WO2003104058A1

WO2003104058A1 - Multifunctional trajectory line and integrated transport vehicle

Info

Publication number: WO2003104058A1
Application number: PCT/DE2003/001915
Authority: WO
Inventors: Günther PURBACH
Original assignee: Purbach Guenther
Priority date: 2002-06-11
Filing date: 2003-06-10
Publication date: 2003-12-18
Also published as: AU2003274609A1; DE10225967C1; DE10393275D2

Abstract

The invention relates to a multifunctional trajectory line and integrated transport systems. Multi-functional trajectory lines generate a bundle of lines for transporting a plurality of types of goods and people. Different, independent, and cost-effective types of transport which are adapted to the respective products can be implemented in a trajectory line. According to the invention, the basic variant of an integrated cell structure (5) comprises three generally closed main cells (3,4,6), the transport of the people and vehicles taking place in the traffic cells (3,6) and an autarkic escape route being provided in a third cell (4). Energy is obtained and optimised directly on the line by solar and wind power installation. The front region of the transport vehicle is constructed in a concave manner in such a way as to guide the gas volume beneath the transport vehicle. In this way, an air cushion which almost uses the entire surface of the body of the vehicle is formed. Furthermore, a lateral seal below the body of the vehicle enables the skids to be fully lined in relation to the carriageway.

Description

MULTIFt-TNKTIONA E TRAJECT ROAD AND INTEGRATED TRANSPORT VEHICLE

[Description]

[State of the art]

Transport routes are generally line-based transport routes for people, goods, information, energy, etc. For example, pipelines, cable or line systems, channels, pipe systems, traffic routes / lanes (railways, highways, tunnel and / or bridge systems) etc. are included a finite network redundancy transport routes, which mostly belong to the infrastructure of a country. They mostly have a monomodal use for special goods.

A distinction is made between open and closed (covered) transport routes. In the case of the open system construction (open transport route), a guideway or a carriageway generally takes on the carrying and guiding function for the means of transport. Means of transport are well dependent and not always necessary (e.g. oil pipeline). Means of transport can be powered or non-driven vehicles, transport media (e.g. hydraulic or pneumatic) or means of transport such as conductors for energy or information.

Transport routes run above or below ground on land or on / above or under the water and usually have a considerable barrier effect.

The transport routes generally have a considerable resource consumption for area, material and space, high environmental pollution due to noise, vibration and pollutant emissions as well as high energy expenditure for the route operation. In the case of traffic structures, in particular, the systems are usually manufactured individually on the construction sites. The alignment costs for limited inclines / slopes, curves, land and soil, intersection-free structures, safety distances, protective structures, foundations and underground laying conditions etc. are complex. Especially in traffic routes, there is a large landscape consumption or barrier effect and environmental pollution from noise, vibration and pollutant emissions.

The yardstick for the evaluation of transport routes is the physical performance parameters throughput / time unit and the speed of the goods as well as the economic parameters of the total costs (creation, operation and maintenance).

The essential transport routes (especially in the area of transport) cause high costs and are currently mostly maintained and / or operated by the state or by large private companies.

DE-OS 41 06 231 shows a high-performance transport system in reduced-pressure tube routes. The transport system is a modular system consisting of individual vehicles, pressure-reduced tube travel, rigid turning points, handling terminals with an interface between the vehicle and the outside as well as effective vehicle guidance. Vacuum-reduced conditions can be created, whereby effective vehicle guidance and decentralized main energy supply of the vehicles are possible. Train sets of several hundred individual vehicles at intervals of a few minutes are possible in normal operation. A comprehensive system structure regionalizes long-distance surface transport with minimal energy and maintenance. The disadvantage of this prior art is that the tube guideways generally have to be laid underground. As a result, connections that are to be carried out over long distances over water can only be laid with the usual problems. The connection of goods and people Transport with the technologies described also harbors a high risk potential.

DE-OS 3640779 proposes an environmentally friendly, energy-saving, high-speed traffic system, which includes a closed, air pressure-reduced to air pressure-free system. The system consists of several chambers. The energy requirement can be reduced by the evacuation, but the entrances and exits must be via locks and the lanes and vehicles must be pressure-proof. Special safety precautions are also necessary.

