CN113293659A - Novel rail transit system - Google Patents

Abstract

The invention discloses a novel rail transit system which comprises a running rail, a vehicle body, a permanent magnet, a plurality of electromagnetic devices and a power distribution control device, wherein the vehicle body can run on the running rail, the permanent magnet is arranged on the vehicle body and can be acted by magnetic force, the electromagnetic devices are arranged along the extending direction of the running rail, and the power distribution control device is used for controlling the current intensity and the direction of the electromagnetic devices so as to continuously generate traction force and/or blocking force on the permanent magnet in the running direction. In the rail transit system, the principle that the like magnetic poles repel and the opposite magnetic poles attract is utilized, so that the permanent magnets on the vehicle body obtain continuous driving (braking) power in the walking process, the vehicle is further pulled to advance or stop, and non-contact force transfer can be effectively realized. In conclusion, the rail transit system can effectively solve the problem that the linear motor cannot be used in the vacuum pipeline for non-contact driving (braking) at present.

Description

Novel rail transit system

Technical Field

The invention relates to the technical field of traffic, in particular to a novel rail transit system.

Background

With the rapid development of society and science and technology, especially in the 21 st century internet era, people have a higher pursuit for the aging of traffic vehicle bodies. At present, people mainly rely on the prior four transportation means (airplanes, high-speed rails, automobiles and ships) to make the airplane the best long-distance transportation vehicle body. The speed is about 1000 kilometers per hour, but for the interstate operation speed which is slow, people need to take tens of hours, the endurance mileage can not reach the requirement of turning the airplane, and most airports are far away from the urban area due to noise and the like, so that inconvenience is brought to people going out. The airport land acquisition range is large, the construction cost is high, the reserved time of the airplane is long, the influence of the climate environment condition is often delayed, the price of the air ticket is not cheap, and the high-altitude danger coefficient is larger than the ground danger coefficient. In view of the above, people desire a new generation ground ultra-high speed traffic vehicle body which is safer, more environment-friendly, quicker, more comfortable, more energy-saving and more economical, and the wide four oceans in the seven continents become a small village on the earth.

The current global technical scheme has a commonality: magnetic levitation and vacuum pipeline modes. Namely, the idea of reducing the friction resistance by adopting magnetic suspension and reducing the air resistance in the pipeline by utilizing a low-vacuum pipeline to increase the speed is right, but the operability is not ideal. The normal magnetic suspension is unstable in operation, the speed of the normal magnetic suspension is limited by guide control, the normal magnetic suspension is self-stable without guide control, and the development and application of the normal magnetic suspension are hindered by too high cost until now. In addition, both normal conducting and superconducting magnetic levitation have noise trouble of more than 100 decibels when the speed per hour in the atmosphere reaches more than 400 kilometers. Moreover, the vacuum pipeline has a difficult problem of heat dissipation.

In summary, how to effectively solve the problem that the non-contact driving (braking) and the overcoming of the frictional resistance cannot be achieved at the same time at present is a problem which needs to be solved urgently by the technical personnel in the field.

Disclosure of Invention

In view of the above, the present invention provides a rail transit system, which can effectively solve the problem that non-contact driving (braking) and overcoming of frictional resistance cannot be achieved at the same time under ultra-high speed motion.

In order to achieve the purpose, the invention provides the following technical scheme:

the utility model provides a novel rail transit system, including the orbit with can the automobile body of operation on the orbit, still including be used for installing on the automobile body and can receive the permanent magnet of magnetic force effect, a plurality of be used for following the orbit extending direction arranges and the electromagnetic means of variable magnetic pole and is used for controlling electromagnetic means's current strength and direction are in order to be on the traffic direction continuously right the permanent magnet produces traction force and/or distribution control device of stagnation force.

In the rail transit system, when the rail transit system is used, the current intensity and the direction of the electromagnetic device can be correspondingly changed through the control of the power distribution control device, the magnetic field intensity is further increased, and the magnetic poles are changed, so that continuous magnetic traction (retarding) force can be generated on the permanent magnet, and the vehicle body is driven or braked. In the rail transit system, the principle that the like magnetic poles repel and the opposite magnetic poles attract is utilized, so that the permanent magnets on the vehicle body obtain continuous driving (braking) power in the running process, the vehicle is further pulled to advance, and non-contact force transfer can be effectively realized. In conclusion, the rail transit system can effectively solve the problem that non-contact propulsion cannot be performed in a vacuum pipeline at present.

