WO2012137229A1 - Coupled-track train for high-speed transport - Google Patents

Abstract

The invention regards a large and fast train traveling on a pair of tracks said "coupled" because - although each can host a traditional train - the set is designed and built as a unique mechanical complex. This architecture provides very high speeds in the curves thanks to the superelevation of the outer rail to the inner, and thanks to the large available dimensions allows the innovative trains to get electric power from containers loaded on board, containing route after route either regenerative zinc-air cells or Diesel-electric generators or both, so avoiding the need of building overhead power lines.

Description

Coupled-Track Train for High-Speed Transport

DESCRIPTION

The description of this invention is divided into the following sections:

1. Technical field

5 2. Background art

3. Current technical problems and unresolved needs

4. Constituent elements of the invention

5. Glossary and basic classical formulas

6. Disclosure of invention: constituent element CTL

10 7. Disclosure of invention: constituent element CTT

8. Disclosure of invention: constituent element MPP

9. Disclosure of invention: constituent element HPS

10. Disclosure of invention: mathematical model for performance evaluation

11. Disclosure of invention: table of formulas

15 12. Brief description of drawings

13. Best mode for carrying out the invention

14. Industrial applicability

15. An application example: the project Trem Grande Brasileiro "23,500 km for 40 stations"

1. Technical field

20 The railway engineering, with specific reference to technologies for high speed and large capacity and those for powering electric motors without using overhead lines.

2. Background art

Although trains are common in the world from more than one century, many countries do not have yet a truly national rail system covering also the less industrialized areas. These systems exist

25 mainly in Europe, Japan and Russia with different degrees of standardization and interoperability. In the last decades only a few other countries have made massive investments on modern rail systems, whilst in some countries the trains are virtually disappearing. Moreover, several countries have built high-speed lines connecting only a few major cities and hardly expandable, being based on standards incompatible with the older rail lines and trains.

0 The main reason for these difficulties is that the basic technologies of trains have never deeply changed since 1900. Indeed:

a) the width and height of trains have not changed even when the freight containers were standardized with the dimensions best fitting the trucks; b) still most trains lean in curves not more than 7%, so keeping the speed unchanging over the centuries in relation with the radius of curvature;

c) still most trains get energy from expensive and delicate overhead lines, hardly delivering as much power as needed by large-capacity trains;

d) even the high-speed trains and lines developed in Europe, Japan and China in the last decades did not upgrade the basic architecture;

e) modern trains with distributed motors cannot adapt to long-haul routes where the electric power is not available across the whole rail line;

f) high-capacity trains are extremely long and therefore need very bulky stations, not easy to build in cities where trains never arrived.

The negative result is that the up-to-date infrastructure for new trains has become more expensive, whilst the transport capacity of each train has remained low. All this has made extremely difficult the project financing of new lines, unless there is a rich airline traffic to "steal" from.

A key problem is that aircrafts and road vehicles spend much more energy than trains, use inefficiently the fossil sources (except some short-haul road vehicles), and create greatly higher pollution. So the historical limits of trains that block their success, damage the entire planet.

Another problem is that the electrical power network may be too costly and dissipative to feed efficiently the trains, especially across large and sparsely populated areas. Being the fossil fuels still extensively used in the power plants, many new rail lines would cut the road traffic and save money and pollution even though the trains are driven by oil. But being the current technologies exclusively oriented to the electric power, these rail lines are never built.

As far as I could find, no invention has been so far published that may enhance the characteristics of the basic train architecture in one or more of the following key subjects:

1. solutions to increase the inclination in curve of the entire train (not only the upper part) over the traditional 7% transversal slope;

2. rail-line architectures capable of hosting both traditional trains and much wider and faster trains;

3. electric power supply technologies other than overhead lines and "third rails", suitable for high-speed and large-capacity trains;

4. dual-power distributed-motor trains without combustion engines permanently on board and still capable of using fuel when needed;

5. high-capacity trains not needing bulky stations and able to run at low speed on curves with very small radii of curvature.

3. Current technical problems and unresolved needs This section lists three groups of technical problems and unsatisfied needs from background art, all resolved by this invention.

Group 1. · A truly new generation of wide and fast trains cannot start up due to the non-affordability of setting new standards and putting aside all the existing. • States nearly without railways might dream new standards, but it would be reckless to create a single-country and incompatible market.

• Not being possible that trains lean more than 7% in curve, very large radii of curvature such as 5.4 km give only a maximum speed of 300 km/h.

· High-speed .trains cannot carry accompanying cars, thus competing only with the air lines (not with the motorways if minor cities are involved).

• Being the trains narrow, they are very long and the stations too: this makes hard to find room for the stations in cities where trains did never exist.

• The articulated architecture of some high-speed trains is exceptional for safety, but makes it impossible to attach or detach coaches at the station.

Group 2. · Freight trains do not have the appropriate size to transport effectively standard objects such as containers and trucks.

• High-speed train technologies have poor positive effect on "the separate world" of freight transportation.

Group 3. · The fastest and most powerful trains tend to exceed the present limits of the overhead lines, such as effective power transfer and mechanical reliability.

• High-speed trains tend to be mostly used during the peak hours of the working days, when the electrical energy is mostly scarce and expensive.

• Overhead power lines have a heavy impact on the landscape, as well as the accompanying very-high-voltage main supply lines.

• Lines across sparsely populated areas may need fuel power, but this would oblige to use special locomotives and prevent to use modern distributed-motor trains.

4. Constituent elements of the invention

The invention is unique, not being usefully divisible into separate parts, and however it is logically made up of 4 constituent elements (characterized by the acronyms CTL-CTT-MPP-HPS) that it is desirable to maintain separate in the description for clarity of presentation. This section briefly indicates the four elements, and specifies which groups of technical problems and unresolved needs (shown in the previous section as groups 1-2-3) are solved by each of them.

As a whole, the invention is kept highly compatible with existing standards and investments and aims (especially in countries which are not fully served by rail networks) to allow more people and freight to use efficiently the rail transport with increased speeds and capacities than those permitted by current technologies, while abolishing the need for overhead power lines, and also helping to save energy so as to safeguard the environment.

CTL A CTL ("Coupled-Track Line") is a new type of rail line, similar to the current. A CTL has an even number of tracks (each with 2 rails) each pair being characterized by the distance between tracks constantly equal to 7 m, the absence of obstacles between the two tracks of a pair and of single-track bridges and tunnels, the superelevation in curve of the outer track (in addition to ordinary raising of the outer rail of each track) and other specifications. Each track of a CTL can normally host a traditional train, with only limitations on the overhead power supply. The CTL element alone does not solve any problem, but is the necessary basis of the CTT element.

CTT

A CTT ("Coupled-Track Train") is a new type of very-high-speed train made of 2 or 3 floors, which runs on a pair of tracks of a CTL and is faster by 60% compared with traditional trains with the same radius of curvature. A CTT is 9.80 m wide, is 5.60 or 7.30 m high, has the main doors at a height of 2.80 m, is much less long than a traditional train, does not need overhead lines and carries also accompanying cars (or large containers and trucks in the Cargo version). The CTTs have articulated architecture and distributed motorization, and are also reconfigurable at the station. The CTT element solves the problems of group 1 , and partially solves the problems of group 2.

PP

An MPP ("Mobile Power Plant") is a container rapidly loadable and unloadable on board of a CTT, which realizes a new way to supply electric power to trains provided that they have the needed characteristics, especially volumetric. The "Cell MPPs" contain zinc-air cells (to be regenerated on the ground preferably at night) and provide CTTs with a cruising range of over 1250 km. The "Engine MPPs", ideal for crossing sparsely populated regions, transform temporarily the CTTs in Diesel- electric trains with a cruising range of more than 5000 km. The MPP element makes complete the solution of the problems of Group 2 and solves those of Group 3.

HPS

An HPS ("High Performance Shuttle") is a single-track train for local passenger service with articulated architecture, distributed motorization and locked configuration. An HPS is 4.70 m high, has double access at 1.00 and 2.80 m, is powered by the same MPPs of CTTs, and is ideal to run both on CTL and traditional lines. The HPS element enhances the usefulness of the CTT and MPP elements, extending their benefits to a rail transport area where the large capacity is not required and the high speed is unattainable due to the short range.

5. Glossary and basic classical formulas

This section is necessary both because there is some ambiguity in the terminology, and because it is is useful to premise a few basic formulas which will be extensively used later.

[Note, it is also necessary to clarify that all the mathematical functions in this document come from the Math object of the JavaScript language, except the user-defined | cath(t,u) = sqrt(t^*t-u^*u) and I hypo(t,u) = sqrt(t^*t+u^*u) | . The shortened expressions x², Vx and π return x*x, sqrt(x) and PI. All measurements of length, even if used as arguments of the functions ceil(t) or floor(t), are meant to be expressed in meters unless it is otherwise specified.]

Track. Consists of two rails for movement of trains, and may have a "third rail" or an "overhead line" to supply electrical power.

Track gauge (or "gauge"). Slightly less than the "track width", is the inner distance between the two rails on top. The "standard gauge" is 1.435 m.

Third rail. The "third rails" were abandoned in the past for safety requirements, and are coming back even for city transports because modem electronic controls permit to give voltage only when a train is exactly moving on a segment of a track.

Overhead line. The most used power supply system. The cables (or "catenaries") have a zigzag to prevent burning of the pantographs.

Rail line. Consists of: one or more tracks with their possible third rails or overhead lines (and the feeding lines and transformers); switches to change track; additional parking tracks; civil engineering works; control and signaling systems.

Accompanying cars. Passenger trains may permit travelers to take their cars on freight coaches attached to the train, from and to selected stations. The embarking-disembarking of accompanying cars takes time and may be performed in separate stations.

High-speed train. Passenger train with top speed in the range from 200 to 350 km/h. HS trains can be faster than aircrafts thanks to the quicker embarking-disembarking, and the stations being in the city centers. HS trains never carry accompanying cars.

High-speed line. Rail line for high-speed trains, with large radii of curvature and high-voltage overhead lines.

Track inclination. Where possible (not in switches) tracks have a transversal slope in curves, to counteract the centrifugal acceleration. Usually the track inclination tan(a) (tangent of the angle) must not exceed 0.07, to ensure stability if a train slows down.

Transverse acceleration. The total acceleration (gravity +centrifugal) of a train running a curve has a vector component A_T parallel to the inclined plane of the track, which usually is not permitted to exceed 0.6 m/s². Denoting with r and v the radius (m) and the speed (m/s), and with a the track inclination angle, it is | A_T = v^/r*cos(a)-9.80665*sin(a) m/s

Classical clothoid. Arc connecting a straight line with an arc of circumference. The radius is inversely proportional to the track inclination tan(a) [0<a<atan(0.07)], so giving a transverse acceleration [ A_T = 0.6*sin(a)/sin(atan(0.07)) | . A classical clothoid claims the linear equality tan(a) = 0.07*s/S | [being s the "curvilinear abscissa" and S the clothoid length], and is not practical because the derivative is discontinuous at the two extremes and so the altimetric radius is zero there.

