GB2564688A

GB2564688A - Vehicle carrying structure

Info

Publication number: GB2564688A
Application number: GB1711647.6A
Authority: GB
Inventors: Peter Hardy Powell David
Original assignee: Individual
Current assignee: Individual
Priority date: 2017-07-19
Filing date: 2017-07-19
Publication date: 2019-01-23
Also published as: GB201711647D0

Abstract

A vehicle carrying structure 2 comprises a plurality of side walls 6, a floor section 12 and a roof section 10. At least one aperture 16 exists in one of the sections or side walls, and is configured to allow pressure equalisation as a vehicle, such as a railway vehicle, passes through the structure. The apertures may be located between the roof and a side wall such that the apertures are parallel to the floor. The apertures may be regularly spaced and may be separated by ribs 20. The side walls may be connected to the roof or floor by a detachable hinge. The walls, roof or floor may be formed of sound proofing material. The floor may be connected to supporting legs 4, which may be formed from vibration damping material and may be partially embedded within a support. The structure may be elevated above a body of water. The roof may be flat, and may house solar panels or vegetation. Adjacent structures may permit vehicular flow in the same or opposite directions.

Description

VEHICLE CARRYING STRUCTURE

TECHNICAL FIELD

The present invention relates to a structure for carrying vehicles, which allows for pressure equalisation when a vehicle is passing through the structure.

BACKGROUND

With increased urbanisation and the growth in city populations, existing transport systems in and around cities face increased demand and are often over-crowded. The introduction of new transport systems to established and well-developed cities is problematic due to the limited availability of land, and the close proximity of people to any land that may be available.

Railway transport is one of the most sustainable methods of transport producing less CO2, with a lower land footprint and typically has lower energy requirements than other methods of transport. Noise pollution produced by traditional railway transport is a main disadvantage.

Elevated trains overcome some problems associated with land availability but existing systems are unpopular because they generate noise pollution. Furthermore, even when land is available, neighbouring land users are usually unwilling to accept the noise pollution of a new road or rail line next to them. Increased exposure to noise pollution causes annoyance. Annoyance is generally expressed by individuals when environmental noise is over 45dB. In 2014, the European Environment Agency reported that 125 million people in Europe are affected by noise pollution over 55dB, which is considered potentially dangerous. Prolonged exposure to this level of noise can precipitate a number of health problems including high blood pressure, cardiac disease, sleep disturbance and stress. Therefore, reducing environmental noise would reduce the incidence of these conditions.

Rolling noise is the primary cause of noise pollution from railway transport systems. This concerns the interaction between the track and the vehicle. Approaches to reducing noise pollution include preventing noise at the source (for example, opting for welded tracks versus jointed tracks, fitting disc brakes, using dampers, mounting the engine on the roof of the vehicle), preventing noise once produced (physical distancing, sound barriers, acoustic dampening) and at the receiving end (sound proofing windows and buildings near to railway transport).

These methods have disadvantages. The cost of retrofitting components onto existing systems can be laborious, expensive and will require a higher maintenance and operational cost. Soundproofing and sound barriers often have an undesirable visual impact and can exacerbate insulation in warmer climates.

When sound is transmitted from a source, it is attenuated across the distance it travels. Conventionally, sound propagation occurs in a hemispherical fashion which is relatively uniform. This results in a 20dB loss for every 10m from the source that the sound propagates. Sound from railway vehicles propagates in a cylindrical fashion from the source. Cylindrical propagation results in a lOdb loss for every 10m that the sound propagates. Thus, it is clear that railway vehicles are a major source of environmental noise.

Additionally, as a vehicle travels through a tube structure such as a tunnel, sound waves are pushed ahead of the vehicle and are amplified on escape at any aperture, typically an opening at either end of the tube. The force of this air pressure causes lateral resonance along the length of the tube, which is not only audible and therefore a nuisance to users and residents on neighbouring land, but also necessitates a substantial damping mechanism on elevated systems to prevent fatigue and premature structural failure.

