RU2721024C2 - Method of reducing shaped resistance of air to movement of vehicle inside tunnel and pipe type transport pipeline owing to arrangement of external air exchange and device for implementation thereof - Google Patents

Abstract

FIELD: transportation.

SUBSTANCE: invention relates to a high-speed transport system of tunnel and pipe type. Method of reducing shaped resistance of air to vehicle movement inside insulated transport-conducting structure of tunnel and pipe type is characterized by the fact that vacuum is not created in inner cavity of transport-conducting structure. In order to redistribute air from the front part of the inner cavity of the transport line located in the direction of movement of the vehicle, an external air exchange device is used in the rear part of the inner cavity. Operation of elements of air-exchange systems of the device is automatically adjusted considering speed of vehicle and its location in transport line. Proposed device comprises air accumulator, at least one component of air discharge system and at least one component of air blowing system.

EFFECT: higher efficiency and safety of high-speed transport systems.

2 cl, 7 dwg

Description

FIELD OF THE INVENTION

The present invention relates to the field of high-speed transport systems of tunnel and pipe type, in which, to reduce the profile resistance to the movement of the vehicle, an air exchange process is organized between the front and rear parts of the internal cavity of the conveying structure

State of the art

To date, various conceptual options for high-speed transport systems of tunnel and pipe type are known, which are designed for the transport of goods and passengers at a speed of more than one thousand kilometers per hour. The most popular among developers are vacuum transport systems with sealed transport pipelines, of which air, which creates resistance to vehicle movement in an isolated space, is pumped out using compressor units (Evacuated tube transport). For the safe transportation of goods and passengers to vacuum transport systems, it is necessary to use a specialized rolling stock with a strong sealed enclosure capable of maintaining atmospheric pressure inside the cabin at significantly lower atmospheric pressure outside the enclosure - inside the conveyor. The main competitive advantages of vacuum transport systems, compared with other types of transport systems, include: high vehicle speed at low operating costs (since in the airless space the mobile stand does not spend energy to overcome the drag force of the oncoming air flow); independence of work from meteorological conditions (wind, fog, precipitation); elimination of collisions of moving vehicles.

The preferred area of application for vacuum transport systems is the transportation of goods and passengers on trunk lines between major cities. On such routes, vacuum transport systems are able to compete with air transport, because the aircraft spends time and energy to climb to a height with a low density of air. In turn, the vehicle when moving in vacuum transport systems enters a similar mode of operation (with a low density of the oncoming air flow) without additional time losses, since the conveyor is located on the surface or slightly below ground level. The greatest effect from the operation of vacuum transport systems can be obtained by their integration with urban transit systems, in particular, subway, commuter trains [1-3].

The general structure of vacuum transport systems and the principle of their operation are disclosed using graphic images shown in FIG. 1, 2 and 3. Isolated from the external environment, the transport pipeline consists of a building (1) and a transport path (2) along which the vehicle (3) moves. The arrow (9) shows the direction of travel of the vehicle. The compressor unit (10) pumps out the air mixture (7) from the internal cavity of the conveyor.

The pipeline is divided into two types of sections - station (12) and high-speed (14). Station sections can be aligned with speed sections as shown in FIG. 2, and located on the same axis with them, or, can be isolated from the speed sections, as shown in FIG. 3, and connect to them through transition tunnels (19). Station sections are hermetic lock chambers connecting high-speed sections to external terminals (16). Station sections are fenced off by the entrance and exit gates (15) and (18) of the guillotine type.

The transportation process in vacuum transport systems begins with the arrival of passengers (goods) from the terminal (17) through the gate (18) to the station section (12) for their pick-up / drop-off (loading-unloading) into the vehicle. At this moment, the gate (15) of the station lock (12) is closed. After completion of the above initial-final operations, the gates of the terminal (18) are closed. From the direction of the vehicle’s direction, the gates of the station section (15) open, through which the vehicle passes to the high-speed section (14). Then the gate (15) will be closed, and the vehicle will begin to move along the high-speed section in a rarefied air environment. To do this, previously, that is, before the vehicle begins to move, air must be pumped out of the internal cavity of the high-speed section of the transport pipeline. Pressure reduction limits are set by the design features of vacuum transport systems.

