WO2018170575A1

WO2018170575A1 - High-speed transport module

Info

Publication number: WO2018170575A1
Application number: PCT/BY2018/000006
Authority: WO
Inventors: Анатолий Эдуардович Юницкий
Original assignee: Анатолий Эдуардович Юницкий
Priority date: 2017-03-23
Filing date: 2018-03-16
Publication date: 2018-09-27
Also published as: EA201700221A1; EA031676B1

Abstract

The invention relates to the field of transport engineering, and more particularly to means of transport with excellent aerodynamic characteristics, and can be used in the Yunitskiy high-speed string transport system. A high-speed transport module comprises a head portion (1), a tail portion (2), and at least one middle portion (3), and is equipped with at least two pairs of wheels (4). The head portion and the tail portion are conical in shape with generatrices (5) and (6) that are in the form of curves having opposite curvature or that are in the form of a collection of straight and curved lines arranged in opposite directions, and are realized in the form of a combination of portions of concave and convex surfaces. The angle γ,°, between the axis of the module and a tangent (7) to the generatrices (5) and (6) in longitudinal section of both the head portion and the tail portion of the transport module is not greater than 30°. Furthermore, the module is provided with mechanisms (8) for the mutual longitudinal (i.e. along the longitudinal axis of the module) movement of module portions, said mechanisms being mounted between the joinable portions of the module. The individual portions of the module are separated from one another by gaps (9) in the form of open and/or closed spaces which can be adjusted by the mechanisms (8) for the mutual longitudinal movement of module portions. The gaps (9) between the portions of the transport module can contain supporting sections (10).

Description

HIGH SPEED TRANSPORT MODULE

Technical field

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

State of the art

Technical solutions are known aimed at improving the aerodynamics of vehicle bodies, in which the optimization of the aerodynamic characteristics of bodies is achieved by approximating their shape to the shape of a body of revolution, while taking into account the stylistic and ergonomic requirements presented to them specifically as vehicles (V. -G. Hugo, Automobile Aerodynamics, Moscow: Mashinostroenie, 1987, p. 32, 42).

However, the fulfillment of the requirements for improving the aerodynamics of the body conflicts with the requirements for its internal layout and ergonomics, which, in the end, does not allow for the optimal use of the internal volume of the body. In addition, the well-known solutions do not provide an account of the actual operating conditions when the vehicle is located in the immediate vicinity of the roadway and do not allow minimizing the values of the drag coefficient.

A number of patents are known containing descriptions of transport modules for the Unitsky string transport system, aimed at increasing energy performance by reducing losses determined by its aerodynamic characteristics, and increasing stabilization of the body position in the direction of the motion path. These include patents RU2201368, RU2201369, published on 03/27/2003; patents RU2203194, RU2203195, published on 04/27/2003; Eurasian patents EA003490, EA003533, EA003535. The high-speed transport modules presented in these documents are characterized by a streamlined body with conjugated spherical anterior, droplet-shaped middle and cone-shaped rear parts. In this case, the rear cone-shaped body part of these transport modules is made with generators having alternating curvature.

At the same time, high-speed patented transport modules

EA003535 and RU2201368 contain two symmetrical longitudinal sections made on the upper surface of the body with negative curvature of the surface, conjugated with the side and upper surfaces of the body. Known transport modules according to patents EA003490 and RU2201369 also contain two symmetric longitudinal sections with negative curvature of the surface, mating with the side and upper surfaces of the body, but made on the lower surface of the body.

The well-known high-speed transport modules presented in the mentioned patents EA003533, RU2203194 and RU2203195 are characterized by the fact that, in addition to having a streamlined shape, to reduce the drag coefficient and increase the dynamic stability, the bodies of these modules are made taking into account certain ratios of the geometric parameters of the elements included in them. A feature of the transport modules according to patents EA003533 and RU2203195 is that the rear cone-shaped part of their body is made of a generatrix having alternating curvature, and its surface of negative curvature has a wedge-shaped profile, the edge of which forms the rear edge of the body, which can be located horizontally or vertically, providing various options for its outlines, depending on the given direction of strengthening the stability of the body.

Closest to the invention is a high-speed transport module according to patent RU2203194, published on April 27, 2003, intended for use in the Unitsky string transport system, comprising a streamlined body with conjugated spherical front, droplet-shaped middle and cone-shaped rear parts, in which the lower surface of the middle part is made flattened. To communicate with the rail in the lower part of the body placed wheels in two rows. The movement of the transport module is provided by the drive and control system installed in the body.

