EP0272274A1 - Systeme d'exploitation de voies de transport a grande vitesse dans des tunnels. - Google Patents

Systeme d'exploitation de voies de transport a grande vitesse dans des tunnels.

Info

Publication number
EP0272274A1
EP0272274A1 EP86906762A EP86906762A EP0272274A1 EP 0272274 A1 EP0272274 A1 EP 0272274A1 EP 86906762 A EP86906762 A EP 86906762A EP 86906762 A EP86906762 A EP 86906762A EP 0272274 A1 EP0272274 A1 EP 0272274A1
Authority
EP
European Patent Office
Prior art keywords
tunnel
directional
operating system
torus
branch
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP86906762A
Other languages
German (de)
English (en)
Other versions
EP0272274B1 (fr
Inventor
Helmut Hirtz
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from DE19853539783 external-priority patent/DE3539783C1/de
Application filed by Individual filed Critical Individual
Priority to AT86906762T priority Critical patent/ATE51818T1/de
Publication of EP0272274A1 publication Critical patent/EP0272274A1/fr
Application granted granted Critical
Publication of EP0272274B1 publication Critical patent/EP0272274B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B13/00—Other railway systems
    • B61B13/10—Tunnel 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
    • E01B25/08—Tracks for mono-rails with centre of gravity of vehicle above the load-bearing rail
    • E01B25/12—Switches; Crossings

