CA2790120A1

CA2790120A1 - Transport system

Info

Publication number: CA2790120A1
Application number: CA2790120A
Authority: CA
Inventors: Lennart Hoeglund
Original assignee: Individual
Current assignee: Individual
Priority date: 2010-02-18
Filing date: 2011-02-17
Publication date: 2011-09-15
Also published as: SE1200564A1; US20120304886A1; JP2013520347A; WO2011112134A1

Abstract

The advantage of the railway is that it can have trains for generally high speed, if the curves have very large radius. For this to be generally possible the trains must be able to run in steep slopes. When driving wheels are pressed against the rail head sides a double drive force from friction is achieved and controlled by separate force independent of the weight of the train. The carrying wheels are made free from lateral forces by suspended them in cardan rings and call cardules. The driving wheels running on the rail head sides are also only steering if no force is applied. The switches can be free from movable parts. Wheels against flank rails parallel to the outermost rails keeps the train left in the switches. Double-rotor motors give the driving. They can be attached to the wheels on the rail head side, but also to the carrying cardules. Such motors can also be placed within the carrying wheels, in cardules and in the driving wheels on the sides. The rails can get trapeze form. With tube formed rails they can be filled with cables and sand for isolation from noise.

Description

TRANSPORT SYSTEM
Definitions Flank rails are new rails parallel to outermost rails in a switch.
Flank wheel is a wheel with vertical axis down on the sides of carriages.
Railector is a rail switch with flank rails.
Railect right is e.g. to perform a right pass through a railector.
Cardule is a cardan suspended carrying wheel.
Steer and drive wheels are running on the rail head sides.
Background Wheels on rails shall manage a number of functions. To make it possible for the carriage to run on rails the wheels must carry it. The wheels shall be steered to follow the rails. The wheels shall drive the carriage. The wheels shall follow a switch to selected track or run into common track at the switch.
This wheels with flanges, conic rings and friction can manage all above, which is an achievement.

A very strong shortage is nevertheless the inability to run up hills. From that it follows that the acceleration will be limited. Conic wheels with sinus run claim that the rails are laid with great precision.

The concept with rail is so strong that it in general application has existed for soon 200 years and is still the best transportation method. Here an analysis of the classical rail road will be made in order to find solutions among others to the problem mentioned.

The carrying capacity of the wheels is increased if the contact surface to the rail is made large. The wheels ought to be completely cylindrical and the rail completely plane. No wheel can run perfect both on straight track and in curves. One could make standard curves and lift and sink wheels.

2 As an illustration to how complex the analysis will be a solution will yet be given to a perfect rolling of cylindrical wheels in curves.

On straight bands cylindrical wheels can roll without slipping. If one bends a band in the edge direction, the band will buckle. One can give this buckling sinus form with a suitable wavelength. Let the band be an inner rail in a curve. Make another rail in the same way, but with the sinus form in counter phase and the wavelength increased in proportion to the increased radius. Place cylindrical wheels just across in the curve. Let them rotate freely in rectangular cardan ring with the front-rear axis moved down to the level of the bands, by letting the rectangular ring reach down to and on each side somewhat past the bands. Place upside down U-links in front of and rear the cardan ring in level with the bands. Place for the purpose especially formed beams ahead and behind the wheels on the arc formed top of the U-links, which top shall lie in the mean level of the bands. Place another two wheels on the band on a distance corresponding to a number of wave lengths and add half a wavelength. Place a beam between the left end on the specially formed girders ahead and rear.

Place in the same way a girder between the right ends. Connect the midpoints of these girders to the carriage or a cross going girder. When the wheels tilt and roll forward the carriage will run plainly.

Sins the cylindrical wheel is difficult to steer a compromise, which yet improve, is needed. The contact surface will be made as broad as possible and rolling will be made perfect on straight tracks sins such shall be tried to attain in order to avoid strong centrifugal forces.

