WO2017075860A1 - 悬浮列车及其运行系统 - Google Patents

悬浮列车及其运行系统 Download PDF

Info

Publication number
WO2017075860A1
WO2017075860A1 PCT/CN2015/097006 CN2015097006W WO2017075860A1 WO 2017075860 A1 WO2017075860 A1 WO 2017075860A1 CN 2015097006 W CN2015097006 W CN 2015097006W WO 2017075860 A1 WO2017075860 A1 WO 2017075860A1
Authority
WO
WIPO (PCT)
Prior art keywords
casing
train
spoiler
fluid passage
fluid
Prior art date
Application number
PCT/CN2015/097006
Other languages
English (en)
French (fr)
Inventor
朱晓义
Original Assignee
朱晓义
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from CN201510769710.5A external-priority patent/CN106672089A/zh
Priority claimed from CN201510769768.XA external-priority patent/CN106671821A/zh
Priority claimed from CN201510769838.1A external-priority patent/CN106671999A/zh
Application filed by 朱晓义 filed Critical 朱晓义
Priority to US15/254,613 priority Critical patent/US10464544B2/en
Publication of WO2017075860A1 publication Critical patent/WO2017075860A1/zh

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60V—AIR-CUSHION VEHICLES
    • B60V3/00—Land vehicles, waterborne vessels, or aircraft, adapted or modified to travel on air cushions
    • B60V3/02—Land vehicles, e.g. road vehicles
    • B60V3/04—Land vehicles, e.g. road vehicles co-operating with rails or other guiding means, e.g. with air cushion between rail and vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B13/00—Other railway systems
    • B61B13/08—Sliding or levitation systems
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance

Definitions

  • the present invention relates to the field of train technology, and in particular, to a magnetic levitation train and an operating system thereof.
  • maglev trains the future development direction of high-speed trains in the world mainly includes maglev trains, vacuum pipeline traffic, flight trains, and the possibility of finding solar power drives.
  • a maglev train suspends a train through an electromagnetic field generated by a large electric power.
  • a high-speed train inevitably generates lift in a natural state of fast driving. If the vehicle is used in a fast driving manner, the train can be suspended and driven by a high-speed train. Lifting can also achieve the suspension effect of maglev trains; the cost of ordinary high-speed trains is many times higher than that of maglev trains.
  • vacuum pipeline traffic is difficult to form a vacuum in a pipeline of several hundred kilometers. Even if it can form a vacuum, it consumes a huge amount of energy, so it is difficult to implement.
  • the common knowledge in the art is: When the train is running, the wheel must carry the entire weight of the train, one point of weight, one point of energy consumption, thereby causing great energy consumption.
  • the technical problem to be solved by the present invention is to provide a suspension train that can significantly reduce the energy consumption, the suspension train generates lift in a natural state, and the housing is suspended in the whole while the vehicle is lifted,
  • a suspension train operating system is also provided.
  • a suspension train including a casing and a wheel, and further includes a spoiler; the spoiler is connected to the wheel, and the upper surface of the spoiler and the bottom of the casing form an external connection
  • the fluid passage; the lower surface of the spoiler is a spoiler surface that is convex and convex on the surface.
  • a levitation train operating system comprising a non-vacuum hood and the suspended train, the levitation train traveling within the non-vacuum hood.
  • a suspension train operating system comprising a non-vacuum cover and the suspension train, the outer surface of the non-vacuum cover is covered with a solar device; the solar driven suspension train is Driving inside the cover.
  • a suspension train including a casing, the casing includes an inner casing and an outer casing, and the inner casing and the outer casing form a fluid passage communicating with the outside;
  • Two or more support frames are connected between the upper outer casing and the lower outer casing of the outer casing; the outer surface of the lower outer casing is provided with a spoiler surface that is convex and convex on the surface, so that the inner casing generates lift, and the outer casing eliminates lift.
  • the present invention forms a fluid passage communicating with the outside through a spoiler connected to the wheel and a lower portion of the train housing, so that the flow rate of the fluid passing through the lower portion of the casing is smaller than the flow velocity through the upper portion of the train housing, thereby A large pressure difference is generated between the upper and lower parts of the casing, so that the train shell generates upward lift and is suspended; since the lower surface of the spoiler is a spoiler surface that is convex and convex on the surface, the flow velocity of the upper and lower surfaces of the spoiler is different. And The pressure difference is generated to make the wheel eliminate the lift, and the spoiler is connected with the wheel, and the lift is suspended and suspended in the train shell, and the wheel is eliminated from the lift.
  • the invention causes the vehicle body to generate lift and the wheel eliminates lift, which seems to contradict each other.
  • the technical structure is reasonably unified in the present invention.
  • FIG. 1 is a schematic structural view of a suspension train according to an embodiment of the present invention.
  • FIG. 2 is a schematic rear view of a suspension train according to an embodiment of the present invention.
  • FIG. 3 is a schematic structural view of a support plate in a suspension train according to an embodiment of the present invention.
  • FIG. 4 is a rear elevational view of a suspension train according to another embodiment of the present invention.
  • FIG. 5 is a schematic structural view of a suspension train according to another embodiment of the present invention.
  • FIG. 6 is a schematic structural view of a suspension train according to another embodiment of the present invention.
  • Figure 7 is a cross-sectional view along line A-A of Figure 5;
  • FIG. 8 is a schematic structural view of a suspension train according to another embodiment of the present invention.
  • FIG. 9 is a schematic diagram of the overall structure of a suspension train operating system according to an embodiment of the present invention.
  • housing -1 inner casing -101; outer casing -102; wing -103; support frame -104; vent -105
  • upper housing -2 upper inner casing -21; lower inner casing -22; upper casing -23;
  • lower housing -24 lower housing -3; fluid passage -4;
  • the most critical idea of the present invention is that the flow rate generated by the fluid passing through different positions between the upper and lower parts of the vehicle body can make the train housing 1 in a natural state, and a pressure difference and lift between the upper and lower portions are generated. Suspending the casing 1; and the flow velocity of the upper and lower surfaces of the spoiler at the bottom of the train is different to generate a pressure difference to eliminate the lift, which
  • the seemingly contradictory technical structures are reasonably unified in the present invention.
  • the present invention provides a first suspension train comprising a casing 1, a wheel 7 and a spoiler 51; between the upper surface of the spoiler 51 and the bottom of the casing 1 There is a gap which forms a fluid passage 4 communicating with the outside; the lower surface of the spoiler 51 is a spoiler surface 5 which is convex and convex on the surface.
  • the fluid passage described above is of a suitable height, i.e., there is a distance between the upper surface of the spoiler 51 and the bottom of the casing 1, the specific height of which should be set in conjunction with the amount of fluid passing therethrough.
  • the present invention has the beneficial effects that: due to the difference in flow velocity between the bottom and the top of the casing 1, the housing 1 of the load space is suspended by a pressure difference and lift, and the bottom of the train is phased with the wheel 7. Between the upper and lower surfaces of the connected spoiler 51, a pressure difference is generated due to the difference in flow rate to eliminate the lift, and the housing 1 of the load space and the spoiler 51 are connected by the flexible connection of the connecting device 11, so that the housing 1 does not generate lift. Driving the wheel to generate lift, and the wheel 7 eliminates lift; this seemingly contradictory technical structure is reasonably unified in the present invention.
  • the housing 1 includes an upper housing 2 and a lower housing 3, and an outer surface of the upper housing 2 is provided with a spoiler surface 5 for extending a fluid passage path;
  • the upper surface of the spoiler 51 is formed at a certain distance from the lower casing 3, so that the path of the fluid passing through the lower casing 3 of the casing 1, that is, the path through the fluid passage, is smaller than passing through the upper casing 2
  • the path causes the housing 1 to generate lift; and the passage of fluid through the bottom baffle surface of the train is greater than the path through the upper surface, i.e., greater than the path through the fluid passage 4, causing the wheel to eliminate lift.
  • a connecting device 11 is further included, and the spoiler 51 is connected to the wheel 7 through the connecting device 11.
  • the support plate 6 is further disposed, and the connecting device 11 is disposed between the support plate 6 and the spoiler 51.
  • the support plate 6 is fixedly disposed below the spoiler 51, and The wheels 7 are connected.
  • the magnetic device 9 is opposite to the opposite magnetic poles, and the magnetic device 9 is disposed between the support plate 6 and the spoiler 51.
  • the spoiler surface 5 is composed of a plurality of curved, triangular and/or trapezoidal surfaces that are convex and convex on the surface.
  • the spoiler surface 5 is composed of a plurality of spiral spoilers that are convex or convex on the surface, or is formed by water ripples that are symmetric in the longitudinal direction or symmetric in the longitudinal and vertical directions.
  • the suspension train of the present embodiment is inside and outside the casing 1 of the surrounding train, from the inside to the outside.
  • the inner layer fluid passage 13 and the outer layer fluid passage 12 communicating with the outside are sequentially disposed, and the outer layer fluid passage 12 is provided with a spoiler surface 5 which is convex and convex on the surface.
  • first vent 14 and the second vent 15 are disposed on the casing 1; the outer fluid passage 12 communicates with the outside through two or more first vents 14; The layer fluid passage 13 communicates with the outside through the through pipe and the two or more second vents 15; the venting area of the first vent 14 is larger than the venting area of the second vent 15.
  • the inner fluid passage 13 communicates with the outer fluid passage 12 through two or more second vents 15.
  • the engine 17 further includes an intake port of the engine 17 that communicates with the first vent 14 through the outer fluid passage 12.
  • the present invention further provides a second suspension train, comprising a casing, wherein: the casing comprises an inner casing and an outer casing, and the inner casing and the outer casing form a fluid passage communicating with the outside Two or more support frames are connected between the upper outer casing and the lower outer casing of the outer casing; the outer surface of the lower outer casing is provided with a spoiler surface which is convex and convex on the surface, so that the inner casing generates lift, and the outer casing eliminates lift.
  • the present invention also provides a third suspension train 202 operating system comprising a non-vacuum housing 20 and the suspension train 202, the suspension train 202 being within the non-vacuum housing 20 travel.
  • the present invention further provides a fourth suspension train operating system
  • the suspension train 202 operating system is: the suspension train 202 operating system, comprising a non-vacuum cover 20 and the suspension train 20 2
  • the outer surface of the non-vacuum cover 20 is covered with a solar device 201; the solar driven suspension train 202 travels within the cover 20.
  • the housing 1 occupying more than 90% of the weight of the train is the entire carrying space, and the housing is in a natural state of travel.
  • the lift is generated and suspended, and the wheel 7 reduces or eliminates the lift, so that the grounding force of the wheel 7 is increased, and the train travels more smoothly and safely.
  • the housing 1 generates lift and suspension, while the wheel 7 eliminates lift.
  • the high-speed train accounts for more than 90% of the weight of the casing 1, which is driven in a natural state and generates lift and suspension. Therefore, the wheel 7 actually carries less than 10% of the weight of the train, one weight, one The energy consumption of the high-speed train is significantly reduced.
  • the reasonable design can remove the power supply system along the high-speed rail, thereby reducing the construction cost of the high-speed rail by about 1/4, thereby further reducing the use and maintenance costs of the high-speed rail system.
  • the first and second driving forces of the present invention together form a larger source of driving force, driving the suspension train to drive at a high speed and energy saving.
  • a suspension train 202 including a housing 1 of a train.
  • the housing 1 is composed of a lower housing 3 and an upper housing 2; left and right wheels 7 of the wheel 7 at the bottom of the train.
  • a support plate 6 is provided on the connecting shaft 8, and the support plate 6 is connected to the lower surface of the spoiler 51 by the flexible connection between the connecting device 11 and the lifting force of the housing 1 to prevent the wheel 7 from also generating lift.
  • the lower surface of the train bottom spoiler 51 is provided with a spoiler 5 outside or entirely so that the path of the fluid passing through the upper casing 2 of the train housing 1 is substantially equal to the path of the lower casing 3 passing through the bottom of the train. That is, the fluid passes through the path between the top and bottom of the train; in this case, under the pressure difference, it is easy to cause the housing 1 of the train to generate lift, and the wheel 7 reduces or eliminates the lift.
  • the spoiler 51 at the bottom of the train is a planar upper surface, and a fluid passage 4 that communicates with the outside of the room at a distance from the planar lower casing 3, and is provided on the lower surface of the spoiler 51.
  • the path of the fluid passing through the surface of the spoiler 5 of the path is extended so that the path of the fluid passing through the lower casing 3 is substantially equal to the path passing through the upper casing 2.
  • a magnetic device 9 is disposed between the support plate 6 and the lower casing 3, and the magnetic device 9 has a magnetic opposite force to generate a repulsive force, and a lift force is generated in the casing 1, and the magnetic device 9 helps the casing.
