ES2654912B1 - Levitator, stabilizer and propeller system for vehicles that circulate through air ducts - Google Patents

Levitator, stabilizer and propeller system for vehicles that circulate through air ducts Download PDF

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Publication number
ES2654912B1
ES2654912B1 ES201600640A ES201600640A ES2654912B1 ES 2654912 B1 ES2654912 B1 ES 2654912B1 ES 201600640 A ES201600640 A ES 201600640A ES 201600640 A ES201600640 A ES 201600640A ES 2654912 B1 ES2654912 B1 ES 2654912B1
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air
additionally
duct
stabilization
wagons
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ES2654912A1 (en
Inventor
Manuel MUÑOZ SÁIZ
Jesús HERNÁNDEZ FEBLES
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Manuel MUÑOZ SÁIZ
Jesús HERNÁNDEZ FEBLES
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Priority to ES201600640A priority Critical patent/ES2654912B1/en
Priority claimed from PCT/ES2017/000099 external-priority patent/WO2018011443A1/en
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Abstract

The levitator, stabilizer and propeller system for vehicles that circulate through air ducts, consists of a conduit whose interior circulates wagons of equal form but of smaller section, with a separation between conduit and wagons of 0.1 to 10 cm. This separation is achieved by means of levitating means by means of separating air channels or chambers, air jets, distributed longitudinally and transversely, of the type of air cushion. With a propellant system by suction and insufflation of air through fans, fans or turbines powered by electric motors and automatic stabilization systems by peripheral air jets added to the stabilization created with suction and insufflation. You can add a secondary propulsion, levitation and stabilization system, of the type of permanent rotating magnets powered by electric motors.

Description

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ES 2 654 912 A1
DESCRIPTION
LEVITATOR, STABILIZER AND PROPULSOR SYSTEM FOR VEHICLES THAT CIRCULATE BY AIR DUCTS
FIELD OF THE INVENTION.- In vehicles for ground transportation of travelers and very high speed goods, levitated by air mattress, magnetic wheels, air jets, air bearings and / or peripheral wheels with air jets between said wheels and conduit.
OBJECTIVE OF THE INVENTION AND ADVANTAGES.
Obtain an ultra-fast, simple car that can be placed on all types of terrain, on the ground, underground, raised on columns, in sandy areas, water, etc. The nose and tail of the car do not need to take aerodynamic or ogival form, it is indifferent, it can be flat and even concave. It can be ultralight.
Provide an economic system that does not derail, is not affected by winds, dust, sand, or weather and can compete with the plane on all types of routes. Initially it could be used to transport cargo.
The front and rear resistance to the advance are eliminated by the suction applied to the nose and the pressure on the tail of the car.
Use the simplest, simplest and most economical methods of levitation.
It has the lowest friction resistance.
Take advantage of most of the energy applied. (Because everything is done in an enclosure isolated from the outside. Endorsed by fluid mechanics.)
Propulsion is carried out with minimal energy expenditure. Whereby:
It has the minimum cost per kg. transported
It has a minimum energy expenditure.
The transport is very ecological, does not pollute or produce C02.
It allows to reach very high speeds.
Easily climb the slopes
(Without competition in all of the above).
STATE OF THE TECHNIQUE. Current air cushion or magnetic levitation systems are not practical, they are difficult to power with external energy to the car, use very expensive roads and do not acquire very high speed. In addition, the magnetic levitation needs to acquire 100 km / h for the levitation to begin to take effect. They intend to use vacuum tubes, which reduce resistance but are more expensive, dangerous and difficult to stabilize systems. The present invention solves these problems since almost all of the energy applied is used, the types of
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Applied levitation are very simple and economical and very high speeds are obtained.
PROBLEM TO SOLVE. Airplanes squander a lot of energy, suffer or are very affected by meteorological phenomena and are very polluting. The trains have many speed problems due to the great friction suffered by their wheels, and in the case of the levitated, their tracks are excessively expensive. All this is solved with the present invention.