From DE-OS 19802762 a bridge portal is known, which consists of two wind turbines, which are connected by cross members with solar units. The systems are operatively connected in the wind / solar hybrid system with storage devices for bridge lighting and road heating. This bridge portal serves as an architectural decorative element, which serves to illuminate the bridge, but is not directly connected to it. The foundations for the bridge and wind turbines are completely independent of one another.

[Object of the invention] The object of the invention is to generate a bundle for several types of goods and passenger transport with the longest possible parallel paths by means of multifunctional trajectory routes, intermodal material transfers or nodes for the linked transport preferably being created at the interfaces or entrances and exits , Different, independent, cost-effective transports adapted to the respective goods can be carried out in a trajectory route. This is intended to meet the ever increasing specialization developments in transport and at the same time through high performance and competitiveness in intermodal transport. The specialization of the individual transport areas is intended to harmonize the speeds during automatic transport with very high flow capacities at the necessary high speeds.

The Trajekttrasse is therefore the basis of the transport systems for the gas, liquid, rubble and general cargo area, the vehicle and. Transport of people and for the transmission of energy and information. The trajectory route should be multifunctional, synergetic and energy-optimized.

Starting from an integrated cell structure, which is designed in the basic variant with three generally closed main cells, which are known to consist of two directional lanes and are completely independent of external influences due to a common covering, the passenger and vehicle transport takes place exclusively in the traffic cells instead of. A self-sufficient escape route is available in a third cell.

In addition to the transport of people in the vehicles, separate routes with a second, differently designed magnetic track system are provided for individual units or fraction transporters, which can be combined into delivery units. General cargo transport is conceivable in this way. This means that there are a total of 3 speed levels in the trajectory for freight and passenger transport. The overall throughput of the route is not significantly reduced by the different speed levels.

The remaining freight traffic, such as liquids, gases, bulk goods or containers, uses the other cells of the transport route, in which hydraulic or pneumatic transport follows. Other secondary cells are used for the data or information transport.

Execution of the basic variant is possible on several levels. In addition, conventional traffic lanes can be arranged on / under the closed trajectory route. This enables multiple use of the elements of the overall construction. Add-ons for additional cells are also conceivable.

Below the route, two ice bands running on the route are created during the superconductivity of energy. In this way, new synergies are created in connection with an air cushion, which is significantly optimized by the design of the transport vehicles.

The proportion of N, C0 ₂ , CO and 0 as complex atoms or molecules is reduced in the main traffic routes and replaced by noble gases with simple atomic structures. Due to the optimal gas mixture ratio, the friction / driving resistance in connection with a lower pressure is reduced so much that a favorable combination of the expenses for design requirements for the roadway and vehicle components and for operation (transport energy consumption) arises.

This also enables much simpler, more flexible lock systems (e.g. also air curtains, combined liquid curtains in addition to mechanical seals). In the event of a fault, the traffic route can be entered without any problems, since its oxygen content corresponds to a height of approx. 3000-4000 m. Operation in the traffic sector is preferably implemented by highly available redundant automatic operational control systems. The operation takes place continuously according to the volume of goods or intermittently. It is crucial that the use of the association principle for the means of transport and a rendezvous technique enables energy-saving and fast goods transport.

The entire route for energy generation and energy optimization is used directly on the route by solar and wind turbines. It is essential that the entire uncovered trajectory surface is equipped with solar panels. The obvious synergetic effects are made possible by the outer skin of the route (protection and carrier of the energy generation). This system can also be used on conventional traffic routes.

Especially in the offshore area, significant cost recovery contributions are made by wind energy. The foundation forms the basis for both systems. Elements of the wind turbines have static functions for the stability of the guying of the lines in the case of superstructures. In addition to the above-mentioned effects, there are other design-related advantages, such as the maintenance of the wind turbines, energy transmission, energy consumption, etc.

The transport system for driving on the multifunctional trajectory route is concave in the front area in order to guide the gas volume under the transport system. This creates an air cushion that uses almost the entire body area. This quarter-funnel shape is intended to utilize as much of the traffic cell as possible. In addition, a lateral seal under the car body leads to a complete covering of the runners in relation to the roadway, the runners also containing flexible elements for inclines / descents. The air cushion is controlled automatically by appropriate valves in connection with the (permanent) magnetic carrying function and / or the currently applied electrodynamic technology, which also controls the lifting process.