  • the body produces lift and suspension better.
  • the left and right two wheels 7 connected by the connecting shaft 8 are regarded as a group, and the connecting shafts 8 of the two or more sets of the wheels 7 are integrally connected by the supporting plate 6, and the supporting plate 6 and the spoiler 51 are connected.
  • the opposite upper surface is a flat surface, and a spoiler surface 5 is disposed on the lower surface opposite to the ground surface to further extend the path through which the fluid passes, so that the velocity of the fluid passing through the lower surface of the support plate 6 is greater than the flow velocity of the upper surface, thereby generating a pressure difference.
  • the two groups of wheels 7 are not integrally connected by the support plate 6, the plurality of two sets of wheels 7 constitute the support plate 6 structure, and the downward pressure difference between the support plates 6 can directly act on the lower side. the wheel 7, thereby reducing or eliminating the lift wheel 7 attached to each wheel train 7 is increased fertility, enhanced safety.
  • the spoiler 51 at the bottom of the train is between the upper surface of the plane and the lower casing 3 which is a flat surface, and forms a fluid passage 4 communicating with the outside of the front and rear, and is respectively provided at the front end and the rear end of the vehicle body.
  • the passage inlet 41 and the passage outlet 42 communicate with the fluid passage 4, and the fluid passage 4 communicates with the outside through the passage inlet 41 and the passage outlet 42.
  • the lower surface of the spoiler 51 at the bottom of the train is provided with a spoiler surface 5 which is convex and convex on the surface, so that the path through which the fluid on the lower surface of the spoiler 51 passes is larger than the path of the upper surface thereof, that is, under the spoiler 51.
  • the path through which the surface fluid passes is also greater than the path through the fluid passage 4; the flow velocity is different due to the difference between the upper and lower surfaces of the spoiler 51, the lower surface of the spoiler 51, and the fluid passage 4, and the path through which the fluid passes.
  • the greater the difference in flow velocity between the two the greater the pressure difference in the downward direction, thereby reducing or eliminating the lift generated by the wheel 7 during travel.
  • the conventional train has an unsafe factor due to a pressure difference between the curved upper casing 2 and the planar lower casing 3, the weight of the vehicle body has to be increased to overcome the lift, thereby making the crane larger. Increase energy consumption.
  • the present invention also produces a pressure difference and lift between the curved upper housing 2 and the planar lower housing 3 as in the conventional train; ⁇
  • the present invention is also different from the conventional train in that the spoiler at the bottom of the train Between the upper and lower surfaces of 51, the lift generated by the wheel 7 during travel is eliminated due to the different paths through which the fluid passes and the flow rate are different.
  • the train does not overcome the lift by the weight, and the weight of the vehicle body can be doubled, thereby reducing the weight and saving the energy significantly, and eliminating the same energy.
  • the 7-lift of the wheel increases the grounding force of the train, making the train run more smoothly and safer.
  • a part or the whole of the surface of the original curved upper casing 2 is provided with a more turbulent surface 5 for extending the surface of the fluid passage through the surface, and the planar lower casing 3, Producing a larger pressure difference and greater lift, so that the housing of the train can be better suspended overall, and the magnetic device 9 generates a repulsive force due to the opposite magnetic force, further helping the housing 1 to generate a better lift during high-speed running of the train.
  • the same wheel 7 eliminates lift.
  • a surface of the curved upper casing 2 is provided with a spoiler surface 5 which is convex and convex on the surface, which is approximately equivalent to the path of the fluid passing through the spoiler surface 5 of the lower surface of the spoiler 51, so that the fluid is quickly moved from around the train.
  • a spoiler surface 5 which is convex and convex on the surface, which is approximately equivalent to the path of the fluid passing through the spoiler surface 5 of the lower surface of the spoiler 51, so that the fluid is quickly moved from around the train.
  • the housing 1 of the train generates lift as a whole, and the wheel 7 eliminates lift.
  • This contradictory structure achieves a harmonious unity; the suspension of the train in a natural state is achieved, the train speed is significantly improved, and the energy consumption is effectively reduced. .
  • the spoiler surface 5 described above is composed of one or more combinations of curved, triangular or trapezoidal concave and/or convex surfaces, or a plurality of spiral spoiler combinations, Alternatively, the spoiler surface 5 of the water wave surface may be formed symmetrically or asymmetrically in the longitudinal symmetry or the longitudinal and lateral directions, thereby further extending the path of the fluid passing through the lower surface of the train bottom spoiler 51 and the upper casing 2 .
  • the connecting device 11 is preferably a non-steel flexible structure such as elastic, hydraulic, pneumatic, etc., and the connecting device 11 can fix the position of the support plate 6 and the train bottom spoiler 51, and generate lift in the casing 1. It will drive the wheel 7 to also generate lift, which will effectively reduce the vibration generated by the train during driving.
  • the spoiler 51 is connected to the support plate 6 through a plurality of connecting devices 11, and the support plate 6 is connected to the connecting shaft 8.
  • the connecting shaft 8 is in turn connected to the wheel 7.
  • the spoiler 51 may be directly connected to the connecting shaft 8 and the wheel 7 through the connecting device 11; or the spoiler
  • the spoiler 51 can be directly connected to the wheel 7 through the connecting device 11 and the like; how to connect the spoiler 51 and the wheel 7 through the connecting device 11 is a common technique in the art.
  • the magnetic device 9 may be a permanent magnet material, or other plate-like magnetic device 9 capable of generating a larger electromagnetic field after being energized; according to the principle of homosexual reciprocal and opposite phase attraction, the opposite polarity
  • the magnetic device 9 is capable of generating a repulsive force. In a state where the train has generated lift during the running, the magnetic device 9 generates a repulsive force, which can better assist the casing 1 to generate upward lift and suspend.
  • the fluid when the fluid quickly passes around the train, the fluid enters the fluid passage 4 from the passage inlet 41 of the front end of the train housing 1 and exits the outside from the passage outlet 42 at the rear end, due to the spoiler provided at the bottom of the train.
  • the lower surface of 51 is externally or entirely the spoiler surface 5, and the path through which the fluid passes can be approximately equal to the path through which the fluid passes through the upper upper casing 2, so in this fluid distribution state, no pressure difference is generated around the train. Therefore, it is easy to cause the housing 1 to generate lift and suspend, respectively, and the wheel 7 reduces or eliminates lift.
  • the train idle speed in the high-speed traveling state is 200-300 km, and the lift is inevitably generated in the natural state, so that the path of the fluid passing through the curved upper casing 2 is larger than the path of the planar lower casing 3.
  • the path of the same fluid passing through the upper casing 2 is also larger than the path of the inside of the fluid passage 4, whereby a large pressure difference is generated between the upper and lower portions of the casing 1 due to the different flow rates, so that the train as a whole is suspended.
  • a surface of the curved upper casing 2 is provided with a spoiler surface 5 which is convex and convex on the surface, and a larger pressure difference is generated between the lower casing 3 which is the plane to enlarge the casing 1 The overall lift, so that the train housing 1 is better suspended overall over the support plate 6 that is connected to the wheel 7.
  • the path of the fluid passing through the lower surface of the train bottom spoiler 51 is larger than the path corresponding to the upper surface thereof, that is, the path of the fluid passing through the lower surface of the spoiler 51 is larger than the path of the inner surface of the fluid passage 4, in the fluid passage.
  • the lift generated by the wheel 7 is eliminated due to a large downward pressure difference, and the grounding force of the wheel 7 is increased, thereby, in the case of a train turn or an emergency and an emergency brake. , because of the stronger ground force, more stable and safer.
  • the wheel 7 can not carry about 10% of the actual total weight of the train, one point of weight, one point of energy consumption; when the power device drives the wheel 7 to rotate, the actual energy consumption is very small, achieving significant reduction in energy consumption; ⁇ Because the wheel 7 eliminates the lift force, the grounding force of the wheel 7 is increased, so that the wheel 7 of the train turns one turn, and it is inevitable to walk one circle, which is more energy-saving and safer.
  • the high-speed suspension train 202 of the present invention has an idle speed of 200-300 km in a natural state, and inevitably generates lift and suspension. Reasonable use in the natural state will inevitably generate lift, so that the train is suspended, and the ordinary high-speed train The construction cost and operating cost are many times higher than that of the magnetic levitation train.
  • the suspension train 202 suspends the housing 1 of the load space occupying 90% of the total weight of the train due to the lift generated, so that it is very energy-saving, suitable for various power-driven trains, and enables the train to travel at a higher speed, thus suspending
  • the train 202 can also remove the power supply system along the train, further significantly reducing the cost of building and maintaining the high-speed rail system.
  • this embodiment provides another suspension train 202, which is different from the above, above the passage outlet 42 (refer to FIG. 1 to 2) located at the rear of the casing 1, ie An exhaust port 18 is provided in the middle of the rear portion of the casing 1, and an engine 17 is provided in the exhaust port 18 (the passage opening 42 and the exhaust port 18 are provided at the rear of the train casing).
  • the fluid is driven by the engine 17 at a high speed. Trains are simpler and more efficient than traditional train drives.
  • both sides of the casing 1 and the periphery of the upper casing 2 are sequentially arranged from the outside to the inside.
  • the layer fluid passage 12 communicates with the outside through a plurality of first vents 14 provided on the outer surface of the casing 1, and the intake port of the engine 17 communicates with the first vent 14 through the outer fluid passage 12.
  • the first vent 14 communicates with the intake port of the engine 17 through the outer fluid passage 12, the engine
  • the exhaust port 18 is provided in the middle of the rear portion of the casing 1, and the fluid ejected through the exhaust port 18 of the engine 17 drives the train to travel.
  • the first vent 14 Since the venting area of the first vent 14 is larger than the venting area of the second vent 15, the first vent 14 allows the external fluid to be more and faster to be drawn into the outer fluid passage 12 through the engine 17.
  • the through pipe can be removed, and the inner fluid passage 13 directly passes through the plurality of smaller second vents.
  • the high pressure generated by the flow of the fluid in the inner fluid passage 13 of the crucible is generated by the high flow rate on the high-speed fluid layer on the casing 1 through the through-tube and the plurality of second vents 15 ⁇ pressure transfer pressure difference;
  • the inner fluid channel 13 passes through the plurality of second vents 15 to transfer a pressure differential to a high velocity pressure on the high velocity fluid layer in the outer fluid channel 12, thereby forming an outward direction around the train.
  • the pressure difference transfer ring which is capable of blocking the external fluid pressure applied to the housing 1 from the outside to the inside, is largely blocked around the environment.
  • the fluid pressure in the outward direction of the pressure difference transfer ring is opposite to the inward pressure of the fluid around the train, the fluid pressures in the two directions meet each other around the casing 1 to cancel each other, and how much fluid pressure is offset by each other, thereby reducing How much fluid pressure, and how much of the driving force is converted from how much fluid pressure is reduced, so the pressure difference transfer ring causes a significant decrease in fluid resistance and also a source of driving force.
  • the flow rate of the fluid in the outer fluid passage 12 can be controlled by the control of the engine 17, and how much pressure difference is generated between the inner fluid passage 13 and the inner fluid passage 13 to control how much resistance is transferred to the differential pressure transfer ring. Controlling also controls the influence of fluid resistance on the train and achieves control of the train speed.
  • any one of the movable devices is in a fast running state, flowing in the vicinity of the casing 1 is an inner layer fluid equivalent to its moving speed, the flow rate is faster than the outward direction slowing down, until the outer layer is equivalent to the ambient flow rate The flow rate, ie the inner layer flow rate is faster than the outer layer flow rate.
  • the inner layer flow rate is slower than the outer layer flow rate, and the greater the difference in flow velocity between the inner and outer layers, the more the source of power is converted.
  • the source of power directs the fluid pressure to the outside, reducing the fluid pressure and conforming to the natural laws.
  • the pressure difference transfer ring causes the fluid resistance to be significantly reduced, thereby further transforming into a larger source of driving force; the casing 1 occupying more than 90% of the weight of the train, at the upper and both sides of the casing 1
  • a pressure difference transfer ring is formed around the gap, and a larger pressure difference is generated between the lower casing 3 and the lower casing 3, so that the casing 1 generates greater lift and suspension, and the wheel 7 reduces or eliminates the lift force, thereby increasing the grounding force of the wheel 7. (Refer to Example 1), the train travels more smoothly and safely.
  • a control device capable of controlling the opening, closing or angle change of the first vent 14 is provided to realize the control of the train according to specific needs.
  • the engine 17 in turn ejects the high-speed sucked fluid from the rear portion of the train housing 1 at a high speed, generating a reaction force to drive the train to travel, as the first driving force for driving the train.
