RU2695479C1 - Vehicle - Google Patents

Abstract

FIELD: machine building.SUBSTANCE: invention relates to transport machine building. Vehicle comprises body arranged on support elements and horizontal drive. Support elements are equipped in lower zone with running trolleys with running wheels and are made in form of at least four separate supports of variable height. Supports are equipped with support-turning devices and devices of horizontal movement relative to vehicle body.EFFECT: higher efficiency of transportation due to increased height of running gear of vehicle.9 cl, 70 dwg

Description

The invention relates to vehicles of rail and non-rail type, mainly to passenger transport of large capacity, the cabin of which is on the second level - above the area of the roofs of automobile transport (first level transport), with the possibility of movement on urban and suburban highways.

An amphibious vehicle is known from the prior art, comprising displacement elements mounted on a carrier base, a module for placing a payload and control, and also a power plant consisting of an internal combustion engine and propulsion device, while it is equipped with a wheeled chassis, and displacement elements are made connected when movement on weak bearing surfaces (see patent for utility model of the Russian Federation No. 100959, class B60F 3/00, op. in 2011). This vehicle with adjustable ground clearance is designed for driving in various conditions, including off-road, when there is a need to use high ground clearance.

A known installation for the construction of a high-speed road, made in the form of a self-propelled portal in the form of a tunnel, ensuring the passage of automobile transport inside it and formed by U-shaped structures arranged parallel to the longitudinal axis of the installation, united by the upper bearing working surface of the tunnel and having wheel and / or track supports, and the upper supporting working surface of the tunnel is made with the possibility of mounting above it the superstructure of the expressway, as well as the possibility of placing technological equipment on it for the installation of supports and the superstructure of a high-speed road, while the installation is equipped with a mechanism for changing the height of the upper bearing working surface, made in the form of pairs of hydraulic cylinders and supporting racks with clamps to provide compensation for the deviation of the relief of the supporting surface of the existing road from the design position the span of the road being constructed at a given place (see patent for the invention of the Russian Federation No. 2181396, cl. E01C 1/00, op. in 2001). Such a portal-type installation allows for the movement of automobile transport inside the portal while constructing a flyover over it. Its use is advisable in conditions of dense development, when there is no way to let vehicles into a detour.

A transformer car is known, which includes a mechanism for significantly increasing the clearance and spreading the wheels outside the vehicle body, while the wheels are equipped with telescopic racks (http://rualavto.ru/novinki/kompaniya-thinkmodo-sozdala-avtomobil-transformer/). This car is positioned as a vehicle for traffic jams due to a significant increase in clearance and spreading the wheels in width. However, its design has very limited mobility in real urban environments, as it is assumed that it will move above the cars, and the wheels will move on the sides. Typically, cars in traffic jams do not stand strictly in a row, so a transformer car will be able to drive in a raised state quite a bit.

A vehicle is known as a bus with high wheel struts made so high that cars can move in a single row under the vehicle between its wheels, while special gutters are provided for the wheels to move along the streets, and there are no gutters at the intersections (see patent No. US 6539877, class B61B 13/00, op. in 2003). This vehicle partially solves the problem of traffic jams, as it does not occupy the lane allocated for it, but together with the grooves for the wheels, it forms a tunnel for cars to pass from, from which it can be reconstructed only at intersections.

The big problem of modern automotive industry is the control of the movement of heavy vehicles (in particular, trucks) in curved sections (http://road-traffic-safety.blogspot.com/2012/02/manevrennost-transportnyh-sredstv.html?m=1, and also http://mash-xxl.info/page/154181230166147048152051031135066233236084033212/ - Fig. 332. Turning diagram of a car with a two-axle trailer and semitrailer: а - the width of the carriageway occupied by the road train when turning). Moreover, the longer the trailer body, the wider the corridor for cornering (turning corridor) - the distance from the trajectory of the front outer wheel to the trajectory of the rear inner wheel. The greater the distance along the length of the vehicle between the front and rear wheels, the wider the corridor of rotation. In modern wagons, it increases at least twice as compared with the cross-axle distance. Which often leads to cornering accidents, when the truck with its rear wheels drives into an adjacent lane and runs into a car moving along it.