The first prototypes of vacuum transport systems based on the vacuum method of reducing the force of air resistance to movement of a vehicle in an airtight conveyor appeared over a hundred years ago. For example, the Russian scientist Boris Weinberg and the American engineer Robert Goddard (Robert N. Goddard) independently proposed to organize the movement of the vehicle at high speed inside the pipe, from which air should be pumped out [4-5].

During the twentieth century, conceptual approaches to the design of vacuum transport systems have been actively developed. Various modifications of the transport pipeline designs were offered, innovative power plants for driving the vehicle adapted. For example, the American inventor Daryl Oster patented a combined design of several vacuum pipelines along which the vehicle should move in opposite directions [7-8].

Modern models of vacuum transport systems, which involve the use of a vacuum method of reducing the force of air resistance to vehicle movement, are divided into two main structural types, depending on the degree of decrease in air pressure in the internal cavity of the transport pipeline. Firstly, systems with a deep vacuum (hard vacuum), inside which the pressure drops below 1 Pa. Secondly, systems with forevacuum (vorvakuum), in which the pressure drops below 100 Pa. According to many experts, forvacuum transport systems are the most promising, since the costs of their creation and operation are much lower than the required capital investments in deep vacuum transport systems, and the differences between the two types of these transport systems in terms of technical and operational performance are not significant. At the same time, forevacuum transport systems that use magnetic-propulsion technology (MagLev) to possess a vehicle have the greatest potential. Such constructions are able to surpass all existing alternative transportation systems in environmental and economic indicators [9].

However, the speed capabilities and cost-effectiveness of fore-vacuum systems are limited by fundamental factors, which are known in the theory of gas dynamics as the “Kantrowitz limit”. These factors are manifested when the vehicle is moving at supersonic speed in an isolated environment and is characterized by the fact that air ceases to seep from the front part (5) of the inner cavity of the conveyor (located in front of the head of the moving rolling stock) to the rear part (6) of the inner cavity of the conveyor (located behind the tail of the moving rolling stock) through the inter-wall space (11), which is formed by the body of the pipeline and the vehicle. The remaining (not leaked) air creates excess pressure in front of the vehicle and strengthens its resistance to movement along the pipeline.

To ensure free air flow through the inter-wall space in fore-vacuum systems, it is proposed to increase the diameter of the conveyor to such a value that the entire volume of residual air (7), regardless of vehicle speed, will freely pass from the front (5) to the rear (6 ) the pipeline and fill the empty space (8). However, this method is not without drawbacks. In particular, the creation and operation of vacuum transport systems with a large diameter of the transport pipeline leads to increased costs and negatively affects the return on investment in such projects.

The closest analogue (prototype) of the claimed invention is a method used in fore-vacuum transport systems “Hyperloop” and “TransPod” to reduce the resistance force of the oncoming air flow to the vehicle’s movement by forcing the redistribution of air from the front (5) to the rear (6) of the conveyor. In the context of the description of the invention, the set of actions that ensure the redistribution of air from the front to the rear of the conveyor is called the process of air exchange.

The main feature of the Hyperloop and TransPod forvacuum transport systems regarding the organization of the air exchange process is that in them the redistribution of air from the front to the rear is carried out within the internal cavity of the transport pipeline using the devices included in the vehicle structure. Therefore, this method is called "internal air exchange." The main structural element used for "internal air exchange" in vacuum transport systems is the compressor unit, which is located in the head of the rolling stock. In “Hyperloop”, the compressor unit redistributes the oncoming air flow (7) under the bottom of the vehicle to create an air cushion that facilitates the movement of rolling stock [6]. In TransPod, the compressor unit pumps the air mixture through the channels in the rolling stock body and throws it through the exhaust nozzle to the rear of the conveyor. At the same time, a jet thrust is created at the exit of the nozzle, which is used to further accelerate the vehicle [10].

