WO2009135389A1

WO2009135389A1 - Air stream train and running method thereof

Info

Publication number: WO2009135389A1
Application number: PCT/CN2009/000762
Authority: WO
Inventors: 迪马·W·E·马杰
Original assignee: Dietmar W E Mager
Priority date: 2008-05-05
Filing date: 2009-07-06
Publication date: 2009-11-12
Also published as: CN101574971A; CN101574971B

Abstract

An air stream train comprises a rail (1) and a train body (2) which runs on the rail (1), a turbojet engine (E1) and an energy conversion chamber (20) belonging to the turbojet engine (E1), which are used to suspend and drive the train body (2), an air collecting chamber (7) disposed in the front of the train body (2). During the forward traveling of the train body (2), the air collecting chamber (7) generates a lifting force. If the pressure of the air collecting chamber (PACC) is higher than the nominal pressure (PN), a pressure exchanging valve (22) disposed at the bottom of the air collecting chamber (7) opens. A scramjet (E2) is used to accelerate the train body (2) continuously after the velocity of the train body (2) reaching a predetermined velocity. The air stream train uses a running method combining with the above configuration.

Description

Air train and its operation method

The invention relates to an air flow train and a running method thereof, in particular to an air train with a speed capable of reaching supersonic speed and a running method thereof. Background technique

China Patent No. 200410059983 discloses an air cushion suspension train which is driven by an electric motor to blow air through the air passages on the top or both sides of the train and to vent the inhaled air to the double bottom of the vehicle through the exhaust holes around the vehicle body. . Due to the obstruction of the track surface, the airflow accumulates at the bottom of the vehicle to form a double air cushion, and generates a strong lift to lift the train off the road. The train travels forward with the urging force generated by the propeller on the car. The existing air-cushion suspension train requires two engines to work at the same time. One engine is used to drive the air blower to take in air through the air passages on the top or both sides of the train and to vent the inhaled air to the double-layer vehicle through the exhaust holes around the vehicle body. A high-pressure air cushion that can pull the train off the ground is formed, and another engine is used to drive the propeller at the tail of the train to generate a driving force to push the train forward. Since the existing air-cushion train adopts a double-layered vehicle bottom, its track system is relatively complicated, and the speed of the train is generally not too high (it is difficult to exceed the speed of sound), let alone in the case of exceeding the speed of sound and in all stages of operation. The two engines work at the same time, so the existing air-cushion trains consume a lot of energy.

According to Newton's third law, the forces and reaction forces between two objects are always equal in magnitude, opposite in direction, and acting on the same line.

Turbojet engines have been successfully applied to hovercraft.

The supersonic ramjet engine (Scramj e t) has been successfully used in the National Aeronautics and Space Administration (NASA) codenamed X-43 and in Australia's H i - F i re project. Summary of the invention

In order to transport passengers faster and more stably, the present invention provides a new type of continuously accelerating supersonic airflow train. An air flow train according to the present invention includes: a track and a train body running on the track, a turbojet engine and an energy conversion chamber associated with the turbojet engine for suspending the train body and driving the train body.

a gas collecting chamber disposed in front of the train body, the gas collecting chamber generates a lifting force during the forward movement of the train body, and is disposed in the gas collecting chamber when the pressure in the gas collecting chamber is greater than the nominal pressure The pressure exchange valve at the bottom is open,

A supersonic ramjet engine for continuously accelerating the train body when the speed of the train body reaches a predetermined speed.

According to a preferred embodiment of the air flow train according to the invention, the track is elliptical. According to a preferred embodiment of the air flow train according to the invention, the energy conversion chamber has two openings, a first opening as a gas chamber inlet and a second opening open to the rear of the air train. The air inlet of the cavity is distributed on an elliptical concave surface at the bottom of the train body.

According to a preferred embodiment of the air flow train according to the invention, the energy conversion chamber is spherical.

A preferred embodiment of the air flow train according to the invention provides that the predetermined speed is

1. 5 Mach to 2. 0 Mach.

According to a preferred embodiment of the air flow train according to the invention, the nominal pressure is determined by the weight of the train body and the load of the train body.

A preferred embodiment of the air flow train according to the invention provides that the air train does not have a phase of constant speed operation.

According to a preferred embodiment of the air flow train according to the invention, the gas collecting chamber extends longitudinally in the vehicle body and is divided into a front portion and a rear portion, the cross section of the front portion of the gas collecting chamber gradually The reduction is the same as the cross section of the rear region of the gas collection chamber, and the cross section of the rear region is constant.