With the speeds developed in the Unitsky string track structure (over 300 km / h), one of the main tasks is to reduce the aerodynamic drag coefficient of the transport module, because air resistance in the total resistance to movement is more than ninety percent. Accordingly, the power of the vehicle’s drive and its efficiency by ninety or more percent are determined precisely by the aerodynamic characteristics of the module body. In addition, when a transport module is moving with high speeds, the effect of various external factors necessitates stabilization of the position of the transport module in the direction of its trajectory.

The body shape of the known transport module does not provide the minimum possible value of the drag coefficient. This is explained by the fact that, when the problem of optimal airflow around the rear of the body was solved, the known technical solution did not solve the problem of optimizing the choice of the front surface area of the body, which, like the aerodynamic drag coefficient, directly affects the air resistance to movement of the transport module. These reasons do not allow optimizing the performance of such a module in terms of energy characteristics.

The absence of any means to stabilize the position of the transport module in the direction of the trajectory of movement leads to its dependence on the impact of various destabilizing external causes.

Disclosure of invention

The aim of the invention as a invention of a high-speed transport module is to reduce unit costs for passenger transportation and increase the energy performance of the transport module by reducing losses determined by it aerodynamic characteristics, improving the stabilization of the position of the transport module in the direction of the trajectory of its movement, as well as expanding the range of vehicles for Unitsky’s transport and communication system.

This result is achieved by the fact that in a high-speed transport module containing the head, at least one middle and tail parts, interconnected, in which the module parts are articulated, and its head and tail parts are provided with wheel pairs and made conical with generators represented by curves with alternating curvature or a set of straight and curved lines located with alternating directivity, the angle γ, ° between the axis of the module and the tangent to the generatrix in the longitudinal The cross section of both the head and its tail parts does not exceed 30 °.

Moreover, the line Ni of conjugation of surfaces of opposite curvature in the head part of the module is located from the line N3 of the boundary of this part at a distance Ζ, ρρ, m, associated with the length Lc, m, of the middle part of the module by the ratio:

In turn, the line N2 of conjugation of surfaces of opposite curvature in the tail of the module is located from line N _{4 of the} boundary of this part at a distance Lpz, m, limited by the ratio:

The length Lc, m, the middle part of the module and its maximum height H, m, are related by the ratio:

0.5 <L _C / # <10.

The indicated result is also achieved by the fact that the length Lc, m, the middle part of the module and the distance M, m, between the rows of wheels are connected by the ratio:

0.5 <L _C / <25.

The achievement of this result is also ensured by the fact that between the articulated parts of the module are installed mechanisms for mutual movement of the parts. At the same time, the module parts themselves are separated from each other by gaps made in the form of open and / or closed gaps, regulated by mechanisms for mutual movement of the module parts.

In turn, the lengths of the head Ζ, ρ, m, the average Lc, m, and the tail Lz, m, of the module parts are related by the relations:

0, l <Z _z / £ c <10.

In addition, the length of the LM, M, transport module is associated with the length Lc, m, of the middle part of the module by the ratio:

1.5 <L _M / Lc <20.

The achievement of this result is also ensured by the fact that each part of the module is equipped with a wheelbase. ,

In this case, the wheelbase Ζ, κ, m, of the middle part of the module is connected with the length Lc, m, of the middle part of the module by the ratio:

0.5 <L _K / Lc <l.

In addition, the wheelbase of the head Lm, m, and the tail LZB, M, of the module parts are connected, respectively, with the length of its head Lp, m, and the tail Lz, m, parts of the ratios:

It is desirable that each part of the transport module be provided with at least a pair of wheels.

In this case, the wheelset of each part of the module is located at a distance from the end closest to it of the corresponding part of the module, determined by the relations:

0.04 <£ z <0.5;

0.04 <£ c <0.5,

where: Ζ, ρκ, m, Ζ, ζκ, m, and LCK, M, respectively, are the distances from the wheelset

head, tail and middle parts of the module to lines N ₃ , N ₄ and N5 the boundaries of these parts;

Lp, m, Lz, m, and Lc, m, respectively, the length of the head, tail and middle parts of the module.

The achievement of this result is also ensured by the fact that the gaps between the parts of the transport module contain support sections.

It is advisable that each supporting section of the transport module was provided with at least one wheelset.

It is desirable that each support section of the transport module be provided with at least one wheelbase.

The indicated result is also achieved by the fact that the angle γ, °, between the axis of the module and the tangent to the generatrix in the longitudinal section of both the front and rear parts, is preferably made no more than 12 °.