  • a front end region of the train housing 1 that is, a plurality of first vents 14 on the windward side of the front portion of the train; or a maximum cross section of the housing 1 to the upper housing 2 at the front end
  • a plurality of first vents 14 are provided through the outer fluid passage to communicate with the intake port of the engine 17, and under the strong suction of the engine 17, the windward side of the front end region of the train is provided.
  • the upper fluid is drawn into the outer fluid passage 12 at a high speed from the plurality of first vents 14, and the extremely high speed suction causes a high negative pressure region on the windward side of the front end of the train; thus the leeward side engine 17 at the rear of the train housing 1
  • the high velocity fluid is ejected to form a power boosting zone, ie a high positive pressure zone.
  • the present invention finds a new driving force for high-speed trains.
  • the source generates a pressure difference between the windward side and the leeward side.
  • the first and second driving forces of the present invention together form a larger source of driving force, driving the train to travel at a high speed.
  • the first and second driving forces together form a larger source of driving force, and the floating train 202 of the present invention is several times more expensive than the existing magnetic levitation train, consumes several times, and is faster and more Smooth and safer.
  • the suspension train 202 of the present invention has reached the suspension effect and speed of the existing magnetic levitation train, and has at least changed from the fluid resistance to at least 50% of the driving force source of the train, and even more first driving force;
  • the second driving force together form a larger driving force source;
  • the energy consumption of the floating train 202 is several times lower than that of the prior art magnetic levitation train, and the construction cost and the operating cost are also reduced by several times.
  • a structure, a suspended high speed suspension train 202 generated in a natural state is thereby produced.
  • the fluid in the helium fluid passage 4 is discharged from the passage outlet 42 to generate a pressure difference between the upper and lower surfaces of the spoiler 51, so that the wheel 7 reduces the lift and ensures stable running of the train. Safety.
  • a pressure difference transfer ring is formed, and a larger pressure difference is generated between the lower casing 3, so that the casing 1 is better suspended.
  • the channel inlet 41 and the channel outlet 42 are closed, and the fluid channel 4 serves as a vehicle bottom outer fluid passage 12 communicating with the engine intake port; (there is only one exhaust port 18 at the rear of the train)
  • An outer fluid passage 12 and an inner fluid passage 13 are provided in the upper and lower left and right sides of the casing 1 surrounding the train, and the intake port of the engine 17 communicates with the plurality of first vents 14 around the upper, lower, left and right sides of the train through the outer fluid passage 12.
  • the housing 1 of the train is not suspended, and under the strong suction generated by the engine 17, it is easy to generate more than 10 times of pressure difference transfer ring between the inner and outer layers, thereby reducing most of the fluid resistance, so that the high-speed train energy
  • the actual utilization rate has increased several times.
  • a control device is provided in the first vent to control the opening and closing and the amount of intake air.
  • the flow rate of the fluid through the bottom casing 1 will be faster than the flow rate through the upper casing 2, so that the train lift completely disappears, and the ground force is Stronger, when the train is in an emergency or a sudden emergency, the grounding force is stronger and smoother and safer.
  • an outer layer fluid passage and an inner layer fluid passage are formed around the upper and lower sides of the casing 1 to form a pressure difference transfer ring (not shown), and the first vent 14 is controlled by the control device to make the upper casing
  • a pressure difference is generated between the 2 and the lower casing 3 to generate lift to suspend the inner casing 101, and the flow of the lower surface of the spoiler
  • the difference in speed produces a pressure differential that causes the wheel to eliminate lift.
  • the first vent 14 is provided with a control device capable of controlling its opening, closing or angle change, thereby achieving how much lift is generated according to specific needs, or how much lift is removed to further control the train.
  • the suspension train provided in the third embodiment differs from the second embodiment in that the engine 17 is removed (this embodiment will be described with reference to FIGS. 1 to 5, although the engine is shown in FIG. 5, the embodiment is correct. Description of a suspension train with an engine).
  • the spoiler surface 5 is provided in the outer fluid passage 12 with a path extending through the surface extension fluid; the spoiler surface 5 may be evenly arranged with a plurality of spiral spoilers of a certain length to further increase the path of the fluid passing through.
  • the special structure of the spiral spoiler allows the fluid to pass through the circle one turn, and it is easy to make the fluid flow through the outer fluid passage 12 more than the inner fluid passage 13 through the path, thereby generating multiple times of outward pressure. Differential transfer circle.
  • the outer fluid passage 12 around the train communicates with the exhaust port 18 at the rear of the casing 1, while the second vent 15 of the inner fluid passage 13 has a small venting area, and the inner fluid passage 13 is not provided.
  • the spoiler 5, and the exhaust port 18 are not provided, so that the flow rate is not smooth and the flow rate is slow, so that the flow velocity in the inner fluid passage 13 is slower than the flow velocity in the outer fluid passage 12.
  • the pressure difference between the inner layer fluid passage 13 and the outer layer fluid passage 12 can be increased, thereby forming a larger pressure difference transfer ring, thereby reducing more fluid resistance, thereby obtaining more A driving force source.
  • the casing 1 includes an inner casing 101 and a casing 102.
  • the outer casing 102 includes an upper outer casing 23 and a lower outer casing 24 of a plate-like structure.
  • the lower outer casing 24 is connected to the wheel 7, and two or more support frames 104 are connected between the upper outer casing 23 and the lower outer casing 24 to form the outer casing 102.
  • the overall structure is connected to the wheel 7, and two or more support frames 104 are connected between the upper outer casing 23 and the lower outer casing 24 to form the outer casing 102.
  • the inner casing 101 is a load space of the train, and is disposed between the upper outer casing 23 and the lower outer casing 24 of the plate-like structure of the outer casing 102, thereby forming the upper and lower portions of the vehicle body through the passage inlet 41 and the passage outlet 42 respectively.
  • a first fluid passage 43 and a second fluid passage 44 that communicate with each other outside.
  • the outer surface of the lower outer casing 24 at the bottom of the vehicle body is provided with a spoiler surface 5 which is convex and convex on the surface, so that the path through which the fluid passes is larger than the path of the upper outer casing 23, and a pressure difference in the downward direction is generated.
  • Wheel connection The attached housing 102 eliminates lift.
  • the inner casing 101 is disposed between the upper outer casing 23 and the lower outer casing 24 of the plate-like structure, and the inner casing is formed between the upper inner casing 21 and the lower inner casing 22 of the curved surface to generate a pressure difference and lift. 101 is suspended between the first fluid passage and the second fluid passage.
  • the upper outer casing 23 and the lower outer casing 24 of the outer casing 102 are partially or integrally disposed on the vehicle body, that is, may include an intermediate portion, a front portion, a rear portion, and the entire inner casing 101 provided on the upper and lower portions of the inner casing 101.
  • the upper and lower portions are integrally disposed, and the cymbal may correspond to the front and rear windshield positions of the vehicle body or may be further provided with a layer of glass; therefore, the outer casing 102 may correspond to a partial or integral arrangement of the inner casing 101.
  • the outer casing 102 includes an upper outer casing 23 at an upper portion of the vehicle body and a lower outer casing 24 at a lower portion of the vehicle body; the lower outer casing 24 is preferably a reinforced plate-like structure and is coupled to the wheel.
  • the upper part of the high-speed train is curved and the lower part is flat, so that the train generates lift due to the continuity of the surrounding fluid during running, and therefore, the weight of the vehicle body has to be increased to overcome the lift; unlike the present invention
  • the present invention has a different flow velocity between the curved upper inner casing 21 and the planar lower inner casing 22, so that the inner casing 101 generates a pressure difference to generate lift, and the outer casing 102 is connected to the wheel. Eliminate lift.
  • the outer casing 102 eliminates the shell lift, and the inner casing 101 generates lift, which appears to be a contradictory structure, and thus a reasonable uniformity is obtained.
  • a partial or integral portion of the spoiler surface 5 provided with an elongated fluid passage path which is convex and convex to the surface is formed to be larger between the lower inner casing 22 which is a flat surface.
  • the pressure difference causes the inner casing 101 to generate greater lift and float.
  • the airfoil 103 is connected to the inner casing 101 on both sides or the upper portion of the inner casing 101, so that the inner casing 101 generates a larger pressure difference and lift, so that the inner casing 101 is better suspended in the first fluid passage. Between the second fluid passage and the second fluid passage.
  • the wing 103 is partially disposed at the front, the middle, and the rear of the upper inner casing 21; or is integrally disposed in the longitudinal direction of the upper inner casing 21; the upper surface of the wing 103 is a curved surface, and the lower surface is a flat surface.
  • the upper surface of the wing 103 is provided with a spoiler surface 5 to further extend the path through which the fluid passes, thereby generating a larger pressure difference on the upper and lower surfaces of the wing, thereby causing the inner casing 101 to generate more. Big lift Floating.
  • the angle or shape of the wing 103 can be changed by the control of the control mechanism, from the left-right direction of the central axis of the vehicle body, or the front-rear direction, outwardly or at an angle extending from the vehicle body to the outside. Extending a certain distance to form an airfoil surface expands the windward area of the airfoil 103 airfoil and the path through which the fluid passes. Preferably, the windward area of the wing 103 can be customized by a control mechanism.
  • the wing 103 is disposed on the left and right sides of the inner casing 101 so as not to affect the line of sight of the left and right sides of the inner casing 101.
  • the wing 103 is made of a transparent material, and is used. ⁇ By the control of the control mechanism, the wings on the left and right sides are turned up, parallel to the upper inner casing 21.
  • the second fluid passage 44 is formed to communicate with the front and rear of the vehicle body, and the lower outer casing 24 at the bottom of the vehicle body has a plate-like structure and is connected to the wheel.
  • the lower surface of the lower casing 24 passes through a path larger than the upper surface thereof; preferably, the upper surface of the lower casing 24 is a flat surface, and the lower surface is provided with a spoiler surface 5; preferably, the spoiler surface is a lower casing along the bottom of the vehicle body
  • the length direction of the lower surface of the 24 is partially or wholly.
  • the path for passing fluid through the lower surface of the lower outer casing 24 is greater than its upper surface, and greater than the second fluid passage 44, and also greater than the path of the upper outer casing 23, thereby causing the outer casing 102 to reduce or completely eliminate lift.
  • the spoiler surface is one or more of a plurality of arcs, triangles, or trapezoids combined into one different shape, or one of a concave, convex arc, a triangle, or a trapezoid or A variety of combinations of spoiler surfaces 5.
  • the upper inner casing 21 is provided with a spoiler surface 5, which can better pass the fluid through the upper inner casing 21, and a larger pressure difference is generated between the lower inner casing 22 and the flat inner casing 22. Good to produce lift and suspension.
  • the upper outer casing 23 and the lower outer casing 24 of the outer casing 102 are connected by a plurality of support frames 104.
  • the inner casing 101 is disposed between the upper outer casing 23 and the lower outer casing 24 of the plate-like structure, and forms a first fluid passage 43 of the upper portion of the vehicle body that communicates with each other between the upper and lower portions of the inner casing and a second fluid passage of the lower portion of the vehicle body. 44;
  • At least two support frames 104 are disposed on or through the outer surface of the inner casing 101, and the support frame 104 may be a linear, strip or curved structure of a hollow or solid structure; preferably, the support frame 104 can be worn freely.
  • the inner casing of the inner casing 101 is connected to the upper casing 23 and the lower casing 24, and when the casing eliminates the lift ⁇ , does not affect the inner shell to produce lift; this structure is more beautiful and more reasonable.
  • the plurality of support frames 104 are connected to the upper outer casing 23 and the lower outer casing 24 such that the upper and lower portions are formed as a unitary outer casing 102, and the upper outer casing 23 is subjected to high pressure generated by the flow rate, and is generated at a high flow rate to the lower outer casing 24.
  • Pressure transfer pressure difference pressure difference such as an invisible large hand pressed tightly on the upper casing 23, the support frame 104 can freely pass through the inner casing of the inner casing 101, thereby transferring the pressure difference from the top to the bottom Eliminate lift completely.
  • the train can be completely lifted, so that the inner casing 101 is disposed between the upper outer casing 23 and the lower outer casing 24 of the outer casing 102, that is, the first fluid passage. 43 and the second fluid passage 44; under this premise, the inner casing 101 therein is not affected by the lift between the upper and lower surfaces thereof, and the same wing 103 generates lift force, which together makes the inner shell of the load space better. Suspended.
  • a plurality of connecting devices 11 connected to each other are provided between the lower outer casing 24 and the lower inner casing 22 of the second fluid passage 44; and the flexible connection through the connecting device can effectively avoid or reduce the train
  • the vibration generated during driving causes the train to drive the inner casing 101 to generate lift without causing the outer casing 102 to generate lift.