Preferably, the permanent magnets are arranged according to a Halbach array and fixedly mounted on the periphery of the front of the vehicle head so as to have the maximum acting force with an electromagnetic field generated by a solenoid along the way.

Preferably, the electromagnetic device is a plurality of magnetic solenoids arranged at intervals in sequence along the extending direction of the track, the power distribution control device can change the direct current intensity and direction of the magnetic solenoids, and the vehicle body can run and stop in the magnetic solenoids.

Preferably, a high velocity pneumatic suspension system is also included for creating a sufficiently large pressure differential in the skirt at the bottom of the vehicle body above the outside atmospheric pressure to suspend the vehicle body.

Preferably, the vehicle body vibration reducing device further comprises a high-pressure air flow injection device, so that high-pressure air flow can be injected in the transverse direction of two sides above the vehicle body to reduce vehicle body vibration.

Preferably, safety wheels are provided under the dovetail-shaped base of the body to enable the vehicle to be lowered when the suspended height is insufficient.

Preferably, the vehicle body can shuttle among the operation pipeline, the operation track is located in the operation pipeline and extends along the extension direction of the operation pipeline, a plurality of exhaust holes are distributed in the operation pipeline along the extension direction, and pressure control switch valves are arranged in the exhaust holes to enable gas in the operation pipeline to be discharged in a one-way mode.

Preferably, the wind power generation device further comprises a collecting pipeline arranged in parallel with the operation pipeline, at least one outlet end of the exhaust hole is communicated with the collecting pipeline, and an outlet of the collecting pipeline is provided with a wind driven generator.

Preferably, a plurality of the collecting pipes isolated from each other are arranged along the running pipe, and each of the collecting pipes is provided with the wind power generator; the exhaust hole is positioned at the top of the operation pipeline.

Preferably, an emergency platform is arranged in the gap of the running pipeline, and a plurality of smoke exhaust devices are arranged along the extending direction of the running pipeline; the running rail is a dovetail groove-shaped guide rail, and a dovetail protruding base matched with the dovetail groove-shaped guide rail is arranged on the vehicle body.

Preferably, the wind power generator can supply power to a traction system for traction of the vehicle body, and a motor for driving a safety wheel for ensuring safety of the vehicle body is arranged at the bottom of the dovetail-shaped protrusion of the vehicle body.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.

Fig. 1 is a schematic structural diagram of a driving (braking) system of a rail transit system according to an embodiment of the present invention;

FIG. 2 is a schematic exhaust diagram of a rail transit system according to an embodiment of the present invention;

FIG. 3 is a schematic structural diagram of a collecting pipe of the rail transit system according to an embodiment of the present invention;

fig. 4 is a schematic diagram of an emergency platform arrangement of the rail transit system provided in the embodiment of the present invention;

FIG. 5 is a schematic structural diagram of a permanent magnet of a rail transit system according to an embodiment of the present invention;

fig. 6 is a schematic structural diagram of a cross section of a running track of a track transportation system according to an embodiment of the present invention;

FIG. 7 is a schematic diagram of an Air Cushion Vehicle (ACV) suspension system.

The drawings are numbered as follows:

the device comprises a vehicle body 1, an electromagnetic device 2, a power distribution control device 3, an operation pipeline 4, an exhaust hole 5, a collecting pipe 6, a wind driven generator 7, an emergency platform 8, a dovetail groove-shaped guide rail 9, a neodymium iron boron permanent magnet 10, an ACV suspension system 11, an exhaust fan 12 and an apron 13.

The arrows in fig. 7 indicate the gas flow direction.

Detailed Description

The embodiment of the invention discloses a rail transit system which can effectively solve the problem that non-contact driving (braking) and friction force overcoming cannot be simultaneously implemented under the condition of ultrahigh-speed movement at present.

The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

Referring to fig. 1 to 7, fig. 1 is a schematic structural diagram of a driving (braking) system of a rail transit system according to an embodiment of the present invention; FIG. 2 is a schematic exhaust diagram of a rail transit system according to an embodiment of the present invention; FIG. 3 is a schematic structural diagram of a collecting pipe of the rail transit system according to an embodiment of the present invention; fig. 4 is a schematic diagram of an emergency platform arrangement of the rail transit system provided in the embodiment of the present invention; FIG. 5 is a schematic structural diagram of a permanent magnet of a rail transit system according to an embodiment of the present invention; FIG. 6 is a schematic cross-sectional view of a running rail of the rail transit system provided by the embodiment of the invention; fig. 7 is a schematic diagram of the suspension mechanism of the principle of the ACV suspension technology.

