Abstract
The invention relates to a suspension bridge type self-supporting aerial metal structure, in which the main platform is designed having three levels. The upper level is intended for the passage of motor vehicles. The intermediate level is intended for the transportation, transmission and distribution of all existing public services, and other possible services. The lower level is intended for an urban public transport system. Thanks to its self-supported aerial design, the structure of the present invention can be built within cities following the same layout as existing roads.
Claims
1. Universal distributor of public transport and services comprising a cable-stayed bridge-type structure supported by a plurality of pillars (4) and tie-rods (5), said structure includes a plurality of longitudinal beams extending along the length of the distributor, wherein said distributor defines a bottom road, an upper road and a suspended wagon monorail system for public transport; wherein said bottom road, upper road and monorail system are located in three vertically superimposed levels, and wherein top portion of said longitudinal beams supports said upper road and said monorail system is suspended from bottom portion of said longitudinal beams.
2. Universal distributor of public transport and services, according to claim 1, wherein the monorail system includes wheels of the suspended wagons.
3. Universal distributor of public transport and services, according to claim 1, wherein the monorail system includes self-propelled electric modules of the suspended wagons (7).
4. Universal distributor of public transport and services, according to claim 1, wherein the monorail system includes a mechanical device for controlling and reversing cylinder heads of the electric modules of the suspended wagons.
5. Universal distributor of public transport and services, according to claim 1, having administration and general control centers of the public transport system, characterized by its sliding platform (10) that allows the wagons to enter and exit the public transport system in an agile and safe way.
6. Universal distributor of public transport and services, according to claim 1, wherein the upper road is a roadway for semi-light vehicles, and which defines an uninterrupted path for vehicles.
Description
DESCRIPTION OF THE FIGURES
(1) FIG. 1. Basic frontal elevation diagram of the universal distributor (DUNI) of transports and services.
(2) FIG. 2. Lateral elevation diagram of the transports and services universal distributor (DUNI).
(3) FIG. 3. Front elevation diagram of ordinary-express lines.
(4) FIG. 4. Plan diagram of the traction system on straight monorail.
(5) FIG. 5. Plan diagram of the traction system on curved monorail.
(6) FIG. 6. Front elevation diagram of the mechanical support structure of the wagons to the monorails.
(7) FIG. 7. Side elevation diagram of the mechanical support structure of the wagons to the monorails.
(8) FIG. 8. Side view diagram of the traction module.
(9) FIG. 9. Detail of a side view of the mechanical device for controlling the heads of the traction modules.
(10) FIG. 10. Side elevation diagram of an ordinary type station.
(11) FIG. 11. Detail of an ordinary type station plan.
(12) FIG. 12. Detail of an express type station plan.
(13) FIG. 13. Trunk type station diagram.
(14) FIG. 14. Diagram of the passenger access door to the stations.
(15) FIG. 15. Plan detail of the common wagons with their double side accesses.
(16) FIG. 16. Plan diagram of the monorail routes.
(17) FIG. 17. Plan diagram of the distributor's management, administration and control of the distributor center.
(18) FIG. 18. Detail of the transportation and distribution system of public services.
(19) FIG. 19. Diagram of the vehicular road.
(20) FIG. 20. Plan diagram of the main access to the vehicular road.
(21) FIG. 21. Side elevation diagram of the main access to the vehicular road.
(22) FIG. 22. Plan detail of the secondary accesses to the vehicular road.
(23) FIG. 23. Lateral elevation diagram of the secondary accesses to the vehicular road.
(24) FIG. 24. Elevation diagram of the freight wagons with their lifting systems.
(25) FIG. 25. Elevation diagram of the wagons loading and unloading process.
(26) FIG. 1 shows the front view of the distributor, where a first level (1) is observed, from which a monorail system of suspended wagons for public and freight transport is arranged, which starts from a height of 6 m above ground level. At a second level (2), located 12 meters high, the lower part of the main platform begins, through which a system of technological conduits runs for the transportation and distribution of public services and other optional services. On the third level (3), and on the upper surface of the main structure, there is a vehicular road.