DESCRIPTION OF THE INVENTION.- The levitator, stabilizer and propeller system for vehicles that circulate through air ducts, of the invention, consists of a circular, oval, semicircular section duct, with a larger segment of a circle, square or rectangular parallelogram by whose interior circulates wagons of equal form but of smaller section, with a separation of 0.1 cm. and 10 cm approximately between ducts and wagons, with levitation systems of air chambers and another of pressurized air channels, both of the type of air cushion, distributed longitudinally and transversely by the periphery of the wagons, a levitation system with rotating magnetic wheels , a levitation system using the air flow used in the propulsion of the wagons in the lower area between car and duct, a levitation system type pneumatic bearings, levitation systems using air jets perpendicular or inclined towards the duct and levitation by peripheral wheels with air jets between the surface of the wheel and the duct that do not allow contact. With stabilization systems using air chambers and other pressurized air cushion air channels, using rotating magnetic wheels, with the air flow used in the propulsion, with air bearings, with perpendicular air jets or inclined towards the conduit, with the peripheral wheels that carry air jets between them and the conduit, with electromagnets that attract the conduit and with multiple fins distributed inclined towards back and the outside, around the vehicle, fins that deflect the air flow , a bushing or fin in the nose and another in the tail, which can divert the air in all directions, tilting the peripheral turbines, varying the rpm of some of the peripheral fans, varying the flow of air jets. The stabilization can also be achieved by applying the separation signal received by the sensors to the peripherally distributed turbines which vary their separation according to their rpm or with inclined air injectors that, when separated, reduce their separating action and increase it if they approach . The lateral stabilization or warping is achieved by ballasting the lower part of the wagons or with gyroscopes and applying the signal to electromagnets or inclined air jets that generate a
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reaction that straightens the vehicle. It can also be achieved by ballasting the vehicle. Most are automatic stabilization when duct and wagon are approached excessively. A propellant system sucking air from the front area and throwing it backwards, and blowing air into the rear area by means of fans, fans or turbines powered by electric motors and another propulsion using the magnetic wheels operated with electric motors.
The propulsion is achieved by large fans, fans or turbines of one or multiple stages driven by electric motors. Simultaneously, the suction of the compressors is used to help the propulsion, for this the air from the front area of the car will be sucked. If desired, the fans or fans are given an inclination nose up to suck or direct the air back and forth, producing part of the support of the car. With these propulsion systems there is practically no friction due to floating or levitation of the wagon and the losses that occur in vehicles that move or rely on a fluid are avoided, in which at least 50% of the energy applied is lost by the propellers
Using magnetic wheels of permanent magnets, generally ceramic, it is not necessary to apply energy to levitate the wagons, only that used by the air jets to control the separation distance between the wagons or magnetic wheels and the ferromagnetic plate. Permanent magnets can have any direction, it is independent, just that they have to be placed parallel and with the same direction. The rotating magnetic wheels, on the upper face of the carriage, to produce or increase the levitation are in the form of cylindrical wheels with a certain peripheral convexity. In these cases they will use ducts or bands of ferromagnetic material in the area of the duct near the carriage. Electromagnets can also be used, but with more energy expenditure and with a tendency to slow down the vehicle.
Levitation by means of air bearings consists in preferably applying one or more curved or flat peripheral bands in the lower part of the car that adapt to the internal face of the duct of the same curved or flat surface. The duct plates are very porous and by applying pressure on their inner face they produce multiple bubbles between both surfaces that levitate the car. Those that are placed in the upper zone may be to stabilize or control excessive levitation of the car.
Several systems are used which can be combined and used, complementing each other.
Four modes of operation are used: a) Turbines or suction fans
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and air insufflators pass most of the air through the interior of the car, b) The turbines or suction fans and air insufflators pass most of the air through the exterior of the car, c) The turbines or fans suction and insufflators they are applied to the conduit in the external zone to the conduit in open circuit sections and d) The turbines or suction fans and insufflators are applied in the external area to the carriage, with the conduit in closed circuit, which constitutes the passage duct and the back or in the opposite direction. Simultaneously, the wagon is levitated and stabilized longitudinally and transversely, which is done automatically causing the wagon to remain parallel and centered inside the duct. This can be done by applying the air jets through slots directly on the internal surface of the duct, or by the different separating chambers, so that when the carriage approaches the duct in some area, the air pressure is increased and with This is the repulsion, which automatically keeps the separation.
The car being surrounded by the duct, creates between both and the longitudinal and transverse joints placed on the carriage fixture but that do not make contact with the duct, the air separating chambers, distributed longitudinally and transversely, in which air is introduced Pressurized by injectors and / or taking advantage of the turbine air flow. The cameras are levitating and stabilizing, having means to maintain the calibrated distance. Air jets and lower chambers with greater pressure produce levitation and stabilization automatically. The longitudinal peripheral channels act in the same way.
