RU2211781C2 - High-speed transport module of transport system - Google Patents

Abstract

FIELD: transport engineering. SUBSTANCE: invention is designed for use at building transport vehicles featuring high aerodynamic characteristics. Proposed high-speed transport module contains three similar streamlined bodies with mating sphere-like front, drop-like middle and cone-line rear parts. Rear cone-like part of body is made with reversed curvature generatrix. To reduced drag coefficient and increase dynamic stability, definite relationships between body member dimensions and their form are provided. Module makes it possible to improved power characteristics of transport system at high dynamic stability. EFFECT: improved characteristics of transport system. 12 cl, 20 dwg

Description

 The invention relates to the field of transport engineering, namely to the construction of vehicles with high aerodynamic characteristics, and can be used in the high-speed string transport system of Unitsky.

 Known technical solution aimed at improving the aerodynamics of vehicles by performing their body in a shape as close as possible to the shape of a body of revolution (Hugo V.-G. Automobile aerodynamics. - M .: Mashinostroenie, 1987, p.32).

 However, in the well-known technical solution, the fulfillment of requirements for improving the aerodynamics of the body conflicts with the requirements for its internal layout, which, in the end, does not allow for the optimal use of the internal volume of the body.

 It is also known to use vehicle bodies in which recommendations are implemented to optimize the aerodynamic characteristics by approximating their shape to the shape of the body of revolution, while taking into account the stylistic and ergonomic requirements presented to them precisely as vehicles (Hugo V.G. Car aerodynamics. - M.: Mechanical Engineering, 1987, p. 42).

 However, when the ways of solving the problem are known, the actual operating conditions, when the vehicle is located in close proximity to the roadbed, do not allow achieving the minimum values of the drag coefficient.

 Closest to the invention is a high-speed transport module used in the Unitsky string transport system, comprising a body part made in the form of a streamlined body with a conjugated sphere-shaped front, drop-shaped middle and cone-shaped rear parts, in which the lower surface of the middle part is made flattened. For communication with the rail track, wheels mounted in two rows are placed in the hull. The movement of the transport module is provided, installed in the body, by a drive with a control system (Journal "Eureka" 3, 1998, p.53-55).

 The speeds developed in the Unitsky transport system (over 300 km / h) impose increased requirements on the stability of the transport module on the rail track while maintaining the minimum value of the drag coefficient.

 With an uneven distribution of weight or in the case of a rail track subsidence, for example, as a result of a breakage of the support cable, the lateral stability of the known transport module, the value of which is mainly determined by the distance between the rows of wheels, is insufficient. Increasing stability by increasing the distance between the rows of wheels leads to a corresponding increase in the transverse dimensions of the body of the transport module and, as a result, to a deterioration in its aerodynamic characteristics. An increase in the remaining body sizes to ratios that provide the initial value of the drag coefficient will, in the best case, lead to obtaining the previous value of the dynamic stability of the transport module on the rail track.

 In addition, these traffic conditions put forward a number of basic solutions to the problem of reducing the aerodynamic drag coefficient of the transport module, because air resistance in the total resistance to high-speed movement is more than ninety percent. Accordingly, the power of the vehicle’s drive and its efficiency by ninety or more percent are determined precisely by the aerodynamic characteristics of the module body.

 The body shape of the known transport module does not provide the minimum possible value of the drag coefficient. This is due to the fact that when the problem is solved in it for optimal airflow around the front of the body due to the need to comply with the requirements for the overall length of the transport module, airflow detachment inevitably occurs on the back of its body, due to the inability to eliminate pressure jumps. The known technical solution also does not solve the problem of optimizing the choice of the frontal surface (midship) area of the body, which, like the aerodynamic drag coefficient, directly affects the air resistance of the transport module. In addition, in the known transport module, the wheels are placed at the edges of the body at an angle to its curved contours and, accordingly, at an angle to the air flow around the body, which significantly increases the drag coefficient.

 These reasons do not allow to optimize the performance of the transport module in terms of energy characteristics.

 Claimed as an invention, the high-speed transport module of the Unitsky transport system is aimed at increasing dynamic stability and improving energy performance by reducing losses determined by its aerodynamic characteristics.

 This result is achieved in that the high-speed transport module of the Unitsky transport system contains a body part made in the form of a streamlined body with a conjugated sphere-shaped front, droplet-shaped middle and cone-shaped rear parts, in which the lower surface of the middle part is made flattened, as well as wheels placed in the body part, installed in two rows, and a drive connected to the wheels with a control system, while the hull of the transport module is equipped with two additional logical form bodies symmetrically fixed relative to the main body connection elements, the rear tapered portion body is provided with a generator having alternating curvature and the series of wheels placed at the bottom of the additional body.