(27) The wagons are electrically self-propelled and hang from a monorail, which simultaneously constitutes one of the longitudinal beams (6) of the structure of the main platform, and which along its lower end has a rail on both sides, where the beveled metal wheels of the electric traction system of the wagons move. The luminaires of the public lighting system (11), are supported by the same structure of the distributor.
(28) FIG. 2 shows a side view of the distributor, in which its general structure is observed, composed of the main platform supported by the pillars (4), modularly spaced at 60 m, aided by the tie rods (5).
(29) FIG. 3 shows the design flexibility of the distributor to adapt to the requirements of the roads on which it is decided to build it. In this case it is a frontal view of an ordinary-express line, due to the width of the highway on which the concept of the system is shown.
(30) FIG. 4 shows the traction system on the monorail at a straight moment, and the electrical power system through outlet strips where the set of movable brushes moves.
(31) FIG. 5 shows the traction system on the monorail at its moment of maximum curvature.
(32) FIG. 6 shows the front view of the metallic support structure (7) of the wagons to the monorail, which includes the traction modules.
(33) FIG. 7 shows the side view of the support structure, where its coupling to the semi-rotating electric traction modules can be observed. The location of the mechanical device (8) is also indicated, which is coupled to the heads of the traction modules to ensure the stability of both modules during acceleration, running and braking.
(34) FIG. 8 shows the traction module, which contains the electric motor mechanically integrated within its cylindrical structure, with its transmission mechanism and brake system, coupled to the metal wheel which is beveled by its internal edge.
(35) FIG. 9 details the interior of the mechanical device for controlling the cylinder heads of the traction modules. This mechanical device allows the correct assimilation of the turns required by the wagons at the ends of each closed circuit of the route, where the moments of maximum curvature of the monorail (9) are found, as can be seen in FIG. 16.
(36) FIG. 10 shows the side view of the ordinary type stations and FIG. 11 the plan view of these ordinary type stations.
(37) FIG. 12 shows the plan view of the express type stations. Its lateral view is covered by the same side view of the ordinary stations, for this reason only its plan view appears.
(38) FIG. 13 shows the full span of the trunk type stations, located on the intersection of two structures that are not at the same level.
(39) FIG. 14 shows the design of the passenger access doors to the stations, which guarantees the entry and exit process in an orderly, controlled and agile manner, in addition to ensuring, to a large extent, the payment of the ticket by the passengers of the system.
(40) FIG. 15 exemplifies the functional design of ordinary passenger carriages, which have two 3 m wide doors on each side with two symmetrical sheets each and a system for opening and closing by floor and wall sliders.
(41) FIG. 16 shows the plan view of the layout of the monorail lines, which are designed so that the wagons are moved in one direction and in closed circuits without interceptions between the two lines or derivations.
(42) FIG. 17 shows the plan view of the structures in the area where the central offices of management, control and supervision of the entire operation of the public transport system and the distributor in general are located. As part of this structure, the sliding platform (10) is shown by which the maneuvers of entry and exit of the wagons to the public transport system are carried out.
(43) FIG. 18 shows the concept of the technological duct system, running through the structure of the main platform, and its capacity to perform the derivations required by the different services through the pillars to the underground distribution system.
(44) FIG. 19 shows the basic vehicular road running along the entire length and width of the upper surface of the main platform.
(45) FIG. 20 shows a plan view of the main access to the road, which is located at the ends of the structure, which is generally located on the outskirts of cities. This access has a toll system to control the correct entry of vehicles into the system (12).
(46) FIG. 21 shows a side view of the main access to the road, located on the outskirts of the city.
(47) FIG. 22 shows a plan view of a secondary access point to the roadway along the structure. It is also possible to observe the location of the grade-separated road returns (14), which allow the interconnection between grade-separated structures and changes of direction of the vehicles, without having to stop. These accesses also have a toll system to control the entry of vehicles into the system (13).
(48) FIG. 23 shows the side view of the secondary access point to the roadway.
(49) FIG. 24 shows a side view of the freight wagon.
(50) FIG. 25 shows a side view of the operation of the lifting system of a freight car, based on a brief and simple lifting operation, either from the ground or directly from the surface of a truck bed, both for loading and unloading processes.