Although pressurized air is applied to each of the separating chambers and the channels, part of the pressurized air circulates between the different chambers or channels.
The air jets have two missions: One is to produce the pressurized air levitating chambers, another to create an area, the impact of the jet, which avoids or opposes the approach of the wagon to the duct at that point. The impact zone of the air jet may be increased and delimited by a non-sealed circular or rectangular flap or joint, creating an area of greater pressure than the external chamber to said delimitation. Air jets or injectors can control stability in every way, the lower ones also control levitation and can be greater.
The means for keeping the wagon at a calibrated distance from the tube or the plate may consist of: a) Buffers, to which air jets are applied between the lower part of these and the duct, b) Chambers or separating channels of pressure, and c) Air jets applied to all faces, in this case as the duct approaches
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such jets will be automatically rejected, all the more, the more its proximity to any of them. A minimum of three or four jets will be used for each section. The air jets can also influence tangential or inclined, both transversely and longitudinally against the duct and act in such a way that the reaction is inversely proportional to the distance.
Due to the high precision and small separation between the duct and the covers of the air chambers, the air leaks and the low pressure used are small, and the energy necessary to keep the wagon suspended is minimal.
With the center of gravity below the duct, the wagon remains stabilized and acts pendulously and automatically in the curves and during its linear displacement. Gyroscopes and accelerometers can control the stabilization of the wagons in straight displacement and in the curves, sending warping inclination signals to electromagnets that will variably attract the longitudinal ferromagnetic bands or strips or to laterally inclined injectors for compensation. You can also control the separations or deviations from the longitudinal axis.
A minimum of two to eight chambers are used, separated from each other by means of rubber, plastic or metal separating joints, the joints leave a small separation with the surface of the conduit and can be damped by means of strapping placed in the area after said conduit. The lower separating chambers of greater pressure can be partially divided into two parts by means of a longitudinal and intermediate rubber separating joint. The separating chambers have several transverse joints in front and rear areas of the wagons. These in conjunction with the longitudinal joints, and with their particular injectors, provide better stabilization to the wagons. A variant, instead of joints, uses projections or projections of the same material on the surface of the carriage or recesses in the central peripheral area, figure 2. The impact zones of the pressure air jet increased and delimited by circular joints or rectangular, they can be inside or outside the separating air chambers created between the main joints. The longitudinal joints can be placed inside the duct. The joints can be toroidal or fins with aerodynamic profiles. Four longitudinal joints can be used, or two as in figure 2.
Limit wheels collaborate in cases of maximum displacement of the car over the duct or when it is at rest.
The fin or flexible fins in the rear area allow a better automatic control of the carriage duct separation.
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Fuel cells or cells can be applied as electric generators. Batteries are used for emergency or power failure, both for motors and for installations.
Fuel cells are applied because they are very ecological.
In addition to the propulsion incorporated in the carriage, an external propulsion system consisting of blowing air in one direction of the closed duct circuit and sucking in the other direction in the opposite direction can be applied. Part of this air flow is captured by fans and serves to drive the stabilizing injectors. The flow of air blown or suctioned outside, in addition to acting as a propellant, is used to drive turbines that drive generators.
The duct has normal and emergency exit doors, conveniently spaced, you can also use areas of weakening and easy breakage.
In the tunnels or underwater, side ducts must be used for emergency exit. These lateral ducts can be those of the return line.
The wagons can be articulated in the form of a caterpillar and can have the center of gravity at the height of the lower third of them.
Container wagons can be used to externally give them the cylindrical shape and be able to accommodate inside the turbines and facilities in addition to the containers to levitate, stabilize and propel them. Alternatively, rectangular parallelogram section ducts can be used
The speed can be measured by counting with sensors the joints of the pipe sections in a certain period of time, with which the km / h is known. Speed is equal to the length of a section by the number of sections counted.
External views can be used for travelers on television, or the conduit can be totally or partially transparent.
The motors and electrical installations will be endeavored to run through external or watertight areas, so that they do not contaminate the air to be breathed. In this case, oxygen bottles or emergency systems that communicate the car with the outside could also be available.
The duct should not be excessively consistent, except under water, since the applied pressures are very low.
The air mattress used is very efficient and has the same and very small leaks for a wagon as for a convoy of several wagons.
The turbines will be used in pairs in counter-rotation to avoid torque.
The ducts can run parallel or laterally parallel to each other.
