EA040672B1 - OVERGROUND HIGH-SPEED TRANSPORTATION SYSTEM AND VEHICLE - Google Patents

Description

The claimed invention relates to rail transport, in particular to elevated transport systems, namely, to an elevated high-speed transport system for passenger and goods transportation, and can be used to perform various maneuvers by vehicles (turns, U-turns, transfer to another track, etc. .) when driving on high-speed elevated (installed above the ground at a height of 5-10 m) track transport systems, for example, the type of string transport system.

In order to reduce the traffic flow density on existing land highways and railroads, as well as to increase the speed of vehicles moving along them, solutions related to the placement of railroad tracks above the ground, stretched between special supports (for example, from reinforced concrete or metal). There are proposals for organizing elevated transport systems even in dense urban areas, in which rails are stretched between houses over their roofs [1]. The tracks in such systems are, in the general sense of this expression, rail tracks - monorail, double rail, etc. way. Within the framework of the claimed invention, technical solutions for transport systems, including two-rail tracks, will be considered.

Known suspended two-rail road, which includes a sub-rail base suspended above the ground on ropes using suspensions. The ropes are suspended from both sides of the track on vertical supports. On the under-rail base there are two track rails. The under-rail base includes a continuous row of horizontal transverse fasteners, such as sleepers, or slabs, or beams, on the upper surface of which two track rails are fixed for installation of a rolling stock car on their surface. The axes of symmetry of both rails in space do not intersect with each other anywhere. As a result, it becomes possible to carry out the movement of the rolling stock over the upper surface of the under-rail base and carry out this movement with the help of propellers made in the form of wheel sets, which are interconnected by one common axle [2]. The design of such a transport system is very complex and requires constant monitoring of the condition of the suspensions. In the event of a change in the tension of even one of the suspensions, the position of the under-rail base and, accordingly, the rail track in this section can be destabilized, and, as a result, the safety of vehicle movement will be significantly reduced. In addition, within the framework of this transport system, the possibility of organizing shunting transfers of vehicles, and even more so, the possible forms of implementing such shunting transfers, is not mentioned.

Also known is an elevated transport system, which includes parallel rows of supports installed along the movement, between which are stretched in the direction of movement and fixed at certain heights prestressed guides, forming, in accordance with the height of the vehicle having wheels in the upper and lower parts of the body, the main and additional rolling surfaces located respectively one above the other. The vehicle is mounted with the upper wheels on the main rolling surface, and the lower wheels on the additional one with the ability to control the pressure on the latter using, for example, hydraulic or pneumatic cylinders, thereby ensuring the possibility of movement on both rolling surfaces simultaneously [3]. In the described transport system, traffic safety is increased, especially at high speeds, due to the use of additional upper wheels and the presence of an additional rolling surface for them throughout the entire journey. Such a solution seems to be quite expensive, since it requires almost double the consumption of materials for the arrangement of the rail track. In addition, in it, as in the one described above, the issues of organizing shunting transfers are not resolved.

The presence of additional support wheels / wheelsets is also known from other technical solutions of elevated transport systems from the prior art [4, 5]. But in these technical solutions, additional support wheels / wheelsets are mainly used to stabilize the position of the vehicle on the track. The issues of organizing shunting transfers are not considered in these technical solutions.

Also known is a personal rail transport system, which is made with the ability to move a personal vehicle along single-lane dedicated rail sections of the transfer with a rail gauge of a larger width, located on an elevation from the earth's surface with the possibility of moving from the rail gauge of the urban railway network and returning to it [6]. The rail switching is carried out by means of additional rail wheels of variable gauge provided on the sides of the vehicle, which selectively engage or avoid engagement with various wider gauges of the transport system. In the described transport system, rail gauges of different widths are used (with the same rail gauge of the urban railway network and dedicated rail sections, the system is inoperative), and coordinated extension of additional rail wheels to a given width is required. In this case, it is necessary to provide special additional means of horizontal stabilization of the vehicle in the ascent and descent sections - the transition from the general urban railway system to dedicated rail sections, and vice versa).

At the same time, a city or district transport system is also known, which is based on con

- 1 040672 the concept of using a continuous rail track, i.e. without interruptions and without moving parts of the track, between two terminal stations of the transport system. At the same time, in the zone of stopping areas, rail branches connected with continuous rail tracks by shunting transfers are provided, which can be located both in one and in different horizontal levels. Vehicles are equipped with two different sets of rolling means (wheels/wheelsets), of which the first set allows moving along a continuous rail track, and the second set is activated near shunting sections to ensure the transfer of the vehicle from a continuous track to rail branches. However, such a transport system is mainly land based [7].

Also known is an elevated transport system containing a plurality of pairs of parallel rails stretched between supports to form sections of a plurality of rail tracks for moving a vehicle and at least one passive shunting switch, including at least one additional pair of parallel rails located between the supports to form a section shunting transfer of a rail vehicle from one track section to another and from one track to another. The rails contain horizontal and vertical contact surfaces, while the vehicle is equipped with support elements that are made with the possibility of contact with the specified rail surfaces. In certain forms of implementation of the described transport system, the supporting elements are provided with wheel means of contact with parallel rails. In addition, the vehicle is equipped with adjustable rollers, which are brought into contact with the rails in the shunting section to move the vehicle to another (located above) section of the track [8]. The rail and vehicle structures considered within the framework of such a transport system do not provide for the possibility of organizing a shunting transfer between sections of the rail track located at the same horizontal level. In addition, the system uses rails of a certain profile and imposes restrictions on the dimensions of the width of the vehicle, since it must alternate between the rails. At the same time, according to the totality of general technical features, this elevated transport system can be accepted as a prototype for the claimed one.

