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WO1995000377A1 - Chemin de fer a effet de sol - Google Patents

Chemin de fer a effet de sol Download PDF

Info

Publication number
WO1995000377A1
WO1995000377A1 PCT/EP1994/002090 EP9402090W WO9500377A1 WO 1995000377 A1 WO1995000377 A1 WO 1995000377A1 EP 9402090 W EP9402090 W EP 9402090W WO 9500377 A1 WO9500377 A1 WO 9500377A1
Authority
WO
WIPO (PCT)
Prior art keywords
route
floor effect
web according
carriage
air cushion
Prior art date
Application number
PCT/EP1994/002090
Other languages
German (de)
English (en)
Inventor
Jörgen BROSOW
Original Assignee
Geoconsult G.M.B.H.
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
Priority claimed from DE19934321480 external-priority patent/DE4321480A1/de
Application filed by Geoconsult G.M.B.H. filed Critical Geoconsult G.M.B.H.
Priority to AU71247/94A priority Critical patent/AU7124794A/en
Publication of WO1995000377A1 publication Critical patent/WO1995000377A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B13/00—Other railway systems
    • B61B13/10—Tunnel systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60V—AIR-CUSHION VEHICLES
    • B60V3/00—Land vehicles, waterborne vessels, or aircraft, adapted or modified to travel on air cushions
    • B60V3/02—Land vehicles, e.g. road vehicles
    • B60V3/04—Land vehicles, e.g. road vehicles co-operating with rails or other guiding means, e.g. with air cushion between rail and vehicle

