ES1229059U - Propulsion, stabilization and suspension system for monorail trains (Machine-translation by Google Translate, not legally binding) - Google Patents

Abstract

Propulsion, stabilization and suspension system for monorail trains, of the type that uses elevated wagons, consisting of a monorail train with ultralight mono-hull type wagons with aerodynamic cross-sections, supported or semi-oval, which surround except for their lower area, to a rail with a circular, semicircular or semi-oval section, mounted on a raised mono-girder and supported on the ground by columns, uses pulley wheels that rest on the rail, the wagons are reduced in weight or levitated, characterized in that it comprises : Some ultralight wagons that surround a rail, except for its lower area; A rail with a circular, semicircular, oval or rectangular section supported on columns; Some attraction or fastening systems between wagons and rail; Some systems of suspension or levitation of the wagons; Wagon stabilization systems; Some propulsion systems of the wagons; A power supply system; Front and rear resistance reduction systems for wagons and A system for reducing the lateral friction of wagons. (Machine-translation by Google Translate, not legally binding)

Description

DESCRIPTION

Propulsion, stabilization and suspension system for monorail trains.

Field of the invention

In monorail trains of very high speed.

State of the art

The current trains and especially for high speed need a great weight to adhere to the rails and prevent their derailment or sliding on them, which friction by rolling is excessively high and waste a lot of energy in the traction for displacement . With the current systems the vlas are also expensive, which need to modify a large portion of the terrain, especially when it comes to high-speed trains, since they must apply very straight lines and therefore with new routes. The airplanes are fast but they have a great energetic expense, they are more dangerous and have many detractors. With the present system these problems are solved, the weight of the wagons and the cost of the vlas are considerably reduced, which can represent a saving of 70 or 80%, both in the vlas and in the propulsion. In speed it can compete with airplanes in short and medium distances, but in the times it improves it by the delays and anticipations of presentation in the airports.

Description of the invention

Objective of the invention and advantages.

Providing a simple, economical, indescarrilable, ultralight train, its low weight allows fast stops and accelerations, low consumption, ultra fast, aerodynamic, pendular, low maintenance, up the slopes without difficulty, low cost of the trips, very ecological, reduces CO2 and protects the ozone layer.

Use an ultralight train, very small weight per meter in length, which results in more economic vlas and a lower total cost of the system, which together with the reduction of friction resistance allows high speeds.

Use a high monorail system supported on columns, which considerably reduce the vlas, especially new ones, by not having to modify the terrain or having to do so with minor modifications. It allows to circulate high on lands with a bad orography and in agricultural lands, without being very affected.

Use an indescarrilable system for trains that instead of a great weight to adhere to the vlas, uses a) Adherent rotating magnetic wheels on the ferromagnetic rails, b) Optionally rotating magnetic wheels and levitating that attack the ferromagnetic rail in its lateral zone lower, c) Pulley wheels, d) Multiple jets of air that impinge between the wheels and the rails, which counteract the weight of the wagons and the attraction of the magnetic wheels, e) A tilting or inclined ailerons with negative support in the laterals of the wagons, f) The front and rear area of the wagons with inclination and negative lift, g) Three or four wheels of tires or solid wheels that roll and tangentially surround the rail and f) Some side wheels that act on the beam of section converging downwards. All axles of the wheels can carry grease boxes or air bearings. In all cases the force necessary to adhere the train to the road is very small, since the train is totally or partially levitated, with little weight on the rail.

Use an ultralight train with monocoque wagons of low height and aerodynamic or oval cross profile, slightly crushed, which is little affected by the lateral wind. This advantage is increased by applying the head of the rail or the point of support of the wheels in the geometric center of the car.

Provide an ultra-fast train, low friction and insurance, which can develop high speeds, without competition with current trains, can compete with aircraft in medium distances, not having competition in the short, and can reach 600 or more km / h. It can reach from 600 to 1000 km / h. The TGV has reached a speed of 574.8 km / h but only for a moment and without security.

Use alternative energies in addition: wind and solar to power the vehicles electrically, energy that is stored in batteries and then transformed into alternate to send it to the train.

In general, trains produce 45 times less CO2 than cars and planes. With the present train this amount could be 90 or 100 times less than cars and planes, only reducing the weight of the wagons by half.

No competition in Speed, Safety, Comfort, Low weight, Simplicity, Minimal frontal, rear and friction resistance, Minimum energy expenditure in the propulsion, Performance, Cost per kg transported, Easily climbs the slopes, Transport very ecological, does not contaminate , does not produce CO2, and competes with other trains and planes.