The play in the edges of the wheel will be used for giving the wheels rolling properties in curves by tilting the wheels. The wheel axis then needs to be tilted.
Some mechanism could detect the curve radius and tilt the axis according to the detection. One can also put an axis into the turning center. Then one can seek for mechanisms, which more intimate automatic control the tilt of the wheel to correct

3 value.
The wheel axis gets a mechanical connection to short axis ahead and rear the wheel. The suspension of cardan type occurs. These short axes, geometrically called the front-rear axis can be placed in level with the wheel axis or over or under. This gives a possibility to trim the properties. The wheel profile can vary about a circle profile with its center in the front-rear axis, which give another parameter for trimming the wheel running. The cardan suspension of the wheel gives "naturally" the name CARDULE.
Short description of the figures Fig. I shows a sphere rolling on a latitude circle.
Fig. 2 shows cardan suspend wheel.
Fig. 3 shows cardules centered on the rail by means of wheels, which can lay aside a rail with rectangular cross-section.
Fig. 4 shows the cross-section of a Vignol rail with wheel, steering and driving wheel against the two sides of the head.
Fig. 5 shows how the rail is completed with flat bar between the surface under the head down to the foot.
Fig. 6 shows how the rail in Fig. 5 gets reinforcements between the flat bar and the rib.
Fig. 7 shows bars with trapeze formed cross-section make the steer and drive wheels lie against massive steel.
Fig. 8 shows a rail from an up and down U-bar on a flat bar. In the tube arisen there lie cables.
Fig. 9 shows rail built of up and down U-bars and flat bars with conductors in the tubes.
Fig. 10 shows solid trapeze formed rail.
Fig. 11 and 12 show how railectors, which are swtches for steering wheels, are built from squarely cut rails without slots between them.
Fig. 13 shows a cross-section of a track with railectors containing a flank rail and boggy with steer and drive wheels and flank wheel.

4 PCT/SE2011/000029 Fig. 14 - 19 show an example of sequences for how the steer wheel rise and lower during turns to the left in a railector.
Fig. 20 shows how a cardule can be made by front - rear bearings are replaced with spherical sliding surfaces under a rim.
Fig. 21 and 22 show how rolls in the periphery of the carrying wheel have a front -rear axis of its own.
Fig. 23 shows how every second thick and narrow rolls are carrying.
Fig. 24 shows how a wheel is made sliding on its axis.
Fig. 25 shows how a railway carriage with broad gauge is loaded with cars, which drive in and out transversely in a railway carriage.
Fig. 26 shows how comfortable and roomy a carriage will be on broad gauge railway.
Fig. 27 shows how cardules is steered by not carrying steer wheels with flanges on the inner side of the rails.
Fig. 28 shows how a double-rotor motor can drive the steer and drive wheels and how they by means of eccentric axes are pressed together against the rail.
Fig. 29 shows double-rotor motor inside a wheel is driven by DC supply via brushes in the axis center.
Fig. 30 shows a pole shoe of folded bands. Such pole shoes are placed between two rolls of band with windings.
Fig. 31 shows elements with pole shoes of folded and bent bands are placed in a row with the pole shoes side by side.
Fig. 32 shows how cardules and steer and driving wheels are sitting displaced on a track with standard gauge.
Fig. 33 shows a train with three carriages where the cardules in the ends are completely steered by steer and drive wheels while the cardules between the carriages are steered to its location laterally by steer and drive wheels and to its angle by the half angle between the cars.
Fig. 34 shows steer and drive wheels, which have almost horizontal axes and flanges, but no carrying load surface.
Fig. 35 shows boggy with cardules, which have steer and drive wheels. They run against the side of the rails, which are allowed to have variable gauge.
Mechanism keeps the carriage between the cardules.
Description The basic geometric form of the rolling is that the front - rear axis and the wheel

5 axis intersect and that the wheel carrying surface is a part of a sphere, which is the case on Fig. 1. A cardule is shown in Fig. 2 with a rail 1 on which there run a wheel 2 with the axis 3 in a square cardan ring 4 suspended in front and rear mounts 5 with front-rear axis 6. The mounts are in the cardule holder 7.

