RU2201369C1 - High-speed module of transportation system - Google Patents

Abstract

FIELD: transport engineering. SUBSTANCE: invention is designed for creating vehicles featuring high aerodynamic characteristics. Proposed high-speed transportation module contains streamlined body with sphere-shaped front part, drop-shaped middle part and cone- shaped rear part. Rear cone-shaped part of body is made with alternating curvature generatrices, and two symmetrical longitudinal sections with negative curvature surface are made on lower surface of body. Said negative curvature sections are mated with side and lower surfaces of body. To decrease drag coefficient and increased dynamic stability, definite relationships of sizes on body members and their shape are proposed. EFFECT: improved energy characteristics of transportation system at increased dynamic stability. 10 cl, 7 dwg

Description

 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.

 There is a technical solution aimed at improving the aerodynamics of vehicles by performing their body in a shape that is as close as possible to the shape of a body of revolution (V.-G. Hugo. Car aerodynamics. M.: Mashinostroenie, 1987, p.32).

 However, in the well-known technical solution, the fulfillment of requirements for improving the aerodynamics of the body conflicts with the requirements for its internal layout, which, in the end, does not allow for the optimal use of the internal volume of the body.

 It is also known to use the bodies of vehicles in which recommendations for optimizing the aerodynamic characteristics are implemented by approximating their shape to the shape of the body of revolution, while taking into account the stylistic and ergonomic requirements that apply to them specifically as vehicles (V.-G. Hugo. Car aerodynamics M.: Mechanical Engineering, 1987, p. 42).

 However, given the known ways to solve the problem, the actual operating conditions when the vehicle is located in close proximity to the roadbed do not allow achieving the minimum values of the drag coefficient.

 Closest to the invention is a high-speed transport module used in the Unitsky string transport system, comprising a streamlined body with a conjugate sphere-shaped front, drop-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 (Journal "Eureka" 3, 1998, p. 53-55).

 With the speeds developed in the Unitsky string transport system (over 300 km / h), 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. In addition, when a transport module moves with high speeds, the effect of various external factors necessitates stabilization of the position of the transport module in the direction of its movement path.

 The body shape of the known transport module does not provide the minimum possible value of the drag coefficient. This is due to the fact that when solving the problem of optimal airflow around the front of the body, because of the need to comply with the requirements for the overall length of the transport module, airflow detachment inevitably occurs on the back of its body, due to the inability to eliminate pressure jumps. In addition, the known technical solution does not solve the problem of optimizing the selection of the frontal surface (midship) of the body, which, like the aerodynamic drag coefficient, directly affects the air resistance of the transport module. These reasons do not allow to optimize the performance of the transport module in terms of energy characteristics. The absence of any means to stabilize the position of the transport module in the direction of the trajectory of movement leads to its dependence on the impact of various destabilizing external causes.

 Claimed as an invention, the high-speed transport module of the Unitsky transport system is aimed at increasing energy performance by reducing losses determined by its aerodynamic characteristics, and improving stabilization of the body position in the direction of the motion path.

где а - расстояние от точек сопряжения каждого из продольных участков с отрицательной кривизной поверхности с нижней поверхностью кузова до вертикальной плоскости симметрии кузова, м;
Н - максимальная высота кузова в поперечном сечении, м,
а точки сопряжения продольных участков, имеющих отрицательную кривизну поверхности, с боковыми поверхностями кузова находятся на расстоянии от нижней поверхности кузова, выбираемом из условия:

где b - расстояние от точек сопряжения каждого из продольных участков с отрицательной кривизной поверхности с боковой поверхностью кузова до нижней поверхности кузова, м.This result is achieved by the fact that the high-speed transport module of the Unitsky transport system contains 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, as well as wheels placed in the lower part of the body, installed in two rows , and a drive connected to the wheels with a control system, while the rear cone-shaped body part is made with generators having alternating curvature, and the bottom surface of the body there are two symmetric longitudinal sections with negative surface curvature, and the points of contact of the longitudinal sections having negative surface curvature with the lower surface of the body are at a distance from the vertical plane of symmetry of the body, selected from the condition:

where a is the distance from the mating points of each of the longitudinal sections with a negative curvature of the surface with the lower surface of the body to the vertical plane of symmetry of the body, m;
N - maximum body height in cross section, m,
and the mating points of the longitudinal sections having negative surface curvature with the side surfaces of the body are at a distance from the lower surface of the body, selected from the condition:

where b is the distance from the mating points of each of the longitudinal sections with a negative curvature of the surface with the side surface of the body to the bottom surface of the body, m

 The indicated result is also achieved by the fact that the generatrix surfaces of the rear cone-shaped body part in the vertical plane have a greater degree of curvature than in the horizontal plane, while the top of the rear cone-shaped body part is made in the form of a wedge, the edge of which forms the trailing edge of the body located in the horizontal plane.