In a specific embodiment, the embodiment provides a novel rail transit system, which mainly comprises a running rail and a vehicle body.

Wherein the vehicle body 1 can run on the running rails to restrict the path of the vehicle body 1 through the running rails. The specific running rail is a dovetail guide rail. Specifically, in the dovetail groove-shaped guide rail 9, correspondingly, a dovetail protrusion base matched with the dovetail groove-shaped guide rail 9 can be arranged on the vehicle body 1, and an acv (air cushinon vehicle) suspension mechanism structure, namely a high-speed pneumatic suspension system, specifically, a gas compressor capable of jetting high-pressure air flow to the outside of the dovetail base of the vehicle body or a high-speed exhaust fan 12 is arranged in the protrusion, and is used for forming a pressure difference which is large enough to be higher than the external atmospheric pressure in an apron 13 at the bottom of the vehicle body 1 so as to suspend the vehicle body. Wherein the car body 1 has running gear cooperating with the running track, where the car body is a single car body.

The permanent magnets 10 of neodymium iron boron capable of being acted by magnetic force are installed on the vehicle body, and it should be noted that the neodymium iron boron permanent magnets 10 are arranged according to a Halbach array (Halbach array) to enhance the magnetic field strength, and generally speaking, the arrangement can increase the magnetic field strength of the magnets from 0.3T (tesla) to 1.3T. And the electromagnetic field is arranged along the periphery of the front surface of the vehicle head to correspond to the strongest area of the magnetic field of the solenoid, namely the electromagnetic field is fixedly arranged around the front of the vehicle head of the vehicle body so as to have the maximum acting force with the electromagnetic field generated by the solenoid along the way.

And along the extending direction of the operation track, a plurality of electromagnetic devices 2 are arranged in sequence, the electromagnetic devices 2 can generate a magnetic field when being electrified, and the permanent magnet 10 entering the solenoid magnetic field forms corresponding driving (braking) power under the action of magnetic field force, so that acceleration (deceleration) movement can be generated. If the permanent magnet 10 is driven to advance along the advancing direction of the vehicle body 1, the permanent magnet 10 enters the rear side of the electromagnetic device 2, and at the moment, if the magnetic pole on the rear side of the electromagnetic device 2 is opposite to the magnetic pole on the surface of the permanent magnet 10, an attractive force is generated between the magnetic pole and the permanent magnet, so that the permanent magnet 10 carries the vehicle body 1 to advance in an accelerating mode. Specifically, the electromagnetic device 2 is a plurality of magnetic solenoids sequentially disposed at intervals in the track extending direction, so that the vehicle body 1 can be successively accelerated to run back and forth.

And a power distribution control device 3 is correspondingly arranged, wherein the power distribution control device 3 is used for controlling the current direction of the electromagnetic device 2 to continuously generate traction force and/or retarding force on the permanent magnet 10 in the traction direction, and further generate driving (braking) power on the vehicle body 1 so as to push the vehicle body 1 to advance. In braking, the procedure is exactly the opposite of the above. It should be noted that when the current direction is changed, it depends on when it is necessary to generate a thrust in the traveling direction of the vehicle body 1 to pull the vehicle body forward or to generate a drag force in the traveling direction of the vehicle body 1 to stop the vehicle body forward. Specifically, the power distribution control device can change the direct current intensity and direction of the magnetic solenoid, and the vehicle body can run and stop in the magnetic solenoid

In the rail transit system, when in use, the magnetic pole direction of the electromagnetic device 2 can be correspondingly changed through the control of the power distribution control device 3, and then the ordered change of the magnetic field is caused, so that continuous magnetic attraction force or repulsion force, namely traction force or braking force can be generated on the permanent magnet 10, and then traction or braking can be generated on the vehicle body 1. In the rail transit system, the principle that the like poles repel and the opposite poles attract is utilized, so that the permanent magnets 10 on the vehicle body 1 obtain continuous traction force or repulsion force in the traveling process, and further the vehicle is pulled to advance or stop, and therefore non-contact force transfer is effectively achieved. In summary, the rail transit system provides a non-contact driving (braking) system.