Parabolic clothoid. Generalized clothoid whose track inclination tan(a) is a continuous function with continuous derivative of the curvilinear abscissa s, thanks to the parabolic definition tan(a) = 0.07 -t-2*(1-abs(s/S ))*(s/S

Maximum speed in curves. The condition on the transverse acceleration | A_T < 0.61 gives v < V(0.07*9.80ee5+0.6/cos(atan(0.07)))*Vr = 1.1349*Vr [ [e.g. if r = 4530 m then v < 275.0 km/h]

Possible centripetal acceleration in the curves. If a train slows down or stops in an elevated curve, the transverse acceleration becomes negative (centripetal) up to an absolute maximum of 19.80665*sin(atan(0.07))

Bogies. Bogies are structures with axles underneath a train. Usually bogies have 2 axles and each coach stands on 2 bogies.

Articulated trains. Trains with a unique shared bogie at each junction between coaches, plus 1 unshared bogie in each extreme coach. The main benefit is running safety, as the articulated trains are less prone to collapse like an accordion after derailing. 6. Disclosure of invention: constituent element CTL

A CTL ("Coupled-Track Line" or "CT Line") is a rail line with an even number of tracks, with each pair satisfying the 10 specifications defined below, and with track gauge in the range from 1.435 to 1.676 m. The reason to build CT lines rather than normal double-track lines (i.e. to adhere to the specifications below) is to permit the Coupled-Track Trains to run on these lines, likely together with traditional trains (Single-Track Trains).

None of the 10 specifications below introduces limitations on traditional trains, except that the specification 7 prescribes that the electric locomotives be adapted to get power either from third rails or (on the CTLs classified as REGIONAL) from pantographs installed on raised supports.

Normally the CONTINENTAL and REGIONAL CTLS have a minimum radius of curvature not less than 4540 and 3040 m respectively and even in the critical points the radius is seldom less than 1840 m (corresponding to maximum speeds of 275, 225 and 175 km/h for traditional trains).

1. The distance between the middle lines of the 2 tracks, computed diagonally if levels differ, constantly equals 2*N. The suggested value for the independent parameter is | N = 3.50 m | . No obstacles are allowed between the 2 tracks above the rail level, nor single-track bridges and galleries.

2. In curve the single-track (ST) inclination is <0.07 in accordance with present standards.

3. In each clothoid the middle line of the inside track is smoothly lowered and that of the outside track is raised of the same height, so that the CT inclination (i.e. the slope between the two middle lines) is constantly proportional to the ST inclination up to a maximum tan(b) at the end of the clothoid. The angle b is specific of the individual curve and must be in the range from atan(0.07) to

H. The suggested value for the independent parameter is | H = atan(0.226) | in the majority of cases (where the line control system can avoid that the curve is traveled by a Coupled-Track Train at too low speed), and a lower value | H_R = atan(0.117) | in the most critical curves (in which, due to the high slope or the proximity of other curves or a station, in particular circumstances a low speed or even a stop can sometimes be unavoidable).

4. Denoting with s (0<s<S) the "curvilinear abscissa" along a clothoid of length S, each transversal slope (ST or CT inclination) is proportional to the parabolic expression +2*(1-abs(s/S ))*(s/S The minimum length S of each clothoid is such that in the middle of the clothoid (s=S/2) the longitudinal slope of the inner rail of the inside track does not exceed I. The suggested value for the independent parameter is 11 = 0.01 1.

5. The station platforms for passengers and freight are at height F above the rail level. The suggested value for the independent parameter is | F = 2.80 m | . Below the passenger platforms (except those used only for short-haul trains), platforms for accompanying cars are at height C. The suggested value for the independent parameter is ] C = 0.50 m | . Above the passenger platforms optional platforms may exist at height F₃ for additional cars. The suggested value for the independent parameter is | F₃ = 5.05 m | . Separate tracks (not necessarily coupled) and platforms may exist for freight trains or short-haul passenger trains having load floors and entrances lower than F.

6. Although single-track trains cannot be so high, the permanent way of the CTL must be enough wide and high to permit trains with height J_L or J_H to travel. The suggested values for the independent parameters are | J_L - 5.60 m 1 and | J_H = 7.30 m | . Depending on whether J_H or J_L applies, the CTL is classified as CONTINENTAL or REGIONAL.

7. The CTLs may provide "third rail" power supply. If the CTL is CONTINENTAL no overhead power lines are allowed. If the CTL is REGIONAL the overhead lines are allowed provided that their height is > J_L+K and the zigzag in curve of the catenary of the inside track, towards the outside, is

≤ W_c. The suggested values for the independent parameters are | K = 0.90 m | and | W_c = 0-25 m

This implies that existing electric locomotives must have their pantographs on raised supports (of variable height for compatibility with current lines). Furthermore, in the presence of overhead lines any trains tilting in the curves must have the axis of rotation at a height≥ E_M. The suggested value for the independent parameter is | E_M = 1.15 m l . The position of the catenaries in curves is carefully controlled so that the distance in curves between catenaries and trains, even tilting, is > K-W_c*sin(H-atan(0.07))-(J_L+K-E„)*(1-cos(H-atan(0.07))) = 0.80 m.

8. In straight lines the maximum vertical force per meter of track to be supported equals

M_u*9.80665 kg/s . The suggested value for the independent parameter is | M_L = 10800 kg/m

9. In a curve with CT inclination tan(b) the maximum force per meter of track to be supported equals M_L*(9.80665/cos(b)+Ac*tan(b)) vertical and M_L*A_C transverse. The suggested value for the independent parameter is I Ac = 1.05 mls² \ . Therefore with b=H the maximum force per meter of track equals 10907*9.80665 kg/s² vertical and 1156*9.80665 kg/s² transverse.

10. The minimum radius of curvature in maneuver equals R-N (inner track) or R+N (outer track). The suggested value for the independent parameter is | R = 140 m

7. Disclosure of invention: constituent element CTT

A CTT ("Coupled-Track Train" or "CT Train") is an innovative train which runs on a couple of tracks of a CT line and is wider and higher than the current single-track (ST) trains. The CT trains are faster and shorter than traditional trains, and still carry many more passengers, accompanying cars, freight containers and large trucks. The CT trains decrease the impact and costs of the CT lines, as smaller radii of curvature permit to achieve higher speeds. The FIG. 1 shows the section of a CT train in a curve with a maximum CT inclination.

The main characteristics of the CT trains, many of which come from values already defined as CT line parameters, are summarized below. Among them is an absolute novelty for the high-speed trains, in order to save energy and thanks to the large volumes available, the use of large quantities of supercapacitors to store a significant part of the braking energy recovered by the engines and return it at the next acceleration.

7.1

The CT trains are of 3 categories: CONTINENTAL and REGIONAL for passengers and accompanying cars, and CARGO for freight and trucks, with a design speed of 440, 360 and 280 km/h respectively. On REGIONAL lines, only REGIONAL trains and low-height CARGO trains are allowed.

The CT trains have articulated architecture and distributed motorization. The normal length all included of each module equals L. The suggested value for the independent parameter is

L = 13.30 m [ . The suggested configurations, in the normal case of bidirectional trains, are 8÷15 passenger modules (train length < 200 m) and 8÷30 freight modules (train length < 400 m).

The CT trains consist of modules of 5 different types: HEAD, PILOT, CONTINENTAL, REGIONAL and CARGO. Each PILOT module has a driving cab, viewing through the almost full-glass 2^nd floor body of the adjacent HEAD (with a structure for the absorption of impact energy). For an optimal standardization of construction, the HEAD and PILOT modules are identical for all train categories (differing only for the maximum load and consequently the maximum total mass).

The double-head configuration is: HEAD + PILOT + a series of CONTINENTAL, REGIONAL or CARGO + PILOT + HEAD. Optionally some junctions (not HEAD-PILOT) are splittable, and both adjacent modules have a mobile cab in the central tunnel (if not PILOT) and can become the tail of a train or (only at low speed in maneuver) even a head. The splittable junctions permit trains to be single-head and to change configuration at a station.

7.2

Whilst ST trains have a maximum transverse acceleration of 0.6 m/s², the CT trains are more stable and their maximum is A_c = 1.05 m/s². In a curve of radius r and CT inclination tan(b), the maximum speed of the CT trains equals (9.80665*tan(b)+A_c/cos(b))* r. With b=H, the speed of CT trains is 1.6 times the maximum speed of the ST trains: with a minimum radius of curvature of 1840, 3040 or 4540 m the maximum CT train speed equals 280, 360 or 440 km/h (whilst the maximum ST train speed equals 175, 225 or 275 km/h).

With b = H_R, the maximum speed of the CT trains is 1.308 times that of the ST trains: to keep speeds of 280, 360 or 440 km/h it is needed a radius of curvature not less than 2732, 4515 or 6745 m (or, keeping the radii of curvature of the case b = H, the maximum speed decreases to 229, 294 or 360 km/h). With b = H_R, a CT train slowing down in a curve is subject to a centripetal transverse acceleration up to 9.80665*sin(H_R) = 1.140 m/s². With b = H, the centripetal transverse acceleration is < 1.140 m/s² if the CT train speed is≥ V(sin(H)-sin(H_R))/V(sin(H)+A_c/9.80665) = 0.564 times the maximum speed.

7.3

The width of the CT trains equals 2*W. The suggested value for the independent parameter is I W = 4.90 m | (the main reason not to choose a greater value is to keep the dependent parameter W34 0 enough large). As a consequence, the height of the pivots of the bogies equals E = F-W*sin(H) = 1.720 m in order to obtain a transversal section with cylindrical surfaces with radius W below the level F.

In a straight line the normal distance between the centers of two adjacent modules equals L. The length of each module at the two sides equals L-P. The suggested value for the independent parameter is | P = 0.70 m | so that each module is 0.40 m longer than a 40-feet container. The central length of a module equals L-P+2*W*tan(t),being the angle τ defined later.

The minimum distance between the bodies of two adjacent modules in a curve, as well as the minimum distance between a bogie and the body of a module, equals Y. The suggested value for the independent parameter is | Y = 0.097 m

The maximum elasticity of the central joint between two modules equals ±Q, being Q = 0.142 m [as from the table of formulas]. Thus in a straight line the distance between the bodies of two adjacent modules (at the sides) is in the range from 0.558 to 0.842 m. The angle τ can be defined as τ = atan(floor(W*tan((L-Q)/2/R)*1000)/W/1000) = 2.687° because in a curve with the minimum radius R and the maximum compression of the central joint, two adjacent modules form an angle approximately equal to 2*τ. So the module length, being equal to L-P = 12.60 m at the maximum width of 2*W, equals L-P+2*W*tan(-c) = 13.06 m at the center, and in a straight line the central distance between the bodies of two adjacent modules is in the range from 0.098 to 0.382 m.

