Flank rails are new rails parallel to outermost rails in a switch.
Flank wheel is a wheel with vertical axis down on the sides of carriages.
Railector is a rail switch with flank rails.
Railed right is e.g. to perform a right pass through a railector.
Cardule is a cardan suspended carrying wheel.
Steer and drive wheels are running on the rail head sides.
Wheels on rails shall manage a number of functions. To make it possible for the carriage to run on rails the wheels must carry it. The wheels shall be steered to follow the rails. The wheels shall drive the carriage. The wheels shall follow a switch to selected track or run into common track at the switch.
This wheels with flanges, conic rings and friction can manage all above, which is an achievement.
A very strong shortage is nevertheless the inability to run up hills. From that it follows that the acceleration will be limited. Conic wheels with sinus run claim that the rails are laid with great precision.
The concept with rail is so strong that it in general application has existed for soon 200 years and is still the best transportation method. Here an analysis of the classical rail road will be made in order to find solutions among others to the problem mentioned.
The carrying capacity of the wheels is increased if the contact surface to the rail is made large. The wheels ought to be completely cylindrical and the rail completely plane. No wheel can run perfect both on straight track and in curves. One could make standard curves and lift and sink wheels.
As an illustration to how complex the analysis will be a solution will yet be given to a perfect rolling of cylindrical wheels in curves.
On straight bands cylindrical wheels can roll without slipping. If one bends a band in the edge direction, the band will buckle. One can give this buckling sinus form with a suitable wavelength. Let the band be an inner rail in a curve. Make another rail in the same way, but with the sinus form in counter phase and the wavelength increased, in proportion to the increased radius. Place cylindrical wheels just across in the curve. Let them rotate freely in rectangular cardan ring, with the front-rear axis moved down to the level of the bands, by letting the rectangular ring reach down to and on each side somewhat past the bands. Place upside down U-links in front of and rear the cardan ring in level with the bands. Place for the purpose especially formed beams ahead and behind the wheels on the arc formed top of the U-links, which top shall lie in the mean level of the bands. Place another two wheels on the band on a distance corresponding to a number of wave lengths and add half a wavelength. Place a beam between the left end on the specially formed girders ahead and rear.
Place in the same way a girder between the right ends. Connect the midpoints of these girders to the carriage or a cross going girder. When the wheels tilt and roll forward the carriage will run plainly.
Sins the cylindrical wheel is difficult to steer a compromise, which yet improve, is needed. The contact surface will be made as broad as possible and rolling will be made perfect on straight tracks sins such shall be tried to attain in order to avoid strong centrifugal forces.
The play in the edges of the wheel will be used for giving the wheels rolling properties in curves by tilting the wheels. The wheel axis then needs to be tilted. Some mechanism could detect the curve radius and tilt the axis according to the detection. One can also put an axis into the turning center. Then one can seek for mechanisms, which more intimate automatic control the tilt of the wheel to correct value.
The wheel axis gets a mechanical connection to short axis ahead and rear the wheel. The suspension of cardan type occurs. These short axes, geometrically called the front-rear axis can he placed in level with the wheel axis or over or under. This gives a possibility to trim the properties. The wheel profile can vary about a circle profile with its center in the front-rear axis, which give another parameter for trimming the wheel running. The cardan suspension of the wheel gives “naturally” the name CARDULE.
FIG, 7 shows bars with trapeze thrilled cross-section make the steer and drive wheels lie against massive steel.
The basic geometric form of the rolling is that the front—rear axis and the wheel axis intersect and that the wheel carrying surface is a part of a sphere, which is the case on
The steering is not needed to be very just. If a side wind, presses the carriage the wheel will tilt slightly around the cardule front-rear axis, which is close to the center of gravity of the wheel, which thus tilt easiest and making the cross friction force negligible. The rectangular cardan ring has so low weight that the bending forces on the wheel axis will not be appreciable.
The driving will also be flexible. The cardule is well suited to drive. The friction force, which goes forward or backward can be maximally exploited because no cross forces exist,
A cardule where axis and wheel change place is shown in
On
Wheel against the rib 18 is easy to apply as in
Wheels with solid rubber have fewer demands and can be useful because they wear modest claims when used with heavy pressure only when running on hills and are accelerating. The rails have better be lifted for the steering wheels to run freely.
The rail rib can by superstructures be made thicker as in
The rail can be completed in different ways. With flat bars 20 from under the head down to the foot as in
The flat bars can be fixed in the foot but with a slot to the head, making it possible to fill the space with concrete 21 and then be closed.