The transport module can also be implemented in such a way that the angle γ, °, between the module axis and the tangent to the generatrix in the longitudinal section of both the front and rear parts is made no more than 5 °.

Brief Description of the Drawings

The invention is explained in detail using the following drawings, shown in figures 1 to 5:

figure 1 is an external view of a high-speed composite transport module with a wheelbase for each part of it is a side view;

figure 2 - appearance of a high-speed composite transport module - front view (similar to the rear view);

Fig. 3 is an external view of a high-speed composite transport module with a wheelset for each part thereof;

figure 4 is an external view of a high-speed composite transport module with support sections on wheelsets - side view;

5 is an external view of a high-speed composite transport module with supporting sections on wheelbases.

Embodiments of the invention

This result is achieved by the fact that a high-speed transport module comprising a head 1, tail 2 and at least one middle 3 part, equipped with at least two wheeled 4 pairs. The head 1 and tail 2 parts of the module are cone-shaped with generators 5 and 6 represented by curves, with alternating curvature, or a combination of straight and curved lines located with alternating orientation and formed as a combination of sections of concave and convex surfaces. In this case, the angle γ, °, between the axis of the module and the tangent 7 to the generator 5, or 6 in the longitudinal section of both the head 1 and the tail 2 of the transport module does not exceed 30 °. In addition, the module is equipped with mechanisms 8 (see. Fig. 1, 3) for their mutual longitudinal (along the longitudinal axis of the module) movement, installed between its articulated parts. In turn, the module parts themselves are separated from each other by gaps 9 made in the form of open and / or closed spaces, regulated by mechanisms 8 for mutual movement of the module parts (see Figs. 1, 3). In this case, the gaps 9 between the parts of the transport module may contain supporting sections 10 (see. Fig. 4, 5).

The implementation of the front 2 and rear 3 parts (see Fig. 1) of the cone-shaped transport module with generators having alternating curvature, or represented by a combination of rectilinear and curvilinear sections located with alternating directionality, subject to the requirements for the angle γ, °, as shown by the results of studies of the aerodynamic characteristics of the scale model of a high-speed transport module in a subsonic wind tunnel AT - 1 1 of St. Petersburg University, it allows air flow around the transport module.

So, the presence of a smooth transition of the curvature of the generatrix of the head cone-shaped part of the module from a negative value to a positive one, i.e. from a concave to convex shape, as well as the presence of a smooth transition of the curvature of the generatrix of the tail cone-shaped part of the module from a positive value to a negative one, i.e. from convex to concave, as shown by the results of aerodynamic tests, allows, practically without increasing the overall length of the head 1 and tail 2 of the module (see Fig. 1), due to the elimination of jumps in the pressure gradient of the air flow, significantly reduce its drag coefficient.

When performing the head 1 and tail 2 parts of the module (see Fig. 1) in a cone shape with generators 5, 6, tangent 7 to which, in a longitudinal section, make an angle γ, °, over 30 ° with the longitudinal axis of the module, the aerodynamic resistance increases the incoming air flow in the head 1 part and there are reasons for the separation of the air flow when it leaves the tail 2 of the module.

It is characteristic of the transport module that the execution of the head 1 and tail 2 parts of the module (see Fig. 1) is cone-shaped with generators 5, 6, tangent 7 to which, in longitudinal section, make an angle γ, °, not more than, with the axis of the module 12 °, allows to ensure optimal values of the aerodynamic drag coefficient of the transport module while maintaining the dynamic stability of the transport module and ensuring sufficient comfort of its cabin.

The transport module can be implemented in such a way that the head and tail parts 2 of the module (see FIG. 1) are cone-shaped with generators 5, 6, tangent 7 to which, in longitudinal section, make an angle γ with the axis of the module , °, not more than 5 °, allows to ensure the minimum value of the drag coefficient while maintaining its functional properties, especially at high speeds (about 500 km / h).

The transition of the head 1 and tail 2 parts of the cone-shaped surfaces from a convex to a concave shape was carried out, respectively, along lines and N2 of conjugation of surfaces of opposite curvature, the positions of which are determined on the basis of requirements for optimizing the flow of air around the module under various operating conditions and specific design.