где L₁ - длина средней части кузовов между точками линий сопряжения передней и задней частей с нижней уплощенной поверхностью средней части кузовов, м;
L₂ - расстояние между рядами колес, м.The specified result is also achieved by the fact that the length of the middle part of the bodies and the distance between the rows of wheels are selected from the ratio

where L ₁ is the length of the middle part of the bodies between the points of the pairing lines of the front and rear parts with the lower flattened surface of the middle part of the bodies, m;
L ₂ - the distance between the rows of wheels, m

где L₃ - длина передней части кузовов от крайней передней точки до точек линии сопряжения передней части с уплощенной нижней поверхностью средней части кузова, м;
L₄ - длина задней части кузовов от крайней задней точки до точек линии сопряжения задней части с уплощенной нижней поверхностью средней части кузова, м.The specified result is also achieved by the fact that the length of the front, middle and rear parts of the bodies is selected from the condition

where L ₃ is the length of the front of the bodies from the extreme front point to the points of the line connecting the front of the flattened bottom surface of the middle part of the body, m;
L ₄ - the length of the rear of the bodies from the extreme rear point to the points of the line connecting the rear with the flattened lower surface of the middle part of the body, m

где L₅ - расстояние от точек линии сопряжения конусообразных поверхностей задних частей кузова с разными знаками кривизны до точек линии сопряжения средних и задних частей кузовов, м.The indicated result is also achieved by the fact that the points of the mating line of the cone-shaped surfaces of the rear parts of bodies with different signs of curvature are at a distance from the line of the mating points of the middle and rear parts of the bodies, selected from the condition

where L ₅ is the distance from the points of the interface line of the conical surfaces of the rear parts of the body with different signs of curvature to the points of the interface line of the middle and rear parts of the bodies, m

где S_зад - площадь максимального поперечного сечения задней части кузовов, м²;
S_{ср.макс} - площадь максимального поперечного сечения средней части кузовов, м².The indicated result is also achieved by the fact that the maximum cross-sectional area of the middle part of the bodies and the maximum cross-sectional area of the rear part of the bodies are selected from the ratio

where S _ass - the maximum cross-sectional area of the rear of the bodies, m ² ;
S _sr.max - the maximum cross-sectional area of the middle part of the bodies, m ² .

где Н₁ - максимальная высота верхних частей кузовов от линии, проходящей через точки кузовов с вертикальным положением касательной, м;
Н₂ - соответствующая высота нижних частей кузовов от линии, проходящей через точки кузовов с вертикальным положением касательной, м.The specified result is also achieved by the fact that the pairing of the drop-shaped upper and flattened lower surfaces of the middle parts of the bodies is carried out under the condition

where H ₁ - the maximum height of the upper parts of the bodies from the line passing through the points of the bodies with the vertical position of the tangent, m;
N ₂ - the corresponding height of the lower parts of the bodies from the line passing through the points of the bodies with the vertical position of the tangent, m

 This result is also achieved by the fact that the side surfaces of the middle parts of the bodies are made with negative curvature.

 The indicated result is also achieved by the fact that the lower surface of the middle part of the body is made with negative curvature.

 The specified result is also achieved by the fact that the body is made with different sizes in cross section.

где d₁ - максимальный поперечный размер первого кузова, м;
d₂, d₃ - максимальные поперечные размеры дополнительных кузовов, м.The specified result is also achieved by the fact that the maximum transverse dimensions of the bodies are selected from the condition

where d ₁ - the maximum transverse dimension of the first body, m;
d ₂ , d ₃ - the maximum transverse dimensions of additional bodies, m

 The specified result is also achieved by the fact that the communication elements between the first and each of the additional bodies are made in the form of two aerodynamic profiles.

 The specified result is also achieved by the fact that the communication elements between the first and each of the additional bodies are made in the form of a wing.

 The specified result is also achieved by the fact that the communication elements between the first and each of the additional bodies are made in the form of a wing.

 The indicated result is also achieved by the fact that the lower surfaces of the first and additional bodies are located in the same horizontal plane.

 The indicated result is also achieved by the fact that the lower surfaces of the first and additional bodies are located in different horizontal planes.

 The implementation of the hull of the transport module, consisting of three interconnected elements of the connection of bodies, when placing rows of wheels in each of the additional bodies allows, without compromising aerodynamic characteristics, to increase its dynamic stability. The location of the rows of wheels in the vertical plane of symmetry of the additional bodies ensures the placement of the plane of each wheel in the direction of air flow, which significantly reduces the drag coefficient. In addition, the location of the wheels in each of the additional bodies along the axis of symmetry allows, in addition to the above, to increase the longitudinal stability of the transport module due to the shift of the wheel mounting to the front and rear edges of the additional bodies. With a constant overall length of the body, the distance between the front and rear wheels with their specified location in the bodies can be increased by 10-30%.

 The execution of the rear part of the bodies of the transport module is cone-shaped with a generatrix having alternating curvature, which allows optimizing the flow of bodies around the air flow. The presence of a smooth transition of the curvature of the generatrix of the rear cone-shaped body part from a positive value to a negative one, i.e. from a convex to a concave shape, as shown by the results of aerodynamic tests, it allows practically without increasing the overall length of the rear of the bodies by eliminating the pressure gradient jumps to significantly reduce their aerodynamic drag coefficient.