However, the organization of “internal air exchange” following the example of “Hyperloop” and “TransPod” reduces the carrying capacity and efficiency of the transport systems of the tunnel and pipe type, since the placement of additional equipment (compressor units, air ducts, etc.) on the rolling stock reduces the capacity and vehicle carrying capacity. Moreover, the designs of “Hyperloop” and “TransPod” have a number of drawbacks that are characteristic of all models of vacuum transport systems, including the fore-vacuum and deep-vacuum types. In particular, a decrease in the force of air resistance to vehicle movement due to the creation of a vacuum in the transport pipeline is associated with a risk of damage to passengers or goods in case of depressurization of the vehicle body. In addition, the creation and operation of vacuum transport systems requires a relatively larger investment, since the design of pipelines and rolling stock, designed to work in conditions with large pressure drops, must have increased strength.

Disclosure of the invention

The main objective of the invention is to increase the efficiency and safety of the process of transporting goods and passengers in airtight pipelines based on the use of a "vacuum-free" method of reducing the air resistance to vehicle movement by organizing external air exchange between the front and rear parts of the pipelines. To characterize the general principle of the process of external air exchange and structural elements of the device used to implement this process, the graphic images shown in FIG. 4, 5, 6 and 7.

The movement of the vehicle in an isolated space with natural atmospheric pressure of the air is accompanied by energy losses for unproductive work to overcome the profile resistance from the front and rear surfaces of the rolling stock due to an undesirable change in pressure in the conveyor - pressure is added to the front of the conveyor (30) and compaction air, in the rear part (31) there is a decrease in pressure and density of the air. Characteristic changes in air parameters due to vehicle movement are called the piston effect. At the same time, there is also a significant increase in energy costs for overcoming the growing force of the oncoming air resistance, the value of which is proportional to the square of the vehicle speed [11].

To eliminate these losses, it is proposed to organize simultaneous and volume-balanced pumping of air from the front of the conveyor and air injection into the rear of the conveyor. At the same time, it is advisable to redistribute the air flow between the front and rear parts by organizing external air exchange through an air accumulator separate from the transport pipeline (22), which is a typical tank for storing gases, usually of a cylindrical shape, of a welded structure with increased requirements for the materials used for their manufacture.

At least one through hole (29) for pumping out air and at least one through hole (36) for injecting air is made to organize external air exchange in the conveyor casing related to the high-speed section (14). Holes are made, as a rule, of a rounded shape in cross section. If only one hole for pumping air (29) is made in the body of the transport pipeline, then it is located in a place that is as far away as possible from the station section (12), from where the vehicle is sent. If only one hole for air injection (36) is made in the conveyor body, then it is located in a place that is as close as possible to the station section where the vehicle begins to move. If additional holes (29) and (36) are made in the conveyor casing, then they are, as a rule, evenly distributed over the casing of the conveyor along the entire high-speed section (14). It is recommended that additional openings of various types (for pumping (29) and forcing (36) air) be arranged in pairs in close proximity to each other, as far as the dimensions of the conveyor structure allow (see Fig. 4).

An external air exchange device consists of: separate exhaust (20) and discharge (21) ducts, through which air is evacuated from the transport pipeline and air is supplied to the transport pipeline, respectively; an air accumulator (22) into which air is pumped out from the front of the conveyor, and from where air is taken for injection into the rear of the conveyor; compressor plants (23) and (24), performing the work of pumping air; valves, which are used to prevent air flow between the conveyor and the air accumulator when the compressor units are off. In FIG. The 4 valves (25) and (33) are shown in the open position when the compressors (23) and (35) are turned on, and the valves (26) and (32) are shown in the closed position when the compressors (24) and (34) are turned off. The outlet (20) and injection (21) ducts are hermetically attached (by screwing, welding or other reliable methods) to the conveyor along the perimeter of the corresponding through holes (29) and (36). Similarly, the exhaust and discharge ducts are attached to the air accumulator (22) along the perimeter of the corresponding through holes (41) and (37) in its housing. The tight connection of the conveyor and air storage allows you to create high-speed transport systems of underground and underwater execution.

