ES1213424U - Ultralight indescarrilable train of two rails (Machine-translation by Google Translate, not legally binding) - Google Patents

Abstract

Indescarrilable ultra-light train of two-rail tracks, of the type that use light weight wagons and two rails, characterized in that it comprises one or more ultralight wagons and aerodynamic cross-sections, oval or semi-empty, and for rolling a grooved rails and wheels inclined in its lower area, whose periphery is semicircular or semi-elliptical section, supported by the shock absorbers and the chassis of the wagons, which have independent axes and lean and roll inclined on one or both sides on semicircular or semi-elliptical channels and equally inclined parts forming part of the head of the rails, the wheels being trapped between said grooved rails, the rails are coupled and fixed tongue and groove to the sleepers or to a channel or monolithic grooved structure, the sleepers are fixed using the track system in (or above) concrete plate or on ballast and fastened with lag screws, having a means of propulsion and power supply. (Machine-translation by Google Translate, not legally binding)

Description

INDESCARRILABLE ULTRALIGERO TRAIN OF VIAS DE DOS RAlLES

FIELD OF THE INVENTION In land transport vehicles, amusement parks, toys, and especially high-speed trains.

STATE OF THE TECHNIQUE. Current experimental levitation systems, such as maglev, use excessively expensive routes, their operation is very complex and they need an enormous amount of energy for their displacement, which makes them impracticable, being confined to the experimental field. Conventional trains are excessively heavy, producing high friction and high energy expenditure. The airplanes do not have friction by rolling, although if by the air, and the energetic cost is high. The present invention solves these problems, using ultralight trains, and simple and economical tracks.

DESCRIPTION OF THE INVENTION

Object of the invention and advantages

Provide a simple, economical, practical, indescarrilable, aerodynamic and low maintenance train, which by reducing energy reduces pollution and protects the environment.

Using an ultralight train, of very reduced weight per meter in length, which results in more economical tracks and at a lower total system cost, which together with the reduction of aerodynamic and friction resistance, provide great energy and pernlite savings high speeds

Use an indescarrilable system that does not need as in the current trains a great weight to avoid its derailment, which produces a great friction. Thing that does not happen with the present system.

Be able to use wagons with a monocoque fuselage open through its lower area.

Use a low-light ultralight train with an aerodynamic or oval transverse profile and slightly crushed so it is little affected by the side wind

Use rubber, pneumatic, strapping or helical spring damping.

The bearings can be air or magnetic and between the wheels and rails are

They can apply air jets that try to prevent it from contacting the rails, and in all cases reducing the pressure between them. Use a rail temperature regulation system that prevents dilation

or contraction This is especially useful on rail tracks without splices.

Use an elastic, cushioned, simple and secure rail fastening system, in plate, although you can use existing systems: Embedded rail, Direct support, Indirect support, Elastomer coated blocks, Monolithic with sleepers, Elastomer coated sleepers , Naughty on slab. Floating slab with sleepers, Slabs on non-elastic mortar and Floating slab without sleepers.

Instead of the sleepers, it can carry a monolithic, rectangular or trapecial U-shaped structure or channel open from the top whose vertical or inclined lateral ends support the rails.

Damping prevents or reduces vertical and horizontal oscillations.

To be able to develop high speeds, competing with airplanes in medium distances, not having competition in the short ones, being able to reach 600 km / h. The TGV has reached a speed of 574.8 km / h. but only for a moment and without security.

For toys you can add a remote radio control system.

Current technical problem

Current trains need expensive tracks, great weight to adapt or adhere to them and avoid derailment, do not acquire very high speeds, are very affected by the side wind, have great energy expenditure and therefore are not very ecological. It can be said that they are not up to date with respect to other technological advances. The present invention solves said problems.

