ES1311592U - Propulsion, stabilization and suspension system for monorail trains (Machine-translation by Google Translate, not legally binding) - Google Patents

Abstract

Propulsion, stabilization and suspension system for monorail trains, of the type that uses ultralight monocoque-type wagons, which surround a rail except for their inner area, characterized in that it comprises: A single rail with a cylindrical, oval, semi-cylindrical, semi-oval or rectangular head embedded and supported by a concrete foundation, which runs at a low height above the ground or on small columns when the ground is uneven, Wagons with aerodynamic profiles, laterally oval or semi-oval, Pulley wheels that rest on the rail, others that prevent warping oscillations and thirds that prevent derailment (pulley wheels or normal wheels), Magnetic wheels formed by multiple electromagnets or permanent magnets, Fins in the upper area of the wagon to control lateral stabilization, Slots in the upper and lateral areas of the wagons through which pressurized air is blown in an inclined and backward manner to prevent derailment. {2.} System according to claim 1, characterized in that the attraction or clamping system consists of electromagnetic wheels (2e) or permanent magnets (2m) that roll on and attract the ferromagnetic rails . {3.} System according to claim 1, characterized in that the lateral stabilization system of the wagons consists of multiple inclined fins or ailerons (14) in the upper area of the wagons. 4 System according to claim 1, characterized in that the suspension or levitation system consists of electromagnetic wheels (2e) or permanent magnets (2m), which affect under the lower lateral areas of horizontal lateral fins that carry the core of the rails. {5.} System according to claim 1 characterized in that the suspension and damping system is made of rubber, pneumatic, straps or helical springs. 6. System according to claim 1, characterized in that the stabilization system is carried out with sensors that detect the separation and lateral inclination of the wagons and feed electromagnet wheels that automatically bring the wagons closer or center them. 7. System according to claim 1, characterized in that the propulsion is carried out with inclined or horizontal side wheels driven by electric motors that press on the core of the rail. 8. System according to claim 1, characterized in that the propulsion is carried out with magnetic wheels or pulley wheels that surround the rail, driven by electric motors. 9. System according to claim 1, characterized in that the propulsion of the vehicles is carried out using electric motors, combustion engines, hydrogen, gasoline, diesel, gas turbines and fuel cells. 10. System according to claim 1, characterized in that the electromagnetic and magnetic wheels rotate at a distance of one to several centimeters from the rails and carry integral travel limit wheels. 11. System according to claim 1, characterized in that the rails consist of multiple longitudinally or transversely isolated ferromagnetic sheets. 12. System according to claim 1, characterized in that the rails on which the wheels rest have a semicircular section head and the lower area (4) or web of the rail has two faces or surfaces inclined and converging downwards. 13. System according to claim 1, characterized in that the wheel axles rest or rotate on air bearings or axle boxes. 14. System according to claim 1, characterized in that the wagons are made of carbon fiber, glass, kevlar and alloys of aluminum, magnesium, and mixtures of graphene and graphene oxide. 15. System according to claim 7, 8 and 9, characterized in that the motor axles are applied directly to the standard, magnetic or electromagnetic wheels. 16. System according to claim 1, characterized in that the electrical supply is carried out with batteries, fuel cells and external alternating electric current. 17. System according to claim 1, characterized in that the external current is sent by the rail and/or by metal bands that act as capacitors, it is applied in multiple sections with independent electric generators. 18. System according to claim 1, characterized in that the wagons use Y-pulley wheels (2p) on and surrounding a tubular rail of circular section (3c). 19. System according to claim 1, characterized in that injectors (6) apply jets of air between the wheels and the rail, producing its partial levitation that reduces friction. 20. System according to claim 1, characterized in that the microprocessor processes the signals from the control panel, gyroscopes, accelerometers, front and rear separation sensors distributed around the wagons, throttle control, brakes, front and rear weight of the vehicle, rail joint counter, crosswind and the GPS signal, the microprocessor once the data has been processed, and with the corresponding algorithm, provides and sends multiple and repetitive front and rear stabilization control signals, front and rear zone levitation signals sent to electromagnets that control the wheel-rail separation, and system fault warning signals, speed control, braking, propulsion and speed indication. (Machine-translation by Google Translate, not legally binding)

Description

DESCRIPTION

Propulsion, stabilization and suspension system for monorail trains

Technical sector

In high-speed monorail trains, which use a single elevated or above-ground rail.

