WO1997020721A1 - Systeme de chemin de fer suspensu a grande vitesse (hss), en particulier, structure pour train sureleve (ütb) - Google Patents

Systeme de chemin de fer suspensu a grande vitesse (hss), en particulier, structure pour train sureleve (ütb) Download PDF

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Publication number
WO1997020721A1
WO1997020721A1 PCT/EP1996/005112 EP9605112W WO9720721A1 WO 1997020721 A1 WO1997020721 A1 WO 1997020721A1 EP 9605112 W EP9605112 W EP 9605112W WO 9720721 A1 WO9720721 A1 WO 9720721A1
Authority
WO
WIPO (PCT)
Prior art keywords
rail
tensioning
mast
rig
component
Prior art date
Application number
PCT/EP1996/005112
Other languages
German (de)
English (en)
Inventor
Michael SCHÄUBLE
Original Assignee
Strunkmann Meister Treuhand Un
Strunkmann Meister Karl Erhard
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Strunkmann Meister Treuhand Un, Strunkmann Meister Karl Erhard filed Critical Strunkmann Meister Treuhand Un
Priority to AU76940/96A priority Critical patent/AU7694096A/en
Priority to EP96939859A priority patent/EP0801615A1/fr
Publication of WO1997020721A1 publication Critical patent/WO1997020721A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B7/00—Rope railway systems with suspended flexible tracks
    • B61B7/06—Rope railway systems with suspended flexible tracks with self-propelled vehicles

