WO2021108873A1

WO2021108873A1 - Improvement made to high-speed autonomous railway transport system

Info

Publication number: WO2021108873A1
Application number: PCT/BR2020/050081
Authority: WO
Inventors: Manoel RODRIGUES DE LIMA NETO
Original assignee: Rodrigues De Lima Neto Manoel
Priority date: 2019-12-04
Filing date: 2020-03-11
Publication date: 2021-06-10
Also published as: BR132019025670E2

Abstract

The present invention relates to a railway transport system for transporting goods on conventional rails that uses individual (not coupled) autonomous, electric or diesel-electric vehicles (wagons) with pivoting railway bogies, motors and brakes inside the wheels, hollow wheels and lowered axles, running on dedicated encapsulated routes (with photovoltaic cells along said routes) at an average speed of 250 km/h, cruising speed of 350 km/h and maximum speed of 450 km/h, running on railway tracks. This system, due to its technical design, has a number of advantages over conventional logistics modes, as will be explained in the conceptual design thereof that follows.

Description

“IMPROVEMENTS INTRODUCED IN HIGH SPEED AUTONOMOUS RAILWAY TRANSPORT MODE”.

[0001] This certificate of addition of Patent of Invention No. BR 10 2019 007042-0 of 04/05/2019 refers to an "IMPROVEMENT INTRODUCED IN HIGH SPEED AUTONOMOUS RAILWAY TRANSPORT MODE", it deals with a system of railway transport applied to the transport of cargo using autonomous vehicles (wagons), traveling on railways at an average speed of 250 km/h, cruise speed of 350 km/h and maximum speed of 450 km/h. This system, due to its technical design, has a number of advantages over traditional rail and road modes.

State of the art

[0002] The rail and road modes, to a greater or lesser extent, are basically derived from the concept of 'cart'. A wheeled chassis pulled by a mechanical horse (road) or locomotive (rail). These systems have high operating costs, as well as significant limitations on speed, practicality, costs, efficiency and security. The proposed system is an evolution that solves most of these problems.

[0003] The issue of safety is also 'key', as the road system, whether due to the quality of the roads, maintenance failures or human error, is highly susceptible to accidents, which unfortunately occur daily, victimizing hundreds of thousands of people around the world every year. The issue of train derailment is also critical, often resulting in tragedies when they occur.

[0004] With regard to the environmental aspect, spending on fuel and emission of pollutants are extremely high in the rail and road modes. Road wear, emission of pollutants, noise pollution, vibrations are also common problems in road and rail systems. [0005] In order to solve such problems, the present invention was developed. The purpose of the present invention is to transport cargo of the most diverse natures, including liquid, solid or gaseous bulk, dry cargo, refrigerated cargo, containers, among others. This invention will be significantly superior in the following aspects: operational efficiency, speed, maintenance costs, operational costs, emission of pollutants, noise, vibrations, operational safety, energy savings, fuel costs, traffic on steep roads, road wear, maneuverability, 'nonstop' regime, loading and unloading time, time spent in the yard, sustainable energy.

[0006] In addition to the conventional rail truck that can be installed on the vehicle, this invention also has a new type of rail truck, which presents a series of innovations when compared to the conventional rail truck, which results in more economy, better use energy, driveability and stability of the vehicle, lower fuel and/or energy consumption, higher speed and more safety, as will be seen in this report. It is important to emphasize that the railway truck object of this patent can also be installed in traditional railway wagons.

[0007] The invention can be better understood through the following detailed description, in line with the attached figures, where:

In FIGURE 1, there is the car (1), a self-propelled vehicle that moves on traditional rails (2). The vehicle moves by electrical energy supplied by busbars (3) and captured by a pickup rod (4), similar to the system of high-speed trains. The vehicles are autonomous and move guided by an automated supervisory system comprising GPS sub-systems, track and vehicle sensors and radio signals and electronic hardware. The vehicles will travel at an average speed of 250 km/h, cruise of 350 km/h, with a maximum speed of 450 km/h. [0008] The System uses the concept of harnessing potential/kinetic energy. System will operate at maximum operating speed. It will take advantage of the descents to reach even higher speeds, with part of this energy being amortized on the climbs. However, there is a crucial difference that our system, as it is of high speed and operates without the need to reduce speed in passages, intersections, viaducts, etc., accumulating a huge amount of kinetic energy, as well as taking advantage of the potential energy (higher points ) to gain speed on the subsequent descent. This results in significant cost and energy savings in the logistical transport process.

FIGURE 2 illustrates the coverage of the system. The trolleys will travel inside this cover (6), made of high-resistance polymeric material. In the upper portion of the entire length of the roof there are photovoltaic cells (5). These photovoltaic cells will generate energy to power the system, as well as supply essential equipment and systems in the event of an emergency, as well as supply the signal lighting along the line.