Moreover, the line Ni of conjugation of surfaces of opposite curvature in the head 1 part of the module is located from line N3 of the boundary of this part on the distance Lpp, m, (see figure 1) associated with the length Lc, m, middle 3 parts of the module by the ratio:

and the line N2 of conjugation of surfaces of opposite curvature in the tail 2 of the module is located from the line N _{4 of the} boundary of this part at a distance Lpz, m, (see Fig. 1) limited by the ratio:

where: Lpp, m, is the length of the head 1 of the module between the lines of Ni and N3, and Lpz, m, is the length of the tail 2 of the module between the lines of N2 and N ₄ .

The lengths Lpp, m, in the head 1 and Lpz, m, in the tail 2 of the transport module are determined on the basis of the conditions for ensuring its dynamic stability and optimizing the value of the drag coefficient.

The indicated values of relations (1) and (2) make it possible without difficulties to ensure the construction of a transport module with the necessary aerodynamic contours.

A decrease in the distance from the Ni line to the N3 line in the head 1 part of the module beyond the boundaries defined by relation (1) does not allow optimizing the choice of curvature of the head 1 part of the module, which will lead to the possibility of air flow disruption due to the large pressure gradient during the transition from head 1 to the middle 3 part of the module.

Moreover, an increase in this distance beyond the limits determined by the indicated relation (1) will lead to a decrease in the dynamic stability of the transport module due to the “yaw” effect of the large conical surface of its head 1 part.

The decrease in the distance from the line N2 to the line N ₄ in the tail part 2 of the module beyond the boundaries defined by relation (2) does not allow optimizing the choice of the curvature of the tail part, which, in turn, will lead to the possibility of disruption of the air flow due to the large pressure gradient at transition from the middle 3 to the tail 2 of the module. At the same time, an increase in this distance beyond the limits determined by the indicated relation (2) will lead to a decrease in the dynamic stability of the transport module due to the “yaw” of the large conical surface of its tail 2 part.

The choice of ratios (1) and (2) of less than 0.05, and also of more than 10, leads to a disproportion in linear dimensions in the head 1, middle 3 and in the tail 2 parts of the transport module and, accordingly, to a deterioration in its aerodynamic characteristics.

The length Lc, m, of the middle 3 parts of the module (see Fig. 1) is correlated with its lengths Lp, m, head 1 and Lz, m, tail 2 parts in accordance with the ratios:

0, 1 <L _Z / Lc <10. (four)

The indicated values of relations (3) and (4) make it possible without special difficulties to ensure the implementation of a transport module with optimal aerodynamic contours.

The aerodynamic characteristics of the transport module, when moving at high speed, are significantly affected by the length Lc, m, middle 3 parts of the module and the sizes Lp, m, and Lz, m, its head 1 and tail 2 parts, respectively.

When executing a transport module with the values of relations (3) and

(4) less than 0, 1 there are structural difficulties in ensuring the absence of jumps in the pressure gradient of the air flow on the head 1 and tail 2 of the module and smoothly pairing them with the middle part 3, provided that the requirements for the shape of the module are observed from the point of view of optimizing its aerodynamic parameters and ergonomics.

In the case of a transport module with ratios (3) and (4) greater than 10, the dynamic stability of the transport module deteriorates due to the occurrence, when moving, of the “yaw” effect of large consoles of its head 1 and tail 2 parts.

The length Lc, m, (see figure 1) and the height H, m, (see figure 1, 2) of the module in the mid-section of its middle 3 parts are related by the ratio: . 0.5 <L _C / # <10. (5)

The optimal conditions for the implementation of the transport module intended for passenger transportation are the conditions indicated in relation (5).

Under these conditions, the requirements presented to it from the point of view of ergonomics and obtaining the optimal value of the coefficient of aerodynamic drag are quite easily realized.

So, at the selected module height, determined by the average statistical value of the person’s height adopted for the design of the transport module intended for the carriage of passengers, the optimal ergonomic parameters and to meet the requirements for reducing the front surface area is to choose the length of its middle 3 parts within the specified limits.

The values specified in relation (5) allow, while ensuring sufficient cabin comfort, to realize a significant reduction in the area of the front surface of the transport module.

If relation (5) is less than 0.5, it is impossible, while maintaining the optimized values of the drag coefficient, to realize the form requirements put forward in terms of ergonomics and its specific purpose as a vehicle, which leads to discomfort of passengers in the cabin.

When choosing the module parameters from relation (5), at which it will be less than 0.5, in the alternative case, an increase in the height, and, consequently, the sectional area of the module in the mid-section, leads to a significant increase in aerodynamic drag.

