Abstract
The invention relates to a free-standing, overhead metal structure of the suspension bridge type, in which the main platform is designed over 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 utilities, as well as other possible services. The lower level is intended for an urban public transport system. Owing to its free-standing overhead design, the system of the invention can be built in cities following the layout of existing roads.
Claims
1. Universal transport and public services distributor that uses a system of monorails for suspended carriages for public transport (1), a system for the transportation and distribution of general public services (2) and a road for vehicular traffic (3), characterized by its general design, which is conceived in a single cable-stayed bridge-type metal structure, supported by pillars (4) and tie-rods (5), in whose main platform the three systems, located in three vertically superimposed levels, are integrated and functionally interrelated
2. Universal distributor of public transport and services, according to claim 1, characterized by the design of the structure of its main platform, where simultaneously the longitudinal beams (6), constitute the monorail where the wheels of the electric self-propulsion system of wagons suspended from the public transport system.
3. Universal distributor of public transport and services, according to claim 1, characterized by the design of the support structures and self-propelled electric modules of the wagons (7)
4. Universal distributor of public transport and services, according to claim 1, characterized by the use of a mechanical device for controlling and reversing the movements of the cylinder heads of the electric traction modules of the wagons (8).
5. Universal transport and public service distributor with administration centers and general control 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 transport and public services distributor, according to claim 1, characterized by the design of its third level (3), constituted by a carriageway for semi-light vehicles, where there are no level intersections, which is why cars will never have to stop their march, except for reasons of force majeure.
7. Universal distributor of public transport and services, according to claim 1, characterized by the design of three types of stations for public transport, a stream, an express and a trunk, which require a small area of land and allow a correct and functional circulation of the passengers, with harmony between the three types of stations.
8. Universal transport and public services distributor, according to claim 7, characterized by the revolving doors for the control of access of passengers to the stations
Description
DESCRIPTION OF THE FIGURES
[0044] FIG. 1. Schematic of basic frontal elevation of the universal distributor (DUNI) of transports and services.
[0045] FIG. 2. Scheme of lateral elevation of the universal distributor (DUNI) of transports and services.
[0046] FIG. 3. Scheme of frontal elevation of express-current lines.
[0047] FIG. 4. Scheme of the traction system on straight monorail.
[0048] FIG. 5. Scheme of the traction system on curved monorail.
[0049] FIG. 6. Scheme of frontal elevation of the structure of mechanical sustentation of the wagons to the monorails.
[0050] FIG. 7. Diagram of lateral elevation of the mechanical support structure of the wagons to the monorails.
[0051] FIG. 8. Side view diagram of the traction module.
[0052] FIG. 9. Detail of side view of the mechanical device for the control of the cylinder heads of the traction modules.
[0053] FIG. 10. Scheme of lateral elevation of current type station.
[0054] FIG. 11. Detail of the current type station.
[0055] FIG. 12. Detail of an express type station.
[0056] FIG. 13. Outline of trunk type station.
[0057] FIG. 14. Schematic of the passenger access door to the stations.
[0058] FIG. 15. Detail in plan of the common wagons with their double accesses lateral
[0059] FIG. 16. Outline plan of the tracings of the monorails.
[0060] FIG. 17. Outline plan of the center of management, administration and control of the distributor.
[0061] FIG. 18. Detail of the transportation system and distribution of public services.
[0062] FIG. 19. Scheme of the vehicular road.
[0063] FIG. 20. Schematic plan of the main access to the vehicular road.
[0064] FIG. 21. Scheme of lateral elevation of the main access to the vehicular road.
[0065] FIG. 22. Detailed of the secondary accesses to the vehicular road on site.
[0066] FIG. 23. Scheme of lateral elevation of the secondary accesses to the vehicular road.
[0067] FIG. 24. Scheme of elevation of the wagons of load with their systems of lifting.
[0068] FIG. 25. Elevation diagram of the loading and unloading of the wagons.
[0069] FIG. 1 shows the front view of the distributor, where a first level (1) is observed, from which there is a monorail system of suspended wagons for public transport and loads, which starts from 6 m height above ground level in a second level (2), located 12 meters high, the lower part of the main platform begins, through which runs a system of technological conduits 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.
[0070] The wagons are electrically self-propelled and depend on 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 both sides of the lane, where they move the beveled metal wheels of the electric traction system of the wagons. The luminaires of the public lighting system (11), will be supported by the same structure of the distributor.
[0071] 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 separated at 60 m, aided by the tie rods (5).
[0072] 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 express current line, due to the width of the highway on which the conception of the system is shown.
[0073] FIG. 4 shows the traction system on the monorail at its straight time, and the electrical power system through outlet bands where the set of movable brushes moves.
[0074] FIG. 5 shows the traction system on the monorail at its moment of maximum curvature.
[0075] FIG. 6 presents the front view of the metallic support structure (7) of the wagons to the monorail, which includes the traction modules.
[0076] FIG. 7 shows the side view of the support structure, where its coupling to the electric traction semi-electric modules can be observed. The location of the mechanical device (8), coupled to the heads of the traction modules, is also indicated, to ensure the stability of both modules during acceleration, running and braking.
[0077] FIG. 8 shows the traction module, which within its cylindrical structure contains mechanically integrated to the electric motor, with its transmission mechanism and brake system, coupled to the metal wheel chamfered by its internal edge.
[0078] FIG. 9 details the inside of the mechanical device for the control of the cylinder heads of the traction modules. This mechanical device allows to correctly assimilate 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 are found (9), as can be seen in FIG. 16.
[0079] FIG. 10 shows the side view of the current type stations and FIG. 11 the plan view of these current type stations.
[0080] FIG. 12 shows the plan view of the express type stations. Its lateral view is covered by the same side view of the current stations, for this reason only its plan view appears.
[0081] FIG. 13 shows the full span of the trunk type stations, located on the uneven intersection of two structures.
[0082] 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 on the part of the passengers of system users.
[0083] FIG. 15 exemplifies the functional design of the passenger current carriages, which have on each side two doors of 3 m wide with two symmetrical sheets each and opening and closing system by sliding in floor and wall.
[0084] FIG. 16 presents the plan view of the outline of the tracings of the monorails, which are designed so that the displacement of the wagons is in one direction and in closed circuits without interceptions between both tracings or derivations.
[0085] FIG. 17 shows the plan view of the structures of 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. As part of this structure, the sliding platform (10) is shown by means of which the maneuvers of entry and exit of the wagons to the public transport system are executed.
[0086] 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.
[0087] FIG. 19 shows the basic vehicular road running the length and width of the upper surface of the main platform.
[0088] FIG. 20 presents a plan view of the main access to the road, which are located at the ends of the structure, which will usually be located on the outskirts of cities. This access has a toll system to control the correct entry of vehicles into the system (12).
[0089] FIG. 21 shows a side view of the main access to the road, located on the outskirts of the city.
[0090] 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 unevenness returns (14), which will allow the interconnection between uneven structures and the changes of direction of the vehicles, without stopping the march. These accesses also have a toll system to control the entry of vehicles into the system (13).
[0091] FIG. 23 shows the side view of the secondary access point to the roadway.
[0092] FIG. 24 shows a side view of the loading wagon.
[0093] 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 from the direct surface of a truck bed, both for the processes of loading as the discharge.