позволяет при оптимизированном с точки зрения аэродинамических характеристик выполнении кузовов транспортного модуля обеспечивать его динамическую устойчивость на рельсовом пути при высокоскоростном, более 300 км/ч, движении.The choice of the length L _{1 of the} middle part of the bodies and the distance L ₂ between the rows of wheels based on the condition

when optimized in terms of aerodynamic characteristics, the performance of the bodies of the transport module ensures its dynamic stability on the rail during high-speed, more than 300 km / h, movement.

A decrease in the ratio of the length L _{1 of the} middle part of the bodies to the distance L ₂ between the rows of wheels to a value less than that specified when observing the requirements for optimizing aerodynamic characteristics leads to a relative elongation of the front and rear parts of the bodies, the size of which becomes comparable with the length of the middle part, and, as a result, to a decrease in dynamic stability. With an increase in the value of this ratio beyond the specified limits, the bodies of the transport module are extended in length, and the shape of the middle part of the bodies approaches cylindrical, which leads to an increase in the lateral surface area and, accordingly, to an increase in aerodynamic drag.

позволяет при размещении колес в каждом из оптимизированных по форме дополнительных кузовов транспортного модуля максимально разнести передние и задние колеса, что приводит к повышению его динамической устойчивости на рельсовом пути.The choice of sizes of the front L ₃ , middle L ₁ and rear L ₄ parts of the bodies of the transport module from the conditions

when placing the wheels in each of the optimally shaped additional bodies of the transport module, the front and rear wheels are maximally spaced, which leads to an increase in its dynamic stability on the rail track.

The decrease in the length L _{3 of the} front of the body beyond the boundaries defined by the specified ratio does not allow optimizing the choice of the curvature of their frontal part from the point of view of reducing the drag coefficient and does not allow to use the opportunity to increase dynamic stability due to the maximum allowable separation of the front and rear wheels when placement in the bodies of the transport module. Whereas an increase in the length L ₃ beyond these boundaries leads to a deterioration in aerodynamic characteristics due to the large deviation of the shape of the front of the body from the optimal.

The decrease in the length L _{4 of the} rear of the bodies beyond the boundaries determined by the indicated ratio makes it difficult to realize the requirements for obtaining a smooth transition from a convex to a concave surface, i.e. to ensure the absence of pressure gradient jumps on the rear of the bodies, and does not allow to effectively use the opportunity to increase dynamic stability due to the maximum allowable separation of the front and rear wheels when they are placed in the bodies of the transport module. Whereas an increase in the length L _{4 of the} rear of the bodies beyond these boundaries leads to a decrease in the dynamic stability of the transport module due to the yaw of the large console of the rear of the bodies.

определяется требованиями, предъявляемыми к задней части кузовов транспортного модуля с точки зрения получения оптимальных аэродинамических характеристик.The choice of the position of the points of the line of change of the sign of curvature of the generatrix of the conical surface of the rear of the bodies with respect to the points of the interface line of the surfaces of the middle and rear parts of the bodies, satisfying the condition

determined by the requirements for the rear of the bodies of the transport module in terms of obtaining optimal aerodynamic characteristics.

Reducing the distance L ₅ from the points of the line of change of the sign of curvature of the generatrix of the conical surface of the rear of the bodies to the points of the interface line of the surfaces of the middle and rear parts will lead to the possibility of disruption of the air flow due to the large pressure gradient during the transition from the middle to the rear of the bodies. While an increase in this distance, beyond the limits determined by the indicated ratio, will lead to a decrease in the dynamic stability of the transport module due to the yaw of the large console of the rear of the bodies.

определяется требованиями к получению необходимой кривизны поверхности средней части кузовов для их плавного обтекания воздушным потоком. При наличии ограничений на габаритную длину кузовов транспортного модуля указанное условие выполнения кривизны поверхности средней части, как показали аэродинамические испытания, является наиболее оптимальным с точки зрения снижения коэффициента аэродинамического сопротивления.The choice of areas of maximum cross section S _{cf. max of the} middle part of the bodies and the corresponding areas of the maximum cross section S of the _rear rear of the bodies that satisfy the condition

determined by the requirements for obtaining the necessary curvature of the surface of the middle part of the bodies for their smooth flow around the air stream. If there are restrictions on the overall length of the bodies of the transport module, the specified condition for the curvature of the surface of the middle part, as shown by aerodynamic tests, is the most optimal from the point of view of reducing the drag coefficient.

The choice of the maximum cross-sectional area S of the _rear rear of the bodies is less than determined by the indicated expression leads to separation of the air flow from the bodies and, accordingly, to a deterioration in their aerodynamic characteristics. In the case of choosing a larger area than in the indicated expression, the dynamic stability of the transport module is deteriorated due to the yaw of the large console of the rear of the bodies.

