CA2477514C - High-speed magnetic train system with two-tier tracks - Google Patents
High-speed magnetic train system with two-tier tracks Download PDFInfo
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- CA2477514C CA2477514C CA002477514A CA2477514A CA2477514C CA 2477514 C CA2477514 C CA 2477514C CA 002477514 A CA002477514 A CA 002477514A CA 2477514 A CA2477514 A CA 2477514A CA 2477514 C CA2477514 C CA 2477514C
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
- B61B13/00—Other railway systems
- B61B13/08—Sliding or levitation systems
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B25/00—Tracks for special kinds of railways
- E01B25/30—Tracks for magnetic suspension or levitation vehicles
- E01B25/305—Rails or supporting constructions
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- Civil Engineering (AREA)
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- Transportation (AREA)
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Abstract
The invention relates to a high-speed magnetic train system with two-tier tracks, comprising a guide system (4), mounted on struts, whereby above the guide system (4) an upper track (12) and below it a lower track (11) are disposed on which vehicles (1) are displaced by means of magnetic train technology. Every vehicle (1) comprises at least two drive and guide units (2), disposed opposite each other above and below the vehicle (1) and associated pair-wise. These drive and guide units are used to optionally place the vehicle (1) on the upper track (12) or suspend it from the lower track (11) and displace it on the respective track (11, 12), thereby allowing an orbital operational mode of the vehicles (1). The vehicles (1) travel on the upper track (12) exclusively in the one direction of travel (18) an on the lower track (11) exclusively in the other direction of travel (18').
Description
High-Speed Magnetic Train System with Two-Tier Tracks Specification The invention relates to a high-speed magnetic train system with two-tier tracks.
High-speed magnetic train systems are viewed as an alternative to the wheel/rail system of conventional trains, for the transport of passengers and freight, since travel speeds that cannot be reached with the wheel/rail system, or can only be reached with difficulty, are achieved with such high-speed train systems. Speeds higher than 400 km/h have already been achieved with the German Transrapid system, in particular, but also with other high-speed magnetic train systems.
However, a disadvantage of the high-speed magnetic train systems known until now is their low capacity utilization with regard to the passenger capacities that can be achieved, since the lines are actually planned for only a single track, in some parts, because of the high costs for the track on struts. This makes it necessary to plan passing points for the oncoming traffic, and to drive at lower cycle sequences, and to coordinate the travel directions accordingly. As a result, the advantages of the high travel speeds are lost again, to some extent.
Tt is therefore kr:own, for exarnple from DE 196 38 578 Al, to equip a transport system for rail-guided trains with a configuration of the track in which trains can travel on a track on struts, above and below the guide system, whereby here a separation is provided between high-speed train traffic that runs on the line above the guide system, and train traffic that makes constant stops, for example local passo.nger transit, that rurls on the line below the guide systern. In this way, uncoupiing of the two separate lines is achieved, which clearly improves the capacity utilization of the track. However, it is a Ci~sadvantage in this connection that the problem of the oncomirig traffic is still unresolved, to a great extent, so that here again, corresponding passing points have to be provided, or a second line with the corresponding high track costs has to be bujlt, in parallel.
Furthermore, it is known from DE 198 58 066 Al to arrange a rail system also for magnetic suspended trains, rotated by quasi 90 degrees, so that the trains run to the left and the right of the c3uide system. While it is possible to achieve a corresponding doubling of capacity here, too, with only a single rail system, the menhanical stresses on the trains are significantly higher, and the problem of the oncoming traffic continues to be ur1 resolved, to a great extent.
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It is therefore the task of the present invention to further develop a high-speed magnetic train system of the type as stated in the preamble, in such a manner that the use of the vehicles can be handled significantly more flexibly than in the case of known systems.
According to an aspect of the invention, there is provided high-speed magnetic train system with two-tier tracks, consisting of a guide system mounted on struts, in which an upper track is arranged above the guide system, and a lower track is arranged below it, on which vehicles can be displaced using magnetic train technology, wherein every vehicle has at least two drive and guide units, arranged opposite one another above and below the vehicle and built up essentially identically, and assigned to one another in pairs, with which the vehicle can be optionally set onto the upper track or suspended from the lower track, and can be displaced on the respective track.
The invention proceeds from a high-speed magnetic train system with two-tier tracks, consisting of a guide system mounted on struts, in which an upper track is arranged above the guide system, and a lower track is arranged below it, on which vehicles can be displaced using the magnetic train technology. Such a high-speed train system is developed further, in a manner according to the invention, in that every vehicle has at least two drive and guide units, arranged opposite one another above and below the vehicle, and assigned to one another in pairs, with which the vehicle can be optionally set onto the upper track or suspended from the lower track, and can be displaced on the respective track. The result achieved by this is that every vehicle can run optionally on the lower track or the upper track, and therefore can be used more flexibly than in the case of the known two-tier magnetic train systems. As a result, in a furl.her embodiment, a vehicle that is being driven on the lower L.rack iri the one direction, for example, can be used in the oppositc direction again, immediately, on the other track, thereby making it possible for the vehicles to be run in circulating operation, so that the vehicles on the track arranqed at. the top, on a structure that has approximately a double-'i' profile, exclusively run in the one direction of travel, anci those on the lower track exclusively run in the other direction of travel. As a result, a significant savings potenLial is achieved as compared with conventional transport systems, since the track can be used in significantly better manner, and the investment costs for the track on which the traffic can run in two directions at the same time are sigr-.ifir_antly reduced as compared with two lines that run parallel to orle another.
ln a first embodiment, it is possible that the drive and guide units that belong to one another in pairs, in each instance, are arranged fixed in place on the top and the bottom of the vehicle.