The ultralight, untractable train with two rails, consists of a train with one or more ultralight wagons and cross-oval or semi-oval aerodynamic profiles, with wheels in its lower area whose periphery is semi-circular or semi-elliptical section, supported by the shock absorbers and the chassis of the wagons, which have independent axes and lean and roll inclined on one or both sides on a semicircular or semi-elliptical channel and equally inclined that forms part of the head of the rails, the wheels being trapped between said ribbed rails . The rails are coupled and fixed tongue and groove to the sleepers or to a monolithic channel or channel structure, and a steel plate or an elastomer is added between them. The tongue and groove is effective enough to avoid getting out of its housing but if it allows its disassembly or extraction using levers with nails at its ends. The sleepers are fixed using the track system on (or on) concrete slab, which is a type of railway that has a high quality, reducing maintenance costs. Its placement is done without ballast and consists of a concrete plate that transmits to the platform tmiformly distributed tensions and of lower value than with ballast. The ballast system can also be used by securing concrete tracks or plates with screws.

The track in plate or track on concrete plate, improves the quality of the track and decreases the excessive maintenance cost.

Through the hollow core of the rails the circulation of a cold or hot gas or liquid fluid is allowed to maintain the temperature of the rails and prevent their expansion or contraction respectively. The circulation of temperature regulating fluid can be achieved by attaching a conduit to the rail, which carries the regulating fluid. Ducts adjacent to the rails can be used inside the plate.

To support the axles of the wheels, grease boxes, bearings or gears and preferably air or magnetic bearings are used. The latter, together with the low weight of the wagons, produce very low friction and therefore low energy expenditure. Monocoque wagons can be used.

The wagons are of greater length than the typical lengths of the current wagons, or of greater length-to-width ratio thereof and very light in weight using carbon fiber, glass or kevlar, or alloys of aluminum, magnesium, etc. in this way the weight per meter is minimal and therefore that of the tracks, which is also reduced by separating the rows of travelers, from each other. You can reduce the weight using two or three seats per row. For this reason and because of the lower friction resistance, the energy required for propulsion is very small.

The tracks can be made of stainless steel, with the rail head or the hardened raceway. They can also be made of ferromagnetic material and use magnetic wheels which attract the cars against the rails to avoid or reduce their tendency to separate from each other.

The rails can be embedded in slits that carry the sleepers, tightly or with a slack that facilitates the introduction of an elastomer, adhesive, elastic mortar or complementary metal plates and adjusts the rail to its correct position.

The rails can carry on one or both sides some triangular-shaped projections, which are housed and hooked on lateral subchannels that the channels of the sleepers carry for the accommodation of the rails. Partially block or secure the rails in their housings. They allow with small effort the disassembly of them.

You can use an elastic, cushioned, simple and secure rail fixing system, using concrete track, and you can also use existing systems: Embedded Rail, Direct Support, Indirect Support, Elastomer Coated Blocks, Monolithic with sleepers, sleepers coated with

elastomer, Slabs on slab, Floating slab with sleepers, Slabs on non-elastic mortar and Floating slab without sleepers The sleepers will preferably be monobloc type of prestressed concrete or two blocks of prestressed concrete joined together by a steel brace. The propulsion is achieved with electric or explosion engines, gasoline, diesel

or turbines. Electric motors can be applied directly to the wheels. The power supply can be applied with batteries, with fuel cells or by electrifying the rails.

The electric current applied from the ground can be picked up and sent along the tracks, being picked up with wheels whose periphery carries multiple filaments, which rotate and rest on the rails with the same tangential speed as these and whose axes of said wheels transfer the current to some vats with conductive liquid, from whose vats the current is obtained statically. For high speeds and when the wheels do not contact the rail because they are separated by the air jets, the current can be applied by circulating it with large capacitors formed between the track and the rail.

Guidance is achieved automatically with the wheels and channels of the tracks. The generally metallic wheels can be covered by an elastic cushion layer and can be placed on the outside of the wagons.

The channels of the tracks have a deep throat, which contributes along with their inclination and that of the rails to prevent derailment. Between said throat and the wheels, jets of pressurized air can be applied by means of injectors to avoid or try to prevent the wheels from contacting the rail, thus levitating the wagons totally or partially also reduces friction

In addition to traditional mechanical damping, with coil springs or strapping, pneumatic or oleopneumatic damping can be used. A rubber cover or an elastomer can also be used around the shafts or the bearings that support the ends of the shafts, on their covers or on the support elements thereof. The weight of the wagons can be balanced with a water or fuel installation, pumping the liquid automatically when there is imbalance.