Further, when the vehicle body 1 is started, the ACV device at the bottom of the vehicle body is also started at the same time, so that the vehicle body 1 is suspended and lifted gradually when entering the a1 solenoid to be accelerated, and then the safety wheels can be retracted through the driving motor to better ensure that the vehicle body runs in a suspension state, and the safety wheels are started only when the suspension height is lower than a set value to prevent a catastrophic fire caused by friction. Specifically, the safety wheels are arranged below the dovetail-shaped base of the vehicle body so as to be put down when the suspension height is not enough, so that disastrous accidents caused by friction between the vehicle body and the ground and a track due to accidents such as air leakage and the like can be prevented.

Further, it is preferable here to further include a high-pressure air flow injection device to be able to inject high-pressure air flow in both lateral directions above the vehicle body for reducing vehicle body shaking, so that the operation is stable.

Further, in order to better constrain the traveling path of the vehicle body 1 and better generate a certain suspension of the vehicle body 1, it is preferable that the vehicle body 1 is capable of shuttling in the traveling duct 4, wherein the dovetail-shaped traveling rail is located in the traveling duct 4 and arranged to extend along the extending direction of the traveling duct 4. By means of the running duct 4, the vehicle body 1 can be effectively restrained within the duct, and not only the above-mentioned electromagnetic device 2 is better arranged. Correspondingly, can also distribute a plurality of exhaust holes 5 along the extending direction at operation pipeline 4, be provided with the pressure control ooff valve in the exhaust hole 5 so that gaseous one-way discharge in the operation pipeline 4, automobile body 1 is when going at high speed, 1 head front end gas of automobile body receives the extrusion, forms the gas that flows to the automobile body outside, and because the pressure control ooff valve in the exhaust hole 5, check valve promptly for gaseous can flow out in the exhaust hole 5, and when the outside wind pressure is great, under the pressure control ooff valve effect, then can't return to in the operation pipeline 4 through exhaust hole 5. Further, the preferable operation pipeline 4 comprises a plurality of steel pipes and concrete pipelines which are sequentially arranged at intervals, and the steel pipes are wound with coils to form the electromagnetic device.

Further, it is considered that the vehicle body 1 continuously generates a large amount of air into the exhaust hole 5 in a state where the running duct 4 is frequently used, i.e., generally passes at a high frequency. In order to better utilize this part of the wind energy, it is preferred here to also include a collecting duct 6 arranged alongside the running duct 4, the outlet end of the at least one exhaust aperture 5 communicating with the collecting duct 6, the outlet of said collecting duct being provided with a wind generator 7. It should be noted that one collecting duct 6 may be communicated with one exhaust hole 5, or may be communicated with a plurality of adjacent exhaust holes 5, and for better sharing, it is preferable that a plurality of adjacent exhaust holes 5 correspond to one collecting duct 6, and further to one wind power generator 7. In particular, it is also possible to enable the wind generator 7 to supply power to a traction system that pulls the body 1. Wherein the bottom of the dovetail-shaped bulge of the vehicle body is provided with a motor for driving a safety wheel for ensuring the safety of the vehicle body.

Likewise, a plurality of collecting ducts 6, which are separated from one another, are preferably arranged along the running duct 4, and each collecting duct 6 is provided with a wind turbine 7. Specifically, the exhaust hole 5 may be provided at the top of the running pipe 4.

Further, for better passenger safety, it is preferable that the running pipes 4 are provided with emergency platforms 8 at intervals, for example, one emergency platform 8 is provided at an interval of 500 m, 400 m or 600 m, the running pipes 4 in the opposite direction may share one emergency platform 8, and it is preferable that a plurality of smoke evacuation devices are provided along the extending direction of the running pipes 4 to avoid mutual influence.

In another embodiment, the embodiment provides a specific rail transit system, which specifically includes the following seven major systems: the system comprises a carrying system, a pipeline system, a magnetomotive system, an ACV suspension system, a power supply system, a resistance reduction and recycling system, a safety system and an automatic driving (control) system. This last system is an important part of the engineering design and is not mentioned in this patent.