Above, within the framework of the description of various transport systems, the design features of vehicles intended for use in these systems were mentioned. At the same time, in almost all the cases considered, vehicles are equipped with additional wheels / wheelsets that perform a variety of functions - from stabilizing the vertical or horizontal position of the vehicle to an element of interaction with the rails of the shunting sections of the rail track.

At the same time, a vehicle from the composition of the urban or district transport system described above can be selected as a prototype for the claimed vehicle, based on a set of common essential features [7].

The analysis of the prior art showed that, despite the differences in the general designs of elevated transport systems and in the forms of execution of their individual structural elements (rails, supports, shunting switches, means of contact of the vehicle with the rails, etc.), they remain common a number of problems related primarily to ensuring safety (for example, the stability of the vehicle, ensuring stable adhesion of the wheels / wheelsets of the vehicle to the rail (s), etc.), as well as the organization of shunting transfers, in particular shunting passive transfers. Ideally, an elevated high-speed rapid transit system should provide the ability to individually and safely, preferably automatically, transfer each vehicle to a selected section of the track at junction/crossing points.

Thus, the object of the invention is to provide an overhead high-speed transport system and a vehicle for it, which would provide the possibility of high-speed and safe passenger and freight transportation. At the same time, the transport system should have a simple design, especially in terms of shunting, which, with the same design and the use of standard rails, should provide the possibility of automatic non-stop transfer of the vehicle to sections of the rail track located both at the same level and at different levels, and also located both parallel and at any angle to each other.

The problem is solved, and the technical results are achieved by the inventive elevated high-speed transport system, containing a plurality of pairs of parallel rails stretched between supports to form a plurality of sections of rail tracks for moving a rail vehicle, and at least one passive shunting switch, including at least one additional a pair of parallel rails located between the supports to form a section for shunting the transfer of a rail vehicle from one section of the rail track to another and from one track to another, while the vehicle is equipped with main and additional shunting wheel means of contact with parallel

- 2 040672 rails. The problem is solved, and the technical results are achieved due to the fact that the rails of the shunting section are not directly connected to the rails of the rail track and are located with an offset in the vertical direction with respect to the corresponding rails of the rail track by the value hp, and the additional shunting wheel means of contact of the vehicle located with the possibility of adjustable change in their position in the vertical direction with respect to the respective main wheel means of contact by the value h _TC , where h _TC is selected from the range from h _TCmin to h _TCmax and h _TCmax corresponds to hp. At the same time, additional shunting wheeled contact means are made with the possibility of interaction with parallel rails of the shunting transfer, and the main wheeled contact means are made with the possibility of interacting with parallel rails of the rail track.

In the inventive elevated high-speed transport system, due to a change in the trajectory (both in vertical and horizontal directions) of laying shunting rails, due to a change in the displacement hp in the vertical direction of the rails of the shunting section with respect to the corresponding rails of the rail track (i.e. beyond by changing the distance in the vertical direction between the rails of the track and shunting), as well as by changing the value h _TC of the displacement of the additional shunting wheeled contact means in the vertical direction relative to the corresponding main wheeled contact means, it is possible to easily and safely change the direction of the vehicle. At the same time, the shunting transfer, in fact, is just a pair of parallel rails, not directly connected to the rails of any sections of the rail tracks. Due to this, there is no need to impose any requirements on the shape of the cross-section of the rails, and shunting transfers of this type can be equipped even in existing elevated rail transport systems without any modernization of existing sections of the track.

As already mentioned above, the trajectory of laying an additional pair of parallel rails can be chosen as necessary for organizing a specific shunting section. In the vertical plane, the trajectory is also given by the displacement value h _p .

So, in a number of preferred forms of implementation, in which the shunting switch connects sections of the rail track located in the same horizontal plane, the offset h _p in the vertical direction of the rails of the shunting section with respect to the corresponding rails of the rail track is chosen constant.

In alternative preferred forms of implementation, in which the shunting switch connects sections of the rail track located in different horizontal planes, the displacement hp in the vertical direction of the rails of the shunting section with respect to the corresponding rails of the rail track is chosen to vary continuously in the range from h _{TC at} h. to h _TCkO n., corresponding to the start and end points of the shunting section. At the same time, the boundary values h _T c _per hour and h _T c _kO n, as a rule, have the same value, which is simultaneously minimal (h _pmin ), and the displacement hp in the specified range continuously increases with respect to the rails of the track section, from which the transfer is carried out, and decreases with respect to the rails of the section of the rail track to which the transfer is carried out, and the constant value h _pmin is maintained on the initial and final sections of the shunting section.

