RU2188775C1 - Monorail transport system train - Google Patents

Abstract

FIELD: passenger transportation. SUBSTANCE: invention relates to monorail systems of overheated-type with linear traction drive. Proposed train has head, tail and intermediate cars with bodies secured on under-car frames, running bogies with cross running axle on ends of which running wheels are mounted, stabilizing frame, carriage, vertical and horizontal stabilizing wheels, last stabilizing wheels, being secured on stabilizing frame, and linear traction motor with active elements on train. Vertical stabilizing wheels and at least one active element of linear traction motor are secured on carriage. Cross running axle and stabilizing frame are united into common unit connected with carriage by means of flexible deformable and intermediate transfer members. Under-car frames are provided with units for fastening to bodies and to each other and to bogie running axles. EFFECT: improved design of train, enlarged operating capabilities of monorail transport system. 25 cl, 27 dwg

Description

 The invention relates to passenger transport systems. Monorail transport systems have significant advantages over other modes of transport, both ground and underground. These advantages include, in particular, the absence of a continuous subgrade with a concrete coating or a railway track with sleepers and rails, which predetermines a reduction in the volume of excavation work during the construction of the road, a decrease in the cost of its construction and operating costs. An additional positive effect provides the possibility of using perspective linear traction drive in monorail transport systems.

 Rolling stock, along with the undercarriage, is an integral part of the monorail transport system.

 Known technical implementations of the rolling stock of the monorail transport system using the head, tail and intermediate cars, as well as running trolleys with running, vertical and horizontal stabilization wheels (SU 1298118 A1, 03/23/1987; RU 2145557 Cl, 20.02.2000; US 3881427 A, 05/06/1975; DE 2807984 A1.31.08.1978).

 The disadvantages of the known rolling stocks are determined by unsatisfactory for individual applications, the characteristics of the movement and operational reliability, due to the imperfection of the layout of the undercarriage and the use of traditional rotating electric motors in traction drives.

 Also known is the rolling stock of the monorail transport system, comprising head, tail and intermediate wagons with bodies fixed to the respective subcar frames, running trolleys made with a transverse running axle, at the ends of which running wheels are fixed, a stabilization frame on which vertical and horizontal stabilization are fixed wheels, carriage and linear traction motor with active elements fixed to rolling stock (RU 2041096 Cl, 08/09/1995; DE 25444143 Al, 04/07/1977; US 4092928 A, 06/06/1978 - about otip).

 The disadvantage of this rolling stock is also determined by low technical indicators due to layout decisions that are not optimal for running trolleys.

 The objective of the invention is to improve the design of the rolling stock with increased requirements for reliability and expand the field of practical application of the monorail transport system for any, including quite difficult, environmental conditions.

 The problem is solved in that in the rolling stock of the monorail transport system containing the head, tail and intermediate wagons with bodies fixed on the respective frames, running trolleys made with a transverse running axle, at the ends of which running wheels are fixed, a stabilization frame, a carriage, vertical and horizontal stabilization wheels, the last of which are fixed on the stabilization frame, as well as a linear traction motor with active elements, is fixed supported by rolling stock, vertical stabilization wheels and at least one active element of the linear traction motor are mounted on the carriage, while the transverse running axle and the stabilization frame are combined into a single assembly unit connected to the carriage by means of elastic deformable and intermediate transfer elements, deformable elements made with the provision of carriage displacement relative to a single assembly unit along the vertical axis normal to the plane of movement of the rolling stock, and about daily transmission elements - also ensuring displacement along the vertical axis and their fixation relative to each other along two other axes, the car frames have fasteners with bodies, as well as with each other and with the axles of the bogies, while the fasteners for fastening the car frames with each other and with running axles of the bogies are located on a common axis normal to the plane of movement of the rolling stock and passing through the rolling axis of the running wheel pairs.

 Partial essential features of the invention also contribute to the solution of the problem.

 The rolling stock contains the head, tail and four to ten passenger cars.

 The length of the head / tail carriage - the distance between the outer surface of the end wall and the bumper is 6890 ± 50 mm, the length of the passenger car - the distance between the outer surfaces of the end walls is 4400 ± 50 mm, while the length of the passenger compartment of the head / tail carriage is the distance between the outer surfaces end walls is 4400 ± 50 mm, and the distance between the ends of adjacent cars is 600 ± 10 mm.

 The width of the passenger, head / tail carriage - the distance between the outer surfaces of the side walls is variable and its nominal value is in the range of 2300 ... 1922 mm, while the larger value of the width corresponds to the lower section of the carriage, the nominal value of the carriage height along the outer contour is 3320 mm, and the nominal value of the height of the salons of cars - the distance between the internal surfaces of the floor and ceiling is 2200 mm.

 The net and gross weights of each passenger and head / tail car are 10.5x (0.95 ... 1.05) t and 18.5x (0.95 ... 1.05) t, respectively.

 Each car is equipped with a heating and ventilation conditioning system, partially located on the roof of the body.

 The vertical displacement of the carriage relative to a single assembly of the undercarriage provided by elastic deformable elements is 70 ... 100 mm.

 Each running trolley is made with one pair of running wheels.

 The running wheels are made with pneumatic tires, while the outer diameter of the unloaded running wheels is 1030 ± 5 mm, and the ratio of the external diameter of the unloaded running wheel to the external diameter of the loaded running wheel is 1.03 ... 1.06.