Definitions

  • the invention relates to an operating system according to the preamble of claim 1.
  • This track-guided long-distance means of transport is intended to directly connect centers of metropolitan areas or other centers which until now have only been connected to one another above ground by means of track-guided long-distance means of transport. It has been shown, for example, that comparable traffic performance aircraft have for years had at least 10 times more power consumption per seat than a track-guided long-distance train, which is operated at a cruising speed of 400 km / h.
  • the object of the invention is to provide an operating system for such a means of transport.
  • high-speed trains are routed exclusively in one directional tunnel or in two tunnels in directional operation directly from a traffic node in one metropolitan area to the traffic node in the next metropolitan area.
  • Traffic directly from city center to city center can only take place in the closed tube of the directional tunnel, whereby it can be arranged at a depth that excludes any impairment of the surface use above it.
  • the travel speed can preferably be over 200 km / h and the distance from the station should generally be greater than 100 km. Particularly in densely populated areas, the cheapest route can be chosen regardless of the existing use.
  • Driving dynamics disadvantages due to air blasts during the transition from surface to tunnel traffic and vice versa are avoided.
  • a consistent vehicle design for tunnel traffic can be used, i. H. among other things, no windows can be provided. As a result, the vehicles can be insulated to a high degree against sound or vibration. The same applies to the reduction of the aerodynamic resistance.
  • the tubes of the directional tunnels have a constant profile over the entire route.
  • the train stations are located in branch tunnels running parallel to the directional tunnels.
  • tube sections of the directional tunnel which runs in a straight line and of the branch tunnel, are designed as points that wall elements of the Directional tunnel and / or the branch tunnel are formed in one another and / or displaceable and / or rotatable relative to each other. Two operating modes are possible at these branch points.
  • the tube of the directional tunnel remains closed at the junction.
  • the tube of the directional tunnel into the branching tunnel is opened at the junction by the special design of the wall elements of the directional tunnel and / or branching tunnel.
  • the stations and the tunnel sections assigned to them can be at the same level as the directional tunnels. They are preferably at a level different from the level of the directional tunnels. In particular, the train stations and their tunnel sections lie above the directional tunnel.
  • At least one operating tunnel can advantageously run between the directional tunnel.
  • the operating system can be used to serve the public. However, it is also possible to use car trains. There is also the option of transporting container fast goods in trains of the same speed design.
  • the network can be separated operationally from other means of transport, but can be managed in conjunction with them.
  • the traffic is carried out exclusively in the directional mode with trains that are specially designed for this purpose, for example in two directional tunnels. Apart from entrances and exits above the train stations, as well as the ventilation centers, no land is taken up. Interference with the rights and interests of property owners can be eliminated.
  • the underground stations can be passenger stations or freight stations.
  • the passenger stations are located directly below the existing traffic hubs of the connected centers, such as main railway stations or central airports. From these passenger stations, branch tracks can lead to loading facilities for car trains as well as for containerized goods. These devices can be connected to the road network via ramps for motor vehicle traffic.
  • the high-speed trains can advantageously be magnetic tracks driven by linear motors.
  • the ventilation system can be designed such that a longitudinal flow of the tunnel air is generated in the direction of travel, so that the trains can also be accelerated in the manner of a pneumatic tube system. But there is also the possibility of operating system like this interpret that a negative pressure is generated in front of a moving train and / or an excess pressure is generated behind it.
  • Axial compressors can also be mounted on or in the train for acceleration. To make the trains easier to guide, they can have a profile, particularly in the longitudinal direction, such that they generate buoyancy. On generation of abrasion can also be generated by a cross-sectional configuration of the tunnel that causes the flow rate above the train to be greater than below.
  • the train stations are arranged in parallel tunnels which branch off from the actual directional tunnel and lead back to them, there is the possibility of blocking the train stations with respect to the air flow from the directional tunnels, so that pressure surges originating from trains passing through are provided by suitable shut-off devices the branch points can be kept away from the train stations.
  • the directional tunnels can advantageously be designed such that posts are attached to the inner wall of the directional tunnels, on which brackets are mounted in an adjustable manner. Track rails are fastened to these consoles in an adjustable manner. This construction enables easy assembly and adjustment of the travel path. Two adjustment options are created for the installation, which allow adjustment in a simple manner.
  • the posts can also be fastened in an adjustable manner by means of flanges and anchors.
  • This type of assembly makes it possible to compensate for rough tolerances in a simple manner.
  • the tracking magnets of the magnetic railway carriages can be designed to be adjustable relative to the guideway rails by means of controlled servomotors to compensate for these track changes.
  • switch constructions are provided, one task to be solved by this construction lies in the cross-section of the route both in the straight line, which is formed by the directional tunnel, and even in the crooked strand that branch tunnel is formed to remain essentially unchanged.
  • profile widenings in the form of a switch cavern e.g. B. for bending points lead to strong accelerations and / or decelerations.
