ES1221319U - Indescarrilable ultralight train of two-way tracks (Machine-translation by Google Translate, not legally binding) - Google Patents

Abstract

Indescarrilable light rail train with two rails, consisting of one or more ultralight wagons and aerodynamic, oval or semi-empty transverse profiles, and inclined rails and wheels, characterized in that it comprises one or more wagons, with inclined wheels-pulleys in its lower area and supported by the chassis of the wagons, which use independent axes and are supported and rolled on a pair of rails, the channels of the wheels-pulleys are supported and supported on the head of circular, semicircular or semioval section of the rails, the wheels being trapped pulleys with the rail heads, the rails are coupled and fixed tongue and groove to the sleepers or structures or monolithic channels, the sleepers are fixed using the track system on (or on) concrete plate, using electric power means, driving means and means reducing the front, rear and side resistance of the wagon is. (Machine-translation by Google Translate, not legally binding)

Description

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DESCRIPTION

Ultralight indescarrilable train with two rails vlas.

Field of the Invention

In land transport vehicles, amusement parks, toys, and especially high-speed trains.

State of the art

Current experimental levitation systems, such as maglev, use excessively expensive vlas, their operation is very complex and they need a huge amount of energy for their displacement, which makes them impracticable, being confined to the experimental field. Conventional trains are excessively heavy, producing great friction and high energy expenditure. The airplanes do not have friction by rolling, but the energetic expense is high. All of them have a high resistance front, rear and friction at high speed. The present invention solves said problems, using ultralight trains, and simple and economical vlas.

Description of the invention

Provide a simple, economical, practical, indescarrilable, aerodynamic and low maintenance train, which saves energy reduces pollution.

Using an ultralight train, of very reduced weight per meter in length, which results in cheaper flights and a lower total system cost, which together with the reduction of the frontal and friction resistance, provide great energy savings and allows high speeds

Use an indescarrilable system that does not need as in the current trains a great weight to avoid 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 coil springs damping.

The bearings can be air or magnetic and between the wheels and the rails air jets can be applied that prevent it from contacting the rails.

Use a ralles temperature regulation system that prevents dilatation or contraction. This is especially useful in continuous rail rods or without splices.

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

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

The previous damping prevents or reduces vertical and horizontal oscillations.

To be able to develop high speeds, competing with the airplanes in medium distances, not having competition in the short ones, being able to reach from 600 to 1000 km / h. The TGV has reached a speed of 574.8 km / h but only for an instant and without security.

Complementarily use alternative energies: wind and solar to power the vehicles electrically, energy that is stored in batteries. The energy of which is transformed into alternating for shipment to the train.

For toys you can add a remote radio control system.

Without competition in Speed, Safety, Comfort, Low weight, Simplicity, Minimum front, rear and friction resistance, Minimum energy expenditure in propulsion, Performance, Cost per kg Transported, Easily climb the slopes, Very ecological transport, does not pollute , nor produces C02, and competes with trains and airplanes.

Current technical problem:

The current trains need expensive vlas, great weight to adapt or adhere to them and avoid derailment, they do not acquire very high speeds, they are very affected by the lateral wind, the external electric energy is applied with difficulty, the frontal, posterior and lateral they are very high, they have great energy expenditure, and therefore they 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 indescarrilable train of two-rails vlas, consists of a train with one or more ultralight wagons and transversely oval or semi-oval aerodynamic profiles, with inclined wheel-pulleys in its lower area and supported by the chassis of the wagons, which they use independent axes and they rest and roll on a pair of inclined rails. Being able to use the wheel-pulleys whose channels are supported and held on the circular, semicircular or semi-circular section of the rails. Perpendicular rails and inclined pulley wheels on both sides can be used. Pulley wheels or rail heads are trapped. The rails are attached and fixed to the tongue and groove sleepers, 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 ones at its ends. The sleepers are fixed using the track system on (or on) concrete plate, which is a type of railroad track 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 evenly distributed tensions and of lower value than with ballast. (The system could also be done with screws and on ballast). The wheels can be free or motorized, in this case they will be propelled only by the fans.