7.4

The finite thickness of the basis of the second floor (except in correspondence of the two main longitudinal beams) equals V₂₈₀. The suggested value for the independent parameter is

V₂₈o = 0.28 m 1 as this permits a frame of HE240M or HE260B transversal beams. Thus the ground- floor usable height (except below the longitudinal beams) equals V₂₀₂o = F-C-V₂₈o = 2.02 m.

The HEAD module height equals G_L = 5.12 m [as from the table of formulas]. The PILOT module height equals J_H or G_L depending on whether a top extension is installed or not (the change can be made at the station). The CONTINENTAL module height equals J_H. The REGIONAL module height equals J_L- The CARGO module height equals J_H or J_L depending on the roof position (when large trucks and high-cube containers are not on board the roofs are retracted to improve performance and to be able to run on REGIONAL lines).

7.5

The mechanical design characteristics of the CTT modules are in the following table.

7.6

The finite thickness of the external walls (except the transverse walls) equals S. The suggested value for the independent parameter is | S = 0.17 m | to permit a frame of HE160B beams. Thus the minimum height of the CT trains above the rails in straight lines (therefore with no CT inclination) equals B = C-S = 0.33 m and the minimum distance in curves is in the range from 0.171 to 0.190 m, depending on the track gauge. Therefore the maximum second-floor usable height equals J_H-S-F = 4.33 m or J_L-S-F = 2.63 m depending on the CT line type.

The finite thickness of the basis of the second floor in correspondence of the two main longitudinal beams equals V₃₂₀. The suggested value for the independent parameter is 1 V320 = 0.32 m I to permit a couple of HE280M or HE300B longitudinal beams. Thus the ground-floor usable height below the longitudinal beams equals i₉₈o = F-C-V₃₂₀ = 1.98 m.

The finite thickness of the basis of the 3^rd floor in a CONTINENTAL module equals V₁₇₀ = 2*F₃-F-J_H+S = 0.17 m. Thus the 2^nd and 3^rd-floor usable height equals 2080 = (J_H-S-F-V₁₇₀)/2 = 2.08 m.

In the PILOT and REGIONAL modules the finite thickness of the top equals V4₀₀ (instead of S).

The suggested value for the independent parameter is | V400 - 0.40 m | to permit many supercapacitors to be installed inside the roof. So the usable height of the 2 floor equals 1920 = G-.-V400-F = 1.92 m n in the PILOT modules and V2 00 ~ JL"V_4OO^_F ⁼ 2.40 m in the REGIONAL modules.

7.7

In a curve with the minimum radius R, inside a CT train the inner point at a height > F above the rails is subject to a radius R_M = 135.395 m [as from the table of formulas]. In a curve not elevated, the maximum speed compatible with a transverse acceleration < A_C equals AC* R_m = 42.9 km/h. This more than acceptable speed in maneuver shows the ability of the CT passenger trains with up to 15 modules to use effectively stations just 200 m long and connected to the high-speed line through radii of curvature of only 140 m.

7.8

All trains have a continuous tunnel at the center of the ground floor, with a loading hatch in each HEAD module, and a usable height equal to V₂₀₂o- Its goal is to host Mobile Power Plants (element MPP of the invention) and in the REGIONAL modules also to double the number of accompanying cars. The CT trains can get electric power (DC 680 V) from the following sources:

• overhead power lines (if available in the REGIONAL line): to this end the PILOT modules can have pantographs and converters;

· third rails (if available in the CONTINENTAL or REGIONAL line): to this end the PILOT modules can have sliding blocks and converters;

• Mobile Power Plants hosted in the central tunnel (introduced by the element MPP of the invention);

• supercapacitors permanently installed in the train's modules, charged when the motors recover the braking energy.

Not only the supercapacitors decrease the energy consumption but also improve the overall performance. Indeed, the supercapacitors permit the engine power to exceed the power of the MPPs and so provide faster accelerations. The additional power further decreases the energy consumption, if the same station-to-station times are achieved at lower maximum speeds so reducing the average aerodynamic resistance.

The supercapacitors found in the market best fitting the CT train needs have dimensions 0.418 x 0.212 x 0.179 m, maximum voltage in series 750 V, and the following characteristics for 14 units connected in series: nominal voltage 680 V, mass 200 kg, maximum power 630 kW, maximum stored energy 0.756 kWh. In the inventor's opinion the best choices for the number of units per module are: 4060 (HEAD), 2800 (PILOT), 1470 (CONTINENTAL), 3640 (REGIONAL), 420 (CARGO). The supercapacitors are all stored on the 1 floor except 1750 units per PILOT module and 2170 units per REGIONAL module (in both cases inside the top).

7.9

The transversal section of the CONTINENTAL, REGIONAL and CARGO modules has the shape described by the inequality abs(x)≤ x₀(z,J) [where x is the horizontal transversal coordinate, the function x₀ is defined in the table of formulas, z is the height above the rails and J indicates the module height i.e. J_H or J_L] and shown in the FIG. 2 (CONTINENTAL) and the FIG. 3 (REGIONAL).

The transversal section of the PILOT modules without top extension is the same, except that it is truncated superiorly at the height G_L. The transversal section of the HEAD modules and the PILOT modules with top extension is the same, except that it is truncated superiorly (and also inferiorly in the front part of the HEAD modules) at heights which are functions of the longitudinal coordinate.

7.10

The longitudinal section of the PILOT and HEAD modules of a CONTINENTAL or high-roof CARGO train has the shape described by the inequality y < y₀(z) [where y is the longitudinal coordinate, with the head of the train at y=(L-P)/2, and the function y₀ is defined in the table of formulas] and shown in the FIG. 4.

At heights from F to G_L the body of the PILOT module is shortened by 2.64 m to permit the optional pantographs to be united with the bogies.

The longitudinal section of the PILOT modules without top extension is the same, except that it is truncated superiorly at the height G_L.

7.11

The vertical space for containers inside the CT trains exceeds the maximum container height of a length T = J_L-F-2.60-S = 0.03 m. The tolerance in the horizontal positioning (both longitudinal and transversal) of containers inside the CT trains equals ±T. 7.12

Each module stands on the bogies through 4 pivots. All pivots are free to rotate, and their vertical distance from the module is flexible enough to compensate for the possible non-coplanarity of the 4 bogies. The elastic suspensions of the CT train on the bogies are assumed to be part of the train, i.e. the "vertical" movement is perpendicular to the train rather than the bogies. The maximum elasticity of the vertical suspensions of a module on the bodies equals ±Y_V. The suggested value for the independent parameter is l Y_v = 0.10 m [ . A hydraulic system in the module connects transversally each couple of suspensions, so that when one is compressed (or elongated) a force is generated to compress (or elongate) the other too. This is needed to prevent two parallel suspensions from being one at maximum compression and the other at maximum elongation, so significantly decreasing the distance between the bogies and generating transversal forces on the rails.

Except the train extremes, at each module extreme one of the 2 pivots is sliding longitudinally (looking horizontally at a module head or tail from the outside, the left pivot is sliding). The sliding pivots permit the modules both to increase and decrease their distance and to form an angle in the curves. Each bogie is subject to the ST inclination. Being the CT inclination greater, in the curves a CT train is inclined with respect to its bogies. The head and tail of a train have 2 2-axle bogies each, and all other bogies in a CT train have 4 axles and are shared by 2 adjacent modules. The distance between two axles equals U. The suggested value for the independent parameter is 7.13

The high-roof CARGO module (shown in the FIG. 5) has side doors and a retractable top. Each door has a lower part, folded up when the roof is lowered. The white parallelograms in the FIG. 5 (parallel to the low parts of the doors) are sliding walls, coming out with the high roof.

The internal inclination of the top is given by the angle β = 1.486° [as from the table of formulas].

With the high roof the top thickness is > S/2 (this minimum doubles to S as each half top has an extension folded back and (J_H-Ji.)*tan(H) = 0.384 m long). With the low roof the extensions open and the thickness is > S/2-(J_H-J_L)*tan(H)*tan^) = 0.075 m.

In addition to 2 High-Cube containers on the sides (2.44 x 12.20 x 2.90 m), a high-roof CARGO module has a central space for containers or trucks with a width of W₂₉₀o = 2.900 m, a length of L-12736 = 12.736 m and a height of V^o = 4.330 m [as from the table of formulas].

In addition to 2 Box containers on the sides (2.44 x 12.20 x 2.60 m), a low-roof CARGO module has a central space for Box containers or small trucks with a width of W3035 = 3.035 m, a length of L12742 = 12.742 m and a height of V₂₆86 = 2.686 m [as from the table of formulas].

The doors are opened by rotating an angle λ = 71.451°. When the doors are open, the CARGO module has an extra height of V405 = 0.405 m and an extra width per side of W₁₃₉₃ = 1.393 m (or Wi778 = 1.778 m per side when the roof is low) [as from the table of formulas].

The CARGO modules do not carry freight or vehicles at the first floor, to get the highest second- floor payload. 7.14

At heights up to Z₁₃₀e = 1.308 m [as from the table of formulas], each bogie has a symmetrical transversal section determined by the outer side being equal to the train's section. Therefore with an inclination of the bogie relative to the train up to the angle H₀ = H-atan(0.07) = 8.731°, the maximum transversal width of a bogie equals W₂88i = 2*(W-N*cos(H₀)) = 2.881 m.

The intermediate non-sliding pivots are at a longitudinal distance Y_{51 9} = 5.112 m from the center of the module, whilst the non-sliding pivots at the head of HEAD modules are at a longitudinal distance Y3332 ⁼ 3.330 m [as from the table of formulas].

In a straight line with a distance between the module centers equal to L, the sliding pivots are at a normal longitudinal distance L-Y₅₁₁₉-2*U = 5.588 m from the module center.

In a curve with radius R with a minimum distance between the module centers, the inner sliding pivot is at its minimum longitudinal distance Y₅₁₁₅ = 5.114 m from the module center [as from the table of formulas].

In a curve with radius R with a maximum distance between the module centers, the outer sliding pivot is at its maximum longitudinal distance Y₆₀₆i = 6.064 m from the module center [as from the table of formulas]. The free transversal distance between bogies is W4034 = 4.034 m, and the usable width of the central tunnel equals W₃₅₀o = W4o₃₄-2*(S+Y) = 3.50 m whilst the width of the module's body at the ground-floor extremes equals W₃₈₄o = W4034-2*Y = 3.84 m [as from the table of formulas].