  • the cylindrical directional tunnel forms an intersection with the torus of the branch tunnel at the branching points.
  • the directional tunnel and the torus are subdivided into a number of turnout weft sections, weft components being rotatable and / or displaceable in each turnout weft section.
  • the subdivision of the tunnels into turnout sections provides the possibility of ensuring the required profile constancy and unity, especially for the straight strand of the turnout, which is important for travel at high speeds.
  • traffic takes place at lower speeds. In this torus, slight profile expansions for cornering in a curved line can be accepted.
  • the torus of the branch tunnel has sector-shaped cutouts in the wall section facing the directional tunnel.
  • Cylinder walls of rotary cylinder sections extend with a fit into these sector-shaped cutouts, each cylinder wall of the rotary cylinder sections having a convexly drawn-in, cylindrical section, the radius of curvature of which is equal to the inner radius of the torus, whereby from this convex, cylindrical section extends a rail to the outside.
  • a turnout of the directional tunnel is mounted in each rotary cylinder section at an angular distance of 180 ° from the convex, drawn-in cylindrical section.
  • the turn of the turnout in the rotary cylinder is screwed into the sector-shaped section of the torus of the branch tunnel for travel in the straight strand of the turnout.
  • the rotary cylinder section which is mounted, for example, on rollers and is provided with a corresponding drive, is rotated in such a way that the switch section of the directional tunnel is extracted from the sector-shaped section of the torus unscrewed from the branch tunnel and the convex, cylindrical section with its guide rail is screwed into this sector-shaped cutout in such a way that it complements the torus of the branch tunnel in such a way that a passable tunnel section is formed.
  • turnout shot sections of the directional tunnel and the torus are mounted in revolving partition at an angular distance of 180 from one another in a cyclically rotatable manner into the respective operating position.
  • the corresponding switch section is rotated into the operating position.
  • the other switch section is automatically turned out of it.
  • a simpler embodiment for this section can be provided, provided that the profile is carried out smoothly only for the straight journey, by crooked for the journey Section of the torus of the branch tunnel, the side wall of the directional tunnel facing the branch is withdrawn in sections in the manner of a bending rail in such a way that the profile is released for travel in the curved section.
  • semi-cylindrical sections of the tube of the directional tunnel can be displaced in the manner of a bending switch in the geometrical local positions corresponding sections of the torus of the branch tunnel.
  • the running rail of the assigned stationary semi-cylindrical section of the tube of the directional tunnel can be mounted in this section as a bending switch and can be extended. In this way, this entire section is designed as a flexible switch.
  • a wall section common to the directional tunnel and torus can also be slidably mounted between them in the area of the point of the intersection.
  • Overlapping tunnel surfaces are arranged next to each other and can be moved perpendicular to the tunnel axis.
  • Fig.la, lb is a schematic view of a route between two metropolitan areas
  • 2a, 2b is a plan view of a station arrangement in this operating system
  • FIG. 5 shows a schematic plan view of a branching point, the switch formed in this branching point being set to travel for the crooked strand in the branching tunnel,
  • Fig. 6 is a sectional view taken along the
  • Fig. 7 is a sectional view taken along the
  • FIG. 9 is a sectional view taken along the line (4-4) of FIG .. 5
  • FIG. 10 shows a schematic top view of a further embodiment of the branch point, the switch formed by it again for a ride in the crooked branch of the branch tunnel,
  • FIG. 11 is a sectional view taken along line (5-5) of FIG. 10
  • FIG. 12 is a sectional view taken along the line (6-6) of FIG. 10th
  • La and lb two metropolitan areas I and II are shown.
  • These traffic nodes 3 can be, for example, train stations or main train stations of the Federal Railway.
  • the operating system extends between the metropolitan areas I and II. Below the traffic nodes 3, stations 4 connected to them are provided, which are designed as passenger stations. Separate branch tunnels 7 are assigned to these stations 4. These branch tunnels 7 are connected via branching points 6 to the directional tunnels 1, in which the train traffic between the metropolitan areas I and II takes place. The connection can be made via the branching points 6 shown, branch tunnels 5 being provided. In the operating system shown in FIGS. 1 a and 1 b, the train stations 4 with the branch tunnels 7 assigned to them are located above the directional tunnel 1.
  • the branch tunnels 7 assigned to the stations 4 can be airtightly shut off from the directional tunnels 1 in a controllable manner, this barrier being designed such that after opening the directional tunnel 1 5 trains enter the stations 4 via the branch tunnels and can drive out of these. A blockage takes place in order to keep the shock or shock waves of the tunnel air generated by the trains passing through the directional tunnel 1 from the train stations 4.
  • a ventilation system 9 can be provided which, in addition to ventilation, can also be used to control pressure conditions in the tunnels.
  • an operating tunnel 2 can be provided between the directional tunnels 1, for example, which can be used, for example, to drive new routes or for repair and maintenance purposes.
  • 1 post 10 are mounted on the inner wall 14 of the tube of the directional tunnel. These posts 10 are mounted on this inner wall 14 by means of flanges 13 and anchors, not shown, in a predetermined position, wherein this assembly compensates for rough tolerances and transversal cantilevers. On these posts 10 brackets 11 are mounted, also this assembly is adjustable in order to compensate for fine tolerances.
  • the brackets 11 carry guideway rails 12 for a magnetic track.
  • the guideway rails 12 are also mounted on the brackets 11 in an adjustable manner.
  • a magnetic railway carriage which is shown schematically at 15, has a base 16 which interacts with the guideway rails 12 and which embraces the guideway rails 12 in a fork-like manner.