Noise pollution can also be as a result of turbulent airflow across the exterior or surface of a moving railway vehicle. Approaches to reducing noise pollution from railway vehicles include designing the exterior surface of the vehicle so that turbulent air flow across the surface of the vehicle is attenuated and absorbed during propogation, and therefore reduced. Airflow across the surface of a moving vehicle becomes turbulent and noisy when in contact with structures which extend above or recess into the body of the vehicle. EP2974936 discloses a method of providing microperforated structures and recesses on the exterior of a vehicle which are located around external structures such as hand rails which act to dampen noise via attenuation of turbulent air flow. However, these adaptations must be retrofitted to the specific type of vehicle and the specific structures on the exterior of the vehicle. Railway vehicles vary widely in size and structure.

Thus there is a requirement for an improved transport system for densely populated areas which prevents noise pollution and can be integrated into areas of low land availability.

The present inventors have found that providing a ducted tube-like structure to support carriage of vehicles such as passenger trains unexpectedly addresses the resonance and noise issues associated with these types of structures. These resonance and noise issues are addressed by a gap or aperture which is provided between a sidewall and/or the roof and/or floor section, the gap or aperture allowing pressure equalisation as a vehicle passes through the structure. Preventing the overall build-up of pressure waves reduces the amount of noise generated, and reduces stresses on the structure.

According to a first aspect of the invention, there is provided a vehicle carrying structure, comprising a plurality of side walls, a floor section, and a roof section; wherein there exists one or more apertures in one or more sections and/or side walls; configured to allow pressure equalisation as a vehicle passes through the structure.

A ducted structure may be considered to be a structure which comprises one or more apertures in the external housing or body, such as that described herein. The ducted structure reduces the amount of sound which dissipates to neighbouring land. Additionally, the presence of one or more apertures in the structure will result in an overall reduction in structure weight and materials required, lowering the overall cost of construction and transport of materials for the structure.

The vehicle carrying structure may be composed of individual subunits, wherein a subunit comprises a plurality of side walls, a floor section and a roof section.

The structure allows the passage of vehicles through the central lumen. The plurality of side walls, floor section and roof section may form the boundary of the lumen.

Preferably, the vehicles contact the floor section and/or tracks/track material atop the floor section. Preferably, railway track or electric rail/s are located within or atop the floor section. The rail/s may be electrified. The floor section may also be used to support floor boarding for pedestrian locomotion.

The structure is preferably cylindrical or tube like in shape. The structure may be substantially cuboidal in shape. The cross-section of the structure may be circular. The crosssection of the structure may be substantially rhomboid. The structure may extend horizontally in a linear fashion. The structure may extend horizontally in a sigmoidal fashion. The structure may extend horizontally in a hemispherical or curved fashion.

The apertures in the side walls may extend inferiorly or superiorly with respect to the roof or floor section. The apertures may extend horizontally with respect to the roof or floor section. The apertures in the side walls may be located between adjacent side walls. The apertures may be of varying depths across a side wall, for example, decreasing or increasing in depth towards the direction of vehicle flow. The apertures may be formed at an angle through a side wall or roof or floor section. The apertures may be cylindrical, spherical, cuboidal, slits or microperforations. The apertures are preferably between 5cm and 500cm in width and/or length.

The apertures may be arranged or configured according to the direction of vehicle flow, vehicle speed, vehicle size, ambient temperature/humidity and present weather conditions. The apertures may be remotely configurable in size and shape and orientation.

The apertures may be regularly spaced with respect to one another and/or to groups of apertures.

The structure may also comprise ventilation channels or vents in any side wall or section. Preferably, the ventilation channels or vents are located in the roof section or in the superior aspect of a side wall. Ventilation channels or vents may contribute to reducing the air pressure differential.

The one or more apertures between the side walls, roof and/or floor sections also allow faster dissipation of smoke in the event of a fire within the structure or the vehicle located inside the lumen of the structure.