  • a magnetic device 9 of opposite polarity is disposed on the lower outer casing 24 and the lower inner casing 22 in the second fluid passage 44, respectively, and the magnetic materials having opposite polarities generate repulsive force, thereby helping the vehicle body to further It is good to produce upward lift.
  • the magnetic device 9 may be a permanent magnet material or other magnetic device capable of generating a larger electromagnetic field after being energized, so that the inner casing 101 is more likely to generate a repulsive force in the magnetic device 9 in a state in which the lift has been generated. Produce greater lift.
  • first fluid passage 43 and the second fluid passage 44 between the inner casing 101 and the outer casing 102 are connected to the inner and outer casings through the connecting device 11, so that the flexible connection through the connecting device 11 can be better.
  • the vibration generated during the running of the train is reduced, and in particular, the front and rear connecting device 11 of the vehicle effectively reduces the vibration generated by the train.
  • the connecting device 11 includes elastic, pneumatic, hydraulic, and the like of the flexible connection; in addition, the connecting device further includes a plurality of different connecting devices that are non-metallic and capable of producing a flexible connection, which is Common technologies in the field.
  • the path through which the fluid passes is larger than the path through which the lower inner casing 22 is fluid, when the train idles For the range of 200-300 km, the inner shell 101 inevitably generates a great lift in the idle natural state and is suspended in its entirety, and the larger the path between the upper and lower fluids of the inner shell, the greater the lift generated, which is overcome.
  • the more gravity the more energy efficient.
  • the solar device is covered, and the solar device is converted into solar energy by solar energy.
  • the device for electrical energy may be a solar panel or a membrane, or the like.
  • the wing 103 is removed, and the upper inner casing 21 is provided with a spoiler surface 5, which can also better make the upper inner casing 21
  • a greater pressure difference is created between the lower inner casing 22 which is a flat surface, so that the inner casing 101 is better generated to lift between the upper outer casing 23 and the lower outer casing 24, and the outer casing eliminates the lift.
  • the present embodiment provides a levitation train operating system.
  • the engine 17 is used as a power device of the train, noise is generated, so that the levitation train 202 in the second embodiment is disposed in the hood 20 Within, effectively reduce noise.
  • the cover 20 is a common non-vacuum passage-shaped cover 20, and the train is disposed in the cover 20, and the distance between the circumference of the housing 1 of the train and the inner wall of the cover 20 is not wide, and the high-speed train can be The inside of the cover 20 travels.
  • the main development direction of the future of high-speed trains in the world is mainly the vacuum cover 20 traffic; it is difficult to form a vacuum in the cover 20 of several hundred kilometers, even if a vacuum can be formed, it takes a huge amount of energy. , so it is difficult to implement.
  • the present invention forms a vacuum in the casing 20 along the length of the train, but the suspension train 202 travels for a distance, and a relative vacuum state is formed within the distance, so that the train always has a relatively low resistance to the vacuum.
  • the inside of the cover 20 in the state is driven. It makes it easy to reach an idle speed of more than 1000 kilometers, or even higher.
  • This embodiment differs from the above: as shown in FIG. 9, the outer surface of the cover 20 of the ordinary non-vacuum channel shape is covered with a solar device 201, which is converted into electric energy by solar energy.
  • the solar device 201 may be a solar device 201 such as a solar panel or a film.
  • a solar power station formed on the outer surface of the cover 20 along the high railway line and having a length of several hundred kilometers or thousands of kilometers forms a large-scale solar power station formed by the unique structure of the outer surface of the cover 20, and the cover body. 20 high-speed rail operating system driven by solar energy.
  • the train is disposed in the cover 20, the distance between the housing 1 of the train and the inner wall of the cover 20 is not wide, and the high-speed train travels within the cover 20, and the high-speed suspension train 202 of the embodiment 1-4 Driven by solar energy within the enclosure 20.
  • the solar device 201 covered by the outer surface of the cover 20 of several hundred kilometers or thousands of kilometers forms a solar power station having a unique structure on the outer surface of the cover 20 .
  • a solar powered high-speed rail operating system is constructed in a conventional, non-vacuum channel shaped enclosure 20.
  • the electrical energy generated by the solar device 201 covered by the outer surface of the cover 20 of several hundred kilometers or thousands of kilometers is sufficient to drive the high-speed suspension train 202 to travel in the high-iron system in the cover 20; Can also For power output.
  • the present invention provides a suspension train 202 and its operating system, which change the weight of the prior art high-speed train that is generated by the wheel 7 during its natural driving, its weight, load and gravity acceleration. It is common knowledge that the casing 1 which is the entire carrying space and accounts for more than 90% of the weight of the automobile can be lifted and suspended during the running of the natural state, and the wheel 7 can be reduced or eliminated by the structural design of the bottom of the casing 1. Increase the grounding force of the wheel 7 to make the train run more smoothly and safely.
