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WO2017219115A1 - Système de communication - Google Patents

Système de communication Download PDF

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Publication number
WO2017219115A1
WO2017219115A1 PCT/BY2017/000014 BY2017000014W WO2017219115A1 WO 2017219115 A1 WO2017219115 A1 WO 2017219115A1 BY 2017000014 W BY2017000014 W BY 2017000014W WO 2017219115 A1 WO2017219115 A1 WO 2017219115A1
Authority
WO
WIPO (PCT)
Prior art keywords
pipe
rail
power
supports
extended
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/BY2017/000014
Other languages
English (en)
Russian (ru)
Inventor
Анатолий Эдуардович Юницкий
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
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
Application filed by Individual filed Critical Individual
Publication of WO2017219115A1 publication Critical patent/WO2017219115A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B3/00—Elevated railway systems with suspended vehicles
    • B61B3/02—Elevated railway systems with suspended vehicles with self-propelled vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B13/00—Other railway systems
    • B61B13/04—Monorail systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B5/00—Elevated railway systems without suspended vehicles
    • B61B5/02—Elevated railway systems without suspended vehicles with two or more rails
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B25/00—Tracks for special kinds of railways
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16L—PIPES; JOINTS OR FITTINGS FOR PIPES; SUPPORTS FOR PIPES, CABLES OR PROTECTIVE TUBING; MEANS FOR THERMAL INSULATION IN GENERAL
    • F16L3/00—Supports for pipes, cables or protective tubing, e.g. hangers, holders, clamps, cleats, clips, brackets
    • F16L3/08—Supports for pipes, cables or protective tubing, e.g. hangers, holders, clamps, cleats, clips, brackets substantially surrounding the pipe, cable or protective tubing