In the preferred forms of implementation of the proposed elevated transport system, the additional shunting wheeled vehicle contact means are made with the possibility of coordinated reciprocating movement in the vertical direction with a change in the value h _TC of their displacement in the vertical direction relative to the corresponding main wheeled vehicle contact means. It is also preferable that additional shunting wheeled contact means are made with the possibility of consistent reciprocating movement in a vertical position with a change in the value h _TC of their displacement in the vertical direction relative to the corresponding main wheeled contact means and with fixation in predetermined positions corresponding to a given value h _TC . This ensures stable adhesion of additional shunting wheel means of contact with the rails of the shunting section, as well as stabilization of the vehicle position when passing the shunting sections.

In the preferred forms of implementation of the inventive elevated transport system, additional shunting wheel contact means can be made in the form of front and rear pairs of shunting wheels, with each shunting wheel located in the guide, while the shunting wheels of each pair are located with the possibility of coordinated reciprocating movement in the corresponding vertical guides placed on opposite sides of the vehicle. Such forms of implementation are most suitable in cases where the parallel rails of the shunting section on each cross section of the shunting section lie on one transverse horizontally oriented straight line.

If, in any cross section of the shunting section, the parallel rails of the shunting section lie on the same transverse straight line located obliquely (at an angle to the horizon), the coordinated reciprocating movement can lead to

- 3 040672 steady contact of one of the shunting wheels of the pair with the corresponding rail of the shunting section. In such implementation forms, it is preferable when the additional shunting wheel means of contact are made in the form of front and rear pairs of shunting wheels, with each shunting wheel located in the guide, while the shunting wheels of each pair are located with the possibility of independent, sensor-controlled reciprocating movement in corresponding vertical guides placed on opposite sides of the vehicle.

The possibility of organizing sections of shunting transfers having a different trajectory in the horizontal and/or vertical direction has already been repeatedly mentioned above.

In this regard, within the framework of the proposed elevated transport system, a number of preferred forms of implementation are possible, among which the following can be mentioned:

the rail track contains two sections located at the same vertical level, between which a technological gap is made, while the shunting transfer section is located in the area of the technological gap above the rail track;

the shunting section is located above two rail tracks, made in the form of continuous intersecting rail tracks, and is laid along a curved trajectory in the horizontal projection, and the shunting rails on the initial segment are parallel to the rails of one of the rail tracks, and on the final segment - parallel to the rails of the second of rail tracks;

the shunting section is located above two rail tracks, and the rail tracks are located at different vertical levels, while at least the upper rail track is made with a technological break, in the zone of which the shunting section is located.

In addition to the preferred, but not limiting forms of implementation mentioned above, forms of implementation are possible in which two or more separate shunting transfer sections spaced apart in space can be performed in one zone. Thus, implementation forms are possible in which the transport system in the zone of a technological gap in the rail track contains at least one additional section of the shunting transfer, while the main section of the shunting transfer is made with the possibility of transferring the rail vehicle through the technological gap in the rail track, and at least one additional - with the possibility of transferring the rail vehicle to the rail track, located on another level in the vertical direction.

At the same time, the additional section of the shunting transfer is made with the possibility of transferring the vehicle to the rail track located at the lower level and/or at the upper level.

The problem is solved, and the technical results are also achieved by the claimed vehicle for the above-described elevated high-speed transport system, containing at least two pairs of main wheel means of contact with parallel rails of rail tracks and additional shunting wheel means of contact with parallel shunting rails. The problem is solved, and the technical results are achieved due to the fact that additional shunting wheel contact means are located on opposite sides of the vehicle and are made in the form of at least front and rear pairs of shunting wheels, where each wheel is located in a corresponding guide placed along opposite sides, with the possibility of reciprocating movement in it in the vertical direction.

In various alternative preferred forms of implementation of the proposed vehicle, the shunting wheels can be located with the possibility of coordinated reciprocating movement in pairs in the corresponding vertical guides with fixation of one of the given positions or with the possibility of independent, controlled by position sensors, preferably made in the form of gyroscopes, reciprocating translational movement in the corresponding vertical guides with fixation of one of the given positions.

The above-mentioned and other advantages and benefits of the proposed elevated high-speed transport system and the vehicle for it will be further discussed in more detail on some preferred, but non-limiting examples of implementation with reference to the positions of the figures, which are schematically presented:

fig. 1 is a side view of a fragment of the overground transport system in the area of the initial segment of the shunting transfer section with moving vehicles;

fig. 2 is a side view of a fragment of the elevated transport system in the area of the initial segment and the central section of the shunting transfer with moving vehicles;

fig. 3 is a side view of a vehicle being transferred to another section of the rail track at the initial segment of the shunting section;

fig. 4 is a top view of the intersection of two rail tracks with sections of shunting transfers;

fig. 5-9 - a diagram of the organization of a shunting transfer in a technological gap in a rail track in various forms of implementation (in a side view);

fig. 10, 11 - a diagram of the organization of a shunting transfer in a technological gap in the rail track

- 4 040672 in various forms of implementation (in the top view).

In FIG. 1 schematically shows a side view of a fragment of the elevated transport system in the zone of the initial segment of the shunting transfer section, and in Fig. 2 - in the area of the initial segment and the central section of the shunting transfer with moving vehicles.

The elevated high-speed transport system contains a plurality of pairs of parallel rails 1 stretched between supports 2 to form a plurality of sections 3 of rail tracks for moving a rail vehicle 4.

