Stabilisation and levitation mechanism for a dedicated vehicle, taking into account the interoperability with existing transport systems in the vicinity of switches and routes of conventional vehicles and how the vehicle is stabilised in the stabilisation and levitation mechanism

Abstract

The subject of the invention is stabilisation and levitation mechanism for a dedicated vehicle, taking into account interoperability with existing transport systems in the vicinity of switches and routes of conventional vehicles, containing the ground, on which the rails are fixed, wherein on both sides of the rail system, preferably on the track bed, at least along a fragment of the track used by conventional vehicles there are guiding walls, mounted on movable supporting elements.

Claims

1. Stabilisation and levitation mechanism for a dedicated vehicle, taking into account interoperability with existing transport systems in the vicinity of switches and routes of conventional vehicles, containing the ground, on which the rails are fixed, characterised in that on both sides of the rail system, preferably on the track bed, at least along a fragment of the track used by conventional vehicles there are guiding walls, mounted on movable supporting elements.

2. The mechanism according to claim 1 is characterised in that the guiding walls are mounted on movable support elements in the form of actuators allowing their positioning to be changed, with the actuators affixed to energy-absorbent barriers positioned along at least a fragment of the railway system-track bed, placed on the ground or directly in the ground.

3. The mechanism according to claim 1 is characterised in that the guiding walls are shaped like an angle that embraces the dedicated vehicle on the underside or side or are shared like a plate that embraces the vehicle on its underside or side, while the source of the magnetic field is built into the dedicated vehicle and is positioned so that it corresponds to the position of the guiding walls.

4. The mechanism according to claim 1 is characterised in that in a dedicated vehicle, along at least a fragment of its lateral surfaces, rotary stabilizing elements or sliding bearings cooperating with at least one guiding wall are mounted.

5. The mechanism according to claim 5 characterised in that in the dedicated vehicle, dia- or paramagnetic materials affected by electromagnetic forces are installed along the side and/or underside of the dedicated vehicle.

6. The mechanism according to claim 5 is characterised in that the guiding walls are equipped with diamagnetic or paramagnetic materials, which are affected by electromagnetic forces.

7. The mechanism according to claim 1 characterised in that it is equipped with an emergency system based on a manual method and a pyrotechnic actuator.

8. The mechanism according to claim 1, characterised in that the guiding walls: are mounted on side actuators, slide out from below or slide on integrated guides.

9. The mechanism according to claim 2 characterised in that the actuators are hydraulic or pneumatic or electric.

10. The mechanism according to claim 9 characterised in that the guiding walls in the form of a plate extending from below are mounted parallel to the dedicated vehicle and act as a longitudinal guiding bar along which the dedicated vehicle is directed.

11. The mechanism according to claim 1 characterised in that the guiding walls are permanently mounted on integrated guides placed transversely in the ground in the form of a guide bar, linear guide or rack-and-pinion mechanism, together with the track of a conventional vehicle, preferably equipped with rails or not.

12. The mechanism according to claim 1 characterised in that it is used for any traffic speed and any turning radius of dedicated and conventional vehicles.

13. A method of stabilising the vehicle in the stabilisation and levitation mechanism, characterised in that during the passage of a conventional vehicle the guiding walls are placed in the resting position, and before the passage of a dedicated vehicle by means of the mechanism according to the invention the railway infrastructure is adjusted so that by means of actuators the guiding walls are forced to move closer to the axis of the driving track, i.e. to the main position, and after the passage of the dedicated vehicle the guiding walls are moved back to the resting position by means of actuators allowing conventional vehicles to pass again.

14. The method of claim 13 is characterised in that the driving track of dedicated vehicles is directed by frictional forces which act on rotating stabilizing elements or sliding bearings mounted in the dedicated vehicle.

15. The method of claim 13 is characterised in that the direction of the movement of the dedicated vehicle is set by electromagnetic forces created as a result of magnetic fields from the dedicated vehicle and the guiding walls working with each other.

16. The method of claim 13 is characterised in that the positioning of the mechanism according to the invention in the switch area in order to connect the track for travelling straight or turning, is carried out by means of mechanical stops or electromagnets that set and lock the mechanism in its final position.

17. The method according to claim 13 is characterised in that for the passage of the vehicle, the movement of the guiding walls is blocked in their final positions by means of mechanical stops or electromagnets, located at the extremes of the switch sections and at the extremes of the fixed track, which operate in the last phase of the movement, setting the mechanism in contact with the fixed part of the infrastructure.

Description

[0038] The mechanical solution for changing the driving path of a dedicated vehicle, included in the description of the invention, ensures the interoperability of the system for all known track gauges of rail vehicles, both on the ballasted and non-ballasted track.

[0039] The subject of the invention is depicted in the embodiment and shown in the drawing on which FIG. 1 presents a cross-section of the mobile stabilisation and levitation mechanism and railway infrastructure, FIG. 2 shows a view of the guiding walls made in segments, FIG. 3 shows a view of the guiding walls made monolithically, FIG. 4 presents a variant of the guiding walls 3c, which allow the vehicle to be tilted at high speed, FIG. 5 shows a cross-section of an alternative mechanism design consisting of guiding walls extending according to the direction in which the vehicle is to move, FIG. 6 shows the position of the guiding walls outside the outline of the structure gauge in the resting position, FIG. 7 shows the stabilisation and levitation mechanism and railway infrastructure mounted on integrated guides along which the whole mechanism can move, FIG. 8 presents the same mechanism placed inside a tube, FIG. 9 shows a section of this mechanism on integrated guides, and FIG. 10 shows the mechanism fitted with active elements.

