Abstract
The ultralight two track train that does not derail, made up of one or more ultralight wagons and aerodynamic, oval or semi-oval transverse profiles, characterized in that the wagons carry vertical or inclined wheels or pulley wheels in their lower area and supported by the chassis of the wagons, which rest and roll on a pair of vertical or inclined rails, the channels of the pulley wheels are supported and held on the head of circular, semicircular or semi-oval section of the rails, the heads of the rails being trapped with the pulley wheels, adding pairs of wheels that use a common axis, the rails are coupled and fixed tongue and groove to the sleepers or to some monolithic structures or channels, the sleepers are fixed using the track system on concrete slab, using electrical supply means, propellant means and reducing means of the front, rear and lateral resistance of the wagons, adding wheels with permanent magnets or with electromagnets that are attached, or run close and attracted by the rails.
Claims
1. Ultralight two-track train that does not derail, made up of one or more ultralight wagons and aerodynamic, oval or semi-oval transverse profiles, characterized in that the wagons carry vertical or inclined wheels or wheels-pulleys in their lower area and supported by the chassis of the wagons, which rest and roll on a pair of vertical or inclined rails, the channels of the wheels-pulleys are supported and held on the head of circular, semicircular or semi-oval section of the rails, leaving the heads of the rails trapped between the wheels or pulley wheels, adding pairs of wheels that use a common axis, the rails are coupled and fixed tongue and groove to the sleepers or to monolithic structures or channels, the sleepers are fixed using the track system on (or on) concrete slab, using electrical power supply means, propellant means and reducing means of the front, rear resistance and side of the wagons, adding wheels with permanent magnets or with electromagnets that are attached, or run close to and attracted by the rails
2. Ultralight train according to claim 1, wherein the axles of the pulley wheels are supported by fat boxes, mechanical or air bearings.
3. Ultralight train according to claim 1, wherein the wagons are built with Kevlar, carbon or glass fibre and aluminium or magnesium alloys, the tracks are made of stainless steel with the head of the rail and the rolling channel of the pulley wheels hardened.
4. Ultralight train according to claim 1, wherein the sleepers are one or two prestressed concrete blocks.
5. Ultralight train according to claim 1, wherein the mechanical damping between the wheels and wagons is carried out with a rubber cover around the axles or bearings that support the ends of the axles, on their covers or on the support elements of the themselves.
6. Ultralight train according to claim 1, wherein a mechanical damping is used, with helical pneumatic or oleo-pneumatic springs.
7. Ultralight train according to claim 1, wherein the electrical supply is carried out with batteries or fuel cells.
8. Ultralight train according to claim 1, wherein the electrical supply is carried out from the ground, it is captured and sent through the rails or through large fixed plates that act as capacitors with others in the lower or lateral area of the wagons, the rails make ground or a second plate is used for it.
9. Ultralight train according to claim 1, wherein the wheels adopt different inclination values in the rows of wheels on each side of the wagons
10. Ultralight train according to claim 1, wherein the rails and pulley wheels are placed inclined and convergent with each other, with the convergence or divergence towards the lower middle zone.
11. Ultralight train according to claim 1, wherein the rails are placed vertically and inclined pulley wheels are applied to both sides of its head.
12. Ultralight train according to claim 1, wherein the rails are placed on the sides of monolithic and continuous concrete structures or channels.
13. Ultralight train according to claim 1, wherein the rails are embedded in the slots that carry the sleepers or channels, with a gap where an adhesive or complementary metal plates are inserted to adjust the rail in its correct position.
14. Ultralight train according to claim 1, wherein the rails are made of ferromagnetic material and use magnetic wheels which attract the wagons against the rails to avoid or reduce their tendency to separate from each other.
15. Ultralight train according to claim 1, wherein the rails are embedded in slits that carry the sleepers or the sides of the ribbed structures, in a tight way or with a clearance that facilitates the introduction of an elastomer, adhesive, elastic mortar or complementary metal plates and adjust the rail to its correct position.
16. Ultralight train according to claim 1, wherein the rails use, in addition to the concrete slab track, the existing systems: embedded rail, direct support, indirect support, blocks covered with elastomers, monolithic with sleepers, sleepers covered with Elastomer, Sleepers on slab, Floating slab with sleepers, Slabs on non-elastic mortar and Floating slab without sleepers.