The elevated transport system also contains a passive shunting transfer, including at least one additional pair of parallel rails 5 located between the supports 6 with the formation of a section 7 of the shunting transfer of the rail vehicle 4 from one section 3 of the rail track to another and from one rail track to another. The rails 5 of the section 7 of the shunting transfer are not directly connected to the rails 1 of the section 3 of the track and are offset in the vertical direction with respect to the corresponding rails 1 of the section 3 of the track by the value hp. The vehicle is equipped with main and additional shunting wheel contact means, in the presented form of implementation, made in the form of main and shunting wheels 8, 9, respectively.

In FIG. 3 is a schematic side view of a vehicle 4 being transferred to another section of the track in the initial section of the section 7 of the shunting transfer. The vehicle is equipped with main 8 and shunting wheels 9. Shunting wheels 9 of the vehicle are located with the possibility of adjustable change in their position in the vertical direction (indicated by double-headed arrows) relative to the corresponding main wheels 8 by the value h _TC , where h _TC is selected from the range from h _TCmin to h _TCmax , h _TCmax corresponds to hp. The shunting wheels 9 are configured to interact with the parallel rails 5 of the shunting section 7, and the main wheels 8 are configured to interact with the parallel rails 1 of the section 3 of the rail track.

In FIG. 4 schematically shows in top view one of the possible forms of intersection of two sections 10, 11 of rail tracks with sections 12, 13 of shunting transfers by vehicles 4 moving along them. Sections 12, 13 of the shunting transfer are located above two sections 10, 11 of rail tracks made in the form of continuous tracks. Sections 12, 13 of the shunting transfer are laid along a curved path in the horizontal plane, and the rails (not indicated by the position in the drawing) of each section 12, 13 of the shunting transfer on the initial segment are parallel to the rails (not indicated by the position in the drawing) of one of the sections 10, 11 of the rail ways, and on the final segment - parallel to the rails (position in the drawing is not indicated) of the second of sections 11, 10 rail tracks.

In FIG. 5-9 shows a diagram of the organization of a shunting transfer in a technological gap in a rail track in various forms of implementation (in a side view); the vertical displacement hp of the rails of the shunting section with respect to the respective rails of the track in the embodiment of FIG. 8, as well as the upper section of the shunting switch in the form of implementation according to FIG. 9 is chosen permanent.

In FIG. 5 schematically shows the rail track, divided into sections 14, 15 located in the same horizontal plane by arranging a technological gap 16 with a technological rail section traditionally provided in it (technological rail 17). In the presented form of implementation, the technological gap is made to secure the tension strings supporting the rail track to the anchor support installed on the ground (the elements of the fastening system are shown schematically in the drawing, but are not indicated by positions due to their insignificance).

To mount the section 18 of the shunting transfer, the technological rail 17 is dismantled (Fig. 6). Thus, the transport system in this area is a rail track that contains two sections 14, 15 located at the same vertical level, between which a technological gap 16 is made, while the shunting section 18 is located in the area of the technological gap 16 above the sections 14, 15 rail track. In this case, the vertical displacement hp of the rails of the shunting section 18 with respect to the corresponding rails of the sections 14, 15 of the track is chosen constant. The vehicle 19 overcomes the zone of technological gap 16 on the site 18 of the shunting transfer.

In FIG. 8, an additional shunting section 20 is provided in the zone of technological break 16 for transferring the vehicle 21 from the section 14 of the track to the section 22 of the track located at a lower level. In this case, the vehicle 19 overcomes the zone of technological gap 16 along the section 18 of the shunting transfer.

In FIG. 9 shows an implementation form in which, in addition to the implementation form of FIG. 8 in the area of technological break 16 there is another additional shunting section 23 for transferring the vehicle 24 from the section 14 of the rail track to the section 25 of the rail track located at a higher level.

- 5 040672

In the fig. 8 and 9 forms of implementation of the displacement hp in the vertical direction of the rails sections 20 and 23 shunting with respect to the corresponding rail sections 14, 22 of the rail track is selected continuously varying in the range from h _pini . to h _pcon . corresponding to the start and end points of the shunting section.

In FIG. 10-11 in the top view shows a diagram of the organization of shunting in the technological gap of the rail track in the form of implementation, in which the technological gap is made by deflecting the rails with the formation of sections 26, 27 of the rail track. The principles of implementation and placement of shunting sections 28 for such forms of implementation are similar to those considered in connection with the description of FIG. 7-9.

As regards the proposed vehicle for an elevated high-speed transport system, one of the possible implementation forms is discussed in more detail in Fig. 3, where a schematically depicted vehicle contains two pairs of main wheels 8 and two pairs of additional shunting wheels 9. Shunting wheels 9 are located on opposite sides 29 and are made in the presented form of implementation in the form of front and rear pairs of shunting wheels 9, with each shunting wheel 9 is located in the corresponding guide 30 with the possibility of reciprocating movement in it in the vertical direction (indicated by double-headed arrows).

Within the framework of the inventive elevated transport system, depending on the organization of the sections of the rail track, the shunting wheels can be located both with the possibility of reciprocating movement coordinated in pairs in the corresponding vertical guides, including fixing one of the given positions, and with the possibility of independent, controlled by position sensors, made preferably in the form of gyroscopes, reciprocating movement in the corresponding vertical guides, including fixing one of the specified positions. Drawings such forms of execution are not illustrated, but will be clear to experts in this field of technology.