Anoi:her embodiment provides that the drive and guide units that belong to one another in pairs, in each instance, are arranged on the vehicle in such a manner, preferably so that they can be flipped in or out, so that only the drive and guide units that are reauired, in each instance, at the top or the bottom of the ~/
vehicle, respectively, are in use during operation, i.e. are flipped out. In particular, if the drive and guide units that arc not needed can be pivoted in behind paneling components of Lhe vehicle, so that they are covered, the aerodynamics of the vehicies, which make up a high proportion of the energy corsLimption of the entire system, are advantageously influenced, whilc at the same time allowing full flexibility of the use of the vehicles on the lower track or, alternatively, on the upper Lrack. Of eourse the drive and guide units can also be brought into and out of engagement with the guide system in a way other than flipping them.
it is advant.ageous if, at the end of the track, the vehicles can he switched to the other track, in each instance, by means of a swztching station. In this way, it can be assured that a vehicle that arrives at the end of a track can be used again on the other track, in the opposite direction, immediately, and does not have to be returned to the starting point of travel, with t.he known problems of oncoming traffic and capacity utr1.1 ization of the line. It is advantageous, in this connection, if the vehicles are switched at the end of the track by means of a vertica] elevator between the upper track and the lower track, which elevator can be formed, for example, from a horizontal track segment that can be changed in height by way of lifting devices, with which the vehicle is switched between the upper traic:k anci the lower track, after it drives onto this segment.
S
auch an elevator is a configuration of the switching movement, that is simple in design and technically reliable.
yt is also possible that the vehicles are switched between the upper track and the lower track, at the end of the track, by means of ramp-shaped switching segments having rising or falling track segments, which switch the upper track to the lower track, and vice versa, in the form of an X-switch. In this connection, care is necessary to ensure that an appropriate switch position for the vehicles is guaranteed within these switching segments.
It is furthermore possible that the vehicles are turned at the end of the track, by means of a turning device, in such a manner that they are turned into the opposite direction of travel, by means of rotation about their height axis. Such a turning devicP, for example in the form of a turntable that can also be acijusted in height, makes it possible for every vehicle to be equipped only in such a manner that a single driver's station must be provided for a train, which can then be rotated into the new direction of travel, in each instance, by turning the train.
In this way, the control technology of the vehicles is signif i.cantly more simple and cost-effective. Of course it i.s a].so possible, in a different embodiment, that the vehicles have driver's stations ori both sides, in their end regions, and can bP run in both directions, without being turned.
Another advantageous embodiment provides that the vehicles are equipped with separate traveling mechanisms, preferably tx-aveling mechanisms with tires, which can be moved in and out, fcir leaving the tracks or being moved onto the tracks, respectively, with whieh they can be uncoupled from the track, in eac:h instance, at special transfer-in and transfer-out regions_ In this way, it is possible to pull out individual vehicles, or even entire trains composed of the vehicles, from circulating traffic, or to put them in, at appropriate platform-shape.d Lransfer-in and transfer-out regions, separate for each of the two tracks. Such traveling mechanisms, which can also be combined with appropriate steering devices, if necessary, therefore allow each vehicle to become drivable even independent of the track of the magnetic train system, particularly if corresponding drives act on the traveling mechanism.
In one emhodiment, it is possible that the vehicles are fitted out for passenger transport. Of course it is also possible that the vehicles are fitted out for freight transport, for example if they have accommodation devices for common transport units such as containers and the like, which can be accommodated in the transport spaces of the vehicles. In this way, point-to-point transport of goods also becomes possible, in the form of a type of freight drone, which transport guides the vehicles by meari$ of remote control, i.f applicable also under automatic control.
~
Another improvement. in the utilization of the hiqh-speed magnetic train system can be achieved in that other transport sysL.ems for freight or passenger transport are provided in the region of the track, with which the required construction space in the course of constructing the line can be utilized even more intensively. These can be, for example, transport systems that run in transport pipes, or small-volume transport systems. In this way, comp.lete combination systems for transport purposes can be built up, which require only a single line for their impiementation.
Another embodiment provides that the tzack can be divided up into two spatially separate track segments over its course, particularly at stops, and then brought together again, whereby the upper track and the lower track can be brought to esscnl.ia.lly the same height level by means of ramp-shaped switching segments having rising or falling track segments.
'1.'his configuration can be utilized, for example, in train stations, so that both tracks can be laid in such a manner that both the vehicles that run on the upper track and those that run on the lower track can stop at the same platforms, so that it is not necessary to provide separate platform levels for each track.
Of course, such a configuration can also be utilized at other locat i on5 of the coux'-se of the track, where it is not possible.
to arrange the tracks on top of one another due to geographic conditions or the like, for example.
A particularly preferred embodiment of the high-speed magnetic train system according to the invention, having a two-tier track, is shown in the drawing.
Trz i s shows:
Figurc 1 - a first embodiment of the high-speed train system according to the invention, with a vehicle having drive and guide units for a guide sysLem, arranged at the top and the bottom, Figure 2 - track change of a vehicle of the high-speed magnetic train system according to the invention, usirlg an elevator device, Figure 3-- a schematic representation of the arrangement of vehicles on the guide system supported on struts, Figure 4 circulating operation of the high-speed magnetic train system according to the invention, with elevator devices arranged at the ends of the guide systi.+arn.
Figure 1, in a very schematic representation, shows how a high-speed train system according to the invention, with a vehicle 1, can be arrangeci on two guide systems 4, shown with a broken line, approximately in a double-T shape, using the drive and guide uniLs 2. In this connection, each guide system 4 consists of a lower track 11 and an upper track 12, which are connected with one another by way of a center piece. Such guide systems are funciamenrally known, from the development of the Transrapid high-speed magnetic train system, and therefore will not be described further than what is relevant here. For every line, only orie guide system 4 is provided, so that the vehicle 1 is arranged to be displaceable either standing on the lower guide system 4 shown in Figure 1, or suspended from the upper guide system shown iri Figure 1.