The combination of exhaust ducts with valves and compressor units form the exhaust system. Similarly, the combination of discharge ducts with valves and compressor units form a discharge system. Structurally and functionally connected into a single device exhaust ducts, gate valves and compressor units, as well as connected pressure ducts, gate valves and compressor units, form a separate unit (hereinafter referred to as the component) of the corresponding air outlet or air discharge systems (hereinafter referred to as air exchange systems).

In FIG. Figure 4 shows an external air exchange device in which each exhaust (20) and discharge (21) ducts are separately connected to the transport pipeline. If it is necessary to increase the intensity of air exchange by adding additional pumping and discharge air ducts, it is possible to modify the external air exchange device by combining the connection of air ducts (20) and (21) to the transport pipeline. A structural diagram of such a device in which several exhaust and discharge ducts are jointly connected to the conveyor via a connecting pipe (38) is shown in FIG. 5. Similarly, several pumping and discharge ducts can be combined for connection to the air accumulator body through a common connecting pipe (39). An external air exchange device with connected air ducts on the housing of the conveyor duct and the air accumulator is shown in FIG. 6. Such a constructive solution, if necessary, allows to reduce the overall dimensions of the air accumulator.

In order to make the most of the surface of the conveyor duct for organizing air exchange processes, it is proposed that the outlet and discharge ducts (both with separate and combined structures) be connected to the conveyor body in several places. An example of such a device is shown in FIG. 7. With this arrangement of air ducts (40), each exhaust (34) and discharge (35) compressor unit gains access to several areas (upper, middle, lower) of the internal cavity of the transport pipeline, which will increase the uniformity of air pumping and will help prevent turbulent effects.

In FIG. 7 shows a variant of attaching an external air exchange device to the conveyor body in several places.

Brief Description of the Drawings

FIG. 1. General structure of the vacuum transport system (not to scale)

1 - the body of the pipeline; 2 - transport route; 3 - vehicle body; 4 - the base of the vehicle; 5 - the front of the inner cavity of the conveyor; 6 - the back of the inner cavity of the pipeline; 7 - air environment in front of the conveyor; 8 - air in the rear of the pipeline; 9 - an arrow shows the direction of movement of the vehicle; 10 - compressor installation; 11 - interwall space

FIG. 2. The general structure of the pipeline with combined station and speed sections (not to scale)

12 - station section; 13 - the vehicle is on the station site; 14 - speed section; 15 - gateway gateway between station and high-speed sections; 16 - terminal supplying passengers (cargo) to the station site; 17 - passengers (cargo) are at the terminal;

FIG. 3. The general structure of the pipeline with separate station and high-speed sections (not to scale)

18 - gateway gateway between the station section and the terminal; 19 - transitional tunnel;

FIG. 4. General structure and principle of operation of an external air exchange device with separate air ducts (not to scale)

20 - a separate outlet duct; 21 - a separate discharge air duct; 22 - air accumulator; 23 - discharge compressor units are included; 24-pressurizing compressor units are off; 25 - valve of the exhaust duct in the open position; 26 - valve of the discharge duct in the closed position; 27 - direction of air movement from the conveyor to the air storage; 28 - direction of movement of air from the air accumulator to the conveyor; 29 - a through hole in the housing of the conveyor for pumping air; 30 - region of increased air pressure; 31 - area of reduced air pressure; 32 - valve of the exhaust duct in the closed position; 33 - valve of the discharge duct in the open position; 34 - discharge compressor units are off; 35 - injection compressor units are included; 36 - a through hole in the housing of the conveyor for air injection; 37 - a through hole in the housing of the air reservoir for pumping air; 41 - a through hole in the housing of the air reservoir for pumping air;