The inventive elevated high-speed transport system and the inventive vehicle in its composition operate as follows.

The transport system as a whole may contain any of the mentioned sections 3, 10, 11, 14, 15, 22, 25, 26, 27 or similar sections of the rail track and their corresponding sections 7, 12, 13, 18, 20, 23, 28 maneuver translation. All sections are made in the form of parallel rails stretched between supports 2 (for sections of the rail track) and 6 (for sections of the shunting transfer), and have specified characteristics (length, straight or curved trajectory in the horizontal and / or vertical direction, height above the surface land, etc.). Plots may also be referred to as overhead lines.

The vehicle 4, moving at high speed along the main (rectilinear) section 3, rests on the rails 1 of the specified section with its main wheels 8. On the vehicle 4, along its sides 29, vertical guides 30 are located, each of which has one additional shunting wheel 9. Typically, the vehicle 4 is equipped with two pairs of shunting wheels 9, and the shunting wheels are mounted for reciprocating movement in the respective vertical guides 30. The shunting wheels can also be installed with the possibility of locking them in one of the given positions:

on duty (extreme lower);

working (upper position).

In this case, in the presence of several sections 18 and 20; 18, 20 and 23 shunting transfers in one zone, several operating positions can be provided (position(s) between the lowest and the highest).

Sections of the shunting transfer 7, 12, 13, 18, 20, 23, 28 perform the function of a passive turnout of the vehicle 4 from one section of the track to another. Shunting sections 7, 12, 13, 18, 20, 23, 28 are formed by rails 5, which are not directly connected to rails 1, are located above (with offset hp in the vertical direction) rails 1. Rails 5 can be located both parallel to rails 1 throughout the entire section 3, 14, 15, 26, 27 of the shunting transfer and form a straight section 18, 28 of the shunting transfer, and have a curvilinear in the vertical (shunting sections 7, 20, 23) and / or horizontal (shunting sections 12, 13 ) plane trajectory with the location of the initial and final segments of the shunting sections parallel to the rails of the corresponding sections 3, 10, 11, 14, 22, 25 of the rail track.

If it is necessary to perform a maneuver, the shunting wheels 9 are moved to the appropriate working (upper) position in advance of the maneuver.

Thus, for example, the vehicle 4 must make a turn from track section 10 to track section 11 (FIG. 4). When approaching the shunting section 12, the additional shunting wheels 9 of the vehicle 4 come into contact with the additional shunting rails 5, run into them, and already along the shunting rails 5 of the shunting section 12, the vehicle 4 rises, breaking the contact of its main wheels 8 with rails 1 section - 6 040672 ka 10 rail track. On this initial segment (before breaking the contact of the main wheels 8 of the vehicle 4 with the rails 1 of the section 10 of the track) the rails 5 of the section 12 of the shunting transfer are parallel to the rails 1 of the section 10 of the rail track. Further, moving along the rails 5 of the section 12 of the shunting transfer, which already have a curvilinear trajectory (for example, radially concave with respect to the intersection of sections 10 and 11 of the rail track), the vehicle 4 performs a maneuver - a turn to section 11 of the rail track. On the final segment of the section 12 shunting translation of its rails 5 are parallel to the rails 1 section 12 of the track. As a result, at the end of the shunting section 12, the main wheels 8 of the vehicle 4 are brought into contact with the rails 1 of the track section 11 . After the vehicle 4 exits the shunting section 12, the additional shunting wheels 9 are transferred to the non-working position (lowermost). According to the same principle, sections of shunting transfers can be organized to perform a turn, transfer to sections of the rail track located in the same horizontal plane at different angles to each other, etc.

If it is necessary to continue the movement of the vehicle 4 along section 3, 10, 11, 15, 27 of the rail track in the presence of shunting sections 7, 12, 13, 18, 28, additional shunting wheels 9 of the vehicle remain constantly in the standby (lowest) position. In this regard, the contact of additional shunting wheels with rails 5 of section 7, 12, 13, 18, 28 of the shunting transfer is not formed (additional shunting wheels 9 pass between rails 1 of section 3, 10, 11, 15, 27 of the rail track and rails 5 of section 7, 12, 13, 18, 28 of the shunting transfer), and the vehicle 4 continues its movement unhindered along the section 3, 10, 11, 15, 27 of the rail track.