  • the posts 10 Since the magnetic track can travel at very high speed, it is expedient for the posts 10 to have a cladding wall in order to reduce the flow resistance and to prevent unpleasant driving noises from the outset.
  • the posts 10 can also accommodate supply lines.
  • the structure is such that rails 17 are mounted in the sole space of the tube of the directional tunnel 1. Maintenance and supply tracks can run along these rails.
  • the free space under the actual magnetic railway carriage 15 can be used for the purpose of an emergency exit, the one shown in FIG. posed emergency exit 18 can be lowered to the sole section.
  • a magnetic track carriage 15 is shown, the tracking magnets 19. who cooperate with the guideway rails 12 in order to guide the magnetic railway carriage 15 safely in its track, in a special way. It could be that the directional tunnel 1 is deformed to a small extent by earth loads at certain points on the route in such a way that the guideway rails 12 slightly change their mutual distances which determine the track.
  • the tracking magnets 19 are designed to be adjustable towards and away from the guideway rails 12 by means of a controlled servomotor to compensate for tolerances. This setting and control of the guidance magnet 19 can be carried out in a manner known per se.
  • FIG. 5 shows a plan view of a branching point 6.
  • the directional tunnel 1 intersects the torus 21 of the branching tunnel 5.
  • an intersection is formed between these two tubular elements.
  • a switch is formed between points A and C, with A being the start of the switch and C being the end of the switch.
  • this switch is set for travel in the crooked strand of the switch, ie in the torus 21 of the branch tunnel 5.
  • the directional tunnel 1 and the branch tunnel 5 are divided into turnout sections 22 in this area.
  • These turnout sections 22 are shown in FIG. 6 marked with 221 to 22VI, each switch section 22 being structurally divided. This structural subdivision, which is to be explained in more detail, is characterized by the deeply placed indices 1-n.
  • shots of the directional tunnel 1 and shots of the branch tunnel 5 are mounted in a revolver partition 3 ⁇ > in the switch section AB.
  • the revolver bulkhead 30 is surrounded by a roller ring 29 which is guided in rollers 33.
  • the roller ring 29 and with this the revolver partition 30 can be rotated.
  • a magnetic railway carriage 15 is indicated schematically, which means that the switch is set to travel in the crooked strand of the torus 21.
  • 22II1 of the directional tunnel 1 turned out of its operating position. As shown, the two switch shots have 27 .
  • 22II1 and 28, 22II1 an angular distance of l8 ⁇ ° from each other and are mounted such that they can get into the respective operating position by a cyclical rotation.
  • the set turnout is correctly oriented.
  • the turned-out switch is in a position that can be described as upside down. If, in the illustration in FIG. 6, the revolver bulkhead 30 is rotated by 180 °, the switch is set to operate for driving in the straight line of the directional tunnel 1.
  • a switch construction is used, in particular at points which are further away from the start of the switch A, for example at point B in FIG. 6, as is shown in section in FIG. 8 and 9 is shown.
  • the directional tunnel 1 and the branch tunnel 5 are designed like a plug of a two-way valve.
  • 8 and 9 are sectional representations of points lying at different distances from turnout start A, again showing that the torus 21 of the branch tunnel 5 continuously moves away from sections of the directional tunnel 1.
  • the cuts shown are parts of the switch shot section 22V.
  • the torus 21 of the branch tunnel 5 has a sector-shaped cutout 23.
  • the cylinder wall 24 of a rotary cylinder section 25 extends into this sector-shaped cutout 23 with a snug fit.
  • This rotary cylinder section 25 is rotatably mounted in rollers 33 and can be rotated by means of a drive, not shown.
  • This rota- tion cylinder shot 25 has in its cylinder wall 24 a convex cylindrical portion 26.
  • the radius of curvature of this convex, cylindrical section 26 corresponds to the inner radius of the torus 21, so that, in the position shown in FIGS. 8 and 9, this convex, cylindrical section 26 can form the completion of the torus 21 within the sector-shaped cutout 23 .
  • a bracket 11 with a guideway rail 12 extends outwards from part of the convexly drawn-in cylindrical section 26.
  • a turnout shot 22 of the directional tunnel 1 is mounted within the rotary cylinder shot 25 at an angular distance of 180 from the convexly drawn-in cylindrical section 26 in such a way that the turnout shot 22 of the directional tunnel 1 can get into the operating position by a 180 rotation. 8 and 9, the train symbolized by the magnetic railway car 15 travels in the crooked strand of the branch tunnel 5. After turning the rotary cylinder shot 25 by 180 °, the switch is set to a straight exit.
  • the divergence of the torus 21 and the turnout shots of the directional tunnel 1 shown in FIG. 9 as compared to the illustration in FIG is to be explained with FIG. 12.
  • FIG. 10 shows an embodiment of the branching point 6, in which the sections A - B and the section before the point end C are simplified are.
  • the sections 3-3 and 4-4 identified in FIG. 6 are also shown in FIGS. 8 and 9.
  • the travel rail is designed in the manner of a flexible switch.
  • a semi-cylindrical section 31 together with its guideway rail 12 is designed to be laterally displaceable.
  • the semi-cylindrical sections 31 are also divided into sections.
  • a displacement mechanism is schematically indicated for carrying out the lateral displacement of the semi-cylindrical sections 31. This displacement mechanism can be designed as desired in a manner known per se. Of importance is only that, for example, between points A and B of the switch shown in Fig.
  • the turnout can be designed such that between the directional tunnel 1 and the torus 21 of the branch tunnel 5 a displaceable wall 34 is formed which carries corresponding guideway rails 12 on consoles 11 on both sides.
  • a sliding mechanism is schematically indicated for displacing this displaceable wall 34.
  • this displaceable wall 34 is pushed into the directional tunnel 1 in such a way that the other side of this displaceable wall 34 supplements the torus 21 for driving operation therein.
  • this displaceable wall 34 is displaced into another end position, in which the left side of the displaceable wall 34 shown supplements the directional tunnel 1 for driving operation therein.