The closest technical solution is a passenger vehicle of the portal type (second level) with a large passenger compartment, in which the passenger compartment floor is located high above the level of the road and together with the vehicle sidewalls forms a portal for passing cars, with wheel carriages located in the lower zone of the vehicle sidewalls facilities. The distance between the passenger compartment floor and the road is not less than the height of the vehicle, and the width of the chassis between the vehicle sidewalls is greater than the width of the vehicle, and the distance between the chassis and the side of the vehicle is sufficient for the vehicle to pass (see patent EP 2522559, published in 2012, cl . B60L 5/00). This bus was made in China and was an attempt to introduce second-level transport. Its shortcomings were the insufficient height for trucks and buses to pass under the bottom of this vehicle, while it could not pass under the bridges and had to make special descents at the entrances under the bridge for testing. However, his tests also showed the inoperability of the chassis design. Even with a very large turning radius of the road, this vehicle exceeded the dimensions of the road, ran into curbs or simply jammed in the “corridor of rotation”, which is associated with a very large difference in the curvature of the external and internal radius of rotation of the front and rear wheels of a long and wide bus.

The technical problem is the increase in the volume of passenger transportation and cargo transportation (throughput capacity of existing roads and combined roads with rail) without their additional expansion. Moreover, rail systems require the alienation of strips of land of a sufficiently large area for their construction and operation. However, their effectiveness is still in question. Increases in road throughput are achieved by alienating land along highways to form additional lanes. And this land resource is very limited, especially in urban areas. A Chinese portal-type bus could partially solve this problem, but its design turned out to be unsuitable for routes with turns.

The present invention is directed to solving the technical problem of improving the running gear of vehicles (passenger and freight vehicles of rail and non-rail type) for driving on busy automobile and rail-combined roads when using an increased height of the running gear and a significant reduction in the width of the roadway used for transport this type.

The solution of the technical problem is achieved by the fact that in the vehicle, including the body, located on the supporting elements, equipped in the lower zone with running trolleys with running wheels, and a horizontal displacement drive, the supporting elements are made in the form of at least four separate bearings of variable height , while the supports are equipped with slewing devices and horizontal movement devices relative to the vehicle body of the second level. Supports can be made telescopic. Devices horizontal movement of the supports can be performed

- in the form of horizontally arranged guides installed in the lower zone of the vehicle body and carriages mounted on supports with the possibility of movement relative to the guides;

- in the form of brackets rotatable relative to the vehicle body, connected with supports;

- in the form of curved guides and brackets mounted on the vehicle body, connected with supports and movably mounted relative to these guides;

- in the form of telescopic rails and brackets mounted on the vehicle body, connected with supports and these rails;

- in the form of rotary consoles mounted on the vehicle body, connected to a pair of supports movably mounted relative to these consoles;

- in the form of loops installed on the vehicle body with swivel brackets associated with supports;

- in the form of rotary eccentrics mounted on the vehicle body, connected with supports and movably mounted relative to the body.