Background of the invention

Current trains, especially high-speed trains, require a lot of weight to adhere to the rails and avoid derailment or sliding on them, which means that rolling friction is very high and a lot of energy is wasted in traction. Current systems also make the tracks more expensive, which require modifying a large portion of the terrain, especially if they are high-speed trains, since very straight tracks must be used and therefore new layouts. Aeroplanes are fast, but they consume a lot of energy, are more dangerous and have many detractors. With the present system, these problems are solved, the weight of the wagons and the cost of the tracks are considerably reduced, which means a saving of 70 or 80%, both in the tracks and in propulsion. In terms of speed, it can compete with aeroplanes over short and medium distances, but in terms of time it is better due to the delays and early arrivals at airports.

Objective of the invention and advantages:

To provide a simple, economical, non-derailable, ultra-light train, its low weight allows for quick stops and accelerations, low consumption, ultra-fast, aerodynamic, can be tilted, can levitate totally or partially, requires little maintenance, climbs slopes without difficulty, low cost of journeys, very ecological, reduces CO2 and protects the ozone layer.

Using a train with a very low weight per metre of length, which results in cheaper tracks and a lower total cost of the system, which, together with the reduction in frictional resistance, stability, etc., allows for high speeds.

Using a monorail system preferably on the ground, which considerably reduces the cost of the tracks, especially the new ones, as the terrain does not have to be modified or only with minor modifications. It allows elevated circulation on terrain with a steep topography and on agricultural land.

Use a non-derailable system for trains that, instead of a large weight to adhere to the tracks, uses a) Electromagnetic or magnetic rotating wheels that adhere to the ferromagnetic rails, b) Pulley wheels, c) Multiple air jets that stabilize the wagon laterally, d) Tilting fins in the upper area of the wagons that stabilize them laterally, e) Front fans that suck in the front air, f) Side wheels that control or limit the lateral inclination, g) Magnetic or electromagnetic lateral rotating wheels that act on the core of the rail attracting it on one or the other side to center the wagon, h) Magnetic wheels that act under fins that protrude from the core of the rails and attract them producing a total or partial levitation of the wagon i) Slots on the upper and side areas of the wagons through which the fins are attached. j) Optionally, rotating and levitating magnetic wheels that attack the ferromagnetic rail in its lower lateral area or under a plate that supports the rail core perpendicularly and k) Optionally, an air cushion levitation system. All wheel axles can carry axle boxes or air bearings.

Using an ultralight train with low-height monocoque wagons with an aerodynamic or oval cross-section, slightly flattened so that it is little affected by lateral wind. This advantage is increased by applying the head of the rail or the support point of the wheels to the geometric centre of the wagon. And mainly by having side wheels that rest on the core of the rail when there are strong gusts of wind. In these cases it may also be advisable to reduce the speed or even stop it.

To provide an ultra-fast, low-friction and safe train, which can therefore reach high speeds, without competition from current trains, and can compete with airplanes over medium distances, without competition over short distances.

Complementarily use renewable energies: wind and solar to power vehicles, energy that is stored in batteries and later transformed into alternating energy for delivery to the train.

Trains generally produce about 45 times less CO2 than cars and planes. With the current train, this amount could be 90 or 100 times less than cars and planes, simply by reducing the weight of the carriages by half.

Unrivalled in speed, safety (it is non-derailable compared to current trains at high speeds), comfort, low weight, simplicity, minimum frontal, rear and lateral friction resistance, minimum energy expenditure in propulsion, performance, cost per kg transported, easily climbs slopes, very ecological transport, does not pollute or produce CO2 and competes with other trains and planes.