Definitions

  • the invention relates to the field of transport communications, in particular, to overhead complex string-type transport systems with a communication structure providing high-speed freight and passenger transportation, placement of energy supply and communication lines, transportation of liquid and gaseous media.
  • Known string transport system containing fixed to the supports at least one rail thread in the form of a prestressed power element (string), enclosed in a housing with an associated working surface for moving movable means.
  • a string rail in the span between adjacent supports forms span sections of a single-rail or multi-rail track structure.
  • gaskets of variable height increasing towards the middle of the span between the supports
  • the absence of connections between the main and auxiliary threads in the spans between adjacent supports prevents the increase in spans between the supports due to the insufficient bearing capacity and rigidity of such a string track structure.
  • a well-known string-transport system containing " fixed on the supports, at least one rail thread in the form of a prestressed power element enclosed in a housing with an associated working surface for moving movable means, characterized in that the rail housing is made of two-tier, while tiers are divided among themselves by a continuous, perforated, or partitioned from discrete elements partition, the power organ is located on the lower tier, and the free volume of the upper tier is filled with hardened material forming a power transmitting pillow.
  • the partition between the tiers of the rail of the rail is placed in the span between adjacent supports along a sinusoidal line relative to the conjugated working surface for moving movable units, with a maximum distance relative to each other in the middle of the span.
  • Simplification of manufacturing and installation is achieved due to the fact that the dividing wall, which can be installed both in stationary and in the field, creates a design landing profile, which is combined during installation with a prestressed power body. This ensures high accuracy of the location of the working surface of the rail thread relative to the power organ. Giving the interface between the upper and lower tiers, compatible with the power organ, with a sinusoidal shape with a maximum amplitude in the middle of the span, eliminates the irregularities of the rail thread, caused by both the natural deflection of the power organ under the influence of the weight of the track structure, and the effect of the weight of movable means on it.
  • a through channel is created inside the housing for the subsequent filling of voids with a filler - liquid-phase hardening material under pressure.
  • the well-known transport system simplifies the technology for the manufacture of rail threads in stationary conditions and their installation in the field at heights reaching tens of meters, but does not provide sufficient bearing capacity and stiffness of the string track structure.
  • the rolling surface conjugated with the main thread body is located with an increase towards the middle of the interval exceeding a straight line passing through the points of this surface at the junctions of the main thread with adjacent supporting elements.
  • the rolling surface conjugated with the main thread body is located on pads of variable thickness installed in or outside the thread body between the rolling surface and the power member, in the intervals between adjacent supporting elements and / or in the span between adjacent supports, and the main thread body is made in one piece with lining of variable thickness.
  • This embodiment of the transport system makes it possible to increase the spans between adjacent supports up to 50-100 m or more.
  • the choice of the ratio of the interval between the supporting elements and the base length of the movable means will provide such an interaction of the multi-wheeled vehicle with the track structure, in which the stress-strain state of the main thread will be optimal in each indicated interval when the movable means moves.
  • the rail thread of the known systems is formed by string-type rails stretched between the anchor supports, a common feature of which is the presence of an extended body with an associated rolling surface and with a pre-tensioned longitudinal power body enclosed within it.
  • the rolling surface can be formed by the surface of the housing itself, for example, in the form of its upper part — the head, or it can be formed by a rail or a patch-type head mated to the housing. In any design variant, the rolling surface mating with the housing forms a smooth path for the support wheels rolling equipment, each of which gives a vertical load on the track structure.
  • the basis of the invention is the task of achieving the following technical goals:
  • a communication system comprising at least one stretched over the base, in the spans between the supports, the track structure in in the form of at least two rail yarns forming a rail track, each of which consists of a pre-stressed power element of the rail yarn coupled to an extended rail of the rail yarn with an associated rolling surface for wheel movable means, and movable means mounted on the track structure, the differences of which according to the invention consist in the fact that the cases of rail threads along the entire length of the track are connected to the body of the profile pipe located between them, forming a monolithic body of put the structure so that the height k, m, level position of the rail track varies within the height H K , m, of the pipe body during the span between the supports, increasing towards the middle of the span and decreasing in the directions of the supports forming it;
  • a pre-tensioned extended pipe power element is placed in the pipe interior so that the height /, m, of the level position of the pipe pipe power element varies within the height ⁇ ⁇ , m, pipe internal space during the span between the supports, decreasing towards the middle of the span and increasing in the directions forming its pillars.
  • Tension force T, N, track structure on anchor supports is determined by the ratio:
  • M, N is the load from the vehicle on the track structure (at the point of its maximum sag).
  • the volume of the extended internal space of the pipe outside the power organ is pipe cavity - filled with hardening material based on polymer binders and / or cement mixtures, or made empty (unfilled).
  • the force organs of rail threads and / or pipes are formed by placing a force structure consisting of prestressed extended elements in the respective pipe bodies and / or rail threads with filling voids in the cases between the elements of the power structure with a hardening material based on polymer binders, composites and / or cement mixtures.
  • the upper rolling surfaces are made at an angle a to the horizon, ranging from 0 to 45 °, the lower rolling surfaces are made at an angle ⁇ to the horizon, ranging from 0 to 45 °.
  • An alternative embodiment of a communication system is the implementation of rail-wire housings in the form of extended single-layer or multi-layer strips, which should preferably be tensioned with prestress.
  • Cases of rail threads can also be made in the form of extended profiles, which in cross section can be V-shaped, or U-shaped, or ⁇ -shaped, or T-shaped, or L-shaped, or C-shaped, or P -shaped profile.
  • figure 1 communication system Unitsky - General view
  • figure 2 is a cross-sectional profile of the body of the track structure
  • fig.Z is a diagram of the mutual arrangement of rail threads and the power element in the pipe body in a cross section of the track structure
  • FIG. 4 is a diagram of a change in the heights of the level position of the rail track in a longitudinal section of the track structure