In passenger transport, the previous exchange and stop concept has been completely changed to accelerate it. Since only individual flexible cars are exchanged in the stations, there are conveyor belts within the flexible passenger cars. This enables rapid passenger transport on the train. In the upper part of the passenger car, the conveyor belt moves in the direction of travel, while in the lower part the belt runs against the direction of travel. For example, long-traveling people are transported to the Zugspitze via the conveyor belt and people disembarking to the end of the train.

The same integrated two-level transport principle can be used for car trains by sorting the passenger and vehicle cells as a unit on the train using a two-level transport device depending on the entry and exit.

[Examples]

Figure 1 Arrangement of cells and secondary cells of the multifunctional trajectory route Figure 2 Example of alignment with offshore wind energy

FIG. 3 transport system with a concave front area. FIG. 4 section AA according to FIG. 3 The trajectory route should be routed over the greatest possible distances above ground with minimal route costs and the desired limited barrier effect. In the long term, a network structure is sought. Ground-level, floor-mounted, partially embedded, raised and also covered forms are conceivable in the sense of minimal alignment costs. With the routing, the smallest possible curve radii, the greatest possible gradients and slopes. Limit values form the tolerance limits for people and goods.

Trajekttrasse

The arrangement of the cells and secondary cells of the multifunctional trajectory route is shown in FIG. They are modular in the sense of a modular system, preferably with synergetic design principles. Synergetic construction means multiple use of the elements of the overall construction for several functions. The routes are manufactured using effective (series) production processes, as independently of the construction site as possible and inexpensively. Large sections are also used, which are transported on the emerging or finished route and / or the new cargo options (lighter than air) if possible.

The cross section of the transport route has a cell structure, with the cell partition walls as well as the casing generally having linked synergetic system structure functions. External attachments are also conceivable to expand the cell structure.

The transport route (basic variant) is generally closed with three main cells. The basic variant can also be executed on several levels. there the closed transport route can also be used in the lower section and an open route (e.g. conventional carriageways) as the upper section. Conversions of the configurations are also conceivable.

Two of the three main or basic cells (chambers) are dual, especially on the main routes, as single direction lanes for traffic purposes. The cross-sections of the traffic cells have forward-looking clearance profiles. However, it is also advisable to use temporary or permanent (changing) one-way traffic with one traffic cell (e.g. entrances / exits, subordinate routes). High-performance rail vehicles with innovative designs are used as transport systems.

In the upper area of the two outer main cells (main traffic street) there is a rail system with one directional lane each, which is used to transport people and vehicles (cars, trucks and in the shuttle area rail vehicles). Two speed levels are defined for passenger traffic (approx. 800-1000 km / h) and vehicle freight traffic (approx. 400 - 500 km / h). Mixed trains (passenger and car), especially for long-haul journeys, should operate in the upper speed range. The total throughput of the route is not significantly reduced by the different speed levels.

The secondary cells for the hydraulic or pneumatic transport are located below the path of the rail system. This system can be used to transport suitable goods (in addition to general cargo, for example liquids and gases) as well as containers for the goods. The containers could be guided in the hydraulic or pneumatic systems (ropes, rails, etc.). The containers should be suitable for as many goods as possible and have volume reduction options or the like for possible return transport. The (supra) cable routes for energy transport are also located below the carriageway. The other secondary cells are used for the data or information transport. Overall, the secondary cell concept is designed so that the various transport systems use the main routes synergistically. At the same time, however, they can be continued as a special system for fine distribution or collection independent of a non-branching trajectory route. The Zu u. Departures are located below the Trajekttrasse.

The self-sufficient escape route is located in the upper part of the third, central main cell. From the dual

Main traffic lanes lead corresponding locks into the self-sufficient escape route. Short distances of 100 m are easily feasible. In the upper part of the middle main cell

(left or right side) is the cell for pneumatic transport to be transported in the appropriate goods. The self-contained escape route is absolutely necessary with the closed route shape, so that in the event of a disaster, you can quickly reach any point on the route. The second rail system in the freight transport secondary cells, which are located in the lower area of the self-sufficient escape route, also serves for accessibility. In these cells there is generally a two-way general cargo pallet transport (maximum clearance per direction of travel of approx. 1.5-3 sqm), which has its interfaces via appropriate terminals outside the route (below / next to). The basic principles in operation correspond to the main traffic cell. In terms of design, loading from the side or from above can take place. The guiding and driving function is also carried out via electromagnetic effects. The support function is supposed to Wheel-rail system can be realized. The speed generally need not exceed 200 km / h. In an emergency, this goods system can be used with special vehicles to quickly provide help at any point on the route (teams, equipment, transport of injuries) because the main routes cannot be cleared as quickly.