The carrying system mainly comprises a vehicle body 1, wherein a neodymium iron boron permanent magnet 10 is correspondingly fixed in front of a vehicle head of the vehicle body 1, and an electromagnetic device 2 with a variable magnetic pole and a power distribution controller 3 are arranged along a running pipeline 4. The chassis of the vehicle body 1 is provided with an ACV suspension system, wherein the ACV suspension system comprises an essential apron (Skirt-Cushion) of the system, an automatic air conditioning integrated device and retractable safety wheels are arranged outside the ACV suspension system, and a suspension stability regulator, an initial power device, a stamping turbine generator and a vehicle-mounted storage battery are arranged inside the ACV suspension system.

Wherein the pipe cavity of the pipeline system is the running pipeline 4, and the pipeline is formed by steel pipes and concrete pipelines at intervals. The steel pipe is a magnetic solenoid which is a part of the electromagnetic device 2 and is required for generating a magnetic field, the length and the number of turns of the coil are strictly calculated, the bottom of the pipeline is of a plane structure, a safety guide rail is arranged on the pipeline and is used as the running rail, and the running rail is a dovetail-shaped groove-shaped guide rail 9 formed by pouring concrete. The top of the concrete pipeline is provided with vent holes 5, the number and the diameter of the vent holes 5 can be correspondingly arranged according to actual requirements so as to meet the requirement of a wind power generator 7 on wind power, and meanwhile, compressed air can flow out of the operation pipeline 4 fast in a single direction to form a short-term low-pressure area in the operation pipeline 4 so as to reduce operation resistance.

The magnetic power system mainly comprises an electromagnetic solenoid which is arranged in a pipeline in a segmented mode so as to continuously accelerate the forward movement of the vehicle body 1 until the required speed is achieved. Further, the controller 3 may change the direction of the direct current in the solenoid 2 to generate a magnetic field whose magnetic pole direction is changed, so as to decelerate the vehicle body 1 when the stop operation is required.

The power supply system mainly comprises a national power grid, solar power generation, airflow recycling and power generation, a stamping power generation device arranged in the vehicle body and a storage battery.

The resistance reduction and recycling system mainly utilizes the air vent 5 at the top of the concrete pipeline to exhaust high-speed air flow so as to form a short low-pressure area and reduce air resistance. Meanwhile, the high-speed airflow discharged into the collecting duct 6 drives a turbine generator, namely the wind driven generator 7, to generate power.

The safety system mainly comprises safety wheels for preventing friction ignition during accidental landing, dovetail groove guide rails for preventing derailment, space area matched power for preventing rear-end collision (namely when a vehicle is in a stationary state at the front end, the vehicle automatically starts the magnetic control device 3 to change the current direction in the solenoid 2 to cause emergency braking of the vehicle body 1), a multi-channel power supply configured for preventing power failure, and an emergency guarantee disposal platform for preventing sudden events along the way.

The problems of driving/braking, suspension, drag reduction and safety are better realized among the systems. The specific analysis is as follows:

wherein the driving/braking is as follows: mainly utilizes a space region to be matched with a power device, namely an incremental magnetic acceleration system. Specifically, the vehicle body 1 is matched with a pipeline system, the head of the vehicle body 1 is provided with a permanent magnet 10, and in order to achieve the maximum magnetic force, Halbach whole-row arrangement neodymium iron boron magnets are preferably adopted. In order to reduce air resistance, a non-metal material is selected to be made into a streamline shape in front of the vehicle head. And a suspension stabilizing air pressure regulator and a power control device are arranged in the headstock. The pipeline system is formed by combining a concrete pipe and a steel pipe, and particularly, a section of steel pipe wound with coils and an automatic control power distribution system are embedded in the concrete pipe at intervals, namely, the electromagnetic device 2 comprises the steel pipe and the coils wound on the steel pipe. After the coil on the steel pipe is electrified, the steel pipe forms a magnetic pipeline which can be divided into A1, A2 and A3. the section A.the number of turns of the embedded coil and the intensity of the electrified current can be automatically selected and adjusted according to different road conditions of the acceleration section and the deceleration section so as to achieve the purpose of optimal acceleration and deceleration.

