DE3812292A1 - Monorail - Google Patents

Abstract

Track for a monorail vehicle comprises a tubular rail 3 with a longitudinal strip 5 extending downwardly therefrom the rail being mounted on supporting columns 6. The rail is composed of sections removably connected via grooving and tonguing coupling (Fig 12). The rail vehicle 2 to travel on the rail 3 is supported on the rail by wheels 8 carried by fixed shafts 22 mounted in lower portions 23 of the vehicle structure which stabilizing means comprising further wheels 17 (Fig 3) may also be incorporated into the vehicle. <IMAGE>

Description

The invention relates to a monorail train.

A device or track (rails) is generally necessary just like some railroad cars.

As is known, in such an installation of tracks, Rails, the highest cost mainly in the structure elements.

The train according to the present invention shows a variety of Improvements in relation to other trains described above. The Improvements include the following:

The train goes gently into the curve because it is swinging and the center of gravity under the damping or beam lines lies.

The train has an aerodynamic shape and as a result of that structural design properties he shows a minimum of friction in operation regarding the adapted rail profile. It it is apparent that the train according to this invention has high Ge can reach speeds taking into account the above considerations, and that the commuting train and the An Linking the rails (rails) blocks is the best and the Contact between train and rail is defined by one constant pivot.

The train according to the invention overcomes the shaking or the Lateral movements since it is oscillating, and the center of the Gravity only moves to the side, but there is none Shake or brake as it is free and below the carrier point.  

The train according to the invention does not require guide wheels because he's swinging, and when the curve is reached, it gets in in an orderly and balancing way.

One of the biggest improvements is the minimal cost the tracks (rails), which represents a big saving, because small amounts of material are required and a system be loading tubes and ultra-conductive rail cars.

Usually produced in the wheels and the rail Friction is significantly reduced in the train according to the invention due to the tubular shape of the rails as well as because of correct installation in the track blocks, which reduces the friction remove in the side wheels so that shaking or sides motion can be eliminated.

The train according to the invention does not require side wheels.

This train has no difficulty with the differences of the Speed of the wheels in double track (rail) systems, because the wheels work on the rail.

The side damping that is produced in other types of trains will be corrected automatically because the train is swinging or by means of aerodynamic devices.

The train according to the invention has its own construction as described later, so that the derailment un is possible.

The connection in the track blocks corrects the changes of the thermal expansion. Such arrangements are not noticeable when the wheels cross over it.  

The weight of the rail car per unit length is based on that Minimum reduced on the train according to the invention, and allows that To pass through and with two passengers or seats at least arranged on the side which the rows of side seats define.

The rail composition can be significantly lower than that currently existing, taking into account the general Arrangement. This also represents a reduced cost factor.

On the other hand, since the train is based on an oscillating bearing system the rail and swinging with a wheel, of the roller type speaks, large horizontal stabilizing wheels don't he required, and part of the weight and friction are right reduced because these side gears must have constant pressure and on the other hand is shaking at high speeds largely removed.

The wheel rolling works on the tubular shaped rail press their groove, when in contact, are in a tangential line, because the rail deflection is about lower.

Half rolls can be adjusted.

They can be arranged in an advanced manner from others.

The contact points of these rollers with the tubular one Rail (track) can be different in the upper arch, depending on the inclination of the roller shaft, which in an intermediate position between horizontal and vertical.  

Likewise, every rail car is ultra-light, the wheels have to be shorter and the rail accordingly requires one lower composition and section.

Another improvement according to the invention is that the train does not need high ballast since the small sides wheels that can be placed inside an excessive Overcome roles, and accordingly the possibility that the Train can derail or jump, is overtaken, and thus will allow a very reduced weight, provided that the center of gravity is below the carrier line.

The rail shows a tubular shape that can be loaded with a material that saves costs so that the consistency increases.

This rail allows the train to lean freely into the Curves so that the passenger sits well without a side leg movement that is always uncomfortable and uncomfortable.

The wheels can have a rubber coating in their grooves, to reduce the noise level.

The seats can be arranged perpendicular to the longitudinal Direction of the pull axis, depending on the internal arrangement of this Rail car.

Each rail car is designed so that the luggage, dampers, Thrust bearings, water, installations and fuel, if any act at the lowest levels in the structure of each rail are arranged so that the center of gravity of the Zug is below the buoyancy line.  

The rail height is unimportant, even if safety in Must be taken into account in function with the Surface relief where the rail will be placed.

The train can run on electricity or fuel, which drives the machines directly on the rail, or by means of hydraulic machines.

The front drag is minimal because of the body of the It is narrow and of low height.