Explanation of the invention

Today's trains require expensive tracks, a lot of weight to adapt to or adhere to them and avoid derailment, they do not reach very high speeds, they are very affected by crosswinds, they have a high energy consumption and are not very ecological. This is solved by reducing the weight of the wagons and applying the economical rail fastening or adhesion systems of the invention.

The propulsion, stabilization and suspension system for monorail trains uses ultralight monocoque-type wagons, which surround a rail, except for their lower area, characterized in that they comprise:

A single rail with a cylindrical, oval, semi-cylindrical, semi-oval or rectangular head embedded in and supported by a concrete foundation, running low above the ground or on small columns where the ground is uneven,

Some cars with aerodynamic profiles, laterally oval or semi-oval,

Some pulley wheels rest on the rail, others prevent warping oscillations and others prevent derailment (pulley wheels or normal wheels),

Magnetic wheels made up of multiple electromagnets or permanent magnets,

Fins on the upper part of the car to control lateral stabilization,

Slots in the upper and side areas of the wagons through which pressurized air is blown at an angle and backwards to avoid air friction,

Proximity or distance sensors that control the separation between wagons and rail, Attraction or holding systems between wagons and rail;

Electromagnetic suspension or levitation systems for the wagons;

Magnetic suspension or levitation systems for the cars;

Lateral stabilization systems for the wagons;

Some propulsion systems for the cars;

An electrical power supply system,

A system for reducing lateral friction of wagons,

A safety and anti-derailment system and

A microprocessor that controls the operation of the entire system.

Attraction systems consist of wheels of permanent magnets and electromagnets that roll on and attract ferromagnetic rails, usually made of steel, without slowing their progress.

Suspension systems consist of permanent magnet wheels, which are attached to the lower part of the lateral fins that support the rail core. Alternatively, an air cushion on the rail that supports the wagons. This can be optional or used in addition. Stabilization systems consist of fins placed on the lower lateral part of the rails, wheels distributed around the rail or sensors that detect the separation and feed electromagnets that automatically center the wagons by attracting the rail.

Air injectors provide lateral stabilization by blowing air over the core.

Other injectors apply jets of air between the wheels and the rail, producing partial levitation which reduces friction.

The external current is sent through the rail and/or through metal bands that act as capacitors.

Lateral stability is increased by placing the weight of the load, installations, fuel, etc., in the lowest part of the wagon, the centre of gravity is placed as low as possible on the support point or rail and it can automatically act as a tilting train. Stability can also be achieved by means of gyroscopes and accelerometers. Sensors can measure the separation and act on electromagnets. The wagons are self-propelled or can use an independent machine. Propulsion can be achieved by driving the wheels or by magnetic or electromagnetic wheels. In these last two cases it is not necessary for the wheels to contact the rails.

Electromagnetic or magnetic wheels that prevent derailment can be integrated, attached or form part of the current wheels used on the tracks or they can be independent wheels, complementary to the conventional ones. In both cases and without braking the vehicle, the magnetic wheels attract the tracks and therefore these against the wagon. The attraction of the magnetic wheels on the rail adds to the weight of the vehicle. And the attraction under, or under the side of the rail reduces the weight of the wagon on the rail.

Magnetic wheels can rotate in contact with the rails or rotate at a distance of one to several centimeters from them. When the wheels rotate, they simultaneously attract and propel the wagon, moving it along the rails. This makes it possible to use lighter wagons. Magnetic wheels do not consume energy and are made up of or may have two permanent magnets attached to them.

The wheels can be standard wheels with double flanges or in the form of pulleys with a circular or semicircular groove or wheels with a circular or semicircular peripheral section. The axle of the wheels can protrude on one or both sides of the wheel, and the corresponding motor, bearing and shock absorber can be applied.

