shown in the figure) for supplying compressed air under the brackets 59 with the possibility of the formation of a thin air gap. Depicted in FIG. 40 - 45 rail vehicle differs from the previous one by the presence of two longitudinally spaced and centrally located running wheels 57. Moreover, the wheels 57 can be equipped with motors.

The transport system shown in FIG. 46 - 50, has a different location of the profile beam 59. The beam 59 (see Fig. 51) with reinforcement 60 is located on top of the concrete cushion 61 buried in the concrete chute 62, and is above the level of the road surface 63. The beam 59 has a vertically elongated cone-shaped the shape along the outer contour and reinforced on the sides with reinforced concrete sidewalls 64, made as a unit with a concrete cushion 61, and the undercarriage 65 is made similar to the cart 7 (see Fig. 1 - 6). The vehicle rail is part of the profile beam 59 and consists of two replaceable hardened (hardened) linings 66 located in the lower inner zone of the beam 59 on special side protrusions. A longitudinal slit 67 is made in the upper zone of the beam 59 for free passage of the frame 68 of the undercarriage 65. The undercarriage 65 includes transversely paired undercarriages 69 and six thrust rollers 70 located in front and behind the cart 65.

A transport system with a rail vehicle such as a tram is used as follows. Consider the technical solution shown in FIG. 1 - 8. In urban operating conditions, a narrow lane of the road is allocated for reconstruction. A trench about two meters wide is laid in the road surface, a concrete gutter 16 is poured into it, in which a profile beam 18 with reinforcement 19 and storm sewer 20 is located so that the longitudinal slot 25 for free passage of the frame 26 of the carriage 7 is located at the level of the upper layer 15 of the road surface. And then they form a concrete cushion 17, pouring reinforcement 19 with concrete and the space around the storm sewer pipes 20. And lay the top layer of asphalt pavement close to the upper slats of the profile beam 18 with the formation of a single even surface in which a narrow gap 25 is made. After reconstruction of the road the slit 25 remains in it. Its width does not exceed 10-15 centimeters and does not constitute a danger to the wheels of automobile transport during the maneuver and the transition from one lane to another.

The height of the installation of the housing 1 of the rail vehicle can be adjusted using telescopic supports 6. It is selected based on the operating conditions of the vehicle, but such that the housing 1 is higher than the vehicle that is allowed to travel on the highway. It is most expedient to operate as a rail vehicle of the tram type for urban and intercity passenger transportation. But in difficult rough terrain, where there are restrictions on the gauge for any vehicle, there is no way to lay a full-length road, the most appropriate will be the use of such rail vehicles. Having a roomy interior, the vehicle across the width of the roadway takes up very little space, no more than a motorcycle. It is practically equal to the width of the dividing strip or the thickness of the telescopic support 6. The vehicle body 1 is located above passing cars and is limited in width only by operating conditions.

Tests of vehicles based on the use of additional balancing means (including flywheels and gyroscopes) showed that the technical means that ensure the achievement of gyroscopic and balancing effects make it possible to maintain the rail vehicle in a strictly vertical position, excluding the rolling of passengers in the cabin, regardless of it is standing or moving. The sizes and number of flywheel motors 9, 10, 12, 13 and gyroscopes 14 are selected in accordance with the dimensions and height of the vehicle. But the main function of vertically supporting the large body 1 in the upper position is carried out by the trolleys 7 with the stop rollers 29 and the profile beam 18, as well as the vehicle using the pneumatic principle of movement of the running gear with limited freedom of the running gear in the transverse direction. Profile beam 18, made of high-strength steel and a similar alloy, ensures that the trolley 7 and the support 6 are held together with the vehicle body 1 by rolling the inner cavity of the beam 18 in several zones with thrust rollers 29. This provides the effect of a “conditionally worn cart” (has one degree of freedom - forward or backward) when the vehicle is stopped and moving. The thrust rollers 29 of the trolley 7 fit snugly against their inner planes in the beam 18. This design provides lateral and longitudinal stability to the vehicle, leaving the trolley 7 only one degree of freedom - along the tank 18. The flywheel motors 9, 10, 12, 13 are located so so that by its movement (swinging), if necessary (for example, when the chassis is broken), to help balance the housing 1, and when using gyroscopes 14, the gyroscopic effect begins to act on the housing 1. The rail vehicles shown in FIG. 9-17 are used in a similar manner. The lower position of the housing I with the folded supports 6 (support 6), as shown in FIG. 2, 12, 19, 32 and 47, it is intended for stops, emergency stops and for travel on highways free from traffic jams.