The invention also provides a method for operating the above air train, which comprises two phases:

(1) In a first phase, the turbojet engine operates to accelerate the train body (2) to the predetermined speed, in which the supersonic ramjet engine does not work ,

(2) In a second phase, after the train body is accelerated to the predetermined speed, the turbojet engine is not operating, and the supersonic ramjet engine operates to further accelerate the train body.

A preferred embodiment of the method of operating a gas flow train according to the present invention provides In the first stage, when the air train is to be started, the first opening of the energy conversion chamber is opened, and the turbojet engine pressurizes the air chamber to form a high pressure air cushion.

After the high pressure air cushion of the air pressure chamber holds the train body to be in a suspended state, the second opening of the energy conversion chamber is opened, and part of the energy of the turbojet engine is converted into a thrust for driving the train body, the train body Being pushed forward,

As the train body speed increases, the pressure in the gas collection chamber disposed in front of the train body becomes larger and larger until the pressure in the gas collection chamber is greater than the nominal pressure of the train body, and the pressure exchange valve opens.

A preferred embodiment of the method of operation of a gas flow train according to the invention provides that, in the second phase, the supersonic ramjet engine is continuously operated with an intake step, a compression step, a work step and an exhaust step . DRAWINGS

The embodiments shown in the drawings will be described below with reference to the accompanying drawings.

Figure 1 is a vertical sectional view of an elliptical orbit of the present invention;

Figure 2 is a vertical sectional view showing the train body viewed from the rear of the train body at the C - C section of Figure 5;

Figure 3 is a vertical cross-sectional view of the rear portion of the train body when the elliptical orbital of the C-C section of Figure 5 is combined with the train body;

Figure 4 is a schematic view showing the direction of the air flow when the air train of the present invention forms a high-pressure air cushion; Figure 5 is a longitudinal sectional view of the air train of the present invention when the elliptical orbit and the train body are assembled in a stationary state in which the air-jet train is not started, The retractable curtain door at the edge of the elliptical inner concave portion of the bottom of the vehicle body protrudes, the retractable pressure exchange valve on the bottom of the gas collecting chamber is in a closed state, and the valve in front of the turbojet engine is in an open state; FIG. 6 is an open state of the present invention; Longitudinal sectional view of the air train in supersonic running state, at which time the retractable curtain door at the edge of the elliptical inner concave surface of the train body is retracted, and the retractable pressure exchange valve on the bottom of the gas collecting chamber is opened, and is located in the turbine The valve in front of the jet engine is closed;

Figure 7 is a schematic view showing the flow direction of the airflow train of the present invention in the state of supersonic operation, in which the turbojet engine of the train is stopped, and the train is driven by the supersonic ramjet engine;

Figure 8 is a bottom view of the train body of Figure 2 at the A-A section; Figure 9 is a bottom view of the train body;

Figure 10 is a plan view of the train body;

Figure 11 is a bottom view of the train body of Figure 2 at the B - B section;

Figure 12 is a graph showing the speed change curve of the air train of the present invention running from the A ground to the B ground and the speed change when the existing vehicle is operated from the A ground to the B ground;

Figure 13 is a schematic diagram showing the relationship between the air pressure P1 in the air chamber R1, the air pressure PACC in the gas collecting chamber, and the nominal pressure PN of the train body;

Figure 14 is a diagram showing the relationship between the running speed of the train body and the gas compression rate in the gas collecting chamber;

Figure 15 is a relationship between the gas compression rate in the gas collection chamber and the oxygen content per unit volume;

Figure 16 is a graph showing the relationship between the oxygen content per unit volume and the possible energy output; Figure 17 is a graph showing the relationship between the possible energy output and the train body speed or acceleration.

detailed description

The air flow train of the present invention comprises: an elliptical track 1 (see Fig. 1) having an elliptical or elliptical cross section mounted on the stabilizing subgrade 4 and a train body 2 running on the track. The track 1 is also a navigation component of the air train so that navigation control may not be required. The train body 2 can be made of a lightweight material, such as carbon fiber, to obtain sufficient strength and rigidity while ensuring that the train body has a small weight; the bottom of the train body 2 is provided with the ellipse The track 1 is matched with an elliptical concave surface 21 (see Fig. 2), and a controlled, retractable curtain door 23 is provided on the edge of the concave inner concave surface 21.

(See Figs. 5 and 6), the outer surface 11 of the elliptical track 1 and the elliptical concave surface 21 at the bottom of the train body 2 constitute a pneumatic chamber R1 for forming a high pressure air cushion therein.