 The distance in the transverse direction between the median planes of the wheels of the pair is 900 ± 30 mm, and the distance between the axles of the wheels in the longitudinal rolling stock direction is 5000 ± 50 mm.

 Each undercarriage is made with two pairs of horizontal stabilization wheels.

 The horizontal stabilization wheels are made with polyurethane tires with an external diameter of unloaded wheels within 360 ± 1 mm, the tire thickness is 35 ± 1 mm, the axis of rotation of the horizontal stabilization wheels are perpendicular and symmetrical to the axis of rotation of the pair of running wheels, while the transverse direction between the axes of rotation of the pairs of horizontal stabilization wheels of the undercarriage is 1100 ± 20 mm, the distance in the longitudinal direction between the axes of rotation of the horizontal wheels the wheels of the pair of wheels are 2100 ± 20 mm, and the distance between the median planes of the horizontal stabilization wheels of the pair and the axis of rotation of the pair of running wheels of the rolling stock is 1100 ± 20 mm.

 Each running trolley is made with two pairs of vertical stabilization wheels, while their supporting surfaces are located below the supporting surfaces of the running wheels.

 The vertical stabilization wheels are made with polyurethane tires with an outer diameter of unloaded wheels within 360 ± 1 mm, the tire thickness is 35 ± 1 mm, the axis of rotation of the vertical stabilization wheels are parallel and symmetrical with respect to the axis of rotation of the pair of running wheels, while the transverse direction between the median planes of a pair of vertical stabilization wheels is 1100 ± 20 mm, and the distance in the longitudinal direction of the rolling stock between the axes of the pairs of vertical stabilizing wheels -ionized wheels is 500 ± 5 mm.

 The axis of rotation of the pairs of vertical stabilization wheels is located between the axes of rotation of the pairs of horizontal stabilization wheels, and the distance between the plane of the horizontal stabilization wheels and the plane containing the axis of rotation of the pairs of vertical stabilization wheels is within ± 50 mm.

 The active elements of the linear traction motor are made in the form of plates rectangular in plan and contain a magnetic circuit drawn from thin-sheet electrical steel, a three-phase working winding laid in the grooves of the magnetic circuit, a supporting box and a protective casing to protect the frontal parts of the winding from mechanical damage, the mass of the rectangular plate of the active elements is 350 ± 15 kg, and the plate itself is made with nominal dimensions in terms of 1787x400 mm and a thickness of 172 mm, while the deviation from the nominal values does not exceed 2%.

 The cross axle consists of a monoblock and two cantilever axes located symmetrically with respect to the monoblock and coaxially with each axle mounted on the corresponding cantilever axis using two rolling bearings, the monoblock itself is made in the form of a cylindrical pipe with a central transverse partition, on the part of the outer surface of the monoblock around the central transverse partition, diametrically located tides with flat surfaces are made, in the central transverse partition The monoblock rim has a through cylindrical hole oriented with its longitudinal axis perpendicular to the longitudinal axis of the monoblock cylindrical pipe and perpendicular to the flat tidal surfaces, while the longitudinal axis of the through cylindrical hole in the central transverse baffle of the monoblock is symmetrical with respect to the ends of the monoblock.

 The stabilization frame is made in the form of a spatial structure consisting of two transverse "U-shaped" bars connected to each other by two longitudinal bars, while the attachment points of a single building block with a carriage are placed on the "U-shaped" bars, and the stabilization frame itself is made with nominal dimensions of 1715 mm 1214 mm, respectively, in the longitudinal and transverse directions with respect to the rolling stock, and with a nominal size of 512 mm in the vertical direction.

 Horizontal stabilization wheels are fixed at the ends of the transverse "U-shaped" bars.

 The carriage is made in the form of a spatial structure, consisting of two "V-shaped" bars connected at the ends by means of two "U-shaped" bars, while the "V-shaped" bars are oriented along the longitudinal axis of the rolling stock, and "P- shaped "bars - along the transverse axis of the rolling stock, in the middle parts of the" V-shaped "bars formed brackets for fastening the vertical stabilization wheels, and on the horizontal bars of the" U-shaped "bars of the carriage attached fastening nodes of elastic elements, while the carriage and equipped with a pair of safety wheels located on a bicycle circuit.

 Elastic deformable elements connecting the stabilization frame and the carriage are oriented along the longitudinal axis of the rolling stock and are fastened to the stabilization frame through a rocker pivotally mounted on it, and with the carriage through the hinge, the elastic deformable elements are made in the form of pre-compressed pushers.

 Each pusher of elastic deformable elements is made in the form of a rod with elastic dish-shaped elements installed on it through its internal holes, while on the outer surface part of the elastic dish-shaped elements interacts with a cylindrical glass, and the axial compression force of the pusher is in the range 900 ... 1300 kgf, provided by the working stroke of the pusher in the range of 750 ... 850 mm.

 The undercarriage is made in the form of a spatial structure consisting of a central beam and end connecting elements connected to its ends, made in the form of curved spatial beams of variable cross section, while the car body fastening assemblies are located both on the beam and on the end elements, and the connection nodes of adjacent car frames and nodes for connecting car frames with the undercarriage are placed on the end connecting elements, in the places where the central beam is connected with the end elements formed through cutouts to accommodate belay carriage wheels.