The transfer of energy to the vehicle is done without brushes, transferring it from the two conductive bands that run the duct longitudinally or at its base, by means of radiomagnetic or radiofrequency waves and also using a current 5 in which the separation between the ferromagnetic plates and The longitudinal bands of the duct act as capacitors and therefore allow the circulation of the current without making contact.
The nose and tail of the car do not need to take aerodynamic or ogival form, it is indifferent, it can be flat and even concave.
10 Emergency braking is done by reducing the rpm of the fans, and by
electromagnets that will attract the ferromagnetic bands or bands of the ducts.
The air must be filtered through filters and conditioned before being introduced into the cars and breathed.
In the event of an electrical failure or emergency, the batteries feed the car
15 driving the drive motors.
Operation: When applying the power and without the need of the microprocessor, the wagons can automatically levitate by applying the pressurized chambers and the stabilizing and levitating air jets. Following the application of external or internal flow to the car, it accelerates and remains stabilized by the microprocessor.
20 In case of an excessive approximation of the wagon to the duct, measured by the separation sensors or some signals of accelerometers or gyroscopes, a separation is applied in the same area by means of air jets or attracting with electromagnets. If the levitation fails or with the wagon at rest or stopped, the wagon rests on some wheels.
BRIEF DESCRIPTION OF THE DRAWINGS
25 Figure 1 shows a schematic and partially sectioned view of a
wagon and duct or duct of the system of the invention.
Figures 2, 3, 6, 7, 10 through 13, 18 and 19 show schematic and partially sectioned views of variants of the system of the invention.
Figures 4, 5, 8, 9 and 14 at 17, 17a, and 20 at 25 show schematic views
30 and partially cross-sectioned variants of wagons and ducts of the system of the invention.
Figures 26 and 27 show schematic and partially cross-sectional views of duct variants and their support columns.
Figures 28, 29 and 29a show schematic views of two circuits or
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variant ducts of the system of the invention.
Figure 30 shows a caterpillar type junction of two cars of the system of the invention.
Figure 31 shows a schematic and perspective view of a portion of duct and wagon in a station.
Figure 32 shows a plan view of a terminal with a container storage dock.
Figure 33 shows a block diagram of a form of consolidation.
MORE DETAILED DESCRIPTION OF THE DRAWINGS
Figure 6 shows a possible embodiment of the invention, with the circular section wagon (2) that is surrounded by the conduit (1). The injectors (4ab and 4bc) apply the pressurized air in the left lateral area to the separating chambers generated between the duct or housing, the carriage and the longitudinal joints (a, b and c). Three other circular joints not shown in the figure determine a total of eight cameras. The left side cameras (ab and be) are shown. The large fans or fans (3), front and rear are propellants and with a small angle of inclination produce part of the support or levitation by applying the air flow to the separating chambers. The stabilization can be achieved by applying the separation serial received by separation sensors to the peripherally distributed turbines (3) that vary their separation according to their rpm. or with inclined air injectors (4t) which, when separated, reduce their separating action and vice versa if they approach. The lower injectors are larger or send greater pressure or flow.
Using external propeller turbines to the wagon, these turbines are not necessary, only compressors and air injectors and engines for emergency actuation would be used. The electric current would be generated by a turbine driven by the air jet. When any of the chambers are approached excessively to the duct, its pressure is increased and automatically separated.
Figure 1 shows the circular section wagon (2) that is surrounded by the conduit (1). It uses a large front fan (3) and another rear which force the air between the monocoque fuselage of the car and the duct (1). The forward can be placed on the tip of the nose. Carry a few fins or circular joints around the fuselage of the car in the middle and rear front area (10, 10m and 10 °). Which create two cameras longitudinally, which by adding four longitudinal joints produces eight cameras, which are used to levitate and stabilize the fuselage of the car.
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Figure 2 shows the circular section wagon (2) that is surrounded by the conduit (1). It uses four large front fans (3) and other rear fans which force the air between the monocoque fuselage of the car and the duct (1). The car has a recess in its peripheral area except in its front and rear area where it carries annular projections or can carry some joints. By means of the lateral joints (d) and the (b) of the opposite side, two pressurized chambers are created, the upper one of low pressure and the lower one of high pressure to produce the levitation, it may be necessary to add the joints (lOf and lOr) of the figure 1. Adding the circular joints (10, 10m and 10) of Figure 1, four pressurized chambers are obtained, which in addition to levitation serve to stabilize the wagons by varying their pressure.