позволяет, как показали аэродинамические испытания, при сохранении оптимизированных значений коэффициента аэродинамического сопротивления реализовать требования к форме кузовов, выдвигаемые с точки зрения эргономики и конкретного предназначения транспортного модуля.The choice of the ratio of the heights of H ₁ and H ₂ when pairing a drop-shaped upper and flattened lower surfaces of the middle part of the bodies from the condition

allows, as shown by aerodynamic tests, while maintaining the optimized values of the coefficient of aerodynamic drag to realize the requirements for the shape of the bodies put forward in terms of ergonomics and the specific purpose of the transport module.

 When performing the lateral surfaces of the middle part of the bodies of the transport module with negative curvature, their concave shape allows, when optimizing the use of the internal volume of the bodies, to reduce the area of their front surface (midship) and, accordingly, the force of air resistance.

 The implementation of the lower surface of the middle part of the bodies with negative curvature allows you to reduce the maximum height of the bodies without changing the optimized profile of the upper part of the bodies, which leads to a decrease in the maximum cross-sectional area and, accordingly, to a decrease in frontal and lateral aerodynamic drag. In addition, as a result of the indicated implementation of the lower surface, the middle part of the bodies will be raised above the rails and the track structure, which, as tests have shown, will have a positive effect both on reducing the aerodynamic drag coefficient and on reducing the noise level at high speeds of the transport module.

 The implementation of additional bodies with significantly smaller transverse dimensions than the first, which can be justified when dividing their functional purpose, leads to a decrease in their overall aerodynamic drag.

позволяет при фиксированном расстоянии между рядами колес обеспечить его необходимую динамическую устойчивость и получить оптимальные значения коэффициентов аэродинамического сопротивления при минимальном взаимном влиянии обтекающих кузова воздушных потоков.The choice of the maximum transverse dimensions of the bodies of the transport module from the condition

allows for a fixed distance between the rows of wheels to provide its necessary dynamic stability and to obtain optimal values of the drag coefficients with minimal mutual influence of the air flow around the body.

 With an increase in the transverse dimensions of the bodies beyond the specified conditions, their influence on each other begins to affect, expressed in the appearance of air turbulence in the gap between the bodies, which leads to an increase in the drag coefficient. Reducing the transverse dimensions of the bodies beyond the specified conditions seems to be impractical, because It will cause difficulties when placing passengers and goods in them and, in addition, will lead to a relative increase in the length of the communication elements between the bodies, and therefore to an increase in the drag coefficient.

 The connection of each of the bodies with each other using communication elements made in the form of two aerodynamic profiles, can significantly increase the reliability of the design of the transport module and its stability on the track structure.

 The implementation of the communication elements installed between the bodies, in the form of a wing, allows to reduce the vertical load on the wheels of the transport module and, accordingly, on the track structure, which leads to the possibility of lowering their cost and increasing durability.

 The implementation of the communication elements installed between the bodies in the form of a wing allows you to create a downward pressing force that increases the adhesion of the wheels to the track structure, which, in the end, ensures the achievement of higher speeds.

 Depending on the specific implementation of the track structure designed to move the transport module, the lower surfaces of the first and additional bodies can be located in one or in different horizontal planes.

 The invention is illustrated by drawings, where in the projections are presented: on figa, 1b, 1c - high-speed transport module of the Unitsky transport system with average and extreme values of the ratios of the length of the middle part of the bodies to the distance between the rows of wheels; on figa, 2b, 2c - high-speed transport module of the Unitsky transport system with average and extreme values of the conditions of the front and rear parts of the bodies; in FIG. 3a, 3b, 3c - a high-speed transport module of the Unitsky transport system at various locations of the line passing through the points of change of the sign of curvature of the envelope of the envelope-shaped surface of the rear of the bodies; on figa, 4b, 4c - high-speed transport module of the Unitsky transport system with average and extreme values of the ratio of the areas of the maximum cross section of the rear of the bodies to the corresponding areas of the maximum cross section of the middle of the bodies; on figa, 5b, 5c - a high-speed transport module of the Unitsky transport system with extreme and average values of the ratios of maximum heights when pairing a drop-shaped upper and flattened lower surface of the middle part of the bodies; Fig.6 is a high-speed transport module of the Unitsky transport system with negative curvature of the side surfaces of the middle part of the bodies; in Fig.7 - high-speed transport module of the Unitsky transport system with negative curvature of the lower surface of the middle part of the bodies; on Fig - high-speed transport module of the Unitsky transport system with different bodies in cross section; on figa, 9b, 9c - high-speed transport module of the Unitsky transport system with different relative positions of the first and additional bodies in a vertical plane.

 The hull of the high-speed transport module of the Unitsky transport system consists (Fig. 1a, 1b, 1c) of three streamlined bodies - the main 1 and additional 2 and 3, fastened to each other by communication elements 4. The bodies 1, 2 and 3 are made with conjugated spherical front 5, droplet-shaped middle 6 and conical rear 7 parts. The lower surface 8 of the middle part 6 of the main 1 and the additional 2 and 3 bodies are flattened. To communicate with the track structure 9, a number of wheels 10 are installed in the lower part of the additional bodies 2 and 3. The bodies 11 also have a drive 11 with a control system 12.