Definitions

  • High-speed suspension railway system in particular transfer train (ÜTB)
  • HSS high-speed monorail system
  • the object of the invention is to provide a high-speed monorail system which is suitable as a flat transport and which is suitable for operating monorails at high speed even with small curve radii, with relatively low route costs
  • the load-bearing structure - as in conventional cable cars - consists of supports and a supporting cable 5 guided over it, but that the gondolas 14 carrying carriages 20 are self-propelled and do not drive over the supporting cable but over a component rail 1 .
  • This component rail 1 is suspended with supporting shrouds 4 on the supporting rope 5 and axially fixed by means of tensioning levers 2 according to the invention, the upper part of which is connected to an upper tensioning rope 9 by tensioning shrouds 13 and the lower part of which is connected to a lower tensioning rope by means of tensioning shrouds 13 via the support spar 2.
  • This load-bearing structure and torsional forces when cornering through tension-absorbing structure is the rig according to the invention.
  • the component rail 1 is rigid and, in a preferred embodiment, is designed so that a section of the rail of approximately 10 m can carry at least 10 tons of load (the weight of a fully occupied gondola).
  • carriages 20 according to the invention travel on the component rail 1, which is therefore always seen vertically in the direction of travel, which either encompass the component rail 1, provided that it is designed as an outer rail, or - if it is designed as a hollow or inner rail - run in the inner rail.
  • the towing vehicle 20 are held on or in the component rail 1 according to the invention via rollers or wheels so that they always maintain their vertical position when viewed in the direction of travel and torques occurring in cornering via the components of the component rail and the rollers or wheels rolling thereon Release the tensioning lever 2 to the rig.
  • the gondola Under the - usually 2 - train carriages, the gondola is suspended from this with one suspension pendulum per train carriage.
  • the suspension pendulum is rigid with the gondola, but is connected to the towing vehicle via an axial joint in such a way that the gondolas can swing the centrifugal forces freely towards the outside of the curve when cornering at high speed.
  • This free-swing technique allows high speeds because the gondola, which is suspended in a stable equilibrium, cannot overturn sideways like a conventional unstable rail vehicle. Furthermore acts on the z. B.
  • suspension railway technology is that, unlike wheel-supported vehicles on the ground, it enables uncompromising exploitation of the aerodynamic laws by means of corresponding aircraft fuselage-like nacelle design to reduce the air resistance at high speed, which leads to corresponding energy savings.
  • the high-speed monorail system with a route which is run partly as a transfer line and partly as an independent route, is particularly suitable for express connections over long distances for the unbundling of express and local traffic.
  • the invention gives municipalities the opportunity to consolidate their public transport networks and to expand them competitively in relation to private transport. So z. B. also develop urban ring roads by linking the P&R parking lots and houses with the stops of the public transport system by using transfer trains according to the invention to interfaces between public and private transport.
  • the gondolas of the trassenbahn can be lowered by a landing device to any level surface for stopping and changing passengers, which makes the new construction of stops can largely be omitted, since z. B. the space of a slightly longer bus stop is sufficient.
  • the transfer train according to the invention is particularly suitable for the regional area's high-speed network, which is currently being expanded, to be expediently supplemented, with high cycle rates and thus a high traffic density being achieved because the transfer train system according to the invention is intended for top speeds of up to 400 km / h and works with high acceleration values.
  • the transfer line according to the invention can also be used advantageously where: B. because of the duration of approval procedures - a high-speed line according to the prior art can only be completed much later.
  • the component rail 1 (shown broken away at the ends), here embodied as an outer rail, is connected to the supporting cable by means of tensioning levers 2, supporting bars 3 and supporting shrouds 4 and is carried by the latter.
  • the - pre-tensioned - suspension cable 5 is carried by the lattice mast consisting of lower part 6 and upper part 7.
  • the lower tensioning cable 10 is anchored in an anchor base 12 which is closest to the viewer and forms a wide arc to the next anchor base in front of the next lattice mast.
  • the upper tensioning cables 9 are with the upper corners of the support bars 3 through the tensioning shrouds 13 connected and tensioned, the lower tensioning cables 10 through the tensioning shrouds 13 with the lower corners of the support bars 3.
  • the tensioning shrouds 13 do not run perpendicular to the component rail 1, but diagonally to the right and left. With this arrangement, the tensile forces that occur when the ÜTB gondola is accelerated or braked are conducted into the ground via the rig. In the middle area between adjacent lattice masts, the tensioning shrouds are arranged in such a way that - from the perspective of a viewer of FIG.
  • the longitudinal shroud 15 running in the direction of travel over the tips of the tensioning levers 2 absorbs the tensile forces occurring with positive or negative acceleration of the ÜTB nacelle together with the component rail 1 and guides them into the ground via the upper or lower tensioning cable.
  • the inclined shrouds 16 serve the same purpose.
  • FIG. 1 (not in FIG. 2).
  • the transverse trigger stresses 18 lead via these from the tip of the trigger 8 to the lattice mast foundation 19 which is located directly next to the railway embankment 11.
  • the mast shrouds 24 (chiseled in the upper third) absorb the tensile forces acting on the rig in both directions of travel, in particular the braking and acceleration forces emanating from the gondola 14, and guide them into the ground via the mast shroud bases 25.
  • Fig. 2 shows the lattice mast with associated tension from Fig. 1 seen in the direction of travel and essentially in the sectional plane A of the illustration in Fig. 1.
  • the gondolas 14 at a collision-free distance holds and spreads the tension geometry of the rig so that no collision between the rig and gondolas 14 can take place. This is necessary in particular in curve sections in which the gondolas 14 swing out the centrifugal forces that occur.
  • the support beam 3 can be replaced by a corresponding bracing, as shown in FIG. 3 below.
  • the tensioning levers 2 are practically its components in the upper 2 / 3n.
  • the supporting shrouds 4 are fastened to the upper ends of the tensioning levers 2, and the tensioning levers 2 engage in the lower third Component rail 1, hold it vertically and carry it.
  • the wheels and / or rollers of the towing vehicles 20 roll on the components of the component rail 1.
  • the working bracing 22 holds the lattice mast bottom part 6 when the rig is being built, when it is connected to its counterpart on the other side of the railway embankment 11 by auxiliary ropes which are tensioned at the level of the lower edge of the support beam.
