Abstract:
A railway can have trains for generally high speed if curves have very large radius. For this to be generally possible the trains must be able to nm in steep slopes. When driving wheels are pressed against the rail head sides a double drive force from friction is achieved and controlled by a separate force independent of the weight of the train. The carrying wheels are made free from lateral forces by suspended them in cardan rings. The driving wheels running on the rail head sides also only steer if no force is applied. The switches can be free from movable pars Wheels against flank rails parallel to the outermost rails keeps the train left in the switches. Double-rotor motors give the driving. They can be attached to the wheels on the rail head side, hut also to the carrying cardules. Such motors can also be placed within the carrying wheels, in cardules and m the driving wheels on the sides. The rails can get trapeze form. With tube formed rails they can be filled with cables and sand for isolation from noise.

Description:
[0001]    Flank rails are new rails parallel to outermost rails in a switch. 
         [0002]    Flank wheel is a wheel with vertical axis down on the sides of carriages. 
         [0003]    Railector is a rail switch with flank rails. 
         [0004]    Railed right is e.g. to perform a right pass through a railector. 
         [0005]    Cardule is a cardan suspended carrying wheel. 
         [0006]    Steer and drive wheels are running on the rail head sides. 
       BACKGROUND AND SUMMARY  
       [0007]    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. 
         [0008]    This wheels with flanges, conic rings and friction can manage all above, which is an achievement. 
         [0009]    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. 
         [0010]    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. 
         [0011]    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. 
         [0012]    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. 
         [0013]    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. 
         [0014]    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. 
         [0015]    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. 
         [0016]    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. 
         [0017]    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. 
     
    
     
       SHORT DESCRIPTION OF THE FIGURES  
         [0018]      FIG. 1  shows a sphere rolling on a latitude circle. 
           [0019]      FIG. 2  shows cardan suspend wheel. 
           [0020]      FIG. 3  shows cardules centered on the rail by means of wheels, which can lay aside a rail with rectangular cross-section. 
           [0021]      FIG. 4  shows the cross-section of a Vignol rail with wheel, steering and driving wheel against the two sides of the head. 
           [0022]      FIG. 5  shows how the rail is completed with flat bar between the surface under the head down to the foot. 
           [0023]      FIG. 6  shows how the rail in  FIG. 5  gets reinforcements between the flat bar and the rib. 
           [0024]    FIG,  7  shows bars with trapeze thrilled cross-section make the steer and drive wheels lie against massive steel. 
           [0025]      FIG. 8  shows a rail from an up and down U-bar on a fiat bar. In the tube arisen there lie cables. 
           [0026]      FIG. 9  shows rail built of up and down U-bars and fiat bars with conductors in the tubes. 
           [0027]      FIG. 10  shows solid trapeze formed rail. 
           [0028]      FIGS. 11 and 12  show how railectors, which are switches for steering wheels, are built from squarely cut rails without slots between them. 
           [0029]      FIG. 13  shows a cross-section of a track with railectors containing a flank rail and boggy with steer and drive wheels and flank wheel. 
           [0030]      FIG. 14-19  show an example of sequences for how the steer wheel rise and lower during turns to the left in a railector. 
           [0031]      FIG. 20  shows how a cardule can be made by front—rear bearings are replaced with spherical sliding surfaces under a rim. 
           [0032]      FIGS. 21 and 22  show how rolls in the periphery of the carrying wheel have a front -rear axis of its own. 
           [0033]      FIG. 23  shows how every second thick and narrow rolls are carrying. 
           [0034]      FIG. 24  shows how a wheel is made sliding on its axis. 
           [0035]      FIG. 25  shows how a railway carriage with broad gauge is loaded with cars, which drive in and out transversely in a railway carriage. 
           [0036]      FIG. 26  shows how comfortable and roomy a carriage will be on broad gauge railway. 
           [0037]      FIG. 27  shows how cardules is steered by not carrying steer wheels with flanges on the inner side of the rails. 
           [0038]      FIG. 28  shows how a double-rotor motor can drive the steer and drive wheels and how they by means of eccentric axes are pressed together against the rail. 
           [0039]      FIG. 29  shows double-rotor motor inside a wheel is driven by DC supply via brushes in the axis center. 