Optionally you can eliminate the front and rear resistance using fans or turbines, which suck the air in the front area of the front car and others discharge it in the rear of the last car. In this case the vehicle does not press on the air and the front fans can be considered to act by traction. Lateral friction is reduced by coating with a sliding layer, with a surface covered with multiple dentures or

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using double wall and between them a pressurized chamber whose air is discharged to the outside with multiple tiny bubbles avoiding the adhesion of the laminar flow.

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

With the head of the rails or their hollow souls, the circulation of a cold or hot gas or liquid fluid is allowed to maintain the temperature of the rails and prevent their dilatation or contraction respectively. The circulation of temperature regulating fluid can also be achieved by attaching a conduit to the rail, which carries the regulating fluid.

Grease boxes, bearings or gears and preferably air or magnetic bearings are used to support the wheel axles. 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 relation length width thereof and very light in weight, using carbon fiber, glass or kevlar, or alloys of aluminum, magnesium, etc. in that way the weight per meter is minimal and therefore that of the vlas, 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 rods 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 wagons 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 clearance that facilitates the introduction of an elastomer, adhesive, elastic mortar or complementary metal plates and adjusting the rail to its correct position.

The rails can carry on one side on both sides some triangular section projections, which are housed and hooked on side subchannels that the channels of the sleepers carry for the accommodation of the rails. Blocking or partially fixing the rails in their housings. They allow with a small effort the disassembly of them.

You can use a rail fastening system, elastic, cushioned, simple and safe, using via concrete plate, you can also use the existing systems of: Embedded rail, Direct support, Indirect support, Elastomer coated blocks, Monolltic with sleepers , Elastomer coated sleepers, 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. Propulsion is achieved using electric or explosion motors, gasoline, diesel or turbines. The electric motors can be applied directly to the wheels and fed with batteries, fuel cells or with the electric current applied from the ground can be picked up and sent by the vlas, or by large fixed plates that act as capacitors with others in the lower or lateral area of the wagons. Especially useful for high speeds and when the wheels do not contact the rail because they are separated by air jets. The rails can be made of dough or a second plate can be used for it. The applied alternating current has a relatively high frequency and voltage to allow its circulation through the

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capacitors The external electric energy is applied in multiple sections with independent generators.

Alternatively, you can use the suction and impulsion carried out by the fans or turbines.

Guidance can be achieved automatically with wheel-pulleys and vlas.

The wheel-pulleys can be covered by an elastic cushion layer and can be placed outside the wagons.

The wheels have a deep throat, which contributes along with the inclination of the same and the rails to avoid derailment. Between said throat and the rail, pressurized air jets can be applied by means of one or more injectors, to prevent the wheels from contacting the rail, thus levitating the cars also reduces friction.

In addition to traditional mechanical damping, with helical springs or strapping, pneumatic or oleoneumatic damping can be used. You can also use a rubber cover or an elastomer around the shafts or 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 by a water or fuel installation, pumping the liquid automatically when there is imbalance.

Due to its high speed, it is necessary to avoid sharp bends, which is why, in many cases, underground or over bridges. When possible, the stops are used to make changes of direction and avoid curves.

The rails, screws and bolts can be secured with elastic clip systems or current springs that prevent loosening.

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.

The figure shows the application of air jets between wheel and rail.

Figure 2 shows a schematic and partially sectioned view of a sleeper car with two rails and wheels inclined towards the lower central area

Figure 3 shows a schematic and partially sectioned view of a sleeper car 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 two rails and wheels inclined towards the upper central area.

Figure 5 shows a schematic and partially sectioned view of a cross section of the crossbar 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.

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

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

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

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

Figure 11 shows a schematic and perspective view of a portion of a partially sectioned monolithic channel structure and with holes that determine sleepers in its lower area, of a variant of a sleeper with the support wheels.

Figure 12 shows a variant of single-piece sleeper with vertical rails and inclined pulleys on both sides.