If relation (5) is greater than 10, this leads to a significant increase in the lateral surface area and, accordingly, to an unacceptable increase in the aerodynamic drag of the module as a whole, and to a decrease in the rigidity and strength of the middle 3 part of the transport module.

In turn, the length Lc, m, of the middle 3 part of the module is related to the distance M, m (see Figs. 1, 2) between the rows of wheels 4 within the following limits:

0.5 <L _c / M <25. (6) The selected form of the transport module, providing high speeds, puts forward, in turn, certain requirements to ensure its dynamic stability.

So, with the selected distance M, m, (see Fig. 2) between the rows of wheels 4, the optimal value of the length Lc, m, middle 3 of the module (see Fig. 1), is determined by the relation (6), which allows, for movement of the transport module, it is simple enough to provide the necessary value of its dynamic stability with the selected form of the module.

When a transport module with a value of relation (6) is less than 0.5, purely structural difficulties arise in realizing the shape of the module, providing a smooth flow around it with an incoming air stream while ensuring dynamic stability, since requirements for the optimal, from the point of view of aerodynamic drag coefficient, module performance leads to a relative lengthening of its head 1 and tail 2 parts and, accordingly, to a decrease in the dynamic stability of the entire transport module.

When the transport module with ratio (6) is greater than 25, taking into account restrictions on its transverse dimensions, when driving at high speeds, there is a significant increase in aerodynamic drag due to an increase in the area of its lateral surface, and stiffness, bearing capacity and strength are unacceptably reduced middle 3 parts of the transport module with its lowest possible weight.

The length L _M , M, of the transport module is related to the length Lc, m, of the middle part of the module, by the ratio:

1, 5 <L _M / Lc <20. (7)

If relation (7) is less than 1.5, then it is impossible to implement the form requirements set forth by the condition for optimizing the flow of air around the module while maintaining the operational and ergonomic parameters presented to it based on its purpose as a vehicle. If relation (7) is greater than 20, this leads to a significant increase in the lateral surface area and, accordingly, to an unacceptable increase in the aerodynamic drag of a high-speed transport module.

In accordance with any of the unlimited options for the arrangement of 4-wheel wheels, each part of the module can be equipped with a wheelbase LK, M, LPB, m, and Ζ, ΖΒ, m, respectively, in the middle 3, head 1 and tail 2 parts.

The wheelbase LK, M, middle 3 parts of the module is connected with its length Lc, m, by the ratio:

0.5 <L _K / L _C <\. (8)

The requirements for the operational characteristics of the transport module include increased stability, high dynamic properties and comfortable conditions for passengers, which is easily achieved when the conditions specified in relation (8) are realized.

If the value of relation (8) is chosen to be less than 0.5, the dynamic parameters of the transport module decrease, including due to a deterioration in the balancing of the middle 3 part of the module and an increase in parasitic longitudinal and transverse vibrations of this part that occur during movement.

The implementation of the transport module in accordance with the upper limit of the value of relation (8) allows to achieve optimal values of its dynamic and operational characteristics.

The wheelbase of the head Lp _B , m, and the tail LZB, M, of the module parts are connected, respectively, with the length of its head Lp, m, and the tail Lz, m, parts of the relations:

0.2 <Iz <0.75. (10)

When executing a module with the values specified in relations (9) and (10), it is possible to simply provide the required stability of the transport module with optimal values of its dynamic characteristics and comfortable operational and ergonomic parameters. If relations (9) and (10) are chosen to be less than 0.2, the dynamic parameters of the transport module decrease, including due to a deterioration in the balancing of each individual part of the module and an increase in spurious transverse vibrations arising from movement.

In the case of a transport module with the values of

(9) and (10) greater than 0.75 does not allow to achieve optimal values of its dynamic and operational characteristics, or becomes technically not feasible.

An alternative type of embodiment of the transport module, from unlimited options for the arrangement of wheel pairs 4, is its manufacture, in which each part of the module can be equipped with a wheel pair LCK, m, LPK, m, and Ζ, ζκ, m, respectively, middle 3, head 1 and tail 2 parts (see FIG. 3).

It is advisable to perform the transport module in such a way that the 4 wheel pairs of each part of the module are located at a distance from the end closest to them of the corresponding part of the module, determined by the relations:

0.04 <W £ z <0.5; ( 12)

0.04 <£ c <0.5, (13)

where: LPK, M, LZK, M, And LCK, M, respectively, the distance from the wheelset of the head, tail and middle parts of the module to the lines N ₃ , N4 and N5 of the boundaries of these parts;

Lp, m, z, m, and Lc,, -, respectively, the length of the head, tail and middle parts of the module.