 The mounting unit for the undercarriage frame with the undercarriage is made in the form of a detachable collar covering the monoblock of the transverse undercarriage bridge, while the clamp is made with holes in which the ends of the shaft installed in the hole in the central transverse partition of the monoblock are passed, and spherical bearings are placed between the clamp and the monoblock, mounted on the tidal planes of the monoblock.

 The attachment points of each car body with a car frame are made in the form of vertical shock absorbers placed on the central beam, and in the form of rods that fix the body in longitudinal and transverse directions, respectively, while longitudinal rods are placed on the central beam, and transverse rods on the end elements .

 Figure 1 shows the rolling stock on the chassis.

 Figure 2 shows the undercarriage assembly with undercar frames.

 Figure 3 shows the wheelsets interacting with the chassis.

 Figure 4 shows the undercarriage (side view).

 Figure 5 shows the undercarriage (front view).

 Figure 6 shows the undercarriage (top view).

 In FIG. 7 shows the undercarriage (side view, the figure removed the elements that cover the active element of the linear traction motor).

 In FIG. 3 shows a single assembly unit combining a transverse running axle and a stabilization frame (horizontal stabilization wheels not shown).

 In FIG. 9 shows a single assembly unit combining a transverse running axle and a stabilization frame (top view).

 In FIG. 10 shows a single assembly unit combining a transverse running axle and a stabilization frame (front view, horizontal stabilization wheels not shown).

 In FIG. 11 shows a single assembly unit combining a transverse running axle and a stabilization frame (top view, horizontal stabilization wheels not shown).

 12 shows a carriage with vertical stabilization wheels fixed to it and an active element of the linear motor.

 On Fig shows the carriage of the undercarriage.

 In FIG. 14 shows a carriage with an active element of a linear motor mounted on it (front view).

 In FIG. 15 shows a carriage with an active element of a linear motor mounted on it (top view).

 On Fig shows the transverse running axle.

 On Fig shows the transverse suspension bridge (side view).

 In FIG. 18 shows the connection unit of the car frames of adjacent cars with the undercarriage (side view).

 In FIG. 19 shows the connection unit of the car frames of adjacent cars with a running carriage (top view).

 In Fig.20 shows the connection node of the carriage frame of the head / tail car with a bumper and a running trolley (side view).

 In Fig.21 shows the connection node of the car frame of the head car with a bumper and a running trolley (top view).

 On Fig shows the carriage of the head / tail carriage with nodes of connection with the bumper and with adjacent running trolleys (side view).

 In Fig.23 shows the carriage frame of the head / tail carriage with nodes connecting to the body of the head / tail carriage (top view).

 In FIG. 24 shows the car frame of a passenger car with connection nodes with adjacent running trolleys (side view).

 In FIG. 25 shows the car frame of a passenger car with nodes of connection with the body of an intermediate car (top view).

 In FIG. 26 shows the undercarriage of the tail / head carriage with nodes for connecting to the bumper and with adjacent running trolleys (side view).

 In FIG. 27 shows the undercarriage of the tail / head carriage with nodes for connecting to the head / tail car body (top view).

 The proposed rolling stock works as follows.

 The rolling stock is an integral part of the monorail transport system, contains the head, tail and intermediate cars and, using the chassis, moves along the track, made in the form of a box-shaped running beam 1 (Fig. 3).

 The bodies of the head / tail 2 and passenger 3 cars are fixed on the respective car frames, between which the car ceilings 4 are placed (Fig. 1), which together with the equipment and apparatus are designed for comfortable and safe transportation of passengers.

 The undercarriage of the rolling stock (Fig. 2) contains subcar frames 5 and 6, on which the bodies of the head / tail and passenger cars are mounted, respectively, undercarriages in which the undercarriage wheelsets 7, the vertical 8 and the horizontal 9 stabilization wheel pairs, which interact with running beam, while the rolling plane of the vertical stabilization wheels are located below the rolling plane of the running wheels (figure 3).

 The car frames 5 are each equipped with a bumper 10 (FIG. 2) for sensing the forces arising from a collision of a rolling stock with an obstacle and for towing it.

 Rolling stock, in addition to the head and tail cars, can contain from four to ten passenger cars.

 The net mass of the passenger car is 10.5x (0.95 ... 1.05) t. The gross mass of the passenger car is 18.5 x (0.95 ... 1.05) t. The net weight of the head / tail car is 10 , 5x (0.95 ... 1.05) tons. The gross weight of the head carriage is 18.5x (0.95 ... 1.05) tons.

 Each head / tail carriage contains a control cabin with a driver's seat. The number of seats in the head / tail carriage is seven, and in passenger cars - eight seats.

The distance between the ends of adjacent rolling stock cars is 600 ± 10 mm. The length of the passenger car - the distance between the outer surfaces of the end walls is 4400 ± 50 mm. Wagon width - the distance between the outer surfaces of the side walls is variable, and its nominal value is in the range of 2300 ... 1922 mm, with a larger width dimension corresponding to the lower section of the wagon. The nominal value of the height of the car on the outer contour is 3320 mm. The nominal value of the height of the interior of the car - the distance between the internal surfaces of the floor and ceiling is 2200 mm. The length of the head / tail carriage - the distance between the outer surface of the end wall and the bumper is 6890 ± 50 mm. The length of the passenger compartment of the head / tail carriage - the distance between the outer surfaces of the end walls is 4400 ± 50 mm. In cars, 5 m ^{2 of} free space is provided for standing passengers. The nominal passenger capacity is determined at the rate of 5 people per square meter. m of free floor space.