FIG. 5. General structure and principle of operation of an external air exchange device with connected air ducts on the conveyor body (not to scale)

38 - a connecting pipe for exhaust and discharge ducts on the body of the conveyor;

FIG. 6. General structure and principle of operation of an external air exchange device with connected air ducts on the body of the transport pipeline and air storage (not to scale)

39 - connecting pipe for exhaust and discharge ducts on the body of the air accumulator;

FIG. 7. The option of attaching an external air exchange device to the conveyor body in several places (not to scale)

40 - additional pipe ducts for connection to the body of the pipeline.

The implementation of the invention

The high-speed section of the transport pipeline is characterized by the presence of a certain number of components of the discharge (N _O ) and discharge (N _H ) systems. These components, depending on their location on the high-speed section relative to the moving vehicle (from the front or back), take one of the states - activity (pumping air), or inaction (off).

At the moment the vehicle starts moving along the high-speed section, all components of the exhaust system are located on the front side of the vehicle and are in an active state (valves (25) are open, compressors (23) are on) and provide for pumping air from the internal cavity of the conveyor (5) into the air accumulator along the ducts (20). At this point, the number of active components of the discharge system (N _Oa ) is equal to their total number (N _O ). In turn, the components of the injection system located in front of the conveyor are idle - the compressors (24) are turned off, the valves (26) are closed.

As the vehicle moves along the high-speed section, the number of active components of the exhaust system will decrease, because after they move from the front to the rear of the transport pipeline, they must stop working - the valves (32) are closed, the compressors (34) are turned off. This is necessary to prevent the pumping of air into the air accumulator from the rear of the high-speed section, where the air medium will already be discharged due to the increasing volume of the internal cavity due to the movement of the rolling stock. At the same time, the inactive components of the discharge system, when they switch from the front to the rear of the conveyor, will be activated, that is, they will start working - the valves (33) will open, the compressor units (35) will turn on and begin to pump air into the inner cavity of the rear parts of the pipeline (6).

At the moment when the vehicle completes its movement and reaches the end of the speed section, then all the components of the exhaust system located on the back of the rolling stock will be inactive, and all components of the injection system will be in an active state, and their number (N _Ha ) will be equal to the total the number of components in this group (N _H ).

The main design and operating parameters of the components of the external air exchange device, including the total number of components of the exhaust and discharge systems, the operating procedure and performance of the compressor units, are determined in such a way as to ensure synchronous air redistribution from the front to the rear of the conveyor, in which the transport the tool will not spend additional energy on overcoming profile resistances.

To fulfill this requirement, two basic conditions must be met. Firstly, at each moment of time, the numerical value of the actual productivity of all active components of the exhaust system (Q _Oa ) should be not less than the intensity of the change in the volume of the internal cavity in the front of the conveyor (I _O ), which occurs in connection with the movement of the vehicle. Secondly, with the same movement of the vehicle, the numerical value of the actual productivity of all active components of the injection system (Q _Ha ) at each moment of time should be not less than the intensity of the change in the volume of the internal cavity in the rear of the conveyor (I _H ). Productivity and intensity are measured in the number of cubic meters of air per second (cubic m / s) [12-14].

In the absence of air leakage between the front and rear parts of the transport pipeline through the inter-wall space, the numerical values of the intensities I _O and I _H will be equal to the product of the vehicle speed (V _TC ) and the rolling stock cross-sectional area (S _TC ):

Io = I _H = V _TC ⋅ S _TC .