When executing a module with the values of the linear dimensions of the distance of the location of the wheelsets in its head 1, tail 2 and middle 3 parts, defined by the relations (1 1), (12) and (13) relative to the linear dimensions of these parts, the transport module is achieved without any difficulties in accordance with the requirements to ensure its dynamic stability. If relations (1 1), (12) and (13) are less than 0.04, then the dynamic stability of the transport module is deteriorated due to the occurrence, during movement, of the “yaw” effect of large consoles of its head 1 and tail 2 parts, as well as stiffness, bearing capacity and 5 strength of the sections of the middle 3 parts of the transport module with their lowest possible weight are unacceptably reduced.

If the ratios (1 1) and (12) are greater than 0.5, the dynamic parameters of the transport module decrease due to a deterioration in the balancing of its head 1 and tail 2 parts and an increase in the negative impact on Yu of the dynamic stability of the module of their transverse vibrations and the manifestation of the effect " yaw ”.

In addition, in this case, the measures taken to reduce the "aerodynamic drag coefficient of the module become practically ineffective. Also, with this embodiment, the transport module 15 with parameters for which the ratios (1 1) and (12) will be more than 0.5, purely structural difficulties arise in realizing the shape of its head 1 and tail 2 parts, ensuring their smooth flow around the incoming air flow.

If relation (13) is greater than 0.5, there is a decrease in the smoothness of the 20 stroke and dynamic stability, especially during acceleration, of the transport module due to the deterioration of the balancing of each of its individual middle 3 parts and an increase in the longitudinal vibrations of the module as a whole.

For the transport module, it is essential that mechanisms 8 are installed between the articulated parts of the module for mutual movement of its 25 parts.

At the same time, the module parts themselves are separated from each other by gaps 9 made in the form of open and / or closed spaces, regulated by mechanisms 8 for mutual movement of the module parts.

As shown by the results of studies of the aerodynamic characteristics of a 30 scale model of a high-speed transport module in a subsonic wind tunnel AT - 1 1 of St. Petersburg University, module with mechanisms 8 for mutual movement of its parts during movement and changing the gaps 9 between the articulated parts of the module to zero (by longitudinal compression), allows optimizing the flow of the air flow around the transport module by eliminating jumps in the pressure gradient of the air flow in the gaps, due to their absence, and significantly reduce the drag coefficient of the transport module as a whole.

The gaps of the transport module, in any of the preferred embodiments, can be provided with support sections 10 located between its head 1, tail 2 and middle 3 parts (see figure 4).

In the case of the specified implementation of the transport module, a decrease in the aerodynamic drag coefficient, its total weight, an increase in stability, dynamic properties and comfort conditions for passengers are achieved.

When the gaps 9 of the transport module are equipped with support sections 10, the number of objects of disturbance of the air flow is reduced. This will prevent separation of the air flow from the surface of the transport module at the junction of its parts and leads to a decrease in aerodynamic drag of the incoming air flow and, accordingly, to an improvement in the aerodynamic characteristics of the transport module. Which in turn guarantees the achievement of significant stabilization of the position of the transport module in the direction of the trajectory of its movement while maintaining the necessary aerodynamic contours and streamlined shape.

Moreover, each supporting section 10 is provided with at least one wheeled 4 pair (see figure 4).

An alternative embodiment of the transport module, from unlimited options for the location of 4-wheeled wheels, is its manufacture, in which each supporting section 10 is equipped with at least one Z-SB wheeled base (see Fig. 5).

In the case of the transport module, according to any one of the above options for the manufacture of support sections 10, it is advisable to execute the module so that the middle 3 parts of the module were fixed on the supporting sections 10 and combined with them by 4 wheel pairs, or, respectively, by LSB wheeled bases of the supporting sections 10 (see Figs. 4, 5).

In this case, the supporting sections 10 are connected to the middle 3 parts of the module, made without wheels 4 pairs (see figure 4, 5).

In the case of the indicated embodiment of the transport module, a decrease in its total weight, an increase in stability and dynamic characteristics of the transport module are achieved.

With the declared implementation of the transport module, a reduction in its total weight is achieved due to the reduction in the number of wheeled 4 pairs and it is possible to simply provide the required load capacity and stability of the module with optimal values of its dynamic characteristics and comfortable operational and ergonomic parameters due to improved balancing of the middle 3 parts of the module.

It is characteristic of the transport module that its head 1 and / or tail 2 conical parts can be made in the form of truncated cones (not shown in the figures).