The steering is not needed to be very just. If a side wind presses the carriage the wheel will tilt slightly around the cardule front-rear axis, which is close to the center of gravity of the wheel, which thus tilt easiest and making the cross friction force negligible. The rectangular cardan ring has so low weight that the bending forces on the wheel axis will not be appreciable.
The driving will also be flexible. The cardule is well suited to drive. The friction force, which goes forward or backward can be maximally exploited because no cross forces exist.

A cardule where axis and wheel change place is shown in Fig. 2 A. An axis 8 has hole with bearings for a front rear axis 9, which sit in the inner ring 10 on a bearing for the inner ring 10 on a bearing for the wheel 11, which run on the rail. In order to adjust the gait the front-rear axis can be placed other than in the diameter.

On Fig. 3 is shown a driving containing cylindrical steer wheels 12, 13 which roll correct against plane sides on the rail head. The steer wheels are mounted on a ring 14 with axis 15 in the carriage body. The steer wheels can also be made conical as in Fig. 4. With the steer wheels 16, 17 driving, the possibility arise to sometimes not let them press against the rail 1, but also to apply the force, which is needed for wanted acceleration and primary run ascent and securely slow down by the returning of the breaking effect.

6 Wheel against the rib 18 is easy to apply as in Fig. 5A. This however claim that this steering and driving wheels are given an horizontal movement before they are lifted in order to pass railectors with fixed seamless rails, which can be used when no flanges are on the carrying wheels. The rib must be smooth and preferably with uniform thickness to make a steel wheel roll well.

Wheels with solid rubber have fewer demands and can be useful because they wear modest claims when used with heavy pressure only when running on hills and are accelerating. The rails have better be lifted for the steering wheels to run freely.

The rail rib can by superstructures be made thicker as in Fig. 5A by e.g. a square bar 19, a not symmetrical U-bar or a square tube. Then a wheel can run against the rail head sides on plane tracks, but in hills with wheels with strong pressure against superstructures.

The rail can be completed in different ways. With flat bars 20 from under the head down to the foot as in Fig. 5B the contact surface to the drive wheels can be many times larger. Wheels with rubber coating can also here be used. The cross forces in the contact surface will be negligible, making the bending forces in the axes also negligible. This keeps the weight of the wheels down.

The flat bars can be fixed in the foot but with a slot to the head, making it possible to fill the space wit concrete 21 and then be closed.
Bracing 22 with flat bar as in Fig. 5C can also be used. There is known also how the rail UIC60 and the foot and a portion 23 of the rib from the rail SJ43 can be put together to ra all which withstand great pressure from the drive wheels. Rails for industry tracks need as a rule not be very precise made as the speed often is low there. The superstructures on the rails make them stiffer, which increases the buoyancy

7 With cardules running on the head it is an advantage if it is flat and wide.
This can be made with a superstructure 24 as in Fig. 6. The super head can get tilted sides making the steer and drive wheels cylindrical when their axes are not vertical.

The super head can reach down to the foot as in Fig. 7, so that broad drive wheels 26 can be used and give increased drive forces. The sides can be braced with crimped coarse plate 27 and concrete. The rails construction can get increased buoyancy, so that shorter trains with heavier carriages can be used.

The superstructure on Fig. 7 can be used also with vertical sides. Of cause cog-wheel driving shall not be ignored. The function will probably be better on rails with driving on the sides. The cog-wheel shall probably have an axis of its own and down shift because when it is to be used the driving is heavy. The cog- wheels should be protected when not used.
New rails can be made rectangular and with trapeze form 29. They can reach the extreme form of being solid 30. Variants are shown in 8, 9 and 10.

Now when steeper hills can be managed, old lines can be straightened and new lines made straighter. This is a new Principe of building railways where the parts of the tracks will be built for those driving forces which are required and the driving wheels is activated where the driving forces are needed. If the rails are soiled so that slipping occurs, then the pressure on the driving wheels will be increased. Old lines can be used and new lines can go where one wish without worrying much for hills. This reduces intrusion into natural and built consent.