 Each carriage is equipped on both sides with double-wing automatic sliding doors. The width of the doorway is 1200 ± 10 mm.

 Passenger salons of head cars and intermediate cars are each made with two windows, located symmetrically on opposite sides of the automatic sliding door on each side. The width of the window opening is 850 ± 10 mm. For the glazing of salons and cabins, tinted, heat- and soundproof glasses that are safe to destroy are used. The cockpit glazing does not freeze under all operating conditions of the rolling stock and provides a good overview to the driver in all weather conditions.

 The cabin has handrails and racks located in those places where they will be used most efficiently and not interfere with the entry and exit of passengers, including passengers in wheelchairs.

 The car body is equipped with sets of control systems, lighting, passenger warning systems, as well as heating and ventilation systems. Part of this wagon equipment is located on the roof of the wagons. Each carriage is equipped with a speakerphone system.

 The connection of the car bodies with the car frames is made through damping elements - shock absorbers 11 for fastening the bodies in the vertical direction and longitudinal rods 12 for fastening in the longitudinal direction, respectively (Fig.2).

 The rolling stock of the monorail transport system also includes the active elements 13 (Fig.3) of a linear traction motor.

 Traveling trolleys are each made with a transverse running axle 14 (Fig. 4), at the ends of which running wheels 7 are fixed, a stabilization frame 15, a carriage 16, vertical 8 and horizontal 9 stabilization wheels, the last of which are fixed on the stabilization frame, and vertical stabilization wheels 8 are mounted on the carriage 16. At least one active element 13 of the linear traction motor is mounted on the carriage (FIGS. 13 and 14).

 In turn, the transverse running axle 14 and the stabilization frame 15 are combined into a single assembly unit (Fig. 8).

 The stabilization frame 15 (Fig. 8) and the carriage 16 (Fig. 13) are each made in the form of a spatial bar structure.

 The carriage 16 is connected to a single assembly using elastic deformable 17 and intermediate transmission elements 18 (Fig. 4), the deformable elements 17 are designed to offset the carriage relative to a single assembly on a vertical axis normal to the plane of movement of the rolling stock, and the intermediate transmission elements are made while also providing displacement along the vertical axis and their fixation relative to each other along two other axes, while the shift of the carriage relative to a single layout knots a bogie provided by elastic elements, is 70 ... 100 mm.

 The carriage frames, in addition to the fastening nodes 11 and 12 with the bodies, are also equipped with fastening nodes between each other and with the running axle 14 of the running trolleys (Fig. 18), while the fastening frames of the undercarriage frames between themselves and the running axle of the trolleys are located on a common axis normal to the plane of movement rolling stock and passing through the rolling axis of the running wheel pairs.

 Traveling trolleys are each made with one pair of running wheels, while the running wheels 7 can be made with pneumatic tires. The external diameter of the unloaded pneumatic running wheels is 1030 ± 5 mm, and the ratio of the external diameter of the unloaded running wheel to the external diameter of the running wheel loaded with the maximum operational load is 1.03. ..1.06. Driving tracks for running wheels are formed on the outer surface of the upper shelf of the running beam 1, including its cantilever parts, the width of the driving track for the running wheel is 300 ± 30 mm. The distance between the median planes of the pair of running wheels of the rolling stock is 900 ± 30 mm. With a nominal installation of rolling stock on the running beam, the median planes of the running wheels are aligned with the planes of the vertical walls of the box, while their permissible displacement does not exceed 2 ... 3 thicknesses of the vertical walls. The distance between the axles of the running wheels in the longitudinal direction of the rolling stock is 5000 ± 50 mm.

 Each undercarriage is made with two pairs of horizontal stabilization wheels.

 The horizontal stabilization wheels are made with polyurethane tires with an outer diameter of unloaded wheels within 360 ± 1 mm, the tire thickness is 35 ± 1 mm, the axes of rotation of the horizontal stabilization wheels are perpendicular (Fig. 3) and symmetrically (Fig. 6) with respect to the axis of rotation of the pair of running wheels, while the distance in the transverse direction between the axis of rotation of the pairs of horizontal stabilization wheels of the undercarriage is 1100 ± 20 mm, the distance in the longitudinal direction between the axis of rotation of the pairs of mountains of the horizontal stabilization wheels is 2100 ± 20 mm, and the distance between the median planes of the horizontal stabilization wheels of the pair and the axis of rotation of the pair of rolling wheels of the rolling stock is 1100 ± 20 mm.

 Each undercarriage is made with two pairs (FIGS. 3 and 4) of vertical stabilization wheels, while their supporting surfaces are located below the supporting surfaces of the running wheels (FIG. 3).

 The vertical stabilization wheels are made with polyurethane tires with an outer diameter of unloaded wheels within 360 ± 1 mm, the tire thickness is 35 ± 1 mm, the axis of rotation of the vertical stabilization wheels are parallel (Fig. 3) and symmetrical (Fig. 4) relative to the axis of rotation of the pair of running wheels, while the distance in the transverse direction between the median planes of the pair of vertical stabilization wheels is 1100 ± 20 mm, and the distance in the longitudinal direction of the rolling stock between the axes of the pairs of verticals stabilization wheels is 500 ± 5 mm.

 The axis of rotation of the pairs of vertical stabilization wheels are located between the axes of rotation of the pairs of horizontal stabilization wheels (Fig. 4), and the distance between the plane of the horizontal stabilization wheels and the plane containing the axis of rotation of the pairs of vertical stabilization wheels is within ± 50 mm.