17. Ultralight train according to claim 1, wherein for propulsion and reduction of the front and rear resistance the front suction fans and rear impellers are used, with optional ducts (48 and 49) that facilitate and channel the air flow.
18. Improvements according to claim 1, wherein some sensors measure the separation between the wheels and the rails, if there is separation the current of the electromagnets increases.
19. Improvements according to claim 1, wherein the electromagnets are fed sequentially attracting only those in the advance zone, or a rotating magnetic flux is applied.
20. Improvements according to claim 1, wherein retaining wheels attack the rails in the area under the head thereof, preventing their derailment.
Description
BRIEF DESCRIPTION OF THE DRAWINGS
[0038] FIG. 1 shows a schematic and partially cross-section view of a wagon and track with the system of the invention.
[0039] FIG. 2 shows a schematic view and partially cross-sectioned of a single-piece sleeper with two rails and wheels inclined towards the lower central zone.
[0040] FIG. 3 shows a schematic and partially cross-section view of a single-piece sleeper with two rails and wheels inclined towards the upper central area.
[0041] FIG. 4 shows a schematic and partially cross-sectioned of a crossbeam joined by a bar or steel brace, with both rails and wheels inclined towards the upper central area.
[0042] FIGS. 5 to 9 show schematic and partially sectioned views of wheels with variants of electromagnets arranged in different ways. These and those with permanent magnets can contact the rails or run with a small gap with them.
[0043] FIG. 10 is a schematic and perspective view of a partially cross sectioned monolithic channel-like structure portion of a sleeper variant with the support wheels.
[0044] FIG. 11 shows a schematic and perspective view of a partially cross-sectioned monolithic channel structure portion with hollows that determine sleepers in its lower zone, of a sleeper variant with the support wheels.
[0045] FIG. 12 shows a variant of single piece sleeper with vertical rails and pulleys inclined on both sides.
[0046] FIG. 13 shows a perspective view of a three-piece sleeper portion used to replace deteriorated sleepers and a vertical rail as in FIG. 12.
[0047] FIG. 14 shows a perspective view of a track formed by multiple single-piece sleepers.
[0048] FIG. 15 shows a perspective view of a track similar to that of FIG. 11. This has the soul of the rails partially embedded in the structure or support channel.
[0049] FIG. 16 shows a perspective view of a track similar to that of FIG. 10. This has the soul of the rails partially embedded in the structure or support channel.
[0050] FIG. 17 shows a perspective view of a system of independent rails, without sleepers with their skids fixed to the plate (25).
[0051] FIGS. 18 and 19 show portions of monolithic channel type structures cross-sectioned with two external current collector circuits using capacitors for their capture or transfer.
[0052] FIGS. 20 and 21 show schematic and frontal views of variants of two types of wagons.
[0053] FIGS. 22 and 23 show schematic and plan views of variants of two types of wagons.
[0054] FIG. 24 shows a schematic and partially cross section view of the wall of a car with a friction reduction system using air bubbles.
[0055] FIGS. 25 and 26 show schematic and perspective views of two end portions of two possible types of rail heads. Which tongue and groove with other similar allowing to correct longitudinal dilatations.
[0056] FIG. 27 shows the wagon or train arranged on rails mounted on a concrete support plate. FIG. 28 shows a schematic and partially cross-section view of a pair of pulley wheels joined by an axis and arranged on two vertical rails.
[0057] FIGS. 29 and 30 show schematic and partially cross-section views with the same rails of FIG. 28 with independent and inclined pulley wheels.
[0058] FIG. 31 shows a schematic, front and partially cross-section view of the wheels and rails of FIGS. 28 to 30 seen and used simultaneously.
[0059] FIG. 32 shows a view similar to that of FIG. 28, but the axle carries an electrically insulated joint and adds side retaining wheels.
[0060] FIG. 33 shows a schematic and partially cross-section view of a system of inclined wheels with lateral stop wheels.
[0061] FIG. 34 shows a schematic, side and partial view of a wagon with multiple micro-grooves on its surface.
[0062] FIGS. 35 to 38 show schematic and partially cross-section views of standard wheel systems with side retaining wheels.
[0063] FIGS. 39 and 40 show schematic and side views of two permanent magnet wheels.
DETAILED DESCRIPTION OF A FORM OF EMBODIMENT OF THE INVENTION.
