WO2003104058A1 - Trace de trajectoire multifonctionnel et vehicule de transport integre - Google Patents

Trace de trajectoire multifonctionnel et vehicule de transport integre Download PDF

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Publication number
WO2003104058A1
WO2003104058A1 PCT/DE2003/001915 DE0301915W WO03104058A1 WO 2003104058 A1 WO2003104058 A1 WO 2003104058A1 DE 0301915 W DE0301915 W DE 0301915W WO 03104058 A1 WO03104058 A1 WO 03104058A1
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WO
WIPO (PCT)
Prior art keywords
transport
route
multifunctional
trajectory
traffic
Prior art date
Application number
PCT/DE2003/001915
Other languages
German (de)
English (en)
Inventor
Günther PURBACH
Original Assignee
Purbach Guenther
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 Purbach Guenther filed Critical Purbach Guenther
Priority to DE10393275T priority Critical patent/DE10393275D2/de
Priority to AU2003274609A priority patent/AU2003274609A1/en
Publication of WO2003104058A1 publication Critical patent/WO2003104058A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B13/00—Other railway systems
    • B61B13/08—Sliding or levitation systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60V—AIR-CUSHION VEHICLES
    • B60V1/00—Air-cushion
    • B60V1/08—Air-cushion wherein the cushion is created during forward movement of the vehicle by ram effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B13/00—Other railway systems
    • B61B13/10—Tunnel systems
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
    • E01D1/00—Bridges in general
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F03—MACHINES OR ENGINES FOR LIQUIDS; WIND, SPRING, OR WEIGHT MOTORS; PRODUCING MECHANICAL POWER OR A REACTIVE PROPULSIVE THRUST, NOT OTHERWISE PROVIDED FOR
    • F03D—WIND MOTORS
    • F03D13/00—Assembly, mounting or commissioning of wind motors; Arrangements specially adapted for transporting wind motor components
    • F03D13/20—Arrangements for mounting or supporting wind motors; Masts or towers for wind motors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F03—MACHINES OR ENGINES FOR LIQUIDS; WIND, SPRING, OR WEIGHT MOTORS; PRODUCING MECHANICAL POWER OR A REACTIVE PROPULSIVE THRUST, NOT OTHERWISE PROVIDED FOR
    • F03D—WIND MOTORS
    • F03D9/00—Adaptations of wind motors for special use; Combinations of wind motors with apparatus driven thereby; Wind motors specially adapted for installation in particular locations
    • F03D9/007—Adaptations of wind motors for special use; Combinations of wind motors with apparatus driven thereby; Wind motors specially adapted for installation in particular locations the wind motor being combined with means for converting solar radiation into useful energy
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2/00—General structure of permanent way
    • E01B2/003—Arrangement of tracks on bridges or in tunnels
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B25/00—Tracks for special kinds of railways
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05B—INDEXING SCHEME RELATING TO WIND, SPRING, WEIGHT, INERTIA OR LIKE MOTORS, TO MACHINES OR ENGINES FOR LIQUIDS COVERED BY SUBCLASSES F03B, F03D AND F03G
    • F05B2240/00—Components
    • F05B2240/90—Mounting on supporting structures or systems
    • F05B2240/91—Mounting on supporting structures or systems on a stationary structure
    • F05B2240/911—Mounting on supporting structures or systems on a stationary structure already existing for a prior purpose
    • F05B2240/9113—Mounting on supporting structures or systems on a stationary structure already existing for a prior purpose which is a roadway, rail track, or the like for recovering energy from moving vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E10/00—Energy generation through renewable energy sources
    • Y02E10/70—Wind energy
    • Y02E10/72—Wind turbines with rotation axis in wind direction
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E10/00—Energy generation through renewable energy sources
    • Y02E10/70—Wind energy
    • Y02E10/728—Onshore wind turbines
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance

Definitions

  • Transport routes are generally line-based transport routes for people, goods, information, energy, etc.
  • 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 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.
  • 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.
  • 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.
  • a bridge portal 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 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.
  • 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.
  • 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
  • the 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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).
  • 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.
  • 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.
  • much higher construction costs for the routing and the stress would have to be used for conventional road vehicles.
  • 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.
  • 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.
  • 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.).
  • 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
  • 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 is its high energy consumption for the carrying function.
  • the conventional rail system moving point loads
  • 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.
  • the transport system shown in FIGS. 3 and 4 with a concave front area has a significant influence on energy optimization.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • swiveling side walls enable cross loading on two levels.
  • a transport device can be installed in the car, which enables sorting according to (departure) stations for the car while driving.
  • 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.
  • 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.