In FIGURE 3, we highlight the aerodynamic profile of the car (1), a necessary aspect, given that it will travel at relatively high speeds, thus having the lowest possible aerodynamic drag, either for performance reasons or for reasons of of energy saving. This image also shows an 'x-ray' view in which the railway 'truck' can be seen (8). This truck will be the same used in traditional rail vehicles. It will be equipped with up to 04 electric motors (2 per truck, 4 per wagon), which will propel the wagons. This aspect is particularly interesting, since it minimizes the chances of total system failure. Ex.: A locomotive with 100 cars. If the same goes down, all the cars are affected. In our case, with autonomous wagons, each one is equipped with 4 engines. For 100 wagons, we have 400 engines. That is, the probability of failure is drastically reduced.

In FIGURE 4 we can see the loading system for solid bulk. In this system, the product comes from the lung pile (14) through a conveyor belt (9) and falls into a hopper (11). This hopper is equipped with triangular-shaped baffles (10) to facilitate material flow. These baffles serve to distribute the material in the interior of the trolley more evenly. In the lower portion of the hopper (11) there is a lower sliding door (12) that opens to unload the product into the cart. The Vagoneta, in turn, also has sliding doors in its upper portion (13) to receive bulk. In this way, the hopper (11) is pre-loaded, after reaching the car, the sliding doors of the car (13) and hopper (12) open, loading the vehicle. As this way the loading process will not take more than 30 seconds,

In FIGURE 5 we have shown the front view of the loading system for solid bulk. In this system, the product comes from the lung pile (14), passing through the conveyor belt (9) and being unloaded into the hopper (15). Afterwards, the product (17) is unloaded in the car (16) through the opening of the sliding doors of the hopper and the car.

In FIGURE 6 we have a perspective bottom view of the cart, showing the upper sliding door (13) where the loading material enters (17), the lower sliding door (18), where the material leaves in the unloading process (20 ). There is also the presence of triangular prismatic baffles (19), which facilitate the flow and unloading of the material. In FIGURE 7 a sectional view is shown, in which there is the material (21) inside the cart (1). This material is discharged (20) through the lower sliding door opening (18), falling in sequence in solid bulk material pile (22). Also noteworthy is the presence of baffles in prismatic profile triangular (19) to streamline and facilitate the material unloading process (20).

In FIGURE 8, the trolleys (1) can be seen unloading the solid bulk material into the piles (22).

In FIGURE 9 the process of unloading the trolleys (1) in warehouse silos (23) is visualized.

In FIGURE 10, the Version for Transporting Liquid or Gaseous Bulks is visualized (24), with an opening for loading liquids and/or gases (25). This version can transport any type of liquid or gas, such as petroleum products, chemicals, soy products, liquid and/or gaseous commodities, etc.

In FIGURE 11, we have the Version for Transporting Dry Cargoes (26), which is equipped with containers (27) similar to those used in aviation, for transporting all types of dry cargo, boxes, objects, products, among others. The car (26) is equipped with 'gull wing' type doors, which open to allow loading (28) and unloading (29) of the containers in an agile and efficient manner.

In FIGURE 12 there is the Version for Transporting Refrigerated Cargo (30). In this version, the refrigerated products are packaged in thermal containers (31), and the interior of the car (30) is also thermally insulated, in addition to being equipped with a refrigeration system that uses electrical energy from the system for the cooling process to refrigerated temperatures inside the cargo compartment. The car (30) is equipped with 'seagull wing' type doors, which open to allow loading (28) and unloading (29) of the thermal containers in an agile and efficient manner.

[0009] In addition to the conventional rail truck (8), which can be installed on this vehicle, the present rail truck indicated in FIGURE 13 is added to this patent. rail, equipped with hollow metal wheels (32), which are guided through a guide wheel system, which includes a steering arm (33) and a guide wheel (34). The axes between the wheels can be seen (35). This image also shows the cylindrical bodywork support stop (36).

In FIGURE 14 there is a front view of the rail truck. The tread (37) of the wheels in contact with the rail is manipulated. In this invention, the tread is composed of an elasto-polymeric material, which translates into lower noise level, greater grip and less wear on the rails when compared to conventional railway wheels. The spring of the suspension system (38) is also used. The truck's connection pivot with the vehicle body can be seen (39). It is also possible to check one of the system axes (40), which is composed of 2 axes for each truck.

In FIGURE 15, there is a front view of the vehicle (1), in which the rail (2) and the rail truck system object of this report can be seen.

In FIGURE 16, the top (A) and side (B) views of the vehicle are shown, highlighting the positioning of the rail truck (41) object of this report. In FIGURE 16, it can also be seen how the pivoting of rail trucks (41) works in curves. In a curve of angle ‘Â\ it is verified that the rail trucks pivot in relation to the body at point ‘P’ (42). Such a system is similar to conventional rail.