The length L _{1 of the} middle 6 part of the bodies between the points of the interface between the surfaces of the front 5 and rear 7 parts of the bodies with the bottom 8 surface of the middle part 6 of the bodies at a selected distance L ₂ between the rows of wheels 10 installed in each of the additional bodies 2 and 3 is determined based on obtaining the necessary dynamic stability of the transport module.

The lengths L _{3 of the} front 1 and L _{4 of the} rear 7 body parts (figa, 2b, 2c) are determined on the basis of ensuring the dynamic stability of the transport module and optimizing the value of the drag coefficient.

 The rear 7 cone-shaped part of the main 1 and additional 2 and 3 bodies is made with alternating curvature (figa, 3b, 3c). The transition from the convex shape of the surface to the concave is made at points 13 of the line, the position of which is determined based on the requirements for optimizing the flow of bodies around the air flow under various operating conditions and their specific constructive implementation.

The S areas of the _rear maximum cross section AA of the rear parts 7 (Fig. 4a, 4b, 4c) of the bodies with respect to the corresponding areas S _cf. max of the maximum cross section of the middle parts 6 of the bodies determine the conditions for optimal air flow around the main 1 and additional 2 and 3 module bodies subject to dynamic stability requirements.

The ratio of the maximum heights Н ₁ and Н ₂ , measured from the line passing through points 14, 15 of the main 1 and points 14 ¹ , 15 ¹ and 14 ¹¹ , 15 ^{11 of the} additional 2 and 3 bodies with the vertical position of the tangents to the bodies, selected by pairing, respectively drop-shaped upper and flattened lower middle 6 parts of the main 1 and additional 2 and 3 bodies (figa, 5b, 5c), is determined from the requirements to minimize the front surface of the bodies and the requirements for optimizing the drag coefficient, as well as taking into account the requirements from the point rhenium ergonomics depending on the destination of the transport module.

 The lateral surfaces 16 of the middle 6 parts of the bodies 1, 2 and 3 (Fig.6), made with negative curvature, provide optimized flow around the bodies with incident air flows.

 The lower surface 8 of the middle 6 part of the bodies 1, 2 and 3 (Fig.7), made with negative curvature, optimizes the flow of bodies around the air flow and reduces noise.

 The implementation of additional 2 and 3 bodies of the transport module with different transverse dimensions relative to each other and relative to the main body 1 (Fig. 8) allows optimizing the aerodynamic drag of the transport module when separating the functional purpose of the bodies.

The values of the maximum transverse dimensions d ₁ , d ₂ and d _{3 are} determined on the basis of the condition for eliminating the mutual influence of the flowing bodies 1, 2, and 3 air flows while ensuring optimal values of the drag coefficients.

 Communication elements 4, fixing additional bodies 2 and 3 relative to the main body 1, can be made in the form of two aerodynamic profiles (Fig. 1c), while depending on specific requirements, the communication elements can be in the form of a wing (Fig. 1b) or wing ( figb).

 The movement of transport modules in the Unitsky transport system is carried out at speeds of 300 km / h and higher. At these speeds, the fundamental factor influencing the energy performance of the transport module is its resistance to the incoming air flow, the value of which is proportional to the square of the speed of movement, the area of drag and the drag coefficient.

 When moving a transport module, the body of which consists of interconnected communication elements 4 of the main 1 and additional 2 and 3 bodies 1, 2 and 3, the incoming air flow uniformly, without interruptions, flows around the conjugated front sphere-shaped 5 and middle drop-shaped 6 body parts ( Fig. 1a, 1b, 1c). When the air flows from the rear 7 cone-shaped part of the bodies due to the implementation of its generatrix with alternating curvature, a smooth, without jumps in gradient, pressure change is ensured. This allows you to avoid airflow detachments from bodies 1, 2 and 3 and, accordingly, improve the aerodynamic drag coefficient of the transport module. When the air flows around the wheels 10 installed in the body recesses and located in the vertical plane of symmetry of the additional bodies 2 and 3, the main influence on the aerodynamic drag will be exerted only by their part protruding outside the bodies. However, the influence of this protruding part of the wheels 10 is minimized due to the location of the plane of rotation of the wheels in the direction of movement of the flowing bodies 2 and 3 of the air flow. The increased support base in the direction of movement of the transport module, obtained by shifting the mounting location of the wheels 10 to the front and rear edges of the additional bodies 2 and 3, provides a significant increase in the dynamic stability of the transport module.

 The requirements for increasing dynamic stability with the selected form of building the hull of the transport module impose certain conditions on the aspect ratio of the elements of the bodies.

Оптимальное значение отношения L₁/L₂=2,5 (фиг.1а) позволяет при движении транспортного модуля достаточно просто обеспечить необходимое значение его динамической устойчивости при выбранной форме кузовов.So, with the selected distance L ₂ between the rows of wheels 10 associated with the rails of the track structure 9, the choice of the length L _{1 of the} middle 6 of the body parts between the points of the interface lines of the surfaces of the front 5 and rear 7 parts of the bodies with the lower surface 8 of the middle 6 of the bodies should be conditions

The optimal value of the ratio L ₁ / L ₂ = 2.5 (figa) allows the movement of the transport module to simply provide the necessary value of its dynamic stability with the selected shape of the bodies.