Eiz this connection, every vehicle 1 is equipped with at least two drive and guide units 2, which belong to one another in pairs and are arranged above and below the bogies 10 of the vehicle 1; as a rule, two such drive and guide units 2 wil]. be arranged in Lhe front region of the vehicle 1, and in the rear region of the vehicle 1, in each instance, as is evident, for example, from Figure 2 and Figure 4, respeGtively. in this connection, the drive and guide units 2 grip around the upper i_rack 12, or the lower track 11, respectively, from the outside, and thereby establish the magnetic migration fie].d together with the tra4k 11 or 12. Such drive and guide units 2 can be ~~
arranged both above the passenger cabin 10 and below the passenger cabin 10, as indi.cated, whereby only one pair of drive and guide units 2 is in engagement with the tracks 11 or 12, depending on the assignment of the vehicle 10 to the tracks 11 or 12.
In this connection, the drive and guide units 2 are arranged on the vehicle 1 by way of revolute joints 3, not shown in detail, and arc configured to rotate relative to the former, so that the drive and quide units 2 can be flipped away from the track 11 or 12, for example, as is evident in t.he case of the upper vehicle t of Fig. 3. Here it is, of course, also possible that the drive and guide units 2 can be flipped into assigned cavities on the vehicle 7, so that they do not project relative to the outer shape oF the vehicle 1.
Tn this connection, the upper drive and guide units 2 are inl.ended to interact with the lower track 11, and the lower drive and guide units 2 are intended to interact with the upper track 12. Figuratively speaking, the vehicle 1 is susperided from the upper drive and guide units 2 during travel on the lower track 11, while it stands on the lower drive and guide units 2 during travel on the upper track 12. As is particularly evident in Figure 3, double utilization of the guide system 4, which is constructed on the ground, supported on struts 17, can therefore be achieved. A3 a result, circulating operation of M.~.... .~.,~.....~ ~. , . . _. .,.,.....,.w~....~.~. .~...
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the vehicles 1 on the guide system 4 is possible, as will be evident in greater detail in Figure 4, so that the problems of oncoming traffic on the same line, which could not be avoided unLil now, can be avoided. Within the struts 17 or adjacent to these struts 17, other transport systems, not shown here, can also be arranged, which allow additional utilization of the space required for the line of the high-speed magnetic train syste+m, and thereby also make it possible to canstruct combinatiori systems.
Above ancl below the passenger compartment 10, which has seats 8 tor transporting passengers or ac:commodations for transport freight 9, drive units 5 for establishing the electromagnetic field are only indicated schematically. In the center region of the vehacle 1, there are two sets of traveling mechanisms 6 with tires, below the passenger compartment 10, which are connected with one anoLher by way of an axle 7. By means of these Lraveling mechanisms 6, 7, it is possible to release vehicles 1 from the guide system 4, in a manner that will be described in great.er detail below, in that the traveling mechanisms 6, 7 are moved out through openings, not shown, downward, under the bott.om of the vehicle 1, and thereby can come into rolling contact with a substratum. If the vehicle 1 is passed over such a substratum at transfer-out and transfer-in stations specially provided for this purpose, on the track 11 or 12, the traveling me.chanism 6, 7 can be brought into engagement with the U-substratum and then the connection with the track 11 or 12 can be released, for example by means of flipping away the drive and guide units 2. In particular, if the traveling mechanism 6, 7 is alSo driven, the vehicle 1 can then be moved away f'rom the guide svstem 4 like a normal vehicle 1. In this way, it is possible to riewly combine corresponding vehicles 1, to load them, csr to Lake them out. of circulating operation for repair purposes.
In Fiqure 3, and again in Fi,gure 4, it can be better seen that the vehi.cles 1 run in circulating operation on the guide system 4 and the tracks 11 and 12 arranged on it, in such a manner that the vehicles 1 on the upper track 12 run in the direction of travel ]$, and those on the lower track 11 run in the direction of travel 18'. Of course, the guide system 4 indicated only sc:homatically here, as a short track 11, 12, can have appropr i ate lengths.
At the end;s 19 of the guide system 4, elevators 20 can be seen, in each instance, with which the vehicles 1 can be switched from the upper track 12 to the lower track 11 and vice versa, in a manner that will be described in greater detail below. As a result, a vehicle 1 can be in almost constant use, without the vehicles 1 having to be brought back to a starting point or the problem of oncoming traffic on the same line coming up. Also, t.he area requirement, i.e. space requirement for the devices for switching the vehicles 1 is extremely slight.
Tn this corinection, the vehicles 1 are in engagement with the guide system 4 only with the drive and guide units 2 that are assigned to the track 11 or 12, in each instance. The other drive and guide units 2 are flipped in, as already described, or are simply left in their starting position.
Switching of the vehicles 1 is shown schematically, in detail, once again in Figure 2, and the sequence can be seen in greater detail in Figure 4. Here, the vehicle 1 that is supposed to ne switched is ciriven onto an elevator device or turning device 13, in the form of a segment of the guide system 4, in the incoming or outgoing direction 15, which segment is long enough to be able to carry the vehicle 1 in its entire length. Depending on whether the vehicle I was currently being run on the upper track 12 or the lower track 11, it is moved onto the corresponding track 11 or 12 of the elevator/turning device 13. This e7evator/turning device 13 then performs a vertical lifting movemc:nl~- 16 or lowering movement, using devices not shown in qrPater detail, and can also rotate about an axis of rotation 14, sinlila= to a turntable. This can be utilized to change the direction of travel 18, 18' of the vehicle 1, so that only one driver's station has to be provided for every vehicle 1. Yt is understood that not only individual vehicles 1, but also entire t:rains composed of vehicles 1 can be switched or turned in the samo manner.