The matching mode between the electromagnetic device 2 and the neodymium iron boron permanent magnet 10 mainly utilizes the ancient principle of like magnetic poles repelling each other and unlike magnetic poles attracting each other. And starting an initial power device, enabling safety wheels of the vehicle body 1 to gradually move forwards on the dovetail-shaped groove-shaped guide rail 9 poured with concrete, simultaneously turning on a direct-current power supply of the A1 section of pipeline, and forming a magnetic field with the rear end magnetic pole opposite to the magnetic pole on the surface of the neodymium iron boron permanent magnet 10 in the A1 section of pipeline after the power is switched on. At this time, the vehicle body 1 moves in the magnetic field pipeline 2, and the interaction between the magnetic field in the pipeline and the permanent magnet 10 causes the vehicle body 1 to advance in an accelerated way. In addition, the magnetic field intensity in the A1 segment of magnetic pipeline is proportional to the current intensity in the coil. Here, the current intensity directly affects the acceleration of the vehicle body 1, and the required current intensity can be determined by selecting the corresponding acceleration according to the riding comfort requirement. The current intensity in the solenoid cannot become stable and smooth during all subsequent accelerations until the vehicle body 1 reaches a predetermined running speed. The design should be such that when the vehicle body 1 is brought by the safety wheel towards the a1 magnet tube, the ACV levitation system will also levitate the vehicle body 1 off the ground. Once the vehicle body 1 is levitated, the frictional resistance between the safety wheel and the ground disappears immediately, the safety wheel is retracted immediately, and when the vehicle body 1 reaches the edge of the solenoid a1 or just enters a point, the vehicle body 1 is levitated by the magnetic attraction force into the solenoid a1 to be accelerated. In view of the limited levitation space, the ACV system must be gradually adjusted to stabilize the levitation height within a controllable range while continuing to accelerate. Therefore, the permanent magnet 10 at the front end of the vehicle body 1 can work only when entering the magnetic field area of the A1 section pipeline, so that the two magnets can interact to generate pulling force to accelerate the vehicle body to move without being in contact with each other on a physical layer.

For example, the permanent magnet 10 of the locomotive 1 is provided with a front N pole, and firstly driven by the driving wheel to drive the a1 section of magnetic pipeline with the rear end being the S pole, so as to generate a suction force when reaching the magnetic field area of the a1 section, and the locomotive body accelerates to pass through the magnetic pipeline to advance forwards, then enters the a2 section of electromagnetic pipeline, and so on, A3, a 4. After being accelerated to the set speed, the control system 3 will automatically adjust the current intensity in each electromagnetic duct thereafter to make the magnetic attraction force just counteract the air resistance in the duct and keep the vehicle body running at a constant speed. However, the vehicle body only receives air resistance between two adjacent magnetic pipelines, and the speed is slightly reduced by inertial motion. Therefore, for smooth movement of the vehicle body 1, the lengths of the magnetic pipes themselves and the intervals between them are designed to be adjusted after many experiments to determine the optimum values. The control system 3 also automatically monitors the increase of the levitation height and informs the ACV system in time to stabilize the levitation height within the set range.

It can be seen that the control switch immediately cuts off the power supply whenever the vehicle body passes through the corresponding electromagnetic duct. The visible electromagnetic pipeline is switched on and off according to a set program so as to save energy consumption.

Such a segmented area supply enables several main purposes: the vehicle body is firstly driven for a short distance in the air without the magnetic field, then driven in the air with the magnetic field, and then enters the air without the magnetic field again, and the operation is repeated until the set operation speed is reached. Thereafter, the magnetic action is only used to overcome the air resistance without acceleration, which can be achieved by adjusting the current intensity.

In the same way, the direction of the current in the wire wound outside the electromagnetic pipeline can be reversed by using the same principle during braking. At this time, the permanent magnet is decelerated by repulsive force instead of attractive force, so that the effect of rapid non-contact braking is achieved.

When the speed reaches a certain level. The high-speed airflow drives the in-vehicle stamping turbine generator device to work so as to provide (normal) emergency power demand for each system of the vehicle body 1. The operation stability must be ensured after the suspension, and the gas compressor is utilized to spray gas flow to the two sides of the guide rail to form symmetrical gas films at the two sides, so that the left and right shaking in the transverse direction is reduced and the stability is maintained. The movement mode of using the regional electromagnetic propulsion as a driving (braking) system can reduce air resistance and increase power on one hand, and can enable a moving object to reach very high speed, even supersonic speed on the other hand.