Thus the central tunnel of a ΠΟΠ-HEAD module can host up to 8 containers, each W3440 = 3.44 m wide, L ₅₅₀ = 1.55 m long and V₁₉₉₀ = 1.99 m high [as from the table of formulas]. A HEAD module can host up to 7 containers.

The FIG. 6 and FIG. 7 show the junction between two modules in a minimum-radius curve, respectively with the maximum compression and elongation of the central junction.

7.15

The transversal section of a bogie has the shape given by the inequality abs(x) < Xi(z) [where x is the transverse horizontal coordinate relative to the single track, the function is defined in the table of formulas, and z is the height above the rails] and shown in the FIG. 8.

The maximum width of the longitudinal beams equals W₃i₀. The suggested value for the independent parameter is [ W₃₁₀ = 0.31 m | as this width is enough large both for HE280M and HE300B beams.

7.16

In passenger trains the accompanying cars are moved through side doors in the non-HEAD modules. Each CONTINENTAL or PILOT module carries up to 2 longitudinal cars. Each REGIONAL module carries up 4 transversal cars (taking up space also in the central tunnel), or 2 if the module carries a combustion-engine Mobile Power Plant. Including the tolerances, each longitudinal car has maximum dimensions of 2.40 x 6.40 x 1.98 m. The same applies to the transversal cars, except that the maximum total length of each couple of cars is 9.26 m.

The FIG. 9 and FIG. 10 show the two different possibilities in the 1^st floor, indicating also the numbers of supercapacitor units stored in the available spaces.

To carry more cars some CONTINENTAL modules can host 5 transversal cars in the 3^rd floor, provided that the stations have additional car platforms 5.05 m above the rail level. Including the tolerances these additional cars have maximum dimensions of 2.40 x 7.10 x 1.98 m. Instead of 1 additional car 2 cars can be embarked, approximately up to 4.60 m long and 1.55 high provided that the front hood is not too high. The FIG. 11 shows the cross section of a solution of this type. 7.17

The comfort of passenger modules is ensured primarily by large amplitudes and the optimal type of posts. The seats are aircraft-type "recliners" with substantial improvements made possible by the large space available in the CT trains.

The seats are exceptionally large (from 56.7 cm in Economy Class and 63 cm in Business Class while the best BC airline has only 53.3 cm). The longitudinal spaces available to each post (from 94 cm in EC and 128 cm in BC) are at the level of the best airlines, taking into account also the fact that the seats placed side by side are at most 2 (almost always 1 in BC). The First Class offers only suites with sofa beds at least 94.5 x 200 cm and private toilet.

The seat width allows the tables to be hinged to the arms rather than the skeleton of the seat in front: it is a decisive trick to devote to each post a reserved area perfectly identified and inviolable by passengers nearby. The absence of tables at the back allows the chairs to be reclining with automatic scrolling forward, and so eliminates any disturbance to the passengers sitting behind, as well as the existence of "unfortunate seats" with blocked backs where there is no space behind.

All seats are placed transversely to "look toward the windows". In fact, the considerable width of the trains achieves both the benefits so far of aircrafts only: that passengers do not look at each, and that no chair is oriented countermarch. As in the most spacious trains and unlike airplanes, the passenger compartments are separated from the corridors.

Each compartment has up to 16 seats in Economy Class and 6 in Business (the CONTINENTAL Business Class modules without additional cars on the 3^rd floor have also 2 9-seat compartments), or in First Class is a suite with 1 o 2 "flat bed" seats and private toilet (the CONTINENTAL First Class modules without additional cars on the 3^rd floor have also 1 3-bed suite). Inside each compartment the passages between the seats are 51.7 cm (EC) or 58 cm wide (Business and First Class).

The corridors and any stairs are 108.4 cm wide. On the 2^ND floor each module has a transverse corridor, with access doors at either end, which intersects with a longitudinal corridor, with intercoms to the adjacent modules at the two extremes. This "+" perfectly symmetrical divides 4 sectors, each with multiple passenger compartments. The CONTINENTAL modules without additional cars on the 3^rd floor have an internal stairway leading from 2^ND to 3^rd floor. The 3^rd floor has only a longitudinal corridor, without intercoms at the extremes, and therefore the sectors with passenger compartments are 2 on one side of the corridor (separated by the staircase) plus 1 full-length on the opposite side.

Each module has 2 toilets per floor (Economy and Business Class) or 1 per suite (First Class).

Each module has a mini-bar on each floor, connected via "pneumatic mail" with the pilot modules. The continuous supply of each mini-bar can thus be maintained from centralized service areas.

The following table provides detailed data on how many seats are available in each module, and what are the dimensions of the area devoted to each place (width x longitudinal space).

The FIG. 12, FIG. 13 and FIG. 14 show the plants of the Economy Class. The FIG. 15, FIG. 16 and FIG. 17 show the plants of the Business Class. The FIG. 18, FIG. 19 and FIG. 20 show the plants of the First Class. [For all classes, the REGiONAL-module plants apply also to CONTINENTAL modules with additional cars on the 3^rd floor.] 8. Disclosure of invention: constituent element MPP

The element MPP of the invention consists in the power supply to CT trains obtained from mobile boxes carried on board.

The Cell Mobile Power Plants (CMPP) mainly contain regenerative zinc-air cells. The Engine Mobile Power Plants (EMPP) mainly contain an electric generator driven by a combustion engine together with accessories, fuel and coolant.

Whilst CMPPs can be carried by any standard CT train modules, the EMPPs require modified CT modules with coolant pipes, radiators and exhaust pipes and tailpipes permanently installed. Only CONTINENTAL, REGIONAL and high-roof CARGO modules can be adapted to EMPPs. The CT modules fitted for the EMPPs are not heavier than the standard modules, but carry less supercapacitors and differ as follows: a) the CONTINENTAL modules have fewer 3^rd-floor seats; b) each REGIONAL module can carry up to 2 accompanying cars, instead of 4; c) the CARGO modules have a high roof not retractable, can therefore only travel on CONTINENTAL lines, and the maximum height of freight and trucks decreases from 4.30 to 4.00 m.

All MPPs are stored in the central tunnel on the ground floor of the train, and are quickly loaded and unloaded through the front hatch in each HEAD module. All MPPs generate DC power at 680 V. The CMPPs have dimensions 1.55 x 3.44 x 1.99 m and maximum mass 12 tons. The EMPPs have dimensions 6.38 x 3.44 x 1.99 m (like 4 adjacent CMPPs) and maximum mass 42 tons (like 3.5 CMPPs).

The following table indicates how many CMPPs and EMPPs can be loaded at maximum in each module.

Each MPP communicates with the CT train through electric connections and use ventilation holes on the bottom of the train. Moreover, EMPPs also use coolant pipes and exhaust gas pipes in the train. Each train module has 1 ventilation hole per permitted CMPP (used also by EMPPs if any). Each train module fitted for EMPPs also has 1 radiator and 1 exhaust tailpipe on the top, per each permitted EMPP (1 REGIONAL-CARGO, 2 CONTINENTAL).

Real and virtual scenarios

The current technology scenario permits, in general, only three electric power supply architectures for high-speed distributed-motor trains.

The first architecture - fresh electric energy - is the only currently used and has very high costs both for kWh (consumption is concentrated in the peak hours) and of system (due to the overhead power lines, and there would not be significant savings if third rails would be used instead).

The second architecture - stored electrical energy - is currently limited to the regenerative zinc-air cells, since the two possible alternatives (the rechargeable electrochemical batteries and the supercapacitors) cannot currently be used as primary sources due to technological limitations of yield and charging speed (the former) and energy density (the latter). The CMPPs make the for the first time available this new zinc-air solution, thanks to the characteristics of CT trains.

The third architecture - chemical energy converted on board to electrical - is the proven and effective Diesel-electric solution, so far used only on little fast train (hauled by locomotives) with the disadvantage of requiring long time out of service for maintenance of the engines. The EMPPs make the for the first time the Diesel-electric solution available to high-speed trains with distributed motorization, with zero maintenance, thanks to the characteristics of CT trains.

CMPP

The zinc-air cells found in the market best fitting the CT train needs permit to obtain CMPPs with a maximum power of 960 kW and a maximum stored energy of 2088 kWh.

These data show that to provide the same energy stored in a single CMPP, 38668 supercapacitor units would be needed with a total volume 60 times larger and a total mass 46 times greater. Therefore, unless future revolutionary supercapacitors provide much greater energies, no reason based on the present can be forehead why the zinc-air cell technology should not be the most effective in supplying non-fossil energy to trains.

These data also show that a 15-module CONTINENTAL train (200 meters long) could get from its 118 CMPPs a power of 113 MW, i.e. more than 9 times more than the power of 12 MW obtained by the Alstom's AGV high-speed train (250 meters long) from the overhead lines. The energy on board of such a CONTINENTAL train would be equal to 246 MWh, i.e. the total consumption of an Alstom's AGV running 27 hours at ¾ maximum power.

EMPP

The all-in-one Diesel generator sets found in the market best fitting the CT train needs permit to obtain EMPPs with a maximum power of 2600 kW (same as 2.7 CMPPs) and a maximum stored energy of 40000 kWh (same as 19.2 CMPPs), with the engine and the generator on the same longitudinal axle. Such an EMPP would assemble a Diesel generator set (able to operate with remote radiators), fuel tanks, converters to DC 680 V, robots to connect and disconnect the train pipes, about 12000 kg of Diesel fuel, and as much coolant as needed. An equivalent but much more powerful solution could be obtained assembling 2 parallel marine Diesel engines of 2750 kW each and an electric generator with a power of 4800 kW (same as 5 CMPPs), plus a coolant system replacing the sea water and the same other components as the first model.

If the above referred 15-module CONTINENTAL train had 30 CMPPs and 22 EMPPs instead of 118 CMPP (maybe not along its whole long-haul journey but only across the most sparsely populated areas), its total mass would decrease of 132 tons (plus the fuel consumed on the way up to 264 tons) and its energy on board would increase from 246 to 943 MWh. So the train would have a cruising range almost quadruple. SMPP

A third type of MPP (Supercapacitor Mobile Power Plant or SMPP) has a different function from the previous: it does not provide primary power to the train, but increases the maximum stored energy of the supercapacitors permanently installed on board. Each SMPP has the same size of an EMPP and a maximum mass of 40 tons, and can store up to 142.128 kWh.