 The most important node of the transport system, determining its operational and commercial indicators, design and reliability, is a traction device or traction electric drive.

 The rolling stock used a traction electric drive based on a linear asynchronous motor. The linear motor transmits the traction force non-contact due to the electromagnetic interaction of the active elements - inductor 13 (unfolded stator winding of the induction motor), mounted on the carriage 16 (Fig.13 and 14) of each running carriage, and a secondary (passive) element (rotor of the induction motor), representing a ferromagnetic aluminum plate installed throughout the length of the running beam (not shown). The linear motor inductor suspension provides a nominal clearance of 20..25 mm with a net mass of rolling stock, and the optimum clearance at a maximum operating load on the rolling stock is 10 ... 15 mm. The running wheels carry out only the function of supporting the rolling stock, while eliminating the problem of adhesion of the running wheels to the running beam, and hence the problem of operation under icy and snow conditions.

The traction electric drive provides acceleration of rolling stock with a nominal mass of 44,000 kg with an acceleration of 1 m / s ² , movement at a steady speed (up to 16.6 m / s), coast and electric braking with a deceleration of 1 ... 1.5 m / s ² to full stop of rolling stock.

 The inductor 13 contains a magnetic circuit drawn from a sheet of electrical steel, a three-phase working winding, laid in the grooves of the magnetic circuit, a carrying box and a casing for protecting the frontal parts of the winding from mechanical damage (not shown).

 The active elements of the linear drive - inductors are made in the form of rectangular plates in plan. Rectangular plates of the active elements are made with nominal dimensions of 1787x400 mm and a thickness of 172 mm, while the deviations from the nominal values do not exceed 2% .. Active elements are mounted on the surfaces of the carriages facing the navigation beam (Fig.13). Active elements are mounted on carriages with a pitch in the longitudinal direction of the rolling stock of 5000 mm and are fixed to them by means of threaded elements. The mass of the inductor does not exceed 350 kg.

 The passive secondary element consists of an aluminum lining, made in the form of a special profile, and the base, recruited from ferromagnetic rods of rectangular cross section, fastened together by clamping plates. The inductor for steel is 1763 mm long, 400 mm wide, and 35 mm thick. The passive element is formed from blocks with a length of 2000 mm. The mass of the block of the secondary element is 110 kg.

 Rectangular plates of passive elements are installed on the outer surface of the upper shelf of the undercarriage box with a pitch in the longitudinal direction of 0.. .10 mm. The rectangular plates of the passive elements are fixed on the outer surface of the upper shelf of the undercarriage box by means of threaded connections.

The transverse axle bridge 14 (Fig. 8) consists of a monoblock 19 and two cantilever axles 20 (Fig. 16 and 17) located symmetrically with respect to the monoblock and coaxial with it (Fig. 16). The cantilever axes of the transverse running axle are made of 40KhGS steel with a tensile strength of at least 55 kgf / mm ² .

 The running wheels of the running trolley are each mounted on the corresponding cantilever axis of the transverse running axle using two rolling bearings for each running wheel (bearings not shown).

 The cantilever axes of the transverse running axle are each of cylindrical shape with two flanges 21 and 22, with one end flange 21 located at the end of the axis, and the second intermediate flange 22 between the end flange and the other end of the axis, and the cantilever axes of the transverse running axle are each length 200 ± 20 mm.

 The cantilever axes of the transverse running axle are each made at the place of installation of the bearings under the running wheels in the form of a continuous cylindrical beam with a diameter of 90 ± 0.2 mm.

 The thickness of the end flange 21 of the cantilever axis of the transverse running axle is within 30 ± 1 mm and there are made through holes for fastening with a monoblock, the centers of which are located on a circle with a diameter of 210 ± 5 mm, and the longitudinal axes of these holes are oriented perpendicular to the axis, while through the holes of the end flange of the cantilever axis of the transverse running axle may be unevenly distributed along its perimeter of this circle.

 In the end flange of the cantilever axis of the transverse running axle, 8 ... 12 through holes with a diameter of 19 ± 0.5 mm can be made.

Monoblock transverse suspension bridge is made in the form of a cylindrical pipe, with a Central transverse partition 23 (Fig.16). The monoblock of the transverse running bridge is 400 ± 2 mm long and can be obtained by casting from 35L steel with a tensile strength of at least 50 kgf / mm ² .

 The outer diameter of the monoblock is within 242 ± 2 mm, and the wall thickness of the monoblock pipe is within 32 ± 2 mm.

 Alternatively, the cantilever axles can be made integrally with a monoblock.

 On the part of the outer surface of the monoblock around the central transverse partition 23 there are diametrically located tides 24 (Figs. 16 and 17) with flat surfaces, in the central transverse partition of the monoblock there is a through cylindrical hole in which a cylindrical shaft 25 is installed, the cantilever ends of which protrude above the tides 24 while the longitudinal axis of the shaft 25 is oriented perpendicular to the longitudinal axis of the cylindrical pipe of the monoblock and perpendicular to the flat surfaces of the tides 24, while the longitudinal about s through a cylindrical hole in the central transverse bulkhead monoblock located symmetrically with respect to the ends of the monoblock.

 The shaft 25 serves to connect the car frames with a monoblock, and the tides 24 serve to accommodate the bearings included in the connection unit of the car frames and a monoblock.