  • figure 5 is a diagram of the heights of the level position of the power organ of the pipe in a longitudinal section of the track structure;
  • b 6 is a cross-sectional profile of the track structure housing with the fastening of the power organ in the pipe cavity by means of clamps.
  • the proposed Unitsky communications system (Fig. 1) comprises anchor supports 2 and intermediate supports 3 dispersed on the base 1 along the route. Suspension sections of one or more track structures 4 are stretched over the supports, stretched over the base between the supports and forming spans 5 of length L.
  • supports can be made of pipe-concrete bases, farms of various designs, buildings, structures, specially equipped landing and loading platforms for both passenger and freight routes.
  • Anchor supports 2 are also intended for placement on them of transitional sections of the track and / or communication components located in the structure of the system - pipelines for transporting liquids or gases and power supply and communication networks, as well as for fastening (anchoring) the tensioned elements of the power structures of the track structure.
  • the devices for fastening the power organs (and the track structure as a whole) in the anchor supports 2 are any known devices similar to devices used in suspension and cable-stayed bridges, cableways and prestressed concrete structures for fastening (anchoring) of tensioned power organs (reinforcement, ropes , high-strength wires, etc.).
  • the design of the anchor support 2 may vary depending on the installation location of the support.
  • the upper part of the support with devices for fastening the power organs, piping elements and communication networks on the anchor supports installed on the bends of the track, on linear sections of the track, in the mountains or at the ends of the track may be different, since the mentioned devices that determine the direction for transitional sections of the track must be smoothly interfaced with the suspended sections of the track in the spans between supports.
  • the shape of the anchor supports can also be determined by the fact that they are the location of the loading and unloading stations, traffic junction units (turnouts and turns) of the track structure or branching units of the pipelines of the communication system.
  • movable means 6 passenger and / or freight and / or passenger-and-freight, which can either be suspended from the bottom to the track structure, as shown in Fig. 1, or mounted on top of the track structure (not shown in the figure )
  • the tension force T, N, the track structure on the anchor supports is determined by the ratio (2): 20 ⁇ T / M ⁇ 500,
  • N is the load from the vehicle on the track structure at the point of its maximum sag.
  • the track structure At T / M ⁇ 20, the track structure, the stiffness of which on the span is determined by the tensile force T, will bend excessively when the moving load moves, especially when it is in the middle of the span. Therefore, the track structure will not be smooth and strong enough.
  • the track structure will be stretched excessively. This will require an irrational increase in the material consumption of both the track structure and the anchor supports perceiving this tension force T. Accordingly, the cost of the system in this case will be unreasonably high.
  • the track structure 4 is a rail track fixed to the supports 2 and 3, formed by at least two rail threads 7 (FIG. 2), between which a profile pipe 8 is placed, made mainly with a rectangular transverse section of the pipe profile, forming a track body 9 structure.
  • Rail threads 7 along the entire length of the track are fixed on the (opposite to the vertical) sides of the housing 9.1 of the pipe 8, forming with it a monolithic track structure.
  • the housing 9 is a cross-sectional profile of the housing 9.1 of the pipe 8 with symmetrically located relative to the vertical along its side to the outer sides of the profiles of the cases 7.1 of the rail threads 7, each of which is a prefabricated structured structure consisting of a prestressed (stretched) force body 7.2, enclosed in an extended body 7.1 of the rail threads.
  • an extended prestressed power member 8.1 of the pipe recruited from individual prestressed elements.
  • the extended cases of rail threads along the entire track are connected to the profile pipe body located between them, forming a monolithic body of the track structure so that the height to the level of the position of the rail track (see Fig. 3, Fig. 4 - line k) varies smoothly within height H To the housing 9.1 of the pipe 8 during each span 5 of length L between adjacent supports, increasing towards the middle of the span and decreasing in the directions of the supports forming it.
  • Figure 4 presents the curve line k from points defining the height to the level of the position of the rail thread 7 in the projection of a longitudinal section of the casing 9 of the track structure 4 over one span 5 of length L between the supports 2 (or supports 2 and 3).
  • a prestressed extended power member 8.1 is placed in the inner space of the pipe 8 so that the height / level of the position of the power member (see Fig. 3, Fig. 5-line I) varies within the height H p of the inner space of the pipe over each span 5 of length L between adjacent supports, decreasing towards the middle of the span and increasing in the directions of the supports forming it.
  • Figure 5 presents the line I curve of the points determining the height / level of the position of the power organ 8.1 in the projection of a longitudinal section of the hull 9.1 of the track structure 4 over one span 5 of length L between adjacent supports 2 (or supports 2 and 3).
  • the line k and line I curves in the span between adjacent supports are in the form of antiphase sinusoids with extremum points located in the middle and along the edges of the span. Giving these curves an arcuate shape with a maximum amplitude in the middle of the span eliminates the unevenness of the rail track due to the influence of temperature fluctuations both on the natural deflection of the power organ under the influence of the weight of the track structure and on the strength of its tension, taking into account the effect of the weight of the moving units.
  • this solution allows anti-bending of the rolling surfaces for wheeled vehicles, equal to the value of the span deformation under the calculated load, thereby increasing the evenness of the path at any temperature fluctuations in the environment.
  • the force organs of the rail threads 7 and the pipe 8 are formed by placing pre-tensioned extended elements 7.3 of the power structure of the rail threads and elements 8.3 of the pipe power structure in the respective cases 7.1 of the rail threads and the body 8.2 of the pipe power body with filling voids in the cases between the power structure elements 7.3 and 8.3 hardening material 7.4 for rail yarns and hardening material 8.4 for a power member of a pipe based on polymer binders and / or composites, or based on cement mixtures.
  • the fastening of the power element 8.1 in the inner space of the pipe 8 can be carried out by means of the fixing elements 10 (in figure 2, figure 6 are shown in dashed lines).
  • the fixing elements 10 can be any known technical solution that firmly connects the pipe power member 8.1 to the pipe body 9.1, such as rods 8.7 (Fig. 3, Fig. 5), studs, bolts, strips, otherwise, mounted on the body 9.1 and forming design sinusoidal landing profile 8.9 (figure 5) for the power organ 8.1 in the inner space of the pipe 8.
  • the placement of the power organ 8.1 in the inner space of the pipe 8 by means of the clamps 10 of the power organ is carried out with the distribution of the said clamps along the length of the extended casing 9 of the pipe and fixing them through intermediate segments of length m, and, on the side walls of the pipe cavity (Fig. 5).