The implementation of the head 1 and / or tail 2 of the cone-shaped parts of the transport module in the form of truncated cones allows without any difficulties to ensure its construction with shortened cantilever overhangs of the head 1 and / or tail 2 of its parts, which increases the dynamic stability of the transport module when moving, eliminates the occurrence of the effect " the yaw ”of the module consoles and, as a result, guarantees the achievement of significant stabilization of the position of the transport module in the direction of the trajectory of its movement while maintaining x aerodynamic contours and streamlining form.

The movement of transport modules is carried out at speeds of 300 km / h and higher. At these speeds, the fundamental factor influencing the energy performance of the transport module is its resistance to the incoming air flow, the value of which is proportional to the square of the speed of movement, the frontal area surface (mid-section), lateral surface area and aerodynamic drag coefficient.

For any of the declared versions of the transport module, the achievement of the specified result is also ensured by the fact that during operation of the high-speed transport module, including ensuring its movement along the rail-string flyover of the high-speed string transport system, the mechanism 8 for mutual movement of the module parts is configured to control the width of the gaps between it articulated parts during the movement of the module.

As the mechanisms 8 serving for the mutual movement of the module parts, any of an unlimited number of variants of known devices can be selected. In particular, it is advisable to use hydraulic cylinders pivotally mounted on the mating parts of the module, controlled by hydraulic actuators through a central control system and ensuring module movement (not shown in the diagram).

When using as relative mechanisms 8 the relative movement of the parts of the transport module of the hydraulic cylinders that are installed on the articulated parts of the module in the spaces 10 between these parts, articulation of the mating parts of the module during its movement in accordance with the requirements for ensuring optimal dynamic characteristics is achieved without any difficulties.

Considering the fact that the use of a high-speed transport module provides, as a transport system, the use of one of the modifications of a high-speed string transport system, which is characterized by their straightness, therefore, most of the time, during its movement, the module will also have a straight shape.

At the same time, it is advisable that the coupling of the articulated parts of the transport module on straight sections of the track be smooth, without causing disturbance of the air flow between its parts. This will prevent separation of the air flow from the surfaces indicated parts and leads to a decrease in aerodynamic drag of the incoming air flow and, accordingly, to an improvement in the aerodynamic characteristics of the transport module.

On straight sections of the track, mechanisms 8, at the command of control systems and ensuring the movement of the module (not shown in the diagram), completely "choose" the gap between adjacent articulated parts of the module.

In this case, the adjustment of the width of the gaps between the articulated parts of the module is carried out in inverse proportion to the speed of the module and the radius of curvature (not shown in the diagram) of the transport system.

The presence of gaps between the articulated parts of the module at sharp bends, parkings or other sections of the track, at which the speed of the transport module is much lower than its cruising speed in straight sections, inherent in the longest distances, does not significantly affect the dynamic and energy performance of the transport system.

At bends (not shown in the diagram) and at low speeds (during acceleration and / or braking), mechanisms 8, at the command of control systems and providing module movement (not shown in the diagram), carry out the required mutual longitudinal and / or radial (thanks articulation) the displacement of the articulated parts of the module to the formation of the gaps necessary for the implementation of a safe maneuver.

Adjusting the width of the gaps between the articulated parts of the module is carried out by mutual "pulling-pushing away" the articulated parts of the module with the corresponding variable longitudinal force P, H created by the mechanism 8 (see Fig. 3) for mutual movement of the parts of the module and determined from the relation:

, 0 l <P / mg <2, (14)

where t, kg, is the mass of the articulated part of the module;

g, m / s ² , is the acceleration of gravity. When adjusting the width of the gaps between the articulated parts of the module with the longitudinal force value specified in relation (14), it is quite simple to ensure optimal values of the dynamic characteristics of the transport module due to the contraction and longitudinal compression of all its articulated parts.

In the case of adjusting the width of the gaps between the articulated parts of the module with a longitudinal force, the value of which gives the value specified in relation (14), less than 0.01, objects of disturbance of the air flow between the parts of the transport module are formed due to incomplete elimination of gaps during dynamic vibrations parts of the module during its movement. This leads to separation of the air flow from the surfaces of the module parts in the gaps between them and causes an increase in the aerodynamic resistance of the incoming air flow and a decrease in the characteristics of the transport module as a whole.

In the case of adjusting the width of the gaps between the articulated parts of the module with the ratio value (14) greater than 2, excessive complication, weighting and rise in price of the design of mechanisms 8 of the transport module and its power frame, compressed by an excessively high longitudinal force, occurs.

