ES2402008A1 - Linear magneto-pneumatic transport system. (Machine-translation by Google Translate, not legally binding) - Google Patents

Abstract

Linear magneto-pneumatic transport system, consisting of an active linear band on which the vehicles move on an air cushion, driven by a linear electromagnetic motor. The energy is supplied to the permanent magnets from solar thermal and photovoltaic capture devices spread over the linear transport band that contribute to the lift and impulse during the passage of the vehicle. A communication and data processing network that manages the capture, accumulation and transfer of energy. (Machine-translation by Google Translate, not legally binding)

Description

SCOPE OF THE INVENTION

The field of our invention is within the transport sector and more specifically within linear transport with very low friction light vehicles.

BACKGROUND OF THE INVENTION

In recent years there has been a significant development of the different modes of transport. This is due, among other causes, to the increased mobility of people and goods, particularly in the most populated areas; to the imbalances in accessibility in the whole of the territory, to the impacts of transport on health and the environment, to the volume and origin of the resources destined to the construction and operation of infrastructures. For this reason, the challenges of an increasingly integrated transport system that demand greater competitiveness and greater attention to safety, energy efficiency and pollution control and impact on the ground increase.

In most of the vehicles, cars, trains, ships, planes, next to the transported element or load it is necessary to add the fuel and the motor that transforms it into movement. This increases the mass to be transported and the energy necessary for it, subtracting

efficiency to the system. The explosion engine requires fuel on board and implies the efficiency limitation (15-30%) imposed by the Carnot principle.

Electric trams or trains receive the flow of electrical energy through a continuous conductor with a sliding contact. As the demand for power (5-10MW for a high-speed train) and the speed of the mobile phone grows, the demands for dimensional accuracy and maintenance of the infrastructure increase dramatically, which makes the system more expensive and more difficult.

This is achieved by supporting the layout on ballast,

frequently

reconstituted, on license plate of concrete of

great

stability and high cost or in viaduct on

pillars.

East latest method avoid the compartmentalisation

of the

ground, locating the adjustment dimensional in the

Points of

support for.

Movement on wheels requires the weight of the rolling elements and the significant energy cost per friction. Rolling in iron on iron provides the precision required by high-speed catenaries, but the maximum acceleration or slope is limited by the low friction between wheel and rail.

Linear impulse and levitation transport arises and develops in a vehicle without wheels and an on-board engine. In recent years, various designs, positives and prototypes have been proposed for this purpose.

Already in 1971 the English AK.Jarvis patented in the USA, dated November 30, 1971 and number 3,623,434, a vehicle with a linear motor and transport on an air mattress. The electric compressor is on board and acquires continuous power on sliding contacts parallel to the sliding rail.

The French J.C. Guimbal proposes in patent US 3,802,349 of April 1974, a linear motor for driving vehicles with wheels. The Japanese Naoko Maki, developed in 1975 for Hitachi an electromagnetic linear device that combines the levitation of magnetic support with the impulse of the linear motor, applicable in high-speed trains according to patent US 3,858,522.

J.A. and T.L.Beck developed in 1987 a linear induction and controlled magnetic levitation object transport system for production lines according to US patent 4,704,568. Nakamura et al. Realized for Hitachi in 1988, with patent, US4,721,892, a system for impulse management in a linear motor for transportation with the contribution of various energy sources along the route.

Matsui and others patented in August 1994 for the East Japan Railway Co. with number US.5.333.553, a linear motor for urban vehicles with permanent magnets on board and conventional support by wheels. Sliding between the movable element and the fixed structure can be favored by water, as is the case in the Canadian patent US2007 / 0207867 R.D.Hunter for linear motor magnetic transport in water parks and similar attractions.

Kitamura and others patent for Hitachi in August 2010 and number US 7,768,158B2, a cylindrical linear motor with

permanent magnets on the moving part for an electric vehicle with a conventional structure. Thornton and others article in IEEE Proceedings, Vol. 97 noll of November 2009, summarizes the role of the engine

5 linear in transport.