Abstract

Dans un système d'exploitation de voies souterraines de transport à haute vitesse, les gares ne se trouvent par sur les tronçons eux-mêmes mais sur des embranchements parallèles de ceux-ci. Les gares sont isolées à la hauteur des embranchements avec les tunnels de transport de manière hermétique lors du passage des trains en ligne directe, de sorte que l'exploitation des gares ne puisse pas être dérangée par l'impact de l'air comprimé généré dans les tunnels de transport.
EP86906762A 1985-11-07 1986-11-07 Systeme d'exploitation de voies de transport a grande vitesse dans des tunnels Expired - Lifetime EP0272274B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT86906762T ATE51818T1 (de) 1985-11-07 1986-11-07 Betriebssystem fuer hochgeschwindigkeitstunnelbahnen.

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE3539783 1985-11-07
DE19853539783 DE3539783C1 (en) 1985-11-07 1985-11-07 Track for magnetic-railway vehicles
DE3540829 1985-11-14
DE3540829 1985-11-14

Publications (2)

Publication Number Publication Date
EP0272274A1 true EP0272274A1 (fr) 1988-06-29
EP0272274B1 EP0272274B1 (fr) 1990-04-11

Family

ID=25837682

Family Applications (1)

Application Number Title Priority Date Filing Date
EP86906762A Expired - Lifetime EP0272274B1 (fr) 1985-11-07 1986-11-07 Systeme d'exploitation de voies de transport a grande vitesse dans des tunnels

Country Status (4)

Country Link
US (1) US4881469A (fr)
EP (1) EP0272274B1 (fr)
DE (1) DE3670254D1 (fr)
WO (1) WO1987002949A1 (fr)

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DE4028292A1 (de) * 1990-09-06 1992-03-12 Werner Foppe Verfahren und vorrichtung zur erstellung einer vakuum-magnetschwebebahn
DE4106231A1 (de) * 1991-02-25 1991-09-12 Reinhard Rettig Darstellung eines hochflexiblen hochleistungs-transportsystem fuer personen und gueter auf der basis abstossender und anziehender reaktionskraefte in druckreduzierten roehrenfahrwegen mit terminals
CH687690A5 (fr) * 1992-05-11 1997-01-31 Ac Atelier Commun Etudes Et Re Installation de changement de voie pour véhicule.
US6145444A (en) * 1998-12-16 2000-11-14 Wilkinson; Kerry E. Micro clean sealed tubular transporter apparatus
CN1291874C (zh) * 2005-04-15 2006-12-27 杨南征 水平电梯个体交通运输系统及其调度方法
US8146508B2 (en) * 2008-10-08 2012-04-03 Patrick Joseph Flynn Pneumatic mass transportation system
KR101130807B1 (ko) * 2009-12-17 2012-03-28 한국철도기술연구원 튜브 철도 시스템의 진공 분할 관리 시스템 및 진공 차단막 장치
US20140000473A1 (en) * 2010-02-02 2014-01-02 Supersonic Tubevehicle Llc Transportation system and vehicle for supersonic transport
US8584593B2 (en) * 2011-07-28 2013-11-19 Jan Friedmann Aquatic and terrestrial trans-web infrastructure network system (T.W.I.N.S.)
US9085304B2 (en) * 2013-03-15 2015-07-21 Daryl Oster Evacuated tube transport system with improved cooling for superconductive elements
CN104760598A (zh) * 2014-01-06 2015-07-08 李勇 单人单座车厢地下轨道交通地铁
WO2015105471A1 (fr) * 2014-01-10 2015-07-16 Aslan Ali Pirli Véhicule-capsule de transport à grande vitesse isolé des influences externes
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Also Published As

Publication number Publication date
US4881469A (en) 1989-11-21
DE3670254D1 (de) 1990-05-17
EP0272274B1 (fr) 1990-04-11
WO1987002949A1 (fr) 1987-05-21

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