Rails, screws and bolts can be fastened with elastic clip systems or current springs that prevent loosening.

The channels carry holes for discharge and do not accumulate rainwater.

The size and consistency of the channels of the tracks and their souls are variable and

they are related to the size of the wheels and the weight of the car.

Adhesion can be increased by attaching laterally, transverse or radially magnetized discs to the wheels laterally which attract but do not brake. A portion of the ends of the rails can be divided by the line of symmetry of the channels, to allow their tongue and groove. Earthquake sensors or warnings can be used in which case the speed should be reduced, or it would be automatically reduced by acting on the braking system.

BRIEF DESCRIPTION OF THE DRAWINGS

Figure 1 shows a schematic and partially sectioned view of a carriage and track with the system of the invention. Figure 1 shows the application of air jets between wheel and rail. Figure 2 shows a schematic and partially sectioned view of a

One-piece sleeper with two rails and wheels tilted towards the lower central area Figure 3 shows a schematic and partially sectioned view of a single-piece sleeper with two rails and wheels inclined towards the upper central area.

Figure 4 shows a schematic and partially sectioned view of a crossbar connected by a steel bar or brace, with rails and wheels inclined towards the upper central area.

Figure 5 shows a schematic and partially sectioned view of a cross section and rail with the system of the invention.

Figure 6 shows a schematic and partially sectioned view of a rail and rail portion with the system of the invention.

Figure 7 shows a schematic, partial and sectioned view of a variant of the cross section formed by three pieces.

Figure 8 shows a schematic, partial and sectioned view of a cross section formed by three pieces.

Figure 8a shows a top view of a two rails joining mode.

Figure 9 shows a schematic and partially sectioned view of a variant of a sleeper with the supporting wheels.

Figure 10 shows a schematic and perspective view of a portion of sectioned monolithic channel structure, of a variant with the support wheels.

Figure 11 shows a schematic and perspective view of a portion of a partially sectioned monolithic channel-like structure with holes that determine sleepers in its lower zone. With the support wheels.

Figure 12 shows a schematic view of a variant of sleepers

Single piece with inclined rails on both sides. Figure 13 shows a schematic and perspective view of a portion variant of partially sectioned monolithic channel structure. Figure 14 shows a schematic and perspective view of a portion variant of monolithic channel structure, partially sectioned Figure 15 shows a perspective view of two independent tracks with individual supports and without sleepers. Figure 16 shows a schematic and partially sectioned view of a carriage and tracks with one type of support per channel or with sleepers, supported on a ballast. Figure 17 shows a schematic and partially sectioned view of a car and independent tracks without sleepers, supported on a ballast. Figure 18 shows the car or train (1) arranged on rails and mounted on a concrete support plate.

MORE DETAILED DESCRIPTION OF A FORM OF EMBODIMENT

Figure 1 shows an embodiment of the invention, with the carriage (1) with an oval section of an ultralight train, using rails (4) on the sleepers (2) in the form of a semi-circular or semi-elliptical channel, on which the inclined wheels are supported (5). The wheels are held by the support forks (6) whose rod or piston is inserted into the shock absorber (7). Using the Züblin system, the sleepers are attached to the main plate (CBL) and optionally to the base plate (HBL) placed on the frost protection layer (FPL) with the screws (3). The joint between the main plate (CBL) and the sleepers and the base plate (HBL) can be cushioned with a layer (20) between them. Any other fastening system with the plates can be used. The damping can also be of any known type.

The figure shows the rail or channel (4), the wheel (5) and the pressurized air injectors (38), with the curved outlet nozzle, trying to surround the periphery of the wheel.

In all cases the axles of the wheels are supported on bearings or gears, but for high speeds the grease boxes are preferable and even better the air or magnetic bearings, given the low weight of the wagons.

Figure 2 shows the naughty monoblock (2), in whose upper area ends the rails (4) with a ribbed, semicircular or semi-elliptical head are tongue and groove and on which the wheels (5) rest. The holes (21) are for placing the screws. The channels where the rails are inserted are covered by a metal reinforcement plate (9).