  • the ropes of the working bracing 22 are attached to the working foundation 23, on which during the rig construction phase the auxiliary supports - not shown here - which support the lattice mast lower part 6, until auxiliary ropes and working tension 22 can be removed when the rig is installed.
  • FIG. 4 shows, with respect to the absorption of the tensile forces of the lower tensioning cable 10, an embodiment that has been modified compared to FIG. 1, in which the outrigger tensioning 18 is fastened in the lower third of the outrigger 8 and at the other end to the anchor base 12.
  • the tip of the outrigger 8 is connected directly to the armature base 12 by the outrigger tension 18.
  • Fig. 3 shows schematically, viewed in the direction of travel rig elements and their tension geometry at the lowest point of the suspension cable 5 in the middle between two lattice masts. There are no support bars 4 at this point, but are instead replaced by component clamps 26.
  • the supporting shrouds 4 and component tensioners 26 fastened to the suspension cable 5 have both carrying and tensioning functions.
  • Both the horizontal component clamps 26 clamped between the two clamping levers 2 and between these and the clamping elements 13 are shortened in one embodiment for a straight section of the route, since here no centrifugal forces can cause a gondola inclination that is dangerous for collisions.
  • FIG. 4 shows - seen in the direction of travel - an inventive rig of the Studentstrassen ⁇ railway in an embodiment which is preferred for the construction of the Studentstrasse over motorways and multi-lane roads with median strips.
  • the lower mast part 27 is made of concrete.
  • the middle mast shroud 24 is shown on the right as it is in the case of a straight stretch, on the left as it is braced on the outside of the curve via a deflection support 28.
  • the mast is held by 2 diagonally braced mast shrouds 24 which, however - unlike in the embodiment for railway lines - are fastened to the top of the lattice mast top part 7.
  • Tensioning cables 10 and 9, the latter via outrigger 8, are to be installed in the same way as shown in FIGS. 1 and 2.
  • tension rope 9 with outriggers can be used 8 are omitted, as is the tensioning cable 10 if it is replaced by mast shrouds 24 at sufficient intervals. This applies to all the embodiments shown.
  • the towing vehicle 20 has 3 types of wheels (or castors): those which are positioned vertically and release the weight pressure downwards onto a horizontal rail area. These wheels are called vertical wheels 30, the associated rail area on which the vertical wheels 30 roll is referred to as the vertical rail component 31. Horizontal wheels are horizontal wheels 32 and roll on the horizontal rail components 33, to which they release the centrifugal pressure when cornering.
  • the ceiling of the inner rail is referred to as the lower rail 34, under which the lower wheels 35 run on the lower rail components 36.
  • the suspension pendulum 37 with which the towing vehicle 20 pulls the e-gondola is shown here in a position when cornering. If the towing vehicle 20 moves away from the viewer of FIG. 5, it is a left-hand curve, the centrifugal force acting on the nacelle 14 is compensated outward with the supporting pendulum 37. Here, the train carriage 20 is rotated to the left about its longitudinal axis. The torsional forces are emitted by the left vertical wheel 30 to the left vertical rail component 31 and by the right lower wheel 35 to the right lower rail component 36 and neutralized.
  • the inner rail 29 - through the clamping shroud eyelets 38 and the clamping shrouds 13 and via the clamping lever 2 (shown here partially broken away) and the clamping shrouds 13 holding it to the side - transmits the rotational forces to the rig.
  • 3-component inner rail and towing vehicle are held vertically, the centrifugal forces acting on the nacelle are leveled out freely (free-swing technique).
  • Fig. 6 shows a 3-component outer rail 39, which - seen in section in the direction of travel - has the shape of an inverted Ts.
  • the train carriage 20 encompasses the 3-component outer rail here from the outside.
  • the vertical wheels 30 and the associated vertical rail components 31 are at the top, the lower wheels 35 and the associated lower rail components 36 are at the bottom.
  • the operation of the different wheels and their associated rail components is the same as that described in FIG. 5.
  • Rabe motor 40 electronically commutated moving coil motor with permanent magnet rotor - TSM; cf., for example, EP 91 02 502
  • FIG. 7 shows a preferred embodiment. in which the elements of the stator are integrated in the 3-component outer rail with inclined component 39 and those of the vector of a linear motor are integrated in the towing vehicle 20.
  • This component rail 39 does not have a horizontal bottom rail component 36, but inclined rail components 42 tilted outwards (A arrangement). In a further embodiment, these are tilted inwards in the same way (V arrangement).
  • the long stator 44 (the secondary part of the linear motor) is insulated from the component rail 39 in the form of a soft iron band by the insulator 43. Tilted in the same way, here inwards (A arrangement) - in the further embodiment outwards (V arrangement) - ,.
  • the support magnet 45 (the primary part of the linear motor) is mounted in the towing vehicle 20.
  • the towing vehicle component rail configuration described here is a combination of wheel or roller guidance and propulsion with floating magnet guidance and propulsion.
  • the inclined position of the two linear motors (formed in each case from the long stator 44 and support magnet 45) causes the towing vehicle 20 to be centered on the center of the component rail 41 in the longitudinal direction when driving straight ahead or when cornering with a large curve radius.
  • the guide and brake rail (see below) and guide magnets are no longer required in the normal travel mentioned. This is necessary for reasons of weight, but also to avoid excessive design effort.
  • Centrifugal and other forces acting sideways are absorbed here by horizontal wheels or - rollers 32 - as in the exemplary embodiments of FIGS. 5 and 6.
  • Rotational forces - caused in fast cornering by the fact that the suspension and pendulum fulcrum 46 lies below the geometric central longitudinal axis of the towing vehicle 20 - are neutralized here as described in the exemplary embodiments of FIGS. 5 and 6, the linear motion gates take over the function of the lower wheels 35.
  • the configuration described here also makes the brake rails provided for magnetic levitation trains according to the prior art with mechanical safety brakes acting on them, and the sliding and lowering skids with associated slide rails superfluous, which saves weight and constructive effort.
  • the vertical wheels 30. driven by Rabemotoren 40 take over the propulsion at the start and the negative acceleration during the last phase of braking.
  • the vertical wheels 30 are equipped with brakes (inner shoe and / or disc brakes).
  • the Rabemotoren 40 have finer tunability at the start in the beginning and when braking in the end phase as well as better traction or braking power at low speeds. Shortly after starting, the linear motors are switched on or turned on, so that they now cause propulsion and levitation.
  • the vertical wheels 30 thereby lift off, in one embodiment this lifting off or touchdown is slowed down hydraulically in the manner of the landing gear on aircraft.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