~7 After L.ne lifting or lowering movement 16 has been carried out and, if applicahle, after the turning movement 14 has been carried out, the vehicle 1 is then brought back to the corresponding height of track 11, 12, on which the vehicle 1 is now supposed to run. Then the vehicle 1 can be transferred to Lhe guide system 4 again, in the incoming/outgoing direction 15.
ls Reference Number List 1 - vehicle 2 - drive and guide unit 3 - revolute .joint 4 - guide system - drive 6 - traveling mechanism 7 - axle a - passenger seat 9 - transport freight - passenger cabin ;" - lower track 12 - Lapper track 13 - elevator/turning device 14 - turning device - incoming/outgoing direction 16 - lifting/lowering device 17 - struts 18, 18' - direction of travel 19 - end of track - switching station/elevator ~~
High-speed magnetic train systems are viewed as an alternative to the wheel/rail system of conventional trains, for the transport of passengers and freight, since travel speeds that cannot be reached with the wheel/rail system, or can only be reached with difficulty, are achieved with such high-speed train systems. Speeds higher than 400 km/h have already been achieved with the German Transrapid system, in particular, but also with other high-speed magnetic train systems.
However, a disadvantage of the high-speed magnetic train systems known until now is their low capacity utilization with regard to the passenger capacities that can be achieved, since the lines are actually planned for only a single track, in some parts, because of the high costs for the track on struts. This makes it necessary to plan passing points for the oncoming traffic, and to drive at lower cycle sequences, and to coordinate the travel directions accordingly. As a result, the advantages of the high travel speeds are lost again, to some extent.
Tt is therefore kr:own, for exarnple from DE 196 38 578 Al, to equip a transport system for rail-guided trains with a configuration of the track in which trains can travel on a track on struts, above and below the guide system, whereby here a separation is provided between high-speed train traffic that runs on the line above the guide system, and train traffic that makes constant stops, for example local passo.nger transit, that rurls on the line below the guide systern. In this way, uncoupiing of the two separate lines is achieved, which clearly improves the capacity utilization of the track. However, it is a Ci~sadvantage in this connection that the problem of the oncomirig traffic is still unresolved, to a great extent, so that here again, corresponding passing points have to be provided, or a second line with the corresponding high track costs has to be bujlt, in parallel.
Furthermore, it is known from DE 198 58 066 Al to arrange a rail system also for magnetic suspended trains, rotated by quasi 90 degrees, so that the trains run to the left and the right of the c3uide system. While it is possible to achieve a corresponding doubling of capacity here, too, with only a single rail system, the menhanical stresses on the trains are significantly higher, and the problem of the oncoming traffic continues to be ur1 resolved, to a great extent.
....~ ,.,_ ..w...~ ~.~
It is therefore the task of the present invention to further develop a high-speed magnetic train system of the type as stated in the preamble, in such a manner that the use of the vehicles can be handled significantly more flexibly than in the case of known systems.
According to an aspect of the invention, there is provided high-speed magnetic train system with two-tier tracks, consisting of a guide system mounted on struts, in which an upper track is arranged above the guide system, and a lower track is arranged below it, on which vehicles can be displaced using magnetic train technology, wherein every vehicle has at least two drive and guide units, arranged opposite one another above and below the vehicle and built up essentially identically, and assigned to one another in pairs, with which the vehicle can be optionally set onto the upper track or suspended from the lower track, and can be displaced on the respective track.
The invention proceeds from a high-speed magnetic train system with two-tier tracks, consisting of a guide system mounted on struts, in which an upper track is arranged above the guide system, and a lower track is arranged below it, on which vehicles can be displaced using the magnetic train technology. Such a high-speed train system is developed further, in a manner according to the invention, in that every vehicle has at least two drive and guide units, arranged opposite one another above and below the vehicle, and assigned to one another in pairs, with which the vehicle can be optionally set onto the upper track or suspended from the lower track, and can be displaced on the respective track. The result achieved by this is that every vehicle can run optionally on the lower track or the upper track, and therefore can be used more flexibly than in the case of the known two-tier magnetic train systems. As a result, in a furl.her embodiment, a vehicle that is being driven on the lower L.rack iri the one direction, for example, can be used in the oppositc direction again, immediately, on the other track, thereby making it possible for the vehicles to be run in circulating operation, so that the vehicles on the track arranqed at. the top, on a structure that has approximately a double-'i' profile, exclusively run in the one direction of travel, anci those on the lower track exclusively run in the other direction of travel. As a result, a significant savings potenLial is achieved as compared with conventional transport systems, since the track can be used in significantly better manner, and the investment costs for the track on which the traffic can run in two directions at the same time are sigr-.ifir_antly reduced as compared with two lines that run parallel to orle another.
ln a first embodiment, it is possible that the drive and guide units that belong to one another in pairs, in each instance, are arranged fixed in place on the top and the bottom of the vehicle.
Anoi:her embodiment provides that the drive and guide units that belong to one another in pairs, in each instance, are arranged on the vehicle in such a manner, preferably so that they can be flipped in or out, so that only the drive and guide units that are reauired, in each instance, at the top or the bottom of the ~/
vehicle, respectively, are in use during operation, i.e. are flipped out. In particular, if the drive and guide units that arc not needed can be pivoted in behind paneling components of Lhe vehicle, so that they are covered, the aerodynamics of the vehicies, which make up a high proportion of the energy corsLimption of the entire system, are advantageously influenced, whilc at the same time allowing full flexibility of the use of the vehicles on the lower track or, alternatively, on the upper Lrack. Of eourse the drive and guide units can also be brought into and out of engagement with the guide system in a way other than flipping them.
it is advant.ageous if, at the end of the track, the vehicles can he switched to the other track, in each instance, by means of a swztching station. In this way, it can be assured that a vehicle that arrives at the end of a track can be used again on the other track, in the opposite direction, immediately, and does not have to be returned to the starting point of travel, with t.he known problems of oncoming traffic and capacity utr1.1 ization of the line. It is advantageous, in this connection, if the vehicles are switched at the end of the track by means of a vertica] elevator between the upper track and the lower track, which elevator can be formed, for example, from a horizontal track segment that can be changed in height by way of lifting devices, with which the vehicle is switched between the upper traic:k anci the lower track, after it drives onto this segment.