Compared to stationary energy applications, transport offers the difficulty of distributed consumption in the path of the mobile. So that at each point energy is only provided during the moments of passage of the

10 vehicle. The dispersed energy requirement corresponds to the contributions of some renewable sources, in particular solar radiation, as the most abundant and best distributed permanent resource.

DESCRIPTION OF THE INVENTION

The present invention provides a system for capturing and accumulating solar energy along a linear transport system that is transferred in the pneumatic lift and electromagnetic drive of the vehicle at each point of the route.

A linear magneto-pneumatic transport system is claimed, consisting of:

•

An active linear band on which vehicles move

•

A vehicle pneumatic support mechanism on an air mattress.

•

A linear electromagnetic motor for impulse and braking.

•

A set of solar thermal and photovoltaic capture devices spread over the linear conveyor belt.

•

A set of elements for accumulating thermal and electrical energy that contribute to lift and drive during the passage of the vehicle

•

A communication and data processing network that manages the capture, accumulation and transfer of energy.

The pneumatic support is carried out by injecting air from the static linear base and by the aerodynamics of the profile of the mobile in its displacement. The impulse and braking is done by the magnetic interaction between the

permanent magnets located on the vehicle and string

of fixed coils on the static base. The energy necessary to support and displace the vehicles is captured, totally or partially, from the solar radiation incident on the linear displacement band or platform. The energy accumulates locally on the path separately, thermally for the lift and electrochemical for the drive. Increased speed or climb

10 of the vehicle is recovered in braking or descending by the electromagnetic coupling. The measurement and control of pneumatic lift and

Electromagnetic interaction is performed by a digital data network spread across the entire path. The

The energy needed for transport can be complemented locally, both with renewable and conventional thermal or electrical sources.

The light vehicles used are capable of coupling to motorized, floating, or 20 moving platforms.

DESCRIPTION OF THE DRAWINGS

To complement the description that is being made and in order to help a better understanding of the characteristics of the invention, according to a preferred example of practical embodiment thereof, a set of drawings is included as an integral part of said description. where, by way of illustration and not limitation, the following has been represented:

•

Figure 1 shows the band that determines the trajectory, the support and the energy capture and storage system of the transport system corresponding to Example 1.

•

Figure 2 represents a sectional diagram of the interaction between the vehicle and the support.

•

Figure 3 shows in perspective the vehicle circulating in a viaduct on the ground.

•

Figure 4 offers the block diagram with the energy flow and network control of the transport system.

•

Figure 5 visualizes an ultra-light unitary element

•

Figure 6 contains the perspective diagram of an ultralight two-seater sliding vehicle.

•

Figure 7 presents an overview of the ultralight linear system in a suburban environment.

PREFERRED EMBODIMENT OF THE INVENTION

The proposed system is detailed below in:

EXAMPLE 1

As a first example of preferential application of the invention, a light linear transport system whose maximum load is estimated at 300kg / m2 is presented. The support track or band (1) is made in a viaduct on pillars

(2), as shown in figure l. The upper support surface is formed by 1.2 * 0.6m thermo-photovoltaic hybrid panels (3) between which there is a slot (4) corresponding to the linear motor.

It is assumed that a light envelope vehicle (9) with a maximum load of 300kg / m2, needs at least about 0.03 bar to levitate, which is supported by increasing the pressure in the tire cushion (7) between the vehicle floor (6 ) in an aluminum honeycomb panel and the support band (3), 2.7m wide, as shown in figure 2. The air in the chamber (5) undergoes daily temperature variations that, in the Spanish climate and with direct solar radiation, exceed 20 ° C. For example, with Tmin 20 ° C and Tmax 40 ° C, the pressure generated will be P (40) = P (20) * 313/293 => 0.068bar, double what is necessary.

This supposes minimum friction in the displacement at the same time that the speed, together with the design of the mobile, contribute to the lift with the aerodynamics of ground effect. Thus, the thermal input to the pneumatic support of the vehicle will only be necessary in the start, stop or slow motion zones.