Le système de chemin de fer suspendu à grande vitesse, en particulier de train surélevé, faisant l'objet de l'invention, repose sur le fait que, non seulement la structure portante est formée, comme c'est le cas des téléphériques conventionnels, de supports et d'un câble porteur (5) guidé sur ceux-ci, mais que les chariots de traction (20) porteurs des voitures (14) sont équipés de moyens automoteurs et se déplacent, non pas sur le câble-porteur, mais sur un rail à composants (1). Ce rail (1) est suspendu, par des haubans porteurs (4), au câble porteur (5), et fixé axialement, conformément à l'invention, par des leviers de serrage (2) et dont les parties supérieures sont reliées, par des haubans tendeurs (13), à un câble tendeur supérieur (9), et les parties inférieures sont reliées, par des haubans tendeurs (13) et par des traverses (3), à un câble tendeur inférieur. Cette structure de support absorbe, par l'intermédiaire des haubanages, les forces de torsion dans les parcours en courbe, constitue l'installation selon l'invention. Le rail à composants (1) est rigide et est prévu, dans une forme d'exécution préférée, de telle façon qu'une portion de rail d'environ 10 m puisse porter une charge d'au moins 10 tonnes (c'est-à-dire le poids d'une voiture pleine de passagers). Sur le rail (1) qui, lorsqu'il est vu en direction du parcours, est maintenu constamment vertical, se déplacent des chariots de traction (20) lesquels ou bien enveloppent le rail (1) lorsque ce dernier est réalisé sous la forme d'un rail extérieur, ou bien se déplacent dans le rail intérieur, lorsque ce rail est réalisé sous la forme d'un rail creux ou intérieur. Les chariots (20) sont maintenus sur le rail, ou dans le rail (1), sur galets ou sur roues, de façon que, vus en direction du parcours, ils se maintiennent constamment verticalement et transmettent à la structure les couples de torsion se produisant dans les parcours en courbe, par l'intermédiaire des composants du rail (1) et des roues ou galets se déplaçant sur celui-ci, ainsi que par l'intermédiaire des leviers de serrage (2).
PCT/EP1996/005112 1995-11-20 1996-11-20 Systeme de chemin de fer suspensu a grande vitesse (hss), en particulier, structure pour train sureleve (ütb) WO1997020721A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
AU76940/96A AU7694096A (en) 1995-11-20 1996-11-20 High-speed suspended railway system (hss), in particular overhead railway (utb) rigging inter alia
EP96939859A EP0801615A1 (fr) 1995-11-20 1996-11-20 Systeme de chemin de fer suspensu a grande vitesse (hss), en particulier, structure pour train sureleve (ütb)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE29518404.3 1995-11-20
DE29518404U DE29518404U1 (de) 1995-11-20 1995-11-20 Hochgeschwindigkeits-Schwebebahn-System (HHS), insbesondere Übertrassenbahn (ÜTB)