Definitions

  • the invention relates to a floor effect track.
  • Ground effect vehicles are known.
  • An example is the so-called hovercraft (British Patent 1 221 729 from 1968/69).
  • track-bound floor effect vehicles ie floor effect trains, known (published patent application DE 3406013 AI from 1984, US Patent 3,233,559).
  • rails are used for tracking.
  • the air cushion is usually generated between the respective rail and a corresponding counter surface on the vehicle or wagon. This means that only a relatively small area is available for the air cushion. With a small effective area, however, the pressure in the Air cushions to be very high to generate the force required to lift the cart. Furthermore, rails require a relatively high amount of material and construction.
  • the underside of the vehicle is used as a support surface for the supporting air cushion and at the same time uses a lightweight vehicle construction, one only needs an excess pressure of 2-3% of the atmospheric pressure in order to keep the vehicle in suspension. Since the vehicle is in a lane, the pressure in the lane is the same as in the air cushion under the vehicle. As long as the vehicle is in a straight lane, the lateral forces are very low. If the air cushion has a width of 2 m and the depth of the track is 10 cm, the greatest possible lateral forces in both tracks are only approx. 5% of the total weight of the vehicle.
  • the invention is therefore based on the object of creating a floor effect track which can also run on railway tracks, in which the pressure to be generated in the supporting air cushion for lifting the wagon is as low as possible and also - if necessary - for locomotion of the Vehicles can be used, and in which the route can be built or adapted without great expenditure of material and labor.
  • the object is achieved by a floor effect track with a route, at least one car and an air cushion between the route and the car, the air cushion essentially extending over the entire width of the car and being laterally delimited by walls which extend beyond the top of the route.
  • the car can also be a so-called boggy (car bogie).
  • the air cushion extends essentially over the entire width of the vehicle, its area can be maximized, as a result of which the air cushion pressure required for lifting the vehicle is minimized, and the air flowing out provides the vehicles with a suitable air flow control. direction and the air noise is kept to a minimum.
  • the walls extending over the top of the route allow the carriage to be guided on the route without the need for rails or the like. In other words, the walls themselves serve as guides along a predetermined path.
  • the walls are attached to the carriage.
  • Longitudinal slots can be provided in the route at a distance from the walls. This results in a further simplification in the formation of the route. Namely, only an existing route, such as a road, has to be provided with longitudinal slots in order to form the route.
  • the route can also be created by providing corresponding slots in any area, for example in a port or other container transshipment point. Movement of the wagons can be achieved by providing the route with a suitable surface structure. It is not necessary to lay rails or the like.
  • At least one wall is divided into segments which are connected to one another by flexible, airtight intermediate pieces. This configuration also enables tighter curves to be negotiated without the risk of the car tilting horizontally.
  • the track grooves can be angled slightly inwards and outwards, in order to avoid vertical tilting of the vehicle and thus excessive stress on the side walls when cornering.
  • any conventional drive type can be used to drive the car, e.g. a drive wheel in the middle of the air cushion route.
  • the car or cars is / are pulled and / or pushed by at least one conventional rail car with conventional traction.
  • the advantage is again used that no rails are required for tracking.
  • the drive is electric.
  • a microwave link can be provided for the energy supply.
  • the air cushion can be generated or maintained by a single fan. However, are preferred several fans distributed over the air cushion surface to generate or maintain the air cushion. Naturally, several (smaller) fans have to rotate faster than a single fan in order to produce the same air cushion. There is also the advantage that one or more fans can be used to move the wagon if a suitable surface structure of the route is provided.
  • a device for maintaining the alignment of the carriage. Particularly when the car is loaded unevenly, such a "load balancing" may be necessary, which restores the horizontal alignment of the car.
  • load balancing can be achieved, for example, by appropriately designed actuation of a plurality of fans distributed over the air cushion surface.
  • the route according to the invention is preferably essentially flat.
  • essentially flat it is meant that the surface should enable a motor car to travel along.
  • routes are also considered to be essentially level, which have a curvature so that rainwater can run off.
  • a conventional road route with a concrete or asphalt surface or the like is preferred as the route.
  • One or more metal rails can be provided in the route. Such a metal rail need not have a complicated shape. This is because it serves essentially only two purposes: on the one hand, it serves as a friction surface when braking.
  • the metal rail can serve as an electrical reference pole if the drive and / or the unit for generating the air cushion pressure are electrically implemented.
  • a controllable air discharge device can therefore be provided in the route in such a holding area. By activating the air discharge device, it is possible for the air cushion carrying the carriage to collapse, as a result of which the carriage (on the rail) touches down and is braked.
  • the air discharge device can have at least one air inlet opening in the top of the route and at least one controllable air outlet opening connected therewith.
  • the top view of the route of the air inlet opening can have a cross section that increases in the direction of travel.
  • a non-linear relationship is achieved between the movement of the car and the dismantling of the air cushion, which allows the air cushion to be dismantled very slowly at the beginning (measured in terms of the driving speed).
  • These slots can also be used for speed speed reduction in front of bends, in order to achieve a too high cornering speed and thus a reduction in the centrifugal force generated in the bends. It goes without saying that the slots can be controlled in order to avoid an excessive pressure drop at low speeds.
  • At least one switch is provided.
  • the switch can be formed by adjustable tongues.
  • It can also be formed by one or two engagement elements which optionally engage in two or one recess (s), the engagement element (s) on the carriage or the route and the recess (s) on the route or is attached to the car.
  • an intersection can also be provided.
  • a device for protection against pressure drop in the air cushion in the switch and crossing area can be provided. This ensures that the air cushion carries the carriage reliably even in the area of points and crossings and that there is no risk of it coming down.
  • a device for controlling the device for protection against pressure drop it can be provided, for example, that a wall or the like is raised from a recess in the route when the switch is set. This wall would have to be arranged in such a way that it seals the air cushion of a car traveling over the switch against the unused branch of the switch.
  • the corresponding wall for sealing the air cushion of a car crossing the intersection against the unused branches of the intersection can be activated by a sensor which detects the approaching of a cart.