The sliding on pneumatic sheet supposes a minimum friction reason why the necessary energy for the advance is due to the acceleration or ascent of the mobile and the aerodynamic resistance of penetration in the air.

The maximum load per linear meter of vehicle will be 2.7 * 300kg = 810kg / m linear. We will assume lower the actual average load in operation, around 500kg / m as the real mass of the vehicle to calculate the energy required for its displacement. Assuming an acceleration from O to

100km / h

in 30 seconds, is required a impulse in this

weather

you run setting to the effort of 500Nw / m of

vehicle.

This assumes an acceleration power of vehicle SOOW / m. Estimating a similar contribution to the energy for aerodynamic penetration, the overall contribution of power to the vehicle in the acceleration sections can be considered as 1 kW / m, which can be halved in the cruising speed sections.

The surface per linear meter of photovoltaic band is about 200Wp. Depending on the orientation, area and time of year, it can be averaged over 50% of electrical energy capture for 8 hours a day. This supposes an availability of electrical energy of O, SkWh / day and meter of trajectory for impulsion.

The energy from the electrochemical accumulators is transferred as controlled current peaks to the fixed coils (4F) that form the static base of the linear motor in figure 2. The dynamic magnetic coupling drives the permanent magnets of the mobile (4M) with high

efficiency, so it is assumed that the accumulated energy contributes to the drive of the vehicle.

Thus, a vehicle (10) of figure 3, with a length of 10m, has a mass of about 5,000kg and traveling at lOOkm / h takes 0, 3s to pass through a unit point of the trajectory. With an accumulated energy per linear unit of 0, 8kWh and an average impulse power of about 800W, vehicles could circulate for one hour out of 24. This supposes stored solar energy with the capacity to move 1,500kg / s with a transport limit in the line of

54,000 tons ~ s / day.

Both the vehicle's kinetic energy and the potential when climbing the terrain are recovered by the linear motor in the braking or lowering zones. For this reason, there is a controlled distribution of energy in the accumulator network along the path. This supposes an additional contribution of energy not contemplated in the previous estimates.

The local need for a complementary contribution of energy can be made from external sources, both renewable and conventional. On the other hand, the sections that are poor in direct solar radiation, for example on the north slope, can be efficiently supplied with nearby energy resources such as micro-hydro, wind, external solar trackers, etc.

The flow diagram, monitoring and control of energy is represented in figure 4. Direct solar radiation, 1,600 kWh per square meter and year, on average in Spain, affects the upper part (3) of the displacement band. Due to the absence of radiation or excess demand in certain areas, starting, climbing, heavy traffic, etc., an external contribution from the electricity or fuel network (19) or from nearby renewable sources (20) may be necessary.

Thermal accumulation (11) can be performed directly on the gas at slight overpressure or in intermediate stores such as phase change materials at the appropriate temperature for the local climate. This is prepared as a chamber or compressed air tank (12) that is injected into the air mattress (7) as the vehicle passes through the valves (13).

The electrical energy is accumulated locally, during the solar irradiation time, in batteries (15). These charge the super-capacitors (16) that trigger the current pulse for acceleration or braking as the vehicle passes by magnetic interaction of the turns (4F) with the magnets on board (4M) in figure 2.

The circuit (14) of figure 4 manages the pneumatic support subsystem of the vehicle (10). On the other hand, the device (10) supervises and controls the flow

of

energy destined to engine linear (4) made up of the

circuit

of electromagnet stationary (4F) and the magnet

permanent

to board (4M) .

EXAMPLE 2

The second application example presents an ultra-light system, oriented to urban transport, the maximum load of which is reduced to 150kg / m2. Figure 5 represents a diagram of the vehicle whose pneumatic sliding base

(3) It consists of a chain of photovoltaic collectors with a width of 60cm. The pressure required for the pneumatic support mattress (7) is proportional to the surface load and, therefore, less than that considered in Example l. The base (6) is limited to the essential space to accommodate a passenger and the corresponding luggage.