Figure 13 shows a perspective view of a three-piece sleeper portion used to replace damaged sleepers and a vertical rail as in Figure 12.

Figure 14 shows a perspective view of a track formed by multiple single-piece sleepers.

Figure 15 shows a perspective view of a path similar to that of Figure 11. This has the rails core partially embedded in the support structure or channel.

Figure 16 shows a perspective view of a path similar to that of Figure 10. This has the rails core partially embedded in the support structure or channel.

Figure 17 shows a perspective view of a system of independent rails, without sleepers with their skates fixed to the plate (25).

Figures 18 and 19 show portions of monolithic channel-type structures sectioned with two external current sensing circuits using capacitors for their capture or transfer.

Figures 20 and 21 show schematic and front views of variants of two types of wagons.

Figures 22 and 23 show schematic and plan views of variants of two types of wagons.

Figure 24 shows a schematic and partially sectioned view of the wall of a car with a friction reduction system using air bubbles.

Figures 25 and 26 show schematic and perspective views of two end portions of two possible types of rail heads. Which tongue and groove with similar ones allowing to correct the longitudinal dilations.

Figure 27 shows the car or train arranged on rails mounted on a concrete support plate.

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More detailed description of an embodiment of the invention

Figure 1 shows an embodiment of the invention, with the carriage (1) of an ultralight train, which uses rails (4) on the sleepers (2) on which the throats of the inclined wheel-pulleys ( 5). Each of the wheel-pulleys are independently held by the support forks (6), whose rod or plunger is inserted into the shock absorber (7). Using the Zublin 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 other known type.

The figure shows the rail (4), the pulley wheel (5) and the pressurized air injectors (36).

In all cases the axles of the wheel-pulleys rest on bearings or gears, but for high speeds the grease boxes and even better the air or magnetic bearings, given the low weight of the wagons.

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

Figure 3 shows the naughty monoblock (2a), in whose upper area ends the rounded head rails (4a) are inclined tongue-and-groove and on which the pulley wheels (5a) rest. The holes (21) are for placing the screws. The channels where the rails are introduced are covered by a metal reinforcement plate (9a).

Figure 4 shows the crossbeam of two blocks (2b) joined by the laminated steel brace (10), at whose upper area ends the rails (4b) with a rounded or semicircular head are tilted and on which the pulley wheels ( 5b). The holes (21) are for placing the screws. The channels where the rails are introduced are covered by a metal reinforcement plate (9a).

Figure 5 shows the path formed by the cross section (2a) supported by the rails (4a). The rafl carries in one on both sides some projections (11), which are housed and engaged in some lateral subchannels (12) that the channels of the sleepers carry for the accommodation of the raffles. In the rafl housing in the sleeper carries a reinforcement plate (9).

Figure 6 shows the portion of the sleeper (2b) that tongue and groove with the rafl (4b) carrying the channel of the widened crossbeam towards its bottom (23) and the rafl widened towards the lower area (24).

Figure 7 shows a schematic view of a cross section (2) subdivided into three parts the (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 It is part of both subdivisions. It is used to replace a damaged sleeper. The piece (2n) can be larger for greater consistency.

Figure 8 shows a schematic view of a portion of crossbeam (2) subdivided 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

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Naughty damaged. The piece (2q) can be larger in size for greater consistency. In the housing of the rail in the crossbar carries a reinforcement plate (9).

Figure 9 shows the monobloc cross member (2), the rails joined together (4) and the pulley wheels (5).

Figure 10 shows the monofltic structure or channel (22) with the rails (4) and the pulley wheels (5).

Figure 11 shows the monofltic structure or channel (22a) with its bottom formed by sleepers generated by creating the cavities (32), with the rails (4) and the pulley wheels (5).

Figure 12 shows the monobloc sleeper (2b), the pulley wheels (5) and the cylindrical head rails, tongue and groove with the sleepers in a recesses reinforced with the metal parts (9).