Figure 3 shows the naughty monoblock block (2a), at whose upper area ends the rails (4) with a ribbed head are tilted and on which the wheels (5) rest. The holes (21) are for the screws. The grooves where the rails are inserted are covered by the metal reinforcement plate (9).

Figure 4 shows the crossbeam of two blocks (2b) joined by the laminated steel brace (10), in whose upper area ends the rails are tongue and groove inclined

(4) with a corrugated, semicircular or semi-elliptical head, and on which the wheels rest (5). The holes (21) are for placing the screws. The channels or slits where the rails are inserted are covered by a metal reinforcement plate (9). You can add the rainwater drain holes.

Figure 5 shows the path formed by the cross section (2a) supported by the grooved rails (4b). The core or base of the rail carries in one on both sides some projections (11), which are housed and hooked in some lateral subchannels (12) that the channels of the sleepers carry for the accommodation of the rails. In the housing of the rail in the crossbar carries a reinforcement plate (9). Optionally, the rail can carry an internal channel (37) for the circulation of a fluid and its temperature regulation. You can add the rainwater drain holes.

Figure 6 shows the portion of the crossbeam (2b) that tongue and groove with the rail core (4b) carrying the channel of the widened crossbar towards its bottom (23) and the core of the widened rail towards the lower zone (24). Optionally, the rail can carry an internal channel (37) for circulation of a fluid and temperature regulation thereof.

Figure 7 shows a schematic view of a cross section (2), of a cross section that is divided into three parts (2n) of the ends that are coupled to the central portion (2m) by means of a screwdriver that is inserted into the channel (8m), which is part of both subdivisions. It is used to replace a damaged sleeper. The piece (2n) can be larger for greater consistency. Optionally, the rail (4b) can carry a reinforcement plate (9), and an internal channel

(37)

for circulation of a fluid and its temperature regulation. Figure 8a shows the tongue and groove of the ends of the two rails.

(4)

divided by its axis of symmetry.

Figure 8 shows a schematic view of a cross section (2) divided into three parts the (2p) of the ends that are coupled to the central (2p) by means of a screwdriver that is inserted into the channel (8p) that is part of both subdivisions. It is used to replace a damaged sleeper. The piece (2q) can be larger in size for greater consistency. Optionally, the rail (4b) can carry a reinforcing plate (9), and an internal channel (37) for fluid circulation and temperature regulation thereof.

Figure 9 shows the naughty monoblock (2), the grooved rails (4) joined together (4) and the wheels (5). Figure 10 shows the monolithic structure or channel (22) with the grooved rails (4) and the wheels (5).

Figure 11 shows the monolithic structure or channel (22a) with its bottom formed by sleepers generated by creating the cavities (32), with which it alternates. Carrying ribbed rails (4) and wheels (5). The stroke rail portion is optional. It depends on the manufacturing method.

Figure 12 shows the mono block sleepers (2a), the wheels (5) and the grooved rails (4), tongue and groove with the sleepers in recesses reinforced with the metal parts, not shown in the figure.

Figure 13 shows the monolithic structure or channel (22f) with the grooved rails (4) inclined divergently downwards. They are mounted on the base (25). Screws or fasteners are not shown.

Figure 14 shows two independent ribbed rails (4), without sleepers. They are mounted on the base (25). Screws or fasteners are not shown. Figure 15 shows two independent corrugated rails (4i), without sleepers. Subjects on the base (25) by means of their skates (7t) and thymes or screws (3).

Figure 16 shows the substitute channel of the sleepers (2a) and at whose ends or lateral edges it carries the inclined and grooved rails (4). The substitute channel of the sleepers of the rail heads support the inclined wheels or tires (5n), on the sides more external to the rail. The forks (6) support the wheels and carry a rod that is inserted into the shock absorber (7). It shows the screws (30) that hold the ballast (31), sub-ballast (32) and the ground (33). The inclination of the channels of the rail heads catches the wheels and prevents derailment. The inclination of the rails and wheels can be reversed, from the inside out and down. In which case the channel would require more material.

Figure 17 is similar to that of Figure 16 but with independent corrugated rails (4) attached to the beams or flanges (7). Figure 18 shows the train or wagon (1) and the rails (4) of the monolithic structure or channel (22) on the main plate (CBL).