It becomes the balance or horizontal statics of the rail cars ranges from pumping water or fuel from one on the other side.

There is a damping system between the wheels or the shaft and the rail car structure, which is a spring, oil-pneumatic or can be of the air pressure type located between the wheel roller and the rail car roof. The best arrangement is in the lower level, so that the center of gravity is down is shifted.

The bearings can be arranged in series, i. H. a between that Roller wheel and the shaft and another between the shaft journal and the rail car body with which the friction Minimum. Tapered or inclined roller bearings are preferred arranged wisely.

The weight per unit of rail car lengths is minimal.

Some wheels or mechanical stop collars can be attached to prevent derailment.  

It is convenient to have the two halves in each rail car divided by the support line on the rail, and from the side view of the same area must ensure that the rail wagon is neither by wind nor by the Wing gusts are affected.

The seats must have the lightest weight possible.

The elongated wings on the rail carriages prevent this rolling oscillations at high speeds.

The train has side balancing flaps which cover the sides control oscillations with some pendulums or gyroscopes, and what are electrically powered flaps. This system will only used if a few rail cars are operated.

In gradients, the wheels or rollers can have rubber grooves maximum tack, mainly on machine operated.

The aisle can be in the center and the seats must be preferred run under the roller rail support line, even if it does above the center of gravity under the above carrier line should be.

The lower rail area has an amplifier that also is used as a carrier for the wheels and reduces shaking, and as an electrical core, with part of the ver is properly insulated.

The ends of the tubes have some molded parts with them two possible shapes, cones and conch, and one is fixed in the storage tower, and the other is released elongated to  to compensate for the rail expansion caused by the temperature is produced. This shape prevents the steps when that Bike is running.

According to the above, the train according to the invention allows some constructive and performance conditions that make it possible:

A high speed with minimal resistance from the Wheel friction and aerodynamic style, maximum comfort in the Curves, minimal rail (track) costs and accordingly the entire installation, the manufacture of which is made easier by arranging the rails, which are tubular.

The train is also particularly suitable in inclined countries, cities, Etc.

On the other hand, the train reaches high accelerations at the beginning of the Movement, the wheels do not lift off the rail, and a locomotive is not necessary given the small he required energy.

The train is structured and has short rail carriages and is that accordingly neither through the curves nor through plane changes impaired.

The train according to the invention, when operated electrically, pollutes doesn't clean the atmosphere.

It is an ultra light train and preferably made in Fiberglass with polyester and polyurethane foam inside.

According to the invention, the train has a rail structure made of vertical columns is shown, each in the upper part one  Channel shows which defines the rail support.

This carrier can be provided with some side plates that on the vertical columns or the rail support columns are arranged.

Each rail car shows a housing in the longitudinal shaft, for placing a shaft in the roller bearings or rollers, where a wheel scooter type is in contact with the cylindrical rails Area.

The train and each rail car shows lower walls, one of to them is the floor of the rail car. These walls are housings for cargo, installations, luggage, fuel, machinery, Water, etc.

The train and the rail cars have an aerodynamically shaped Body.

All railcars have vertical stabilizing blocks dizziness fins on their upper and outer part.

The link under the rail car is fan-like and is an organized arrangement.

The front of the train shows an area that is specially shaped, to prevent foreign materials from entering and the Can damage the pull attachment on the tubular rail.

The train also shows side drive wheels, from an un dependent machine.  

The train has side stabilizing flaps next to the upper ones vertical fins that prevent side oscillations, although tilting is allowed by centrifugal force.

The train can use conventional helicoidal springs of oil-pneumatic or have air type shock absorbers.

Braking is carried out by operating the machines and drive wheels and includes these electrically operated, using strong electromagnets.

Electrical or magnetic sensors can tilt the side Discover limitation and with the balancing devices work.

An application example is shown in the drawings a better understanding of both the manufacture and the Enable functionality. This example only serves for illustration and does not limit the present Invention.

Fig. 1 shows a perspective view of the train according to the invention.

Fig. 2 shows a side and enlarged view of the train according to the invention, partially in cross-section to show one of the drive wheels and the engine.

Fig. 3 shows a cross section through a rail car.

Fig. 4 shows another view in cross section, with respect to Fig. 3, and shows the arrangement of the rail car on the rail.

Fig. 5 shows an enlarged view of the roller clutch in the car with damping and bearings. The rail can be braked with the rollers that prevent derailment.

Fig. 6 graphically shows the oscillating movement of each rail car.

Fig. 7 shows a different cross-sectional arrangement with a different solution of half-rollers. These half rolls can be arranged in front of each other.

Fig. 8 shows a solution of the above arrangement with the shafts supported at both ends.