Bracing 22 with fiat bar as in
With cardules running on the head it is an advantage if it is flat and wide. This can be made with a superstructure 24 as in
The super head can reach down to the foot as in
The superstructure on
New rails can be made rectangular and with trapeze form 29. They can reach the extreme form of being solid. Variants are shown in 8, 9 and 10.
Now when steeper hills can be managed, old lines can be straightened and new lines made straighter. This is a new Principe of building railways where the parts of the tracks will be built for those driving forces which are required and the driving wheels is activated where the driving forces are needed. If the rails are soiled so that slipping occurs, then the pressure on the driving wheels will be increased. Old lines can he used and new lines can go where one wish without worrying much for hills. This reduces intrusion into natural and built, consent.
Now when the load-carrying wheels have no flanges the rails in the railectors, which are switches for the use steering wheels, can be made without joints as in
A railector with a boggy down under a carriage is shown in cut in
How the railectors can be implemented in steps is shown in
The squares are rails, horizontal rectangles are steer wheels, hatched horizontal rectangles are flank wheels and vertical rectangles are flank left rail or flank right rail or two railector flank rails. When two tracks shall go together to a single track the outer rails outer sides will be free from branching. In
In FIG, 16 the boggy reach the flank rails. The left flank rail 42 is affecting the flank wheel 41, so that the steer wheel 40 is tight to the left rail. The right flank rail 435 goes free. Then the right steer wheel 38 can be lifted as in
The signal system detects when the railector area is passed and press down the nearest inner steer wheel 38 shown in
One option is that the right flank rail 43 has a slopping roof as in
When wheel pairs with intermediate shaft are not used the floor can be lowered allowing for two floors. The thick strong hubs need not be used in the cardules.
Other wheels which do not take up the cross forces are shown in
Depending on the operating conditions spokes and the corresponding part will be so week that they allow cross movements. Totally fabulous materials are in the pipeline.
Truncated cone-like rolls partly inside each other in a ring as in the cross-section in
A similar wheel with alternately big 58 and small rolls 59 partly within each other are in
A wheel, which slide on an axis take up very small side forces, but need a side way fixing of the axis and also a controlled turning round a vertical axis to be useful. On
The next step in the improvement is to increase the width of the carriage to appropriate dimensions. The gauge affects the economy in all parts, the comfort and the adaptation to its purpose of the passenger carriage. Also goods-wagons are to narrow, which was realized from Swedish Patent Gazette first page 1981-08-10. The drawing, is shown in
There are machines, which maintain lines in a very effectively and fast way. This depends among other things on the fact that rails are in place. Thus lines can easily be made broader to double gauge with machines, which run on the existing rails. The choice of gauge will of cause be a popular 2W generation that is to say the two rails 69. 70 will he left so that one rail will go in the middle between a broad standard line to the rail 71 as in
With a wheel house 75 in the carriage the floor will be reach the level of the platform and the doors between the carriages will get a lot of space. Two floors can easily be used without making the carriage non stabile. Two beds 76 on the cross get space between the outer walls. If the carriage is divided in half and passage is in the first floor then two rooms, well sound isolated, can be packed with beds. 18 beds in the length will fit in the cross-section.
If the load is ore the middle rail could be left so that further wheels could carry the weight. That wheels need to resist taking up cross forces, even if the outer wheels have flanges. Because the wheels with flanges are cone shaped, the roll diameter varies and thus the middle wheel shall roll freely,
Old carriages with standard gauge can also run on a track with new rails. Now the transition to 2W can be made in steps during a long period.
Carriages can have sleeping compartments on both sides of a corridor with light from the ceiling. Berths get space in all day carriages. When one also can get space for three floors one realizes that the trains will be short, stabile and with small air drag.
With flexible wheel system and sand in the rails the train will run calm and quit from eg. coast to coast.
In a trapeze rail magnetic force can be used to pull the wheels against the rails. In
The electric motor can be made with lower weight. That which normally is the stator gives bearings in a new housing and is allowed to rotate in the opposite direction as the rotor. The new tube formed axis will be provided with slip rings for 3-phase AC or DC voltage. The axis can go to a gear where the rotation direction of the one axis will be changed and the torque performed from one axis.
Concerning the steer and drive wheels 16, 17 which rotate in different directions is the using natural eg. as in
The cardule can have a motor inside the wheel, as in
From the collectors 92 wires go out to the converter 93 inside the rotor 94. On the rotor there are a winding 95, which feeds with the 3-phase voltage. The rotor has also inner cog-wheels 96 to a planetary gear. The planet wheels 97 are attached to a disc 98 on a tube axis 99, which sits on the bearing 100 on the tube formed axis 91, which outside has a flange 101 for the attached to a not shown cardan ring 4. On the opposite side sits only a tube formed axes 102 with flanges 103.