Now when the load-carrying wheels have no flanges the rails in the railectors, which are switches for the use steering wheels, can be made without joints as in Fig. 11 and 12. The flank rails 32 along the railectors outside the outer rails keep the carriages within the railectors. The other steering wheels will be lifted or forced up. The rails 33 in the railector need not be made pointy, but the end will have a sloop.

8 A railector with a boggy down under a carriage is shown in cut in Fig. 13. On the rail 1 a carriage is buried by cardules 2. The steering and driving wheels 16, are in position for ralect to the left. A flank left wheel 34 is driven with a gear 35 against the railector left flank rail 32. The steer and drive wheels can be pressed together with wires 36, 37 between their hubs.

How the railectors can be implemented in steps is shown in Fig. 14 to 19. The position at which the description of the railector will be made corresponds about Fig. 17. In Fig. 14 shows classical steering between the rail heads with the inner steer wheels 38 and 39.

The squares are rails, horizontal rectangles are steer wheels, hatched horizontal rectangles are flank wheels and vertical rectangles are flank left rail or flank right rail or two railector flank rails. When two tracks shall go together to a single track the outer rails outer sides will be free from branching. In Fig. 15 a left outer steer wheel 40 has gone down together with the left flank wheel 41. At the right rail the left steer wheel 39 goes up. This is initiated by the signal systems, witch start lifting mechanisms, but which otherwise will be automatically performed by ramp up to the plane surface of the railector area, which has the same level as that of the top of the rails.

In Fig. 16 the boggy reach the flank rails. The left flank rail 42 is affecting the flank wheel 41, so that the steer wheel 40 is tight to the left rail. The right flank rail 43 goes free. Then the right steer wheel 38 can be lifted as in Fig. 17 so that it goes free over the railector area.

The signal system detects when the railector area is passed and press down the nearest inner steer wheel 38 shown in Fig. 18. After this the steer wheel 39 goes down and at last the steer wheel 40 with flank wheel 41 goes up as shown in Fig.
19.

9 One option is that the right flank rail 43 has a slopping roof as in Fig, 18, which can press down the flank wheel 45 and thus the steer wheel 44 as in Fig. 19, if the signal system has not before done this. Then the steer wheel 39 goes down and the steer wheel 44 goes up if one want to go back to the initial state. Sins the rails in the railector area are fixed and has no joints it can be made for how large curvature radius as any. This railector is thus suitable for very fast trains.
When wheel pairs with intermediate shaft are not used the floor can be lowered allowing for two floors. The thick strong hubs need not be used in the cardules.
Other wheels which do not take up the cross forces are shown in Fig. 20 to 24.
A
truncated ball 46 on a truncated sphere 47 on an axis 48 as in Fig. 20 is a wheel which has no forces transversely when it rolls. It can get some elasticity by making a ring slot with rubber ring 49 and on this a ring 50 on which the truncated sphere 47 sits carried on its inner broader ring slot followed with elastic material 51 to the sides of the inner slot, which has tightening rings 52.

Depending on the operating conditions spokes and the corresponding part will be so week that they allow cross movements. Totally fabulous materials are in the pipeline.

Truncated cone-like rolls partly inside each other in a ring as in the cross-section in Fig. 21 give a wheel without lateral forces when they roll. The rolls have bearings 54 in one to the rolls customized ring 55, which continue with spokes going to the hub 57. The wheel sides look like the Fig. 22.

A similar wheel with alternately big 58 and small rolls 59 partly within each other are in Fig. 23. They have the axes 60 and 61, which are going to the hub 62.

A wheel, which slide on an axis take up very small side forces, but need a side way fixing of the axis and also a controlled turning round a vertical axis to be useful. On Fig. 24 there are two bearings 63 and 64 in which there is an axis with a wheel 66. The wheel has a kind of tire 67 of a thin ring which can be deformed a little so that it can lie flat against the ground or rail. The tire lies and is steered 68 in a low greased grove.