  • cover 20 of the present invention is an ordinary non-vacuum channel-shaped cover 20, and the train is provided in the cover.
  • the suspension train 202 can drive in a relatively vacuum state, making it easy to reach an idle speed of more than 1000 kilometers, or even higher.
  • the housing structure of the suspension train 202 of the present invention can generate multiple pressure difference transfer rings during the running of the train, and how much fluid resistance is transferred outward through the pressure difference transfer ring. The source of the first driving force, how much the actual utilization of energy is increased.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

本发明公开了一种悬浮列车，包括壳体和车轮，还包括扰流板；所述扰流板与车轮相连接，所述扰流板的上表面与壳体的底部之间形成与外界相通的流体通道；所述扰流板的下表面为凹凸于表面的扰流面；还公开了一种悬浮列车运行系统，包括非真空的罩体和所述的悬浮列车，所述悬浮列车在所述非真空的罩体内却在真空的理想状态中高速行驶；由此还产生全部由太阳能驱动的高速悬浮列车；还公开了从流体阻力中获取的第一、第二推动力来源、使列车的推动力成倍增加；还公开了在自然状态中使占列车总重量90%以上载重空间的车体产生升力而悬浮、而车轮又消除升力，这看似相互矛盾的技术结构，在本发明中得到合理的统一。

Description

发明名称：悬浮列车及其运行系统
[0001] 技术领域
[0002] 本发明涉及列车技术领域， 尤其涉及一种磁悬浮列车及其运行系统。
[0003] ¾體
[0004] 列车出现 200多年以来， 近几十年又发展为高速列车、 磁悬浮列车， 其基本结 构和原理没有什么本质上的改变， 虽然现在的磁悬浮列车已比高速列车的速度 大大提高， 伹磁悬浮列车的成本非常高， 磁悬浮列车行驶吋所耗费的电力非常 大， 电磁场产生的环境污染也很大， 所以磁悬浮列车再继续发展已很困难。
[0005] 当下， 世界上关于高速列车未来的发展方向， 主要为磁悬浮列车、 真空管道交 通、 飞行列车、 以及寻找太阳能驱动的可能性等。
[0006] 如磁悬浮列车通过巨大的电力产生的电磁场使列车悬浮， 伹实际上高速列车在 快速行驶的自然状态中必然产生升力， 如合理使用就能使列车悬浮行驶， 利用 高速列车快速行驶吋产生升力， 同样能达到磁悬浮列车的悬浮效果； 而普通的 高速列车的成本却比磁悬浮列车 ί氐多倍。
[0007] 又如， 真空管道交通在几百公里的管道内很难形成真空状态， 即使可以形成真 空， 也要耗费巨大的能源， 所以很难实施。
[0008] 又如， 本领域的公知常识为： 列车行驶吋、 车轮必然承载列车全部重量， 一分 重量、 一分能耗， 由此造成很大的能源消耗。
[0009] 又如， 现在高速列车普遍采用增加重量来克服升力， 而高速列车自身重量的增 力口， 又将导致能耗的增加。
[0010] 尤其严重的是， 困绕列车发展几百年来又束手无策的最大难题是： 列车高速行 驶吋用于克服流体阻力所耗费 90%的能源， 而实际列车的能源利用率仅 10%左 右， 如此 ί氐的能源利用率已严重影响高速列车的发展。
[0011] 发明人已获授权的发明专利名称为 《列车》 ， 专利号为 20090109252.7, 或者 《汽车或列车运行系统及其罩体》 ， 专利号为 20101094990.6等提出了包括飞行 列车、 节能列车、 管道交通、 太阳能驱动列车等结构。 [0012] 发明人又经多年研究、 原创性的针对上述向题进一步幵发出一种从流体阻力获 取第一、 第二推动力来源； 以及在自然状态中产生升力的悬浮列车； 在此基础 上进一步幵发出在非真空的管道内， 列车却在真空的理想状态中高速行驶； 以 及全部由太阳能驱动的高速列车、 及高速悬浮列车。
[0013] 发明肉容
[0014] 本发明所要解决的技术问题是， 提供一种可显著降 ί氐能耗的悬浮列车， 该悬浮 列车在自然状态中产生升力， 并在行驶中壳体整体悬浮、 而车轮消除升力， 另 夕卜， 还提供一种用于悬浮列车运行系统。
[0015] 为了解决上述技术问题， 本发明采用的技术方案为：
[0016] 提供一种悬浮列车， 包括壳体和车轮， 还包括扰流板； 所述扰流板与车轮相连 接， 所述扰流板的上表面与壳体的底部之间形成与外界相通的流体通道； 所述 扰流板的下表面为凹凸于表面的扰流面。
[0017] 基于同一思路， 还提供一种悬浮列车运行系统， 包括非真空的罩体和所述的悬 浮列车， 所述悬浮列车在所述非真空的罩体内行驶。
[0018] 基于同一思路， 还提供一种悬浮列车运行系统， 包括非真空的罩体和所述的悬 浮列车， 所述非真空罩体的外表面覆盖有太阳能装置； 所述太阳能驱动悬浮列 车在罩体内行驶。
[0019] 基于同一思路， 还提供一种悬浮列车， 包括壳体， 所述壳体包括内壳和外壳， 所述内壳与外壳之间构成与外界相通的流体通道；
[0020] 所述外壳的上部外壳和下部外壳之间连接有两个以上的支撑架； 下部外壳的 外表面设有凹凸于表面的扰流面， 使内壳产生升力， 外壳消除升力。
[0021] 本发明的有益效果在于： 区别于现有技术的列车在行驶过程中， 其车轮必须承 受列车的全部重量而消耗大量能源， 进一步的还需通过加重车体地盘来克服向 上的升力， 由此加重能源消耗的不足。
[0022] 本发明通过与车轮连接的扰流板与列车壳体下部之间形成与外界相通的流体通 道， 使流体经过壳体下部吋的流速小于经过列车壳体上部吋的流速， 从而在列 车壳体的上下部之间产生很大的压力差， 使列车壳体产生向上的升力而悬浮； 由于扰流板的下表面为凹凸于表面的扰流面， 使扰流板的上下表面流速不同而 产生压差， 使车轮消除升力， 而扰流板与车轮相连接， 在列车壳体产生升力而 悬浮， 相反使车轮消除升力， 本发明使车体产生升力、 车轮消除升力， 这看似 相互矛盾的技术结构， 在本发明中得到合理的统一。
[0023] 國綱
[0024] 图 1为本发明实施例的悬浮列车的结构示意图；
[0025] 图 2为本发明实施例的悬浮列车的后视结构示意图；
[0026] 图 3为本发明实施例的悬浮列车中支撑板的结构示意图；
[0027] 图 4为本发明另一实施例的悬浮列车的后视图；
[0028] 图 5为本发明另一实施例的悬浮列车的结构示意图；
[0029] 图 6为本发明另一实施例的悬浮列车的结构示意图；
[0030] 图 7为图 5沿 A-A的剖视图；
[0031] 图 8为本发明另一实施例的悬浮列车的结构示意图；
[0032] 图 9为本发明实施例悬浮列车运行系统的整体结构示意图。
[0033] 标号说明： 壳体 -1; 内壳 -101; 外壳 -102; 机翼 -103; 支撑架 -104; 通气口 -105
[0034] 上部壳体 -2; 上部内壳 -21; 下部内壳 -22; 上部外壳 -23;
[0035] 下部外壳 -24; 下部壳体 -3; 流体通道 -4;
[0036] 通道进口 -41; 通道出口 -42; 第一流体通道 -43; 第二流体通道 -44;
[0037] 扰流面 -5; 扰流板 -51; 支撑板 -6; 车轮 -7; 连接轴 -8; 磁性装置 -9;
[0038] 连接装置 -11; 外层流体通道 -12; 内层流体通道 -13; 第一通气口 -14; 第二通 气口 -15; 发动机 -17; 排气口 -18;
[0039] 罩体 -20; 太阳能装置 -201; 悬浮列车 -202。
[0040] 具体实施方式
[0041] 为详细说明本发明的技术内容、 构造特征、 所实现目的及效果， 以下结合实施 方式并配合附图详予说明。
[0042] 本发明最关键的构思在于：利用流体经过车身的上下部之间不同的位置所产生 的流速不同， 能够使列车壳体 1在自然状态中， 因上下部之间产生压力差和升力 使壳体 1悬浮； 而列车底部扰流板的上下表面流速不同产生压力差消除升力， 这 看似相互矛盾的技术结构， 在本发明中得到合理的统一。
[0043] 请参阅图 1至图 3, 本发明提供第一种悬浮列车， 包括壳体 1、 车轮 7及扰流板 51 ； 所述扰流板 51的上表面和壳体 1的底部之间有间隙， 该间隙形成与外界相通的 流体通道 4; 所述扰流板 51的下表面为凹凸于表面的扰流面 5。 上述的流体通道 是具有适当高度的， 也就是说扰流板 51的上表面和壳体 1的底部之间有距离， 该 流体通道的具体高度应该结合从其中通过的流体量来设定。
[0044] 从上述描述可知， 本发明的有益效果在于： 由于壳体 1的底部和顶部之间因流 速不同， 使载重空间的壳体 1产生压力差和升力而悬浮， 列车底部与车轮 7相连 接的扰流板 51上下表面之间， 因流速不同产生压力差而消除升力， 载重空间的 壳体 1与扰流板 51之间通过连接装置 11的柔性连接， 使壳体 1产生升力不会带动 车轮产生升力， 反而车轮 7消除升力； 这看似相互矛盾的技术结构， 在本发明中 得到合理的统一。
[0045] 进一步的， 所述壳体 1包括上部壳体 2和下部壳体 3, 所述上部壳体 2的外表面设 有用于延长流体经过路径的扰流面 5; 所述流体通道 4由扰流板 51的上表面与所 述下部壳体 3之间一定距离内形成， 使流体经过壳体 1的下部壳体 3吋的路径、 即 经过流体通道的路径， 小于经过上部壳体 2吋的路径使壳体 1产生升力； 且流体 通过列车底部扰流面 5吋的路径大于经过上表面的路径、 即大于经过流体通道 4 吋的路径而使车轮消除升力。
[0046] 进一步的， 还包括连接装置 11 , 所述扰流板 51通过所述连接装置 11与车轮 7相 连接。
[0047] 进一步的， 还包括支撑板 6, 所述连接装置 11设置在支撑板 6与扰流板 51之间相 连接， 所述支撑板 6固定设置在所述扰流板 51的下方， 与车轮 7连接。
[0048] 进一步的， 还包括磁性装置 9, 所述磁性装置 9相对的两个方向磁极相反， 所述 磁性装置 9设置在所述支撑板 6与扰流板 51之间。
[0049] 进一步的， 所述扰流面 5由凹凸于表面的多个弧形、 三角形和 /或梯形构成。
[0050] 进一步的， 所述扰流面 5由凹凸于表面的多个螺旋扰流条构成， 或者由纵向对 称或横纵方向对称的水波纹构成。
[0051] 请参阅图 4至图 6, 本实施例的悬浮列车， 在环绕列车的壳体 1内部， 由内向外 的依次设有与外界相通的内层流体通道 13和外层流体通道 12, 所述外层流体通 道 12内设有凹凸于表面的扰流面 5。
[0052] 进一步的， 包括设在壳体 1上的第一通气口 14和第二通气口 15; 所述外层流体 通道 12通过两个以上的第一通气口 14与外界相通； 所述内层流体通道 13通过通 管和两个以上的第二通气口 15与外界相通； 所述第一通气口 14的通气面积大于 所述第二通气口 15的通气面积。
[0053] 进一步的， 所述内层流体通道 13通过和两个以上的第二通气口 15与外层流体通 道 12相通。
[0054] 进一步的， 还包括发动机 17, 所述发动机 17的吸气口通过外层流体通道 12和第 一通气口 14相通。
[0055] 基于同一思路， 本发明还提供第二种悬浮列车， 包括壳体， 其特征在于： 所述 壳体包括内壳和外壳， 所述内壳与外壳之间构成与外界相通的流体通道； 所述 外壳的上部外壳和下部外壳之间连接有两个以上的支撑架； 下部外壳的外表面 设有凹凸于表面的扰流面， 使内壳产生升力， 外壳消除升力。
[0056] 基于同一思路， 本发明还提供第三种悬浮列车 202运行系统， 包括非真空的罩 体 20和所述的悬浮列车 202, 所述悬浮列车 202在所述非真空的罩体 20内行驶。
[0057] 基于同一思路下， 本发明还提供第四种悬浮列车运行系统， 该悬浮列车 202运 行系统为： 该悬浮列车 202运行系统， 包括非真空的罩体 20和所述的悬浮列车 20 2, 所述非真空罩体 20的外表面覆盖有太阳能装置 201; 所述太阳能驱动悬浮列 车 202在罩体 20内行驶。
[0058] 本发明的有益效果如下：
[0059] (1) 占列车 90%以上重量的壳体 1为全部运载空间， 在自然状态的行驶中壳体
1产生升力而悬浮， 而车轮 7减少或消除升力， 使车轮 7的附地力增加， 列车行驶 更平稳、 更安全。 壳体 1产生升力而悬浮， 而车轮 7消除升力， 这两种相互矛盾 的技术结构， 在此达到和谐的统一。
[0060] (2) 利用高速列车在自然状态中快速行驶吋必然产生的升力， 达到与磁悬浮 列车 202同样的悬浮效果； 而磁悬浮列车与本发明的悬浮列车 202成本相差多倍 ； 实现了列车成本的大大减少。 [0061] (3) 将悬浮列车 202设置在普通的非真空的罩体 20内， 在列车长度范围形成相 对真空状态， 列车行驶一段、 形成一段相对真空状态， 使列车处于悬浮状态， 同吋又在相对真空状态中高速行驶， 很容易使列车吋速达到 1000公里以上。