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, they have great energy expenditure and are not very ecological. This is solved by reducing the weight of the wagons and by applying the economic fastening or adhesion systems to the rail of the invention.

The propulsion, stabilization and suspension system for monorail trains consists of a monorail train with ultra-light monocoque wagons and aerodynamic cross-sections, oval or semi-free, which surround except for its lower area, a circular, semicircular or semi-circular section rail , mounted on a raised monoviga and supported on the ground by columns. It uses pulley wheels that rest on the rail, the wagons are reduced in weight or levitated. They are used or have systems of attraction or fastening between wagons and rail, suspension or levitation of wagons, stabilization of wagons, propulsion of wagons, electric power, reduction of the front and rear resistance of the cars. wagons and a system of reduction of the lateral friction of the wagons.

The attraction systems consist of permanent magnet wheels that roll over and attract the ferromagnetic rails, usually made of steel.

The suspension systems consist of permanent magnet wheels, which affect the lower side of the rail. This may be optional.

The stabilization systems consist of fins placed in the lower lateral zone from the rails, in wheels distributed around the rail or in sensors that capture the separation and feed electromagnets that automatically centers them.

Lateral stability is achieved by placing the weight of the load, installations, fuel, etc. in the lowest part of the car, the center of gravity is placed under the point of support or rail and can act automatically as a pendulum train. Stability can also be achieved through gyroscopes and accelerometers. Sensors can measure the separation and act on electromagnets. The wagons are self-propelled or can use an independent machine.

The magnetic wheels can be integrated or be part of the current wheels used on the vias or can be independent wheels, complementary to the conventional ones. In both cases and without stopping the vehicle, the magnetic wheels attract the vlas and therefore against the wagon. The attraction of the magnetic wheels on the rail adds to the weight of the vehicle. And the low attraction, or under the side of the rail they levitate or reduce the weight of the wagon on the rail. The contact with the rail always do it with the conventional wheels or the attached ones to the magnetic ones that make of llmite.

The magnetic wheels can rotate in contact with the vlas or rotate at a distance of one to several centimeters of them. By turning the wheels simultaneously attract and drive the wagon moving it on the vlas. In this way lighter wagons of weight can be used. The magnetic wheels do not produce energy and are formed or have attached permanent magnets.

The wheels can be wheels-pulleys, with the throat of circular section, semicircular or trapezoidal, or wheels of peripheral circular or semicircular section. The axle of the wheels can protrude on one or both sides of the same, being able to apply the corresponding motor, bearing and shock absorber.

The rails can be conventional vertical, circular section head, semicircular or oval. The head of semicircular section has as soul a beam of two lateral surfaces converging towards the lower area, where they meet.

Open monohull wagons can be used for their lower area, this area is covered with the car's frame or chassis.

The used wagons circular or oval with the height inferior to the width and have greater relation length width of the same, being very light of weight using fiber of carbon, glass, kevlar or alloys of aluminum or magnesium, mixtures of grafeno or of oxide of graphene, etc. in this way the weight per meter is minimum and therefore that of the vlas. The weight can be further reduced by using two or three seats per row.

The propulsion systems consist of inclined side wheels or magnetic wheels driven with motors, which surround the rail even if they do not contact it. The wheels act on the rail or on its support beam. The propulsion can be done exclusively with the fans, or it can be done with them in a complementary way.

The propulsion is achieved using mainly electric motors, or of explosion, gasoline, diesel or turbines. All the motors can be applied directly to the magnetic wheels, wheels, pneumatic pulleys or rubber wheels. The electrical power can be applied with batteries, with fuel cells, electrifying the rails and with some bands and external power. The electric current applied from the ground is captured and sent via the track and / or by an isolated lateral strip, collecting with brushes or sliding elements. In general for high speed, the alternating current can also be sent by the rails and / or by metal bands that act as capacitors, transferring the alternating current through them. The external electrical energy can be applied in multiple sections with independent generators.

Optionally you can eliminate the frontal and rear resistance using fans or turbines, which suck the air in the front area of the front car and others unload it in the rear of the last car. In this case the vehicle does not press on the air and it can be considered that the front fanes act by traction. The lateral friction is reduced by coating with a sliding layer, with a surface covered with multiple denticles or using double walls and between them a pressurized chamber whose air is discharged to the outside with multiple tiny bubbles avoiding the adherence of the laminar flow.

When advancing the magnetic wheels rotating at the same tangential speed with respect to the rails, they do not brake, but they do attract the wagon.

Preferred permanent magnets of rare earths such as samarium or neodymium will be used. The wheels can have the magnetic flux distributed radially or longitudinally or even inclined with respect to the wheels, they can be covered by an elastic shock absorber layer and can be placed on the outside of the wagons.