S
auch an elevator is a configuration of the switching movement, that is simple in design and technically reliable.
yt is also possible that the vehicles are switched between the upper track and the lower track, at the end of the track, by means of ramp-shaped switching segments having rising or falling track segments, which switch the upper track to the lower track, and vice versa, in the form of an X-switch. In this connection, care is necessary to ensure that an appropriate switch position for the vehicles is guaranteed within these switching segments.
It is furthermore possible that the vehicles are turned at the end of the track, by means of a turning device, in such a manner that they are turned into the opposite direction of travel, by means of rotation about their height axis. Such a turning devicP, for example in the form of a turntable that can also be acijusted in height, makes it possible for every vehicle to be equipped only in such a manner that a single driver's station must be provided for a train, which can then be rotated into the new direction of travel, in each instance, by turning the train.
In this way, the control technology of the vehicles is signif i.cantly more simple and cost-effective. Of course it i.s a].so possible, in a different embodiment, that the vehicles have driver's stations ori both sides, in their end regions, and can bP run in both directions, without being turned.
Another advantageous embodiment provides that the vehicles are equipped with separate traveling mechanisms, preferably tx-aveling mechanisms with tires, which can be moved in and out, fcir leaving the tracks or being moved onto the tracks, respectively, with whieh they can be uncoupled from the track, in eac:h instance, at special transfer-in and transfer-out regions_ In this way, it is possible to pull out individual vehicles, or even entire trains composed of the vehicles, from circulating traffic, or to put them in, at appropriate platform-shape.d Lransfer-in and transfer-out regions, separate for each of the two tracks. Such traveling mechanisms, which can also be combined with appropriate steering devices, if necessary, therefore allow each vehicle to become drivable even independent of the track of the magnetic train system, particularly if corresponding drives act on the traveling mechanism.
In one emhodiment, it is possible that the vehicles are fitted out for passenger transport. Of course it is also possible that the vehicles are fitted out for freight transport, for example if they have accommodation devices for common transport units such as containers and the like, which can be accommodated in the transport spaces of the vehicles. In this way, point-to-point transport of goods also becomes possible, in the form of a type of freight drone, which transport guides the vehicles by meari$ of remote control, i.f applicable also under automatic control.
~
Another improvement. in the utilization of the hiqh-speed magnetic train system can be achieved in that other transport sysL.ems for freight or passenger transport are provided in the region of the track, with which the required construction space in the course of constructing the line can be utilized even more intensively. These can be, for example, transport systems that run in transport pipes, or small-volume transport systems. In this way, comp.lete combination systems for transport purposes can be built up, which require only a single line for their impiementation.
Another embodiment provides that the tzack can be divided up into two spatially separate track segments over its course, particularly at stops, and then brought together again, whereby the upper track and the lower track can be brought to esscnl.ia.lly the same height level by means of ramp-shaped switching segments having rising or falling track segments.
'1.'his configuration can be utilized, for example, in train stations, so that both tracks can be laid in such a manner that both the vehicles that run on the upper track and those that run on the lower track can stop at the same platforms, so that it is not necessary to provide separate platform levels for each track.
Of course, such a configuration can also be utilized at other locat i on5 of the coux'-se of the track, where it is not possible.
to arrange the tracks on top of one another due to geographic conditions or the like, for example.
A particularly preferred embodiment of the high-speed magnetic train system according to the invention, having a two-tier track, is shown in the drawing.
Trz i s shows:
Figurc 1 - a first embodiment of the high-speed train system according to the invention, with a vehicle having drive and guide units for a guide sysLem, arranged at the top and the bottom, Figure 2 - track change of a vehicle of the high-speed magnetic train system according to the invention, usirlg an elevator device, Figure 3-- a schematic representation of the arrangement of vehicles on the guide system supported on struts, Figure 4 circulating operation of the high-speed magnetic train system according to the invention, with elevator devices arranged at the ends of the guide systi.+arn.
Figure 1, in a very schematic representation, shows how a high-speed train system according to the invention, with a vehicle 1, can be arrangeci on two guide systems 4, shown with a broken line, approximately in a double-T shape, using the drive and guide uniLs 2. In this connection, each guide system 4 consists of a lower track 11 and an upper track 12, which are connected with one another by way of a center piece. Such guide systems are funciamenrally known, from the development of the Transrapid high-speed magnetic train system, and therefore will not be described further than what is relevant here. For every line, only orie guide system 4 is provided, so that the vehicle 1 is arranged to be displaceable either standing on the lower guide system 4 shown in Figure 1, or suspended from the upper guide system shown iri Figure 1.
Eiz this connection, every vehicle 1 is equipped with at least two drive and guide units 2, which belong to one another in pairs and are arranged above and below the bogies 10 of the vehicle 1; as a rule, two such drive and guide units 2 wil]. be arranged in Lhe front region of the vehicle 1, and in the rear region of the vehicle 1, in each instance, as is evident, for example, from Figure 2 and Figure 4, respeGtively. in this connection, the drive and guide units 2 grip around the upper i_rack 12, or the lower track 11, respectively, from the outside, and thereby establish the magnetic migration fie].d together with the tra4k 11 or 12. Such drive and guide units 2 can be ~~
arranged both above the passenger cabin 10 and below the passenger cabin 10, as indi.cated, whereby only one pair of drive and guide units 2 is in engagement with the tracks 11 or 12, depending on the assignment of the vehicle 10 to the tracks 11 or 12.