In FIGURE 17 there is a top view of the rail truck, where the main wheels of the vehicle (32), the guide wheels (34), the suspension beam (43), the axle (35), the connecting pivot can be seen between the truck and the body (45), the pivoting directional structural platforms (44) and (49), as well as the body stop with the truck (36).

In FIGURE 18 there is a side view of the rail truck, where the main wheels of the vehicle (32), the steering arms (33) and the guide wheels (34) can be seen again. It is important to highlight the anti-derailment device (48), that prevents the vehicle from detaching from the rail in extreme situations. The suspension beam (43) is supported by the springs (38). The axles (35) are laterally used, which are supported on the lower portion of the wheels. This vehicle, due to its constructive characteristic, has hollow wheels (46) the wheels are literally hollow, as it has a fixed internal wheel and an external rolling wheel, connected by bearings.

In FIGURE 19, the rail truck is shown in a schematic top view, and in (A) the vehicle is traveling on straight rails (2), highlighting the main wheels of the vehicle (32), the steering arms ( 33) and guide wheels (34). The pivoting directional structural platforms (49) and (50) pivot at Point 'P\ as seen when the vehicle makes a turn (B), where the directional mechanism of the vehicle in action (63) can be seen, where the platforms pivot between itself in an angle curve 'C\

[0010] One of the greatest innovations of this invention is that the wheels have inside the traction, rolling and braking systems.

In FIGURE 20 it can be seen a cross-sectional view of one of the main wheels of the vehicle (32). This wheel has a tread made of elasto-polymeric material (37), which translates into lower noise level, greater grip and less wear on the rails when compared to conventional railway wheels. The system is provided with an outer wheel (54), which through a conical bearing (55), which in turn connects to the inner wheel (56), enables the inner wheel to remain fixed and the outer wheel to rotate. In addition to this innovation, the system is also equipped with an electric motor inside the wheel, as seen in the cut-away view in question, where the outer wheel turns (59) and the inner wheel turns (58). It is an electric motor inside the wheel, where the rotating part of the motor is attached to the outer wheel (54), and the static part of the electric motor is connected to the inner wheel (56). In addition to these innovations, the brake disc is integrated into the outer wheel (60), and the calipers for brake are affixed to the inner wheel (57). In other words, it is a disc brake system that is inside the wheels, a non-apparent braking system. In view of these constructive characteristics, it is possible to verify that the wheel is cast, as well as its axle being affixed in the lower portion of the inner wheel (fixed) (56). It is important to highlight that, just like the wheels of the traditional railroad mode, the wheels of this system (32) are also conical.

In FIGURE 21 there is an exploded view of the main wheel (32) where the tread of elasto-polymeric material (37) can be seen. This tread, depending on the wear due to the tread, can be replaced by a new tread, keeping the metal wheel. Check the wheel flange (52), the brake calipers (57) that are inside the wheel, as well as the rotating-external (58) and fixed-internal (59) portion of the electric motor / traction system / streaming. Finally, there is the bearing (55), which connects the fixed wheel to the rotating wheel.

In FIGURE 22 there is a sectional front view where the presence of compression springs (61) and traction counter spring (38) can be seen. The compression spring (61) receives the impacts, and the traction counter spring (38) acts as a shock absorber, aiming to stabilize the vehicle. The suspension beam (43) and the truck connection pivot to the vehicle body (45) are also visible.

In FIGURE 23, there is an exploded view, with the wheel systems decoupled from the rail truck, for better visualization, with emphasis on the axle (35), which connects to the lower portions of the wheels, which are hollow and equipped with a traction system/ transmission/electric motor, and brakes inside. In FIGURE 24, the rail truck without wheels is visualized, where there is the main axle (40), the bodywork connection pivot to the truck (45), the bodywork stops (36), the compression springs (61 ) and traction counter-springs (38), the suspension beam (43) and finally the spring chassis (47), which receive the springs and the suspension beam.

In FIGURE 25, for a better understanding, there is an exploded view of the rail truck without the wheels, indicating the main axle (40), the bodywork connection pivot to the truck (45), the bodywork stops (36), the compression springs (61) and traction counter springs (38) (8 springs per truck, 4 compression springs and 4 traction counter springs), the suspension beam (43), the spring chassis (47) , the pivoting directional structural platforms (49) and (50), which rotate with each other through the truck pivot (63).

In FIGURE 26, the operation of the vehicle suspension can be seen in a schematic way. In (A) the bodywork (64) has been indicated, connected through the bodywork pivot (45) to the suspension beam (43). To support the roll of the body, there are the body stops (36), and the compression springs (61) and traction counter springs (38). In (B) a clockwise roll of the vehicle suspension is displayed. In (C) there is the operation of the vehicle suspension in counterclockwise scrolling.