Figure 3 shows the circular section wagon (2) that is surrounded by the conduit (1). It uses a large front fan (3a) and another rear which propel and suck the air between the car and the duct. Preferably through the lower area to produce levitation. Air can be passed between the car and the duct. The duct is tongue and groove (11) with the toroidal joint (12). Emergency braking is done with electromagnets (29). It shows the levitating and stabilizing channels (15). In the upper zone the (15s) that are smaller and only stabilizers.
Figure 4 shows the circular section wagon (2) that is surrounded by the conduit (1) similar to that of Figure 2 adding other elements. It uses four large front fans (3), four longitudinal joints (a, b, c and d) creating between them, the fuselage and the duct the separating chambers (ab, be, cd and da) in which they discharge the air injectors (4ab , 4bc, 4cd and 4da) respectively and other rear injectors which force the air between said chambers, and which together with the flow sent by the front fans generate the separation forces Fab, Fbc, Fed and Fda respectively. The lower two are levitating, stabilizing and older. Also the injectors are larger or their flows. The upper ones are only stabilizing and add to the weight of the car. The separating chambers (ab, be, cd and da) are further subdivided into eight, due to the three circular joints around the fuselage. The same goes for the forces. Add peripheral stabilizing electromagnets (12).
Figure 5 shows the circular section wagon (2) that is surrounded by the conduit (1) similar to that of Figure 2 adding other elements. Use four large front fans (3) and four longitudinal joints (a, b, c and d) creating between them, the fuselage and the duct the separating chambers (ab, be on the left side). Add the limit or support wheels (6) in the lower zone for low speed and rest.
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Figure 7 shows the circular section wagon (2) that is surrounded by the conduit (1). It uses a large front fan (3a) and another rear which suck the air inside the car. It is similar to that in Figure 3. The air between the car and the duct can be applied by injectors. Add four longitudinal joints, on the left side the (a, b, c) are shown, creating between them, the fuselage and the duct the separating chambers. Three other circular joints not shown in the figure determine a total of eight cameras. The left side cameras (ab and be) are shown. The injectors (4ab and 4bc) apply the pressurized air in the left lateral area to the separating chambers generated between the duct and carriage.
Figure 8 shows the circular section wagon (2) that is surrounded by the conduit (1). It uses a large front fan (3a) and another rear which propel and suck the air inside the car. The air is preferentially or only applied through the lower zone to produce levitation, in a channel between the carriage and the duct. The stabilizer air injectors of the carriage, which will be distributed by three or four points around the carriage, are not shown. In this case it is better to use the air jets as stabilizers than the stabilizing chambers.
Figure 9 shows the circular section wagon (2) that is surrounded by the conduit (1). It uses as magnetic levitators the wheels (7) that are retracted by the ferromagnetic longitudinal bands (8). It shows the damping wheels (6) or low speed, which is kept separated by air jets applied between its lateral, front and rear areas and the duct, automatically acting as stabilizers. It shows the Ievitator and stabilizer channels (15) in the lower zone and the stabilizers (15s) in the upper zone.
Figure 10 shows the container wagon (2p) of circular section that is surrounded by the conduit (1), inside it carries the containers (20). It uses four large front fans (3p) and another four rear which force the air between the monocoque fuselage of the car and the duct (1). The duct is tongue and groove (11) with the toroidal joint (12).
Figure 11 shows the container wagon (2p) of circular section that is surrounded by the conduit (1). Inside it carries the containers (20). It uses a large front fan (3p) and another rear which force the air between the monocoque fuselage of the car and the duct (1).
Figure 12 shows the circular section wagon (2) that is surrounded by the conduit (1). Inside it carries the containers (20). Use a big fan
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front (3p) and another rear which suck the air inside the container car. The air between the car and the duct is not shown in the figure.
Figure 13 shows the circular section wagon (2p) that is surrounded by the conduit (1). Inside it carries the containers (20). The car is driven by turbines or external driving pumps to said car. Air flow is driven as shown by white or contiguous arrows. A compressor (21) provides air flow to the control injectors of the separation or stabilization of the carriage from the duct.
Figure 14 shows the circular section wagon (2p) that is surrounded by the conduit (1). Inside it carries the containers (20). The container wagon carries between its periphery and the containers some cameras that in this case are used to house the turbines (3p), in addition to facilities, etc.