Using the invention will significantly reduce the influence of destabilizing factors and improve the aerodynamic characteristics of a high-speed transport module, which will ultimately increase the energy and, accordingly, economic indicators of the transport system.

Information sources

1. Patent RU JYO 2201368, IPC B 62 D 35/00, publ. 03/27/2003.

2. Patent RU J4 "2201369, IPC B 62 D 35/00, publ. 03/27/2003.

3. Patent RU J4 ° 2203194, IPC B 62 D 35/00, publ. 04/27/2003.

4. Patent RU N ° 2203195, IPC B 62 D 35/00, publ. 04/27/2003.

5. Patent EA W 003490, IPC B 62 D 35/00, publ. 06/26/2003.

6. Patent EA J4 ° 003533, IPC B 62 D 35/00, publ. 06/26/2003.

7. Patent EA N ° 003535, IPC B 62 D 35/00, publ. 06/26/2003.

Claims

CLAIM

1. A high-speed transport module comprising interconnected head, at least one middle and tail parts, in which

5 parts of the module are made articulated, and its head and tail parts are provided with wheel pairs and made conical with generators represented by curves with alternating curvature or a set of straight and curved lines located with alternating direction, with the angle γ, ° between the axis of the module and the tangent to the generatrix in the longitudinal S section, both the head and its tail parts do not exceed 30 °, and the line Ni of conjugation of surfaces of opposite curvature in the head part of the module is located from line N3 gr Nica this part at a distance Lpp, m associated with length Lc, m, the average ratio of the module:

15, the line N2 of conjugation of surfaces of opposite curvature in the tail of the module is located from line N _{4 of the} boundary of this part at a distance Lpz, m, limited by the ratio:

0.05 <Lc <10,

and the length Lc, m, and the maximum height H, m, of the middle part of the module are connected by 20 by the ratio:

0.5 <! S / # <10,

the length Lc, m, the middle part of the module and the distance M, m, between the rows of wheels are connected by the ratio:

0.5 <1 _C / <25,

25, and between the articulated parts of the module, mechanisms for mutual movement of the Parts are installed, and the parts of the module themselves are separated from each other by gaps made in the form of open and / or closed gaps regulated by these mechanisms.

2. The transport module according to claim 1, characterized in that the length of the head Lp, m, 30 average Lc, m, and the tail parts Lz, m, of the module are related by the relations:

0, 1 <L _Z / Lc <10.

3. The transport module according to any one of claims 1, 2, characterized in that its length LM, M, is associated with the length of the average Lc, m, of the module part by the ratio:

1, 5 <L _M / L _C <20.

4. The transport module according to claim 1, characterized in that each part of the module is equipped with a wheelbase.

5. The transport module according to claim 1, 4, characterized in that the wheelbase Ζ, κ, m, the middle part of the module is connected with its average length Lc, m, part by the ratio:

0.5 <1 _to / £ <1.

6. The transport module according to claim 1, 4, characterized in that the wheelbase Ζ, ΡΒ, m, head and LZB, m, its tail parts are connected, respectively, with the head line Lp, m, and tail Lz , m, parts of the module by the ratios:

0.2 <Iz <0.75.

7. The transport module according to claim 1, characterized in that each part of the module is equipped with at least one wheelset.

8. The transport module according to items 1, 7, characterized in that the wheelset of each part of the module is located at a distance from the end face closest to it of the corresponding part of the module, determined by the relations:

0.04 <L _PK / L _P <0.5;

0.04 <z <0.5;

0.04 <W £ c <0.5,

where: L rk, L ZK, H L SK, m, is the distance from the head pair of wheels,

the tail and middle parts of the module to, respectively, lines N ₃ , N4 and N5 of the boundaries of these parts;

9. The transport module according to claim 1, characterized in that the gaps between the parts contain support sections.

10. The transport module according to claim 9, characterized in that each supporting section is equipped with at least one wheelset.

1 1. The transport module according to claims 9, 10, characterized in that each support section is equipped with at least one wheelbase.

12. The transport module according to claim 1, characterized in that the angle γ, °, between the axis of the module and the tangent to the generatrix in the longitudinal section of both the head and its tail parts, is preferably made no more than 12 °.

13. The transport module according to claim 1, characterized in that the angle γ, °, between the axis of the module and the tangent to the generatrix in the longitudinal section of both the head and tail parts is made no more than 5 °.