The suggested use of the SMPPs is in CONTINENTAL and CARGO trains without CMPPs on board, i.e. with primary energy supplied only by EMPPs, and with the limit of one SMPP per module. In fact, the REGIONAL trains have a good supply of supercapacitors without SMPPs: a double-headed train with 15 modules and a total mass of 2778 tons (EMPPs only) can store up to 2903 kWh, equal to the train's kinetic energy at 312 km/h. But in the absence of SMPPs a CONTINENTAL (or CARGO) train with 15 (or 30) modules and a total mass of 3108 (or 8024) tons could store up to 1614 (or 1330) kWh, equal to the kinetic energy of the train at just 220 (or 124) km/h. Loading on board 10 (or 27) SMPPs and only 18 (or 31) EMPPs instead of 22 (or 52), the same CONTINENTAL (or CARGO) train would have a total mass of 3340 (or 8222) tons and could store up to 3035 (or 5168) kWh, equal to the kinetic energy of the train at 291 (or 242) km/h. In this way, the power of EMPPs would still be higher than the engine power, but the amount of fuel on board would decrease by 8% (or 40%).

While in trains powered by CMPPs the function of supercapacitors is solely to save energy and increase the cruising range [which is why many of them have been designed to be permanently installed on the REGIONAL trains that make frequent stops and have plenty of fixed volumes], in the trains powered by EMPPs a further function is to allow the Diesel generators to be routinely shut down near the main stations, even for several tens of kilometers. If the length of these "No Combustion Areas" is significant the journey times increase, as both the arrival deceleration and the subsequent acceleration on departure must be performed at reduced power. To reduce this negative result, since the softer deceleration is less effective in charging the supercapacitors, it is convenient that they can quickly complete the charging at the station drawing power from the electric network.

Environmental sustainability

Most technologies are or are not eco-friendly depending on the context. In the area of trains the overhead power lines are extensively used, but they can be rationally regarded as the best technology only under strict conditions that occur rarely. For example if an important part of the energy carried by the overhead lines is generated by fuel-driven power plants, it would be cheaper and more eco-friendly to put modem and clean Diesel engines on board of the trains. But in several countries the rail companies pay only part of their electric consumption, the rest being paid by citizens via home electric billing or income taxation, and this discourages the research of efficient trains not driven by the very expensive fresh electric power.

Of course the zinc-air cell technology is highly eco-friendly, giving most advantages of both the fresh electric power (zero emissions along the rail line) and the Diesel engines (no power lines needed). It would permit trains to use frozen electric power, stored in the cells when it is available at the lowest cost and impact on the environment, not exactly when trains must run. Very likely such a power would come from fossil sources much less than the fresh energy presently provided by the overhead lines. But in some large countries, in some sparsely populated areas, even the zinc-cell regeneration plants would be too expensive because great electric power is not available in the region and indeed is not needed. Why not Diesel?

Diesel electric trains are not objectively so bad. Their powerful engines have a yield not so far from the best electric power plants driven by fossil fuels, with the great advantages that no power lines are needed and no energy losses are caused by the distances. Modern technologies have reduced the Diesel pollution to a minimum, and there would be many technical ways to switch to zero-emission functioning when the trains enter critical areas. The correct scientific statement should be that Diesel electric trains can be the best in some contexts, not in other ones. For this reason the CT train technology permits - does not oblige - to use Diesel engines where this can be rationally found convenient, from station to station. Indeed an efficient Diesel train is always more eco-friendly than no train, that would mean more aircrafts, cars and trucks.

In any case the invention separates the train's architecture from the "black box" MPP technology. Any way to give power can be thought and experienced provided that it can stay within 42 tons and 44 m³, and needs not more than ventilation windows and coolant and exhaust pipes.

9. Disclosure of invention: constituent element HPS The element HPS of the invention consists in advanced single-track trains designed to perform the short-haul passenger service in connection with the medium-haul and long-haul service provided by the larger and faster coupled-track trains. The major advantages of the HPS trains over the traditional ST trains are the ability to share the same station platforms of the CT trains and the power supply from the same Mobile Power Plants.

The basic characteristics of the HPS trains are the following.

1. The HPS trains have the same width (3.15 m) of traditional ST trains and the same modular length (13.30 m) of CT trains, and are 4.70 m high. Passengers are at a height of 2.55 m above the rails, i.e. just 25 cm lower (a couple of steps) than in CONTINENTAL and REGIONAL CT trains.

2. The HPS trains are similar to the REGIONAL CT trains, even in the module types LHEAD- LPILOT-LOCAL playing the same roles of the HEAD-PILOT-REGIONAL modules. The main difference is that HPS trains do not carry accompanying cars.

3. The HPS trains have an articulated architecture with distributed motorization, with a number of 2-axle bogies equal to N+1 (being N the number of modules). Being the bogies not splittable, all HPS trains are double-head and cannot change configuration at the station.

4. The HPS trains have a design speed of 225 km/h.

5. First-floor side doors in the non-HEAD HPS modules are used to load and unload the MPPs stored 0.32 m above the rails. Whilst a LOCAL modules can carry 1 CMPP (12 tons), a LPILOT module can carry either up to 3 CMPPs or 1 EMPP with 50% of fuel (36 tons). Thus, for example, a 14-module HPS train with 10 CMPPs and 2 EMPPs on board can get 9.6 MW of electric power either from the zinc cells (20.88 MWh energy) or from the Diesel engines (40 MWh energy), in addition to the supercapacitors in acceleration.

6. The LPILOT modules are optionally provided with pantographs and converters to get power from overhead lines from 5.60 to 6.50 m high.

7. Each HPS module has an aerodynamic resistance equivalent to a 195-kW power at 180 km/h, an unladen mass of 36 tons, a supercapacitor mass equal to 36 or 8 tons (only LHEAD and LOCAL modules respectively), a maximum load of Mobile Power Plants equal to 36 or 12 t (only ..PILOT and LOCAL modules respectively), a maximum payload of 4 tons (only LOCAL modules), and a total mass equal to 72 tons (LHEAD and LPILOT modules) or 60 tons (LOCAL modules).

8. The HPS trains.do not carry SMPPs.

10. Disclosure of invention:

mathematical model for performance evaluation

Dynamic equations

[Note: The variables used in this section have different meanings, although they may have the same symbolic names, from those used in the rest of the Description.]

Let us consider a train of mass M (kg) with engine power P (W), traveling on a route of length D (m). The train accelerates from zero, then travels at a cruising speed V (m/s) not exceeding the maximum speed Z (m/s), and finally decelerates until stopping. The train is powered by Mobile Power Plants with power P_z and stored energy E_z, and also equipped with supercapacitors (SC) with power P_s and maximum stored energy E_s.

Let us denote with t the time (s), x(t) the position (m), x'(t) the speed (m/s), x"(t) the acceleration (m/s²), f(t) the force to the wheels (kg*m/s²) and p(t) the power to the wheels (W). Of course it is p(t) = f(t)*x^*(t). Let us assume that the movement is from x=0 (at t=0) to x=D. Let us assume that at low speed, both in acceleration and deceleration, due to adherence reasons and comfort targets the power p(t) is electronically limited so that | f(t) < M*A 1 having defined

0.8 m/s I . Let us assume that the motors have efficiency G when transforming electric energy into mechanical, and H when recovering the kinetic energy of the train and charging the SC.

Thus the maximum engine power to the wheels is as follows:

[It is meant that if P_S<H*P or E_s is small, the excess power recovered by the engines is dissipated by resistors.]

Let us assume that the total force opposite to the motion at the constant speed x'(t) equals M/T*(x'(t)+2*V_B) kg*m/s | having defined:

T = M/C (s) is a "time constant"

VB = (Q+W)*T*g/2 (s) is a "speed constant" (<0 se W<-Q)

C (kg/s) is the coefficient of the aerodynamic resistance

Q = 0.0003 (dimensionless) is the coefficient of the rolling resistance

W (dimensionless) is the altimetric slope (<0 for downhill)

g = 9.80665 (m/s²) is the acceleration of gravity To permit a train to start uphill, with a force to the wheels equal to M*A, it must be V_B < A*T/2 and so the altimetric slope W is subject to the condition: | abs(W) < A/g-Q = 0.06091 . The power to the wheels needed to keep the constant speed V is: | P_K = M T*V*(V÷2*V_B) 1.

There are 6 phases (3 accelerating, 1 at constant speed V, and 2 decelerating). The initial state is: time 0, speed 0, position 0. The n-th phase (1<n<6) lasts a time T_n and corresponds to a length X„, having to be∑i_≤n≤_{6 n} = D- Let us leave to the moment undetermined the quantity V, assuming that it is ] P/ /A < v] . It must also be P < Po and consequently | V < sqrt(T*Po/M+V_B ²)-V_B

. A further condition limiting superiorly V is that it be | X₁+X₂+X3+X_s+Xe < D | .

The dynamic equations of the motion are the following (beginning from phases 5 and 6 as the variables S_s and S₆ influence the phases 1 and 2):

Phase 5 (deceleration with constant braking power). It is p(t) = -P and consequently x"(t) = -(P*T/M-V_B '+(x'(t)+V_B) )/x'(t) T I . The phase ends when the speed P/M/A is reached (need of limiting the power). During the phase an energy equal to S₅ = min(H*P*T_s,E_s) is stored in the SCs.

Phase 6 (deceleration with decreasing braking power). It is p(t) = -M*A*x'(t) and consequently I x"(t) = -(V_E+x'(t))/T | having defined | V_E = A*T+2*V_B | . The phase ends when the speed becomes 0. During the phase an energy equal to S₈ = min(H*M*A*X ₆)Es-Ss) is stored in the SCs.

Phase 1 (acceleration with increasing power). It is p(t) = *A*x'(t) and consequently x"(t) = (V_c-x'(t)) T I having defined | V_c = A*T-2*V_B | . The energy consumed during the phase equals M*A*Xi/G, of which at least Si from the SCs. The phase ends at the speed V when the speed Pi/M/A is reached (the power cannot further increase) or when Si reaches S₅+S₆ (SCs exhausted).

Phase 2 (acceleration with constant power). It is p(t) = Pi and consequently

. The energy consumed during the phase equals P^T^G, of which at least S₂ from the SCs. The phase ends at the speed V₂ when the speed V is reached or when S^+S₂ reaches S₅+S₆ (SCs exhausted).

Phase 3 (possible additional acceleration with lower constant power being the SCs exhausted). It is p(t) = P₀ and consequently

having defined

V_AO = 5ςιΐ(Ρ₀*Τ/Μ+ν_Β ^ζ)-ν_Β I . The energy consumed during the phase equals P₀T₃/G. The phase ends at the speed V. [With the power parameters that will be chosen for the CT trains this phase cannot take place, unless the power P₀ is very low due to a quantity of Mobile Power Plants on board much less than the maximum designed.]