The rails can be conventional vertical (rectangular), with a circular, semicircular or oval section head.

Monocoque wagons with an open lower area can be used; this area is covered by the wagon's frame or chassis.

Used carriages with a circular or oval section, with a height less than its width, have a greater length-to-width ratio, and are very light in weight. They use carbon fibre, glass, kevlar or aluminium or magnesium alloys, graphene or graphene oxide mixtures, etc., so the weight per metre is minimal and therefore the weight of the tracks. The weight can be further reduced by using two or three seats per row.

Propulsion systems consist of inclined side wheels or magnetic wheels driven by motors, which surround the rail, but do not come into contact with it. The wheels act on the rail or on its core. Propulsion can be carried out exclusively by fans, or it can be carried out with these in a complementary manner.

Propulsion is achieved using mainly electric motors, or combustion engines, gasoline, diesel or turbines. In particular, hydrogen will be used as fuel or in fuel cells. All motors can be applied directly to magnetic wheels, pulley wheels, tires or rubber wheels. The electric supply can be applied with batteries, with fuel cells, by electrifying the rails and with belts and external energy. The electric current applied from the ground is captured and sent along the track and/or by an insulated lateral belt, collected by brushes or sliding elements. In general, for high speed, the alternating current can also be sent along the rails and/or by metal bands that act as capacitors, transferring the alternating current through them. The external electric energy can be applied in multiple sections with independent generators.

Optionally, front and rear resistance can be eliminated by using fans or turbines, which suck air in the front area of the front car and others discharge it in the rear of the last car. In this case, the vehicle does not press on the air and it can be considered that the front fans act by traction. Lateral friction is reduced by covering with a sliding layer, with a surface covered with multiple denticles or by using double walls and between them a pressurized chamber whose air is discharged to the outside through slits or through multiple and tiny holes, avoiding the adhesion of the laminar flow.

As the magnetic wheels move forward, turning at the same tangential speed with respect to the rails, they do not brake, but they do attract the wagon.

Permanent rare earth magnets such as samarium or neodymium are preferred. The wheels can have the magnetic flux distributed radially or longitudinally or even inclined relative to the wheels, they can be covered by an elastic damping layer and can be placed on the outside of the wagons.

Electrical sensors detect that the wheels are not making contact with the rail, increasing the current flow through the coils and reducing the separation of the permanent magnet wheels.

Rails are generally tubular in section and can be made up of multiple insulated sheets attached longitudinally or transversely to each other to avoid eddy currents. With a hollow interior, they can be used to cool or heat the rails at extreme temperatures.

Magnetic and electromagnetic wheel systems work by reducing the force of the weight of the wagons on the rails, but without completely levitating them. It may be necessary for the lower beam or web of the rail to be made of non-magnetic material.

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

In an emergency, batteries can power the system in the event of a failure.

Wagons may use side wheels with the axle vertical and/or slightly inclined nose down.

Derailment is generally prevented by the use of pairs of inclined pulley wheels, by electromagnetic or magnetic wheels that attract the rail in its upper zone, by wheels that laterally affect the rail core and are trapped by the head of the same, by wheels that perform levitation and act on the lower zone of the lateral fins that carry the rail core and by sensors that detect the separation of the rail and increase the attraction of the electromagnet wheels. All or part of these systems can be applied simultaneously.

You can use rubber, pneumatic, hydraulic, strap or coil spring damping.

For sandy areas and for very high speeds, it may be necessary to run underground. High speeds practically do not allow curves. For this reason, and to avoid curves, changes of direction will be made at stations, that is, the line would run in a straight line from station to station.

Brief description of the drawings

Figure 1 shows a schematic and sectional view of a pendulum-type track and wagon of the system of the invention.

Figures 2 and 3 show partially sectioned schematic views of the track variants and the pendulum-type wagon of the system of the invention.

Figures 4, 5 and 6 show schematic and partially sectioned views of track variants and non-tilting wagons.