[0064] FIG. 1 shows an embodiment of the invention, with the wagon (1) of an ultralight train, which uses on the sleepers (2) two rails (4) on which the throats of the inclined pulley wheel are supported (5). Each of the pulley wheel are held independently by the support forks (6), whose rod or plunger is inserted in the damper (7). Using the Züblin system, the sleepers are attached to the main plate (CBL) and optionally to the base plate (HBL) placed on the antifreeze protection layer (FPL) with the lag screws (3). The connection between the main plate (CBL) and the sleepers and the base plate (HBL) can be damped with a layer (20) between them. Any other fastening system with the plates can be used. The damping can also be of any other known type.
[0065] In all cases the axes of the wheels-pulleys support or rest on bearings or gears, but for high speeds it is preferable the fat boxes and even better the air or magnetic bearings, given the little weight that the wagons have.
[0066] FIG. 2 shows the sleeper monoblock (2), at whose ends upper zone that tongue and groove with inclined the rails (4) with rounded or semicircular head and on which rest the pulley wheel (5). The holes (21) are for placing the lag screws. The channels where the rails are inserted are covered by a metal plate (9) of reinforcement.
[0067] FIG. 3 shows the monobloc sleeper (2a), in whose upper area the rails (4a) with a rounded head are tongue and groove with and inclined and on which the pulley wheels (5a) rest. The holes (21) are for placing the lag screws. The channels where the rails are inserted are covered by a metal plate (9a) of reinforcement.
[0068] FIG. 4 shows the sleeper of two blocks (2b) joined by the strut of laminated steel (10), in whose upper area the rails (4b) with rounded or semicircular head are tongue and groove with and inclined and on which the pulley wheels rest (5b). The holes (21) are for placing the lag screws. The channels where the rails are inserted are covered by a metal plate (9a) of reinforcement.
[0069] FIG. 5 shows the wheel (72a) formed by four electromagnets (73) arranged radially, this idler wheel rotates on the rail around the axis (71) producing the magnetic attraction on the rails, by means of the electromagnet, which passes through its proximity
[0070] FIG. 6 shows the wheel (72b) formed by multiple electromagnets (73) arranged radially, this idler wheel rotates on the rail around the axis (71) producing the magnetic attraction on the rails, by means of the electromagnet, which passes through its proximity
[0071] FIG. 7 shows the wheel (72c) with an electromagnet (73) whose only coil coincides with the axis of rotation (71) and whose attraction collaborates with the pulley wheels in the anti-slip protection.
[0072] FIG. 8 shows the wheel (72d) formed by multiple electromagnets (73) arranged parallel to the axis, this wheel rotates idly on the rail around the axis (71) producing magnetically attraction on the rails, feeding the electromagnet, which passes through its proximity. FIG. 9 shows the wheel (72e) formed by multiple electromagnets (73) arranged radially. It rotates crazy around the axis (71) producing the magnetic attraction on the rail (4x, 65), by means of the electromagnets (73), sequentially with the brush (74) that applies the current to each of the electromagnet coils that pass through that area, applying it to the strips or sliding plates (75), the circuit closes through the wheel and the rail to ground
[0073] FIG. 10 shows the monolithic structure or channel (22) with the rails (4) and the pulley wheels (5).
[0074] FIG. 11 shows the structure or monolithic channel (22a) with its bottom formed by sleepers generated when creating the cavities (32), with the rails (4) and the pulley wheels (5).
[0075] FIG. 12 shows the monoblock sleeper (2b), the pulley wheels (5) and the cylindrical head rails, tongue and groove with the sleepers in holes reinforced with metal parts (9).
[0076] FIG. 13 shows a schematic view of a sleeper portion (2a) subdivided into three parts, (2n) of the ends that are coupled to the central portion (2m) by means of a lag screw that is introduced into the channel (14), which part of both subdivision. The separation line between both is (13). The rail carries in one on both sides projections (11), which are housed and hooked in lateral sub-channels (12) that the sleeper channels carry for the housing of the rails. In the housing of the rail in the sleeper carries a reinforcement plate (9). It is used to replace a damaged sleeper. The piece (2n) can be larger for greater consistency.
[0077] FIG. 14 shows the single-piece sleepers (2a) and the rails (4a).