The total (potential) productivity of the discharge (Q _O ) and injection (Q _H ) systems is defined as the product of the productivity of the components Q _Oe and Q _He included in their composition by the total number of the latter:

Q _O = Q _Oe ⋅ N _O , (cubic m / s),

Q _H = Q _He ⋅ N _H , (cubic m / s).

where N _O and N _H are the total number of components in the discharge Q _O and injection Q _H systems, respectively, units

The performance of an individual component of the discharge (Q _Oe ) and discharge (Q _He ) systems is determined by the nominal capacity of the compressor units included in them (cubic meter / s).

Actual (current) capacities of the discharge (Q _Oa ) and injection (Q _Ha ) systems are determined taking into account the number of components in their active state:

Q _Oa = Q _Oe ⋅ N _Oa , (m3 / s),

Q _Ha = Q _He ⋅ N _Ha , (m3 / s),

where N _Oa and N _Ha are the total number of active components of the discharge Q _O and injection Q _H systems, respectively, units

Since the active components of the exhaust system are located in the front of the conveyor, and the injection system in the rear, the number of active components changes as the vehicle moves along the speed section. However, on each i-th segment of the high-speed section of the transport pipeline (the “i” index varies in the range from 1 to N _E ), the number of active components of the discharge (N _Oai ) and discharge (N _Hai ) systems is a fixed value. These segments in the total number (N _E ) are formed between successively located components of the outlet system and is equal to the number of such components (N _O ). In the designation of the segment (N _Ei ), the i-th index corresponds to the serial number of the component of the outlet system (N _Oi ). The countdown is from the beginning of the high-speed section from where the vehicle departs. The number of active components of the discharge (N _Oai ) and injection (N _Hai ) systems on the N _Ei segment is determined by summing all the components of these systems that are in working condition located respectively in the front and rear parts of the pipeline at the moment when the head of the rolling stock is in the boundaries of this segment.

On each i-th section, the actual productivity of the exhaust (Qoai) and discharge (Q _Hai ) systems providing air exchange between the front and rear parts of the transport pipeline is determined taking into account the number of active components N _Oai and N _Hai :

Q _Oai = Q _Oe ⋅ N _Oai , (m3 / s),

Q _Hai = Q _He ⋅ N _Hai , (m3 / s).

For synchronous air exchange, the actual performance of the discharge Q _Oai and the injection Q _Hai systems at each ith segment should be equal to each other.

The values of actual productivity Q _Oai and Q _Hai act as a limitation for the maximum permissible vehicle speed (V _maxi ) on the corresponding i-th segment of the high-speed section of the pipeline. According to the conditions stated above, the actual performance of Q _Oai and Q _Hai air exchange systems should not be less than the intensity of changes in the volume of internal cavities in the front (I _Oi ) and rear parts created when the vehicle moves along the i-th segment. Since the corresponding intensities directly depend on the vehicle speed (V _TCi ), with the known parameters Q _Oai and Q _Hai, this speed should not exceed the value (V _maxi ), which is determined through the ratio of the actual performance of the air exchange systems in the ith segment to vehicle cross-sectional area:

V _TCi ≤V _maxi , at

V _maxi = Q _Oai / S _TC ,

or

V _maxi = Q _Hai / S _TC

If the obtained results V _maxi differ, then an indicator with a lower value is selected.

In the case when it is required to increase the vehicle speed along the ith segment to the planned value V _pi , it is first necessary to provide an increase in the actual productivity of the air exchange systems to Q _Oapi and Q _Hapi , which should be at least new intensities (I _Opi ) and (I _Hpi ) calculated as the product of a given speed of movement V _pi by the cross-sectional area of the rolling stock S _TC :

I _Opi = V _pi ⋅ S _TC , (cubic m / s),

I _Hpi = V _pi ⋅ S _TC , (cubic m / s).

Two main methods can be used to increase productivity to Q _Oapi and Q _Hapi . The first way is to use more powerful compressor systems in the discharge and discharge systems. Moreover, the new compressor units are selected so that their capacity (Q _Oep ) and (Q _Hep ) is not less than the value calculated by the ratio of the new intensities I _Opi and I _Hpi to the number of active components N _Oai and N _Hai on the corresponding section of the _pipeline :

V _Oepi = I _Op / N _Oai , (m3 / s),

Q _Hepi = I _Hp / N _Hai , (cubic m / s).