5 The next step in the improvement is to increase the width of the carriage to appropriate dimensions. The gauge affects the economy in all parts, the comfort and the adaptation to its purpose of the passenger carriage. Also goods-wagons are to narrow, which was realized from Swedish Patent Gazette first page 1981-08-10. The drawing is shown in Fig. 25 with conventional length.
There are machines, which maintain lines in a very effectively and fast way.
This depends among other things on the fact that rails are in place. Thus lines can easily be made broader to double gauge with machines, which run on the existing rails. The chose of gauge will of cause be a popular 2W generation that is to say the two rails 69, 70 will be left so that one rail will go in the middle between a broad standard line to the rail 71 as in Fig. 26. The carriage runs in a railector to the left with the steering wheel 40 down, but the left flank wheel 72 is freely rotating or has a motor of its own, which only needs to manage the friction when a railector passes. The left flank wheel runs against the flank rail 42. The steering can alternatively be made with the railector wheel 73, which is on a flank foundation 74 on the side of the railector.

With a wheel house 75 in the carriage the floor will be reach the level of the platform and the doors between the carriages will get a lot of space. Two floors can easily be used without making the carriage non stabile. Two beds 76 on the cross get space between the outer walls. If the carriage is divided in half and passage is in the first floor then two rooms, well sound isolated, can be packed with beds. 18 beds in the length will fit in the cross-section.

If the load is ore the middle rail could be left so that further wheels could carry the weight. That wheels need to resist taking up cross forces, even if the outer wheels have flanges. Because the wheels with flanges are cone shaped, the roll diameter varies and thus the middle wheel shall roll freely.

Old carriages with standard gauge can also run on a track with new rails. Now the transition to 2W can be made in steps during a long period. Fig. 27 show two cardules 2 and four flange cones 78 attached with bearings 79, 80 in a boggy frame 77 and two cardule holders 7 with brackets also for the front-rear axes, which can be assembled to run in regular switches and during a transition period.
Cars can easily run crosswise into a wide carriage.

Carriages can have sleeping compartments on both sides of a corridor with light from the ceiling. Berths get space in all day carriages. When one also can get space for three floors one realizes that the trains will be short, stabile and with small air drag.

With flexible wheel system and sand in the rails the train will run calm and quit from e.g. coast to coast.

In a trapeze rail magnetic force can be used to pull the wheels against the rails. In Fig. 8 the side surfaces are partly made of nonmagnetic material e.g.
stainless nonmagnetic steel. A DC current in a wire inside the trapeze rail drive a magnetic field which goes round and strongly through iron wheels.

The electric motor can be made with lower weight. That which normally is the stator gives bearings in a new housing and is allowed to rotate in the opposite direction as the rotor. The new tube formed axis will be provided with slip rings for 3-phase AC or DC voltage. The axis can go to a gear where the rotation direction of the one axis will be changed and the torque performed from one axis.
Concerning the steer and drive wheels 16, 17 which rotate in different directions is the using natural e.g. as in Fig. 28. An electric motor 81 has the rotor axis going to a simple gear 82, which drives the one drive wheel 17. That which normally is the stator has bearings allowing it to rotate in the opposite direction goes to a conical cog-wheel in a second simple gear 83, which drives the other drive wheel 16.
The bearings of the drive wheels 84, 85 are interconnected with arms 86, 87 and eccentric pin 88 in the arms, so that the driving wheels can be pressed against the sides of a rail 1. The hidden axis 89 shall perhaps be used for the driving of a cardule from the same motor.

The cardule can have a motor inside the wheel, as in Fig. 29 where also an inverter and a planetary gear is used. Brushes 90 are in the center of and from each end in a tube formed axis 91 with another brush against a small ring a 3-phase voltage can be entered directly to the motor. From the collectors 92 wires go out to the converter 93 inside the rotor 94. On the rotor there are a winding 95, which feeds with the 3-phase voltage. The rotor has also inner cog-wheels 96 to a planetary gear. The planet wheels 97 are attached to a disc 98 on a tube axis 99, which sits on the bearing 100 on the tube formed axis 91, which outside has a flange 101 for the attached to a not shown cardan ring 4. On the opposite side sits only a tube formed axes 102 with flanges 103.