Figure 13 shows a schematic view of a cross section (2a) subdivided into three parts the (2n) of the ends that are coupled to the central portion (2m) by means of a screwdriver that is inserted into the channel (14), which It is part of both subdivisions. The line of separation between the two is (13). The rafl carries in one on both sides some projections (11), which are housed and engaged in some lateral subchannels (12) that the channels of the sleepers carry for the accommodation of the raffles. In the housing of the rail in the crossbar carries a reinforcement plate (9). It is used to replace a damaged sleeper. The piece (2n) can be larger for greater consistency.

Figure 14 shows the single-piece sleepers (2a) and the rails (4a).

Figure 15 shows the structure or channel (22) mounted on the main plate (25) and the rails (4d) that tongue and groove with the ends or sides of said channel.

Figure 16 shows the structure or channel (22) mounted on the main plate (25) and the rails (4d) that tongue and groove with the ends or sides of said channel.

The structures or channels of Figures 9 through 11 and 14 through 17 are shown without screws but should be applied whenever necessary.

Figure 17 shows the independent rails (4) and without sleepers, whose skates (7t) are fastened with the screws (3) that are embedded in the main plate (25). The screws are shown without the fixing clips but must be applied to avoid loosening them.

Figure 18 shows a monolithic (although concrete) structure or channel (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 condenser. The plate (42) of the capacitor moves with the carriage 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 other devices of the carriage.

Figure 19 shows a portion of monolithic structure or channel (2), rafl (4), the external current generator (40) that applies both ends to the fixed plates (41) of the condenser.

The plates (42) of the capacitor move with the carriage 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 other devices of the carriage.

Figure 20 shows the front of the car (1) and a pair of fans (46) in contrarotacion.

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Figure 21 shows the front of the car (1) with a single front fan (46). In this case, it uses behind the fan straightening fins, not shown in the figure, which prevent the flow of the flow and the torque of the carriage.

Figure 22 shows the carriage (1), the front fan (46), the rear fan (47). It uses optional ducts (48 and 49) that facilitate and channel the air flow. The axes of the fans and their supports are not shown.

Figure 23 shows the carriage (1) the pair of frontal fans (46), the rear fans (47). It uses optional ducts (48 and 49) that facilitate and channel the air flow. The axes of the fans and their supports are not shown.

Figure 24 shows the main wall of the wagons (50) the external porous wall (52) and between them the pressurized chamber (51) with the air (53), which exits through the porous plate according to the arrows (54) .

Figure 25 shows one end of a tubular rail head, which is tongue and groove with a similar one.

Figure 26 shows one end of a compact type rail head, 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 joints and by the use of air injectors that try to avoid their contact.

Figure 27 shows the train or carriage (1) and the rails (4d) of the structure or channel (22) on the main board (CBL). In this case the fans are not applied.

The monolithic structures or channels (22) must have drain holes not shown in the drawings.

The proportions between the different elements of each drawing are not completely to scale, this is done for a better interpretation of them.

In the rows of wheels on each side of the wagons, different inclination values can be used, so that the wheels and the rail heads are more efficiently trapped together.

Claims (29)