Figure 15 shows the circular section wagon (2p) that is surrounded by the conduit (1). Inside it carries the containers (20). The container wagon carries between its periphery and the containers some cameras that in this case are used to house the turbines (3p), wheels (6p), in addition to facilities, etc.
Figure 16 shows the circular section wagon (2) that is surrounded by the conduit (1). It has two longitudinal cavities in the upper zone in which a forced air flow circulates through the fans or stabilizing fans (3S), two in the front area and two in the rear. In the lower zone it has two longitudinal cavities, mainly levitating and in the second term stabilizers in which the flow of air operated by the fans (3L), two front and two rear, circulates. The vectors show the stabilizing and sustaining forces applied (FS and FL).
Figure 17 shows the circular section wagon (2) that is surrounded by the conduit (1). It has three longitudinal cavities in the middle and upper zone in which a forced air flow circulates through the fans or stabilizing fans (3S), and another three in the rear. In the lower zone it has a longitudinal cavity mainly levitating and in the second stabilizing term in which the flow of air driven by the large fan (3L) and another in the rear zone circulates. The vectors show the stabilizing and sustaining forces applied (FS and FL).
Figure 17a shows the circular section wagon (2) that is surrounded by the conduit (1). It uses levitation by air bearings, blowing pressurized air through the duct (30) the chamber (31) adjacent to the porous plate (32) that produces multiple air bubbles in its face in contact with the vehicle. The camera (33) is left free for
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the case of the fall of some object in the internal zone. The wheel (6s) limits its upper travel but does not touch by having air jets between the wheel and the duct.
Figure 18 shows the duct (1) the carriage (2) with a stabilization system in the nose and tail of the carriage in which the longitudinal rudders (13) are inclined with the electromagnets (12) tilting on the ball bearings (14 ) based on the separation signals sent by four sensors.
Figure 19 shows the duct (1) and inside the carriage (2r) covered its surface by multiple fins tilted back (24r), which once levitated by the cameras and levitating injectors, contribute to stabilize it, centering the carriage in the duct.
Figure 20 shows an oval duct (lv) and oval carriage (2v), showing the longitudinal joints (a, b, c and d).
Figure 21 shows a semicircular duct (Is) and semicircular wagon (2s).
Figure 22 shows a circular sector duct of about 270 ° (lg) and circular sector duct of about 270 ° (2g).
Figure 23 shows a rectangular duct (lr) and rectangular carriage (2r).
Figure 24 shows a trapecial section (It) and trapezoidal duct (2r) duct. You can carry the joints in a similar way to figure 23.
Figure 25 shows an open and U-shaped conduit 21r) and wagon or container carrier (2r).
In figures 21 through 25 the longitudinal joints are used but not mentioned. In the systems of Figures 20 to 25, lateral stabilization is simpler.
Figure 26 shows a form of support for the ducts (1) by means of gray hair (26) and these in turn with the columns (27).
Figure 27 shows a form of support for the ducts (1) by means of gray hair (26) and these in turn with the columns (27). Add the conduit (28) useful for carrying the facilities and for moving cars or maintenance personnel. All three carry the corresponding access gates to the main ducts.
Figure 28 shows a possible closed circuit with a one-way car on (2) and another on (2a) back. The pumps (7 and 7a) propel the cars by sending an air jet behind them and sucking from their frontal area in which the valves (9 and 9a) and the ducts (8 and 8a) intervene, which close stop sucking when the car approaches the area.
Figure 29 shows a circuit variant with a one-way car on (2b) and another one of
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I return on (2c). The pumps (7b and 7c) propel the wagons by sending an air jet behind them and sucking from their frontal area in which the valves (9 and 9a) intervene, which close, stopping sucking when the wagon approaches to the area This instead of using a closed circuit, at the ends it uses a change of direction and track.
Figure 29a shows a variant of circuit or conduit (1) in which pressurization and external suction is applied in sections by means of the pump or compressor (7d). Pressure air is applied through the rear area of the carriage (2d) and front suction until the carriage reaches the T-point or junction with the duct at which time the section between the T and the valve is slightly compressed and the valve opens (9d) forward and until it goes to the next section where this actuation is repeated automatically.
Figure 30 shows the bellows or track type union (22) between two carriages (1).
Figure 31 shows the conduit (1) with the door (lp) open in a station at the moment when the carriage door (2p) is in front of it. A staircase with steps (lc) facilitates the descent and rise of passengers.