Electrical sensors detect that the wheels do not make contact with the rail by increasing the flow of current through the coils and reduce the separation of the permanent magnet wheels.

The rails generally of tubular section, can be formed by multiple sheets isolated and attached longitudinally or transversally to each other. To avoid Foucault currents.

The systems of magnetic wheels work reducing the force of the weight of the wagons on the rails, but without getting to levitate it totally. It may be necessary that the lower beam or beam be made of non-magnetic material.

The wagons can be interconnected with a caterpillar type bellows system.

In emergency batteries can operate the system in case of failure.

Wagons can use side wheels with vertical axis and / or slightly tilted nose down.

By means of the jets of air between the wheel and the rail, there is no contact between them, and the vehicle can float without hardly any friction.

You can use cushioning rubber, pneumatic, strapping or coil springs.

For sandy places and for very high speeds it may be necessary to run underground. The high speeds practically do not allow the curves. For the above, and to avoid the curves, it will be ensured that the changes of direction are made in the stations, that is, they will be circulated in a straight line from station to station.

Brief description of the drawings

Figure 1 shows a schematic and partially sectioned view of a car and rail of the system of the invention.

Figures 2 to 4 show schematic and partially sectioned views of wagons with variants of the system of the invention.

Figures 5, 6, 9 and 10 show schematic and partially sectioned views of rails with wheel variants.

Figure 7 shows a side view with the application of air jets between the wheels and the rail.

Figure 8 shows a schematic and side view of a rail portion with a magnetic wheel attraction system.

Figures 11 to 13 show schematic and partially sectioned views of rail variants.

Figures 14 and 15 show schematic and perspective views of the ends of rails with the tongue and groove modes thereof.

Figure 16 shows a schematic and perspective view of the vehicle of the invention.

Figures 17 and 18 show schematic and frontal views of variants of two types of wagons.

Figures 19 and 20 show schematic and plan views of variants of two types of wagons.

Figure 21 shows a schematic and partially sectioned view of the wall of a car with a friction reduction system using air bubbles.

Figure 22 shows a system for capturing the external current.

Figure 23 shows a block diagram of a possible system of the invention.

More detailed description of a realization mode

Figure 1 provides an embodiment of the invention, shows the wagon (1) of an ultra-light monorail train with the magnetic pulley wheels (2) with semicircular throat resting on the head rail (3) semicircular or oval section and the rail on the posts or columns (4), attract the rail and avoid the derailment. The side wheels (5) prevent overturning and can be supported on the inclined sides of the rail core, which force the wheels and therefore the car to run in the lowest possible position. The side wheels (5) with the vertical axis can be slightly inclined nose down, make that during their rotation on the inclined walls (10) of the core of the rail tends to go down to the wagon, allow the pendular movement. The axles of the main wheels with air bearings, are actuated by the engines and supported by the chassis of the wagon with some shock absorbers, can be supported on both sides of the wheel and use an axle for each pair of wheels, this is not shown in the figure. Applying jets of air jets between wheel and rail eliminates or reduces friction.

Figure 2 shows the wagon (1) of a train with magnetic pulley wheels (2) with a rectangular throat similar to that of the current trains but with a flange on both sides, which rest on the rectangular rail head rail (3a) Similar to the current rails and on the columns (4). The inclined side wheels (5) prevent overturning and can be supported on the inclined sides of the rail core, preventing the wagon from rising.

Figure 3 shows the wagon (1) of a train with magnetic pulley wheels (2) with a rectangular throat similar to the current trains but with flanges on both sides, which are supported on the rail (3a) head rectangular section similar to the current ralies and on the columns (4). The inclined side wheels (5) prevent overturning and can be supported on the inclined sides of the rail core, preventing the wagon from rising.

Figure 4 shows the wagon (1) of an ultra-light monorail train with the magnetic pulley wheels (2) with semicircular groove, which are supported from the roof of the wagon, and rest on the rail (3b) of the head of semicircular section u oval and this on the posts or columns (4). The wheels (5) with the vertical axis and slightly tilted nose down prevent the wagon from separating, and the step or recess of the rail core prevents it from derailing. All wheels can use air bearings. The wheels (2) are supported by the upper structure of the carriage by means of a fork or support arms (14) and apply jets of air jets between the wheel and the rail.

Figure 5 shows two magnetic wheels levitadoras (2m) that roll low and on the sides of the head of circular section of the rail (3v), which carry on their sides and solidary two wheels of limit of route (9a) that prevent magnetic contacts with the rail and two wheels or safety tires of smaller size in the upper area (2h).