In this connection, the drive and guide units 2 are arranged on the vehicle 1 by way of revolute joints 3, not shown in detail, and arc configured to rotate relative to the former, so that the drive and quide units 2 can be flipped away from the track 11 or 12, for example, as is evident in t.he case of the upper vehicle t of Fig. 3. Here it is, of course, also possible that the drive and guide units 2 can be flipped into assigned cavities on the vehicle 7, so that they do not project relative to the outer shape oF the vehicle 1.
Tn this connection, the upper drive and guide units 2 are inl.ended to interact with the lower track 11, and the lower drive and guide units 2 are intended to interact with the upper track 12. Figuratively speaking, the vehicle 1 is susperided from the upper drive and guide units 2 during travel on the lower track 11, while it stands on the lower drive and guide units 2 during travel on the upper track 12. As is particularly evident in Figure 3, double utilization of the guide system 4, which is constructed on the ground, supported on struts 17, can therefore be achieved. A3 a result, circulating operation of M.~.... .~.,~.....~ ~. , . . _. .,.,.....,.w~....~.~. .~...
~.....~..~..
the vehicles 1 on the guide system 4 is possible, as will be evident in greater detail in Figure 4, so that the problems of oncoming traffic on the same line, which could not be avoided unLil now, can be avoided. Within the struts 17 or adjacent to these struts 17, other transport systems, not shown here, can also be arranged, which allow additional utilization of the space required for the line of the high-speed magnetic train syste+m, and thereby also make it possible to canstruct combinatiori systems.
Above ancl below the passenger compartment 10, which has seats 8 tor transporting passengers or ac:commodations for transport freight 9, drive units 5 for establishing the electromagnetic field are only indicated schematically. In the center region of the vehacle 1, there are two sets of traveling mechanisms 6 with tires, below the passenger compartment 10, which are connected with one anoLher by way of an axle 7. By means of these Lraveling mechanisms 6, 7, it is possible to release vehicles 1 from the guide system 4, in a manner that will be described in great.er detail below, in that the traveling mechanisms 6, 7 are moved out through openings, not shown, downward, under the bott.om of the vehicle 1, and thereby can come into rolling contact with a substratum. If the vehicle 1 is passed over such a substratum at transfer-out and transfer-in stations specially provided for this purpose, on the track 11 or 12, the traveling me.chanism 6, 7 can be brought into engagement with the U-substratum and then the connection with the track 11 or 12 can be released, for example by means of flipping away the drive and guide units 2. In particular, if the traveling mechanism 6, 7 is alSo driven, the vehicle 1 can then be moved away f'rom the guide svstem 4 like a normal vehicle 1. In this way, it is possible to riewly combine corresponding vehicles 1, to load them, csr to Lake them out. of circulating operation for repair purposes.
In Fiqure 3, and again in Fi,gure 4, it can be better seen that the vehi.cles 1 run in circulating operation on the guide system 4 and the tracks 11 and 12 arranged on it, in such a manner that the vehicles 1 on the upper track 12 run in the direction of travel ]$, and those on the lower track 11 run in the direction of travel 18'. Of course, the guide system 4 indicated only sc:homatically here, as a short track 11, 12, can have appropr i ate lengths.
At the end;s 19 of the guide system 4, elevators 20 can be seen, in each instance, with which the vehicles 1 can be switched from the upper track 12 to the lower track 11 and vice versa, in a manner that will be described in greater detail below. As a result, a vehicle 1 can be in almost constant use, without the vehicles 1 having to be brought back to a starting point or the problem of oncoming traffic on the same line coming up. Also, t.he area requirement, i.e. space requirement for the devices for switching the vehicles 1 is extremely slight.
Tn this corinection, the vehicles 1 are in engagement with the guide system 4 only with the drive and guide units 2 that are assigned to the track 11 or 12, in each instance. The other drive and guide units 2 are flipped in, as already described, or are simply left in their starting position.
Switching of the vehicles 1 is shown schematically, in detail, once again in Figure 2, and the sequence can be seen in greater detail in Figure 4. Here, the vehicle 1 that is supposed to ne switched is ciriven onto an elevator device or turning device 13, in the form of a segment of the guide system 4, in the incoming or outgoing direction 15, which segment is long enough to be able to carry the vehicle 1 in its entire length. Depending on whether the vehicle I was currently being run on the upper track 12 or the lower track 11, it is moved onto the corresponding track 11 or 12 of the elevator/turning device 13. This e7evator/turning device 13 then performs a vertical lifting movemc:nl~- 16 or lowering movement, using devices not shown in qrPater detail, and can also rotate about an axis of rotation 14, sinlila= to a turntable. This can be utilized to change the direction of travel 18, 18' of the vehicle 1, so that only one driver's station has to be provided for every vehicle 1. Yt is understood that not only individual vehicles 1, but also entire t:rains composed of vehicles 1 can be switched or turned in the samo manner.
~7 After L.ne lifting or lowering movement 16 has been carried out and, if applicahle, after the turning movement 14 has been carried out, the vehicle 1 is then brought back to the corresponding height of track 11, 12, on which the vehicle 1 is now supposed to run. Then the vehicle 1 can be transferred to Lhe guide system 4 again, in the incoming/outgoing direction 15.
ls Reference Number List 1 - vehicle 2 - drive and guide unit 3 - revolute .joint 4 - guide system - drive 6 - traveling mechanism 7 - axle a - passenger seat 9 - transport freight - passenger cabin ;" - lower track 12 - Lapper track 13 - elevator/turning device 14 - turning device - incoming/outgoing direction 16 - lifting/lowering device 17 - struts 18, 18' - direction of travel 19 - end of track - switching station/elevator ~~
Claims (25)
1. High-speed magnetic train system with two-tier tracks, consisting of a guide system mounted on struts, in which an upper track is arranged above the guide system, and a lower track is arranged below it, on which vehicles can be displaced using magnetic train technology, wherein every vehicle has at least two drive and guide units, arranged opposite one another above and below the vehicle and built up essentially identically, and assigned to one another in pairs, with which the vehicle can be optionally set onto the upper track or suspended from the lower track, and can be displaced on the respective track.