When the main 1 and additional 2 and 3 bodies of the transport module are executed with a ratio value less than L ₁ / L ₂ = 1 (Fig. 1b), purely structural difficulties arise in realizing the shape of the bodies, providing a smooth flow around them with an incoming air stream with simultaneous providing dynamic stability, as requirements for the optimal performance of bodies in terms of aerodynamic drag coefficient leads to a relative lengthening of the front and rear parts and, accordingly, to a decrease in the dynamic stability of the transport module.

In the case of the implementation of the main 1 and additional 2 and 3 bodies of the transport module with a ratio greater than L ₁ / L ₂ = 10 (Fig. 1c), taking into account restrictions on their transverse dimensions when driving at high speeds, degeneration begins to play a significant role middle 6 body parts in the cylinder, which leads to an increase in lateral surface area and, accordingly, to an increase in aerodynamic drag.

 A great influence on the aerodynamic drag coefficient of the transport module and, accordingly, on the losses occurring at the indicated speeds are exerted by the smoothness of the conjugation of the front 5, middle 6 and rear 7 parts of the main 1 and additional 2 and 3 bodies (figa, 2b, 2c) as well as protruding parts of the structure, in particular wheels 10, connecting the body with the track structure 9.

To solve the problem of smooth conjugation of a sphere-shaped front 5, drop-shaped middle 6 and cone-shaped rear 7 parts of the main 1 and additional 2 and 3 bodies with the requirements for their shape already implemented from the point of view of optimizing the drag coefficient, there is a need for a certain choice of sizes L ₃ and L _4, respectively, front 5 and rear 7 body parts.

Средние значения отношений L₃/L₁=0,3 и L₄/L₁=0,4 (фиг.2а) позволяют без особых трудностей обеспечить построение кузовов транспортного модуля с необходимыми аэродинамическими обводами.So the distance L ₃ from the extreme front point of the main 1 and additional 2 and 3 bodies to the points of the interface line of the surface of the front 5 parts with the lower 8 flattened surface of the middle 6 of the bodies and the distance L ₄ from the extreme rear point of the bodies to the points of the interface line of the surface of the rear 7 part with a flattened bottom 8 surface of the middle 6 part of the bodies with respect to the length L _{1 of the} middle 6 part should be selected accordingly from the conditions

The average values of the ratios L ₃ / L ₁ = 0.3 and L ₄ / L ₁ = 0.4 (Fig. 2a) allow without special difficulties to ensure the construction of the bodies of the transport module with the necessary aerodynamic contours.

When the main 1 and additional 2 and 3 bodies of the transport module are executed with ratios less than L ₃ / L ₁ = 0.1 (Fig. 2b) and L ₄ / L ₁ = 0.2 (Fig. 2c), constructive difficulties in ensuring smooth conjugation of the front 5, rear 7 and middle 6 parts of the bodies, provided that the requirements for their shape are observed in terms of optimizing the aerodynamic characteristics of the transport module.

In the case of the implementation of the main 1 and additional 2 and 3 bodies of the transport module with ratios greater than L ₃ / L ₁ = 0.5 (Fig.2c) and L ₄ / L ₁ = 0.75 (Fig. 2b), deteriorates dynamic stability of the transport module due to the yaw of the large console of the front 5 and rear 7 body parts.

При среднем значении отношения L₅/L₁= 0,3 (фиг.3а) достаточно просто реализовать требования по обеспечению плавного схода воздушного потока с задней 7 части основного 1 и дополнительных 2 и 3 кузовов и разумного выбора длины самой задней 7 части, влияющей на динамическую устойчивость транспортного модуля на путевой структуре 9.When the air flow from the rear 7 of the main 1 and additional 2 and 3 bodies on the aerodynamic characteristics of the transport module when it moves at high speed along the track structure, the distance L ₅ (fig. 3a, 3b, 3c) at which the points are located 13 lines of changing the sign of curvature of the envelope of the cone-shaped rear 7 of the main 1 and additional 2 and 3 bodies from the points of the interface line of the surfaces of the middle 6 and rear 7 of the bodies. So, with a fixed overall length of the transport module and, correspondingly, size L _{1 of the} middle 6 part of the bodies, the position of points 13 on the rear 7 of the main 1 and additional 2 and 3 bodies through which the specified line passes is determined by the condition

With an average value of the ratio L ₅ / L ₁ = 0.3 (Fig. 3a), it is quite simple to implement the requirements for ensuring a smooth descent of the air flow from the rear 7 of the main 1 and additional 2 and 3 bodies and a reasonable choice of the length of the rear 7 part, which affects on the dynamic stability of the transport module on the track structure 9.