In the rail vehicles of FIG. 18-30, to stabilize the equilibrium (lateral stability of the housing 1) the pneumatic principle was used with limited freedom of the chassis in the transverse direction. The undercarriage 37, equipped with brackets 41 with magnets 42 for interacting with the ferromagnetic plates 45 of the profile beam 43, provides a stable position of the housing 1 relative to the vertical plane (reduces rolling of the passenger compartment) when the wheels 38 roll along the rail 40, which is part of the profile beam 43 and is located in its central lower zone. This effect is achieved due to the fact that compressed air is formed into the space between the magnets 42 and the adjustments 45, forming a thin air gap. The formation of excess pressure of compressed air prevents the magnetic forces arising between the magnets 42 of the bracket 41 and the ferromagnetic plates 45 of the profile beam 43 from trapping the undercarriage 37. An additional effect of this design is a significant increase in the vehicle's speed. Fluoroplastic gaskets 46 are fixed above the ferromagnetic pads 45 on the upper surface of the bracket 41, providing soft sliding of the bracket 41 along the inner surface of the beam 43 in the event of an emergency in the operation of the magnetic air system and their pressing by the air gap due to the high antifriction properties of the fluoroplastic.

Depicted in FIG. 31 - 37, the rail vehicle moves along the rail 48 located on the surface of the profile beam 49 with the help of the running gear 57, and is pressed against the side surfaces of the rail 48 by the horizontal thrust rollers 58. Moreover, under the side brackets 59 with magnets 60 through the nozzles (not shown shown) serves compressed air to form a thin air gap. This design is also based on the use of the pneumatic principle.

The transport system shown in FIG. 46 - 50, with the upper arrangement of the profile beam 59, the type of use is similar to the embodiment depicted in FIG. 1 - 6. However, its advantage is that the installation of the profile beam 59 does not require significant roadwork, because beam 59 is buried in the road surface with only the lower part. In this case, the beam 59 itself has a vertically elongated conical shape along the outer contour and is reinforced on the sides with reinforced concrete sidewalls 64, made as a unit with the concrete cushion 61.

A rail vehicle of the type of tram with the effect of a “conditionally restrained cart”, additional balancing means and a gyroscopic effect on a rail built into the roadway takes up very little space on the roadway. It is quite versatile in terms of engine use. It is possible to use an electric motor in combination with solar panels placed on the roof of building 1. The height of its building 1 allows you to drive over any vehicle. The effect of the “conditionally-driven cart” and the use of the pneumatic principle of the movement of the undercarriage, the gyroscopic effect and the possibility of balancing by the handwheels, ensure high stability of the vehicle regardless of the height of its body 1 and the number of supports 6. Using telescopic supports 6 allows you to change the height of the body 1 relative to the level the roadway, while using only one support 6, as shown in FIG. 9 and 10, provides the same high stability of the vehicle as the use of two or more longitudinally located telescopic supports 6. Such a vehicle can also be used for transportation of goods in conditions of heavy traffic on highways. To work on cargo transportation, a very small modernization of the vehicle will be required. A transport system with a rail vehicle such as a tram can be operated independently of the highway in hard-to-reach areas with swampy, or mountainous, or rough terrain, for example, by building, on low supports, rails of the type shown in FIG. 46-50.

Thus, the technical result of the claimed invention is to expand the technical capabilities of rail vehicles (in particular, passenger vehicles of the tram type) on combined roads in combination with road transport and the use of technical means to maintain equilibrium when the chassis is increased in height, including with balancing and gyroscopic effects, as well as with a significant reduction in the width of the roadway used to travel such a transport ta.

Claims (4)

1. A transport system with a rail vehicle, including a rail and a vehicle with a body and with technical elements for maintaining its balance, with a horizontal displacement drive, at least one support and a running trolley connected to running wheels located on one axial line, for interacting with the rail, characterized in that the support or bearings of the undercarriage are telescopic and equipped with slewing bearings in the upper zone, and the transport system is equipped with a profile the beam, and the rail is located in the lower zone of the profile beam, while the undercarriage is made with restriction of freedom in the transverse direction, is equipped with thrust rollers and is made to move inside the profile beam, and the profile beam is made with a longitudinal slot for passage of the frame of the undercarriage. 2. The system according to claim 1, characterized in that the profile beam is made buried in the roadway, and the vehicle rail is part of the profile beam and consists of two replaceable hardened linings located in the lower inner zone of the beam on the side protrusions. 3. The system according to claim 1, characterized in that the undercarriage is equipped with side brackets either with permanent magnets or with electromagnets on the bottom surface and nozzles for supplying compressed air, and the profile beam is equipped with either ferromagnetic pads or electromagnets located on its inner bottom surface. 4. The system according to claim 1, characterized in that the profile beam is located on top of the concrete cushion buried in the concrete gutter and is higher than the level of the road surface, while the profile beam has a vertically elongated conical shape along the outer contour and is reinforced from the sides with reinforced concrete sidewalls made as a unit with a concrete pillow.

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