Publications (1)

Publication Number Publication Date
WO1997020721A1 true WO1997020721A1 (fr) 1997-06-12

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ID=8015687

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP1996/005112 WO1997020721A1 (fr) 1995-11-20 1996-11-20 Systeme de chemin de fer suspensu a grande vitesse (hss), en particulier, structure pour train sureleve (ütb)

Country Status (4)

Country Link
EP (1) EP0801615A1 (fr)
AU (1) AU7694096A (fr)
DE (1) DE29518404U1 (fr)
WO (1) WO1997020721A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN100386226C (zh) * 2000-06-23 2008-05-07 任海 纵向中间吊拉双钢缆上的自行缆车悬挂行走系统
JP2017504524A (ja) * 2013-12-18 2017-02-09 サモラノ モルフィン、ルイス ロドルフォ カスタマイズされた高架都市交通

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2781001A (en) * 1950-08-28 1957-02-12 Davino Alphonso Suspended rapid transit railway system
US3101678A (en) * 1957-03-13 1963-08-27 Grube Wilhelm Suspension railway
CH433425A (de) * 1966-04-04 1967-04-15 Amrhein Josef Hänge-Hochbahn
DE2225930A1 (de) * 1972-05-27 1974-01-24 Andreas Glasbrenner Schwebebahn mit elektrischen antriebsmotoren
US3800707A (en) * 1972-04-19 1974-04-02 H Hermann Overhead conveyor installation
DE4310904A1 (de) * 1993-04-02 1994-10-06 Otto Ruppmann Einschienen-Hängebahn mit einem insbesondere an mindestens einem Tragseil aufgehängten Fahrbalken

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2781001A (en) * 1950-08-28 1957-02-12 Davino Alphonso Suspended rapid transit railway system
US3101678A (en) * 1957-03-13 1963-08-27 Grube Wilhelm Suspension railway
CH433425A (de) * 1966-04-04 1967-04-15 Amrhein Josef Hänge-Hochbahn
US3800707A (en) * 1972-04-19 1974-04-02 H Hermann Overhead conveyor installation
DE2225930A1 (de) * 1972-05-27 1974-01-24 Andreas Glasbrenner Schwebebahn mit elektrischen antriebsmotoren
DE4310904A1 (de) * 1993-04-02 1994-10-06 Otto Ruppmann Einschienen-Hängebahn mit einem insbesondere an mindestens einem Tragseil aufgehängten Fahrbalken

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN100386226C (zh) * 2000-06-23 2008-05-07 任海 纵向中间吊拉双钢缆上的自行缆车悬挂行走系统
JP2017504524A (ja) * 2013-12-18 2017-02-09 サモラノ モルフィン、ルイス ロドルフォ カスタマイズされた高架都市交通

Also Published As

Publication number Publication date
AU7694096A (en) 1997-06-27
EP0801615A1 (fr) 1997-10-22
DE29518404U1 (de) 1996-01-04

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