The side walls, roof and/or floor section may be flat. The side walls, roof and/or floor section may be curved or curvilinear. The side walls, roof and/or floor section may vary in depth or thickness with respect to another section. The side walls, roof and/or floor section may all be substantially the same depth or thickness. The side walls, roof and/or floor section may comprise vents.

Preferably, the structure is partially transparent. The side walls, roof and/or floor section may fully or partially be formed from glass, reinforced glass, safety glass, Perspex™ or any transparent/translucent material. This allows for passengers to view the external environment outside the structure through windows provided in the vehicles.

The side walls, roof and/or floor section may be formed from a fireproof or fire retardant material.

The roof section may fully or partially enclose the superior boundary of the structure. The roof section may be remotely configurable in size, shape and orientation. The roof section may be configured to prevent rainwater or detritus from entering the lumen of the structure.

The structure may comprise one or more apertures which are located between the roof section and a side wall so that the apertures are substantially parallel to a portion of the floor section. The one or more apertures may be parallel to a portion of the floor section which is located on the opposite side of the structure. The apertures may be angled away from the horizontal axis of the structure. The apertures may be angled so as to allow the dissipation of sound waves upwards which have been deflected from a portion of the floor section.

The one or more apertures may be located between the roof section and a first side wall so that the one or more apertures are substantially opposite where a second side wall connects to the floor section.

The one or more apertures may also function as fire breaks between side walls and/or roof and/or floor sections to prevent the spread of fire.

The floor section may connect to a side wall to form a curved surface. The roof section may connect to a side wall to form a curved surface.

The one or more apertures may be opposite any curved surface. The one or more apertures may be opposite a concave surface formed by the connection between the floor section and a side wall. The one or more apertures may preferably be opposite the apex of a concave surface formed by the connection between the floor section and a side wall.

Preferably, adjacent side walls are non-parallel.

Preferably, the vehicle is a railway vehicle, locomotive or tram. Preferably, the railway vehicle is an electric train. Preferably, the vehicle is sustainably powered. The vehicle may be a car, motorbike, bicycle, van, heavy goods vehicle, bus or other vehicle which is used to transport passengers or goods.

The apertures may exist in a plurality. The plurality of apertures may be regularly spaced. The plurality of apertures may be irregularly spaced. The plurality of apertures may be clustered in distinct regions.

The apertures may be separated from one another by a rib portion. The rib may provide structural support to a side wall, roof and/or floor section. The rib may extend from a side wall. The rib may extend from the roof section. The rib may extend from the floor section.

The rib may extend horizontally along the length of the structure. The rib may be curved. The rib may be linear.

The rib portion may connect the roof section to one or more side walls. The rib portion may connect the floor section to one or more side walls.

One or more side walls may connect to, but not match, the curvature of a rib portion. The angle of each sidewall panel relative to the rib may vary and/or alternate at each connection thereby damping the lateral resonance caused by the build up of air pressure along the length of the structure.

The one or more side walls may be connected to the roof section and/or floor section by a detachable hinge. Preferably, the side walls may be hinged to facilitate the movement of the side walls upwards to enable escape, rescue and recovery of train passengers. Preferably, the side walls of the structure are hinged to enable the side walls to be lowered in an emergency to facilitate the escape, rescue and recovery of train passengers. Preferably, the side walls may be alternatively hinged with respect to adjacent side walls, allowing for rapid passenger disembarkation in an emergency. Preferably, the sidewall panels are fixed by a four point mounting mechanism. Preferably, an emergency unlocking mechanism is provided on alternate side walls to release a three mounting point enabling hinge. The hinged side walls may also facilitate access to the vehicle and/or track for maintenance and repair.

The one or more side walls, roof section or floor section may be formed from a sound proofing or damping material. The one or more side walls, roof section or floor section may comprise insulating material.

The floor section may be connected to one or more supporting legs. The ribs may connect to and be held aloft by legs. The legs may be arranged in pairs or pluralities. A central truss may span each leg or plurality of legs. The legs may be formed from steel, reinforced concrete or another alloy or composite material.