где L₁ - длина средней части кузова между точками линии сопряжения поверхностей передней и задней частей кузова с нижней уплощенной поверхностью средней части кузова, м;
L₂ - расстояние между рядами колес, м.The specified result is also achieved by the fact that the length of the middle part of the body and the distance between the rows of wheels are selected from the ratio:

where L ₁ is the length of the middle part of the body between the points of the line connecting the surfaces of the front and rear parts of the body with the lower flattened surface of the middle part of the body, m;
L ₂ - the distance between the rows of wheels, m

где L₃ - длина передней части кузова от крайней передней точки до точек линии сопряжения поверхности передней части с нижней уплощенной поверхностью средней части кузова, м;
L₄ - длина задней части кузова от крайней задней точки до точек линии сопряжения поверхности задней части с уплощенной нижней поверхностью средней части кузова, м.The specified result is also achieved by the fact that the length of the front, middle and rear parts of the body is selected from the conditions:

where L ₃ is the length of the front of the body from the extreme front point to the points of the line connecting the surface of the front with the lower flattened surface of the middle part of the body, m;
L ₄ - the length of the rear of the body from the extreme rear point to the points of the line connecting the surface of the rear with a flattened lower surface of the middle part of the body, m

где L₅ - расстояние от точек линии изменения знака кривизны образующей конусообразной поверхности задней части кузова, до точек линии сопряжения поверхностей средней и задней частей кузова, м.This result is also achieved by the fact that the points of the line of change of the sign of curvature of the generatrix of the conical surface of the rear of the body are at a distance from the points of the line of conjugation of the surfaces of the middle and rear parts of the body, selected from the condition

where L ₅ is the distance from the points of the line of change of the sign of curvature of the generatrix of the cone-shaped surface of the rear of the body to the points of the interface line of the surfaces of the middle and rear parts of the body, m

где S_зад - площадь максимального поперечного сечения задней части кузова, м²;
S_{сред.макс} - площадь максимального поперечного сечения средней части кузова, м².This result is also achieved by the fact that the maximum cross-sectional area of the middle part of the body and the maximum cross-sectional area of the rear of the body are selected from the ratio

where S _ass - the maximum cross-sectional area of the rear of the body, m ² ;
S _sred.maks - the maximum cross-sectional area of the middle part of the body, m ² .

где Н₁ - максимальная высота верхней части кузова от линии, проходящей через точки кузова с вертикальным положением касательной, м;
Н₂ - соответствующая высота нижней части кузова от линии, проходящей через точки кузова с вертикальным положением касательной, м.The specified result is also achieved by the fact that the pairing of the drop-shaped upper and flattened lower parts of the body is carried out under the condition:

where H ₁ - the maximum height of the upper part of the body from the line passing through the points of the body with the vertical position of the tangent, m;
N ₂ - the corresponding height of the lower part of the body from the line passing through the points of the body with the vertical position of the tangent, m

 The specified result is also achieved by the fact that the trailing edge of the body is made concave.

 The specified result is also achieved by the fact that the trailing edge of the body is convex.

 The specified result is also achieved by the fact that the trailing edge of the body is made straight.

 The implementation of the rear part of the body of the transport module cone-shaped with generators having alternating curvature, allows you to optimize the flow around the body of the incident air flow. The presence of a smooth transition of the curvature of the generatrix of the rear cone-shaped body part from a positive value to a negative one, i.e. from a convex to a concave shape, as shown by the results of aerodynamic tests, it allows, practically without increasing the overall length of the rear of the body, by eliminating pressure jumps, to significantly reduce its aerodynamic drag coefficient.

 The implementation of the generators of the rear cone-shaped body part with a degree of curvature in the vertical plane greater than their degree of curvature in the horizontal plane allows you to form a wedge-shaped profile with a vertex at the rear edge lying in the horizontal plane on the rear part of the body and ensure that the transport module is stabilized in this direction trajectory of movement.