2. High-speed magnetic train system as recited in claim 1, wherein each of the pairs of drive and guide units are arranged fixed in place on the top and the bottom of the vehicle.
3. High-speed magnetic train system as recited in claim 1, wherein each of the pairs of drive and guide units are arranged on the vehicle in such a manner so that only the drive and guide units that are required, at the top or the bottom of the vehicle, respectively, are in use during operation.
4. High-speed magnetic train system as recited in claim 3 wherein each of the pairs of drive and guide units are arranged on the vehicle so that they can be flipped in or out.
5. High-speed magnetic train system as recited in claim 3, wherein the drive and guide units that are not needed can be pivoted in behind paneling components of the vehicle, so that they are covered.
6. High-speed magnetic train system as recited in any one of claims 1 to 5, wherein the vehicles can be run in circulating operation, whereby the vehicles on the upper track exclusively run in the one direction of travel, and those on the lower track exclusively run in the other direction of travel.
7. High-speed magnetic train system as recited in any one of claims 1 to 6, wherein at the end of the track, the vehicles can be switched to the other track, by means of a switching station.
8. High-speed magnetic train system as recited in claim 7, wherein the vehicles are switched at the end of the track by means of a vertical elevator between the upper track and the lower track.
9. High-speed magnetic train system as recited in claim 8, wherein the vertical elevator is formed from a horizontal track segment that can be changed in height by way of lifting devices, with which the vehicle is switched between the upper track and the lower track, after driving onto this track segment.
10. High-speed magnetic train system as recited in claim 7, wherein the vehicles are switched between the upper track and the lower track, at the end of the track, by means of ramp-shaped switching segments having rising or falling track segments.
11. High-speed magnetic train system as recited in any one of claims 1 to 10, wherein the vehicles are turned at the end of the track, by means of a turning device, in such a manner that they are turned into the opposite direction of travel by means of rotation about their height axis.
12. High-speed magnetic train system as recited in claim 11, wherein the turning device is configured in the form of a turntable.
13. High-speed magnetic train system as recited in claim 12 wherein the turntable can be adjusted in height.
14. High-speed magnetic train system as recited in any one of claims 1 to 13, wherein the vehicles have driver's stations on both sides, in their end regions, and can be run in both directions.
15. High-speed magnetic train system as recited in any one claims 1 to 14, wherein the guide system has a structure that has approximately a double-T profile.
16. High-speed magnetic train system as recited in any one of claims 1 to 15, wherein the vehicles are equipped with separate traveling mechanisms, which can be moved in and out, for leaving the tracks or being moved onto the tracks, respectively, with which they can be uncoupled from the track, in each instance, at special transfer-in and transfer-out regions.
17. High-speed magnetic train system as recited in claim 16 wherein the separate traveling mechanisms comprise traveling mechanisms with tires.
18. High-speed magnetic train system as recited in any one of claims 1 to 17 wherein the vehicles are fitted out for passenger transport.
19. High-speed magnetic train system as recited in any one of claims 1 to 14, wherein the vehicles are fitted out for freight transport.
20. High-speed magnetic train system as recited in claim 19, wherein the vehicles fitted out for freight transport have accommodation devices for common transport units, which can be accommodated in the transport spaces of the vehicles.
21. High-speed magnetic train system as recited in claim 20, wherein the transportation units are containers.
22. High-speed magnetic train system as recited in any one of claims 19 to 21, wherein the vehicles fitted out for freight transport, transport goods fully automatically, by means of point-to-point transport.
23. High-speed magnetic train system as recited in any one of claims 1 to 22, wherein an automatic control of the vehicles can be carried out by means of remote control.
24. High-speed magnetic train system as recited in any one of claims 1 to 23, wherein other transport systems are provided in the region of the track.
25. High-speed magnetic train system as recited in any one of claims 1 to 24, wherein the track can be divided up into two spatially separate track segments over its course and then brought together again, whereby the upper track and the lower track can be brought to essentially the same height level by means of ramp-shaped switching segments having rising or falling track segments.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE10209319A DE10209319C1 (en) | 2002-02-28 | 2002-02-28 | Magnetic levitation high-speed train system has drive and guidance units above and below rail vehicle cooperating with upper and lower travel rails respectively |
| DE10209319.9 | 2002-02-28 | ||
| PCT/DE2003/000597 WO2003072412A1 (en) | 2002-02-28 | 2003-02-25 | High-speed magnetic train system with two-tier tracks |
Publications (2)
| Publication Number | Publication Date |
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| CA2477514A1 CA2477514A1 (en) | 2003-09-04 |
| CA2477514C true CA2477514C (en) | 2008-03-25 |
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| Application Number | Title | Priority Date | Filing Date |
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| CA002477514A Expired - Fee Related CA2477514C (en) | 2002-02-28 | 2003-02-25 | High-speed magnetic train system with two-tier tracks |
Country Status (5)