[0062] (4) 在罩体 20周围的外表面覆盖太阳能装置 201 , 几百公里或上千公里的罩体
20将形成较大规模的太阳能发电站， 为驱动高速悬浮列车 202行驶提供足够的能 源保障， 因此， 一种由太阳能驱动的高速悬浮列车 202的铁路系统由此产生。
[0063] (5) 高速列车占 90%以上重量的壳体 1 , 在自然状态中快速行驶吋产生升力而 悬浮， 此吋， 车轮 7实际承载列车不到 10%的重量， 一分重量、 一分能耗； 高速 列车实际能耗显著减少， 通过合理设计可以去掉高铁沿线的供电系统， 由此减 少高铁 1/4左右的建造成本， 从而又进一步减少高铁系统的使用和维护成本。
[0064] (6) 在发动机 17的强大吸力作用下， 很容易使外层流体通道 12内的速度快于 自然状态中的内层流体通道 13的流速很多倍， 甚至 10多倍， 使内层流体通道 13 与外层流体通道 12之间产生极大压力差转移圈， 压力差转移圈向外转移多少流 体压力， 与周围向内的流体压力的方向相反而相互抵消多少流体压力、 就能使 能源的实际利用率提高多少， 由此获得多少的推动力来源， 因此获得本发明第 一对动力来源。
[0065] (7) 列车壳体 1前部迎风面的 ί氐气压、 和后部背风面的高气压之间的正负压力 相差越大， 因为流体连续性列车产生从后向前的压力差推动力就越大， 这种列 车前后部之间产生的压力差推动力， 在此为本发明的第二推动力来源， 通过合 理设计本发明的第二次推动力甚至可以不少于传统列车动力装置产生的推动力
[0066] 因此本发明的第一、 第二次推动力又共同形成更大的推动力来源， 驱动悬浮列 车高速节能的行驶。
[0067] 实施例一
[0068] 请参照图 1至图 3, 提供一种悬浮列车 202, 包括列车的壳体 1 , 壳体 1由下部壳 体 3和上部壳体 2构成； 在列车底部的车轮 7的左右车轮 7之间的连接轴 8上设有支 撑板 6, 支撑板 6通过连接装置 11与扰流板 51下表面之间的柔性连接， 在壳体 1产 生升力吋不会带动车轮 7也产生升力。 [0069] 列车底部扰流板 51下表面局外或整体设有扰流面 5, 使流体经过列车壳体 1的上 部壳体 2的路径， 与经过列车底部的下部壳体 3的路径大致相等， 即列车的顶部 和底部之间流体经过路径大致相； 在此前提下产生的， 压力差作用下、 很容易 分别使列车的壳体 1产生升力， 而车轮 7减少或消除升力。
[0070] 在列车底部的扰流板 51为平面的上表面、 与为平面的下部壳体 3之间相隔一定 距离的形成与外界前后相通的流体通道 4, 在扰流板 51下表面设有延长流体通过 路径的凹凸于表面的扰流面 5, 使流体经过下部壳体 3的路径， 与经过上部壳体 2 的路径大致相等。
[0071] 优选的， 在支撑板 6与下部壳体 3之间设有磁性装置 9, 所述的磁性装置 9的磁性 相反而产生相斥力， 在壳体 1产生升力吋、 磁性装置 9帮助壳体更好地产生升力 而悬浮。
[0072] 其中， 将视通过连接轴 8连接的左右两个车轮 7作为一组， 则两组或多组车轮 7 的连接轴 8通过支撑板 6连接为一体， 支撑板 6与扰流板 51相对的上表面为平面， 在与地表相对的下表面设有扰流面 5, 以进一步地延长流体经过的路径， 使流体 经过支撑板 6下表面的速度大于上表面的流速而产生压力差， 虽然两组车轮 7通 过支撑板 6连接为一体的面积并不大， 伹多个两组车轮 7所构成支撑板 6结构， 支 撑板 6结构上产生向下的压力差都能直接作用在下方的车轮 7上， 从而减少或消 除车轮 7的升力， 使列车的各车轮 7的附地力增加， 安全性提高。
[0073] 其中， 在列车底部的扰流板 51为平面的上表面与为平面的下部壳体 3之间， 形 成与外界前后相通的流体通道 4, 并在车身的前端和后端分别设有通道进口 41和 通道出口 42与流体通道 4相通， 流体通道 4通过通道进口 41和通道出口 42与外界 前后相通。
[0074] 其中， 在列车底部的扰流板 51下表面设有凹凸于表面的扰流面 5, 使扰流板 51 下表面流体经过的路径大于其上表面的路径， 即扰流板 51下表面流体经过的路 径同吋也大于经过流体通道 4内的路径； 因扰流板 51上下表面之间、 扰流板 51下 表面与流体通道 4之间、 流体经过的路径不同而导致流速不同， 二者的流速相差 越大， 产生向下方向的压力差越大， 从而减少或消除车轮 7在行驶中产生的升力 [0075] 其中， 因为传统列车为弧形的上部壳体 2与平面的下部壳体 3之间产生压力差而 带来不安全因素， 所以不得不增加车体重量来克服升力， 从而更大的增加能源 消耗。
[0076] 本发明也与传统列车一样， 弧形的上部壳体 2与平面的下部壳体 3之间产生压力 差和升力； 伹本发明也与传统列车不同是， 在列车底部的扰流板 51的上下表面 之间， 因流体经过的路径不同、 流速不同而消除车轮 7在行驶中产生的升力。
[0077] 进一步地， 在已消除车轮 7升力的前提下， 列车不以重量来克服升力， 可以使 车体重量成倍减少， 由此成倍的减少重量又显著的节约了能源， 同吋消除车轮 7 升力使列车行驶的附地力增加、 使列车行驶更平稳、 更安全。
[0078] 进一步地， 在原来弧形的上部壳体 2表面的局部或整体， 设有更多延长流体通 过路径的凹凸于表面的扰流面 5, 与为平面的下部壳体 3之间， 产生更大压力差 和更大升力， 使列车的壳体能更好的整体悬浮， 同吋磁性装置 9因磁性相反而产 生相斥力， 进一步地帮助列车高速行驶中壳体 1更好得的产生升力、 同吋车轮 7 又消除升力。
[0079] 进一步地， 在弧形的上部壳体 2表面设有凹凸于表面的扰流面 5, 与流体经过扰 流板 51下表面的扰流面 5路径大约等同， 使流体从列车周围快速经过而在上下部 之间没有产生压力差； 在此特殊的流体分布状态中， 最有利于在列车行驶中， 分别使列车的壳体 1整体产生升力， 而通过车轮 7消除升力。
[0080] 列车的壳体 1整体产升力， 车轮 7消除升力， 这相互矛盾的结构达到和谐的统一 ； 实现列车在自然状态中悬浮， 使列车速度显著的提升， 并有效的降 ί氐能耗。
[0081] 具体的， 上述的扰流面 5为凹入和 /或凸出表面的弧形、 三角形或梯形中的一种 或多种组合构成， 或多个螺旋形的扰流条组合、 又或者可以是在纵向对称或纵 横方向分别对称或不对称地形成水波面的扰流面 5, 从而更多延长流体经过列车 底部扰流板 51下表面和上部壳体 2吋的路径。
[0082] 所述连接装置 11优选为弹性、 液压、 气动等非钢性的柔性结构， 连接装置 11能 够使支撑板 6与列车底部扰流板 51的位置固定， 在壳体 1产生升力吋不会带动车 轮 7也产生升力， 同吋有效减少列车在行驶中产生的震动。
[0083] 进一步地， 扰流板 51通过多个连接装置 11连接支撑板 6, 支撑板 6连接于连接轴 8, 连接轴 8又连接车轮 7。
[0084] 进一步地， 扰流板 51可直接通过连接装置 11与连接轴 8和车轮 7连接； 或扰流板
51可以通过连接装置 11直接连接车轮 7等多种连接方法； 怎样通过连接装置 11使 扰流板 51和车轮 7连接是本领域常见技术。
[0085] 具体的， 所述磁性装置 9可以是永磁材料、 或者是其它通电后能够产生更大电 磁场的板状结构磁性装置 9; 依据同性相斥、 异性相吸的原理， 极性相反的磁性 装置 9能够产生相斥力， 列车在行驶过程已产生升力的状态中， 磁性装置 9产生 相斥力， 可以更好帮助壳体 1产生向上的升力而悬浮。
[0086] 当高速列车快速行驶吋， 而高速列车通常吋速为 200 - 300公里左右， 列车在此 吋速的自然状态中必然产生极大的升力， 若能合理利用， 并进一步加大其升力 , 就能使列车壳体 1很好的悬浮。
[0087] 具体的， 当流体从列车周围快速经过， 流体从列车壳体 1的前端的通道进口 41 进入流体通道 4中， 并从后端的通道出口 42排出外界， 由于列车底部设置的扰流 板 51的下表面局外或整体为扰流面 5 , 能使流体经过的路径大约等同于流体经过 顶部的上部壳体 2经过的路径， 所以在此流体分布状态中， 在列车周围没有产生 压力差， 此吋， 很容易分别使壳体 1产生升力而悬浮， 而车轮 7减少或消除升力
[0088] 具体的， 因为流体的连续性， 使由通道出口 42向外排出的流体， 与周围流体一 齐共同产生两部分作用：
[0089] (1) 流体向上使列车的壳体 1整体产生升力而悬浮；
[0090] 具体的， 高速行驶状态的列车吋速为 200— 300公里吋， 在自然状态中必然产生 升力， 使流体经过弧形的上部壳体 2的路径大于为平面的下部壳体 3的路径， 同 吋流体经过上部壳体 2的路径也大于流体通道 4内部为平面的路径， 由此在壳体 1 的上下部之间， 因流速不同而产生很大压力差而使列车整体悬浮行驶。
[0091] 进一步地， 在弧形的上部壳体 2表面设有凹凸于表面的扰流面 5 , 与为平面的下 部壳体 3之间， 产生更大的压力差来增大了壳体 1整体的升力， 从而使列车壳体 1 更好的整体悬浮在与车轮 7相连接的支撑板 6上方。
[0092] (2) 流体向下使车轮 7整体减少或消除升力； [0093] 具体的， 流体经过列车底部扰流板 51下表面的路径大于对应其上表面的路径， 即流体经过扰流板 51下表面的路径大于流体通道 4内部为平面的路径， 在流体通 道 4部与扰流板 51下表面之间， 因产生很大的向下压力差而消除车轮 7产生的升 力， 增大车轮 7的附地力， 因此， 在列车转弯或突发事件及紧急刹车吋， 因附地 力更强而更平稳、 更安全。
[0094] 因为车轮 7的附地力增加， 不同于传统列车在高速行驶中产生升力所带来的严 重不安全因素， 同吋使车轮 7转一圈中有部分空转而浪费能源； 本发明使占列车 总重量不到 10%的车轮 7消除升力， 而占列车总重量 90%的载重空间的壳体 1因 产生升力而悬浮， 与磁悬浮列车一样可以显著的提高列车速度。
[0095] 车轮 7承载不到列车实际总重量的 10%左右， 一分重量、 一分能耗； 当动力装 置驱动车轮 7转动吋的实际能耗非常少， 实现显著降 ί氐能耗； 同吋因车轮 7消除 升力使车轮 7的附地力增加， 使列车的车轮 7转一圈、 就必然行走一圈， 而更节 约能源， 也更安全性。
[0096] 由于首先、 磁悬浮列车 202高昂的构建成本， 其次列车行驶吋还需昂贵的运营 成本、 要消耗巨大的电力来产生的很大的电磁场， 才能使列车悬浮。
[0097] 而本发明的高速悬浮列车 202在自然状态中吋速为 200— 300公里吋， 必然产生 升力而悬浮， 合理利用在自然状态中必然产生升力， 使列车悬浮行驶， 而普通 的高速列车的构建成本、 及运营成本却比磁悬浮列车 ί氐多倍。
[0098] 上述悬浮列车 202使占列车总重量 90%的载重空间的壳体 1因产生升力而悬浮， 所以非常节能， 适合各种动力驱动的列车， 也能使列车更高速的行驶， 因此悬 浮列车 202还可以去掉列车沿线的电力供应系统， 从而进一步显著的减少高铁系 统的构建和维护成本。
[0099] 实施例二
[0100] 如图 4至图 5所示， 本实施例提供另一种悬浮列车 202, 与上述不同是， 在位于 壳体 1后部的通道出口 42(参照图 1一 2)的上方， 即在壳体 1后部的中间设有排气口 18, 在排气口 18内设有发动机 17, (列车壳体后部有通道出口 42、 排气口 18)发动 机 17高速喷出的流体驱动列车行驶， 比传统列车的驱动系统更简单更有效。
[0101] 进一步的， 在壳体 1的两侧部及上部壳体 2周围 (除下部壳体 3)由外向内依次设 有环绕列车壳体 1的外层流体通道 12和内层流体通道 13, 内层流体通道 13通过多 个通管和设在壳体 1外表上的多个第二通气口 15与外界相通， 外层流体通道 12通 过设在壳体 1外表上的多个第一通气口 14与外界相通， 发动机 17的吸气口通过外 层流体通道 12与第一通气口 14相通。
[0102] 具体的， 第一通气口 14通过外层流体通道 12与发动机 17的吸气口相通， 发动机
17排气口 18设在壳体 1后部中间， 通过发动机 17排气口 18喷出的流体驱动列车行 驶。
[0103] 由于第一通气口 14的通气面积大于第二通气口 15的通气面积很多， 所以第一通 气口 14使外界流体能更多、 更快的通过发动机 17吸入外层流体通道 12内。
[0104] 进一步的， 还可以去掉通管， 内层流体通道 13直接通过多个较小的第二通气口
15与外层流体通道 12相通， 外层流体通道 12通过多个较大的第一通气口 14与外 界相通， 由此加大内层流体通道 13与外层流体通道 12的通气量和流速之间的差 别。
[0105] 当列车高速行驶吋， 在发动机 17的强大吸力作用下， 外界流体通过壳体 1上均 布的多个第一通气口 14 , 把第一通气口 14周围的流体高速吸入外层流体通道 12 内， 因此通过多个第一通气口 14的周围与外层流体通道 12内， 共同形成两层彼 此相通、 流速又大致相同、 流速极快的高速流体层， 并与处于自然流速状态下 的内层流体通道 13之间， 因流速的不同， 而产生向外方向的压力差转移圈。
[0106] 此吋内层流体通道 13内 ί氐流速的流体所产生的高压力， 通过通管与多个第二通 气口 15向壳体 1上的高速流体层上的高流速、 产生的 ί氐压力转移压差；
[0107] 或内层流体通道 13通过多个第二通气口 15, 向外层流体通道 12内的高速流体层 上的高流速的 ί氐压力转移压差， 于是形成围绕列车周围产生向外方向的压力差 转移圈， 压力差转移圈能够阻挡大部分环境周围， 从外向内方向施加给壳体 1的 外部流体压力。