A support pillar may connect the structure to the legs. The support pillar may connect the structure to the ground. The support pillar may be formed from a vibration damping material or structure, such as reinforced concrete or steel sheeting. The support pillar may be centrally located underneath one structure. The support pillar may be centrally located underneath two structures so that it partially spans both structures adjacent to one another, or it may only span the total width of the adjacent side walls.

The legs may be formed from a vibration damping material or structure, such as reinforced steel sheeting or reinforced concrete. The legs may incorporate a damping mechanism to prevent vibration, thereby preserving structural integrity and reducing vibration nuisance to the surrounding area.

The legs may be partially embedded in a support. The support may be reinforced concrete. The support may be partially embedded into the ground. The support may be above ground and the legs may extend downwards into the ground. The legs may be embedded in the ground underneath a natural or man-made waterway or body of water.

Preferably, the structure is elevated. Preferably the structure is supported above ground level. The structure therefore allows for the land beneath it to be put to other uses, such as recreation or for other transport systems such as roads. The structure may be elevated above a natural or man-made waterway by the supporting legs. The structure may follow the route or path of a natural or man-made waterway or body of water. This reduces the amount of land required to support the structure which could be used for agricultural, housing, industrial, commercial or recreational purposes. Preferably, the structure is routed through a recreational park such as those located in large cities. This reduces the likelihood that neighbouring persons will be affected by any minimal noise or vibration. A plurality of legs may support a plurality of sections of the structure.

Two or more adjacent structures may permit vehicular flow in an opposite or same direction. Two or more structures may be located directly next to one another in the same horizontal plane. One or more structures may be located directly above one structure in the same vertical plane. Structures located adjacent to other structures may share a side wall. This allows for the passage of two-way traffic travelling in either direction to use a similar area of land.

The roof section may be substantially flat. Preferably, the roof section is suitable for horticultural or supplemental solar-energy purposes. Solar panels, vegetation or seasonal pyrotechnic mountings may be located on the roof section.

Any embodiment described herein may incorporate any of the features described herein.

BRIEF DESCRIPTION OF DRAWINGS

The invention will now be described, by way of example, with reference to the accompanying drawings, in which:Figure 1 schematically shows a side on perspective view of a partially sectioned structure;

Figure 2 schematically shows a cross section of the structure;

Figure 3 schematically shows the route of passenger evacuation from a ‘normal tube’;

Figure 4 schematically shows the side wall configuration in an evacuation event in one embodiment of the structure;

Figure 5 schematically shows ventilation in a ‘normal tube’;

Figure 6 schematically shows ventilation in an embodiment of the structure;

Figure 7 schematically shows sound waves and the Doppler effect in a ‘normal tube’;

Figure 8 schematically shows sound waves in an embodiment of the structure;

Figure 9 schematically shows the roof section being used for horticultural or solar-energy purposes.

Figure 10 schematically shows irregular photon diffusion which gives the structure a “snake -like appearance”.

Table 1 shows averaged measurements of the oscillation of aerodynamic tufts in both a ducted and non-ducted structure.

Table 2 shows fewer oscillations per second from the ducted structure section in comparison to the non-ducted structure.

DETAILED DESCRIPTION

Figure 1 shows a side on perspective view of a section of the structure for carrying vehicles as defined herein. The structure 2 comprises at least one support pillar 4, a plurality of side walls 6, a central spine 8, a roof section 10, a floor section 12 and at least one track section

14. An aperture 16 is provided between a superior edge of each side wall 4 and the roof 8. The one or more apertures allow for the dissipation of air pressure caused by a vehicle passing through the structure.

In this embodiment, the structure 2 may have two structures 2 adjacent to one another in the same plane as shown in Figure 1 which are connected by a central spine 8 formed from the connection of two side walls 6. This allows for the flow of bidirectional vehicle traffic in one supported structure through two lumens 18.