The invention is illustrated by drawings. In FIG. 1 shows a vehicle with six telescopic supports for rail-type wheel carts, side view, telescopic supports are spaced apart to their full height. In FIG. 2 - the same front view. In FIG. 3 - the same side view, telescopic supports are folded. In FIG. 4 - the same, with folded telescopic supports, front view. In FIG. 5 - the same with extended telescopic supports, in isometry. In FIG. 6 - the same, the cart of rail wheels of the chassis with a solid body, in isometry. In FIG. 7 is the same side view. In FIG. 8 - a vehicle with articulated three-link carts, in isometry. In FIG. 9 - the same, articulated three-link carriage of the chassis, in isometry. In FIG. 10 is the same, bottom view of the vehicle. In FIG. 11 - telescopic support of the vehicle in the extended state, longitudinal section. In FIG. 12 - the same, the telescopic support is folded. In FIG. 13 - the same, the telescopic support is spread apart, the cross section. In FIG. 14 - the same, the telescopic support is folded, cross section. In FIG. 15 - a second-level vehicle with six telescopic supports of rail-type wheels, a schematic arrangement of the wheels and telescopic supports during a left-hand turn of the vehicle, bottom view. In FIG. 16 - the same with the right turn of the vehicle. In FIG. 17 - three-link articulated vehicle, each link on six telescopic supports, bottom view. In FIG. 18 is the same side view. In FIG. 19 - the same, on the right turn, bottom view. In FIG. 20 - the same, on the left turn, in isometry. In FIG. 21 is a vehicle with four telescopic supports of rail-type wheels, a schematic arrangement of wheels and telescopic supports in a straight section of the road, bottom view. In FIG. 22 is the same side view. In FIG. 23 - the same, on the right turn, bottom view. In FIG. 24 - the same, on the left turn, in isometry. In FIG. 25 is a vehicle with six telescopic supports of rail-type wheels in front of an emergency vehicle stopped on a rail, in isometric view. In FIG. 26 same, with raised front telescopic support. In FIG. 27 - the same when driving over an emergency vehicle. In FIG. 28 - the same after driving over an emergency vehicle. In FIG. 29 - the same, the front telescopic support is lowered to the working position. In FIG. 30 - a vehicle with six telescopic bearings of paired non-rail type pneumatic wheels. In FIG. 31 - vehicle with four telescopic bearings of paired non-rail type pneumatic wheels. In FIG. 32 - the same, undercarriage with twin pneumatic wheels. In FIG. 33 - a vehicle with six telescopic bearings of paired non-rail type pneumatic wheels at a bend, in isometry. In FIG. 34 - running trolley with a single pneumatic wheel. In FIG. 35 - a vehicle with six telescopic bearings and single pneumatic non-rail wheels in front of an emergency vehicle stopped on the road in the zone of wheel movement, in isometric view. In FIG. 36 - the same, the front wheel is turned to the left side to bypass the emergency vehicle. In FIG. 37 - the same, at the time of detour of the emergency vehicle with the front wheel. In FIG. 38 - the same, after driving around the emergency vehicle with the front wheel. In FIG. 39 is a schematic illustration of a vehicle with four telescopic bearings with rail wheels rotatable around an arm, in isometric view. In FIG. 40 - the same, in a bend, in isometry. In FIG. 41 - the same, in a bend, view from below. In FIG. 42 is a schematic illustration of a vehicle with four telescopic supports that can be moved along arcuate guides, and with rail wheels, in isometric view. In FIG. 43 - the same, in a bend, in isometry. In FIG. 44 - the same, in a bend, view from below. In FIG. 45 is a schematic illustration of a vehicle with four telescopic supports that can be moved along telescopic rails, and with rail wheels, in isometric view. In FIG. 46 - the same, in a bend, in isometry. In FIG. 47 - the same, in a bend, view from below. In FIG. 48 is a schematic illustration of a vehicle with four telescopic supports that can be rotated around the axes of two braces, and with rail wheels, in isometry. In FIG. 49 - the same, in a bend, in isometry. In FIG. 50 - the same, in a bend, view from below. In FIG. 51 is a schematic illustration of a vehicle with four telescopic supports that can be rotated around the loop-shaped supports of the supports, and with rail wheels, in isometry. In FIG. 52 - the same, in a bend, in isometry. In FIG. 53 - the same, in a bend, view from below. In FIG. 54 is a schematic illustration of a vehicle with four telescopic supports that can be rotated using eccentrics, and with rail wheels, in isometry. In FIG. 55 - the same, in a bend, in isometry. In FIG. 56 - the same, in a bend, view from below. In FIG. 57 - station-type stop for vehicles with intersecting rail tracks. In FIG. 58 - the same, the intersection of the rails. In FIG. 59 is a station-type stop for T-type vehicles with circular motion. In FIG. 60 - same, turnout, left. In FIG. 61 - the same, turnout, straight ahead. In FIG. 62 is a station-type stop for vehicles in the form of a three-beam star with circular motion. In FIG. 63 is a station-type stop for vehicles in the form of a four-beam star with circular motion. In FIG. 64 - station-type stop for vehicles in the form of a five-pointed star with circular motion. In FIG. 65 is a station-type stop for vehicles in the form of a six-pointed star with circular motion. In FIG. 66 - station-type stop for vehicles with through traffic directly in different directions. In FIG. 67 - station-type stop for vehicles with through traffic and the possibility of a U-turn. In FIG. 68 multi-story parking for vehicles. In FIG. 69 shows a layout of a rail on a highway. In FIG. 70 is the same, the form of the junction of the rails.

A vehicle (see Fig. 1-56) is a vehicle of great height. It is designed for passenger transportation (cargo transportation is possible) on roads, while its spacious interior 1 is located above the cars in such a way that any cars can move freely under the bottom 2 between its supports 3 of variable height. The height of the bottom 2 from the level of the road can reach 5.3 meters or more. Salon 1 can be lowered down to travel under obstacles (see Figs. 3 and 4). Supports 3 of variable height can have a different design, which will provide rise, lowering and regulation of the height of the passenger compartment 1. Their number is determined by the operating conditions. To change the height of the supports 3, it is possible to use, for example, a hydraulic actuator, a pneumatic actuator, a linkage mechanism, a parallelogram mechanism, a rack and pinion mechanism, a twin-screw mechanism, push chains “Serapid”, a spiral lift “Spirallift” and other similar devices. This technical solution is illustrated by the example of using supports 3 of variable height - telescopic type.