The vehicle 4 can also be transferred to the section 22, 25 of the track, located on a different level (below or above). In this case, as in the above case of performing a maneuver at the same level (turn, turn, etc.), when approaching the shunting section 7, 20, 23, additional shunting wheels 9 of the vehicle 4 come into contact with additional shunting wheels rails 5 of the indicated sections of the shunting transfer, run into them, and along the already shunting rails 5 sections 7, 20, 23 of the shunting transfer, the vehicle 4 rises up, breaking the contact of its main wheels 8 with the rails 1 of section 3, 14 of the rail track. At the same time, at least in the initial segment (before breaking the contact of the main wheels 8 of the vehicle 4 with the rails 1 of the section 3, 14 of the rail track), the rails 5 of the section 7, 20, 23 of the shunting transfer are parallel to the rails 1 of the section 3, 14 of the rail track . Moving further by means of additional shunting wheels 9 along the rails 5 of the section 7, 20, 23 of the shunting transfer, which have any curved trajectory that ensures the transfer of the vehicle to another section 22, 25 of the rail track, the vehicle 4 is directed to the section located above 25 or below 22 rail track. At the same time, despite the general curvilinear trajectory of the section 7, 20, 23 of the shunting transfer, on the final segment of the section 7, 20, 23 of the shunting transfer, its rails 5 are parallel to the rails 1 of the section 22, 25 of the rail track. Due to this, at the end of the shunting section 7, 20, 23, the main wheels 8 of the vehicle 4 are brought into contact with the rails 1 of the section 22, 24 of the track. After the vehicle 4 exits the shunting section 7, 20, 23, the additional shunting wheels 9 are transferred to the off position (lowermost). The exit to the lower level can be used, for example, for the subsequent movement of the vehicle 4 along a low-speed highway (analogous to an appendix road for entering courtyards in a modern city), or for stopping at ground level for boarding and disembarking passengers or unloading goods, or for parking the vehicle 4, including long-term parking on the ground, for storage, repair, and the like.

Similarly, the movement of the vehicle 4 is organized in the zone of the technological gap 16, where the technological rail 17 is dismantled and replaced by sections 18, 20, 23, 28 of the shunting transfer provided in each specific zone of the technological gap 16. It should be noted that the technological gap is an integral part of any string transport system - the place where the string-rails are attached to the anchor supports. There are two such anchor supports in each place of fixing, and between them there is a gap, which is a technological gap 16 in the sense of the invention. This technological gap in traditional string transport systems must be covered by the technological rail 17. Thus, the claimed invention only provides for the replacement of the traditional technological rail 17 with sections 18, 20, 23, 28 of the shunting transfer, and does not introduce any additional artificial breaks. When this technological gap 16 between sections 14 and 15; 26 and 27, the vehicle 4 overcomes with the additional shunting wheels 9 in the standby (extreme lower) position along the section 18, 28 of a straight-line shunting transfer. In the technological gap 16 can also be organized transfer of the vehicle 4 to the lower level - to the section 22 of the shunting transfer or to the level above - section 25 of the shunting transfer. When organizing shunting sections in the zone of technological gap 16, it does not matter how this technological gap 16 is made - a physical break of rails 1 with the formation of separate sections 14, 15 of the rail track or diversion towards rails 1 at a certain segment from the common line with the formation of sections 26, 27 of the rail track. Since in the proposed transport system, as in any other string transport system, the rails 1, in fact, are flexible strings, they can easily be retracted in any desired direction and fixed to the supports (not indicated by the position in the drawings) with subsequent tension to design effort.

Thus, the choice of the further route of each specific vehicle 4 in the area of any section of the shunting transfer 7, 12, 13, 18, 20, 23, 28 can be carried out by simply controlling the position of the additional shunting wheels 9 of the vehicle 4:

when the vehicle 4 moves along the rails 1 of section 3, 14, 26 of the rail track and approaches any section 7, 18, 28 of the shunting transfer, which is not needed for this vehicle, the shunting wheels 9 of the vehicle remain in the standby (lowest) position . However, they do not come into contact with the rails 5 of the section 7, 18, 28 of the shunting transfer. The vehicle passes this section 7, 18, 28 of the shunting transfer past (Fig. 1, 2, 8), i.e. the vehicle is moving straight without making a maneuver;

when the vehicle 4 moves along the rails 1 of the section 10, 11 of the rail track and approaches any section 12, 13 of the shunting transfer located in the intersection area at the same level of the sections 10, 11 of the rail track, the shunting wheels 9 of the vehicle 4 are transferred to the working (upper) position, and the vehicle 4 performs a maneuver (turn, turn, transfer to another path, etc.), moving with the help of shunting wheels 9 along the rails of the section 12, 13 of the shunting transfer (Fig. 4);

when the vehicle 4 is moving along the rails 1 of the section 3, 14 of the rail track and approaching any section 7, 20, 23 of the shunting transfer located in the transfer zone to the sections 22, 25 of the rail track located below or above, where the section 7, 20, 25 descends or ascends to the mentioned sections 22, 25, the shunting wheels 9 of the vehicle 4 are transferred to the corresponding working (upper) position, and the vehicle 21, 24 performs a maneuver (descent or ascent to another section 22, 25 of the rail track), moving with the help of shunting wheels 9 along the rails of the section 7, 20, 23 of the shunting transfer (Fig. 1-3, 8, 9). At the same time, if there are several sections 20, 23 of the shunting transfer in the same zone, the vehicle 4 is provided with an appropriate number of working upper, located at different levels of the positions of the shunting wheels 9. The selection of the section 20, 23 of the shunting transfer is carried out by placing the shunting wheels 9 in the corresponding section working position;

when the vehicle 4 is moving along the rails 1 of the section 14, 26 of the rail track and approaching any section 18, 28 of the shunting transfer located in the zone of the technological gap 16, in order to overcome the specified technological gap 16 and continue moving along the sections 15, 27 of the rail track, shunting the wheels 9 of the vehicle 4 are transferred to the corresponding working (upper) position, and the vehicle 4 crosses the zone of technological gap 16 on the shunting wheels 9 along the section 18, 28 of the shunting transfer.

