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WO2018170575A1 - Module de transport à grande vitesse - Google Patents

Module de transport à grande vitesse Download PDF

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Publication number
WO2018170575A1
WO2018170575A1 PCT/BY2018/000006 BY2018000006W WO2018170575A1 WO 2018170575 A1 WO2018170575 A1 WO 2018170575A1 BY 2018000006 W BY2018000006 W BY 2018000006W WO 2018170575 A1 WO2018170575 A1 WO 2018170575A1
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WO
WIPO (PCT)
Prior art keywords
module
parts
transport module
transport
head
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Application number
PCT/BY2018/000006
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English (en)
Russian (ru)
Inventor
Анатолий Эдуардович Юницкий
Original Assignee
Анатолий Эдуардович Юницкий
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
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Application filed by Анатолий Эдуардович Юницкий filed Critical Анатолий Эдуардович Юницкий
Publication of WO2018170575A1 publication Critical patent/WO2018170575A1/fr

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    • 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
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/82—Elements for improving aerodynamics
    • 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

  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 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.
  • 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 ⁇ , ⁇ , m, associated with the length Lc, m, of the middle part of the module by the ratio:
  • 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 lengths of the head ⁇ , ⁇ , m, the average Lc, m, and the tail Lz, m, of the module parts are related by the relations:
  • 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:
  • the wheelbase ⁇ , ⁇ , 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:
  • 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:
  • each part of the transport module be provided with at least a pair of wheels.
  • 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:
  • Lp, m, Lz, m, and Lc, m respectively, the length of the head, tail and middle parts of the module.
  • each supporting section of the transport module was provided with at least one wheelset.
  • each support section of the transport module be provided with at least one wheelbase.
  • the angle ⁇ , °, 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 ⁇ , °, 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 °.
  • 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;
  • FIG. 5 is an external view of a high-speed composite transport module with supporting sections on wheelbases.
  • 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.
  • the angle ⁇ , °, 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 °.
  • the module is equipped with mechanisms 8 (see. Fig.
  • 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).
  • the gaps 9 between the parts of the transport module may contain supporting sections 10 (see. Fig. 4, 5).
  • 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.
  • the execution of the head 1 and tail 2 parts of the module is cone-shaped with generators 5, 6, tangent 7 to which, in longitudinal section, make an angle ⁇ , °, 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 ⁇ 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.
  • 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:
  • Lpp, m is the length of the head 1 of the module between the lines of Ni and N3
  • 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.
  • 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.
  • 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:
  • 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.
  • 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).
  • 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.
  • 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.
  • relation (5) is greater than 10
  • 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:
  • the optimal value of the length Lc, m, middle 3 of the module 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.
  • 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:
  • 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.
  • each part of the module can be equipped with a wheelbase LK, M, LPB, m, and ⁇ , ⁇ , 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:
  • 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.
  • 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:
  • relations (9) and (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.
  • 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 ⁇ , ⁇ , m, respectively, middle 3, head 1 and tail 2 parts (see FIG. 3).
  • 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.
  • the transport 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.
  • 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 ”.
  • the measures taken to reduce the "aerodynamic drag coefficient of the module become practically ineffective.
  • 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.
  • 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.
  • 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.
  • 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).
  • 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.
  • each supporting section 10 is provided with at least one wheeled 4 pair (see figure 4).
  • each supporting section 10 is equipped with at least one Z-SB wheeled base (see Fig. 5).
  • 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).
  • the supporting sections 10 are connected to the middle 3 parts of the module, made without wheels 4 pairs (see figure 4, 5).
  • 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.
  • 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.
  • 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.
  • any of an unlimited number of variants of known devices can be selected.
  • 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.
  • 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.
  • mechanisms 8 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:
  • g, m / s 2 is the acceleration of gravity.
  • 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.
  • Patent RU J4 "2201369, IPC B 62 D 35/00, publ. 03/27/2003.

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  • Body Structure For Vehicles (AREA)

Abstract

L'invention se rapport au domaine des transports, notamment à des moyens de transport ayat des caractéristiques aérodynamiques élevées, et peut être utilisée dans des systèmes de transport à jets grande vitesse de Younitskovo. Ce module de transport à grande vitesse comprend une partie de tête (1), une partie de queue (2) et au moins une partie médiane (3) comprenant au moins deux paires de roues (4). Les parties de tête et de queue sont de forme conique avec des génératrices (5) et (6) représentées par des courbes ayant une courbure à changement de signe, ou un ensemble de lignes droites et courbes disposées dans une direction à changement de signe, et sont formées sous forme d'une combinaison de segments de surfaces concaves et convexes. En outre, l'angle γ,°, entre les axes du module et de la tangente (7) à la génératrices (5) ou (6) dans la section longitudinale, dans la partie tête comme dans la partie queue du module de transport, ne dépasse pas 30°. Le module comprend en outre des mécanismes (8) pour leur déplacement réciproque longitudinal (le long de l'axe longitudinal du module) disposés entre ses parties accouplées. A leur tour, les parties du module sont séparées les unes des autres par des jours (9) se présentant sous forme d'intervalles ouverts et/ou fermés, ajustés par les mécanismes (8) de déplacement réciproque des parties du module. Les jours (9) entre les parties du module de transport peuvent comporter des section de support (10).
PCT/BY2018/000006 2017-03-23 2018-03-16 Module de transport à grande vitesse WO2018170575A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EA201700221 2017-03-23
EA201700221A EA031676B1 (ru) 2017-03-23 2017-03-23 Высокоскоростной транспортный модуль

Publications (1)

Publication Number Publication Date
WO2018170575A1 true WO2018170575A1 (fr) 2018-09-27

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PCT/BY2018/000006 WO2018170575A1 (fr) 2017-03-23 2018-03-16 Module de transport à grande vitesse

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EA (1) EA031676B1 (fr)
WO (1) WO2018170575A1 (fr)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1195617B (de) * 1959-10-01 1965-06-24 Dr Med Arnold Passow Wohnwagen-Anhaenger
RU2203194C1 (ru) * 2001-08-03 2003-04-27 Юницкий Анатолий Эдуардович Высокоскоростной транспортный модуль транспортной системы юницкого
RU2379210C2 (ru) * 2004-09-18 2010-01-20 Йост-Верке Гмбх Унд Ко. Кг Регулирующее устройство, система обтекателя, блок управления и устройство для уменьшения сопротивления воздуха у автопоезда
US8960771B2 (en) * 2010-02-15 2015-02-24 James Kenneth Bullis High efficiency vehicle

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8215239B2 (en) * 2009-02-27 2012-07-10 Union Pacific Railroad Company Aerodynamic pseudocontainer for reducing drag associated with stacked intermodal containers

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1195617B (de) * 1959-10-01 1965-06-24 Dr Med Arnold Passow Wohnwagen-Anhaenger
RU2203194C1 (ru) * 2001-08-03 2003-04-27 Юницкий Анатолий Эдуардович Высокоскоростной транспортный модуль транспортной системы юницкого
RU2379210C2 (ru) * 2004-09-18 2010-01-20 Йост-Верке Гмбх Унд Ко. Кг Регулирующее устройство, система обтекателя, блок управления и устройство для уменьшения сопротивления воздуха у автопоезда
US8960771B2 (en) * 2010-02-15 2015-02-24 James Kenneth Bullis High efficiency vehicle

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EA201700221A1 (ru) 2018-09-28
EA031676B1 (ru) 2019-02-28

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