The vehicle may be of rail and non-rail (automobile) type and is made with a large wide body 4 having a spacious passenger compartment 1 for passengers occupying space above one, two or three lanes of the road. The housing 4 is equipped with a cab 5 for the driver, windows 6 and symmetrically located on both sides of the doors 7 for entry and exit of passengers and the drive horizontal movement of the vehicle. It can be, for example, an electric drive (not shown in the figure) with a generator (not shown in the figure).

The undercarriage of the vehicle includes supports 3 of variable height, for example, telescopic, which are arranged vertically and can be fixed in the lower zone of the housing 4 under the bottom 2. The telescopic parts of the support 3 can be two-link (Fig. 10) and multi-link. A multi-link support 3 may include, for example, an upper link 8 and a middle link 9 of a smaller diameter and a lower link 10 of an even smaller diameter (see FIGS. 11, 13, 39, 40, 48, and 49).

A running carriage 11 is located in the lower region of the supports 3. In FIG. 1-20, 25-29, 33 depicts a rail-type vehicle with six supports 3. The depicted in FIG. 1-7 running trolleys 11 with a housing 12 are designed for paired installation on the axles 13 of the wheels 14 of the rail type. Such a trolley 11 is mounted on the axis of rotation 15 and is equipped with stops 16 (limiters for the rotation of the trolley 11).

The rails 17 for the movement of the wheels 14 are placed longitudinally on the highway. The rails 17 can be laid along the edges of the traffic lanes or in the area of the road marking dividing the traffic lanes (on a multi-lane track). To lay the rails 17, you can use a specially made metal profile, longitudinally located in a special niche of the roadway. A niche can be a concrete chute (see Fig. 69), in which a profile beam is made of steel or similar alloys with high strength characteristics (either galvanized or galvanized, i.e. protected from rust). The sections of the rail profile 17 can either be welded, or flanged to pins and bolts, or rigidly connected in a similar manner.

The height of the sliding apart of the supports 3 is selected based on the operating conditions of the vehicle on highways and 17 highways combined with rails. But with the condition that the vehicle body 4 will be higher than any vehicle that is allowed to travel along the highway where the vehicle will be operated. On those routes where only passenger vehicles are allowed, it is advisable to operate a vehicle with low supports 3 (within 2.5-3 meters high). For its operation in conditions of full load of routes with freight transport, the supports 3 are pushed so high that any freight transport can pass under the bottom 2. Since the doors of the vehicle 7 are located high enough with the supports 3 apart, the station-type stops shown in FIG. 57, 59, 62, 63, 64, 65, 66, 67. In FIG. 3 and 4 show the position of the supports 3 in the folded state when the vehicle passes under the bridge 18.

Depicted in FIG. 8 and 9, the rail-type vehicle is equipped with a three-link running trolley 20 with longitudinally spaced running wheels 14. The running trolley 20 includes a frame 21 with an axis 22 of rotation of the trolley 20 and stops 16. On the frame 21, wheel housings 25 are mounted on the axles 24 on the axles 24, associated with the axles of 13 wheels 14.

The support 3 by means of a rotary support device 26 is connected with the carriage 27, which in turn has the ability to move horizontally along the guides 28 (see Fig. 10). The guides 28 can be installed on the bottom 2 of the housing 4 transverse to the longitudinal axis of the vehicle. The upper link 8 of the support 3 can be placed in the channel 29 (see Fig. 11-14). In FIG. 15 and 16 depict variants of the location of the wheels 14 with the right and left turns of the vehicle. This design of the chassis with supports 3 "floating" type (due to the movement of the carriage 27 along the guides 28) avoids the cornering of any radius of the problem inherent in modern rail transport - an increase in the "corridor of rotation" and derailment. All wheels 14, due to the presence of slewing devices 26 and carriages 27 with the ability to move along the guides 28, have the ability to fully copy the trajectory of the rails 17 at any turn. The control system for the rotation of the wheels 14 and the movement of the carriages 27 is connected with the vehicle control system of the second level (not shown in the figure).