Therefore, the upper support surface is formed by 1.2 * 0.6m thermo-photovoltaic hybrid panels (3), similar to Example 1; although with a different location between the different modules joined by the smaller side of the rectangle. The active surface for electrical capture in this case will be approximately a quarter than in Example 1, about 50Wp per linear meter of trajectory. The average useful power for driving on the track can be estimated at about 25W / m.

The groove (4) corresponding to the linear motor whose permanent magnets remain in the middle zone

(4M) are attached to the vehicle and the drive coils (4F) to the stationary platform. In urban traffic, a lower speed than the interurban speed in example 1 is assumed, with close stops, as well as frequent acceleration and braking.

Therefore, the energy losses due to aerodynamic resistance are less significant; while the recovery of power in deceleration and the pneumatic lift at low speed play a fundamental role. The passenger with his luggage constitutes the unit element; whose base (6) is grouped into vehicles of adequate dimensions for the transit of the area.

Figure 6 shows the outline of an ultralight two-passenger car. The composition may come from the high-speed intercity traffic represented in Example 1; and subsequently inserted into a platform

5 rolling on road or conventional road. The interchange nodes between modes can be carried out keeping the passenger luggage unit, by dynamically restructuring the composition of each vehicle, the support mechanism and the envelope in each section.

The support track or band (1), in figure 7, requires pillars (2) of minimum load that can be placed on the ground or on the walls or roofs of nearby buildings. On the other hand, the path can cover shaded areas, with little radiation resulting

15 inappropriate capture on the road. In these sections the capture of solar energy can be carried out on the walls, roofs or other conveniently oriented nearby surfaces.

twenty

Claims (9)

l. Magneto-pneumatic linear transport system, consisting of:

to.

An active linear band on which vehicles move

b.

A vehicle pneumatic support mechanism on an air mattress.

and.

A linear electromagnetic motor for impulse and braking.

d.

A set of solar thermal and photovoltaic capture devices spread over the linear conveyor belt.

and.

A set of elements for accumulating thermal and electrical energy that contribute to lift and drive during the passage of the vehicle

F.

A communication and data processing network that manages the capture, accumulation and transfer of energy.

2.

Magneto-pneumatic linear transport system, according to claim 1, characterized in that the pneumatic support is carried out by injecting air from the static linear base and by the aerodynamics of the mobile's profile in its movement.

3.

Magneto-pneumatic linear transport system, according to claims 1 and 2, characterized in that the impulse and braking is carried out by the magnetic interaction between

the permanent magnets located in the vehicle and the sequence of fixed coils on the static base.

Four.

Linear magneto-pneumatic transport system, according to claims 1, 2 and 3, characterized in that the energy required for lifting and moving

5.

Magneto-pneumatic linear transport system, according to claims 1, 2, 3 and 4, characterized in that the energy accumulates locally on the path and separately, thermally for the lift and electrochemical for the drive.

6.

Magneto-pneumatic linear transport system, according to claims 1, 2, 3, 4 and 5, characterized in that the increase in speed or climb of the vehicle is recovered in braking or lowering by the electromagnetic coupling.

7.

Magneto-pneumatic linear transport system, according to claims 1, 2, 3, 4, 5 and 6, characterized in that the measurement and control of the pneumatic lift and the electromagnetic interaction is carried out by a digital data network extended along the entire path.

8.

Magneto-pneumatic linear transport system, according to claims 1, 2, 3, 4, 5, 6 and 7, characterized in that the energy required for transport can be complemented locally, both with renewable and conventional thermal or electrical sources.

9.

Magneto-pneumatic linear transport system, according to claims 1, 2, 3, 4, 5, 6 and 7, characterized in that the light vehicles used are capable of coupling to motorized, floating, or other transport mechanisms.

of

the vehicles I know capture, total or partially,

of

the

radiation solar incident on  the band or

linear sliding platform.