[0011] This vehicle, like a road vehicle, has a turn return system, similar to the effect in a car of returning the steering wheel to neutral position when it is released after a curve.

In FIGURE 27, in (A) a curve to the left (C) is exemplified, with the pivot of the truck (63) rotating at point 'P\ and then, in (B) the return of the system to the straight path (R ). This device is possible thanks to the truck pivot mechanism (63) illustrated in Image 28, in detail (65), where this system allows the vehicle to return to a straight path, aiming at greater vehicle stability.

[0012] It is noteworthy the fact that this rail truck, one of the objects of this patent, can also be installed in traditional rail cars, with the appropriate design adaptations.

Claims

CLAIM

1 - "IMPROVEMENT INTRODUCED IN HIGH SPEED AUTONOMOUS RAILWAY TRANSPORT MODE" characterized by a wagon (1), a self-propelled vehicle that moves on traditional rails (2), through electric energy supplied by busbars (3) and captured by a pickup rod (4), the vehicles are autonomous and move guided by an automated supervisory system composed of GPS subsystems, track and vehicle sensors and radio signals and electronic hardware, moving at an average speed of 250 km/h, cruise of 350 km/h, with a maximum of 450 km/h.

2 - "IMPROVEMENT INTRODUCED IN HIGH SPEED AUTONOMOUS RAILWAY TRANSPORT MODE" characterized by the system using potential/kinetic energy, where wagon (1) operates at maximum speed taking advantage of the descents to reach even higher speeds, being part of this amortized energy on climbs, as it is of high speed and operates without the need to reduce speed in passages, intersections, viaducts, etc., it accumulates a huge amount of kinetic energy, as well as taking advantage of the potential energy (higher points) to gain speed on the descent subsequent.

3 - "IMPROVEMENT INTRODUCED IN HIGH SPEED AUTONOMOUS RAILWAY TRANSPORT MODE" characterized by the wagons (1) transiting inside this cover (6), composed of high-resistance polymeric material, whose upper portion throughout its entire length is provided with photo cells voltaic (5), and the wagons (1) are equipped with rail trucks (8) equipped with up to 04 electric motors.

4 "IMPROVEMENT INTRODUCED IN MODAL OF

HIGH SPEED AUTONOMOUS RAIL TRANSPORT" characterized by the loading of the trolleys (1) by solid bulk products, coming from the lung pile (14), being carried through a conveyor belt (9) to a hopper (11), this one equipped with triangular-shaped baffles (10), being that in the lower portion of the hopper (11) there is a lower sliding door (12) that opens to unload the product in the carts (1) that are provided with sliding doors in its upper portion (13), in the lower section (18) where there are baffles in triangular prismatic shape (19) for unloading (20) in warehouse silos (23), the carts (1) being able to transport liquids or gases (24) through openings (25).

5 - "IMPROVEMENT INTRODUCED IN MODAL OF

HIGH SPEED AUTONOMOUS RAILWAY TRANSPORT" characterized by the loading of the wagons (1) of dry cargo (26), occurring through containers (27) distributed inside the wagons (1) that are equipped with 'gull wing' type doors, that open allowing the loading (28) and unloading (29) of the containers.

6 - "IMPROVEMENT INTRODUCED IN MODAL OF

HIGH SPEED AUTONOMOUS RAILWAY TRANSPORT" characterized by the loading of the cars (1) with refrigerated loads (30), taking place through thermal containers (31), and the interior of the car (1) is thermally insulated and equipped with a refrigeration system that uses electric energy coming from the system for the cooling process at refrigerated temperatures inside thermal containers (31), which are loading (28) and unloading (29), through 'seagull wing' type doors.

7 - "IMPROVEMENT INTRODUCED IN HIGH SPEED AUTONOMOUS RAILWAY TRANSPORT MODE" characterized by the rail truck (8), consisting of hollow metal wheels (32) which are directed through a guide wheel system (34) which includes steering arm (33) and axles (35) arranged between the wheels (32), which receive a tread (37) composed of elasto-polymeric material, and the suspension beam (43) is provided with a spring chassis ( 47) which holds the traction counter-spring (38), compression spring (61) and centrally of the connection pivot (39), while at the ends of the cylindrical stop (36) for supporting the bodywork and inferiorly of the axles of the system (40) , which is composed of 2 axles for each truck.

8 - "IMPROVEMENT INTRODUCED IN MODAL OF

HIGH SPEED AUTONOMOUS RAILWAY TRANSPORT" characterized in that the system is provided with an outer wheel (54), which through a conical bearing (55), which in turn connects to the inner wheel (56), enables the inner wheel (32) ) remains fixed and the outer wheel (54) rotates, it is equipped with outer (59) and inner (58) turns and internally houses an electric motor, connected to the inner section (56) while the brake calipers are fixed to the inner section ( 57), said brake and integrated into the outer section (60).