It should also be noted that the proposed system provides for an almost parallel unhindered movement of vehicles 4, 21, 24 located in the same zone and having different trajectories sections 7, 12, 13, 18, 20, 23 of the shunting transfer and in the corresponding sections 3, 10, 11, 14, 15, 22, 25 rail track. This ensures the minimum possible interval of movement between vehicles 4, 21, 24 and the maximum possible speed of their movement without braking and stopping.

In the proposed transport system, it is preferable to automatically control the position of the shunting wheels 9 of the vehicle 4. The automatic control system is activated when approaching the shunting section, where the necessary maneuver of the vehicle 4 must be performed.

The steering wheels 9 can be driven, for example, by means of a stepper motor with screw guides controlled by an automatic controller, according to the sensors of the current position of the vehicle (set by the GPS global positioning system) and sensors of the number and type of section 7, 12, 13, 18, 20, 23, 28 shunting switches, installed on the sections themselves 7, 12, 13, 18, 20, 23, 28 shunting transfers in advance, 500-300 m before the very section 7, 12, 13, 18, 20, 23, 28 shunting , and working on the principle of interaction of a pair of magnet-reed switch (passive magnet in the section 7, 12, 13, 18, 20, 23, 28 of the shunting switch, and the reading reed switch - in a response place on board the vehicle). By installing magnets, the section number 7, 12, 13, 18, 20, 23, 28 of the shunting transfer on this section of the rail track is encoded, the information is compared with the data received from the GPS system, and the automatic control system makes a decision: to pass this section 7, 12, 13, 18, 20, 23, 28 of the shunting transfer straight (leave the shunting wheels 9 in the standby position) or push the shunting wheels 9 to a certain working position and perform the maneuver in this section according to the given route 7, 12, 13, 18, 20, 23, 28 shunting translation. These controls are not illustrated by drawings within the framework of this description and will not be discussed in detail. However, taking into account the

- 8 040672 above the implementation example, it will not be difficult for specialists in the given field of technology to organize the control of the position of the shunting wheels 9 of the vehicle 4, 21, 24 in the process of movement.

On the vehicle 4, 21, 24, performing a maneuver (turn, U-turn, exit to the section of the track located below, climbing to the section of the track located above, etc.), and moving along the rails 5 of section 7, 12, 13, 18, 20, 23, 27 of the shunting transfer on their shunting wheels 9 installed along the sides 29, it can be possible to independently control the position of each shunting wheel 9. Thus, each shunting wheel 9, independently of the other shunting wheels 9, can move within its guide 30 directly while driving, under the control of position sensors (eg gyroscopes) of the vehicle 4, 21, 24 relative to ground level. Thus, on the vehicle 4, 24, performing a maneuver and moving up along the rails of the shunting section 7, 23 (Fig. 2, 3, 9), the shunting wheels 9 of the front and rear wheelsets are automatically set at different levels, with respect to each to a friend, which allows you to maintain the horizontal position of the vehicle 4, 24 when performing a maneuver - lifting up. Similarly, for the descent of the vehicle 4, 21. In the event that the vehicle 4 performs a turn or turn maneuver and turns left / right, moving along the rails 5 of the section 12, 13 of the track, its shunting wheels 9 located on the right and left sides 29 are automatically set at different levels with respect to the shunting wheels 9 located on the opposite side 29, which keeps the vehicle 4 horizontal when turning/turning. It is also possible to control the position of the shunting wheels 9 in such a situation, as already mentioned above, using the simplest automatic device based on position sensors relative to the ground level - gyroscopes installed on the vehicle 4, which automatically align the position of the vehicle 4 relative to the ground level, depending on the current position of the rails 5 of the section 12, 13 of the shunting transfer, along which the vehicle 4 moves.

Advantages of the proposed solution:

the execution of shunting sections according to the type of passive turnout does not require: control of the positions of the rails 5, power consumption for control, maintenance, prevention (lubrication, performance testing), etc., i.e. shunting sites can be located in any remote area - non-electrified, unattended place, for example, far from populated areas: in the field, in the taiga, in the mountains, etc.);

additional shunting wheels 9 are active and can be controlled directly from the vehicle 4, including can be controlled manually or automatically and centrally;

transferring the active control element of the transfer of the vehicle from the section of the rail track to the vehicle itself (instead of the active turnout switch, an active vehicle is provided) completely removes the issue of the speed of switching the switch, which does not impose restrictions on the speed of movement of vehicles 4 along such a shunting switch, and, most importantly, it does not limit the interval of movement between vehicles. Thus, the vehicles 4 can move at speeds of 300 km/h and above, with an interval of about 3 seconds, performing maneuvers at full speed, without slowing down, without interfering with each other and without stopping;

all appearing overloads during the execution of the maneuver (turn, turn, etc.) at high speed due to the possibility of adjusting the position of the shunting wheels 9 are transferred only to the vertical plane. Thus, they are much easier to carry. In particular, when transporting passengers, vertical overloads when performing a maneuver by a vehicle can gradually increase up to 2.5 G and be felt by passengers quite neutrally;

when performing turn/turn maneuvers, lifting the vehicle 4 in an upward direction allows you to smoothly brake the vehicle 4, practically without using the brake systems and without wasting the accumulated kinetic energy irrationally. Having risen up, the vehicle 4 breaks in, at an extremely low speed performs a turn given by the trajectory of the section 12, 13 of the shunting crossing, then, descending from this hill, the vehicle 4 accelerates, practically without using engines, and moves to a new section 11, 10 of the rail way. Thus, kinetic energy is not lost, as in conventional braking by brake pads, turning from kinetic energy into heat, dissipated, but accumulated when climbing a hill, and then rationally spent when descending from it. Energy efficiency when performing a maneuver is increased by an order of magnitude compared to a conventional vehicle on a conventional road.