The track section 14 extends horizontally atop the floor section 12 in a linear fashion through the lumen 18 of the structure 2. The floor section 12 supports a track section 14 or a road surface suitable for a vehicle to travel along.

Each side wall 6 is supported at both lateral edges by a respective rib 20. The rib 20 connects a lateral edge of the floor section 12 furthest from the spine 8 to the roof section 10.

The boundary of the apertures 16 is provided by the superior edge of the side wall 6, the lateral edge of the roof section 10 and the lateral edges of each rib 20. The apertures 16 are rectangular in shape.

Figure 2 shows a cross section of an embodiment of the structure 2. The legs 22 are embedded in the ground underlying a body of water. A support pillar 4 is connected to the legs 20 and connects to the underside of the structure 2 via the floor section 12. The two adjoining structures 2 are symmetrical with regards to one another.

Figure 3 shows the route of passenger evacuation from a ‘normal tube’. The route of evacuation taken by a passenger on foot requires exit from one end of the vehicle and then travel towards an emergency exit located between double lumen structures 2. The passenger will emerge into the adjoining lumen and onto the adjoining track.

Figure 4 shows a side perspective of a structure 3 and the side wall 6 configuration in an evacuation event in one embodiment of the structure 3. The inferior edge 24 of the side wall 6 is hinged so as to allow the side wall to extend downwards and increase the width of the apertures 16. This enables passengers to exit the lumen 18 via the apertures 16. The side walls 6 which comprise hinges are intermittent, i.e. they are regularly interspersed/alternate with side walls 6 which are not hinged.

Figure 5 shows ventilation of air and/or smoke in a ‘normal tube’. Vents or fans are provided at discrete sections at either end of the structure.

Figure 6 shows ventilation in an embodiment of the structure 2. The direction of the arrows indicates the direction of air flow. The air flow is more regular and widespread in comparison with Figure 5 as a result of the regularly spaced apertures 16.

Figure 7 shows sound waves and the Doppler effect in a normal tube. The direction of travel of the vehicle influences sound waves which are are pushed ahead of the vehicle and are amplified on escape at any aperture, typically an opening at either end of the tube.

Figure 8 shows sounds waves in an embodiment of the structure 2. The direction of the arrows indicates the direction of sound waves. In comparison to Figure 7, the dissipation of sound waves out of the structure is more regular and widespread as a result of the regularly spaced apertures 16.

Figure 9 shows the roof section 10 being used for horticultural or solar-energy purposes. The roof section 10 is substantially flat to accommodate plants and or solar panels.

Figure 10 shows irregular photon diffusion as a result of the apertures which creates a “snake-like” visual effect on the peripheral surface of the structure.

METHOD

Data is provided herein to support the technical effect of pressure equalisation in a ducted structure or a structure comprising one or more apertures.

The motion of aerodynamic tufts was observed in order to capture air flow visualisation data, specifically air flow direction and boundary layer properties of tubular and curvilinear structures.

The apparatus consisted of a test model; an accurate strengthened cardboard scale model of a ducted structure section, with aerodynamic tufts added at regular intervals around the horizontal cross section of one open end, with an electric fan affixed to the other end in order to generate a consistent low velocity wind stream. The control model was a non-ducted, regular tube of same dimensions and an equal configuration of tufts.

The experiment used a reference clock and an independently mounted high-speed camera. Care was taken to ensure structural rigidity as small amounts of structural distortion can give rise to error.

The same fan was used for both models which was test run prior to operating temperature before the test commenced and the models were alternated, and the data averaged, to ensure any inconsistencies in the fan operation were minimised in the results. The fan used was a Dyson Hairdryer which was selected because it is digitally controlled to ensure consistent output. For the tests the equipment was mounted on a fixed platform in a sealed room at sea level at an ambient temperature of 23°C.

The data shown is the measurement of the frequency of flutter oscillations per second.

The resultant data showed fewer oscillations per second from the ducted structure section, demonstrating that the apertures present in the structure reduce the air flow at point of exit compared to a conventional tube configuration.