  • the values of the length m of the intermediate segments between by clamps 10 of the power body, for example, in the form of rods 8.7, and the height H k , m, the pipe body 9 during the span between the supports should satisfy the condition (1): N k ⁇ t ⁇ 100 N k
  • the values of the limits of inequality (1) are determined by the following: - for m ⁇ N, the clamps are set excessively often, which leads to an increase in the material consumption of the structure and the complexity of the technology for its installation;
  • the clamps are installed so rarely that in the interval between adjacent fixing rods 8.8 the pipe body 9.1 will not be rigid enough, will begin to sag and there will appear undulation due to its own weight, even before filling the cavity 8.5 of the pipe with hardening material 8.6.
  • the fastening of the power element 8.1 in the internal space of the pipe 8 can also be carried out without the use of fixing elements 10. In this case, part of the internal space of the pipe 8 outside the power body 8.1
  • the cavity 8.5 of the pipe is filled with hardening material 8.6, which in this case acts as a retainer of the force member of the pipe in its internal space.
  • one or more bundles of power elements 7.3 and 8.3 of power structures can be used, respectively, from high-strength steel wire or from rods assembled a single beam or distributed over the cross section of the cavity housings 7.1 and 8.2, either one or several standard twisted or not twisted steel ropes and strands - pryadeygpolos, tape tubing and / or other ⁇ of extended elements and combinations of any of m high materials (not shown in the figures):
  • the voids in the cases between the elements 7.3 of the power structures of the rail threads and the elements 8.3 of the power organ of the pipe can be filled with hardening material 7.4 and 8.4, respectively, based on polymer binders, or cement mixtures that are rigidly bonded into one power structures of power bodies 7.2 and 8.1 with the corresponding cases of 7.1 rail threads and 8.2 power pipe organ.
  • the power element 8.1 of the pipe 8 can be implemented in any of the non-limiting configurations of the body 8.2 of the power element of the pipe and its dimensions relative to the internal space of the pipe 8.
  • the localization and fixation of the power member 8.1 of the pipe 8 in the inner space of the pipe with its separation from the cavity 8.5 of the pipe can be carried out by means of the body 8.2, limiting the power member 8.1 from all sides in the inner space of the pipe 8, as shown in figure 2.
  • the pipe 8 in the inner space of the pipe can be carried out by means of parts of the walls of the pipe body 9.1 and the internal partition 8.7 (FIG. 3) without forming the body 8.2 of the pipe power member.
  • part of the walls of the pipe casing 9.1 and the inner partition 8.7 limit the power body 8.1 with its separation from the pipe cavity 8.5 in the inner space of the pipe 8.
  • the cavity-8.5 in the inner space of the pipe-8-can- can be made— both with filling with hardening material 8.6 (see FIG. 2), and without filling with it (FIG. 6).
  • the hardening material 8.6 for filling the cavity 8.5 of the pipe 8 (as well as the hardening material 7.4 for rail threads and the hardening material 8.4 for the pipe body) can be made on the basis of polymer binders, composites or cement mixtures, as well as with the addition of corrosion inhibitors, plasticizers and / or other protective additives, which will provide a long period of protection of the power organ and the inner walls of the pipe from corrosion while increasing the service life of the structure.
  • the hardening material based on high-strength cement mortar will ensure the transfer of high contact stresses from the wheels of the moving units to the power member of the pipe.
  • the hardening material 8.7 for filling the cavity 8.5 of the pipe 8 can be of the same type and have the same composition, or can be of a different type and / or have a different composition depending on design parameters and technical feasibility.
  • An alternative embodiment of a communication system is the implementation of any or each of the cases of rail threads in the form of an extended single-layer or multi-layer strip, which should preferably be tensioned with prestress (not shown in the drawings).
  • the strip of rail thread 7 is tightly connected to the pipe body 8 by any known method of fastening, which provides the specified structural reliability, for example, by welding or placing strips of rail threads in special mounting sockets made integrally with the pipe body 8.1 or others.
  • the housing of the rail threads 7 can also be made in the form of extended profiles.
  • the profile configuration in cross section can be any of the known, such as V-shaped, or U-shaped, or ⁇ -shaped, or T-shaped, or L-shaped, or C-shaped, or U-shaped.
  • the track structure 4 can be attached by known methods, both monolithic in a single unit, and element-wise - power structures of power bodies 7.2 of the rail threads and the power body 8.1 of the pipe and, separately from them, the cases of 7.1 rail threads, the body 8.2 of the power body 8.1 of the pipe and separately the pipe body 8.
  • the upper and lower outer surfaces of the housings 7.1 of the rail threads 7 are associated with the corresponding rolling surfaces - upper 7.5 and lower
  • the upper rolling surfaces 7.5 are made at an angle a to the horizon, ranging from 0 to
  • the lower rolling surfaces 7.6 are made at an angle ⁇ to the horizon, ranging from 0 to 45 ° (see FIG. 3).
  • the basis of the system is that the rolling surfaces conjugated with the rail body form a rail track for the support and / or pinch wheels of movable means, the movement of which can be arranged by any of the known types of drive.
  • the lower value of the range of angles a and ⁇ of the inclination to the horizon of the rolling surfaces - from 0 ° - is determined by the condition of exclusion of the contact of the wheels of the pipe 8 when the wheels of the movable means 6 move along the track structure.
  • the upper value of the range of angles a and p of inclination to the horizon of the rolling surfaces - up to 45 ° - is determined by the condition for choosing the optimal value of the traction force, which is the result of the traction, friction, air resistance and others - determining the best parameters of movement in the light of a particular vehicle design.
  • the profiles of the case of rail threads can be symmetrical about the horizontal axis (Fig: 3) t: e.
  • the level of the upper rolling surfaces coincides with the angle ⁇ to the horizon of the corresponding lower rolling surfaces.
  • the profiles of the case of rail threads can be asymmetric with respect to the horizontal axis, i.e. the angle a to the horizon of the upper rolling surfaces is not coincides with the angle ⁇ to the horizon of the corresponding lower rolling surfaces.
  • the wheel movable means installed on the track structure can be configured to roll the wheels only along the upper 7.5 rolling surface, or the movable means are mounted on the track structure by means of wheel pairs consisting of the upper 11 wheels made with the possibility of rolling along the upper 7.5 rolling surface, and the lower 12 wheels made with the possibility of rolling along the lower 7.6 rolling surface.
  • both the upper 11 and lower 12 wheelset wheels can be traction (driving) or only the upper wheelset wheels can be traction (driving), and the lower wheels are pinch.
  • the lower 12 wheels of the wheelsets of the movable means 6 are equipped with a device providing an additional clamping force Q on the axis of the lower wheels in the direction of the lower 7.6 rolling surface.
  • the traction force necessary to ensure the movement of wheeled vehicles in the system is provided by any of the known types of engines with appropriate transmission and drive to drive (traction) wheels.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