It should be noted that within the framework of the claimed elevated high-speed transport system and vehicle, other forms of implementation not considered in the framework of the above description are also possible, which are also included in the scope of the claims defined in the claims.

Information sources.

1. Patent RU No. 141900 U1, publ. 06/20/2014.

2. Patent RU No. 2289521 C1, publ. 12/20/2006.

3. Patent RU No. 2394958 C2, publ. 07/20/2010.

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Claims (9)

4. Patent RU No. 2155687 C2, publ. 09/10/2000. 5. Application CN No. 102673572 A, publ. 09/19/2012. 6. US patent No. 8950337 B1, publ. 02/10/2015. 7. Application GB No. 1417605 A, publ. 12/10/1975. 8. Application GB No. 1248475 A, publ. 10/06/1971. CLAIM 1. An elevated high-speed transport system containing a plurality of pairs of parallel rails (1) stretched between supports (2) with the formation of a plurality of sections (3, 10, 11, 14, 15, 22, 25, 26, 27) of rail tracks for moving the rail vehicle (4), and at least one passive shunting switch, including at least one additional pair of parallel rails (5) located between the supports (6) to form a section (7, 12, 13, 18, 20, 23, 28) shunting transfer of a rail vehicle (4) from one section (3, 10, 11, 14, 15, 22, 25, 26, 27) of the rail track to another and from one rail track to another, while the vehicle (4 ) is equipped with main (8) and additional (9) shunting wheel means of contact with parallel rails, moreover, additional shunting wheel means (9) of contact are made with the possibility of interaction with parallel rails (5) of the shunting transfer, and the main wheel means (8) contacts are made with the possibility of interaction with parallel rails (1) of the rail track, characterized in that the rails (5) of the section (7, 12, 13, 18, 20, 23, 28) of the shunting transfer are not directly connected to the rails (1) of the rail track and are located with an offset in the vertical direction with respect to the corresponding rails (1) of the rail track by the value hp with the location of at least the initial and final segments of the section (7, 12, 13, 18, 20, 23, 28) of the shunting transfer in parallel rails of the respective sections (3, 10, 11, 14, 15, 22, 25, 26, 27) of the rail track, and additional shunting wheel means (9) of the contact of the vehicle (4) are located with the possibility of adjustable change of their position in the vertical direction along in relation to the corresponding main wheel means (8) of contact by the value h _TC , where h _TC is selected from the range from h _TCmin to h _TCmax , h _TC corresponds to hp. 2. The transport system according to claim 1, characterized in that the displacement hp in the vertical direction of the rails (5) of the shunting section (18, 28) with respect to the corresponding rails (1) of the track is chosen constant. 3. The transport system according to claim 1, characterized in that the displacement hp in the vertical direction of the rails (5) of the shunting section (7, 12, 13, 20, 23) with respect to the corresponding rails (1) of the rail track is selected to be continuously changing in range from h _pnach . to h _pkon ., corresponding to the start and end points of the section (7, 12, 13, 20, 23) of the shunting transfer. 4. The transport system according to claim 1, characterized in that the additional shunting wheel means (9) of contact are made with the possibility of coordinated reciprocating movement in the vertical direction with a change in the value h _TC of their displacement in the vertical direction relative to the corresponding main wheel means (8) contact. 5. The transport system according to claim 1, characterized in that the additional shunting wheel means (9) of contact are made with the possibility of coordinated reciprocating movement in a vertical position with a change in the value hTC of their displacement in the vertical direction relative to the corresponding main wheel means (8) of contact and with fixation in predetermined positions corresponding to the predetermined value hTC. 6. The transport system according to claim 1, characterized in that the additional shunting wheel means (9) of contact are made in the form of front and rear pairs of shunting wheels (9), and each shunting wheel (9) is located in the guide (30), while shunting wheels (9) of each pair are located with the possibility of coordinated reciprocating movement in the respective vertical guides (30) placed on opposite sides (29) of the vehicle (4). 7. The transport system according to claim 1, characterized in that the additional shunting wheel means (9) of contact are made in the form of front and rear pairs of shunting wheels (9), and each shunting wheel (9) is located in the guide (30), while shunting wheels (9) of each pair are located with the possibility of independent reciprocating movement controlled by position sensors in the corresponding vertical guides (30) placed on opposite sides (29) of the vehicle (4). 8. The transport system according to claim 1, characterized in that the rail track contains two sections (14, 15) located at the same vertical level, between which a technological gap (16) is made, while the shunting section (18) is located in the execution area technological gap (16) above the rail track. 9. The transport system according to claim 1, characterized in that the shunting section (12, 13) is located above two rail tracks made in the form of continuous intersecting rail -