Fig. 9 shows another arrangement with a different type of half roll.

Figure 10 shows an arrangement of retractable wheels operating in the lower rail zone.

Fig. 11 shows a fixed wheel system in the lower zone to limit the inclination Be and adds a system for receiving the electric current by brushing.

Fig. 12 shows the rails in longitudinal connection, which allow the thermal expansion.

Fig. 13 shows another fixed type link system by nesting.

Figure 14 shows another arrangement of independent wheels that form the tube of such a roller.

Fig. 1 shows the train ( 1 ) including some rail cars ( 2 ), arranged on a tubular rail ( 3 ). This rail has a band ( 4 ) on the underside and is arranged on columns ( 6 ) and bearings ( 5 ). Rail carriages ( 2 ) can have vertical stabilizing fins ( 7 ) on the top for high speeds.

Within the rail car ( 2 ), Fig. 2, there is a drive wheel roller ( 8 ), driven by a machine ( 9 ). The rail cars can also have fins ( 10 ) to stabilize and compensate for the inclination at high speeds.

The rail car ( 2 ) can have a stiffened bottom part ( 11 ), which will absorb the strongest forces, and where the barges are installed for maximum depression of the center of gravity.

The rail car floor ( 12 ) is arranged on the stiffened floor part ( 11 ). This floor will preferably be located below the level of the rail ( 3 ), although it can also be above this level if the center of gravity is always below the rail ( 3 ).

The passenger seats ( 13 ) are arranged on the floor ( 12 ). Some steps ( 14 ) may be arranged to go up and reach the central aisle ( 15 ). The space ( 16 ) under the floor ( 12 ) is suitable for receiving the load, luggage, water, fuel, etc.

The rail carriages ( 2 ) can also have anti-derailing wheels ( 17 ), as can be seen in FIG. 3. These anti-derailment wheels, which are not in contact with the rail ( 3 ), can also be used to reduce the side tilt. A sleeve ( 18 ) is arranged in the central surface for dividing the rail car and the rail ( 3 ).

Fig. 4 shows a drive roller system ( 8 ) driven by the machines ( 9 ) as in Fig. 2. These drive rollers are provided with roller bearings ( 21 ) on the shaft ( 22 ) which are supported by roller bearings ( 19, 20 ) . These roller bearings are arranged in the housing ( 23 ).

Fig. 5 shows in detail one of these driving rollers ( 8 ) with shaft ( 22 ), arranged on the roller bearings ( 19, 20 ). The support housing ( 23 ) of the bearing is supported by damping springs ( 24 ), braked and held in position by a retaining edge ( 25 ) in the support housing ( 23 ) and in a stiffened floor zone ( 11 ) of the rail car.

Fig. 6 shows a graph of the oscillating movement of each rail car, the roller bow or the support area ( 26 ) in the rail ( 3 ), depending on the inclination of the rail car. The center of gravity of the rail car has the number designation ( 27 ) and ( 28 ) denotes the movable arc of the center of gravity. It can be seen that any shaking or oscillating along the arc ( 28 ) will take place that is not in the same direction of the rail or rail car as compared to the existing traditional vehicles of this type.

Fig. 7 shows a view similar to Fig. 4, wherein the half-rollers ( 29 ) rest on the rail ( 3 ) and are used as drive wheels. These half rolls are arranged on the shaft ( 22 ) by means of the same system as described in FIG. 4. The shaft is fastened by the bearing ( 19 ).

Fig. 8 shows an arrangement as in Fig. 7, where the shaft of the half-rollers ( 29 ) is arranged between upper and lower bearings ( 19 ). The bearing support housing ( 23 ) is linked to the rail carriage support by springs ( 24 ) in position by means of the holding corners ( 25 ).

Fig. 5, 7 and 8 show a support or arm (24 a), ver welded with the support (23) which moves by means of the extension (24 b) in the rail car structure (2) with a shaft. The above carrier or arm ( 24 a) has damping springs ( 24 ) which absorb the shocks in the vertical line.

Another arrangement is shown in Fig. 9, where a different type of half-roller ( 30 ) is included as driving wheels resting on the rail ( 3 ) and they are arranged with the shafts mounted in bearings ( 19 ) arranged in Carrier housings ( 23 ) as previously described.

Fig. 10 shows an arrangement with anti-derailment wheels.

These wheels are linked in retractable forks ( 31 ). The retraction is carried out at high speeds, but at low speeds the wheels can be more or less distant from the belt ( 4 ). The rotation shaft of the fork ( 17 ) is provided with the reference number ( 32 ).