а точки сопряжения с боковыми поверхностями кузова, находятся на расстоянии от нижней поверхности кузова, выбираемом из условия:

позволяет, при соблюдении в центральной части поперечного сечения кузова, в зоне прохода пассажиров, эргонометрических требований по высоте салона, предъявляемых к пассажирским транспортным средствам, значительно уменьшить площадь фронтальной поверхности и соответственно сопротивление воздуха движению транспортного модуля.The execution on the lower surface of the body of two symmetric longitudinal sections with a negative curvature of the surface, the mating points of which, with the lower surface of the body, are at a distance from the vertical plane of symmetry of the body, selected from the condition:

and the interface with the side surfaces of the body are located at a distance from the lower surface of the body, selected from the condition:

allows, subject to the ergonomic requirements for passenger vehicles in the central part of the cross-section of the body, in the passenger passage area, to significantly reduce the front surface area and, accordingly, the air resistance to movement of the transport module.

 Reducing the distance from the mating points of each of the longitudinal sections with a negative curvature of the surface with the lower surface of the body to the vertical plane of symmetry of the body beyond the specified limits, i.e. a decrease in the width of the longitudinal “ridge” formed at the bottom of the body leads to discomfort when moving passengers along the aisle between the seats, as well as to disruption of the air flow and, accordingly, an increase in aerodynamic drag on a narrow ridge with small radii of curvature. At the same time, an increase in this distance beyond the specified limits leads to an unjustified decrease in the effectiveness of measures aimed at reducing the frontal surface area.

 An increase in the distance from the interface points of each of the longitudinal sections with a negative curvature of the surface with the side surface of the body to the lower surface of the body beyond these limits leads to discomfort for passengers sitting on the seats, while reducing this distance beyond these limits leads to an unjustified decrease in the effectiveness of measures aimed at reducing frontal area.

позволяет, при оптимизированном, с точки зрения аэродинамических характеристик, выполнении кузова транспортного модуля, обеспечивать его динамическую устойчивость на рельсовом пути при высокоскоростном, более 300 км/час, движении.The choice of the length of the middle part of the body and the distance between the rows of wheels, based on the conditions:

allows, with optimized, from the point of view of aerodynamic characteristics, body of the transport module, to ensure its dynamic stability on the track during high-speed, more than 300 km / h, movement.

 When reducing the ratio of the length of the middle part of the body to the distance between the rows of wheels to a value less than the specified, it becomes difficult to provide the necessary, from the point of view of aerodynamic characteristics, body contours. At the same time, compliance with the requirements for optimizing aerodynamic characteristics leads to lengthening of the front and rear parts of the body, the size of which becomes comparable with the length of the middle part, and, as a result, to the appearance of dynamic instability, which with lateral gusts of wind can lead to the module coming off the track. When the value of this ratio increases beyond the specified limits, the body of the transport module is extended in length, and the shape of the middle part of the body approaches the cylindrical one, which leads to an increase in the lateral surface area and, accordingly, to an increase in aerodynamic drag.

позволяет, при размещении колес в корпусных нишах оптимизированного по форме транспортного модуля, обеспечить его динамическую устойчивость на рельсовом пути.The choice of sizes of the front, middle and rear parts of the body of the transport module from the conditions:

allows, when placing the wheels in the housing niches of the transport module optimized in shape, to ensure its dynamic stability on the rail track.

 Reducing the length of the front of the body beyond the boundaries defined by the specified ratio does not allow to optimize the choice of the curvature of the frontal part from the point of view of reducing the drag coefficient. Whereas an increase in length beyond these boundaries leads to a decrease in the dynamic stability of the transport module due to the yaw of the large console of the front of the body.

 Reducing the length of the rear of the body beyond the boundaries defined by the specified ratio does not allow to realize the requirements for obtaining a smooth transition from a convex to a concave surface, i.e. ensure that there are no jumps in the pressure gradient on the rear of the body. While the increase in the length of the rear of the body beyond the specified boundaries leads to a decrease in the dynamic stability of the transport module due to the yaw of the large console of the rear of the body.

определяется требованиями, предъявляемыми к задней части транспортного модуля, с точки зрения получения оптимальных аэродинамических характеристик.The choice of the position of the points of the line of change of the sign of curvature of the generatrix of the conical surface of the rear of the body with respect to the points of the interface line of the surfaces of the middle and rear of the body satisfying the condition:

determined by the requirements for the rear of the transport module, in terms of obtaining optimal aerodynamic characteristics.

 Reducing the distance from the points of the line of change of the sign of curvature of the generatrix of the conical surface of the rear of the body to the points of the interface line of the surfaces of the middle and rear of the body will lead to the possibility of disruption of the air flow due to the large pressure gradient during the transition from the middle to the rear of the body. Whereas an increase in this distance beyond the limits determined by the indicated ratio will lead to a decrease in the dynamic stability of the transport module due to the yaw of the large console of the rear of the body.