Claims (21)

l. Ultralight, untractable train with two-track tracks, of the type that use light weight and two-rail wagons, characterized in that it comprises one or more ultra-light wagons and with aerodynamic, oval or semi-oval transverse profiles, and for rolling grooved rails and inclined wheels in its lower zone, whose periphery is semi-circular or semi-elliptical section, supported by the shock absorbers and the chassis of the wagons, which have independent axes and are supported and rolled inclined to one or both sides on semicircular or semi-elliptical channels and equally inclined that It is part of the head of the rails, the wheels being trapped between said ribbed rails, the rails are coupled and fixed tongue and groove to the sleepers or to a channel or monolithic corrugated structure, the sleepers are fixed using the track system in (or on) concrete plate or ballast and subject with screws, having some means of prop ulsion and power supply.

2.

Ultralight train according to claim 1, characterized in that the axles of the wheels are supported with grease boxes, bearings or bearings.

3.

Ultralight train according to claim 1, characterized in that the axles of the wheels are supported with air or magnetic bearings.

Four.

Ultralight train according to claim 1, characterized in that the wagons are constructed with carbon fiber, glass or kevlar and aluminum alloys, or magnesium, and the tracks are made of stainless steel with the rail raceway and the periphery of the hardened wheels.

5. Ultralight train according to claim 1, characterized in that the soul of the rails carries, on at least one of its sides, triangular section projections (11), which are housed and engaged in lateral subchannels (12) that the channels of the sleepers carry for the accommodation of the rails. 6. Ultralight train according to claim 1, characterized in that it adds a steel plate or an elastomer between the rail core and the tongue and groove clamping channel.

7.

Ultralight train according to claim 1, characterized in that the sleepers are

8.

Ultralight train according to claim 1, characterized in that the sleepers

Prestressed concrete monoblock. they are formed by two blocks of prestressed concrete joined together by a brace of steel. 9. Ultralight train according to claim 1, characterized in that the monobloc channels are prestressed concrete

10.

Ultralight train according to claim 1, characterized in that mechanical damping is used, with helical, pneumatic or oleopneumatic springs.

eleven.

Ultralight train according to claim 1, characterized in that the current is fed through capacitors created between the wheels and the rails when they are separated by the pressurized air sent between them.

12.

Ultralight train according to claim 1, characterized in that sleepers subdivided into three parts are added, used to replace the damaged ones.

13.

Ultralight train according to claim 1, characterized in that the rails and wheels are inclined and convergent with each other, with the convergence towards the lower middle area.

14.

Ultralight train according to claim 1, characterized in that the rails and wheels are inclined and convergent with each other, with the convergence towards the upper middle area between them.

fifteen.

Ultralight train according to claim 1, characterized in that the rails are embedded in the grooves that carry the sleepers or the corrugated structures, with a clearance where an adhesive or complementary metal plates are introduced for adjusting the rail in its correct position.

16.

Ultralight train according to claim 1, characterized in that the rails are made of ferromagnetic material and use magnetized discs longitudinally, transverse or radially, attached to the side of the wheels, which increase the adhesion.

17.

Ultralight train according to claim 1, characterized in that the rails use in addition to the concrete plate track, the existing systems: Embedded Rail, Direct Support, Indirect Support, Blocks coated with elastomers, Monolithic with sleepers, Elastomer coated sleepers, Naughty on slab, floating slab with sleepers, slabs on non-elastic mortar and floating slab without sleepers.

18.

Ultralight train according to claim 1, characterized in that the rails are independent and are attached to the base plate (25).

19.

Ultralight train according to claim 1, characterized in that the soul of the rails is hollow or uses an attached duct, which allow the circulation of a cold or hot fluid to maintain the temperature of the rails when a sensor detects significant temperature changes

twenty.

Ultralight train according to claim 1, characterized in that the channels of the rails have holes for water discharge.

2 J. Ultralight train according to claim 1, characterized in that a portion of the ends of the rails are divided by the line of symmetry of the channels, to allow its tongue and groove with the ends of the adjacent rails. 22. Ultralight train according to claim 1, characterized by using sensors or 5 earthquake warnings, which actuate the braking system reducing speed automatically.