scm_vertebral_train/vtg_a.trainunit#DisplayName
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Vertebral train unit A
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Tren vertebrado unidad A
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scm_vertebral_train/vtg_b.trainunit#DisplayName
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Vertebral train unit B
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Tren vertebrado unidad B
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scm_vertebral_train/vtg_c.trainunit#DisplayName
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Vertebral train unit C
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Tren vertebrado unidad C
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scm_vertebral_train/vertebral_train.trainrecipe#DisplayName
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Vertebral Train Goicoechea
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Tren Vertebrado Goicoechea
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scm_vertebral_train/vtg_depot.raildepot#DisplayName
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Vertebral train depot
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Depósito tren vertebrado
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scm_vertebral_train/vtg_station.railstation#DisplayName
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Vertebral train station
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Estación de tren vertebrado
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scm_vertebral_train/vtg_tunnel.railtunnel#DisplayName
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Vertebral train tunnel
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Túnel de tren vertebrado
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scm_vertebral_train/vtg_beams.rail#DisplayName
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Vertebral train beams
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Bigas de tren vertebrado
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scm_vertebral_train/vtg_chain_signal.chainrailsignal#DisplayName
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Vertebral train pre-signal
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Señal Pre-aviso tren vertebrado
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scm_vertebral_train/vtg_regular_signal.railsignal#DisplayName
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Vertebral train signal
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Señal tren vertebrado
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scm_vertebral_train/vertebral_train.research#DisplayName
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Vertebral train system
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Sistema Tren Vertebrado Coicoechea
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scm_vertebral_train/vertebral_train.research#Description
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The vertebrate train of Las Palmas de Gran Canaria this vehicle required, by its own design, a track totally incompatible with the existing railway network, based on long concrete beams on which the composition supported by independent treads located on the sides of the vehicle and not in its lower part, as is usual in conventional trains or cars. According to its inventor, in this way it was achieved that the train was non-derailing, by placing the center of gravity in the same plane as the additional guide wheels and, therefore, the tipping torque was zero.
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El tren vertebrado de Las Palmas de Gran Canaria este vehículo exigía, por su propio diseño, una vía totalmente incompatible con la red ferroviaria existente, basada en largas vigas de hormigón sobre las que debía rodar la composición apoyada en rodaduras independientes situadas en los costados del vehículo y no en su parte inferior, como es lo habitual en los trenes o automóviles convencionales. Según su inventor, de este modo se lograba que el tren fuera indescarrilable, al situar el centro de gravedad en el mismo plano que las ruedas adicionales de guiado y, por lo tanto, el par de vuelco era nulo.
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