           [0040]      FIG. 30  shows a pole shoe of folded bands. Such pole shoes are placed between two rolls of band with windings. 
           [0041]      FIG. 31  shows elements with pole shoes of folded and bent bands are placed in a row with the pole shoes side by side. 
           [0042]      FIG. 32  shows how cardules and steer and driving wheels are sitting displaced on a track with standard gauge. 
           [0043]      FIG. 33  shows a train with three carriages where the cardules in the ends are completely steered by steer and drive wheels while the cardules between the carriages are steered to its location laterally by steer and drive wheels and to its angle by the half angle between the cars. 
           [0044]      FIG. 34  shows steer and drive wheels, which have almost horizontal axes and flanges, but no carrying load surface. 
           [0045]      FIG. 35  shows boggy with cardules, which have steer and drive wheels. They run against the side of the rails, which are allowed to have variable gauge. Mechanism keeps the carriage between the cardules. 
       
    
    
     DETAILED DESCRIPTION 
       [0046]    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  FIG. 1 . A cardule is shown in  FIG. 2  with a rail  1  on which there run a wheel  2  with the axis  3  in a square cardan ring  4  suspended in front and rear mounts  5  with front-rear axis  6 . The mounts are in the cardule holder  7 . 
         [0047]    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. 
         [0048]    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, 
         [0049]    A cardule where axis and wheel change place is shown in  FIG. 2  A. An axis  8  has hole with bearings for a front rear axis  9 , which sit in the inner ring  10  on a bearing for the inner ring  10  on a bearing for the wheel  1 , which run on the rail. In order to adjust the gait the front-rear axis can be placed other than in the diameter. 
         [0050]    On  FIG. 3  is shown a driving containing cylindrical steer wheels  12 ,  13  which roll correct against plane sides on the rail head. The steer wheels are mounted on a ring  1  with axis  15  in the carriage body. The steer wheels can also be made conical as in  FIG. 4 . With the steer wheels  16 ,  17  driving, the possibility arise to sometimes not let them press against the rail  1 , but also to apply the force, which is needed for wanted acceleration and primary run ascent and securely slow down by the returning; of the breaking effect. 
         [0051]    Wheel against the rib  18  is easy to apply as in  FIG. 5A . This however claim that this steering and driving wheels are given an horizontal movement before they are lifted in order to pass railectors with fixed seamless rails, which can be used when no flanges are on the carrying wheels. The rib must be smooth and preferably with S uniform thickness to make a steel wheel roll well. 
         [0052]    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. 
         [0053]    The rail rib can by superstructures be made thicker as in  FIG. 5A . by e.g. a square bar  19 , a not symmetrical U-bar or a square tube. The a wheel can run against the rail head sides on plane tracks, but in hills with wheels with strong pressure  5  against superstructures. 
         [0054]    The rail can be completed in different ways. With flat bars  20  from under the head down to the foot as in  FIG. 5B  the contact surface to the drive wheels can be many times larger. Wheels with rubber coating can also here be used. The cross forces  0  in the contact surface will be negligible, making the bending forces in the axes also negligible. This keeps the weight of the wheels down. 
         [0055]    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. 
         [0056]    Bracing  22  with fiat bar as in  FIG. 5C  can also be used. There is known also how the rail UIC 60  and the foot and a portion  23  of the rib from the rail S 143  can be put together to form a rail which withstand great pressure from the drive wheels. Rails for industry tracks need as a rule not be very precise made as the speed often is low there. The superstructures on the rails make them stiffer, which increases the buoyancy 
         [0057]    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  FIG. 6 . The super head can get tilted sides making the steer and drive wheels cylindrical when their axes are not vertical. 
         [0058]    The super head can reach down to the foot as in  FIG. 7 , so that broad drive wheels  26  can be used and give increased drive forces. The sides can be braced with crimped coarse plate and concrete. The rails construction can get increased buoyancy, so that shorter trains with heavier carriages can be used. 
         [0059]    The superstructure on  FIG. 7  can be used also with vertical sides. Of cause cogwheel driving shall not be ignored. The function will probably be better on rails with driving on the sides. The cog-wheel shall probably have an axis of its own and down shift because when it is to be used the driving is heavy. The cog-wheels should be protected when not used. 
         [0060]    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 . 
         [0061]    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. 