The second method involves increasing the actual performance of the Q _Oai and Q _Hai air exchange systems and consists in adding additional components to the exhaust and discharge systems. The required number of active components N _Oapi and N _Hapi , at which the vehicle will be able to move along the ith segment with the planned speed V _pi , is calculated through the ratio of the intensities I _Opi and I _Hpi to the performance of the individual components of the corresponding discharge (Q _Oe ) and injection (Q _He ) systems:

N _Oapi = I _Opi / Q _Oei , (unit),

N _Hapi = I _Hpi / Q _Hei , (units).

If the results obtained for N _Oapi and N _Hapi are different, then an indicator with a large value is selected.

The organization of external air exchange involves regulating the operation of valves and compressor units in automatic mode based on data on the actual location of the vehicle in the internal cavity of the conveyor and its speed. The collection of relevant information is carried out using electronic sensors embedded in the transport path, the body of the transport pipeline and rolling stock [10, 15, 16].

The main characteristics of the claimed method, distinguishing it from prototypes. Firstly, this method is intended to increase the speed of a vehicle inside a sealed transport pipeline by reducing the force of air resistance when the vehicle is moving without creating a vacuum.

Secondly, when the vehicle is moving, a process of forced external air exchange is carried out, which provides for the redistribution of air from the front of the pipeline to its rear relative to the direction of movement of the vehicle.

Thirdly, for the redistribution of air, a special device is used, consisting of air ducts, compressor units, valves, an air accumulator, located separately from the vehicle.

Fourth, the process of external air exchange is carried out only during the movement of the vehicle; preliminary movement of air is not required for the movement of the vehicle.

Fifth, the air exchange process provides for automatic regulation of the air redistribution process, taking into account the speed of the vehicle and its location in the conveyor.

Sixth, the speed of the vehicle over each segment of the high-speed section is normalized depending on the actual performance of the components of the air exchange systems.

Seventhly, the use of a sealed air accumulator allows you to create high-speed transport systems of underground and underwater execution.

Eighth, the movement of a vehicle through a pipeline with normal atmospheric pressure in the internal cavity provides the conditions for the safe transportation of goods and passengers.

The invention has novelty, which follows from a comparison with the prototype, inventive step, as it clearly does not follow from the existing level of technology, is practically feasible in the construction of new high-speed transport systems of tunnel and pipe type.

Using the invention will eliminate the aforementioned disadvantages of the prototype, in particular, it will eliminate the risk of damage to passengers and cargo due to depressurization of the vehicle body, reduce the cost of construction and operation of a transport pipeline that can withstand high pressure drops, increase the transport capacity of the transport system by increasing the capacity and carrying capacity of rolling stock.

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Claims (2)

1. A method of reducing the profile air resistance to vehicle movement inside an insulated transport structure of the tunnel and pipe type, including the redistribution of air from the front part located in the direction of the vehicle to the rear of the inner cavity of the conveyor, characterized in that in the inner cavity of the conveyor structure a vacuum is created, an external air exchange device is used to redistribute air, which, due to synchronized redistribution of balanced volumes of air from the front to the back of the inner cavity, based on automatic control of the exhaust and discharge systems, taking into account the vehicle speed and its location in the conveyor, reduces profile resistances while maintaining atmospheric pressure in the internal cavity of the transport pipeline. 2. A device for organizing external air exchange, containing an air accumulator in the form of a cylindrical tank, at least one component of the air exhaust system and at least one component of the air discharge system, the components of the mentioned systems include a sealed air duct, adjustable compressor unit and valves, each the exhaust and discharge ducts are hermetically attached on one side to the conveyor, the other side to the air accumulator along the perimeter of the through holes in their housing, the compressor unit and valves are located inside the duct.

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