Figures 7 to 10 show schematic side and plan views of train variants of the invention.

Figure 11 shows a schematic and perspective view of a train with the system of the invention.

Figures 12 to 18 and 21 show schematic and partially sectioned views of portions of track and wheels used. Figures 12 to 18 prevent derailment.

Figures 19 and 20 show schematic and side views of portions of track and rail. Figures 23 and 24 show schematic and sectional views of portions of cars and rails with an air cushion system.

Figure 25 shows a block diagram of the operation of the system of the invention. Preferred embodiment of the invention

Figure 1 shows the preferred system of the invention, formed by the pendulum wagon (1p) of semi-oval section, which is supported by the pulley wheel (2p) whose groove rolls on the semicircular head of the rail, formed by the web (4) which is embedded in the reinforced concrete foundation (5) made in or on the ground (13). The wheel is on the center of gravity (8) of the wagon. It shows the stabilizing fin (14) on the fuselage. On the sides of the web (4) it carries the side wheels (21s) attached to the web at low speed and retracted or separated (2hs) at high speed. It is of the pendulum type.

Figure 2 shows the semi-oval section pendulum wagon (1p), which is supported by the pulley wheel (2p) whose groove rolls on the semicircular head of the rail formed by the web (4) which is embedded in the reinforced concrete foundation (5) made in or on the ground (13). The wheel is slightly lower than the centre of gravity (8) and is therefore more unstable. It shows the stabilizing fin (14) on the fuselage. It is of the pendulum type.

Figure 3 shows the oval section pendulum wagon (1p), which is supported by the pulley wheel (2p) whose groove rolls on the semicircular head of the rail formed by the web (4) which is embedded in the reinforced concrete foundation (5), made in or on the ground (13). The wheel is slightly lower than the centre of gravity (8). It shows the stabilizing fin (14) on the fuselage. It is of the pendulum type.

Figure 4 shows the semi-oval section non-tilting wagon (1), which is supported by the pulley wheel (2p) whose groove rolls on the semicircular head of the rail formed by the web (4) which is embedded in the reinforced concrete foundation (5) made in a on the ground (13). The wheel is under the centre of gravity (8) of the wagon. The web carries horizontal fins or tabs (23) and between these and the web the fixed inclined lateral wheels (2f) attack, rotating, stabilising and propelling by means of motors and with a tangential speed equal to that of the train with respect to the rail. They are the ones that propel the train.

Figure 5 shows the non-tilting wagon (1) of oval section, which is supported by the pulley wheel (2p) whose groove rolls on the circular head (3c) of the rail formed by the web (4) which is embedded in the reinforced concrete foundation (5) made in or on the ground (13). The wheel is under the centre of gravity (8) of the wagon. Between the head of the rail and the web, the fixed inclined lateral wheels (2f) attack, rotating, stabilising and propelling by means of motors and with a tangential speed equal to that of the train with respect to the rail. They are the ones that propel the train and protect it from strong lateral winds.

Figure 6 shows the non-tilting wagon (1) of oval section, which is supported by the pulley wheel (2p) whose groove rolls on the oval head of the rail formed by the web (4) which is embedded in the reinforced concrete foundation (5) made in or on the ground (13). The wheel is under the centre of gravity (8) of the wagon. Between the head of the rail and the web, the fixed inclined lateral wheels (2f) attack, rotating, stabilising and propelling by means of motors and with a tangential speed equal to that of the train with respect to the rail. They are the ones that propel the train and protect it from strong lateral winds.

Figure 7 shows the wagon (1) with the wheels (2p) and the soul (4) of the rail.

Figure 8 shows the wagon (1) with the wheels (2p) and the soul (4) of the rail.

Figure 9 shows the wagon (1) with the upper fins (14) and the side fins (15). Add the slots (11) through which pressurized air is blown backwards as shown with the flow lines (16) and the web (4) of the rail.

Figure 10 shows the wagon (1) with the wheels (2p) and the rail core (4). Add the air cushion chamber (31).