(See Fig. 3), the air inlet 51 of the air chamber R1 is disposed on the elliptical concave surface 21 at the bottom of the train body 2 in the rear region of the train, and the exhaust port 52 is defined by the train body 2 is formed by a gap between the elliptical inner concave edge of the bottom and the lower surface of the elliptical rail 1 (see FIG. 4); the curtain 23 extends from the edge of the concave surface 21 when the air train is not running or the running speed is slow The wind chamber R1 is closed to facilitate the formation of a high-pressure air cushion in the air chamber R1. When the air chamber R1 forms a high-pressure air cushion, the train body 2 remains in contact with the track.

As shown in FIGS. 5 to 7, a turbine spray is provided in the rear region of the train body 2. a gas engine El having a spherical or spherical-like energy conversion chamber 20 behind the turbojet engine El, the energy conversion chamber 20 having two openings, a first opening being the aforementioned air inlet 51, when When the first opening is opened, the turbojet engine E1 pressurizes the air pressure chamber R1 to form a high pressure air cushion, and the energy of the turbojet engine E1 is converted into a lifting force for lifting the train body; the other opening, that is, the second opening 53 can Open toward the rear of the air train, when the second opening 53 is opened, the energy of the turbojet E1 is converted into a thrust that drives the train body. The ratio of the energy distribution of the turbojet engine E1 for pressurizing the air chamber R1 and for driving the train body 2 is automatically adjusted by the engine control system in accordance with the running speed of the train body 2.

The squirting work is performed on the rear end of the train body 2, a supersonic ramjet engine E2, which is ignited at a speed of the train body 2 at a predetermined speed, for example, 1.5 Mach. , so that the train body continues to accelerate. Turbo is widely used in industry. Therefore, the present invention does not discuss the turbojet E1 and the supersonic ramjet E2 and its control technology in detail.

As shown in FIGS. 5-7, a gas collecting chamber 7 is provided in front of the train body 2, the opening of the gas collecting chamber 7 is directed forward of the train body 2, and the gas collecting chamber 7 is in the vehicle body. The middle portion extends in the longitudinal direction and is divided into a front portion and a rear portion. The cross section of the front portion of the gas collecting chamber is gradually reduced to the same cross section as the rear portion of the gas collecting chamber, and the rear portion The cross section of the region is constant, and the bottom of the gas collecting chamber 7 is provided with a plurality of rows, for example, three rows of pressure-exchange valves 22 which are distributed and can connect the gas collecting chamber 7 with the air chamber R1. Figure 8 shows a train body with three rows of uniformly distributed pressure exchange valves. A valve 24 is provided in the rear region of the gas collection chamber 7 and before the turbojet E1. When the valve is opened, the gas in the gas collection chamber can be supplied to the turbojet E1.

When the train body 2 is in operation, air is introduced into the gas collection chamber 7 and a pressure PACC is formed in the gas collection chamber 7, and the front region of the gas collection chamber 7 is configured to work like the wing of the aircraft, with The operation of the train body 2, the gas collecting chamber 7 generates a lifting force for lifting the train body. At this time, the train body is slightly inclined, but since the gas collecting chamber is distributed in the longitudinal direction of the train body, most of the train body is distributed. In the area, and the gap between the train body and the track is designed to be large enough to ensure that the train body does not collide with the track. The faster the running speed of the train body 2, the greater the lifting force. The more air is collected in the gas collection chamber 7, and the higher the pressure PACC in the gas collection chamber 7, the higher the pressure PACC in the gas collection chamber 7 is greater than the nominal pressure PN, that is, larger than the train body. When the pressure in the air chamber R1 is at a pressure, the pressure exchange valve 22 is opened. At this time, the compressed gas in the gas collection chamber 7 flows through the air chamber R1 and flows out from the exhaust port 52, thereby generating a train car. Pulling force pulled down by the body, the pulling force interacts with the aforementioned lifting force. According to Newton's third law, the entire train body is in equilibrium, ensuring the stability of the air train.

When the pressure PACC in the gas collection chamber 7 is less than the nominal pressure PN of the train body, the pressure exchange valve 22 remains closed, and a portion of the energy provided by the turbojet engine E1 is used to form a high pressure air cushion of the air chamber R1. Another part is used to drive the train body 2 . Only when the pressure PACC in the gas collecting chamber 7 is greater than the nominal pressure PN, the pressure exchange valve 22 is opened and the shutter 23 is retracted. At this time, the energy supplied by the turbojet engine E1 is all used to drive the train body 2, and the airflow from the gas collecting chamber 7 enters the air chamber R1 to form a high pressure air cushion, and the train body 2 is completely operated at a high compression. On the airflow.