When the main 1 and additional 2 and 3 bodies of the transport module are executed with the ratios less than L ₅ / L ₁ = 0.05 (Fig.3b), the air flow breaks down when moving from the middle 6 of the bodies to their rear 7 .

In the case of the implementation of the main 1 and additional 2 and 3 bodies of the transport module with ratios greater than L ₅ / L ₁ = 0.5 (Fig.3c), subject to the requirements for the shape of the rear 7 from the point of view of optimizing aerodynamic characteristics, the dynamic stability of the transport module due to the yaw of the large console of the rear 7 of the body.

 Of great importance on the aerodynamic characteristics of the transport module during its high-speed movement is the curvature of the upper droplet-shaped surface of the middle 6 of the main and additional 2 and 3 bodies (figa, 4b, 4c).

При выполнении основного 1 и дополнительных 2 и 3 кузовов со значением отношения S_зад/S_{ср.макс}=0,5 (фиг.4а) удается достаточно просто получить оптимальное значение коэффициента аэродинамического сопротивления, учитывая ограничения на габаритную длину транспортного модуля.The most optimal condition for obtaining high aerodynamic characteristics corresponding to a droplet-like profile, if there are restrictions on the overall length of the transport module, is when

When performing the main 1 and additional 2 and 3 bodies with the value of the ratio S _ass / S _{cf. max} = 0.5 (Fig. 4a), it is possible to simply obtain the optimal value of the drag coefficient, taking into account restrictions on the overall length of the transport module.

If you select a ratio greater than S _ass / S _avg.max = 0.75 (Fig. 4b), to ensure a smooth descent of the air flow, there is a need to lengthen the rear 7 of the body, which reduces the dynamic stability of the transport module due to yaw large console back 7 parts.

When performing the main 1 and additional 2 and 3 bodies of the transport module with a ratio of less than S _ass / S _cf.max = 0.2 (Fig.4c), there are reasons for the separation of the air flow.

Depending on the specific purpose and areas of use, the high-speed transport module may have a different ratio of the maximum heights H _{1 of the} upper part of the main 1 and additional 2 and 3 bodies and the corresponding heights H _{2 of the} lower part of the main 1 and additional 2 and 3 bodies from the line passing through points 14 and 15, 14 ¹ and 15 ¹ , 14 ¹¹ and 15 ^{11 of the} bodies with the vertical position of the tangent (figa, 5b, 5c).

.Given that a really high-speed transport module can be used both for passenger transportation and for transportation of goods of various densities, this ratio is determined by the condition

.

One of the optimal conditions for the implementation of the main body of the transport module, designed for passenger traffic, is N ₂ / N ₁ = 0.5 (Fig. 5A). Under this condition, the requirements imposed on the transport module from the point of view of ergonomics and obtaining the optimal value of the drag coefficient are easily regulated.

The implementation of the main body of the transport module, for example, for the transport of goods of high density with a ratio of less than H ₂ / H ₁ = 0.1 (Fig.5b) seems impractical due to a significant deviation from the form with the lowest coefficient of aerodynamic drag.

The choice of ratio values greater than H ₂ / H ₁ = 0.9 (Fig. 5c) negatively affects the requirements for ergonomics.

 Along with the aerodynamic drag coefficient, the area of its frontal surface (midship) is of great importance for the air resistance to the movement of the transport module.

 To reduce the frontal surface area and, accordingly, improve the aerodynamic characteristics, the lateral surfaces 16 of the middle 6 part of the main 1 and additional 2 and 3 bodies (Fig.6) are performed with negative curvature, which at the same time optimizes the use of the internal volume of the bodies of the transport module.

 The reduction of the maximum cross-sectional area and, accordingly, the height of the main 1 and additional 2 and 3 bodies, lateral and, partially, frontal aerodynamic drag also contributes to the implementation of the lower 8 surface of the bodies with negative curvature (Fig.7), i.e. elevated above the track structure. The concave shape of the lower surface 8 of the middle part 6 of the bodies during the movement of the transport module also leads, as shown by aerodynamic tests, to improve the aerodynamic drag coefficient and to reduce the noise level at high speeds of the transport module.

 With the functional separation of the purpose of the bodies of the transport module, for example, when placing the drive 11 with the fuel supply and part of the control system 12 in additional 2 and 3 bodies, and passengers in the main 1 body (Fig. 8), it becomes possible by reducing the transverse dimensions of the additional 2 and 3 bodies to reduce the total aerodynamic drag of the transport module.

 In addition, the implementation of additional 2 and 3 bodies of the transport module with transverse dimensions that are different relative to each other and relative to the main body 1 makes it possible to optimize the aerodynamic drag of the transport module when separating the functional purpose of the bodies.

обеспечивают устранение взаимного влияния обтекающих кузова воздушных потоков, что необходимо для сохранения присущих каждому из кузовов коэффициентов аэродинамического сопротивления.The maximum transverse dimensions d ₁ , d ₂ and d _{3 of the} main 1 and additional 2 and 3 bodies (Fig. 8), selected from the conditions

ensure the elimination of the mutual influence of airflows flowing around the body, which is necessary to maintain the aerodynamic drag coefficients inherent in each of the bodies.