 Blind threaded holes with M18 thread are made on the wall wall of the monoblock pipe of the transverse running bridge at both ends of the pipe, their centers are located on a circle, and their longitudinal axes are oriented parallel to the longitudinal axis of the monoblock. The value of the diameter of the circumference of the arrangement of the centers of blind threaded holes in the pipe wall of the monoblock of the transverse running bridge is within 210 ± 1 mm.

 In the blind threaded holes in the pipe wall of the monoblock of the transverse running axle, studs 26 with M18 thread are screwed, which are used for fastening with cantilever axles. The through holes of the end flange 21 of the cantilever axis of the transverse running axle may be unevenly distributed around its perimeter. In the pipe wall of the monoblock of the transverse running axle, at its two ends, 8 ... 12 blind threaded holes can be made, the centers of which are located around the circumference.

 The stabilization frame is made in the form of a spatial structure consisting of two transverse "U-shaped" bars connected to each other by means of two longitudinal bars (Fig. 8), while the attachment points of a single assembly with a carriage are placed on the "U-shaped" bars and the stabilization frame itself is made with nominal dimensions of 1715 mm 1214 mm, respectively, in the longitudinal and transverse directions with respect to the rolling stock, and with a nominal size of 512 mm in the vertical direction.

 Horizontal stabilization wheels mounted on the ends of the transverse "U-shaped" bars (figure 3).

 The monoblock and the stabilization frame are fastened together by means of threaded elements, the longitudinal axes of which are oriented along the transverse axis of the rolling stock and passed into the corresponding mounting holes in the end flanges 27 of the monoblock and in the bars of the stabilization frame connecting the horizontal crossbars of the "U-shaped" bars of the stabilization frame.

 The stabilization frame is made with nominal dimensions of 1715 mm 1214 mm, respectively, in the longitudinal and transverse directions with respect to the rolling stock, and with a nominal size of 512 mm in the vertical direction. The "U-shaped" bars of the frame are partially and two beams connecting the vertical parts of the "U-shaped" bars of the stabilization frame are completely made of a closed box section in the form of a rectangle.

 The box-shaped section of the bars of the stabilization frame is made with nominal dimensions along the outer contour of 120 mm and 80 mm, while the nominal wall thickness of the box is 6 ... 8 mm, the "U-shaped" bars of the stabilization frame and two bars connecting the vertical parts of "P- the “shaped bars of the stabilization frame are made of 09G2S steel, the“ U-shaped "bars of the stabilization frame are oriented by the large size of the transverse box section along the vertical axis of the rolling stock.

 The bars of the stabilization frame are interconnected by welding. The horizontal bars of the "U-shaped" bars of the stabilization frame are equipped with attachment points for elastic elements connecting the stabilization frame and the carriage.

 The monoblock and the stabilization frame are fastened together by means of threaded elements, the longitudinal axes of which are oriented along the transverse axis of the rolling stock and passed into the corresponding mounting holes in the end flanges 27 of the monoblock and in the bars of the stabilization frame connecting the horizontal crossbars of the "U-shaped" bars of the stabilization frame.

 The carriage is made in the form of a spatial structure consisting of two "V-shaped" bars connected to each other by means of two "U-shaped" bars (Fig. 15), while the "V-shaped" bars are oriented along the longitudinal axis of the rolling stock and the "U-shaped" bars - along the transverse axis of the rolling stock, in the middle parts of the "V-shaped" bars formed brackets for fastening the vertical stabilization wheels, and on the horizontal crossbars of the "U-shaped" bars of the carriage, fastening nodes of elastic elements are fixed, this the carriage is equipped with a pair of safety wheels arranged in a bicycle pattern.

 Elastic deformable elements 17 connecting the stabilization frame and the carriage are oriented along the longitudinal axis of the rolling stock (Fig. 7) and are fastened to the stabilization frame through a rocker pivotally mounted on it, and with the carriage through the hinge, the elastic deformable elements themselves are made in the form of pre-compressed pushers.

 Each pusher of elastic deformable elements is made in the form of a rod with elastic disk elements installed on it through its internal holes, while on the outer surface a part of the elastic disk elements interacts with the cylindrical glass, and the axial compression force of the pusher is in the range 900 ... 1300 kgf, provided by the working stroke of the pusher in the range of 750 ... 850 mm.

 The pusher glass is made of steel 09G2S. The pusher is equipped with a protective casing made in the form of a tube interacting along its inner surface with the outer surface of the glass. The protective casing of the pusher is made of rubber.

 The pusher has 308 resilient disk elements. The axial compression force of the pusher is in the range of 900 ... 1300 kgf. The working stroke of the pusher is in the range of 750 ... 850 mm. The nominal outer diameter of the elastic disk elements is 45 mm. Pushers provide the value of the maximum preload of the vertical stabilization wheels to 1000 kgf.

 The undercarriage frame (Fig. 18 ... 27) is made in the form of a spatial structure containing a central beam and end connecting elements connected to its ends, made in the form of curved spatial beams of variable cross section, while the fastening units of the car body are placed both on the beam and on the end elements, and the nodes of the connection of adjacent car frames to each other and the nodes of the connection of the car frames with the undercarriage are placed on the end connecting elements, at the same places where the central beam is connected with the end elements cients are formed the through recesses for placing belay carriage wheels.