Figure 6 shows the two wheels (2g) that roll on the head of circular section of the rail (3v) and two of smaller size (2n) in the lower area. The wheels can carry an internal or lateral magnetic section.

Figure 7 shows between the rail (3) and the pulley wheel (2) the jets of air jets (6). These air jets, once the wagons are partially suspended by other means, facilitate levitation and do not contact the wheels with the rail.

Figure 8 shows the rotating magnetic wheel (2m) separated on the rail (3) One or two coils can be applied surrounding the shaft, with the flow of lines of force through said axis or parallel thereto.

Figure 9 shows the magnetic wheel (2m) that rolls on the head of circular section of the rail (3), which carries on its sides and integral two wheels of limit of travel (9) that prevent the magnetic contact with the rail . With the magnetic attraction applied both in the upper and lower part of the rail, the vehicle is prevented from jumping or rising due to lack of weight.

Figure 10 shows the circular section head rail (3v) on which magnetic wheel couples are supported in V (2v) and supported by the columns (4).

Figure 11 shows the circular section rail (3v) whose fin or lower beam is inserted in the fork that carries in its upper area the column (4c). The wheels (2m) are levitating attract the wagon towards the rail or upwards.

Figure 12 shows the rail of circular section (3v) whose fin or lower beam serves as a fork and covers a fin in the upper area of the column (4d).

Figure 13 shows a rail whose upper zone has a semicircular section (3y) and the lower ends or side faces projected downwards cover the columns (4).

Figure 14 shows the end of a tubular rail for a possible form of tongue and groove.

Figure 15 shows the end of a solid rail for a possible form of tongue and groove.

Figure 16 shows a monorail train wagon (1), showing the wheels (2), the rail (3), the supporting columns (4) and the fixed wings (12) on the side of the wagon with inclination or negative support , deflectors of the air of the march, or of control driven by signals sent by a microprocessor.

Figure 17 shows the front of the wagon (1) and a pair of fanes (46) in contrarotation.

Figure 18 shows the front of the wagon (1) with a single front fan (46). In this case, it uses behind the fan some straightening fins, not shown in the figure, which prevent the rotation of the flow and the torque of the wagon.

Figure 19 shows the wagon (1), the front fan (46), the rear fan (47). It uses some optional conduits (48 and 49) that facilitate and channel the flow of air. Their supports and the axes of the fanes are not shown.

Figure 20 shows the wagon (1) the pair of frontal fanes (46), the rear fanes (47). It uses some optional conduits (48 and 49) that facilitate and channel the flow of air. The axes of the fans and their supports are not shown.

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

Figure 22 shows the external current generator (41) with one terminal to earth and the other or phase feeding the plate (42 that is insulated by the insulating plate (40)) that transfers the energy to the plate as a condenser mobile (43) of the vehicle, this is fed to the primary (44) of a transformer whose secondary (45) is applied to equipment, motors, etc. The earth or mass is received in the vehicle through the support of the wheels. A second insulated plate similar to (43) can also be applied for the current flow.

Figure 23 shows a microprocessor which processes the signals of: Gyroscopes, accelerometers, separation sensors front and rear distributed around the vehicle, gas control, brakes, leak detection, weight of the front and rear, counter unions of ducts, the GPS can be optional since it is not valid for tunnels. The microprocessor once processed the data, and with the corresponding algorithm, provides and sends multiple and repetitive signals: signals of control of front stabilization and other rear, signal or signals of levitation front zone and the rear area sent to electromagnets or injectors of air jets that control the separation of rail wheels, and warning signals of system failures, speed control, braking, propulsion and speed indication. The signals of lateral stabilization are better indicated in the rails of circular section.

To facilitate the interpretation of the drawings, the motors, separation sensors, shock absorbers, bearings or wheel supports are not shown.

Some elements are not shown to the same scale within each drawing, in order to facilitate their vision and explanation.

Claims (31)