[0108] 由于压力差转移圈向外方向的流体压力， 与列车周围的流体向内压力相反， 两 种方向不同的流体压力在壳体 1周围相遇而相互抵消， 相互抵消多少流体压力， 就减少多少流体压力， 并相应的从减少多少流体压力中转变出多少推动力来源 , 所以压力差转移圈使流体阻力显著减少， 还获得推动力来源。 [0109] 进一步的， 还能通过发动机 17的控制， 对外层流体通道 12中流体的流速进行控 制， 进而与内层流体通道 13之间产生多少压力差进行控制， 对压力差转移圈转 移多少阻力进行控制， 也就控制了流体阻力对列车行驶的影响， 实现对列车速 度的控制。
[0110] 由此， 发现本发明的第一动力来源如下：
[0111] 在运动装置周围形成内外两层不同流速的流体层： 如内层慢于外层流速就获得 动力来源； 反之就增大动力消耗。
[0112] 任 1可运动装置在快速行驶吋， 在接近壳体 1的附近流动是等同其运动速度的内 层流体、 其流速快于逐渐向外方向减慢速度、 直到等同环境流速的外层流速， 即内层流速快于外层流速。
[0113] 外层 ί氐流速产生的高压力、 必然向内层高流速产生的 ί氐压力转移压力差， 而 实际把环境周围外层的更大流体压力引自身， 所以任 1可运动装置包括列车不得 不耗费 90%的能源用于克服流体阻力， 而实际驱动列车行驶的能源利用率仅 10
%左右。
[0114] 至工业革命 200多年来， 因为没有能有效减少流体阻力的理论和方法的出现， 运动装置全都是把环境周围的流体压力引自身， 所以列车得到如此 ί氐的能源利 用率， 人们对这种很不正常的现状，却认为是很正常的自然现象而习以为常。
[0115] 本发明与之相反， 内层流速慢于外层流速， 内外层之间流速相差越大， 转变为 动力来源就越多。 而动力来源把流体压力引向外部、 减少了流体压力也就顺应 了自然规律。
[0116] 它们之间的唯一区别是： 流体压力的方向不同， 所得到的结果也相反。
[0117] 显而易见， 在发动机 17的强大吸力作用下外层流体通道 12内的流速， 很容易比 内层流体通道 13内 ί氐流速快若干倍、 甚至 10多倍形成压力差转移圈， 而内外层 之间产生 10多倍压力差转移圈， 很容易从传统运动装置克服流体阻力所耗费的 9 0%的能耗中， 如向外转移 10%的流体压力与周围流体相互抵消，就至少会转变为 运动装置 50%以上的推动力来源； 如向外转移 20%、 30%甚至更多的流体压力 , 就使高速列车能源的实际利用率又提高多倍。 而产生 10多倍的压力差转移圈 不会仅仅抵消 10%的流体压力、 而是更多。 [0118] 本发明第一动力来源的发现将产生一次能源革命， 并将深远影响各种运动装置 及高速列车的未来发展。
[0119] 此吋， 压力差转移圈使流体阻力显著减少， 从而进一步转变为更大的推动力来 源； 同吋占列车 90%以上重量的壳体 1 , 在壳体 1的上部及两侧部周围形成压力 差转移圈， 与下部壳体 3之间产生更大的压力差， 使壳体 1产生更大的升力而悬 浮， 此吋车轮 7又减少或消除升力， 使车轮 7的附地力增加 (请参照实施例 1 ) , 列 车行驶更平稳、 更安全。
[0120] 进一步地， 在第一通气口 14上设有能够控制其幵启、 关闭或角度变化的控制装 置， 实现按具体需要来对列车的控制。
[0121] 进一步地， 发动机 17又把高速吸入的流体从列车壳体 1的后部高速喷出， 产生 反作用力来驱动列车行驶， 在此作为驱动列车的第一推动力。
[0122] 进一步地， 设置在列车壳体 1的前端区域， 即列车前部迎风面的多个第一通气 口 14; 或壳体 1的最大横截面至前端的上部壳体 2、 两侧部壳体 1的广大区域形成 的迎风面上， 设多个第一通气口 14经外层流体通道， 与发动机 17的吸气口相通 , 在发动机 17强大吸力作用下， 把列车前端区域的迎风面上流体从多个第一通 气口 14高速吸入外层流体通道 12内， 极高速度的吸力使列车的前端迎风面上形 成高负压区； 于是在列车壳体 1的后部背风面发动机 17喷出高速流体形成动力推 动区， 即高正压区。
[0123] 因为流体围绕列车周围不同路径经过， 并同吋到达后部的整体连续性， 在连续 性的状态中， 列车在长度方向的前后部、 迎风面和背风面的高负压区与高正压 区之间形成极大的压力差， 从而流体的整体连续性使列车后部背风面的高正压 , 必然向前部迎风面的高负压转移压力差， 压力差就是推动力， 这种从后向前 产生的压力差就是本发明列车的第二推动来源。
[0124] 由此在不增加额外动力的前提下： 本发明又为高速列车找到一种全新的推动力 来源一迎风面和背风面之间产生的压力差。
[0125] 列车壳体 1前后部迎风面和背风面之间的正负压力相差越大， 产生从后向前的 第二推动力就越大， 通过合理设计第二推动力甚至可以比列车原来的第一次推 动力更大。 [0126] 因此本发明第一、 第二推动力共同形成更大的推动力来源， 驱动列车高速行驶
[0127] 通过第一、 第二推动力共同形成更大的推动力来源， 本发明的悬浮列车 202比 现有磁悬浮列车成本 ί氐若干倍、 能耗 ί氐若干倍、 并且速度更快、 更平稳、 更安 全。
[0128] 本发明的悬浮列车 202已达到现有磁悬浮列车的悬浮效果和速度， 并从流体阻 力中至少转变为列车至少 50%以上的推动力来源， 甚至更多的第一推动力； 第 一、 第二推动力共同形成更大的推动力来源； 使悬浮列车 202的能耗比现有技术 的磁悬浮列车减少数倍， 其构造成本、 及运营成本也减少数倍， 由此一种全新 理论和结构、 在自然状态中产生的悬浮的高速悬浮列车 202由此产生。
[0129] 进一步的， （请参照实施例 1)此吋流体通道 4内的流体从通道出口 42排出， 在扰 流板 51上下表面之间产生压力差， 使车轮 7减少升力， 保障列车行驶平稳安全。 而在壳体 1的两侧部及上部周围形成压力差转移圈， 与下部壳体 3之间产生更大 的压力差， 使壳体 1更好地悬浮，
[0130] 进一步地， 如图 5所示， 封闭通道进口 41和通道出口 42, 流体通道 4作为车底部 外层流体通道 12与发动机吸气口相通； （列车后部只有一个排气口 18)环绕列车的 壳体 1上下左右四周设有外层流体通道 12和内层流体通道 13, 发动机 17吸气口通 过外层流体通道 12与列车上下左右周围的多个第一通气口 14相通。 此吋列车的 壳体 1不会悬浮， 在发动机 17产生的强大的吸力作用下， 很容易使内外层之间产 生 10多倍压力差转移圈， 减少大部分的流体阻力， 就使高速列车能源的实际利 用率又提高多倍。
[0131] 进一步地， 在第一通气口内设有控制装置来控制幵启关闭及进气量大小。
[0132] 如通过控制装置关闭上部壳体 2上的第一通气口 14, 则流体经过底部壳体 1的流 速， 将更快于经过上部壳体 2的流速， 使列车升力彻底消失， 附地力更强， 在列 车在转弯或突发事件紧急刹车吋因附地力更强而更平稳、 更安全。
[0133] 进一步地， 在壳体 1的上下左右周围设有外层流体通道和内层流体通道形成压 力差转移圈（图未画)， 通过控制装置控制第一通气口 14, 使上部壳体 2和下部壳 体 3之间产生压力差从而产生升力使内壳 101悬浮， 同吋， 扰流板上下表面因流 速不同而产生压力差使车轮消除升力。
[0134] 通过第一通气口 14上设有能够控制其幵启、 关闭或角度变化的控制装置， 实现 按具体需要产生多大升力， 或消除多大升力来对列车进一步的控制。
[0135] 实施例三
[0136] 本实施例三提供的悬浮列车与实施例二不同的是， 去掉发动机 17 (本实施例将 参照图 1至图 5进行描述， 虽图 5中具有发动机， 伹本实施例是对不具有发动机的 悬浮列车的描述） 。 在外层流体通道 12内设有凹凸于表面延长流体经过的路径 的所述扰流面 5; 扰流面 5还可为多个一定长度的螺旋扰流条均匀排列， 来进一 步增加流体经过的路径， 螺旋扰流条的特殊结构， 使流体一圈又一圈的经过， 很容易使流体经过外层流体通道 12大于内层流体通道 13经过路径的多倍， 而产 生多倍向外方向的压力差转移圈。
[0137] 环绕列车周围的外层流体通道 12与壳体 1后部的排气口 18相通， 而内层流体通 道 13的第二通气口 15的通气面积小、 内层流体通道 13不设有扰流面 5, 也没有设 排气口 18, 所以其流速不畅通而流速慢， 从而内层流体通道 13内的流速慢于外 层流体通道 12内的流速多倍。
[0138] 通过上述结构， 能够加大内层流体通道 13与外层流体通道 12之间的压力差， 进 而形成更大的压力差转移圈， 减少更多的流体阻力， 由此获得更多第一推动力 来源。
[0139] 实施例四
[0140] 请参照图 7、 图 8和图 9所示， 与实施例 1不同是， 壳体 1包括内壳 101和外壳 102
, 其中， 所述外壳 102包括板状结构的上部外壳 23和下部外壳 24, 下部外壳 24与 车轮 7连接， 上部外壳 23和下部外壳 24之间连接有两个以上的支撑架 104而构成 外壳 102的整体结构。
[0141] 而内壳 101为列车的载重空间， 设在外壳 102的板状结构的上部外壳 23和下部外 壳 24之间， 从而在车体的上下部分别通过通道进口 41和通道出口 42形成与外界 前后相通的第一流体通道 43和第二流体通道 44。
[0142] 在车体底部的下部外壳 24与地表相对的外表面设有凹凸于表面的扰流面 5, 使 流体经过的路径大于上部外壳 23的路径而产生向下方向的压力差， 使与车轮连 接的外壳 102消除升力。
[0143] 设在板状结构的上部外壳 23和下部外壳 24之间的内壳 101 , 因弧面的上部内壳 2 1与为平面下部内壳 22之间， 产生压力差和升力使内壳 101悬浮在第一流体通道 和第二流体通道之间。
[0144] 所述外壳 102的上部外壳 23和下部外壳 24在车体的局部或整体设置， 即可以包 括设在内壳 101上下部的中间、 前部、 后部， 以及在整个内壳 101的上下部整体 设置， 此吋， 可以对应在车体的前后挡风玻璃位置上或再设一层玻璃； 因此， 外壳 102可以对应在内壳 101的局部或整体设置。
[0145] 外壳 102包括位于车体上部的上部外壳 23和位于车体下部的下部外壳 24; 所述 下部外壳 24优选为加固的板状结构， 并与车轮连接。
[0146] 通常高速火车的上部为弧形， 下部为平面， 因而在行驶过程中火车由于周围流 体连续性的作用而产生升力， 因此， 而不得不增加车体重量来克服升力； 与本 发明不同的是、 本发明基于同一原理， 在为弧形上部内壳 21与为平面的下部内 壳 22之间流速不同， 使内壳 101产生压力差而产生升力， 同吋与车轮相连结的外 壳 102消除升力。
[0147] 外壳 102消除壳升力， 而内壳 101产生升力， 这看似相互矛盾的结构， 再此得到 了合理的统一。
[0148] 进一步地， 在为弧形上部内壳 21上面， 局部或整体的设有凹凸于表面的延长流 体通过路径的扰流面 5, 与为平面的下部内壳 22之间产生更大的压力差， 从而使 内壳 101产生更大的升力而悬浮。
[0149] 进一步地， 在内壳 101两侧或上部设有机翼 103与内壳 101相连接， 使内壳 101产 生更大压力差和升力， 使内壳 101更好整体悬浮在第一流体通道和第二流体通道 之间。
[0150] 优选机翼 103在上部内壳 21前部、 中部、 后部的局部设置； 或在上部内壳 21长 度方向的整体设置； 机翼 103的上表面为弧面， 下表面为平面， 类似飞机的机翼 结构。
[0151] 进一步的， 在机翼 103为弧面的上表面再设有扰流面 5, 进一步延长流体通过的 路径， 在机翼上下表面产生更大的压力差、 从而使内壳 101产生更大的升力而悬 浮。
[0152] 具体的， 通过控制机构的控制能够使机翼 103的角度或形态改变， 从车体中轴 线的左右方向、 或前后方向， 向外平行或有一定角度的伸延， 从车体内向外伸 出一定距离形成翼面， 扩大了机翼 103翼面的迎风面积和流体通过的路径， 优选 所述机翼 103的迎风面积能够通过控制机构实现自定义控制。
[0153] 进一步地， 如圈 8所示， 优选机翼 103设置在内壳 101的左右两侧面， 为不影响 内壳 101左右两侧窗的视线， 优选机翼 103使用透明材料制成， 使用吋通过控制 机构的控制， 左右两侧面的机翼向上翻起， 与上部内壳 21相平行。
[0154] 当流体通过翼面吋， 扩大了车体的上部内壳 21的迎风面积与流体通过的路径， 使与平面结构的下部内壳 22之间因流速产生很大差异， 从而使内壳更容易产生 更大的升力而悬浮力。
[0155] 进一步地， 在下部内壳 22与下部外壳 24之间， 构成与车体前后相通第二流体通 道 44, 位于车体底部的下部外壳 24为板状结构， 并与车轮相连。
[0156] 下部外壳 24的下表面流体通过的路径大于其上表面； 优选下部外壳 24的上表 面为平面， 下表面设有扰流面 5; 优选所述扰流面为沿车体底部下部外壳 24下表 面的长度方向， 局部或整体地设置。 使流体通过下部外壳 24下表面的路径大于 其上表面， 也大于第二流体通道 44, 也大于上部外壳 23的路径， 由此使外壳 102 减少或彻底消除升力。
[0157] 扰流面为多个弧形、 三角形或梯形中的一种或多种组合成不同几 1可形状、 或者 为凹入、 凸出的弧形、 三角形、 或梯形中的一种或多种组合而成的扰流面 5。
[0158] 进一步地， 在上部内壳 21设有扰流面 5, 能够更好使流体通过上部内壳 21 , 与 为平面的下部内壳 22之间产生更大压力差， 使内壳 101更好的产生升力而悬浮。
[0159] 进一步的， 外壳 102的上部外壳 23与下部外壳 24之间通过多个支撑架 104相连接