 The mounting unit for the undercarriage frame with the undercarriage is made in the form of a detachable collar covering the monoblock of the transverse undercarriage bridge, while the clamp is made with holes in which the ends of the shaft installed in the hole in the central transverse partition of the monoblock are passed, and spherical bearings are placed between the clamp and the monoblock, mounted on the tidal planes of the monoblock.

 The fastening nodes of the car bodies with the car frame are made in the form of vertical shock absorbers 11 located on the central beam, and in the form of rods that fix the body in longitudinal and transverse directions, respectively, while longitudinal rods 12 are placed on the central beam, and transverse rods 28 are placed on end elements.

 On the car frames 5, intended for fastening the nodes of the head and tail cars 2, vertical shock absorbers are also made for fastening the cab of the corresponding car (Figs. 21 and 23).

Claims (25)

 1. The rolling stock of the monorail transport system, comprising head, tail and intermediate cars with bodies fixed on the respective subcar frames, running trolleys made with a transverse running axle, the running wheels are fixed at the ends thereof, a stabilization frame, a carriage, vertical and horizontal stabilization wheels the last of which are mounted on a stabilization frame, as well as a linear traction motor with active elements mounted on a rolling stock, characterized the fact that the vertical stabilization wheels and at least one active element of the linear traction motor are mounted on the carriage, while the transverse running axle and the stabilization frame are combined into a single assembly unit connected to the carriage by means of elastic deformable and intermediate transmission elements, deformable elements are made to provide carriage displacements relative to a single assembly on a vertical axis normal to the plane of movement of the rolling stock, and intermediate gears full-time elements - also ensuring displacement along the vertical axis and their fixation relative to each other along two other axes, the car frames have attachment points with bodies, as well as with each other and with the bridges of the bogies, while the attachment points of the car frames with each other and with the chassis bridges of trolleys are located on a common axis normal to the plane of movement of the rolling stock and passing through the rolling axis of the running wheel pairs.  2. The rolling stock of the monorail transport system according to claim 1, characterized in that the rolling stock contains the head, tail and from four to ten passenger cars.  3. The rolling stock of the monorail transport system according to claim 2, characterized in that the length of the head / tail car — the distance between the outer surface of the end wall and the bumper — is 6890 ± 50 mm, the length of the passenger car — the distance between the outer surfaces of the end walls — is 4400 ± 50 mm, while the length of the passenger compartment of the head / tail carriage - the distance between the outer surfaces of the end walls - is 4400 ± 50 mm, and the distance between the ends of adjacent cars is 600 ± 10 mm.  4. The rolling stock of the monorail transport system according to claim 2, characterized in that the width of the passenger, head / tail car — the distance between the outer surfaces of the side walls — is made variable and its nominal value is in the range 2300-1922 mm, with a larger size value the width corresponds to the lower section of the car, the nominal value of the height of the car on the outer contour is 3320 mm, and the nominal value of the height of the salons of the cars - the distance between the internal surfaces of the floor and ceiling - is 2200 mm.  5. The rolling stock of the monorail transport system according to claim 2, characterized in that the net and gross weights of each passenger and head / tail car are 10.5 • (0.95-1.05) and 18.5 • (0, respectively 95-1.05) t.  6. The rolling stock of the monorail transport system according to claim 2, characterized in that each car is equipped with a heating and ventilation conditioning system, partially located on the roof of the body.  7. The rolling stock of the monorail transport system according to claim 1, characterized in that the vertical displacement of the carriage relative to a single linking assembly of the undercarriage provided by elastic deformable elements is 70-100 mm.  8. The rolling stock of the monorail transport system according to claim 1, characterized in that each running trolley is made with one pair of running wheels.  9. The rolling stock of the monorail transport system according to claim 8, characterized in that the running wheels are made with pneumatic tires, wherein the outer diameter of the unloaded running wheels is 1030 ± 5 mm, and the ratio of the external diameter of the unloaded running wheel to the external diameter of the loaded running wheel is 1.03-1.06.  10. The rolling stock of the monorail transport system according to claim 8, characterized in that the distance in the transverse direction between the median planes of the wheels of the pair is 900 ± 30 mm, and the distance between the axles of the wheels in the longitudinal rolling stock is 5000 ± 50 mm.  11. The rolling stock of the monorail transport system according to claim 1, characterized in that each undercarriage is made with two pairs of horizontal stabilization wheels.  12. The rolling stock of the monorail transport system according to claim 11, characterized in that the horizontal stabilization wheels are made with polyurethane tires with an outer diameter of unloaded wheels within 360 ± 1 mm, the tire thickness is 35 ± 1 mm, and the axis of rotation of the horizontal stabilization the wheels are perpendicular and symmetrical about the axis of rotation of the pair of running wheels, while the distance in the transverse direction between the axis of rotation of the pairs of horizontal stabilization wheels of the undercarriage is 1 100 ± 20 mm, the distance in the longitudinal direction between the axes of rotation of the horizontal stabilization wheels of the pair is 2100 ± 20 mm, and the distance between the median planes of the horizontal stabilization wheels of the pair and the axis of rotation of the pair of running wheels of the rolling stock is 1100 ± 20 mm.  13. The rolling stock of the monorail transport system according to claim 1, characterized in that each undercarriage is made with two pairs of vertical stabilization wheels, while their supporting surfaces are located below the supporting surfaces of the running wheels.  