определяется требованиями к получению необходимой кривизны поверхности средней части кузова для его плавного обтекания воздушным потоком. При наличии ограничений на габаритную длину кузова транспортного модуля, указанное условие выполнения кривизны поверхности средней части, как показали аэродинамические испытания, является наиболее оптимальным с точки зрения снижения коэффициента аэродинамического сопротивления.The choice of the maximum cross-sectional area of the middle part of the body and the maximum cross-sectional area of the rear part of the body in accordance with the ratio:

determined by the requirements for obtaining the necessary curvature of the surface of the middle part of the body for its smooth flow around the air stream. If there are restrictions on the overall length of the body of the transport module, the specified condition for the curvature of the surface of the middle part, as shown by aerodynamic tests, is the most optimal from the point of view of reducing the drag coefficient.

 The choice of the maximum cross-sectional area of the rear of the body is less than determined by the specified expression leads to the separation of the air flow from the body and, accordingly, to the deterioration of its aerodynamic characteristics. In the case of choosing a larger area than in the indicated expression, the dynamic stability of the transport module is deteriorated due to the yaw of the large console of the rear of the body.

позволяет, как показали аэродинамические испытания, при сохранении оптимизированных значений коэффициента аэродинамического сопротивления, реализовать требования к форме кузова, выдвигаемые с точки зрения эргономики и конкретного предназначения транспортного модуля.The choice of the ratio of heights when pairing a drop-shaped upper and flattened lower surfaces of the middle part of the body from the condition:

allows, as shown by aerodynamic tests, while maintaining the optimized values of the drag coefficient, to realize the requirements for body shape, put forward in terms of ergonomics and the specific purpose of the transport module.

 Depending on the degree of curvature of the generatrices of the rear cone-shaped body part, the trailing edge may be straight, concave or convex.

The invention is illustrated by drawings, where
on figa, 1b, 1c presents a high-speed transport module of the Unitsky transport system with average and extreme values of the ratio of the length of the middle part of the body to the distance between the rows of wheels;
in FIG. 2a, 2b, 2c - a high-speed transport module of the Unitsky transport system with average and extreme values of the conditions for fulfilling the front and rear parts of the body;
in FIG. 3a, 3b, 3c - a high-speed transport module of the Unitsky transport system at various locations of the line passing through the points of change of the sign of curvature of the envelope of the envelope-shaped surface of the rear of the body;
in FIG. 4a, 4b, 4c - a high-speed transport module of the Unitsky transport system with average and extreme values of the ratio of the maximum cross-sectional area of the rear of the body to the maximum cross-sectional area of the middle of the body;
in FIG. 5a, 5b, 5c - a high-speed transport module of the Unitsky transport system at extreme and average values of the ratios of maximum heights when pairing a drop-shaped upper and flattened lower surface of the middle part of the body;
in FIG. 6a, 6b, 6c are the maximum cross sections of the body of the high-speed transport module of the Unitsky transport system with an average value of the distance from the mating points of symmetrical longitudinal sections with negative curvature of the surface with the side surfaces of the body to the lower surface of the body and different values of the distances from the mating points of symmetric longitudinal sections with negative the curvature of the surface with the lower surface of the body to the vertical plane of symmetry of the body;
in FIG. 7a, 7b, 7c are the maximum cross sections of the body of the high-speed transport module of the Unitsky transport system with an average value of the distance from the interface points of symmetrical longitudinal sections with a negative curvature of the surface with the lower surface of the body to the vertical plane of symmetry of the body and various distance values from the interface points of symmetric longitudinal sections with negative curvature of the surface with the side surfaces of the body to the bottom surface of the body.

 The high-speed transport module of the Unitsky transport system consists of a streamlined body 1 (Fig. 1a, 1b, 1c) with conjugated spheroid-shaped front 2, droplet-shaped middle 3 and conical rear 4 parts. The lower surface 5 of the middle 3 body parts is made flattened. To communicate with the track structure 6, two rows of wheels 7 are installed in the lower part of the body. The drive 8 with a control system 9 is also located in the body.

 On the lower 5 surface of the body 1 there are two symmetrical longitudinal sections 10 with a negative curvature of the surface. The distance a from the mating points of 11 longitudinal sections 10 with the lower 5 surface of the body 1 to the vertical plane of symmetry and the distance b from the mating points of 12 longitudinal sections 10 with the side 13 surface of the body 1 to the lower surface 5 of the body 1 are selected based on the requirements for reducing the front surface area transport module while maintaining the requirements for it, from the point of view of ergonomics.