  • two or more fans are used to generate the air cushion, which are arranged in such a way that the reaction torques acting on the carriage essentially compensate each other. This prevents - similar to a helicopter - the car from rotating against the direction of rotation of the fan.
  • the ventilator (s) of a carriage also feeds the air cushion of one or more neighboring carriages.
  • FIG. 1 schematically shows an exemplary embodiment of the floor effect track according to the invention in the design of a tunnel track, different versions of switch elements being shown on the left and right;
  • FIG. 2 shows a schematic sectional view of the "driving" frame of a carriage according to an exemplary embodiment of the invention, different configurations of securing devices being shown on the left and right;
  • FIG. 3 shows a schematic horizontal section of a wagon when cornering; 4 shows an axonometric representation of two exemplary embodiments of a switch;
  • FIG. 5 shows the two switches according to FIG. 4 in plan view
  • FIG. 6 shows a further embodiment of a switch in plan view
  • Fig. 7 is a schematic perspective view of a
  • FIG. 8 is a schematic horizontal sectional view of the holding area according to FIG. 7;
  • FIG. 1 schematically shows a version of the floor effect track according to the invention, which is designed as a tunnel track.
  • the floor effect track according to the invention is particularly suitable for tunnel tracks because it does not require rails which increase the overall height. A tunnel is naturally the more expensive the larger its cross-section.
  • FIG. 1 shows a carriage 12 on both sides.
  • the carriage 12 slides on an air cushion 14 between the carriage 12 and a route 10.
  • the air cushion is delimited by side walls 16 and 18.
  • a front and a rear wall are also provided, but are not shown for reasons of simplification.
  • FIG. 1 in particular does not represent a true-to-scale reproduction.
  • the air cushion 14 is actually much wider relative to the carriage 12. It is only shown so narrowly for demonstration reasons, because otherwise the other details, which will be referred to later, could not have been shown in sufficient size.
  • the side walls 16 and 18 engage slots 22 and 24, respectively.
  • the slots 22 and 24 can have a U-shaped cross section. However, they can also have an L-shaped cross section (right side) or a beveled cross section (left side) as shown in FIG. 2.
  • the cross sections shown in FIG. 2 are suitable for providing safety devices in the form of impellers 17 or 19a and 19b.
  • the safety devices 17 and 19a and 19b serve to keep the car in the lane in any case. In normal operation, however, the system operates in a self-regulating manner, which means that, on the one hand, the clear height of the carriage 12 above the top 20 of the route and the respective distance between the side walls 16 and 18 from the slotted walls are automatically adjusted to a respective normal value and keep this normal value.
  • the element designated by reference number 13 in FIG. 2 is a fan which conveys air from outside the car down into the air cushion 14.
  • the side walls 16 and 18 can each be divided into segments 16a, 16b and 18a, 18b.
  • the segments can be pivoted about axes 26, 28, 30 or 32. They are connected to one another via flexible, airtight intermediate pieces 34, 36.
  • the air cushion limitation can approximately adapt to the contour of the route 10 when cornering.
  • the individual side wall segments 16a 16b 18a and 18b are approximately tangential to the route by pivoting accordingly about their respective pivot axes 26, 28, 30 and 32, respectively.
  • the flexible, airtight intermediate pieces 34 and 36 serve to bridge the mutual distance between adjacent wall segments which changes as a result of the pivoting of adjacent wall segments.
  • not only two, but also three or more wall segments can be provided on a carriage. The number of wall segments and their length result from the slot width and the minimally occurring curve radius.
  • a guide bar 46 is provided for guiding a carriage traveling on the route 10 in the direction of the route 10a, which is vertically movable and, when actuated, that is to say in the upwardly extended position, into a (in 1) recess 47 engages the carriage 12, whereby the carriage 12 is guided in the direction of the route 10a.
  • the strip 46 can be provided with rollers or the like to reduce friction. This version is preferred in the case of external control of the web.
  • a guide element 42 or 44 (shown on the left in FIG. 1) can optionally engage in a corresponding recess 50 (FIG. 5), as a result of which the carriage is guided in the direction of the route 10b.
  • the guide element 42 or 44 is then also provided with a roller to reduce the friction.
  • This version therefore represents the exact reverse of the version described above. It is preferred when the car 12 is self-controlled.
  • tongues 38 and 40 are provided, which optionally connect the slots 22 and 24 to the slots 22a or 24a or to the slots 22b or 24b.
  • the track guidance takes place exclusively through the side walls 16 and 18.
  • a holding area of the web is shown schematically in FIGS. 7 and 8.
  • Such a stopping area may be required in train stations or in the vicinity of signaling systems to ensure that the wagon stops safely on the route.
  • an air discharge device generally designated 52.
  • the air discharge device 52 has an air inlet opening 54 with a triangular cross section in the upper side 20 of the route 10.
  • the air inlet opening 54 is connected to air outlet openings 56, 58 and 60 via channels 62, 64 and 66 shown schematically in FIG. 8.
  • the air outlet openings 56, 58 and 60 can be controlled, opened and closed.
  • the air discharge openings can also be slots lying transversely to the roadway, which are opened or closed individually as required and depending on the speed reduction. If the car is to be stopped safely, for example in the area of a signal prohibiting further travel or in the station, the air outlet openings 56, 58 and 60 are opened. As a result, the air cushion 14 collapses as soon as the carriage passes over the stopping area. The car touches down and is braked.
  • the triangular shape of the air inlet opening 54 offers the possibility of creating a non-linear relationship between the forward movement of the car and the removal of the air cushion. As a result, the car can first be braked less and then increasingly more. Such a non-linear control can also be achieved by correspondingly different opening of the air outlet openings 56, 58 and 60.
  • Fig. 9 shows a line cross section with angled slots, which are open in a trapezoidal shape, and a carriage in a straight track.
  • Fig. 10 shows a line cross section as in Fig. 9 and a car in a curve.
  • Fig. 11 shows a line cross section with inwardly angled track slots.
  • a metal rail embedded in or next to the route which on the one hand serves for reliable braking, in particular in the stopping area, and on the other hand serves as a reference pole for a possible electrical drive of the fan 13 and / or the carriage itself.
  • a corresponding device on the carriage 12 is preferably provided above the metal rail, which, for the purpose of braking, can either be lowered relative to the carriage 12 or by air cushion removal with the carriage 12 onto the rail in the route 10.
  • the car (s) 12 can be pulled and / or pushed by a railcar. In this case, no separate drive must be provided on the carriage 12.
  • a current-carrying line for example contact wire
  • a current-carrying line can be provided above or next to the route 10 in addition to the rail for the reference pole.
  • a microwave link for example, a microwave link or the like.
  • the carriages 12 can be passenger carriages as shown in FIG. 1.
  • the wagons can also be designed as "chassis” that carry passenger cells or containers. Also one