Le système de communication de l'invention comprend une structure de voies (4) tendue au-dessus d'une base (1) de manière à former une voie de rail comprenant des fils de rail principaux (7) dont la particularité consiste en ce que les corps (7.2) des fils de rail sont reliés sur toute la longueur avec le corps (9.1) disposé entre eux d'un tube profilé (8) de manière à former un corps monolithique (9) de structure de voie, de sorte que la hauteur k, m, du niveau de position de la voie de rails puisse varier dans les limites de la hauteur НК, m, du corps (9.1) de tuyau sur la longueur de la travée entre les pylônes (2) et (3), de manière à augmenter vers le milieu de la travée et diminuer dans le sens des pylônes la formant, et l'espace intérieur du tuyau (8) comprend un organe de force précontraint (8.1) du tuyau, de manière à ce que la hauteur /, m, du niveau de position de l'organe de force du tuyau varie dans les limites de la hauteur Нn m, de l'espace intérieur du tuyau sur la longueur de la travée entre les pylônes, de manière à diminuer vers le milieu de la travée et augmenter dans le sens de pylônes la formant.
PCT/BY2017/000014 2016-06-20 2017-06-16 Système de communication Ceased WO2017219115A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EA201600630A EA031884B1 (ru) 2016-06-20 2016-06-20 Система коммуникаций юницкого
EA201600630 2016-06-20