[0078] FIG. 15 shows the structure or channel (22) mounted on the main plate (25) and the rails (4d) tongue and groove with the ends or sides of said channel
[0079] FIG. 16 shows the structure or channel (22) mounted on the main plate (25) and the rails (4d) tongue and groove with the ends or sides of said channel
[0080] FIG. 17 shows the independent rails (4) and without sleepers, whose skids (7t) are fastened with the lag screws (3) that are embedded in the main plate (25). The lag screws are shown without the fixing clips but must be applied to prevent loosening them.
[0081] FIG. 18 shows a structure or monolithic channel (although made of concrete) (2), the rails (4), the external current generator (40) that applies one end to ground (45) and the other, or phase, to the fixed plate (41) of the capacitor. The plate (42) of the capacitor moves with the wagon and is applied to the primary (43) of a transformer that reduces and applies the voltage to the secondary (44) and from this it is applied to the rest of the wagon's devices.
[0082] FIG. 19 shows a portion of monolithic structure or channel (2), the rail (4), the external current generator (40) which applies both ends to the fixed plates (41) of the capacitor. The plates (42) of the capacitor move with the wagon and are applied to the primary (43) of a transformer that reduces and applies the voltage to the secondary (44) and from this it is applied to the rest of the wagon's devices.
[0083] FIG. 20 shows the front of the wagon (1) and a pair of fans (46) in counter-rotation. These fans may be embedded in the wagon
[0084] FIG. 21 shows the front of the wagon (1) with a single front fan (46). In this case, it uses straightening fins behind the fan, not shown in the figure, which prevent the rotation of the flow and the torque of the wagon.
[0085] FIG. 22 shows the wagon (1), the front fan (46), the rear fan (47). It uses some optional conduits (48 and 49) that facilitate and channel the flow of air. The axes of the fans and their supports are not shown.
[0086] FIG. 23 shows the wagon (1) the pair of frontal fans (46), the rear fans (47). It uses some optional conduits (48 and 49) that facilitate and channel the flow of air. The axes of the fans and their supports are not shown.
[0087] FIG. 24 shows the main wall of the wagons (50) the external porous wall (52) and between both the pressurized chamber (51) with the air (53), which leaves through the porous plate according to the arrows (54).
[0088] FIG. 25 shows one end of a tubular rail head, which is tongue and groove with a similar one.
[0089] FIG. 26 shows one end of a rail head of compact type, which is tongue and groove with a similar one. Both in this, as in the previous case, the wheels do not accuse their displacement because they tend to rest on the area of the lateral joint.
[0090] FIG. 27 shows the train or wagon (1) and the rails (4d) of the structure or channel (22) on the main plate (CBL). In this case the fans are not applied.
[0091] The structures or monolithic channels (22) must carry drainage holes not shown in the drawings.
[0092] FIG. 28 shows the cross member (2) with the holes (21) for the lag screws, the rails (4x) with their vertical webs embedded in the cross member and the pair of pulley wheels (5x) supported by the shaft (60).
[0093] FIG. 29 shows the same system of rails and sleepers as in FIG. 28 but with independent and inclined pulley wheels (5), converging towards the lower zone.
[0094] FIG. 30 is similar to FIG. 29 but with the inclined wheels converging towards the upper area FIG. 31 carries two pairs of vertical pulley wheels (5x), joined by an axle (60) with an insulating piece (61) in its central area, and several inclined pulley wheels (5) which surround and trap inclined rails, prevent derailment. FIG. 32 is similar to FIG. 28 but adds the side detent wheels (63) that prevent derailment.
[0095] FIG. 33 is similar to FIG. 29 but adds the side detent wheels (63) that prevent derailment. FIG. 34 shows the wagon 28 with the microgrooves (64) through which air is blown from the inside.
[0096] FIG. 35 shows the standard wheel (66) its axis (60) on the standard rail (65) that adds the horizontal retaining wheel (63). You can add the magnetic wheels.
[0097] FIG. 36 shows the standard wheel (66) its axis (60) on the standard rail (65) that adds the inclined stop wheel (63). You can add the magnetic wheels.
[0098] FIG. 37 shows the standard wheel (66) its axle (60) on the standard rail (65) that adds two horizontal stop wheels (63), one on each side.
[0099] FIG. 38 shows the standard wheel (66) its axis (60) on the head rail (67) with its oval sides, on which the retaining pulley wheels (68) act, one on each side.
[0100] FIG. 39 shows the permanent magnet wheel (69) magnetized in the N-S direction parallel to its axis.
[0101] FIG. 40 shows the multiple permanent magnet wheel (70). With its axis of rotation (71).