Wherein the suspension: this is achieved by the pressure differential created by the pressure in the ACV system skirt being higher than the top and ambient atmospheric pressure. For example, the bottom area of a vehicle body carrying 80 passengers is over 100 square meters, and the lifting force can reach over 20 tons as long as the pressure difference reaches 0.02 kg/square centimeter. These all require the overpressure in the skirt to be designed and adjusted to achieve the suspension purpose, depending on the actual vehicle body structure. If the pressure difference is too large, the suspension is higher than a safety value, and at the moment, the sensor automatically adjusts the grille on the apron to open and release part of high-pressure gas to reduce the pressure so as to control the suspension height. In addition, the high-pressure stable airflow jetted from the dovetail-shaped protrusion also plays a role in protection, and the situation that the suspension is too high and touches the dovetail-shaped guide rail is prevented.

Wherein drag reduction, mainly reduces air resistance. The air resistance F is calculated from the following equation²(ii)/2, wherein: c is an air resistance coefficient, and is mainly related to the characteristic area (windward area) of the object, the smoothness degree of the object and the overall shape; ρ is the air density; s is the windward area of the object; v is the relative velocity of the object and air. High-speed operation is required, and besides the shape of the vehicle body 1 is made into a streamline shape, the air tightness is only required to be written, and short-term low pressure (namely low density) is formed for achieving the purpose. The method is to dig an air vent 5 on the pipeline, the air vent 5 is controlled by an automatic pressure valve, namely, air can be usedFlows out of the pipeline, but cannot flow back, and all the exhaust holes 5 are communicated with an external collecting pipeline 6. The collecting pipes 6 can also be segmented and spaced, and the length of the interval can be set according to the requirement so as to meet the requirement of acquiring wind energy with high efficiency. In particular, it is possible to include a considerable length of collecting duct 6 within the length of the interval, so as to finally form high-speed compressed air for power generation.

In operation, the external collecting duct is now a relatively large wind tunnel, while the body 1 is a relatively moving piston. When the vehicle body 1 runs at a high speed, the vehicle body collides with air in the running pipeline 4, rubs and generates pressure and heat, and a considerable part of compressed air enters the collecting pipeline through the automatic pressure valve to form a short low-pressure area in front of the vehicle body, so that the running resistance of the vehicle body is reduced. Meanwhile, the rapid air flow flowing backwards along the periphery of the vehicle body prevents the air behind from filling the low-pressure area in front of the vehicle body in time. At the beginning, the energy may not reach the condition of power generation, along with the gradual increase of the vehicle speed and the increase of the number of vehicles, high-speed airflow is formed and rushes into the collecting pipeline 6 through the exhaust hole 5, and the gathered ultrahigh-speed airflow drives the turbine generator set at the end part of the collecting pipeline 6 to work. On the one hand, the air, heat, noise, shock wave and the like of the pipeline are discharged out of the magnetic pipeline to achieve the effect of reducing the resistance and pollution of the magnetic pipeline, on the other hand, the effect of saving energy is achieved by recycling, so that the noise pollution and heat accumulation in the pipeline are absorbed in the collecting pipeline 6, the system is safer, the energy regeneration and utilization are more environment-friendly, and the waste is changed into wealth and is more energy-saving.

The safety problem is that the embedded dovetail groove-shaped guide rail 9 is mainly used for preventing derailment, meanwhile, a space area is matched with power drag reduction and rear-end collision prevention, a multi-channel power supply, a vehicle-mounted storage battery and a power generation device are used for preventing power failure, and safety wheels are put down in emergency like an airplane to land so as to ensure the running safety of a vehicle body. The emergency platform 8 can be arranged between the pipelines of vehicles which come and go along the way on the emergency guarantee pipeline, and can monitor accidents happening in the area of the located standard section at any time in the whole process, so that rescue and rush repair can be carried out at the first time, and in addition, emergency waiting and rescue platforms are specially arranged in some specific unmanned areas.

The rail transit system mainly has the following effects:

economic practicality: the precast concrete pipeline and the steel pipe are used as a carrying tool platform, land acquisition mobility can be reduced, and construction is simple, more convenient, safer and more economical than tunnel excavation. Because the device is a common pipeline and an air suspension device, and the requirements of air suspension on the complexity of the terrain and the pavement conditionality are not high, compared with a low-vacuum pipeline and a magnetic suspension mode, the device has the advantages of better operability, environmental protection, maintainability, stability, safety and lower construction cost. The capital investment per kilometer can be compared with that of high-speed rails, and compared with the transportation cost of a normally conducting and superconducting magnetic suspension pipeline, the transportation cost is much lower.