The cross-sections of the traffic cells have forward-looking clearance profiles. They have to be designed for the transverse loading of cars as well as for trucks and for double-decker passenger cars. Generally, each main outer cell contains a directional lane. However, temporary or permanent (changing) one-way traffic with one traffic cell (e.g. entrances / exits, subordinate routes) is also useful.

Due to the different tasks in passenger and freight transport, the route requirements must be modified for safety reasons. Fixed points are arranged in front of and after the stations for freight traffic, with deceleration sections behind the switch and acceleration sections after the ascent. The downhill turnouts are closed when people are traveling because of the high speeds. For the departure of the fast passenger trains, bending or articulated switches and descents based on the sliding platform principle are provided for single wagons. Fixed switches with acceleration sections can also be used for the ascent. Appropriate elevations must be integrated in curves.

With the switch designs described, the stations can be reached after the flexible locks have been passed through. After the stop, the flexible locks are through mechanical locks replaced and pressure equalization in the loading / unloading zones. To save space and. To increase flexibility, the turntable principle for changing the direction of the single wagons is used in addition to the switch designs already described. This significantly simplifies and speeds up train formation. A distinction is made between start, on-the-go and end stations, with the on-the-go stations again differentiating between passengers with / without train wing.

The basic concept for the structure of the lines is not mandatory in the secondary cell area. Rather, options are shown here to generate inexpensive and efficient transport depending on the market. The detailed structure of the cell concept therefore also results from a freight traffic and compatibility analysis.

By separating the transport of goods by using the other cells of the transport route, the proportion of the transport of goods in the traffic cells is significantly reduced.

Operation in the traffic sector should preferably be implemented using highly available, redundant, automatic operating control systems. The operation can take place continuously after the volume of goods or intermittently. It is crucial that the use of the association principle for the means of transport and the corresponding rendezvous techniques results in an energy-saving and fast transport of goods.

It is crucial for the use of the secondary cells of the main routes that long-distance transport systems are possible for the first time, which mostly have not been able to go beyond the internal transport in their previous scope. The (supra) leadership of Energy, the transmission of information, pneumatic, hydraulic or roadway-oriented piece goods transport with smaller cross-sections of the secondary cells depend on the good properties and the transport characteristics. The essential transport features are the transport time, the reliability and the transport costs. The high-performance general cargo transport system, for example, is an excellent way to establish a just-in-time relationship between the suppliers and the final producers. Through a network refinement with a reduction to the completed small cross-section transport, the large main warehouses of the retail groups can be finely distributed to the department stores, among other things. Secondary cells for hydraulic transport with an area of several square meters can temporarily prevent flooding, for example in flood areas, as a pressure pipeline. Bulk goods can be transported from the large ports or collection points directly to the processing plants and the finished products can then be distributed.

In order to meet the requirements of high priority or parallelism for the change of location of goods, important national or transnational (e.g. trans-European) transport routes between urban and economic centers should preferably be used. The pilot objects should also be generated and checked in this way.

In order to enable a short-term economic application of the overall concept, the pilot projects should also be selected on critical sections of land-based traffic such as straits, mountain regions or areas with a strong urban and / or economic concentration. In the first phase, shuttle operations with high performance are significantly better in these segments than all previous conventional solutions. Thanks to their optimal handling of the means of transport, they represent an essential means of making integrated transport competitive. This could save considerable expenses for tunnel constructions in mountainous regions, straits and for the routing in urban and / or economic concentration areas (ground and soil, protective structures, emission problems).

With a network-like expansion of the new transport routes, the advantages of the overall system are increasing more and more. This means that in the medium term you will be able to effectively control the growing need for transport in the division of labor.

However, it is essential for the use of the train path that the transport of dangerous goods is excluded.

The following routing example (FIG. 2) shows a gap closure for land transport systems by means of a bridge crossing with shuttle operation in the traffic cells. It is essential that the corresponding inflow and outflow points or terminals for the individual systems are sensibly arranged in the overall road structure. The performance or throughput of the shuttle route exceeds the performance of crossings several times over, with much more cost-effective options.

energy optimization

FIG. 2 shows an example of a route with offshore wind energy. The construction of the transport routes enables energy optimization, ie an e- energy recovery, energy recovery or secondary use and energy minimization.