Figure 11 shows the wagon (1) with the upper fins (14) and the slots (11) through which pressurized air is blown backwards. With the front suction fans and the pulley wheels (2p) on the circular head rail (3c) and web (4). It runs on pillars (18) where the ground is not sufficiently flat.

Figure 12 shows a pair of inclined pulley wheels (2p). The lateral stabilizing wheels (2s) rest on the web (4) of the rail and this is embedded in the concrete foundation (5).

Figure 13 shows three pulley wheels (2p), two of them inclined. They act on a rail with a circular head and whose core (4) is embedded in the concrete foundation (5). It carries a double pair of horizontal fixed rotating side wheels (2f), which can be propulsion.

Figure 14 shows the radial electromagnet pulley wheel (2e) whose groove rolls on the circular head (3c) of the rail with the core (4). The inside of the rail (30) can be used for the delivery of a cooling or heating fluid for the rail. Between the head of the rail and the core, the inclined fixed rotating side wheels (2f) attack, which can be propulsion wheels.

Figure 15 shows the pulley wheel (2p) whose groove rolls on the semicircular head of the rail with the web (4) having a section converging downwards. On the sides of the web of the rail the rotating fixed side wheels (2f) attack, which can be propulsion wheels.

Figure 16 shows the rectangular or U-shaped wheel (2r). They act on a rectangular head rail whose core (4) is embedded in the concrete foundation (5).

Figure 17 shows the pair of pulley wheels (2p) that attack the circular head rail (3c) and whose core is (4).

Figure 18. Shows how the fixed inclined side wheels (2f) rotate between the head (3c) of the rail and the web (4), which can be propulsion.

Figure 19 shows the electromagnetic wheel (2e) on the head rail (3r or 3e) and web (4).

Figure 20 shows the pulley wheel (2p) on the head rail (3c) and whose core (4) carries perforations (29) for material reduction.

Figure 21 shows the wheel (2p) on the web rail (4) inserted in the foundation (5). Feeding alternating current from the generator (12) to the plate (10). The current is captured by the brush (19) and sent to the wagon feed. The plate (10) is insulated by the insulating layer or plate (9). The external electric energy is applied in multiple sections with independent generators.

Figure 22 shows the distance or proximity sensor (25) and sends signals to increase the approach of the coil (26) and (27) of the current applied to it.

Figure 23 shows the wagon (1) The air cushion chamber. The air cushion chamber injectors (31) The peripheral pressurized air jet injectors (32) that prevent contact between the rail and the casing. A circular section rail head (3c) is shown, inside which (30) a cooling or heating fluid circulates.

Figure 24 shows the wagon (1), the air cushion chamber. The peripheral pressurized air jet injectors (32) that prevent contact between the rail and the casing. A semicircular rail head is shown, inside which (30) a cooling or heating fluid circulates.

Figure 25 shows a microprocessor that is supplied with data from the control panel, gyroscopes, accelerometers, GPS, throttle control, brake pedal control, front and rear vehicle weight, speed counter, sensors measuring wheel-rail separation in various front and rear areas, crosswind and earthquake warnings. Once the microprocessor has processed the data and with the corresponding algorithm, it provides and sends multiple and repetitive front and other rear stabilization control signals, front and rear zone levitation signals sent to electromagnets that control wheel-rail separation, and system fault warning signals, speed control, braking, propulsion and speed indication.