From several vehicles, trains can be formed, as shown in FIG. 17-24, consisting of a driving car 30 and driven cars 31, connected by rods 32 to each other. In FIG. 17 shows the position of the wheels 14 when passing a straight stretch of road with a vehicle with six bearings 3, and in FIG. 19 their position relative to the guides 28 when turning right. In FIG. 21 shows the position of the wheels 14 when passing a straight stretch of road with a vehicle with four supports 3, and in FIG. 23 their position relative to the guides 28 when turning right.

A vehicle with supports 3 has an additional advantage on the road, where an emergency vehicle can cover an entire lane associated with the possibility of raising any support 3. In FIG. 25-29 shows the moment of passage of the vehicle in the area of the emergency vehicle with successive actions: raising the support 3, driving over the vehicle and lowering the support 3 to the rail 17.

Examples of a vehicle on a non-rail-bus base are shown in FIG. 30 (with six supports 3) and in FIG. 31 (with four supports 3). The supports 3 may have a structure similar to those described above, only the running trolleys 33 with casings 34 are designed to accommodate the pneumatic wheels 35 on the axles 36 (paired in Fig. 32 and single in Fig. 34). In FIG. 33 is an isometric view of a non-rail vehicle in a bend. This drawing clearly shows the relative position of the supports 3 and the pneumatic wheels 35 at the time of rotation, completely eliminating the problem of increasing the "corridor of rotation" for long vehicles.

A vehicle with non-rail type adjustable height supports 3 has the same possibilities of moving through an emergency vehicle on the road as a rail type vehicle by lifting one of the supports 3. However, this vehicle also has additional features on the road where the emergency vehicle blocks the lane or part of a lane. In FIG. 35-38, a non-rail vehicle is shown in which the support 3 with the pneumatic wheel 35 has the ability to avoid an obstacle by turning the support 3 around the pivoting device 27 and moving the carriage 28 relative to the guides 29.

Possibilities of placing and installing devices for moving supports 3 in a horizontal plane are shown in FIG. 39-56. The vehicle can be equipped with swivel brackets 38 with holders of the upper link 8 of the supports 3 (see Fig. 39-41). Swivel brackets 38 can be placed on axles 39 in the upper and lower zones of the housing 4. Shown in FIG. 42-44, the brackets 40 can be arranged to move along arched guides 41 located on the rounded sides 42 of the housing 4. In turn, the telescopic rails 44 can be installed in the front zone 45 and the rear zone 46 of the housing 4, and the brackets 47 are arranged rectilinear movement along these telescopic rails 44 (see Fig. 45-47). The use of pivoting consoles 49, pivotally mounted using axles 50 on the housing 4, as the holders of the supports 3 is shown in FIG. 48-50. Depicted in FIG. 51-53, the swivel brackets 52 can be connected to the housing 4 by means of hinges 53, allowing the brackets 52 to rotate around the axes 54 of the hinges 53. A vehicle, the supports 3 of which are connected in the upper zone to the swivel cam 56, is shown in FIG. 54-56.

The stops for the vehicle can be made in the form of indoor stations or waiting rooms 58, combined, for example, with shopping centers 59. Such complexes can be interconnected by walkways 60 and equipped with several doors 61 and escalators 62. The most promising use of such complexes may be intersection zones of two and several vehicle routes. Depicted in FIG. 57 station-type stop for vehicles is intended for rail routes that intersect at an angle to each other. In FIG. 58 - shows the intersection of the rails 17 with the rotary table 64, designed to automatically translate the rail section 65 fixed on the rotary table 64 to the working position, depending on the approaching vehicle. Depicted in FIG. 59 station T-shaped stop is designed for traffic in a circle of vehicles. In this case, it is advisable to equip the rail tracks with automatic turnouts 66 and rotary tables 64 shown in FIG. 60 (left) and in FIG. 61 (straight ahead). According to the same principle, it is possible to mount station-type stops for vehicles in the form of a three-beam star with circular motion (see Fig. 62), in the form of a four-beam star with circular motion (see Fig. 63), in the form of a five-beam star with motion in a circle (see Fig. 64), in the form of a six-pointed star with circular motion (see Fig. 65). In the through sections of roads for vehicles, it is advisable to install the ones shown in FIG. 66 station-type stops with traffic in opposite directions or on adjacent routes with matching sections of the road. In the same cases, it is necessary to create reversal zones, as in FIG. 67. Multi-storey car parks, as in FIG. 68, with elevators 67 moving along the rails 68, can solve the problem of reducing the areas of land allocation for parks for this type of transport.