         [0062]    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  FIG. 11 and 12 . The flank rails  32  along the railectors outside the outer rails keep the carriages within the railectors. The other steering wheels will be lifted or forced up. The rails  33  in the railector need not be made pointy, but the end will have a sloop. 
         [0063]    A railector with a boggy down under a carriage is shown in cut in  FIG. 13 . On the rail  1  a carriage is buried by cardules  2 . The steering and driving wheels  16 ,  17  are in position for a railector to the left. A flank left wheel  34  is driven with a gear  35  S against the railector left flank rail  32 . The steer and drive wheels can be pressed together with wires  36 ,  37  between their hubs. 
         [0064]    How the railectors can be implemented in steps is shown in  FIGS. 14 to 19 . The position at which the description of the railector will be made corresponds about 0  FIG. 17 . In  FIG. 14  shows classical steering between the rail heads with the inner steer wheels  38  and  39 , 
         [0065]    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  FIG. 15  a left outer steer wheel  40  has gone down together the left flank wheel  41 . At the right rail the left steer wheel  39  goes up. This is initiated by the signal systems, which start lifting mechanisms, but which otherwise will be automatically performed by ramp up to the plane surface of the railector area, which has the same level as that of the top of the rails. 
         [0066]    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  43   5  goes free. Then the right steer wheel  38  can be lifted as in  FIG. 17  so that it goes free over the railector area. 
         [0067]    The signal system detects when the railector area is passed and press down the nearest inner steer wheel  38  shown in  FIG. 18 . After this the steer wheel  39  goes 0 down and at last the steer wheel  40  with flank wheel  41  goes up as shown in Fig. 
         [0068]    One option is that the right flank rail  43  has a slopping roof as in  FIG. 18 , which can press down the flank wheel  45  and thus the steer wheel  44  as in FIG,  19 , if the signal system has not before done this Then the steer wheel  39  goes down and the steer wheel  44  goes up if one want to go back to the initial state. Sins the rails in the railector area are fixed and has no joints it can he made for how large curvature radius as any. This railector is thus suitable for very fast trains. 
         [0069]    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. 
         [0070]    Other wheels which do not take up the cross forces are shown in  FIGS. 20 to 24 . A truncated ball  46  on a truncated sphere  47  on an axis  48  as in  FIG. 20  is a wheel which has no forces transversely when it rolls. It can get some elasticity by making a ring slot with rubber ring  49  and on this a ring  50  on which the truncated sphere  47  sits carried on its inner broader ring slot followed, with elastic material  51  to the sides of the inner slot, which has tightening rings  52 . 
         [0071]    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. 
         [0072]    Truncated cone-like rolls partly inside each other in a ring as in the cross-section in  FIG. 21  give a wheel without lateral forces when they roll. The rolls have bearings  54  in one to the rolls customized ring  55 , which continue with spokes  56  going to the hub  57 . The wheel sides look like the  FIG. 22 . 
         [0073]    A similar wheel with alternately big  58  and small rolls  59  partly within each other are in  FIG. 23 . They have the axes  60  and  61 , which are going, to the hub  62 . 
         [0074]    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  FIG. 24  there are two bearings  63  and  64  in which there is an axis  65  with a wheel  66 . The wheel has a kind of tire  67  of a thin ring, which can be deformed a little so that it can lie flat against the ground or rail. The tire lies and is steered  68  in a low greased grove. 
         [0075]    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  FIG. 25  with conventional length. 
         [0076]    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  FIG. 26 . The carriage runs in a railector to the left with the steering wheel  40  down, but the left flank wheel  72  is freely rotating or has a motor of its own, which only needs to manage the friction when a railector passes. The left flank wheel runs against the flank rail  42 . The steering can alternatively be made with the railector wheel  73 , which is on a flank foundation  74  on the side of the railector, 
         [0077]    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. 
         [0078]    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, 
         [0079]    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.  FIG. 27  show two cardules  2  and four flange cones  78  attached with bearings  79 ,  80  in a boggy frame  77  and two cardule holders  7  with brackets also for the front-rear axes, which can be assembled to run in regular switches and during a transition period. Cars can easily run crosswise into a wide carriage. 
         [0080]    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. 
         [0081]    With flexible wheel system and sand in the rails the train will run calm and quit from eg. coast to coast. 