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WO2017219115A1 true WO2017219115A1 (fr) 2017-12-28

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WO (1) WO2017219115A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3907117A4 (fr) * 2019-01-04 2022-10-05 Yunitski, Anatoli Eduardovich Systeme de transport de type câble
US12479667B1 (en) 2024-07-26 2025-11-25 Anatoli Eduardovich Unitsky Cargo transport complex

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3012521A (en) * 1959-06-15 1961-12-12 Gen Steel Ind Inc Monorail system
US3447481A (en) * 1966-03-14 1969-06-03 Gorham Universal Mfg Co Inc Locomotor and rail apparatus therefor
RU2223357C1 (ru) * 2002-05-30 2004-02-10 Юницкий Анатолий Эдуардович Транспортная система юницкого (варианты) и способ построения транспортной системы
EA006111B1 (ru) * 2004-07-09 2005-08-25 Анатолий Эдуардович Юницкий Транспортная система юницкого ( варианты ) и способ построения транспортной системы

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3012521A (en) * 1959-06-15 1961-12-12 Gen Steel Ind Inc Monorail system
US3447481A (en) * 1966-03-14 1969-06-03 Gorham Universal Mfg Co Inc Locomotor and rail apparatus therefor
RU2223357C1 (ru) * 2002-05-30 2004-02-10 Юницкий Анатолий Эдуардович Транспортная система юницкого (варианты) и способ построения транспортной системы
EA006111B1 (ru) * 2004-07-09 2005-08-25 Анатолий Эдуардович Юницкий Транспортная система юницкого ( варианты ) и способ построения транспортной системы

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3907117A4 (fr) * 2019-01-04 2022-10-05 Yunitski, Anatoli Eduardovich Systeme de transport de type câble
US12479667B1 (en) 2024-07-26 2025-11-25 Anatoli Eduardovich Unitsky Cargo transport complex

Also Published As

Publication number Publication date
EA201600630A1 (ru) 2017-12-29
EA031884B1 (ru) 2019-03-29

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