When the speed of the train body 2 reaches a predetermined speed, for example at 1.5 Mach-2. Mach, the valve 24 is closed, the turbojet E1 is stopped, and the supersonic ramjet E2 is ignited. Work, so that the train body continues to run at a higher speed, where the speed of the train body is proportional to the gas compression rate in the gas collection chamber 7, as shown in Figure 14, and the gas compression rate is also in units The oxygen content of the gas is proportional to the relationship. As shown in Fig. 15, since the operation of the supersonic ramjet E2 requires compressed gas, the higher the compression ratio of the compressed gas, that is, the higher the oxygen content per unit volume, The more fuel that the supersonic ramjet engine E2 can burn, the more energy that can be output, Figure 16 shows the relationship between the oxygen content per unit volume and the possible energy output, as can be seen from the figure. There is also a proportional relationship between the oxygen content per unit volume and the possible energy output. Figure 17 shows the possible energy output and the speed or acceleration of the train body. The relationship between the two, as can be seen from the figure, the speed of the train body will be faster as the energy output continues to increase. With the faster the speed of the train body, the more gas collected in the gas collecting chamber 7, that is, the higher the compression rate of the generated gas, the unit volume of the gas required for the combustion of the supersonic ramjet E2. The higher the oxygen content, therefore, after the ignition of the supersonic ramjet E2, the entire train body will continue to accelerate. This is different from the operation of existing vehicles such as ordinary trains and maglev trains. Normal trains and maglev trains usually run at this speed for a period of time after accelerating to a set speed, and the air train of the present invention starts running. It is then accelerated all the time and then decelerates after reaching the predetermined speed, that is to say there is no phase running at a constant speed between the start and end points of the air train. In Fig. 12, curve 1 is the air train from the present invention.

The speed change curve when A runs to B, and curve 2 is the speed change curve of the existing trains such as ordinary trains or maglev trains running from A to B. As can be seen from the figure, the existing vehicles are After accelerating to a certain speed, it will run at a constant speed for a certain period of time.

When the supersonic ramjet engine E2 is in operation, it forms a temporary combustion chamber with the track in which fuel and compressed gas are combusted to generate thrust that propels the train body. Supersonic ramjet engine The fuel used in the E2 is hydrogen, and the combustion produced is water, thus protecting the environment.

Figure 13 is a schematic diagram showing the relationship between the air pressure P1 in the air pressure chamber R1, the air pressure PACC in the gas collecting chamber 7, and the nominal pressure PN of the train body, wherein the magnitude of the nominal pressure PN is determined by the train body 2 The weight and the load of the train body 2 are determined. It can be seen from the figure that when the train is not started, the air pressure P1 in the air chamber R1 is 0, the train starts to start, and the air pressure P1 in the air chamber R1 rapidly increases to the nominal pressure PN which can suspend the train body. Then, the train body moves forward, and as the train body speed increases, the pressure PACC in the gas collection chamber 7 gradually increases.

Next, the operation method of the air flow train of the present invention will be described with reference to the accompanying drawings. When the air train is to be started, the gate 24 is opened, the first opening 51 of the energy conversion chamber 20 is opened, and the turbojet E1 is directed to the air chamber. R1 is pressurized to form a high pressure air cushion, and the energy of the turbojet engine E1 is converted into a lifting force for lifting the train body, and the curtain door 23 in the edge of the elliptical concave surface 21 is extended, and the air pressure chamber R1 is in a closed state; As shown in Figure 5.

After the high pressure air cushion of the air pressure chamber R1 lifts the train body 2 to be in a suspended state, the second opening 53 of the energy conversion chamber 20 is opened, and part of the energy of the turbojet E1 is converted into a driving train. Body thrust.