         [0082]    In a trapeze rail magnetic force can be used to pull the wheels against the rails. In  FIG. 8  the side surfaces are partly made of nonmagnetic material e.g stainless nonmagnetic steel. A DC current in a wire inside the trapeze rail drive a magnetic field which goes round and strongly through iron wheels. 
         [0083]    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. 
         [0084]    Concerning the steer and drive wheels  16 ,  17  which rotate in different directions is the using natural eg. as in  FIG. 28 . An electric motor  81  has the rotor axis going to a simple gear  82 , which drives the one drive wheel  17 . That which normally is the stator has bearings allowing it to rotate in the opposite direction goes to a conical cog-wheel in a second simple gear  83 , which drives the other drive wheel  16 . The bearings of the drive wheels  84 ,  85  are interconnected with arms  86 ,  87  and eccentric pin  88  in the aims, so that the driving wheels can be pressed against the sides of a rail  1 . The hidden axis  89  shall perhaps be used for the driving of a cardule from the same motor. 
         [0085]    The cardule can have a motor inside the wheel, as in  FIG. 29  where also an inverter and a planetary gear is used. Brushes  90  are in the center of and from each end in a tube formed axis  91  with another brush against a small ring a 3-phase voltage can be entered directly to the motor. 
         [0086]    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 . 
         [0087]    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 . 
         [0088]    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. 
         [0089]    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  FIGS. 30 and 31 . When the electro-plate is folded in the top of the pole-shoe with a radius, which is larger than the plate thickness the magnetic field is spread out in the air gap so that the magnetic resistance in corresponding degree decreases without an increase of the pole-shoe weight. 
         [0090]      FIG. 30  shows a pole-shoe of band folded to a trapeze formed pack with rounded folds. The pack is squished in a center part. The ends are bent upwards to a pole-shoe with straight top  105 . These pole-shoes are between rolls  106  of band with windings  107  on. 
         [0091]      FIG. 31  shows pole-shoe of band folded to long trapeze formed pack with rounded folds. The pack is bent on two places  08 ,  109  with the ends upturned to straight tops  110 . A number of these U-formed cores are laid in a row with the poles side by side. 
         [0092]    If a cardule on an existing line with standard gauge is used then the wheels under a carriage can lock like  FIG. 32  in a train with the speed which now can be reached. Against the left rail  1  there are a pair of steer wheels  16 ,  17 . In front of them the wheels is shown in the cardule. In front of this is a pair of steer and drive wheels. The right rail has its steer and drive wheel opposite to the left cardule etc. 
         [0093]    The steer wheels has namely 1 m diameter why they can&#39;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. 
         [0094]    On  FIG. 33  is shown the wheels in a train with three carriages and the double gauge. Those cardules  201 ,  202  which are sitting in the ends are steered to their direction and position by the four steer wheels  203 . The cardules  204  between the carriages are steered to their direction by changing direction with half the angle between the surrounding carriages. This can be achieved with a number of mechanisms. The cardule positions are steered by the two steer wheels  205 . 
         [0095]    There the driving force can be increased 3 times. 
         [0096]    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. 
         [0097]    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. 
         [0098]    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 
         [0099]    The steering of the cardule, but also ordinary wheels can be helped up hills. This can be done as in  FIG. 34  with two wheels  301  and  302  with outwards tilted axes  303 ,  304  without bearing surfaces on both sides of the rail, but with wheel flanges  305 , which with bearings  306 ,  307  and devices  308 ,  309  are pressed against the sides on the rail heads  310 . It will not be perfect rolling. With carry devices where left and right wheel system (cardule and steer wheel or steer magnets) are steered by its rail the wheel system can be allowed to run in a different magnets) direction and on different distances from each other. 
         [0100]    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. 
         [0101]    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. 
         [0102]    In  FIG. 35  is shown a boggy with a cardule  8  running on the left rail  1 . On the right rail is a cardule  320  running with otherwise the same parts as on the left wheel, but mirrored on the right rail  321 , which not need be parallel with the left rail  1 . 
         [0103]    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. 
         [0104]    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. 
         [0105]    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. 
         [0106]    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 . 
         [0107]    From the right cardule  320  is the right cross bar  324  coming. 
         [0108]    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. 
         [0109]    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.