The outer cog-wheel 104 of the planetary gear sits inside the cardule wheel 2 whose sides are carried on the tube axis 99, 102.
When the DC voltage will he delivered to the rotor winding, this generate a circulating magnetic field. This drives the rotor in one direction and the wheel in the opposite direction. The Coriolis-forces can with the rotation in different directions be balanced to tilt the cardule in the curves.
Of cause one shall not forget magnetic forces. The transmission of the magnetic field to a motor from the ground to the train can be effective with large pole-shoes as in
If a cardule on an existing line with standard gauge is used then the wheels under a carriage can lock like
The steer wheels has namely 1 m diameter why they can't sit opposite on the rails without being displaced. From 2 conventional wheels with flanges to 2 cardules and 8 steer and drive wheels, at least 5 times greater driving force can be achieved. The comparison can be made with a usual boggy between carriages with 4 wheels or two bogies with 8 wheels, but the weight is distributed between the wheels, so that the total drive forces is unchanged. The steer and drive wheels can however be pressed against the rail as strong as one like.
On
There the driving force can be increased 3 times.
How roomy it will be is shown by the fact that there is space for double doors 206 between the carriages. A flank rail 32 and a flank wheel 34 are also shown.
The permanent problem for the railway is the rigid gauge. The consequences are many. Different gauge arose, causing factories to build many types of carriages, passenger to change train and goods to be reloaded. It is of cause costly to rebuild lines to standard gauge. The carriages are as a rule made only for one gauge, but it has become necessary to make carriages for a couple of gauges.
The use of the cardule makes it possible to give the carriage a limited lateral movement. The cardule can be steered with wheels with flanges on both sides and be more or less or not carrying. With locked gauge between the wheels an outer flange can be lifted when passing old switches. Optionally the switches can be built for double flanges
The steering of the cardule, but also ordinary wheels can be helped up hills. This can be done as in
The advantage with this is that the trains can change gauge without hinder, but also that the gauge can be adapted to the situation. For preventing the trains to roll over inwards in steep curves with high superelevation when the sped is low and not roll over outwards when the speed is high the gauge can be increased.
With cardules the problem has its solution by increasing the gauge only in the curves. Where the ground is clay the embankment can be broadened, the sleepers extended and the gauge increased to make the track harder. New lines can be built with broad gauge and with broader carriages, which give better comfort and more effective use of the materials.
In
The cardule 8 is steered with two front steer wheels and two rear steer wheels 16, 17 against the sides of the rail head, which can have extra height.
The steer wheels can be replaced with steer magnets. There profiles can be used, which correspond to the flanges on the usual wheels, so that they can run on ordinary switches. The steering can also be driven in e.g. hills where a linear motor together with the rails will be made and provided with electric energy preferable in magnets in the rails.
When also the steer wheels are driving they will be forced together with great force from e.g. wires, which lie on sheaves on the steer wheel axes, so that blocks in tackles are achieved. The wires are bent to follow the steer wheel sides and put the pressure of the wheel arms 86, 87 on the rail head sides.
The cardule axis with bracket site in a broad left cross bar 322. The steer wheels are also brought together with cardule holder 323 to the left cross bar 322.
From the right cardule 320 is the right cross bar 324 coming.
The connection of the cross bars 322, 324 to the carriage can be made on many ways. Here this is illustrated with the slipping of the left cross bar 322 over the right crossbar 324. They have an elongated hole where a center axis 325 goes to the carriages marked with the beams 326, 327. They are kept together while the steer wheels move them side wards when the rails have varying, gauge along the line.
In order to make the drawings readable the center parts have been made small, but in the reality they shall go the way out to the cardules to withstand the load with reasonable dimensions. The beam 326 is drawn translucent around the center axis 325. The cardule is here of the type with front-rear axis inside the bearings and a cardan bearing in the middle on the front-rear axis inside a cross axis.
Number | Date | Country | Kind |
---|---|---|---|
SE1000156-8 | Feb 2010 | SE | national |
SE1000273-1 | Mar 2010 | SA | national |
SE1000894-4 | Sep 2010 | SE | national |
Filing Document | Filing Date | Country | Kind | 371c Date |
---|---|---|---|---|
PCT/SE2011/000029 | 2/17/2011 | WO | 00 | 8/16/2012 |