The length L _{1 of the} middle 3 parts of the body 1, between the points of the interface between the surfaces of the front 2 and rear 4 parts of the body with the lower surface 5 of the middle 3 parts of the body 1, at a selected distance L ₂ between the rows of wheels 7, is determined on the basis of obtaining the necessary dynamic stability of the transport module with the selected body shape 1.

The lengths L _{3 of the} front 2 and L _{4 of the} rear 4 body parts 1 (Fig. 2a, 2b, 2c) are determined on the basis of ensuring the dynamic stability of the transport module and optimizing the value of the drag coefficient.

 The rear 4 conical part of the body 1 is made with alternating curvature (Fig. 3A, 3B, 3C). The transition from the convex shape of the surface to the concave is carried out at points 14 of the line, the position of which is determined based on the requirements for optimizing the flow of the body 1 by the incoming air flow under various operating conditions and its specific design.

The area S of the _rear maximum cross section AA of the rear 4 parts (Figs. 4a, 4b, 4c) of the body 1, with respect to the area of the maximum cross section of the middle 3 part of the body S _{medium max} , determines the conditions for optimal air flow around the body 1 of the module at compliance with the requirements for dynamic stability.

The ratio of the maximum values of the heights H ₁ and H ₂ measured from the line passing through points 15 and 15 ¹ with the vertical position of the tangents when pairing, respectively, a drop-shaped upper and flattened lower 5 surfaces of the middle part 3 of body 1 (Fig. 5a, 5b, 5c), is determined from the requirements to minimize the front surface of the body and the requirements for optimizing the aerodynamic drag coefficient, as well as taking into account the requirements from the point of view of ergonomics, depending on the specific purpose of the transport module.

 The trailing edge 16, formed due to the fact that the generators of the rear cone-shaped 4 body parts 1 in the vertical plane have a greater degree of curvature than in the horizontal plane, is located in the horizontal plane and can have a straight line (Fig. 2a), convex (Fig. 2b) or concave (pigv) form. In the extreme case, the radius of curvature of the generatrix of the surface of the rear 4 of the body 1 in one of the planes can tend to infinity (figa, 2B), determining the maximum width of the trailing edge 16.

 The described form of the body of the transport module can be used in the case of its hull, consisting of two or more bodies.

 The movement of transport modules in the Unitsky transport system is carried out at speeds of 300 km / h and higher. At such speeds, 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 area of the front surface (midship) and the aerodynamic drag coefficient.

 When the transport module is moving, an oncoming air note evenly, without tearing off, flows around the conjugated front 2 sphere-shaped and middle 3 drop-shaped body parts 1 (Fig. 1a, 1b, 1c). When the air flows from the rear 4 of the cone-shaped body part 1, due to the implementation of its generatrix with alternating curvature, a smooth, without jumps in gradient, pressure change is ensured. This allows you to avoid airflow detachments from the body 1 and, accordingly, improve the aerodynamic drag coefficient of the transport module, without unreasonably increasing its overall length.

 At the same time, when forming the rear 4 of the cone-shaped body part 1 with a degree of curvature in the vertical plane greater than in the horizontal plane (Fig. 1a), the air flow formed on the wedge-shaped profile, coming down from the trailing edge 16, has a stabilizing effect on the transport module in the vertical plane in the direction of the trajectory of movement.

 A significant effect on reducing air resistance to the movement of the transport module is exerted by two symmetric longitudinal sections 10 with negative surface curvature, made on the lower 5 surface of the body 1 (figa, 6b, 6c, 7a, 7b, 7c). The specific location of the longitudinal sections 10 with a negative curvature of the surface and their specific implementation are determined by solving the problem of reducing the front surface area of the body 1, taking into account ergonomic requirements for the organization of seats and the passage between them.

Оптимальные значения

и

(фиг.6б, 7б) позволяют, при обеспечении достаточной комфортности салона, реализовать значительное уменьшение площади фронтальной поверхности кузова транспортного модуля.So, at the selected height H of the body 1, determined by the average person’s height adopted for the design of vehicles designed to carry passengers, it is most optimal from the point of view of fulfilling the requirements both to reduce the front surface area of the body, and to ensure ergonomic requirements for organization seats and the passage between them, is the choice of the position of the interface points 11 of the longitudinal sections 10 with the lower 5 surface of the body 1 and the interface points 12 longitudinal x portions 10 with side surface 13 of the body 1 based on the conditions:

Optimal values

and

(figb, 7b) allow, while ensuring sufficient cabin comfort, to realize a significant reduction in the area of the front surface of the body of the transport module.