5 10 fifteen twenty 25 30 35 40 Four. Five fifty 1. Ultralight indescarrilable train with two-rails, consisting of one or more ultra-light wagons and aerodynamic, oval or semi-oval transverse profiles, and inclined rails and wheels, characterized in that it comprises one or more wagons, with inclined wheel-pulleys on its lower area and supported by the chassis of the wagons, which use independent axes and rest and roll on a pair of rails, the channels of the wheel-pulleys are supported and fastened on the circular, semicircular or semi-oval section head of the rails, the pulleys wheels being trapped with the rails' heads, 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 plate, using electric feeding means, propelling means and reducing means of the front, rear and side resistance of the wagons. 2. Ultralight train according to claim 1, characterized in that the axles of the wheel-pulleys are supported with grease boxes, bearings or bearings. 3. Ultralight train according to claim 1, characterized in that the axles of the wheel-pulleys are supported with air or magnetic bearings. 4. Ultralight train according to claim 1, characterized in that the wagons are constructed with carbon fiber, glass or kevlar and aluminum alloys, or magnesium, the vlas are made of stainless steel with the head of the rail and the raceway of the pulley wheels hardened 5. Ultralight train according to claim 1, characterized in that the rails carry, on at least one of their sides, triangular section projections (11), which are housed and engaged in lateral subchannels (12) that the sleeper channels They carry for the accommodation of the rails. 6. Ultralight train according to claim 1, characterized in that the sleepers are monobloc of prestressed concrete. 7. Ultralight train according to claim 1, characterized in that the sleepers are formed by two blocks of prestressed concrete joined together by a steel brace. 8. Ultralight train according to claim 1, characterized in that the mechanical damping between the wheels and wagons is made 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 same. 9. Ultralight train according to claim 1, characterized in that mechanical damping is used, with helical, pneumatic or oleoneumatic springs. 10. Ultralight train according to claim 1, characterized in that the power is supplied with batteries or with fuel cells. 11. Ultralight train according to claim 1, characterized in that the electrical supply is carried out from the ground, is captured and wrapped by the vlas or by 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. 12. Ultralight train according to claim 1, characterized in that in the wheel rows on each side of the cars, the wheels adopt different inclination values. 5 10 fifteen twenty 25 30 35 40 Four. Five fifty 13. Ultralight train according to claim 1, characterized in that sleepers subdivided into three parts are added, used to replace the damaged ones. 14. Ultralight train according to claim 1, characterized in that the rails and pulley wheels are positioned inclined and convergent with each other, with the convergence towards the lower middle area. 15. Ultralight train according to claim 1, characterized in that the rails are placed vertical and inclined pulleys wheels are applied to both sides of its head. 16. Ultralight train according to claim 1, characterized in that the rails are placed on the sides of monolithic and continuous concrete structures or channels. 17. Ultralight train according to claim 16, characterized in that the sides of the channels are vertical. 18. Ultralight train according to claim 16, characterized in that the sides of the channels are inclined with the convergence towards the lower middle zone. 19. Ultralight train according to claim 16, characterized in that the sides of the channels are inclined with the convergence towards the upper middle area. 20. Ultralight train according to claim 1, characterized in that the rails are embedded in the slits that carry the sleepers or the channels, with a clearance where an adhesive or complementary metal plates are introduced for adjusting the rail in its correct position. 21. Ultralight train according to claim 1, characterized in that 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. 22. Ultralight train according to claim 1, characterized in that the rails are embedded in slits that carry the sleepers or the sides of the corrugated structures, in a tight manner 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. 23. 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, Monolltic with Sleepers, Covers Coated elastomer, Slabs on slab, Floating slab with sleepers, Slabs on non-elastic mortar and Floating slab without sleepers. 24. Ultralight train according to claim 1, characterized in that the rails are independent and are attached to the main board CBL (25). 25. Ultralight train according to claim 1, characterized in that the head of the rails is hollow and allows the circulation of a cold or hot fluid to maintain the temperature of the rails when a sensor detects significant temperature changes. 26. Ultralight train according to claim 1, characterized in that circuits formed by filters, pumps and ducts carry the regulating fluid, controller of the temperature of the rails when sensors detect significant changes in temperature. 27. Ultralight train according to claim 1, characterized in that motor-driven pulleys-pulleys are used for propulsion. 28. Ultralight train according to claim 1, characterized in that for the propulsion and reduction of the front and rear resistance, the front suction and rear drive fans are used, with optional ducts (48 and 49) that facilitate and channel the air flow. 5 29. Ultralight train according to claim 1, characterized in that the friction reduction The side of the cars is achieved using double wall and among them a pressurized chamber whose air is discharged to the outside with multiple and tiny bubbles, through the outermost wall that is very porous, avoiding the adhesion of the laminar flow. 10 30. Ultralight train according to claim 12, characterized in that the external electric energy Applied is high frequency and high voltage compared to the network standard. 31. Ultralight train according to claim 12, characterized in that the external electric energy is applied in multiple sections with independent generators. fifteen