TABLE 1

Average per time interval (3 X 10 sec. runs)
	No. of oscillations (per sec.)
Time Index	Ducted	Non-ducted
00:00 00	8.00	8.67
00:00 01	7.67	9.67
00:00 02	6.33	9.00
00:00 03	6.33	9.33
00:00 04	7.33	9.33
00:00 05	7.00	9.33
00:00 06	8.00	9.00
00:00 07	6.67	9.33
00:00 08	6.33	8.67
00:00 09	8.67	10.00
00:00 10	8.00	9.33

Total	80.3	101.67

		21%

TABLE 2

Cumulative Totals 30sec

Testi Test 2 Test 3	Ducted	Non-ducted	20.0% 21.4% 21.6%
Oscillation Count Period (1 cycle) 80 0.13 81 0.12 80 0.13	Oscillation Period (1 Count cycle) 100 0.100 103 0.097 102 0.098

Total: 241 0.124s 305 0.098s

	Ducted	Non-ducted
Oscillation (hertz)	Frequency (secs)	Oscillation (hertz)	Frequency (secs)
Testi	f = 8 HZ	T = 0.125s	f = 10 HZ	T = 0.1s
Test 2	f = 8.1 HZ	T = 0.123s	f = 10.3 HZ	T = 0.097s
Test 3	f = 8 HZ	T = 0.125s	f = 10.2 HZ	T = 0.098s

Total: _________f = 8.033 HZ________T = 0.012s f= 10.167 HZ T = 0.01s

8.03 0.124 10.167 0.010

Test data indicates that the ducted scale model reduces oscillation frequency by approx. 21%

Claims

1. A vehicle carrying structure, comprising a plurality of side walls, a floor section, and a roof section;

wherein there exists one or more apertures in one or more sections and/or side walls;

configured to allow pressure equalisation as a vehicle passes through the structure.

2. The structure of claim 1 wherein the one or more apertures are located between the roof section and a side wall so that the one or more apertures are substantially parallel to a portion of the floor section.

3. The structure of claim 1 or 2 wherein the one or more apertures are located between the roof section and a first side wall so that the one or more apertures are substantially opposite where a second side wall connects to the floor section.

4. The structure of any preceding claim wherein the floor section connects to a side wall to form a substantially curved surface.

5. The structure of any preceding claim wherein the one or more apertures are opposite a concave surface formed by the connection between the floor section and a side wall.

6. The structure of any preceding claim wherein the vehicle is a railway vehicle.

7. The structure of any preceding claim wherein there is a plurality of apertures and they are regularly spaced with respect to one another.

8. The structure of any preceding claim wherein there is a plurality of apertures which are separated from one another by a rib portion.

9. The structure of claim 8 wherein the rib portion connects the roof section to one or more side walls.

10. The structure according to any preceding claim wherein one or more side walls are connected to the roof section and/or floor section by a detachable hinge.

11. The structure of any preceding claim wherein the one or more side walls, roof section or floor section are formed from a sound proofing material.

12. The structure according to any preceding claim wherein the floor section is connected to one or more supporting legs.

13. The structure of claim 12 wherein the legs are formed from a vibration damping material.

14. The structure of claims 12 or 13 wherein the legs are partially embedded in a support.

15. The structure of any preceding claim wherein the structure is elevated above a natural or man-made waterway or body of water by the supporting legs.

16. The structure of any preceding claim wherein there are two or more adjacent structures which permit vehicular flow in an opposite or same direction.

17. The structure of any preceding claim wherein the side walls are substantially curvilinear.

18. The structure of any preceding claim wherein one or more side walls are formed from a transparent material.

19. The structure of any preceding claim wherein the roof section is substantially flat.

20. The structure of any preceding claim wherein solar panels and/or vegetation are located on the roof section.

21. The structure of claim 1, substantially as herein described with reference to Figures 1, 2, 4, 6, 8 and 9.