In FIG. 69 shows an example of laying rail 17 on a highway. In the longitudinal recess 70, on the base 71, a self-leveling mixture 72 is laid, on which a rail 17 is located, fixed with half sleepers 73 with fixing terminals 74. Half sleepers 73 are filled, for example, with concrete 75, and asphalt 76 is laid on the top. A border 77 can be placed on the side. As a rail 17 a modern standard type rail profile can be used. The junction of the rails 17 shown in FIG. 70, includes ends 78 of rails 17 cut at a longitudinal angle and entering into each other's grooves. For additional fixation of the rails 17 in the joints used steel pads 79 and couplers 80.

The vehicle is designed to significantly reduce the traffic load on roads, especially in urban conditions, when public transport is forced to stand idle in traffic jams. The vehicle is used as follows. Its manufacture from modern materials in an industrial way in the present conditions is not difficult. To operate the vehicle on existing routes, some changes in the height of the wires above the roads are needed. A small alteration of the tracks themselves will be required only if the rails are laid 17. Non-rail (bus) type vehicles (salon 1 of which is located above the cars) can be used without changing the roads, as their pneumatic wheels 35 with supports 3, located on the dividing lanes of the road, practically do not occupy any significant width on the track lane.

The operation of the vehicle will consider a few examples. The technical solution shown in FIG. 1-16, provides for the laying of parallel rails 17 in level with the plane of the highway. After the completion of the laying of the rails 17 (as shown in Fig. 69) on the road surface, there are practically no gaps, holes or obstacles for the wheels of the rest of the road transport. The width of the cracks in the asphalt on the sides of the rails 17 does not exceed 5 centimeters and does not pose a danger to the wheels of automobile vehicles during the maneuver and the transition from one lane to another. Using supports 3 of variable height, the interior 1 is lifted up by at least 5, 3 meters so that any first-level cars can freely pass under the second-level vehicle. Moreover, the rails 17 are located on the road so that their path coincides with the dividing strips. When braking the stream (s) of cars in traffic jams, the vehicle can continue to move along the rails 17 above the cars, without reducing speed. The movement of the vehicle is regulated by an automatic control system (not shown in the figure), the tasks of which are: control of the speed of movement, changing the supports 3 in height (see Figs. 3 and 4), moving the supports 3 in a horizontal plane at bends to maintain the width of the “corridor "Turning - the interwheel distance corresponding to the distance between parallel rails 17 (see Fig. 15, 16) or wheels 35 (see Fig. 33), bypassing obstacles (see Fig. 35-38) or" stepping over "obstacles ( see Fig. 25-29), travel at the intersections of the rail s 17, a stop for the entry and exit of passengers and other tasks.

Since the installation height of the passenger compartment 1 of the vehicle can be adjusted using the supports 3, it is chosen based on the operating conditions of the vehicle. Having a roomy interior 1, the vehicle on the roadway takes up very little space. In fact, this area of the roadway allocated for the passage of wheels 14 and 35 is almost equal to the width of the dividing strip or the thickness of the support 3 on both sides of the passenger compartment 1. Since Since the vehicle’s salon 1 is located above passing cars, it is limited in width only to operating conditions.

The number of supports 3 is selected based on the length of the cabin 1, associated with the planned number of passengers (or goods) transported. The minimum number of supports 3 "floating" type is four. Such a number of supports 3 provides maneuverability and stability on the road. Six supports 3 are used for a longer cabin 1, and a sober articulated version (see Fig. 17-24) is used, if necessary, the simultaneous transport of a large number of people. Most often, such a need arises during peak hours — morning and evening, when traffic jams are the largest. The choice of designs for the undercarriage 11 for a rail vehicle and the undercarriage 33 for a non-rail vehicle also depends on operating conditions. Depicted in FIG. 6, the running carriage 11 has the possibility of longitudinal copying of the road by swinging around the axis 15. This copying is limited by stops 16, but, as a rule, such a copying interval is quite sufficient to ensure tight contact of the wheels 14 with the rails 17. The running carriage 11 shown in FIG. 9 has the additional possibility of transverse copying of the rails 17 at bends due to the possibility of rotation of the casings 25 of the wheels 14 around the axles 24 relative to the frame 21. This is especially true for long-running carriage 11.