Figure 32 shows the arrival duct (1), going up a ramp (23) for deceleration in a cargo terminal and once stopped changes direction and is stored in the storage tracks (24). The arrows show the itinerary.
Figure 33 shows a microprocessor that processes the signals of: Gyroscopes, accelerometers, four front and four rear separation sensors, gas control, brakes, front and rear area weight, or duct rupture, detected by pressure changes along the duct. The microprocessor once processed provides and sends multiple and repetitive signals: Four of stabilization control front and other four rear, serial or signals of levitation front and rear zone sent to injectors, actuators of the fins or electromagnets and signals System fault warning, speed control, braking, propulsion and speed indication.

Claims (43)

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    1. Levitator, stabilizer and propeller system for vehicles with wagons that circulate through air ducts characterized in that the separation between wagons and conduit is in the range of 0.1 cm to 10 cm and that it comprises:
    a) Levitating means consisting of pressurized air chambers formed by joints between the cars and the duct, the lower chambers being of greater dimensions or of greater pressure: between the wagons, the duct and some joints, the lower chambers are of greater dimensions or of greater pressure;
    b) stabilizing means consisting of perpendicular or inclined air jets in relation to the duct;
    c) propellant means consisting of fans driven by electric motors;
    d) and means of electric power consisting of batteries.
  2. 2. System according to claim 1, characterized in that it additionally comprises levitating means consisting of air channels around the wagons, both of the type of air cushion, distributed longitudinally and transversely along the periphery of the wagons, the lower ones are of larger dimensions or of greater pressure
  3. 3. System according to claim 1, characterized in that it additionally comprises levitating means consisting of rotating magnetic wheels.
  4. 4. System according to claim 1, characterized in that it additionally comprises as levitation means the air flow used in the propulsion of the wagons in the lower area between carriage and duct.
  5. 5. System according to claim 1, characterized in that it additionally comprises levitating means consisting of air bearings.
  6. 6. System according to claim 1. characterized in that it additionally comprises levitating means consisting of fins that deflect the air flow downwards.
  7. 7. System according to claim 1, characterized in that it additionally comprises levitating means consisting of perpendicular or inclined air jets in relation to the duct.
  8. 8. System according to claim 1, characterized in that it additionally comprises levitating means consisting of peripheral wheels with air jets between the surface of the wheel and the duct.
  9. 9. System according to claim 1, characterized in that it additionally comprises stabilization means consisting of pressurized air chambers of the mattress type of
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    air, placed around the cars.
    10 System according to claim 1, characterized in that additionally
    it comprises stabilization means consisting of pressurized air channels, of the air mattress type, placed around the wagons.
  10. 11. System according to claim 1. characterized in that additionally
    It comprises stabilization means consisting of rotating magnetic wheels.
  11. 12. System according to claim 1, characterized in that additionally
    It comprises stabilization means consisting of the air flow used in the propulsion.
  12. 13. System according to claim 1, characterized in that additionally
    It comprises stabilization means consisting of air bearings.
  13. 14. System according to claim 1, characterized in that additionally
    It comprises stabilization means consisting of peripheral wheels that carry air jets between them and the duct.
  14. 15. System according to claim 1, characterized in that additionally
    it comprises stabilization means consisting of electromagnets that attract the duct.
  15. 16. System according to claim 1, characterized in that additionally
    It comprises stabilization means consisting of multiple distributed fins tilted backwards and outwards, around the vehicle.
  16. 17. System according to claim 1, characterized in that additionally
    It comprises stabilization means consisting of a bushing or fin on the nose and another on the tail.
  17. 18. System according to claim 1, characterized in that additionally
    It comprises stabilization means consisting of the inclination of the peripheral turbines.
  18. 19. System according to claim 1, characterized in that additionally
    it comprises stabilization means consisting of the variation of the rpm of at least one of the peripheral fanes.
  19. 20. System according to claim 1, characterized in that additionally
    it comprises stabilization means consisting of the separation signal received by the sensors and applies it to peripherally distributed turbines.
  20. 21. System according to claim 1. characterized in that additionally
    it comprises stabilization means consisting of inclined injectors, which when separated reduce their separating action and vice versa when they approach.
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  21. 22. System according to claim 1, characterized in that it additionally comprises lateral stabilization or warping means consisting of the ballasting of the wagons and application of the serial to inclined electromagnets or air jets that generate a reaction that straightens the vehicle.
  22. 23. System according to claim 1, additionally comprising propulsion means consisting of magnetic wheels actuated with electric motors.