Phase 4 (constant speed V). It is p(t) = P_K and T₄ = X4/V. The energy consumed during the phase equals P_K*XJ\/IG. The phase ends when X = D-X 1 -Χ₂-Χ3-Χ5-Χ6·

Analytical solution of the dynamic equations

To solve the dynamic equations, during acceleration and deceleration, let us use the speed x'(t) as the independent variable v. Then both time and space become the functions t(v) and x(v): more exactly, the functions t_A(v) and x_A(v) during acceleration and the functions to(v) and x_D(v) during deceleration. Of course it is in acceleration x_A(v) = Jv*t_A'(v) dv and x"(t) = 1/t_A'(v), and in deceleration x_D(v) = ίν*¾·(ν) dv and x"(t) = 1/tb^a(v). Solution of phase 5. For v decreasing from V to P/M/A it is t_D'(v) = -T*v/(P*T/M-V_B ²+(v+V_B)²).

Defining f₅(v) = log((P*T/M-V_B ²+(V+V_B)²)/(P*T/M-V_B ²+(v+V_B)²)), V_D = (V_B ²!=P*T/M? sqrt(abs(P*T/M-V_B ²)): V_B), g₅(v) = (V_B ² < P*T/M ? atan((V+V_B)/V_D)-atan((v+V_B) V_D) : (P*T/M < V_B ² ? log((V_D+V_B+v)/(V_D-V_B-v)/(V_D+V_B+V)*(V_D-V_B-V))/2 : VBI(V+VB)-VBI(V+VB))), we obtain T₅ = T*(f₅(P/M/A)/2-V_BA/_D*g₅(P/M/A)) and X₅ = T*(V-P/M/A-V_B*f₅(P/M/A)-(P*T/M-2*VB²) V_D*g₅(P/M/A)).

Solution of phase 6. For v decreasing from P/M/A to 0 it is ¾'(ν) = -T/(V_E+v). We obtain

T₆ = T*log(1+P/M/A/V_E) and Xe = T*(P/M/A-V_E*log(1+P/M/A V_E)).

Solution of phase 1. For convenience let us define the zero function. Let h(x) be a function of x that admits a unique solution of the equation h(x)=0. We will denote this solution with the symbol zero("h(x)"), where the "" are needed because the zero function must receive as an operand the string containing the expression and not the pre-calculated value of the expression itself. For v increasing from 0 to Vi it is t_A'(v) = T/(V_c-v). Defining ί_η(ν) = -log(1-v/V_c) and s^vj s 'A^/G^iVc-Po M AJ^f^vJ-f^Po M/AJHv-Po M A)), we obtain V, = (s₁(P₁/M/A)<S₅+S₆? P^M/A: zero("S₅+S₆-_Sl(x)")), = Tf ^), = V^TVV^T and S₁ = s^).

Solution of phase 2. For v increasing from V, to V₂ it is t_A'(v) = T*v/((V_A1+V_B)²-(v+V_B)²).

Defining f₂(v) = \og{{\/_M^)l(V_M-v)), g₂(v) = log((V_A1+2*V_B+v)/(V_A1+2*V_B+V.,)) and s₂(v) =

V2IGI( _M+V_B P,-P₀ V_A^₂(v)^_M+2*V_B g₂{^ we obtain V₂ = (S^O/) < S₅+S₆ ? V : zeroC'Ss+Se-S^zix)")), T₂ = T/2/(V_A1+V_B)*(V_A1*f₂(V₂)-(V_A1+2*V_B)*g₂(V₂)), X₂ =

T*(-(V₂-V₁)+(V_A1 ²*f₂(V₂)+(V_A1+2*V_B)²*g₂(V₂))/2/(V_A1+V_B)) and S₂ = s₂(V₂).

Solution of phase 3. For v increasing from V₂ to V it is t_A'(v) = T*V/((VAO+V_b)²-(V+V_B)²).

Defining f₃(v) = log((V_A0-V₂)/(V_A0-v)) and g₃(v) = log((V_A0+2*V_B+v)/(V_A0+2*V_B+V₂)) we obtain T₃ = T/2 (V_Ao+V_B)*(V_AO*f₃(V)-(V_AO+2*V_B)*g₃(V)) and X₃ =

T*(-(V-V₂)+(V_A0 ²*f₃(V)+(V_A0+2*V_B)²*g₃(V))/2/(V_A0+V_B)).

The total consumption of energy from the Mobile Power Plants equals E = (M'A'X^P^Tz+Po'Ta+P^X^/G-Ss-Se (Ws). The cruising range is B = E_Z*D/E (m).

Power parameters of the CCT and HPS trains

What so far analyzed is applicable to the design parameters of the CONTINENTAL, REGIONAL and CARGO trains. The yields G and H are assumed equal to 95%.

The power (electric absorption) of HEAD, PILOT and CONTINENTAL modules - assuming that it be equal and multiple of 320 kW - must equal 5760 kW to permit a CONTINENTAL train to reach the cruising speed of 440 km/h in plain. Given that value, the power (electric absorption) of REGIONAL and CARGO modules - assuming that it be equal and multiple of 200 kW - must equal 4800 kW to permit a double-head REGIONAL train with 15 modules to reach the cruising speed of 360 Km/h on a 50-km route with a 5%o uphill. The power (electric absorption) of the LHEAD, LPILOT and LOCAL modules - assuming that it be equal and multiple of 10 kW - must equal 700 kW to allow an HPS train to run in 5 minutes a 10-km route with a 5%o uphill.

For the purpose of performance evaluation will be considered double-head trains with 15 modules (CONTINENTAL-REGIONAL-HPS) or 30 (high-roof CARGO), a typical route length of 250 km (CONTINENTAL) or 50 (REGIONAL-CARGO) or 10 (HPS), an uphill in the range from 0 to 60%o, and a cruising speed rounded to the lower km/h compared with the maximum reachable speed. With less modules performance would be equal or better.

Computed performance (CMPP case)

The following table shows the performance results computed for the 4 above trains, in the hypothesis that they carry the maximum number of CMPPs permitted.

Computed performance (EMPP+SMPP case)

The following table shows the performance results computed for the 4 above trains, in the hypothesis that they carry the maximum number of EMPPs permitted (REGIONAL) or the minimum number of EMPPs giving a power not less than that of the engines (CONTINENTAL-CARGO-HPS), plus the maximum number of SMPPs permitted on the basis of the number of EMPPs so established.

If - except the loading on board of the SMPPs in the said quantities, in part in replacement of the EMPPs -the target is still the best performance, in plain the "No Combustion Area" results long in the CONTINENTAL case 16.3 km in arrival and 5.8 km in departure (up to 257.1 km/h), in the REGIONAL case 9.9 and 6.8 km (up to 275.5 km/h), in the CARGO case 7.3 and 5.0 km (up to 217.6 km/h), in the HPS case 3.8 and 2.8 km (up to 161.7 km/h). If longer "No Combustion Areas" are wanted instead, the stations should allow the supercapacitors to be charged from the fixed network during the stops, and so the trains can switch off the engines entering the protected area and on departure accelerate moderately up to the exit, with a slight increase of the "extra time of deceleration-acceleration". 11. Disclosure of invention: table of formulas

N = 3.50 m [independent parameter]

H = atan(0.226) [independent parameter]

H_R = atan(0.117) [independent parameter]

I = 0.01 [independent parameter]

F = 2.80 m [independent parameter]

C = 0.50 m [independent parameter]

F₃ = 5.05 m [independent parameter]

J_L = 5.60 m [independent parameter]

J_H = 7.30 m [independent parameter]

M_L = 10800 kg/m [independent parameter]

A_c = 1.05 m/s² [independent parameter]

L = 13.30 m [independent parameter]

R = 140 m [independent parameter]

W = 4.90 m [independent parameter]

E = F-W*sin(H) = 1.720 m

P = 0.70 m [independent parameter]

Y = 0.097 m [independent parameter]

Q = floor((P-Y-(L+Y-P)*W/(R-W))*1000)/1000-Y = 0.142 m

T = atan(flpor(W*tan((L-Q)/2/R)*1000)/W/1000) = 2.687°

V₂₈o = 0.28 m [independent parameter]

G_L = 5.12 m [minimum multiple of 1 cm satisfying the inequality C+V2020 2 < D]

γ = acos((J_L-G_u)/hypo(L,JH-G_L))-atan((JH-G_L)/L) = 78.650°

D = J_H+(JH-F)/cos(y)-(2*L-P-(JL-G_L)/cos(y))/tan(Y/2) = 1.529 m

S = 0.17 m [independent parameter]

B = C-S = 0.33 m

V₃₂₀ = 0.32 m [independent parameter]

V₁₇O = 2*F₃-F-JH+S = 0.17 m

Vzoso = (J_H-S-F-V₁₇₀)/2 = 2.08 m

V1920 = G_L-V₄₀o-F = 1.92 m

V2400 = JL-V OO-F = 2.40 m

R_M = R-(W-S)/cos(H)+(F-E)*tan(H) = 135.395 m

R₆₁6 = (J_L-G_L)/(1-sin(H)) = 0.616 m

B < z < GI +J-JL Xo(z, J) = (abs(z-E)<F-E?cath(W,z-E):W/cos(H)-abs(z-E)*tan(H)) GL+J-JL < z < J ^■» Xo(z, J) = (W-J_L+G_L)/cos(H)-(J-E)*tan(H)+cath(R₆₁₆,z-J+R₆₁₆)

R1297 = (F-D)/sin(y) = 1.297 m

Z₅₃₅ = cath(R₁₂9₇-S,C+V₂o2o-D) = 0.535 m δ = asin((R₁₂₉₇-S)/hypo(D-C,Z535))-atan(Z₅₃₅/(D-C)) = 48.841 °

R₂4546 = (J_L-G_L)/(1-sin(y)) = 24.546 m

B < z < D-R₁₂₉₇*sin(5) y₀(z) = (L-P)/2+R₁₂₉₇*(1/cos(8)-1)+(z-D)*tan(8)

D-Ri2₉₇*sin(8) < z < F y₀(z) = (L-P)/2-R₁₂₉₇+cath(R₁₂₉₇,z-D)

F < z < GI +JH-JL ^■* yo(z) = (L-P)/2-R₁₂₉₇+R₁₂₉₇/cos(y)-(z-D)*tan(y)

GL+JH-JL < Z < J_h ^■* y₀(z) = -(3*L-P)/2+cath(R₂₄₅4e,z-JH+R24546)

T = J_L-F-2.60-S = 0.03 m

Y = 0.10 m [independent parameter]

U = 1.30 m [independent parameter]