The layout example shows the upgraded version, which makes significant cost savings through wind energy, especially in the offshore sector. The upper flange of the route can be driven over for special purposes. A multi-level structure (closed at the top and open at the bottom) would also be conceivable. However, much higher construction costs for the routing and the stress would have to be used for conventional road vehicles. It is essential that the entire route surface is equipped with solar collectors. The obvious synergetic effects in this example are the outer skin of the route (protection and carrier of the energy generation). The foundation forms the basis for both systems. Elements of the wind turbines have static functions for the stability of the guying of the routes. In addition to the effects mentioned above, there are other design-related advantages, such as the maintenance of the wind turbines, energy transfer, energy consumption, etc.

Energy is generated through complementary conventional and unconventional (e.g. based on the Föttinger principle) wind turbines and all possible current and future forms of solar energy systems. In particular, the new quality of energy generation can also be transferred to conventional traffic routes (destinations e.g. the entire roadway is equipped with resistant solar energy collectors, wind turbines take over safety functions from crash barriers etc.).

For the energy systems, the appropriate, most extensive envelope construction area and all individual elements in open systems (e.g. conventional traffic routes) should be used. that, where possible static, covering, isolating, protecting and / or other system structure functions have to be synergistically included. Energy recovery includes, for example, the use of braking energy (feed back into the network) and the share that arises from the aerodynamic drag, especially at high speeds.

Energy-minimizing principles are e.g. the extensive shift from the previous means of transport (such as driving / braking, protecting, isolating, on-board energy, damping, etc.) to the carriageway, the use of the bundling effect (train, association, parcel, etc.) for the goods or the means of transport. In any case, energy is saved because the mass of the transport systems and the driving resistance are reduced to a considerable extent.

The proportion of N, C0 ₂ , CO and O is reduced in the route. The optimal gas mixture ratio reduces the friction / driving resistance in connection with a lower pressure so much that a favorable combination of the

Expenses for design requirements for the roadway and vehicle components and for operation arise. This also makes much simpler, more flexible lock systems

(e.g. also air curtains, combined liquid curtains in addition to mechanical seals).

A high-performance rail system is used on the main traffic route. The system is essentially based on the magnetic path principle with complementary operating principles. The main reason for the incomplete implementation of the maglev principle (electromagnetic levitation) is its high energy consumption for the carrying function. In contrast to the conventional rail system (moving point loads), there is a flat construction between the carriageway and the rail vehicle. factory-friendly edition. Hydraulic, pneumatic and (electro) magnetic effects for the carrying function can be used individually or comparatively. The drive and guide function is electromagnetic / contactless or based on the principle of the linear motor.

transport system

The transport system shown in FIGS. 3 and 4 with a concave front area has a significant influence on energy optimization. With the high-speed railway concept based on the electromagnetic levitation principle, considerable energy expenditure is required for the stretcher function. The gas volume displaced by the transport system can thus be passed through a corresponding concave quarter funnel shape in the front area under the transport system or the transport system group. An air cushion is created using the almost complete car body area. The quarter funnel should use as much of the traffic cell as possible.

The side sealing under the car body is achieved by the completely clad runners opposite the road, the runners also containing flexible elements for inclines / descents. The air cushion is controlled automatically by appropriate valves in connection with the (permanent) magnetic carrying function and / or the currently applied electrodynamic technology, which also controls the lifting process.

Another variant for the form-fitting sealing is the gripping of the road by the transport system (see Transrapid) or vice versa. Reaching around the transport system through the carriageway is the cheaper solution for cornering or in switches.

Another very inexpensive solution is an air cushion with the hydraulic effects already mentioned above.

In addition to these options, the runners do not need to hover as with the magnetic track (essentially only stand and emergency glide function). There is a synergy with the superconductivity of energy below the route with two ice bands running on the route (using the area of the ice band to limit partial melting due to the high pressure).

The railway vehicles have a flat support to the carriageway and are therefore gentle on the building in contrast to many currently known concepts. Hydraulic, pneumatic and (electro-) magnetic effects can be used individually or for comparative purposes. The drive and guide function is electromagnetic / contactless or based on the principle of the linear motor.