14. The rolling stock of the monorail transport system according to claim 13, characterized in that the vertical stabilization wheels are made with polyurethane tires with an outer diameter of unloaded wheels within 360 ± 1 mm, the tire thickness is 35 ± 1 mm, and the rotation axes of the vertical stabilization wheels are parallel and symmetrical about the axis of rotation of a pair of running wheels, while the distance in the transverse direction between the median planes of a pair of vertical stabilization wheels is 1100 ± 20 mm, and the distance s in the longitudinal direction between the rolling axes of the pairs of vertical stabilizing wheels is 500 ± 5 mm.  15. The rolling stock of the monorail transport system according to claim 13, characterized in that the rotation axes of the pairs of vertical stabilization wheels are located between the rotation axes of the pairs of horizontal stabilization wheels, and the distance between the plane of the horizontal stabilization wheels and the plane containing the rotation axes of the pairs of vertical stabilization wheels is within ± 50 mm.  16. The rolling stock of the monorail transport system according to claim 1, characterized in that the active elements of the linear traction motor are made in the form of plates rectangular in plan and contain a magnetic circuit drawn from thin-sheet electrical steel, a three-phase working winding laid in the grooves of the magnetic circuit, carrying box and a protective casing to protect the frontal parts of the winding from mechanical damage, the mass of the rectangular plate of the active elements is 350 ± 15 kg, and the plate itself is made with nominal dimensions in plan e 1787 • 400 mm and a thickness of 172 mm, while the deviation from the nominal values does not exceed 2%.  17. The rolling stock of the monorail transport system according to claim 1, characterized in that the transverse running axle consists of a monoblock and two cantilever axles located symmetrically with respect to the monoblock and each running wheel is mounted on the corresponding cantilever axis using two bearings rolling, the monoblock itself is made in the form of a cylindrical pipe with a central transverse partition, while on the part of the outer surface of the monoblock around the central transverse partition there are diameters newly located tides with flat surfaces, a through cylindrical hole is made in the central transverse baffle of the monoblock, oriented with its longitudinal axis perpendicular to the longitudinal axis of the monoblock cylindrical pipe and perpendicular to the flat surfaces of the tides, while the longitudinal axis of the through cylindrical hole in the central transverse baffle of the monoblock is symmetrical with respect to the ends of the monoblock .  18. The rolling stock of the monorail transport system according to claim 1, characterized in that the stabilization frame is made in the form of a spatial structure consisting of two transverse U-shaped bars connected to each other by two longitudinal bars, while the attachment points of a single assembly with a carriage placed on the U-shaped bars, and the stabilization frame itself is made with nominal dimensions of 1715 1214 mm respectively in the longitudinal and transverse to the rolling stock directions and with nominal mer 512 mm in the vertical direction.  19. The rolling stock of the monorail transport system according to claim 18, characterized in that the horizontal stabilization wheels are fixed at the ends of the transverse U-shaped bars.  20. The rolling stock of the monorail transport system according to claim 1, characterized in that the carriage is made in the form of a spatial structure consisting of two V-shaped beams connected at the ends by means of two U-shaped beams, while the V-shaped beams are oriented along the longitudinal axis of the rolling stock, and the U-shaped bars along the transverse axis of the rolling stock, brackets are formed in the middle parts of the V-shaped bars for fastening the vertical stabilization wheels, and on the horizontal bars the U-shaped a carriage mounting beams fixed elastic element nodes, wherein the carriage is provided with a pair belay wheels disposed on a cycle diagram.  21. The rolling stock of the monorail transport system according to claim 1, characterized in that the elastic deformable elements connecting the stabilization frame and the carriage are oriented along the longitudinal axis of the rolling stock and are fastened to the stabilization frame through a rocker mounted on it, and through the carriage through the hinge , the elastic deformable elements themselves are made in the form of pre-compressed pushers.  22. The rolling stock of the monorail transport system according to claim 21, characterized in that each pusher of elastic deformable elements is made in the form of a rod with elastic disk elements installed on it through its internal holes, while on the outer surface a part of the elastic disk elements interacts with a cylindrical glass and the axial compression force of the pusher is in the range of 900-1300 kgf, provided by the working stroke of the pusher in the range of 750-850 mm.  23. The rolling stock of the monorail transport system according to claim 1, characterized in that each subcar frame is made in the form of a spatial structure consisting of a central beam and end connecting elements connected to its ends, made in the form of curved spatial beams of variable cross section, with the nodes the car body fastenings are placed both on the beam and on the end elements, and the nodes for connecting the adjacent car frames to each other and the nodes for connecting the car frames with the undercarriage are placed on the ends connecting elements, also in places with conjugation central beam end members are formed by through-recesses to accommodate belay carriage wheels.  24. The rolling stock of the monorail transport system according to paragraphs. 17 and 23, characterized in that the mounting unit of the car frame with the undercarriage is made in the form of a detachable collar covering the monoblock of the transverse undercarriage bridge, while the collar is made with holes in which the ends of the shaft installed in the hole in the central transverse partition of the monoblock are passed, and Between the clamp and the monoblock are placed spherical bearings mounted on the tidal planes of the monoblock.  25. The rolling stock of the monorail transport system according to claim 23, characterized in that the attachment points of each of the car bodies with the car frame are made in the form of vertical shock absorbers placed on the central beam and in the form of rods that secure the body in longitudinal and transverse directions, respectively while the longitudinal rods are placed on the central beam, and the transverse rods on the end elements.

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