V₁₀₃i = 2*R₆₁₆-Ju+F+2.6 = 1.031 m

W₆₅4i = 2*{W-R6₁₆-(JH-E-R6₁₆)*sin(H))/cos(H) = 6.541 m

β = atan((V₁03i+T) W₆54i)-asin(2*(R6i6-S)/hypo(V₁03i+T,W₆54i)) = 1 -486°

W₂9oo = 2*((W-S)/cos(H)-(F+2.90-E)*tan(H)-2*T-2.44) = 2.90 m

Li₂₇₃₆ = L-P+W₂₉₀₀*tan(T) = 12.736 m

V4330 = JH-JL+2.6+T = 4.33 m

W3035 = 2*((W-S)/cos(HMF+2.60-E)*tan(H)-2*T-2.44) = 3.035 m

1-12742 - L-P+W₃₀35*tan(T) = 12.742 m

2686 = JL-F-S/2-(W₃o35/2-(JH-J_L)*tan(H)rtan( ) = 2.686 m

V₂₈oo = J_L-F-R6 ₆*(1-cos(P)) = 2.800 m

W₁₁₀₉ = (J_L-F)*tan(H)+R6₁₆*(1-sin(H))/cos(H)-R6i6*sin(P) = 1.109 m

λ = /2-atan((W₁₁o₉-2*S/cos(H))/V₂₈oo)-asin((V₂₈oo-2.6-T)/hypo(W₁₁o9-2*S/cos(H),V₂₈oo)) = 71

W₁₃₉₃ = W*(1/cos(H)-1)-(F+JH-JL-E)*tan(H)-W₁₁₀9*(1-cos( ))+V₂8oo*sin( ) = 1.393 m

W₁₇₇₈ = W₁₃93+(JH-J_L)*tan(H) = 1.778 m

Ho = H-atan(0.07) = 8.731 °

Z1308 = E+(N*sin(Ho)-Y)*cos(H₀)-cath(W,N*sin(Ho)-Y)*sin(H₀)) = 1.308 m

W₂₈₈i = 2*(W-N*cos(H₀)) = 2.881 m

Uses = (L-Q)/2 = 6.579 m

Y₅₁₁₉ = flooriiUses-U/cosiUse^ J-N aniLeses JJ'IOOOJ/IOOO = 5.112 m

μ = asiniii sss-Ysi^J'cosiLeses/RJ-N'siniUses/RJJ'siniUseg/ yU) = 2.694°

Y₃₅₇₀ = floor((Y₅₁₁₉-W₂₈₈₁/2 *8ίη(2*ί₆₅₈^-μ)-υ*Οθ8(2*ί₆5₈^-μ))*1000)/1000-Υ-8/2 = 3.563 Y3332 ⁼ Y5119-Y3570/2 ⁼ 3.330 m

Θ = asin((((L+Q)/2-Y₅₁₁₉)*cos((L+Q)/2/R)+N*sin((L+Q)/2/R))*sin((L+Q)/2/R)/U) = 3.757° Y₆₀₆i = Y₅ii9+2*U*sin(0-(L+Q)/2/R)/sin((L+Q)/2/R) = 6.064 m

v = asin(((L₆₅₈5-Y5ii9)*cos(L₆₅₈₅/R)+N*sin(L₆585 R))*sin(L₆₅₈₅/R)/U) = 3.376°

W3449 = N*cos(2*U585 R-v)-(Q/2-P/2+W*tan(L₆₅₈₅/R))*sin(v)-(L₆585-Y5ii9)*sin(2*L₆5₈5 R-v) = 3 W4034 = 2*floor((Y+(W344₉-Y-W₂₈₈₁/2)*cos(L₆5₈₅ R)/cos(v+L₆5₈5 R))*1000)/1000 = 4.034 m Wssoo = W₄₀34-2*(S+Y) = 3.50 m W₃₈4o = W₄₀34-2*Y = 3.84 m

W3440 = W₃5oo-2*T = 3.44 m

L₁₅₅₀ = 2*floor(((W-W₃₅oo 2)*tan(T)+(L-P)/2)*25)/100-2*T = 1.55 m

V₁₉₉o = 2020- = 1.99 m

W310 = 0.31 m [independent parameter]

W₁₅₂₄ = W/cos(H)-N = 1.524 m

W₁₃₈2 = cath(W,E-Z₁₃₀₈)-N = 1.383 m

Vio98 = (C+V₂o₂₀-E-Y-Yv)*cos(Ho)+(N*cos(2*H₀)-Yv*sin(2*Ho))*sin(Ho) = 1.098 m

Z₂167 = Ε+ν₁₀₉8-θ3ίΓΐ( -8-Υ,0+ν2θ2θ-Ε-Υ-Υν+Ν*5Ϊη(2*Ηο)+Υ_ν*οο8(2*Ηο))*8ίη(Ηο) = 2.167 m

W₁₀₆₂ = (C+V₂₀2o-Yv-Y-E-(Z₂₁₆₇-E)*cos(Ho))/sin(Ho) = 1.062 m

X₂₄₈ = W-S-N-Wio6₂*cos(H₀)+(Z₂₁₆₇-E)*sin(Ho) = 0.248 m

V703 ⁼ Yv+W₁₀₆₂*sin(Ho)+(Z₂₁₆₇-E)*cos(Ho) = 0.703 m

σ = atan(X₂48 V703)-asin(Y/hypo(V703.X₂48))-H₀ = 3.255°

Zi₃₅o = ((Ζ₁₃ο8*οο3(Ηο)+(\^₁₃₈₂-ν ιο₆₂ 8ίη(Ηο))*οο8(σ)-Ζ₂₁₆7*5Ϊη(Ηο)*5ϊη(σ))/οο8(Ηο+σ) = 1.350 m Z₂₂₅₂ = E-Y+(C+V₁98o-Yv-E)*cos(Ho)-W₃₁₀/2*sin(Ho) = 2.252 m

B < z < 2*E-F Xi(z) = W₁₅₂₄+(z-Ertan(H)

2*E-F< z<Z₁₃₀₈ -» xi(z) = cath(W,E-z)-N

Z₁₃₀₈ < z < Z₁₃₅₀ -* xi(z) = W₁₃₈₂-(z-Z₁₃₀₈)/tan(Ho)

Z₁₃₅₀≤ z < Z₂₁₆₇ -» xi(z) = W₁₀₆₂-(z-Z₂₁₆7)*tan(a)

Z₂₁₆7≤ z < Z₂₂₅₂ xi(z) = W₁o₆₂-(z-Z₂₁e7)Aan(Ho)

12. Brief description of drawings

The FIG. 1 shows the section of a CT train in a curve with maximum CT inclination.

The FIG. 2 shows the transverse section of the CONTINENTAL modules.

The FIG. 3 shows the transverse section of the REGIONAL modules.

The FIG. 4 shows the longitudinal section of the PILOT and HEAD modules of a CONTINENTAL or high-roof CARGO train.

The FIG. 5 shows the transverse section of the high-roof CARGO modules.

The FIG. 6 shows the junction between two modules in a minimum-radius curve, with the maximum compression of the central junction.

The FIG. 7 shows the junction between two modules in a minimum-radius curve, with the maximum extension of the central junction.

The FIG. 8 shows the transverse section of a bogie.

The FIG. 9 shows in the plant 2 accompanying cars loaded longitudinally on the lowest floor of the passenger modules, indicating also the numbers of supercapacitors hosted in the available spaces.

The FIG. 10 shows in the plant 4 accompanying cars loaded transversely on the lowest floor of the passenger modules, indicating also the numbers of supercapacitors hosted in the available spaces. The FIG. 1 1 shows the transverse section of a CONTINENTAL module hosting accompanying cars even on the 3^RD floor.

The FIG. 12 shows the plant of the 2^ND floor of the REGIONAL module (or CONTINENTAL with additional cars on the 3^RD floor), in Economy Class arrangement.

The FIG. 13 shows the plant of the 2^ND floor of the CONTINENTAL module (without additional cars on the 3^RD floor), in Economy Class arrangement.

The FIG. 14 shows the plant of the 3^RD floor of the CONTINENTAL module (without additional cars on the 3^RD floor), in Economy Class arrangement.

The FIG. 15 shows the plant of the 2^ND floor of the REGIONAL module (or CONTINENTAL with additional cars on the 3^RD floor), in Business Class arrangement.

The FIG. 16 shows the plant of the 2^ND floor of the CONTINENTAL module (without additional cars on the 3^RD floor), in Business Class arrangement.

The FIG. 17 shows the plant of the 3^RD floor of the CONTINENTAL module (without additional cars on the 3^RD floor), in Business Class arrangement.

The FIG. 18 shows the plant of the 2^ND floor of the REGIONAL module (or CONTINENTAL with additional cars on the 3^RD floor), in First Class arrangement.

The FIG. 19 shows the plant of the 2^ND floor of the CONTINENTAL module (without additional cars on the 3^RD floor), in First Class arrangement.

The FIG. 20 shows the plant of the 3^RD floor of the CONTINENTAL module (without additional cars on the 3^RD floor), in First Class arrangement.

The FIG. 21 shows schematically the transition from a CT line with 2 couples of tracks, on the left, to a small station with only two additional single tracks, on the right.

The FIG. 22 shows the layout of a CT line 23,500 km long and touching 40 main stations, which in the opinion of the inventor could be usefully implemented in Brazil. 13. Best mode for carrying out the invention

It should be observed that the Coupled-Track Trains require Coupled-Track Lines to move, and without CTTs the High-Performance Shuttle trains would not be convenient. Therefore, likely, for carrying out the invention will be necessary not only the positive appreciation of entrepreneurs who create works and industrial products relying in the economic success, but also - perhaps most importantly and first as long railway lines are concerned - the interest of political authority to transport meeting the forward-looking requirements of economic and social benefit and environmental protection.

Consequently, the best way to implement the invention is to establish an hierarchy of priorities among the innovations introduced, such to initially only focus on the benefits considered most important and thus ensure the economic success of the invention as soon as possible. What are the most important benefits, of course, will not be exclusively decided by technical analysis and will depend heavily on what will be the first countries concerned.

For example, if for large radii of curvature there are both the spaces and the popular acceptance of the environmental impact, initially it will be better not to insist on the experimentation of high angles of CT inclination. If the availability of fossil fluids and the popular acceptance of Diesel traction are high, it will be better to move towards the EMPPs immediately feasible and delay the possible adoption of the CMPPs (that require regeneration plants electrically powered and cannot now supply a cruising range of trains as high). If compatibility with the overhead lines is not an advantage, it will be better to have only CONTINENTAL lines and fixed-high-roof CARGO coaches.

It is however possible to make some general considerations regarding the number of tracks, which determines the required width of the "permanent way" of the line and therefore a key component of the cost of construction of a railway line.

It must be noted that in general the heterogeneity of train performance is the worst enemy of the traffic capacity of any line.