1. Propulsion, stabilization and suspension system for monorail trains, of the type that uses elevated wagons, consisting of a monorail train with ultra-light monocoque wagons and aerodynamic cross-sections, oval or semioval, which surround except for their lower area, to a circular section rail, semicircular or semioval, mounted on a raised monoviga and supported on the ground by columns, using wheels pulleys that are supported on the rail, the wagons are reduced weight or are levitated, characterized because it comprises : Some ultralight wagons that surround a rail, except for its lower zone; A rail with circular, semicircular, oval or rectangular section supported on columns; Some systems of attraction or fastening between wagons and rail; Some systems of suspension or levitation of wagons; Some systems of stabilization of wagons; Some propulsion systems of wagons; A system of electrical alimentation; Systems of reduction of the frontal and rear resistance of the wagons and A system of reduction of the lateral friction of the wagons. 2. System according to claim 1, characterized in that the system of attraction or clamping consists of magnetic wheels or permanent magnets (2, 2m) that roll over and attract the ferromagnetic rails. 3. System according to claim 1, characterized in that the system of attraction or restraint consists of three or four wheels of solid rubber or pneumatic (2g, 2n) that carry the wagons and that roll and tangentially surround the rail. 4. System according to claim 1, characterized in that the system of attraction or restraint consists of multiple ailerons or inclinable or inclined fins with negative support on the sides of the wagons (12). System according to claim 1, characterized in that the suspension or levitation system consists of magnetic wheels or permanent magnets (2m), which impinge under the lower lateral zones of the rail. 6. System according to claim 1, characterized in that the suspension or damping system is rubber, pneumatic, strapping or coil springs. 7. System according to claim 1, characterized in that the stabilization system is carried out with wheels distributed around the rail (2g, 2h). 8. System according to claim 1, characterized in that the stabilization system is performed with sensors that capture the separation and feed electromagnets that automatically approach or center the wagons. 9. System according to claim 1, characterized in that the propulsion is performed with inclined side wheels that press on the rail or on its support beam. 10. System according to claim 1, characterized in that the propulsion is performed with magnetic wheels that surround the rail (2g, 2n, 2v), driven by motors. 11. System according to claim 1, characterized in that the wheels-pulleys (2, 2v) driven by motors are used for propulsion. 12. System according to claim 1, characterized in that for the propulsion and reduction of the frontal and posterior resistance front suckers and rear impellers are used, with optional conduits (48, 49) that channel the air flow. 13. System according to claim 1, characterized in that the wheels-pulleys driven by motors are used for propulsion. 14. System according to claim 1, characterized in that electric motors are used for the propulsion of the vehicles. 15. System according to claim 1, characterized in that the propulsion of the vehicles is done using explosion engines, gasoline, diesel or turbines. 16. System according to claim 1, characterized in that the wagons use side wheels with the vertical axis and slightly tilted nose down (5). 17. System according to claim 3 and 5, characterized in that the magnetic wheels rotate at a distance of one to several centimeters from the rails and carry integral wheels (9, 9a) of limit of travel. 18. System according to claim 1, characterized in that the rails consist of multiple isolated ferromagnetic sheets and longitudinally or transversally. 19. System according to claim 1, characterized in that the rails on which the wheels rest have the head of semicircular section and the lower zone (3) or core of the rail has two faces or surfaces inclined and converging downwards, until reaching the columns where they are supported 20. System according to claim 1, characterized in that the wheels are supported or rotated on air bearings, magnets or boxes of grease. 21. System according to claim 1, characterized in that the wagons are made of carbon fiber, glass or kevlar or aluminum or magnesium alloys, or mixtures of graphene or graphene oxide. 22. System according to claim 3 and 5, characterized in that the axes of the motors are applied directly to the magnetic wheels. 23. System according to claim 1, characterized in that the electrical supply is made with battery or fuel cells or external alternating electric current. 24. System according to claim 21, characterized in that the external current is sent by the rail and / or by metal bands acting as a capacitor. 25. System according to claim 1, characterized in that the wagons use pulley wheels in V (2v) on and surrounding a tubular cylindrical rail (3v). 26. System according to claim 2, 3, 5, 7 and 11, characterized in that injectors (6) apply jets of air between the wheels and the rail, producing its partial levitation that prevents friction. 27. System according to claim 1, characterized in that the wagons carry a microprocessor which processes the signals of: Gyroscopes, accelerometers, separation sensors front and other rear distributed around the wagons, gas control, brakes, front and rear weight of the vehicle , counter of the connections of the rail and the signal of GPS, the microprocessor once processed the data, and with the corresponding algorithm, provides and sends multiple and repetitive signals: signals of control of stabilization front and other rear, signal or signals of levitation front and rear area sent to electromagnets that control the separation wheels rail, and warning signals of system failures, speed control, braking, propulsion and speed indication. 28. System according to claim 1, characterized in that the lateral stability is achieved by placing the weight of the load, facilities and fuel in the lowest area of the wagons, placing the center of gravity below the head of the rail. 29. System according to claim 1, characterized in that the reduction of lateral friction of the wagons is achieved using double walls and between them a pressurized chamber whose air is discharged to the outside with multiple and tiny bubbles, through the outermost wall that is very porous 30. System according to claim 21, characterized in that the applied external electrical energy is high frequency and high voltage with respect to the standard of the network. 31. System according to claim 21, characterized in that the external electrical energy is applied in multiple sections with independent generators.