The outer cog-wheel 104 of the planetary gear sits inside the cardule wheel 2 whose sides are carried on the tube axis 99, 102.
When the DC voltage will be delivered to the rotor winding, this generate a circulating magnetic field. This drives the rotor in one direction and the wheel in the opposite direction. The Coriolis forces can with the rotation in different directions be balanced to tilt the cardule in the curves.
Of cause one shall not forget magnetic forces. The transmission of the magnetic field to a motor from the ground to the train can be effective with large pole-shoes as in Fig. 30 and 31. When the electro-plate is folded in the top of the pole-shoe with a radius, which is larger than the plate thickness the magnetic field is spread out in the air gap so that the magnetic resistance in corresponding degree decreases without an increase of the pole-shoe weight.

Fig. 30 shows a pole-shoe of band folded to a trapeze formed pack with rounded folds. The pack is squished in a center part. The ends are bent upwards to a pole-shoe with straight top 105. These pole-shoes are between rolls 106 of band with windings 107 on.

Fig. 31 shows pole-shoe of band folded to long trapeze formed pack with rounded folds. The pack is bent on two places 108, 109 with the ends upturned to straight tops 110. A number of these U-formed cores are laid in a row with the poles side by side.

If a cardule on an existing line with standard gauge is used then the wheels under a carriage can lock like Fig. 32 in a train with the speed which now can be reached. Against the left rail 1 there are a pair of steer wheels 16, 17. In front of them the wheels is shown in the cardule. In front of this is a pair of steer and drive wheels. The right rail has its steer and drive wheel opposite to the left cardule etc.
The steer wheels has namely I m diameter why they can't sit opposite on the rails without being displaced. From 2 conventional wheels with flanges to 2 cardules and 8 steer and drive wheels, at lest 5 times greater driving force can be achieved.
The comparison can be made with a usual boggy between carriages with 4 wheels or two bogies with 8 wheels, but the weight is distributed between the wheels, so that the total drive forces is unchanged. The steer and drive wheels can however be pressed against the rail as strong as one like.
On Fig. 33 is shown the wheels in a train with three carriages and the double gauge. Those cardules 201, 202 which are sitting in the ends are steered to their direction and position by the four steer wheels 203. The cardules 204 between the carriages are steered to their direction by changing direction with half the angle between the surrounding carriages. This can be achieved with a number of mechanisms. The cardule positions are steered by the two steer wheels 205.
There the driving force can be increased 3 times.

How roomy it will be is shown by the fact that there is space for double doors between the carriages. A flank rail 32 and a flank wheel 34 are also shown.

The permanent problem for the railway is the rigid gauge. The consequences are many. Different gauge arose, causing factories to build many types of carriages, passenger to change train and goods to be reloaded. It is of cause costly to rebuild lines to standard gauge. The carriages are as a rule made only for one gauge, but it has become necessary to make carriages for a couple of gauges.
The use of the cardule makes it possible to give the carriage a limited lateral movement. The cardule can be steered with wheels with flanges on booth sides and be more or less or not carrying. With locked gauge between the wheels an outer flange can be lifted when passing old switches. Optionally the switches can be built for double flanges.

The steering of the cardule, but also ordinary wheels can be helped up hills.
This can be done as in Fig. 34 with two wheels 301 and 302 with outwards tilted axes 303, 304 without bearing surfaces on both sides of the rail, but with wheel flanges 305, which with bearings 306, 307 and devices 308, 309 are pressed against the sides on the rail heads 310. It will not be perfect rolling. With carry devices where left and right wheel system (cardule and steer wheel or steer magnets) are steered by its rail the wheel system can be allowed to run in a different direction and on different distances from each other.