In passenger transport, the mostly double-decker train group consists of a flexible part and a part that is constant during the journey. The constant part is in the front part while the flexible part is provided at the end of the train. The whole train set consists of single wagons. In the front part there are carriages for the train infrastructure with the dining, experience, sleeping and other functions as well as the normal passenger cars, which can be adjusted in terms of the number of requests. In the rear part there are generally only normal passenger cars. Each car is free on the route with the properties described so far flexible and has automatic coupling elements to form train groups. The quarter-funnel-shaped structure already described in the front area has an opposite complement in the rear area in order to obtain a clean, form-fitting connection. It is essential that there is a conveyor belt in all flexible passenger cars, which enables rapid passenger transport on the train. In the upper part of the passenger car, the conveyor belt moves in the direction of travel, while in the lower part the belt runs against the direction of travel (mobile two-level transport principle).

business

Operation in the traffic sector is preferably implemented by highly available redundant automatic operational control systems. The operation takes place continuously according to the volume of goods or intermittently. It is crucial that the use of the association principle for the means of transport and the rendezvous technology enables energy-saving and fast transport of goods and people.

Due to the multifunctionality of the trajectory route, passenger transport will only take place in the traffic cells. The extensive separation of freight transport through the use of the remaining cells of the trajectory route enables a decisive reduction in the proportion of freight transportation in the main traffic route. The speed level of passenger traffic should be between 800-1000 km / h. A speed of up to 1500 km / h should be possible during the acceleration phases for vehicles or vehicle groups. Nevertheless, depending on the market conditions, a version for the local traffic conceivable at a speed level of 300-400 km / h.

In passenger transport, the previous exchange or stop concept has been completely changed to accelerate it. The basis for this is that generally only relatively small parts of the total passenger population are exchanged in the transit stations, but the entire train stops to implement this process. This means that fast trains no longer stop at many stations in order to avoid wasted time in the stopping process. So significant market opportunities are no longer used. On the basis of the transport system and route design described at the beginning, the dropouts are collected in the last car at the on-the-go stations. At the braking distance in front of the on-the-go station, the last car separates from the overall train, stops and is removed from the main route using the sliding platform principle through the lock. There is a second flexible car in the station, which is staffed and accelerated as soon as the main train passes. Shortly after passing through the main train (time for the braking distance), this occupied car leaves the station via the fixed switch and drives at high speed to the main train and docks. In general, the flexible carriages would have to have a capacity of around 200 people, due to the possible tight train sequence. The same procedure takes place when the train is winged using the flexible or link switch. In the stations, only the constant part is then added to the flexible wagons in order to achieve a complete bandage. The movement of people is supported or accelerated by the conveyor belts inside the train. The allocation of seats for the passengers is regulated according to the principle of the minimum route on the train. Freight traffic in the range of 800-1000 km / h is problematic because of the large masses and the different requirements. For this reason, the transportation of goods should generally be limited to road vehicles or trailers / containers. The transportation of rail vehicles is only conceivable for shuttle traffic. For freight transport, the second speed level is therefore set at 400-500 km / h. Slower speeds are also conceivable for pure shuttle traffic. It is important that the total throughput of the route is not significantly reduced by the different speed levels. The design of the means of transport is designed in such a way that minimal transshipment effort occurs at the interfaces for integrated traffic.

The freight wagons have only two designs for car and truck, trailer, bus and conventional train transport. With the car wagons, swiveling side walls enable cross loading on two levels. In addition, a transport device can be installed in the car, which enables sorting according to (departure) stations for the car while driving. This makes completely new car train concepts possible, since passenger cabin elements can also be moved while driving using the same sorting concept as the cars in the train set. This two-level transport principle, which overlaps the train movement, can also be used for a new type of car transport (mixed train) with cross loading. During a long transit, elements can expediently be moved in the train, in which both the accommodation unit (sleeping, stopping, sanitary functions for the occupants) and the unit for the transport system are integrated. The loading and unloading of the other above-mentioned transport system types can be done via head or side ramps for long trains or via the more flexible cross-loading through parallel loading. Pushing can be realized with simple loading aids. The freight wagons have the same characteristics as the passenger wagons, except for the well-conditioned properties.