The lateral inclination of the rail carriages can be achieved with fixed wheels ( 17 ), Fig. 11, which rest on the belt of the lower rail ( 4 ). This band ( 4 ) contains an electrically conductive rail block ( 34 ) which is a cutout from the band ( 4 ) by means of electrical insulation ( 35 ).

The brushes ( 33 ) are in contact with this block ( 34 ) to switch on. There are two brushes, upper and lower, as shown in Fig. 11.

FIGS. 12 and 13 show two possible coupling systems between rail track blocks (3). In Fig. 12, each track block ends with an axial male pin, which is used as a guide, while the other end ends in a female housing ( 37 ). Both ends can also have tongue and groove couplings with male axial elements ( 38 ) and a female axial element ( 39 ) opposite each other. With this rail extension solution, it is possible to work without risk of decoupling the track blocks.

Fig. 13 shows a tongue and groove coupling, made with a male helical element ( 40 ) and a female groove-shaped element ( 41 ), so that a closure is achieved.

Finally, Fig. 14 shows another possible arrangement of independent wheels ( 42 ) with a circular distance between them, so that the bearing surface of these wheels forms the curve of the rails ( 3 ).

Since the nature of the invention has been described sufficiently and just as you put them into practice, it must be indicated that the arrangements shown above, described in the drawings, can be modified in details without departing from the principle of the invention to deviate.

Claims (17)

1. monorail, driven by machines which drive the drive wheels and work on the rail, characterized in that
that in this track the rail is cylindrical and has a band on the lower side,
the rail being mounted on a support, connected to the pillars by some resistance elements and pillars which allow the train to travel on its own land,
the train being on the rail, by means of wheels and rollers, adapted by bearings in the corresponding shafts, which are arranged in side panels,
and in a lower level determine the track structure which shows other wheels under one of the wheel rollers which prevent derailment,
the train in each rail car has damping below the wheel arch line and because there is a distance coupling in each of the two running blocks of the rail, by means of tongue and groove. 2. monorail according to claim 1, characterized, that the drive wheels are operated by independent machines will. 3. monorail according to claim 1, characterized, that the elements that prevent derailment come together are made up of some wheels that are close to the Structure that supports the rail, arranged under the Beam in a radial sense.   4. monorail according to claim 1, characterized, that each of the shock absorbers is mechanical and oil-pneumatic. 5. monorail according to claim 1, characterized, that the contact of the wheel with the rail takes place along an upper circular path of the rail with different roles or pit inclinations. 6. monorail according to claim 1, characterized, that the contact of the wheel with the rail corresponds to a tangential surface is performed. 7. monorail according to claim 1, characterized, that the contact of the wheel with the rail in two sides and opposite points is carried out. 8. monorail according to claims 1, 6 and 7, characterized, that the wheel roller has a rubber coating on its groove top has area. 9. monorail according to claim 1, characterized in that the connection between two rail blocks of the rail is made through the openings in the sense of the rail, working with an increasing width towards the inside, where some parts are attached, oriented in the same sense are on the other end of the track,
and a decreasing section towards the outer side surface of the rail. 10. monorail according to claim 1, characterized, that each of the rail carriages has one or a few at its upper end stabilizing vertical fin (s) at high speed shows. 11. monorail according to claim 1, characterized, that each rail car has a side control fin on the side shows to avoid oscillations as well as side stabilizing fins at high speed. 12. monorail according to claim 1, characterized, that the rail is composed of a cylindrical tubular part, loaded with the appropriate material, that gives the rail the required consistency. 13. monorail according to claim 1, characterized, that the rail support is arranged on the side and along some Tapes shows for electrical wiring and recording of the Brush when the train is powered electrically. 14. monorail according to claim 1, characterized, that she has arched shaft wheels under the wheel rollers, through which the railcars settle on the rail where look at the surfaces of the arched shaft wheels and next to these areas, near the bottom Bands on both sides and that they are used for loading limit the shaking of the rail wagons.   15. monorail according to claim 1, characterized in
that the rail carriages have wheels under the support and that the wheels reduce the oscillating bearings which are arranged on the rail opposite the lower elongate belts,
the bearings have an outer wheel opposite the strip,
the bearings being retracted when the train is traveling at high speeds but the outer wheels are closed at low speeds relative to the belt and they are used as stabilizing elements. 16. monorail according to claim 1, characterized, that the wheels rest on the rail and show a profile at 90 ° with a half-roll shape. 17. monorail according to claim 1, characterized, that the rail cars rest on the rail by means of the Wheel sets, the set being axially separated and the wheels of each well are coplanar and on the upper side of the Seat circumference, in a cross section with a Amplitude of 180 °.