 To increase reliability, the communication elements 4 between the main 1 and additional 2 and 3 bodies can be made in the form of two aerodynamic profiles (figv).

 To solve the problem of ensuring reliable coupling of the wheels 10 with the track structure 9 during high-speed movement of the transport module, the communication element 4 between the main 1 and additional 2 and 3 bodies (Fig.2b) can be made in the form of a wing providing downward downforce.

 In the case of the intended purpose of the transport module for the transport of goods, the communication element 4 between the main 1 and additional 2 and 3 bodies (Fig. 1b) can be made in the form of a wing, which will reduce the vertical load on the wheels 10 and the track structure 9 and, as a result, lower their cost and increase durability.

 Based on the specific requirements determined by the area of use and operating conditions, the relative position of the main 1 and additional bodies 2 and 3 relative to each other vertically can take various forms. So, for example, the lower surfaces of the bodies can be located in one horizontal plane (figa). It is possible to arrange the lower surfaces of the additional bodies 2 and 3 in a horizontal plane lying below (Fig. 9b) or above (Fig. 9c) the lower surface of the main body 1.

 Using the invention will significantly increase the dynamic stability and improve the aerodynamic characteristics of the high-speed transport module used in the Unitsky transport system, which, in the end, will increase the operational and economic performance of the transport system.

Claims (12)

1. A high-speed transport module comprising a streamlined body with a spherical front, droplet-shaped middle with a flattened lower surface and a conical rear parts smoothly interconnected, as well as wheels installed in the lower part of the body, characterized in that the rear part of the body is made by a generatrix having alternating curvature, and with ratios of the lengths of the front, middle and rear parts of the body that do not go beyond
0.1≤L ₃ / L ₁ ≤0.5,
0.2≤L ₄ / L ₁ ≤0.75,
the interface line of surfaces of different curvature is located from the interface line of the middle and rear parts of the body at a distance limited by the ratio
0.05≤L ₅ / L ₁ ≤0.5,
where L ₁ is the length of the middle part of the body between the interface lines of the front and rear parts with a flattened lower surface of the middle part of the body, m;
L ₃ - the length of the front of the body from the extreme front point of the body to the interface line of the front with a flattened lower surface of the middle part of the body, m;
L ₄ - the length of the rear of the body from the extreme rear point of the body to the line connecting the rear with a flattened lower surface of the middle part of the body, m;
L ₅ - the distance from the interface line of surfaces of opposite curvature of the rear of the body to the interface line of the middle and rear parts of the body, m,
in this case, the transport module is equipped with two additional bodies similar to the main one in shape and coupled symmetrically relative to it by communication elements. 2. The transport module according to claim 1, characterized in that the length L _{1 of the} middle part of the body and the distance L ₂ (m) between the rows of wheels are connected by the ratio
1≤L ₁ / L ₂ ≤10. 3. The transport module according to claim 1 or 2, characterized in that the area of the maximum cross section of the middle part of the body and the area of the maximum cross section of the rear part of the body are related by the ratio:
0.2≤S _back / S _cf ≤0.75,
where S _back - the maximum cross-sectional area of the rear of the body, m ² ;
S _cp - the maximum cross-sectional area of the middle part of the body, m ² . 4. The transport module according to any one of paragraphs. 1-3, characterized in that the pairing of the drop-shaped upper and flattened lower surfaces of the middle part of the body is subject to
0.1≤H ₂ / H ₁ ≤0.9,
where H ₁ - the maximum height of the upper part of the body from the line passing through the points of the body with the vertical position of the tangent, m;
N ₂ - the corresponding height of the lower part of the body from the line passing through the points of the body with the vertical position of the tangent, m  5. The transport module according to any one of paragraphs. 1-4, characterized in that the side surfaces of the middle part of the body are made with negative curvature.  6. The transport module according to any one of paragraphs. 1-5, characterized in that the lower surface of the middle part of the body is made with negative curvature.  7. The transport module according to any one of paragraphs. 1-6, characterized in that the body is made with different cross-sectional sizes. 8. The transport module according to any one of paragraphs. 1-7, characterized in that the maximum transverse dimensions of the bodies are related by the ratio

where d ₁ - the maximum transverse dimension of the main body, m;
d ₂ and d ₃ - the maximum transverse dimensions of additional bodies, m  9. The transport module according to any one of paragraphs. 1-8, characterized in that the communication elements between the main and each of the additional bodies are made in the form of two aerodynamic profiles.  10. The transport module according to claim 9, characterized in that the communication elements between the main and each of the additional bodies are made in the form of a wing or a wing.  11. The transport module according to any one of paragraphs. 1-10, characterized in that the lower surfaces of the main and additional bodies are located in the same horizontal plane.  12. The transport module according to any one of paragraphs. 1-10, characterized in that the lower surfaces of the main and additional bodies are located in different horizontal planes.

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