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Control Of Vehicles With Linear Motors And Vehicles That Are Magnetically Levitated (AREA)

Abstract

Un chemin de fer à effet de sol comprend une voie (10), au moins un véhicule (12) et un coussin d'air (14) situé entre la voie (10) et le véhicule (12). Le coussin d'air (14) s'étend sensiblement sur toute la largeur du véhicule et est latéralement délimité par des parois (16, 18) qui dépassent la face supérieure (20) de la voie (10).
PCT/EP1994/002090 1993-06-28 1994-06-28 Chemin de fer a effet de sol WO1995000377A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU71247/94A AU7124794A (en) 1993-06-28 1994-06-28 Ground effect railway

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DEP4321480.0 1993-06-28
DE19934321480 DE4321480A1 (de) 1993-06-28 1993-06-28 Bodeneffektbahn
DEG9315770.3U 1993-10-15
DE9315770 1993-10-15

Publications (1)

Publication Number Publication Date
WO1995000377A1 true WO1995000377A1 (fr) 1995-01-05

Family

ID=25927190

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP1994/002090 WO1995000377A1 (fr) 1993-06-28 1994-06-28 Chemin de fer a effet de sol

Country Status (2)

Country Link
AU (1) AU7124794A (fr)
WO (1) WO1995000377A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1110837A1 (fr) 1999-12-24 2001-06-27 Poma Otis Systemes de Transport, (Société par actions simplifiée) Dispositif d'aiguillage pour véhicules à effet de sol
NL2024290B1 (en) * 2019-11-22 2021-08-26 Bilal Co Transport system as well as guide and shuttle in, of or for said transport system

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3233559A (en) * 1964-10-27 1966-02-08 Lor Corp Transportation means
DE1405547A1 (de) * 1960-08-09 1969-01-30 Hovercraft Dev Ltd Fahrzeug
FR2041744A7 (fr) * 1969-05-19 1971-02-05 Wassilieff Victor
GB1221729A (en) * 1968-07-17 1971-02-10 Hovermarine Ltd Improvements in or relating to gas-cushion apparatus
DE2211021A1 (de) * 1971-03-11 1972-09-14 Societe de lAerotrain, Paris Vorrichtung zur pneumatischen Abfederung eines Kissens einer Bodeneffektmaschine
GB1312622A (en) * 1969-01-10 1973-04-04 Tracked Hovercraft Ltd Gas cushion vehicles

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1405547A1 (de) * 1960-08-09 1969-01-30 Hovercraft Dev Ltd Fahrzeug
US3233559A (en) * 1964-10-27 1966-02-08 Lor Corp Transportation means
GB1221729A (en) * 1968-07-17 1971-02-10 Hovermarine Ltd Improvements in or relating to gas-cushion apparatus
GB1312622A (en) * 1969-01-10 1973-04-04 Tracked Hovercraft Ltd Gas cushion vehicles
FR2041744A7 (fr) * 1969-05-19 1971-02-05 Wassilieff Victor
DE2211021A1 (de) * 1971-03-11 1972-09-14 Societe de lAerotrain, Paris Vorrichtung zur pneumatischen Abfederung eines Kissens einer Bodeneffektmaschine

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1110837A1 (fr) 1999-12-24 2001-06-27 Poma Otis Systemes de Transport, (Société par actions simplifiée) Dispositif d'aiguillage pour véhicules à effet de sol
FR2802882A1 (fr) 1999-12-24 2001-06-29 Poma Otis Systemes De Transp Dispositif d'aiguillage pour vehicules a effet de sol, et installation de transport comprenant un tel dispositif
NL2024290B1 (en) * 2019-11-22 2021-08-26 Bilal Co Transport system as well as guide and shuttle in, of or for said transport system

Also Published As

Publication number Publication date
AU7124794A (en) 1995-01-17

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