(фиг.7а) и больше

(фиг.6в) приведет к дискомфорту находящихся в салоне кузова пассажиров.Bodywork 1 of a transport module with a relationship value less

(figa) and more

(figv) will lead to discomfort of passengers in the passenger compartment.

(фиг.7в) и меньше

(фиг.6а) меры, предпринимаемые для понижения площади фронтальной поверхности кузова, становятся практически неэффективными.In case of execution of body 1 of the transport module with a ratio value greater than

(figv) and less

(figa) measures taken to reduce the area of the frontal surface of the body become practically ineffective.

 The selected form of the body 1 of the transport module, providing high speeds, puts forward, in turn, certain requirements to ensure its dynamic stability on the track structure 6.

Оптимальное значение отношения

(фиг.1а) позволяет при движении транспортного модуля достаточно просто обеспечить необходимое значение его динамической устойчивости при выбранной форме кузова 1.So, with the selected distance L ₂ between the rows of wheels 7 associated with the rails of the track structure 6, the choice of the length L _{1 of the} middle 3 of the body part 1, between the points of the interface lines of the surfaces of the front 2 and rear 4 parts of the body with the lower surface 5 of the middle part of the body, should be carried out from the condition:

Optimal Ratio

(figa) allows the movement of the transport module to simply provide the necessary value of its dynamic stability with the selected shape of the body 1.

(фиг.1б) возникают чисто конструктивные трудности по реализации формы кузова, обеспечивающей плавное обтекание его набегающим воздушным потоком с одновременным обеспечением динамической устойчивости, т.к. требования к оптимальному, с точки зрения коэффициента аэродинамического сопротивления, выполнению кузова приводит к относительному удлинению передней 2 и задней 4 его частей и соответственно к понижению динамической устойчивости транспортного модуля.When executing body 1 of a transport module with a ratio value less

(figb) purely structural difficulties arise in the implementation of the body shape, providing a smooth flow around it with an incoming air stream while ensuring dynamic stability, because requirements for optimal, in terms of aerodynamic drag coefficient, body performance leads to a relative lengthening of the front 2 and rear 4 of its parts and, accordingly, to a decrease in the dynamic stability of the transport module.

(фиг.1в), с учетом ограничений на его поперечные размеры, при движении с большими скоростями, значительную роль начинает играть вырождение средней 3 части кузова в цилиндр, что приводит к увеличению площади боковой поверхности и соответственно к увеличению аэродинамического сопротивления.In the case of the execution of the body 1 of the transport module with a ratio value greater than

(figv), taking into account the restrictions on its transverse dimensions, when moving at high speeds, a significant role begins to play the degeneracy of the middle 3 body parts into a cylinder, which leads to an increase in the lateral surface area and, accordingly, to an increase in aerodynamic drag.

 A great influence on the aerodynamic drag coefficient of the transport module and, accordingly, on the losses occurring at the indicated speeds are exerted by the smoothness of the pairing of the front 2, middle 3 and rear 4 parts of the body and the protruding parts of the structure, in particular the wheels 7, connecting the body with the track structure 6.

To solve the problem of smooth conjugation of a sphere-shaped front 2, droplet-shaped middle 3 and cone-shaped rear 4 parts of the housing 1, when the requirements for the shape of the body are already implemented, from the point of view of optimizing the aerodynamic drag coefficient, wheels are installed in the body niches along the edges of the middle 3 of which 7 , there is a need for a specific selection of sizes L ₃ and L _4, respectively, front 2 and rear 4 body parts 1.

Средние значения отношений

и

(фиг.2а) позволяют без особых трудностей обеспечить построение кузова 1 транспортного модуля с необходимыми аэродинамическими обводами.So the distance L ₃ (figa, 2b, 2c) from the extreme front point of the body 1 to the points of the interface line of the surface of the front 2 parts with the bottom 5 flattened surface of the middle 3 body parts 1 and the distance L ₄ from the extreme rear point of the body to the points of the interface line the surfaces of the rear 4 parts with the flattened lower 5 surface of the middle 3 of the body part 1, with respect to the length L _{1 of the} middle 3 part, should be selected accordingly from the conditions:

Relationship Averages

and

(figa) allow without particular difficulties to ensure the construction of the body 1 of the transport module with the necessary aerodynamic contours.