[0040] The movable stabilisation and levitation mechanism (3) and the railway infrastructure shown in FIG. 1 consists of guiding walls (3.c), mounted on actuators (3.b) enabling changing the position of the guiding walls. The actuators are fixed to an energy-absorbent barrier (3.a), which in turn is fixed to the ground (2.b) being part of the railway infrastructure (2). The system allows the guiding walls to be moved close to the dedicated vehicle (1).

[0041] The invention functions as follows: the guiding walls are in the resting position when a conventional vehicle passes. Before a dedicated vehicle passes through, the moving mechanism must adjust the infrastructure. Movement of the actuators causes the guiding walls to move closer to the axis of the driving path, i.e. to the main position. This allows the dedicated vehicle to pass freely and safely. The actuators then move the guiding walls back to their resting position again allowing conventional vehicles to pass.

[0042] The mechanism according to the invention directs the movement of dedicated vehicles by means of friction forces which act on rotating stabilising elements or sliding bearings mounted in the dedicated vehicle.

[0043] The alternative design of the mechanism shown in FIG. 5 consists of guiding walls which extend according to the direction in which the vehicle is to move. There are two guiding walls on one side, one for non-directional driving and the other for changing direction. The guiding walls are mounted on actuators that allow them to be extended. The actuators are fixed to the ground. The system allows the guiding walls to be moved close to the dedicated vehicle, ensuring its stability.

[0044] Another version of the mechanism presented in FIG. 7 allows the guiding walls, levitation mechanism and railway infrastructure to be mounted on transverse integrated guides (3.d). This allows the track (2) to be moved along the guides by means of actuators (3.b) or motor (3.e) and its shape to be adjusted to the version of the switch needed at a given time. Thanks to an appropriate arrangement of guiding and levitation walls (3.c), the gauge requirements, in particular structure gauge, will be maintained and it will be possible to drive both conventional and dedicated vehicles. End-positioning and blocking of traffic for the passage of the vehicle may be effected by means of mechanical stops or electromagnets (2.c), located at the extremes of the switch section and at the extremes of the fixed track, which would function in the last phase of the movement, setting the mechanism in contact with the fixed part of the infrastructure. In addition, the entire mechanism can be closed by means of a tube (4), in which vacuum can prevail, while maintaining the tightness and functionality of the entire system.

[0045] Guiding walls can be made in segments, as shown in FIG. 2 or as a monolithic section, as presented in FIG. 3. Both solutions allow the curvature of the arch to be reproduced. They can be made as active or passive. Active walls will be equipped with electromagnets (3.d in FIG. 10) cooperating with a magnetic field originating from vehicle 1.a, equipped with para- or diamagnetic materials (e.g. aluminium or copper) and attracting it. Passive walls can also work with the vehicle through electromagnetic or frictional forces. Passive electromagnetic walls will be made of para- or diamagnetic material (e.g. aluminium or copper) mounted on a ferromagnetic material. Such a system, while the dedicated vehicle is moving, will push it away from the guiding walls. Passive friction walls will be made of durable material resistant to abrasion and deformation. When moving a dedicated vehicle equipped with a stabilising arm, through contact with a guiding wall, it maintains the correct driving path or selects the direction at the switch.

[0046] An important feature of the guiding walls 3.c is the possibility to make them in a form allowing for magnetic levitation of dedicated vehicles. By means of their appropriate geometric shape (e.g. by making them in the form of an angle), the vehicle is able to move on the designated track using the horizontal part of the guiding wall as the ground, as shown in FIG. 1. This feature also allows to tilt the driving path, so that the dedicated vehicle can pass a switch or curve at a higher speed as shown in FIG. 4. A dedicated vehicle can move on the ground as a result of electromagnetic forces (e.g. moving on a magnetic cushion).

[0047] The devices holding the guiding walls in place must withstand a force applied to them at least equal to the centrifugal force applied to the vehicle at a curve or a switch. If the levitation mechanism is also used, these devices must also withstand the weight of a passing dedicated vehicle. If integrated guides are used, it must be possible to move a sufficiently long section of the combined track for dedicated and conventional vehicles along the guides. Therefore, actuators, particularly hydraulic, pneumatic or electric ones, must have a high resistance to sudden changes in pressure, so that the whole system is rigid and stabilises passing vehicles and has sufficient force to move the relevant systems. At the same time, the fast action of the actuators, i.e. a change in the state of the mechanism, will ensure smooth operation of the transport system.

[0048] Emergency control is based, for example, on a manual method and a pyrotechnic actuator similar to that proposed in document PL 225 323 B1. The manual method consists in shifting the stabilisation guiding wall from the resting position to the main position or vice versa by means of a mechanical connection coupled with a handle used to change the position of the object by means of muscle force. For the version of the mechanism proposed in FIG. 7 the track and the stabilisation and levitation guiding walls (if applicable) are adjusted simultaneously.

[0049] Emergency control based on a pyrotechnic actuator is triggered remotely or directly from a location next to the switch. It complements the manual control when it is not possible to reach the switch site in less than the time necessary to move the guiding wall before the arrival of the vehicle in motion on a given line or it is impossible to move the guiding wall by means of muscle force.

[0050] The essence of the invention is a solution enabling movement of track elements ensuring lateral stability and changing the direction of the dedicated vehicle. It also provides integration with existing transport systems. It then allows the elements (3.b and 3.c in FIG. 1) of the track to be within the gauge area in force, e.g. the structure gauge, understood as the main state, when a dedicated vehicle passes, and to be outside the structure gauge, understood as the resting state, when a conventional vehicle passes. Guiding walls are moved by remote or autonomous actuators with emergency control. An alternative version of the solution allows the use of integrated guides and simultaneous movement of all track elements, both for dedicated and conventional vehicles to change track, ensuring the interoperability of systems by means of actuators or a rack-and-pinion mechanism and positioning them by means of electromagnets.