At the beginning of the air train, the energy of the turbojet E1 is used to form a high-pressure air cushion, and then part of the energy is gradually converted into the thrust that drives the train body. At the same time, as the train body begins to operate, the gas collection Cavity 7 produces a lift train The lifting force of the body compensates for part of the energy of the turbojet E1 used to drive the train. As the train body speed becomes faster and faster, the pressure PACC in the gas collecting chamber 7 becomes larger and larger until the pressure PACC in the gas collecting chamber 7 is greater than the nominal pressure PN, the pressure exchange valve 22 is opened, and the shutter 23 is opened. Indented, all of the energy provided by the turbojet E1 is used to drive the train body 2, the airflow from the gas collection chamber 7 enters the air chamber R1 to form a high pressure air cushion, and the train body is fully operated in a highly compressed air stream. on

When the speed of the train body 2 reaches a predetermined speed, for example, at 1.5 Mach - 2.0 Mach, the turbojet E1 stops working, the supersonic ramjet E2 ignites, and the train body 2 is further accelerate. At this time, the supersonic ramjet engine E2 is operated in a manner similar to a four-stroke internal combustion engine, and the operation of the supersonic ramjet engine E2 is divided into four steps, and the locations where the four steps occur are shown in FIG. Marks 1 - 4 are schematically identified,

In step 1, that is, in the intake step, the gas enters the gas collection chamber 7;

In step 2, that is, in the compression step, the inhaled gas is compressed to produce a compressed gas;

In step 3, i.e., the work step, the fuel for the supersonic ramjet engine E2 is ignited by the compressed gas and gas expansion occurs.

In the step 4, i.e., the exhausting step, the expanded gas is discharged rearward to generate a thrust that urges the train body 2 to advance.

Through the continuation of these four steps, the train body 2 will continue to accelerate.

Claims

1. An air train comprising: a track (1) and a train body (2) running on the track,

a turbojet engine (E1) and an energy conversion chamber (20) associated with the turbojet engine (E1) for suspending the train body (2) and driving the train body (2),

a gas collection chamber (7) disposed in front of the train body (2), during the forward movement of the train body (2), the gas collection chamber (7) generates a lifting force when the gas collection chamber (7) When the pressure inside (PACC) is greater than the nominal pressure (PN), the pressure exchange valve (22) provided at the bottom of the gas collection chamber (7) is opened.

A supersonic ramjet engine (E2) is used to continuously accelerate the train body when the speed of the train body (2) reaches a predetermined speed.

2. Air flow train according to claim 1, characterized in that the track (1) is elliptical.

3. The air flow train according to claim 1, wherein the energy conversion chamber (20) has two openings, one as a first opening of the air chamber (R1) air inlet 1) and one capable of facing the air flow A second opening (53) is opened at the rear of the train, and an air inlet (51) of the air chamber (R1) is distributed on an elliptical concave surface (21) at the bottom of the train body (2).

4. Air flow train according to claim 1-3, characterized in that the energy conversion chamber (20) is spherical.

5. The air flow train of claim 1 wherein said predetermined speed is between 1.5 Mach and 2.0 Mach.

6. Air flow train according to claim 1, characterized in that the nominal pressure (PN) is determined by the weight of the train body (2) and the load of the train body (2).

7. The air flow train of claim 1 wherein said air flow train does not have a phase of constant speed operation.

8. The air flow train according to claim 1, wherein the gas collecting chamber (7) extends longitudinally in the vehicle body and is divided into a front portion and a rear portion, the front of the gas collecting chamber The cross-section of the portion is gradually reduced to the same cross-section as the rear region of the gas collection chamber, and the cross-section of the rear region is constant.

9. A method of operating an air flow train according to claim 1 comprising two Stage:

(1) In a first phase, the turbojet engine (E1) operates to accelerate the train body (2) to the predetermined speed, in the first phase the supersonic ramjet Engine (E2) does not work,

(2) In a second phase, after the train body (2) is accelerated to the predetermined speed, the turbojet (E1) does not operate, and the supersonic ramjet engine (E ² ) operates, To further accelerate the train body (2).

10. The operating method according to claim 9, wherein in the first stage, (1) the first opening of the energy conversion chamber (20) when the air train is to be started

(51) opening, the turbojet engine (E1) pressurizing the air pressure chamber (R1) to form a high pressure air cushion,

(2) After the train body (2) is in a suspended state by the high pressure air cushion of the air chamber (R1), the second opening (53) of the energy conversion chamber (20) is opened, the turbojet engine ( Part of the energy of E1) is converted into the thrust that drives the train body, the train body

(2) being pushed forward,

(3) As the speed of the train body (2) increases, the pressure (PACC) in the gas collection chamber (7) placed in front of the train body (2) is also larger and larger until the gas collection chamber (7) The pressure in the middle (PACC) is greater than the nominal pressure (PN) of the train body, and the pressure exchange valve (22) is open.

11. The operating method according to claim 9, wherein in the second phase, the supersonic ramjet engine (E2) continuously takes an intake step, a compression step, a work step and a row The gas step runs.