In FIG. 11-16, as well as 39-56, various possibilities of moving the supports 3 in the vertical and horizontal planes are shown. The links 8, 9 and 10 have the possibility of telescoping folding relative to the channel 29, while changing the height of the support 3. In turn, the support 3 can be rotated relative to the rotary support device 26 (see Fig. 36). Horizontal plane-parallel movement of the supports 3 relative to the housing 4 occurs through the movement of the carriage 27 relative to the guides 28 (see Fig. 15, 16), or using telescopic guides 44 (see Fig. 45-47). Examples of curvilinear movement of supports 3 in a horizontal plane are shown in FIG. 39-44, as well as 48-56. For such a movement of the supports 3, other mechanisms can be used that can ensure that the same distance between the wheels 14 or the pneumatic wheels 35 is maintained relative to the width of the passenger compartment 1 in the corners, which will completely eliminate the increase in the "corridor of rotation", the wheels 35 moving outside the dividing strip, and also prevent the descent of the wheels 14 from the rails 17 in the corners. In fact, at any turn, the wheels 14 will copy the path of the rails 17, and the pneumatic wheels 35 will strictly follow the dividing strip. In this case, the transport of the first (lower) level, located below the bottom 2 of the cabin 1, will be safe, because excluded the departure of wheels 14 and 35 beyond the specified trajectory of their movement. The automatic vehicle control system of the second level vehicle provides control and management of the means for safe movement of the supports 3, wheels 14 and pneumatic wheels 35. Additional safety measures include the possibility of raising the supports 3 when alternately "stepping over" obstacles on the road (see Fig. 25-29 ), as well as with alternate detour with supports 3 with wheels 35 of similar obstacles (see Fig. 35-38).

The solution to the problems of the optimal combination of intersecting routes of vehicles with ensuring the safety and convenience of passengers is presented in FIG. 57-67. Lounge 58, with entrances and exits for passengers on the second level, can be connected by walkways 60 to shopping centers 59, and stairs and escalators 62 to sidewalks. The automatic control system of turnouts 66 and turntables 64 rails 17 will ensure the timely operation of these mechanisms, taking into account the safety of traffic of the first level. The use of multi-storey car parks for vehicles with folded supports 3 shown in FIG. 68, will allow, using modern means of controlling the movement of vehicles, for example, elevators 67 with guides 68, to quickly and compactly park vehicles, as well as solve the problem of reducing land allocation zones for parks for this type of transport.

Thus, the technical result of the claimed invention is to improve the running gear of vehicles (passenger and freight vehicles of rail and non-rail type) for driving on busy roads and combined with rails roads when using an increased height of the running gear and a significant reduction in the width of the roadway, used for travel vehicles of this type.

Claims (9)

1. The vehicle, including a housing located on the support elements provided in the lower zone with running trolleys with running wheels, and a horizontal displacement drive, characterized in that the supporting elements are made in the form of at least four separate supports of variable height, while the supports are provided slewing devices and horizontal movement devices relative to the vehicle body. 2. The vehicle according to claim 1, characterized in that the supports are made telescopic. 3. The vehicle according to claim 1, characterized in that the devices for horizontal movement of the supports are made in the form of horizontally arranged guides installed in the lower zone of the vehicle body and carriages mounted on supports with the possibility of movement relative to the guides. 4. The vehicle according to claim 1, characterized in that the device for horizontal movement of the supports is made in the form of brackets rotatable relative to the vehicle body associated with the supports. 5. The vehicle according to claim 1, characterized in that the device for horizontal movement of the supports is made in the form of curved guides and brackets mounted on the vehicle body, connected to the supports and movably mounted relative to these guides. 6. The vehicle according to claim 1, characterized in that the device for horizontal movement of the supports is made in the form of telescopic rails and brackets mounted on the vehicle body associated with the supports and these rails. 7. The vehicle according to claim 1, characterized in that the devices for horizontal movement of the supports are made in the form of rotary consoles mounted on the vehicle body, connected to a pair of supports, movably mounted relative to these consoles. 8. The vehicle according to claim 1, characterized in that the horizontal movement of the supports is made in the form of loops mounted on the vehicle body with swivel brackets associated with the supports. 9. The vehicle according to claim 1, characterized in that the devices for horizontal movement of the supports are made in the form of rotary eccentrics mounted on the vehicle body, connected to the supports and movably mounted relative to the body.

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