In the specific case of the invention, if all the trains were CTTs or HPSs even a minimum CT line with a single pair of tracks and a permanent way just 16 meters wide would have a very high traffic capacity. It is therefore impossible that maintaining existing trains into service be convenient if it prevents that a minimum CT line supports the whole traffic. Thanks to HPS trains, traveling with high performance on both the CT lines and the traditional lines, a very high traffic may be supported by a minimum CT line, that can be integrated, at appropriate distances and with very low cost, by stations with parking and branch tracks.

More powerful - much more powerful - than the minimum CT line there is the double CT line, with two couples of tracks and a permanent way 30 meters wide. In each route the double CT line alternatively allows the traffic in 2 or 3 directions. In the bidirectional traffic each couple of tracks is unidirectional: on each can move a CT train or up to two ST trains can travel parallel and possibly overtake. In the tri-directional traffic one couple of tracks is reserved for a CT train, while the other couple is bidirectional and hosts up to two ST trains in opposite directions.

Even more powerful than the double CT line there could only be the exclusive double CT line, with a permanent way 44 meters wide and two couples of tracks for the CT trains plus other two single tracks for the ST trains. However, it is virtually impossible that is needed such an extensive use of resources, unless the traffic of ST trains be difficult to be rationalized owing to the age of rolling stock.

In fact already the previous solution - the double CT line - offers very high performance if, for example approximately every 10 km, there are stations with at least two additional single tracks in which the local-service ST trains are required to stop. In fact, even in presence of an intense traffic of short-haul ST trains, these stations offer to medium-to-long-haul CT trains the opportunity, during the stops of the ST trains, of using all 4 high-speed tracks to cross at maximum speed, after which each route will resume operation in the highly efficient tri-directional mode. Of course, the effectiveness of this solution depends on the ability of the control system to adjust accurately the speed of CT trains in case of slight delays of ST trains to minimize the impact on the timetable, and on the efficiency of ST trains to minimize the risk of these delays.

The FIG. 21 shows schematically the transition from a CT line with 2 couples of tracks, on the left, to a small station with only two additional single tracks, on the right. It can be seen that the switches with very large radius of curvature on the left are those used by the ST trains to clear rapidly the high-speed CT line and then complete the slowdown offline, while the switches with very small radius of curvature on the right are reserved for any maneuvers at low speed (also of CT trains) to reverse the direction.

14. Industrial applicability

The industrial feasibility of the invention is quite straightforward, since there are no unresolved 5 technical issues that need to be addressed as a preliminary step. However, preliminary investments in specific areas, such as optimization of superconductors and zinc-air cells for use in large number on board of large trains, are recommended because they probably could significantly improve some design parameters crucial for performance.

Furthermore the very high compatibility of the invention with existing standards suggests the 10 possibility that the implementation of the first CT trains is very fast and economical if operated in partnership with the manufacturers of today's high-speed trains, which would be technically capable of providing rapidly the most complex components as a result of relatively simple adjustments.

With regard to railways, the CT lines are cheaper, simpler and faster to construct than any other high-speed line, and also - although with reduced performance compared to best - they can 15 easily substitute for projects already prepared with much more modest aim.

15. An application example: the project

Trem Grande Brasileiro "23,500 km for 40 stations"

Brazil has almost 200 million inhabitants, an area of 9 million km², a successful economy and a key position in the world, but it has only 4,400 km of railways with non-metric gauge. It is therefore

20 natural that the inventor has thought mainly about Brazil, as an "ideal" state that might take the invention as the basis of a railway development program (here said in Portuguese "Trem Grande Brasileiro" or TGB) to support the economy, improve the mobility of the population, and reduce costs and pollution of air and road traffic.

With the currently limited network, and with a wider gauge than international, it would not be

25 convenient to simply expand the rail with the criteria now in use in Europe and Japan. In contrast, Brazil has a perfect opportunity to deploy new technologies, both innovative and compatible with those of today such as the Coupled Track, to create the TGB best suited to Brazil and to export TGB products.

The CT technology would permit to go from Sao Paulo to Venezuela (5500 km and 9 stops) in 30 15 hours with the car on, been unthinkable for today's trains. Even existing single-track trains, preferably with diesel locomotives, could travel on the network.

To reduce the impact on cities, it is preferable that most stations are "head". With the tracks deep-set of 2.80 m, a 2-train station deals only 200x30 m above ground, with a height of just 8 meters including a floor of 6,000 m² for services, while the loading-unloading of the accompanying 35 cars and the Mobile Power Plants is carried out underground.

The TGB network suggested in the FIG. 22 is 23,500 km long and connects 40 major stations, including Brasilia and the 26 federal state capitals. The stations underscored are those which, if the EMPPs were not adopted, should be provided with a CMPP regeneration plant.

At the center of the network should be the station of Brasilia. From it would leave 5 lines: to Palmas (TO) and Santa Ines (MA), to Vitoria da Conquista (BA), to Uberlandia (MG), to Goiania (GO) and Campo Grande (MS), and to Cuiaba (MT). The line to Uberl§ndia would split there in 2 lines, one to Belo Horizonte (MG) and Rio de Janeiro (RJ), the other to Sao Paulo (SP).

Around Brasilia and 4 other stations already indicated, would be built a ring approximately 11,700 km long and connecting 23 stations including some already indicated and essential for the links to Brasilia: Santa Ines. Teresina (PI), Fortaleza (CE), Natal (RN), Joao Pessoa (PB), Recife (PE), Maceio (AL), Aracaju (SE), Salvador (BA), Vitoria da Conquista. Vitoria (ES), Rio de Janeiro, Sao Paulo. Curitiba (PR), Cascavel (PR), Campo Grande. Cuiaba. Presidente Medici (RO), Porto Velho (RO), Humaita (AM), Itaituba (PA), Goianesia do Para (PA), Belem (PA).

Furthermore:

1. from Santa Ines. on the ring, a line would leave to Sao Luis (MA);

2. from Curitiba, on the ring, a line would leave to Florianopolis (SC), Porto Alegre (RS), Chui

(RS), ready to be extended towards Uruguay;

3. from Cascavel. on the ring, a line would leave to Foz do Iguacu (PR), ready to be extended towards Argentina and Paraguay;

4. from Porto Velho, on the ring, a line would leave to Rio Branco (AC) and Assis Brasil (AC), ready to be extended towards Peru;

5. from Humaita. on the ring, a line would leave to Manaus (AM), Boa Vista (RO) and Pacaraima (RO), ready to be extended towards Venezuela;

6. from Belem, on the ring, a line would leave to Macapa (AP) and Oiapooue (AP), ready to be extended towards French Guiana.

It seems evident that a CT minimum line (just 1 couple of tracks plus the appropriate crossing and overtaking stations) would be sufficient with the only exception of the triangle Brasilia - Rio de Janeiro - Sao Paulo, and that the even partial adoption of EMPPs would relinquish many of the 24 CMPP regeneration plants that would otherwise be necessary.

In fact to prevent the entrance of diesel-powered trains in the major cities 2 CMPP regeneration plants would be sufficient in Brasilia and Sao Paulo, or it would be sufficient to make effective use of supercapacitors on board of the CT trains using also the SMPPs and allowing their fast charge during the stops in the main stations drawing power from the fixed network.

Claims

Coupled-Track Train for High-Speed Transport Claims

CLAIM 1. An innovative, large and fast train said "Coupled-Track Train" or "CTT" traveling on a pair of tracks (with two rails each) defined as "coupled" because - although each single track can host a traditional train as in current railways - the two-track set is designed and built as a unique mechanical complex, in adherence to standards defined in the Description, so that it can host a CTT. In addition to the large dimensions and the significant stability, the architecture of the CTTs provides very high speeds in the curves thanks to the superelevation of the outer rail to the inner (as specified in the Description), which the traditional trains possibly sharing the line are completely insensitive to.

CLAIM 2. A train as claimed in Claim 1 which thanks to its general characteristics has articulated architecture with distributed motorization, with the further innovations that half of the shared bogies have pivots sliding longitudinally (especially in the curves but not only), and that the articulated architecture does not limit the flexibility of usage of the train. In fact, since the shared bogies must have four axles each in order to well distribute the significant mass on the tracks, with two separate pivots for the two adjacent coaches, each bogie can split into two 2-axle bogies, even at the station without intervention of specialized personnel, thus allowing the safety benefits of the articulated architecture to join the practical benefit of the reconfiguration of trains without recourse to the factory.

CLAIM 3. A train as claimed in Claim 1 which thanks to its general characteristics is structured on two or three floors, with the lowest exclusively devoted to motorized bogies, to all other electronic components including the supercapacitors for storage of braking energy, to any accompanying cars, and to a continuous central tunnel carrying containers called "Mobile Power Plants" or "MPP" rapidly handled through front doors in the head modules. Each of these containers can host a battery of regenerative zinc-air cells or an electric generator powered by Diesel engines (with the related accessories and the necessary fuel and coolant), in both cases ensuring that the trains do not need "fresh electric energy" provided by fixed power lines.

CLAIM 4. A train as claimed in Claims 1 and 3 which can use, together with MPPs exclusively of the Diesel-electric type, special MPPs containing only supercapacitors in addition to those permanently installed on board, with the purpose - unlike the normal MPPs - not of providing primary power to the train but of increasing the capability of storing electric energy produced on board or recovered in regenerative braking, in preparation for entering urban areas considered "No Combustion Areas" and obliging the train to leave and accelerate with the Diesel engines switched off. For the best overall efficiency these supercapacitors, which are characterized by an enormous charging rate, can also be recharged in a few minutes during the stops at the station so avoiding that the Diesel generators on board the train must do it in advance.

CLAIM 5. A train as claimed in Claim 1 which thanks to its general characteristics has a very high-speed freight version structurally identical to the passenger versions, and suitable for carrying both ISO containers and large trucks or even vehicles of exceptional size, with the particularities that each coach has a folding hatch (full-length and full-height) on each side plus a continuous central corridor throughout the "useful part" of the train, and that - being convenient that the train can adapt to rail lines with a different maximum height of convoys - the upper shape can take two different heights with automated movement requiring no intervention of specialized personnel and performed easily at the station, with automatic adaptation of the roof to a larger width in a lowered position.

CLAIM 6. A train as claimed in Claim 1 which due to its general characteristics needs medium-to-long-haul routes in order to achieve optimum performance and requires very high station platforms for embarking and disembarking passengers, but nevertheless can seamlessly integrate its service with the additional short-range carried by an innovative passenger train - of the single-track type and therefore able to run on any line - called "High Performance Shuttle" or "HPS" and provided both with dual entrances at different levels (used in alternative when stopping at a main or secondary station), and with the ability of drawing energy from the same PPs of the coupled-track trains (and optionally from traditional overhead power lines).