Safety and reliability: various safety measures are taken to ensure safe and reliable running. In case of accidents, the speed is only reduced, suspension cannot be realized, the safety wheel is lowered, rolls forward, the fire is prevented from being caused by friction with the pipe surface, and the emergency rescue platform along the way can rapidly rescue and cannot be nearly survived like an air crash.

Environmental protection and energy conservation: because of air suspension and electromagnetic propulsion, no exhaust gas is discharged, the magnetic field is shielded outside the vehicle body, noise is limited outside the vehicle body and in the pipeline and absorbed in the outer pipeline, and the external environment is basically free of noise pollution. The pipeline is used for replacing the road surface for construction, the geological environment and the geological structure along the way are not changed, and the interference to the periphery and the land occupation are reduced.

Comfortable timeliness, and relatively small vibration because the vehicle body is in air suspension. In addition, the noise is much lower than that of an airplane without the booming sound of an engine, and the comfort of the airplane is better than that of the airplane and is not inferior to that of normal-conduction and superconducting magnetic levitation traffic.

The embodiments in the present description are described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other.

The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims (11)

1. The utility model provides a novel rail transit system, including the orbit with can the automobile body of operation on the orbit, its characterized in that still including be used for installing on the automobile body and can receive the permanent magnet of magnetic force effect, a plurality of be used for along the orbit extending direction arranges and the electromagnetic means of variable magnetic pole and is used for controlling electromagnetic means's current strength and direction are in order to be continuously right in the traffic direction the permanent magnet produces the distribution controlling means of traction force and/or stagnation force.

2. The novel rail transit system as claimed in claim 1, wherein the permanent magnets are arranged in a Halbach array and fixedly mounted around the front of the locomotive body to maximize the force with the electromagnetic field generated by the solenoid along the way.

3. The novel rail transit system as claimed in claim 2, wherein the electromagnetic device is a plurality of magnetic solenoids sequentially arranged at intervals along the extension direction of the rail, the distribution control device can change the direct current intensity and direction of the magnetic solenoids, and the vehicle body can run and stop in the shuttling of the magnetic solenoids.

4. The novel rail transit system of claim 3, further comprising a high speed pneumatic suspension system for creating a sufficiently large pressure differential in the skirt at the bottom of the vehicle body above the outside atmospheric pressure to suspend the vehicle body.

5. The novel rail transit system as claimed in claim 4, further comprising a high-pressure air jet device capable of jetting high-pressure air in a lateral direction on both sides above the vehicle body for reducing vehicle body sloshing.

6. The novel rail transit system as claimed in any one of claims 1 to 5, wherein safety wheels are provided under the dovetail-shaped base of the car body to enable it to be lowered when the suspended height is insufficient.

7. The novel rail transit system as claimed in any one of claims 1 to 6, further comprising a running pipeline in which the vehicle body can shuttle, wherein the running track is located in the running pipeline and arranged in an extending manner along the running pipeline, a plurality of exhaust holes are distributed in the running pipeline along the extending direction, and pressure control switch valves are arranged in the exhaust holes to enable gas in the running pipeline to be exhausted in one direction.

8. The novel rail transit system as claimed in claim 7, further comprising a collection duct juxtaposed with the travel duct, at least one of the vent outlet ends communicating with the collection duct, the collection duct outlet having a wind generator.

9. The novel rail transit system as claimed in claim 8, wherein a plurality of said collecting ducts isolated from each other are arranged along said running duct, each of said collecting ducts being provided with said wind power generator, respectively; the exhaust hole is positioned at the top of the operation pipeline.

10. The novel rail transit system as claimed in claim 9, wherein the running pipeline is provided with an emergency platform at a gap, and a plurality of smoke evacuation devices are arranged along the running pipeline extending direction; the running rail is a dovetail groove-shaped guide rail, and a dovetail protruding base matched with the dovetail groove-shaped guide rail is arranged on the vehicle body.

11. The novel rail transit system as claimed in claim 10, wherein the wind generator is capable of supplying power to a traction system that pulls the car body, and the bottom of the car body dovetail-shaped protrusion is provided with a motor for driving a safety wheel for securing the car body.

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