The advantage with this is that the trains can change gauge without hinder, but also that the gauge can be adapted to the situation. For preventing the trains to roll over inwards in steep curves with high superelevation when the sped is low and not roll over outwards when the speed is high the gauge can be increased.
With cardules the problem has its solution by increasing the gauge only in the curves. Where the ground is clay the embankment can be broadened, the sleepers extended and the gauge increased to make the track harder. New lines can be built with broad gauge and with broader carriages, which give better comfort and more effective use of the materials.

In Fig. 35 is shown a boggy with a cardule 8 running on the left rail 1. On the right rail is a cardule 320 running with otherwise the same parts as on the left wheel, but mirrored on the right rail 321, which not need be parallel with the left rail 1.

10 The cardule 8 is steered with two front steer wheels and two rear steer wheels 16, 17 against the sides of the rail head, which can have extra height.

The steer wheels can be replaced with steer magnets. There profiles can be used, which correspond to the flanges on the usual wheels, so that they can run on 15 ordinary switches. The steering can also be driven in e.g. hills where a linear motor together with the rails will be made and provided with electric energy preferable in magnets in the rails.

When also the steer wheels are driving they will be forced together with great force from e.g. wires, which lie on sheaves on the steer wheel axes, so that blocks in tackles are achieved. The wires are bent to follow the steer wheel sides and put the pressure of the wheel arms 86, 87 on the rail head sides.

The cardule axis with bracket sits in a broad left cross bar 322. The steer wheels are also brought together with cardule holder 323 to the left cross bar 322.

From the right cardule 320 is the right cross bar 324 coming.

The connection of the cross bars 322, 324 to the carriage can be made on many ways. Here this is illustrated with the slipping of the left cross bar 322 over the right crossbar 324. They have an elongated hole where a center axis 325 goes to the carriages marked with the beams 326, 327. They are kept together while the steer wheels move them side wards when the rails have varying gauge along the line.

In order to make the drawings readable the center parts have been made small, but in the reality they shall go the way out to the cardules to withstand the load with reasonable dimensions. The beam 326 is drawn translucent around the center axis 325. The cardule is here of the type with front-rear axis inside the bearings and a cardan bearing in the middle on the front-rear axis inside a cross axis.

Claims

1. Railway characterized in that the carriages and engines are carried by wheels essentially free from cross forces and that they are steered by wheels, which can be mainly free from cross forces and steer devices like slide blocks, magnetized wheel, magnets, windings which are pushing and polling against the rail heads and driven by wheels and magnets on a line with rails, which has along the line varying gauge.

2. Railway according to 1 and 2 characterized in that at points there are added flank rails parallel with the outermost rail making a railector, which steer the carriages and engines against one of the outermost rail heads by steer and drive wheels and on the carriages and engines low on their sides have flank wheels with vertical axes steer against a flank rail.

3. Railway according to 1 characterized in that the carriages and engines are steered and railected with steer mechanisms, which can be driving against the rail sides, which are shaped for this like rails with trapeze formed cross-section.

4. Railway according to 1 characterized in that the carriages and engines have double-rotor motors, which drives the steer and carrying wheels and thus the lines instead of switches have railectors.

5. Railway according to 1 and 2 characterized in that the carriages and engines has steer beams low sitting on their sides and that flank bars going parallel to the outermost rails have wheels which roll on the beams when passing a railector.

6. Railway according to 1 characterized in that the carriages and engines have wheels free from cross forces and a rolling surface, which is a part of a sphere, part of an ellipsoid, a cylinder surface and a saddle surface and the wheels sit in a cardan suspension, cardule, with ring whose axis taps are front-rear going.

7. Railway according to 1 and 6 characterized in that the carriages and engines have rolling surface on the wheels which are modified with different form on right and left side, like conic and deviations from those named surfaces, which give better steering and creep laterally and thus reduce tilting of the wheels.