Claims (19)

1. Propulsion, stabilization and suspension system for monorail trains, of the type that uses ultralight monocoque-type wagons, which surround a rail except for their lower area, characterized in that it comprises: A single rail with a cylindrical, oval, semi-cylindrical, semi-oval or rectangular head embedded in and supported by a concrete foundation, running low above the ground or on small columns where the ground is uneven, Some cars with aerodynamic profiles, laterally oval or semi-oval, Some pulley wheels rest on the rail, others prevent warping oscillations and others prevent derailment (pulley wheels or normal wheels), Magnetic wheels made up of multiple electromagnets or permanent magnets, Fins in the upper area of the car to control lateral stabilization, Slots in the upper and side areas of the wagons through which pressurized air is blown at an angle and backwards to avoid air friction, Proximity or distance sensors that control the separation between wagons and rail, Attraction or holding systems between wagons and rail; Electromagnetic suspension or levitation systems for the wagons; Magnetic suspension or levitation systems for the cars; Lateral stabilization systems for the wagons; Some propulsion systems for the cars; An electrical power supply system, A system to reduce lateral friction of the wagons, A safety and anti-derailment system and A microprocessor that controls the operation of the entire system. 2. System according to claim 1, characterized in that the attraction or clamping system consists of electromagnetic wheels (2e) or permanent magnets (2m) that roll on and attract the ferromagnetic rails. 3. System according to claim 1, characterized in that the lateral stabilization system of the wagons consists of multiple ailerons or inclined fins (14) in the upper area of the wagons. 4 System according to claim 1, characterized in that the suspension or levitation system consists of electromagnetic wheels (2e) or permanent magnets (2m), which affect under the lower lateral areas of horizontal lateral fins that carry the core of the rails. 5. System according to claim 1, characterized in that the suspension and damping system is made of rubber, pneumatic, straps or helical springs. 6. System according to claim 1, characterized in that the stabilization system is carried out with sensors that capture the separation and lateral inclination of the wagons and feed electromagnet wheels that automatically bring the wagons closer together or center them. 7. System according to claim 1, characterized in that the propulsion is carried out with inclined or horizontal side wheels driven with electric motors that press on the core of the rail. 8. System according to claim 1, characterized in that the propulsion is carried out with magnetic wheels or pulley wheels that surround the rail, driven with electric motors. 9. System according to claim 1, characterized in that the propulsion of the vehicles is done using electric motors, combustion motors, hydrogen, gasoline, diesel, gas turbines and fuel cells. 10. System according to claim 1, characterized in that the electromagnetic and magnetic wheels rotate at a distance of one to several centimeters from the rails and carry integral travel limit wheels. 11. System according to claim 1, characterized in that the rails consist of multiple longitudinally or transversely insulated ferromagnetic sheets. 12. System according to claim 1, characterized in that the rails on which the wheels rest have a semicircular section head and the lower area (4) or core of the rail has two inclined faces or surfaces that converge downwards. 13. System according to claim 1, characterized in that the wheel axles are supported or rotate on air bearings or axle boxes. 14. System according to claim 1, characterized in that the wagons are made of carbon fiber, glass, kevlar and alloys of aluminum, magnesium, and mixtures of graphene and graphene oxide. 15. System according to claim 7, 8 and 9, characterized in that the motor shafts are applied directly to the standard, magnetic or electromagnetic wheels. 16. System according to claim 1, characterized in that the electrical supply is carried out with batteries, fuel cells and external alternating electric current. 17. System according to claim 1, characterized in that the external current is sent through the rail and/or through metal bands that act as capacitors, and is applied in multiple sections with independent electrical generators. 17. System according to claim 1, characterized in that the wagons use V-pulley wheels (2p) on and surrounding a circular section tubular rail (3c). 18. System according to claim 1, characterized in that injectors (6) apply jets of air between the wheels and the rail, producing partial levitation which reduces friction. 19. System according to claim 1, characterized in that the microprocessor processes the signals from the control panel, gyroscopes, accelerometers, front and rear separation sensors distributed around the wagons, throttle control, brakes, front and rear weight of the vehicle, rail joint counter, crosswind and the GPS signal, the microprocessor, once the data has been processed, and with the corresponding algorithm, provides and sends multiple and repetitive front and rear stabilization control signals, front and rear zone levitation signals sent to electromagnets that control the wheel-rail separation, and system fault warning signals, speed control, braking, propulsion and speed indication.