(фиг.2б) и

(фиг.2в) возникают конструктивные сложности по обеспечению плавного сопряжения передней 2, задней 4 и средней 3 частей кузова 1, при условии соблюдения требований к его форме, с точки зрения оптимизации аэродинамических характеристик транспортного модуля.When executing body 1 of a transport module with relationship values less

(figb) and

(figv) there are structural difficulties in ensuring smooth coupling of the front 2, rear 4 and middle 3 parts of the body 1, subject to the requirements for its shape, from the point of view of optimizing the aerodynamic characteristics of the transport module.

(фиг.2в) и

(фиг.2б) ухудшается динамическая устойчивость транспортного модуля из-за рыскания большой консоли передней 2 и задней 4 частей кузова 1.In case of execution of body 1 of the transport module with relations greater than

(figv) and

(figb) the dynamic stability of the transport module is deteriorating due to the yaw of the large console of the front 2 and rear 4 parts of the body 1.

При среднем значении отношения

(фиг.3а) достаточно просто реализовать требования по обеспечению плавного схода воздушного потока с задней 4 части кузова 1 и разумного выбора длины самой задней 4 части, влияющей на динамическую устойчивость транспортного модуля на путевой структуре 6.When the air flow from the rear 4 of the body 1 to the aerodynamic characteristics of the transport module, when it moves at high speed along the track structure, the distance L ₅ (Fig. 3a, 3b, 3c) at which points 14 of the sign change line are located the curvature of the envelope of the cone-shaped rear 4 parts of the body 1 from the points of the interface line of the surfaces of the middle 3 and rear 4 parts of the body. So, with a fixed overall length of the transport module and, accordingly, size L _{1 of the} middle 3 body parts, the position of the points 15 on the rear 4 of the body through which the specified line passes is determined by the condition:

With an average ratio

(figa) it is quite simple to implement the requirements for ensuring a smooth descent of the air flow from the rear 4 of the body 1 and a reasonable choice of the length of the rear 4, affecting the dynamic stability of the transport module on the track structure 6.

(фиг. 3б) становится реальным срыв воздушного потока при переходе от средней 3 части кузова 1 к его задней 4 части.When performing body 1 of the transport module with ratios less

(Fig. 3b) becomes a real disruption of the air flow during the transition from the middle 3 of the body 1 to its rear 4 parts.

(фиг.3в), при соблюдении требований к форме задней 4 части, с точки зрения оптимизации аэродинамических характеристик, ухудшается динамическая устойчивость транспортного модуля из-за рысканья большой консоли задней 4 части кузова.In case of execution of body 1 of the transport module with relations greater than

(figv), subject to the requirements for the shape of the rear 4 parts, from the point of view of optimizing aerodynamic characteristics, the dynamic stability of the transport module is deteriorated due to the yaw of the large console of the rear 4 parts of the body.

 Of great importance on the aerodynamic characteristics of the transport module, with its high-speed movement, is the curvature of the upper droplet-shaped 10 surface of the middle 3 body parts 1 (figa, 4b, 4c).

При выполнении кузова 1 со значением отношения

(фиг. 4а) удается достаточно просто получить оптимальное значение коэффициента аэродинамического сопротивления, учитывая ограничения на габаритную длину транспортного модуля.The most optimal for obtaining high aerodynamic characteristics corresponding to a drop-like profile, if there are restrictions on the overall length of the transport module, is the condition when:

When doing body 1 with a ratio value

(Fig. 4a), it is quite simple to obtain the optimal value of the drag coefficient, taking into account the restrictions on the overall length of the transport module.

(фиг.4б) для обеспечения плавного схода воздушного потока возникает необходимость в удлинении задней 4 части кузова 1, что понижает динамическую устойчивость транспортного модуля из-за рысканья большой консоли задней 4 части кузова.If you select a ratio greater than

(figb) to ensure a smooth flow of air there is a need to lengthen the rear 4 of the body 1, which reduces the dynamic stability of the transport module due to the yaw of a large console of the rear 4 of the body.

(фиг.4в) возникают причины для отрыва воздушного потока.When performing body 1 transport module with a ratio of less

(figv) there are reasons for the separation of the air flow.

Depending on the specific purpose and areas of use, the high-speed transport module may have a different ratio of the maximum height H _{1 of the} upper part of the body 1 and the corresponding height H _{2 of the} lower part from the line passing through points 15 and 15 ^{1 of the} body with the vertical position of the tangent (Fig. 5a 5b, 5c).