8. Railway according to 1 characterized in that the carriages and engines has steer wheels, which has tilted axes and are adapted to the rails with conic contact surface against Virgil rails and cylindrical surface against rails with tilted sides like trapeze formed four edged tubes and of flat bars and from U-profiles composed tube formed rails with sand and cables.

9. Railway according to 1 characterized in that the carriages and engines has steering wheels with vertical axes and rolls against the rail sides.

10. Railway according to I characterized in that the carriages and engines has the carrying wheels steered by wheels with flanges on the inner sides to manage going on ordinary tracks and switches.

11. Railway according to 1 characterized in that the carriages and engines has the carrying wheels steered by wheels with flanges on both sides for running on lines with variable gauge.

12. Railway according to 1 characterized in that the carriages and engines run on ordinary rails superimposed with flat steels, rods part of rails superstructure on the rail heads, superstructure on the rail down to the foots and that in different degree for different stiff hills and acceleration parts.

13. Railway according to 1 characterized in that the railectors has completely rigid rails, with partly fillings between the rails, which can lift steer wheels, and make railectors for the trains with contact surfaces outside the outermost rails and has flank rail with a r without row of wheels, which the train with or without flank wheels can be flush to and thus sits parallel to and outside the outermost rails.

14. Railway according to 1 and 13 characterized in that the steer wheels can be lifted, which is controlled from signal and communication with the railector system, at the driver and from central, but also with mechanical force if they sit in down position when they run into a railector.

15. Railway according to 2 characterized in that the one type of wheel, which is free from cross forces consists of a fix wheel with ball formed possibly springy carrying surface an which sits a moveable springy ring with spherical inner surface and suitable outer surface.

16. Railway according to 1 characterized in that one type of wheel consist of cone shaped rolls with bow formed generatrix with the radius as big as the wheel radius form the wheel ring by being made to rotate on after each other sitting axes composed and with material fixed in the hub.

17. Railway accordirig to 1 characterized in that one type of wheel consist of big and small symmetrical rolls with bow formed generatrix with the radius as big as the wheel radius form the wheel ring by in order every second roll being made to rotate on axes composed and with material fixed in the hub.

18. Railway according to 1 characterized in that it has one type of wheel, which are dressed with warped ring, which is fasten with cogs, bands, taps and gables and sit on an axis, which is made for sliding in its bearing and is steered with some mechanism by the position of the rail.

19. Railway according to 1 characterized in that the trains have broad carriages for cars, which will be let in from one side and out from the other side and that the cars can be packed like a bookcase.

20. Railway according to 1 characterized in that the bodies for 2W, 3W
etc. will be built with many floors, corridors, lifts, doors between bodies and belvedere.

{21. Railway according to 1 characterized in that double-rotor motors rotate the drive wheels provided from the steer wheels by pressing them against the rail and rotate the cardule.}

22. Railway according to 1 characterized in that double-rotor motors, which both rotors via built in gear drives the wheels and are provided with voltage via brushes in the center of the axis and that the inertia moment in the rotors compensate Coriolis-forces to a dimension capable of functioning.

23. Railway according tol and 3 characterized in that the driving in especially hills with linear electric motors as steer devises made with pole-shoes of electro-plate folded along and cross the motor with greater radius than the plate thickness, so that light pole-shoes spread the magnetic field and reduce the magnetic resistance in the air gap.

24. Railway according to 1 characterized in that the motors are made with pole-shoes as in claim 20 but placed circularly.

25. Railway according to 1 characterized in that cardules run on each rail and are steered via cardule holders which at the ends are provided with steerings like steer wheels, turn wheels, steer plates and steer magnets and that the cardule holders are fastened to crossbars, which carry the body e.g.
by an vertical axis through long holes in the cross bars, so that the cardules can follow a line with flexible gauge and keep the body centered by means of centering mechanism e.g. of Z-links between the cardule holders and the vertical axes.

26. Railway according to 1 and 2 characterized in that the steer wheels has almost horizontal axes and are pressed with axial bearings against the rail head sides.