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| US (1) | US20050166785A1 (en) |
| AU (1) | AU2003227009A1 (en) |
| CA (1) | CA2477514C (en) |
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| WO (1) | WO2003072412A1 (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE10209319C1 (en) * | 2002-02-28 | 2003-02-13 | Dieter Schramek | Magnetic levitation high-speed train system has drive and guidance units above and below rail vehicle cooperating with upper and lower travel rails respectively |
| GB0428485D0 (en) * | 2004-12-30 | 2005-02-02 | Wagner Wolfgang | A method and device for a rail bound solution of the passenger traffic and transportation of goods for toys too |
| DE102008023086A1 (en) | 2008-05-09 | 2009-11-19 | Torsten Schanz | High-speed magnetic train system has two-tier track and guide system arranged on columns, and vehicle outer contour is formed at roof area or at base area or in front area of vehicle in changeable manner |
| DE102010048819A1 (en) | 2010-10-20 | 2012-04-26 | Roland Lipp | High-speed long-distance traffic system for transporting person or load with rail-guided transport medium, has rail-guided contact-free flying unit provided with drive and suspended load unit established by magnetic fields |
| US8826826B2 (en) * | 2010-11-07 | 2014-09-09 | Irving M. Weiner | Method of providing transportation systems, and method of providing visual images for such systems |
| TWI447058B (en) * | 2011-11-30 | 2014-08-01 | Inotera Memories Inc | Overhead rail guided transport system and implementation method thereof |
| US10787181B2 (en) | 2014-06-12 | 2020-09-29 | Ctrain Corporation | Multiple tier elevated light train |
| US10655278B2 (en) | 2014-06-12 | 2020-05-19 | Ctrain Corporation | Multiple tier elevated light train |
| US9809933B2 (en) | 2014-06-12 | 2017-11-07 | Ctrain Corporation | Multiple tier elevated light train |
| US11214282B2 (en) | 2018-06-29 | 2022-01-04 | Hyperloop Transportation Technologies, Inc. | Method and an article of manufacture for determining optimum operating points for power/cost and helium-air ratios in a tubular transportation system |
| US11242072B2 (en) | 2018-06-29 | 2022-02-08 | Hyperloop Transportation Technologies, Inc. | Method of using air and hydrogen in low pressure tube transportation |
| US11235787B2 (en) | 2018-06-29 | 2022-02-01 | Hyperloop Transportation Technologies, Inc. | Tube transportation systems using a gaseous mixture of air and hydrogen |
| US11230300B2 (en) | 2018-06-29 | 2022-01-25 | Hyperloop Transportation Technologies, Inc. | Method of using air and helium in low-pressure tube transportation systems |
| US10286928B1 (en) | 2018-06-29 | 2019-05-14 | Hyperloop Transportation Technologies, Inc. | Method of using air and helium in low-pressure tube transportation systems |
| US10286927B1 (en) | 2018-06-29 | 2019-05-14 | Hyperloop Transportation Technologies, Inc. | Tube transportation systems using a gaseous mixture of air and helium |
| CN109969723A (en) * | 2019-04-03 | 2019-07-05 | 易视智瞳科技（深圳）有限公司 | A kind of double-layer track transmission method, cascoded rail Transmission system and storage medium |
| CN115323841B (en) * | 2022-10-10 | 2022-12-27 | 成都西交华创科技有限公司 | Turnout based on high-temperature superconducting magnetic suspension traffic system and steering method thereof |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3590743A (en) * | 1969-03-26 | 1971-07-06 | Roy J Larson | Mass transit system |
| DE2213210A1 (en) * | 1972-03-16 | 1973-10-04 | Boes Christian | VACUUM HELIUM PIPE SPEED TRAIN |
| US3882786A (en) * | 1973-05-14 | 1975-05-13 | Gordon Woligrocki | Transit system |
| DE2351493A1 (en) * | 1973-10-13 | 1975-04-17 | Krupp Gmbh | Dual standing and suspended overhead railway system - with some beams equipped for half circle turnover while carrying vehicles |
| GB1557864A (en) * | 1975-09-05 | 1979-12-12 | Univ Sussex | Electromagnetic suspension rallway assembly |
| DE3022361C2 (en) * | 1980-06-14 | 1982-11-18 | SNV Studiengesellschaft Nahverkehr mbH, 1000 Berlin | Double track arrangement |
| US4408736A (en) * | 1981-03-23 | 1983-10-11 | Grumman Aerospace Corporation | Landing gear door mud guard |
| DE4447381A1 (en) * | 1994-12-22 | 1996-06-27 | Tech Entwicklungen Dr Becker G | Monorail system for transporting objects from storage to user |
| DE29612484U1 (en) * | 1996-07-18 | 1997-08-21 | Chen, Xingyu, 51597 Morsbach | Stop for the magnetic railway |
| DE19638578A1 (en) * | 1996-09-20 | 1998-03-26 | Rolf Eisele | Elevated railway system |
| DE19858066A1 (en) * | 1998-12-16 | 2000-06-21 | Ralf Woerzberger | Transporting system to carry passengers or freight has track constructed as upright vertical line and vehicle has vertical framework installed on side |
| DE10209319C1 (en) * | 2002-02-28 | 2003-02-13 | Dieter Schramek | Magnetic levitation high-speed train system has drive and guidance units above and below rail vehicle cooperating with upper and lower travel rails respectively |
-
2002
- 2002-02-28 DE DE10209319A patent/DE10209319C1/en not_active Expired - Fee Related
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2003
- 2003-02-25 WO PCT/DE2003/000597 patent/WO2003072412A1/en not_active Application Discontinuation
- 2003-02-25 AU AU2003227009A patent/AU2003227009A1/en not_active Abandoned
- 2003-02-25 CA CA002477514A patent/CA2477514C/en not_active Expired - Fee Related
- 2003-02-25 DE DE10390716T patent/DE10390716D2/en not_active Expired - Fee Related
- 2003-02-25 US US10/505,891 patent/US20050166785A1/en not_active Abandoned
- 2003-02-25 DE DE10308205A patent/DE10308205B4/en not_active Expired - Fee Related
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| AU2003227009A1 (en) | 2003-09-09 |
| US20050166785A1 (en) | 2005-08-04 |
| WO2003072412A1 (en) | 2003-09-04 |
| DE10308205B4 (en) | 2007-06-06 |
| DE10308205A1 (en) | 2003-09-18 |
| DE10209319C1 (en) | 2003-02-13 |
| CA2477514A1 (en) | 2003-09-04 |
| DE10390716D2 (en) | 2005-01-05 |
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