Одним из оптимальных условий для выполнения кузова 1 транспортного модуля, предназначенного для пассажирских перевозок, представляется

(фиг. 5а). При этом условии достаточно легко реализуются требования, предъявляемые к транспортному модулю с точки зрения эргономики и получения оптимального значения коэффициента аэродинамического сопротивления.Given the requirements, this ratio is determined by the condition:

One of the optimal conditions for the implementation of the body 1 of the transport module, designed for passenger traffic, seems

(Fig. 5a). Under this condition, the requirements for the transport module from the point of view of ergonomics and obtaining the optimal value of the drag coefficient are easily realized.

(фиг.5б) представляется не целесообразным из-за значительного отклонения от формы кузова, обладающей наименьшим коэффициентом аэродинамического сопротивления.Running a transport module with a ratio of less

(figb) is not advisable due to a significant deviation from the body shape, which has the lowest coefficient of aerodynamic drag.

(фиг.5в) затрудняет размещение колес 7 в корпусных нишах, что также отрицательно сказывается на аэродинамических характеристиках транспортного модуля при его движении.Choosing more relationship values

(figv) complicates the placement of the wheels 7 in the housing niches, which also negatively affects the aerodynamic characteristics of the transport module during its movement.

 The use of the invention will significantly reduce the influence of destabilizing factors and improve the aerodynamic characteristics of the high-speed transport module used in the Unitsky transport system, which, in the end, will increase the energy and, accordingly, economic indicators of the transport system.

Claims (10)

1. A high-speed transport module of the 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, as well as wheels arranged in the lower part of the body, installed in two rows, and connected with wheels drive with a control system, characterized in that the rear cone-shaped body part is made with generators having alternating curvature, and on the lower surface of the body there are two symmetric longitudinal sections with negative surface curvature, and the points of contact between the longitudinal sections having negative surface curvature and the lower surface of the body are at a distance from the vertical plane of symmetry of the body, chosen from the condition

where a is the distance from the mating points of each of the longitudinal sections with a negative curvature of the surface with the lower surface of the body to the vertical plane of symmetry of the body, m;
N - maximum body height in cross section, m,
and the mating points of the longitudinal sections having a negative curvature of the surface with the side surfaces of the body are at a distance from the lower surface of the body, selected from the condition

where b is the distance from the mating points of each of the longitudinal sections with a negative curvature of the surface with the side surface of the body to the bottom surface of the body, m  2. The transport module according to claim 1, characterized in that the generatrix surfaces of the rear cone-shaped body part in a vertical plane have a greater degree of curvature than in the horizontal plane, and the top of the rear cone-shaped body part is made in the form of a wedge, the edge of which forms the rear edge of the body, located in the horizontal plane. 3. The transport module according to claim 1, characterized in that the length of the middle part of the body and the distance between the rows of wheels are selected from the ratio

where L ₁ is the length of the middle part of the body between the points of the pairing lines of the front and rear parts with the lower flattened surface of the middle part of the body, m;
L ₂ - the distance between the rows of wheels, m 4. The transport module according to claim 1, characterized in that the length of the front, middle and rear parts of the body is selected from the conditions

where L ₃ is the length of the front of the body from the extreme front point to the points of the line connecting the front of the flattened bottom surface of the middle part of the body, m;
L ₄ - the length of the rear of the body from the extreme rear point of the body to the points of the line connecting the rear with a flattened lower surface of the middle part of the body, m 5. The transport module according to claim 1, characterized in that the points of the interface line of the cone-shaped surfaces of the rear of the body with different signs of curvature are at a distance from the line of interface points of the middle and rear parts of the body, selected from the condition

where L ₅ is the distance from the points of the mating line of the conical surfaces of the rear of the body with different signs of curvature to the points of the mating line of the middle and rear parts of the body, m 6. The transport module according to claim 1, characterized in that the maximum cross-sectional area of the middle part of the body and the maximum cross-sectional area of the rear part of the body are selected from the ratio

where S _back - the maximum cross-sectional area of the rear of the body, m ² ;
S _sr.max - the maximum cross-sectional area of the middle part of the body, m ² . 7. The transport module according to claim 1, characterized in that the pairing of the droplet-shaped upper and flattened lower surfaces of the middle part of the body is subject to

where H ₁ - the maximum height of the upper part of the body from the line passing through the points of the body with the vertical position of the tangent, m;
H ₂ - the corresponding height of the lower part of the body from the line passing through the points of the body with the vertical position of the tangent, m  8. The transport module according to claim 1, characterized in that the trailing edge of the body is convex.  9. The transport module according to claim 1, characterized in that the trailing edge of the body is straight.  10. The transport module according to claim 1, characterized in that the trailing edge of the body is concave.

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