For freight transport, a single wagon and / or association entry or exit via the fixed switches is possible. In contrast to the passenger area, the wagons / associations are only delayed after departure via the fixed switch. When wagons (groups) leave the long train, the departing part at the front and rear is detached from the overall train, with a safety clearance at the rear. The ascending vehicles then move into this gap or other planned gaps so that a targeted train formation is possible. After the drive-up process, the cars close the gaps by accelerating, dock to the next vehicle and form a train group. The overall process is simplified for departing cars at the end of the train. The train formation should generally take place in such a way that the end wagons of the long train depart.

For safety reasons, the final departure principle for vehicles leaving the association is considered the best solution for passenger and freight trains. This is justified by avoiding accidents by driving upwards, since the safety distances between the train associations can be used.

[REFERENCE LIST]

1 Position of the secondary cells - in the corners of the main cells, in the lane area of the driveways. 2 Location of the secondary cells - in the foot area of the escape route, upper part of the self-sufficient escape route

3 directional lane A

4 Self-sufficient escape route

5 shell construction 6 directional lane B

7 Multifunctional closed transport route

8 Stay cable tensioning with conventional wind energy

9 Rod arch modular element with Föttinger bracing

10 air cushions under the car body 11 accumulated gas volume

Claims

[Claims]

1. Multifunctional trajectory route for the transportation of people, goods, information, energy and transport, consisting of an integrated cell structure which is designed with three generally closed main cells, which are known to consist of two directional lanes and are completely independent due to a common covering is influenced by external influences, characterized in that a) routes with modified magnetic tracks are provided for individual units, which can be combined into delivery units, b) below the route, two ice bands running on the route are generated during the superconductivity of energy, c) Passenger and vehicle transport takes place exclusively with vehicles in the main cells, which have been developed as traffic cells, d) the remaining freight traffic takes place in the other cells of

Transport route uses, in which a hydraulic or pneumatic transport takes place, e) the other secondary cells are used for data and / or information transport, f) the proportion of N, C0 ₂ , CO and O as complex atoms or molecules in the main traffic Routes reduced and replaced by noble gases with simple atomic structures, whereby the pressure is reduced, g) flexible lock systems are used, h) the overall transport by vehicles is accelerated by a rendezvous technology and i) energy optimization and energy generation of the entire system by using Solar and wind turbines take place directly on the route.

2. Multifunctional trajectory route according to claim 1, characterized in that the route consists of one or more levels.

3. Multifunctional trajectory route according to claim 1 and 2, characterized in that an autonomous escape route is available.

4. Multifunctional trajectory route according to one of claims 1 to 3, characterized in that different speed levels are set for freight and passenger traffic.

5. Multifunctional trajectory route according to one of claims 1 to 4, characterized in that the delivery units consist of general cargo or comparable goods.

6. Multifunctional trajectory route according to one of claims 1 to 5, characterized in that the remaining goods traffic, which is transported hydraulically and / or pneumatically, consists of bulk goods, certain suitable piece goods or containers or comprises the pure transport of gases or liquids.

7. Multifunctional trajectory route according to one of claims 1 to 4, characterized in that conventional carriageways or further trajectory routes are arranged on several levels on / under the closed trajectory route.

8. Multifunctional trajectory route according to one of claims 1 to 4, characterized in that the flexible lock systems consist of air curtains or liquid curtains.

9. Multifunctional trajectory route according to one of claims 1 to 8, characterized in that the entire uncovered trajectory route surface is equipped with solar panels and the principles of solar and wind power generation can be transferred to conventional routes and / or traffic routes.

10. Multifunctional trajectory route according to one of claims 1 to 9, characterized in that the foundation elements of the wind turbines have static functions for the stability of the bracing of the routes in superstructures.

11. Transport system for driving on the multifunctional trajectory route characterized in that a) the transport system is concave in the front area to guide the gas volume under the transport system, b) a lateral seal under the car body leads to a complete covering of the runners and c ) the control of the air cushion via appropriate valves takes place automatically in connection with the magnetic carrying function and / or the currently applied electrodynamic technology, which at the same time also controls the lifting process, d) a carrying function for the transport system is made possible by skids, the superconductivity of Ice belts generated below the route are used, e) a transport device for superimposing two-level transport of people and loading units is arranged in the transport system.

12. Transport system for driving on the multifunctional trajectory route according to claim 10, characterized in that long-traveling people are transported on the conveyor belt to the Zugspitze and disembarking people to the end of the train.