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Abstract

L'invention concerne un tracé de trajectoire multifonctionnel et des systèmes de transport intégrés. L'utilisation de tracés de trajectoire multifonctionnels permet de créer des faisceaux destinés au transport de plusieurs types de marchandises et de personnes. Un tracé de trajectoire permet de mettre en oeuvre des types de transport différents, indépendants, économiques, adaptés aux marchandises. L'invention concerne notamment une structure cellulaire intégrée (5) comportant dans sa version de base, trois cellules principales généralement fermées (3, 4, 6), le transport des personnes étant effectué dans les cellules de circulation (3, 6), et une issue de secours autonome étant comprise dans la troisième cellule (4). Des installations solaires et éoliennes servent à produire de l'énergie et à en optimiser la consommation directement sur le tracé. Le véhicule de transport selon l'invention présente une forme concave dans sa partie frontale de manière à guider le volume gazeux sous ledit véhicule. De cette façon, il est possible de créer un coussin d'air exploitant quasiment la totalité de la surface de la caisse du véhicule. Par ailleurs, un joint latéral permet d'habiller entièrement les patins par rapport à la voie.
PCT/DE2003/001915 2002-06-11 2003-06-10 Trace de trajectoire multifonctionnel et vehicule de transport integre WO2003104058A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
DE10393275T DE10393275D2 (de) 2002-06-11 2003-06-10 Multifunktionale Trajektrasse und integriertes Transportfahrzeug
AU2003274609A AU2003274609A1 (en) 2002-06-11 2003-06-10 Multifunctional trajectory line and integrated transport vehicle

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10225967A DE10225967C1 (de) 2002-06-11 2002-06-11 Multifunktionale Trajekttrasse und integrierte Transportsysteme
DE10225967.4 2002-06-11

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WO2003104058A1 true WO2003104058A1 (fr) 2003-12-18

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DE (2) DE10225967C1 (fr)
WO (1) WO2003104058A1 (fr)

Cited By (8)

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Publication number Priority date Publication date Assignee Title
CN108118564A (zh) * 2017-12-01 2018-06-05 中铁二院工程集团有限责任公司 一种压力式箱型高速铁路路基结构及施工方法
US10286927B1 (en) 2018-06-29 2019-05-14 Hyperloop Transportation Technologies, Inc. Tube transportation systems using a gaseous mixture of air and helium
US10286928B1 (en) 2018-06-29 2019-05-14 Hyperloop Transportation Technologies, Inc. Method of using air and helium in low-pressure tube transportation systems
US11214282B2 (en) 2018-06-29 2022-01-04 Hyperloop Transportation Technologies, Inc. Method and an article of manufacture for determining optimum operating points for power/cost and helium-air ratios in a tubular transportation system
US11230300B2 (en) 2018-06-29 2022-01-25 Hyperloop Transportation Technologies, Inc. Method of using air and helium in low-pressure tube transportation systems
US11235787B2 (en) 2018-06-29 2022-02-01 Hyperloop Transportation Technologies, Inc. Tube transportation systems using a gaseous mixture of air and hydrogen
US11242072B2 (en) 2018-06-29 2022-02-08 Hyperloop Transportation Technologies, Inc. Method of using air and hydrogen in low pressure tube transportation
CN114765977A (zh) * 2019-09-11 2022-07-19 阿纳托利·爱德华多维奇·尤尼茨基 尤尼茨基的超高速运输综合体的制造和布置方法

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CN108118564A (zh) * 2017-12-01 2018-06-05 中铁二院工程集团有限责任公司 一种压力式箱型高速铁路路基结构及施工方法
CN108118564B (zh) * 2017-12-01 2023-09-22 中铁二院工程集团有限责任公司 一种压力式箱型高速铁路路基结构及施工方法
US10286927B1 (en) 2018-06-29 2019-05-14 Hyperloop Transportation Technologies, Inc. Tube transportation systems using a gaseous mixture of air and helium
US10286928B1 (en) 2018-06-29 2019-05-14 Hyperloop Transportation Technologies, Inc. Method of using air and helium in low-pressure tube transportation systems
US11214282B2 (en) 2018-06-29 2022-01-04 Hyperloop Transportation Technologies, Inc. Method and an article of manufacture for determining optimum operating points for power/cost and helium-air ratios in a tubular transportation system
US11230300B2 (en) 2018-06-29 2022-01-25 Hyperloop Transportation Technologies, Inc. Method of using air and helium in low-pressure tube transportation systems
US11235787B2 (en) 2018-06-29 2022-02-01 Hyperloop Transportation Technologies, Inc. Tube transportation systems using a gaseous mixture of air and hydrogen
US11242072B2 (en) 2018-06-29 2022-02-08 Hyperloop Transportation Technologies, Inc. Method of using air and hydrogen in low pressure tube transportation
CN114765977A (zh) * 2019-09-11 2022-07-19 阿纳托利·爱德华多维奇·尤尼茨基 尤尼茨基的超高速运输综合体的制造和布置方法

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