  23. 24. System according to claim. characterized in that it additionally comprises electric power means consisting of fuel cells.
  24. 25. System according to claim 1, characterized in that additionally
    It comprises electric power means consisting of electric bands along the conduit and the current is transferred to the interior by electromagnetic or radiofrequency waves.
  25. 26. System according to claim 1, characterized in that additionally
    It comprises means of electrical power consisting of electrical bands along the conduit and the current is transferred to the interior as an alternating current using bands in conduit and vehicle acting as capacitors.
  26. 27. System according to claim 1, characterized in that additionally
    It comprises means of electrical power consisting of a microprocessor which processes the signals of: gyroscopes, accelerometers, four front separation sensors and four other rear distributed around the car, gas control, brakes, duct leak detection, front area weight and from the rear, the microprocessor once processed provides and sends multiple and repetitive signals: Four of stabilization control front and other four rear, serial or signals of levitation front and rear zone sent to the injectors, actuators of the fins or to the electromagnets and warning signals of system failures, speed control, braking, propulsion and speed indication.
  27. 28. System according to claim 1, characterized in that it uses filters for filtering the air that is introduced into the cars.
  28. 29. System according to claim 3, characterized in that the rotating magnetic wheels have cylindrical shape and peripheral convexity.
  29. 30. System according to claim 2, characterized in that the air chambers use spacer, plastic or metal spacer seals, and leave a small separation with the duct surface, two or four longitudinal seals are created and two or three
  30. 31. System according to claim 1. characterized in that the impact zones of the
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    Pressurized air jet are delimited by circular or rectangular section joints, which are placed inside and outside the air chambers.
  31. 32. System according to claim 1, characterized in that the rear and front area of the cars, where the air chambers end, are topped by flexible fins.
  32. 33. System according to claim 1, characterized in that the cars have the center of gravity in the lower third of them, placing most of the cargo and facilities in said area.
  33. 34. System according to claim 1, characterized in that the conduit has normal and emergency exit doors throughout the circuit, conveniently spaced, and the conduit has areas of weakening and easy breakage.
  34. 35. System according to claim 1, characterized by using cylindrical container wagons that house the turbines and facilities inside the containers.
  35. 36. System according to claim 1, characterized in that the wagons are circular in section and have two longitudinal cavities in the upper area in which a forced air flow circulates through the fans or stabilizing fans (3S) and in the lower zone it has two cavities Longitudinal mainly levitating and second stabilizing term in which the air flow driven by the fans (3L) circulates, these fans are applied in the anterior and posterior area of the wagons.
  36. 37. System according to claim 1, characterized in that the wagons are of circular section and have three longitudinal cavities in the middle and upper zone in which a forced air flow circulates through fans or stabilizing fans (3S) and another three in the area later, in the lower zone it has a longitudinal cavity, mainly levitation and second stabilizing term and through which the air flow circulates through a fan (3L) in the front area and another in the rear area.
  37. 38. System according to claim 1, characterized in that it uses pairs of turbines, fans or fans that rotate in counter rotation.
  38. 39. System according to claim 1, characterized in that the duct is circular in section.
  39. 40. System according to claim 1. characterized in that the duct is oval in section.
  40. 41. System according to claim 1, characterized in that the conduit is of semicircular section.
  41. 42. System according to claim 1, characterized in that the duct is of a larger segment segment.
  42. 43. System according to claim 1, characterized in that the duct is square in section.
    5 44. System according to claim 1, characterized in that the duct is of section of
    rectangular parallelogram.
  43. 45. System according to claim 1, characterized in that the wagons have the same external shape as the ducts, but of smaller section.
ES201600640A 2016-07-14 2016-07-14 Levitator, stabilizer and propeller system for vehicles that circulate through air ducts Active ES2654912B1 (en)

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Application Number Priority Date Filing Date Title
ES201600640A ES2654912B1 (en) 2016-07-14 2016-07-14 Levitator, stabilizer and propeller system for vehicles that circulate through air ducts

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ES201600640A ES2654912B1 (en) 2016-07-14 2016-07-14 Levitator, stabilizer and propeller system for vehicles that circulate through air ducts
PCT/ES2017/000099 WO2018011443A1 (en) 2016-07-14 2017-07-13 Levitation, stabilisation and propulsion system for vehicles travelling through air ducts

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ES2654912B1 true ES2654912B1 (en) 2018-11-30

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