, 内壳 101设在板状结构的上部外壳 23与下部外壳 24之间， 在内外壳的上下部之 间形成前后相通的车体上部的第一流体通道 43和车体下部的第二流体通道 44;
[0160] 至少两个支撑架 104设在内壳 101的外部表面或经过其内部， 支撑架 104可以是 中空或实心结构的直线型、 条形或者弧形结构； 优选支撑架 104能自由的穿过内 壳 101的周围壳体的内部， 与上部外壳 23、 下部外壳 24相连接， 当外壳消除升力 吋、 不影响内壳产生升力； 这样结构更美观、 更合理。
[0161] 多个支撑架 104与上部外壳 23和下部外壳 24相连接， 使上部与下部构成为整体 的外壳 102, 上部外壳 23承受 ί氐流速产生的高压力， 向下部外壳 24高流速产生的 ί氐压力转移压力差， 压力差如一只无形的大手紧紧压在上部外壳 23, 支撑架 104 能自由的穿过内壳 101的周围壳体的内部， 从而转移从上向下的压力差才能彻底 消除升力。
[0162] 进一步地， 由于外壳 102承受了从上向下的压力差， 才能使火车彻底消升力， 所以内壳 101设在外壳 102的上部外壳 23与下部外壳 24之间， 即第一流体通道 43 和第二流体通道 44内； 在此前提下才能不影响在其中的内壳 101因其上下表面之 间产生升力， 同吋机翼 103又产升力， 共同使载重空间的内壳更好地悬浮。
[0163] 进一步地， 在第二流体通道 44的下部外壳 24和下部内壳 22之间， 设有多个彼此 相连接的连接装置 11; 而通过连接装置的柔性连接又能够有效避免或减少火车 行驶中产生的振动， 同吋使火车行驶吋内壳 101产生升力， 而不会带动外壳 102 产生升力。
[0164] 进一步地， ， 在第二流体通道 44内的下部外壳 24和下部内壳 22上分别设有极性 相反的磁性装置 9, 极性相反而产生相斥力的磁性材料， 帮助车体更好产生向上 的升力。
[0165] 所述磁性装置 9可以是永磁材料或者是其它通电后能够产生更大电磁场的磁性 装置， 使内壳 101在已产生升力的状态中， 更容易在磁性装置 9产生相斥力的作 用下产生更大的升力。
[0166] 进一步地， 在内壳 101与外壳 102之间的第一流体通道 43和第二流体通道 44通过 连接装置 11将内、 外壳连接， 则能够通过连接装置 11的柔性连接能更好的减少 火车行驶过程中产生的振动， 尤其是车前后设连接装置 11在刹车吋有效减少火 车产生的振动。
[0167] 进一步地， 连接装置 11包括柔性连接的弹性、 气压、 液压等； 除此之外、 连接 装置还包括非钢性的， 能产生柔性连接的多种不同的连接装置， 这此是本领域 常见技术。
[0168] 当高速列车快速行驶吋， 通常吋速为 200 - 300公里左右， 列车在此吋速的自然 状态中必然产生极大的升力， 若合理利用， 并进一步加大其升力、 就能使内壳 很好的悬浮。
[0169] 由于上部内壳 21的弧面、 进而设有扰流面 5、 进而又设有机翼 103, 使流体通过 的路径更大于为平面的下部内壳 22流体经过的路径， 当火车吋速为 200— 300公 里左右吋， 内壳 101在此吋速的自然状态中必然产生极大的升力而整体悬浮， 而 内壳上下部流体经过的路径相差越大， 产生的升力越大， 克服的重力越多， 就 越节能。
[0170] 通过合理设计机翼 103的结构， 更多延长流体通过的路径， 使其上下表面之间 因流速差异很大而产生更大压力差， 使载重空间的内壳 101的部分， 大部分或全 部重量悬浮于第一流体通道 43和第二流体通道 44之间。
[0171] 同吋车轮又彻底消除升力， 使火车附地力增加、 而更平稳更安全。
[0172] 进一步地， 在车体的内壳 101两侧部、 上部外壳 23、 和机翼 103上表面， 以及壳 体 1的其它部位上， 覆盖太阳能装置， 所述太阳能装置是通过太阳能转化为电能 的装置， 如、 可以是太阳能板或膜、 等太阳能装置。
[0173] 当列车快速行驶吋， 内壳 101的载重空间悬浮， 外壳消除升力， 此吋列车需要 的能耗非常少， 使各种绿色能源、 及太阳能驱动的火车商业化立即成为现实。
[0174] 进一步地， 去掉机翼 103, 上部内壳 21设有扰流面 5, 也能够更好使上部内壳 21
, 与为平面的下部内壳 22之间产生更大压力差， 使内壳 101更好的产生升力而悬 浮在上部外壳 23和下部外壳 24之间， 同吋外壳消除升力。
[0175] 实施例五
[0176] 一同参阅图 9所示， 本实施例提供悬浮列车运行系统， 实施例 2中因为发动机 17 作为列车的动力装置会产生噪音， 所以把实施例二中的悬浮列车 202设置在罩体 20内， 有效的减少噪音。
[0177] 罩体 20为普通的非真空通道形状的罩体 20, 列车设在罩体 20内， 列车的壳体 1 周围与罩体 20的内壁之间形成的距离不宽， 高速列车可在罩体 20内行驶。
[0178] 当高速列车在罩体 20内行驶吋、 在发动机 17的强大吸力作用下， 很容易把壳体
1周围与罩体 20的内壁之间有限范围内的流体， 最大能力的通过第一通气口 14高 速吸入外层流体通道 12内， 因而在列车周围形成相对的真空状态， 列车在罩体 2 0内行驶一段距离、 就在该段距离的罩体 20内形成相对的真空状态， 于是列车始 终在相对的真空状态中的罩体 20内行驶。
[0179] 同吋在上述压力差转移圈转变为本发明的第一、 第二推动力的基础上， 再次显 著减少列车受到的空气阻力， 提高行驶速度和能源利用率， 使列车壳体 1占总重 量的 90%以上悬浮， 车轮 7又消除升力， 使悬浮列车 202在罩体 20内的相对真空 状态中行驶。
[0180] 当下， 世界上关于高速列车未来的主要发展方向， 主要为真空罩体 20交通； 伹在几百公里的罩体 20内很难形成真空状态， 即使可以形成真空也要耗费巨大 的能源， 所以很难实施。
[0181] 本发明在沿列车长度方向的罩体 20内形成真空却很容易， 悬浮列车 202行驶一 段距离， 就在该段距离内形成相对的真空状态， 于是列车始终在阻力极小的相 对真空状态中的罩体 20内行驶。 使其速度很容易达到吋速 1000公里以上、 甚至 更高。
[0182] 实施例六
[0183] 本实施例与上不同是： 如图 9所示， 在普通的非真空通道形状的罩体 20外表面 的周围覆盖有太阳能装置 201 , 所述太阳能装置 201是通过太阳能转化为电能的 太阳能装置 201 , 可以是太阳能板或膜等太阳能装置 201。
[0184] 在沿高铁路线的罩体 20外表面的周围， 构成长达几百公里或上千公里， 形成较 大规模的、 由罩体 20外表面独特结构形成的太阳能发电站， 以及罩体 20内由太 阳能驱动列车的高铁运行系统。
[0185] 列车设在罩体 20内， 列车的壳体 1与罩体 20的内壁之间的距离不宽， 高速列车 在罩体 20内行驶， 所述实施例 1 - 4的高速悬浮列车 202, 通过在罩体 20内的太阳 能驱动行驶。
[0186] 由此， 几百公里或上千公里的罩体 20外表面覆盖的太阳能装置 201 , 形成罩体 2 0外表面独特结构的太阳能发电站。 由此、 在普通的、 非真空通道形状的罩体 20 内构成太阳能驱动的高铁运行系统。
[0187] 几百公里或上千公里的罩体 20外表面覆盖的太阳能装置 201转化产生的电能， 足够驱动所述高速悬浮列车 202在罩体 20内的高铁系统中行驶； 用不完的电还可 作动力输出。
[0188] 因此， 全部能源由太阳提供， 由太阳能驱动的高速悬浮列车 202及太阳能驱动 的铁路系统由此产生。
[0189] 综上所述， 本发明提供的一种悬浮列车 202及其运行系统， 改变现有技术的高 速列车在自然行驶中其自重、 载重及重力加速度产生的全部重量都由车轮 7承受 的公知常识， 能够使作为全部运载空间， 且占汽车 90%以上重量的壳体 1 , 在自 然状态的行驶中产生升力而悬浮， 能够通过壳体 1底部的结构设计， 使车轮 7减 少或消除升力， 增加车轮 7的附地力， 使列车行驶更平稳、 更安全。
[0190] 壳体 1产生升力而悬浮， 车轮 7又消除升力， 这两种相互矛盾的技术结构， 在此 达到和谐的统一。
[0191] 进一步地， 本发明的罩体 20为普通的非真空通道形状的罩体 20, 列车设在罩体
20的非真空通道内， 而悬浮列车 202却能在相对真空状态中行驶吋， 使其速度很 容易达到吋速 1000公里以上、 甚至更高。
[0192] 进一步的， 本发明的全部能源由太阳提供， 由太阳能驱动的高速悬浮列车 202 及太阳能驱动的铁路系统由此产生。
[0193] 进一步的， 在不增加额外动力的前提下， 列车壳体 1前后部迎风面和背风面之 间的正负压力相差越大， 产生从后向前的第二推动力就越大， 通过合理设计第 二推动力甚至可以不少于列车原来的推动力。 进一步地， 在不增加额外动力的 前提下， 本发明的悬浮列车 202壳体结构能够在列车行驶过程中产生多倍压力差 转移圈， 通过压力差转移圈向外转移多少流体阻力， 就获得多少第一推动力来 源， 使能源的实际利用率提高多少。
[0194] 尤其是第一推动力来源的发现， 将产生一次能源革命， 并将深远影响动力装置 的未来发展。
[0195] 以上所述仅为本发明的实施例， 并非因此限制本发明的专利范围， 凡是利用本 发明说明书及附图内容所作的等同变换， 或直接或间接运用在相关的技术领域 , 均同理包括在本发明的专利保护范围内。
技术问题
问题的解决方案 明的有益效果

Claims

权利要求书
一种悬浮列车， 包括壳体和车轮， 其特征在于： 还包括扰流板； 所述 扰流板与车轮相连接， 所述扰流板的上表面与壳体的底部之间形成与 外界相通的流体通道； 所述扰流板的下表面为凹凸于表面的扰流面。 根据权利要求 1所述的悬浮列车， 其特征在于， 所述壳体包括上部壳 体和下部壳体， 所述上部壳体的外表面设有用于延长流体经过路径的 扰流面； 所述流体通道由扰流板的上表面与所述下部壳体之间形成， 使流体经过上部壳体的路径大于经过下部壳体的路径， 且流体通过列 车底部扰流面的路径大于经过流体通道的路径。
根据权利要求 1所述的悬浮列车， 其特征在于， 还包括连接装置， 所 述扰流板通过所述连接装置与车轮相连接。
根据权利要求 3所述的悬浮列车， 其特征在于， 还包括支撑板， 所述 连接装置设置在支撑板与扰流板之间， 所述支撑板固定设置在所述扰 流板的下方与车轮连接。
根据权利要求 4所述的悬浮列车， 其特征在于， 还包括磁性装置， 所 述磁性装置相对的两个方向磁极相反， 所述磁性装置设置在所述支撑 板与扰流板之间。
根据权利要求 1-5任一项所述的悬浮列车， 其特征在于， 所述扰流面 由凹凸于表面的多个弧形、 三角形和 /或梯形构成； 或者， 所述扰流 面由多个螺旋扰流条构成， 或者扰流面由纵向对称或横纵方向对称的 水波纹构成。
根据权利要求 1-6任一项所述的悬浮列车， 其特征在于， 在环绕列车 的壳体内部的局部或整体， 由内向外的依次设有与外界相通的内层流 体通道和外层流体通道， 所述外层流体通道内设有凹凸于表面的扰流 面。
根据权利要求 7所述的悬浮列车， 其特征在于， 包括设在壳体上的第 一通气口和第二通气口； 所述外层流体通道通过两个以上的第一通气 口与外界相通； 所述内层流体通道通过通管和两个以上的第二通气口 与外界相通； 所述第一通气口的通气面积大于所述第二通气口的通气 面积。
根据权利要求 7所述的悬浮列车， 其特征在于， 所述内层流体通道通 过两个以上的第二通气口与外层流体通道相通。
根据权利要求 7所述的悬浮列车， 其特征在于， 还包括发动机， 所述 发动机的吸气口通过外层流体通道和第一通气口相通。
根据权利要求 7所述的悬浮列车， 其特征在于； 包括控制装置， 所述 第一通气口内设有控制装置来控制幵启关闭及进气量大小。
一种悬浮列车， 包括壳体， 其特征在于： 所述壳体包括内壳和外壳， 所述内壳与外壳之间构成与外界相通的流体通道；
所述外壳的上部外壳和下部外壳之间连接有两个以上的支撑架； 下部 外壳的外表面设有凹凸于表面的扰流面， 使内壳产生升力， 外壳消除 升力。
如权利要求 12所述的悬浮列车， 其特征在于： 包括车轮； 所述下部外 壳与所述车轮相连接。
如权利要求 12所述的悬浮列车， 其特征在于： 包括连接装置， 所述内 壳通过连接装置设置在外壳的上部外壳和下部外壳之间。
如权利要求 12所述的悬浮列车， 其特征在于： 所述内壳包括上部内壳 和下部内壳， 所述流体通道包括第一流体通道和第二流体通道； 所述 上部内壳与上部外壳构成第一流体通道， 所述下部内壳与下部外壳构 成第二流体通道。
如权利要求 12所述的悬浮列车， 其特征在于： 还包括机翼， 所述机翼 与所述上部内壳相连接地设置两侧或上部， 所述机翼的上表面的局部 或整体设有凹凸于表面的扰流面； 所述机翼与列车的控制机构相连接
， 所述控制机构控制机翼的角度及形态改变。
如权利要求 12所述的悬浮列车， 其特征在于： 还包括磁性装置， 所述 磁性装置设置在所述内壳和外壳之间产生相斥力， 所述磁性装置能够 在面对内壳方向和外壳方向分别产生磁性相反的磁场。 [权利要求 18] 如权利要求 12所述的悬浮列车， 其特征在于： 所述扰流面由凹凸于表 面的多个弧形、 三角形和 /或梯形构成， 或者所述扰流面由纵向对称 或者纵横方向分别对称的水波纹构成。
[权利要求 19] 一种悬浮列车运行系统， 其特征在于： 包括非真空的罩体和如权利要 求 1-18任意一项所述的悬浮列车， 所述悬浮列车在所述非真空的罩体 内行驶。
[权利要求 20] —种悬浮列车运行系统， 其特征在于， 包括非真空的罩体和如权利要 求 1-18任意一项所述的悬浮列车， 所述非真空罩体的外表面覆盖有太 阳能装置； 所述太阳能驱动悬浮列车在罩体内行驶。
PCT/CN2015/097006 2015-11-06 2015-12-10 悬浮列车及其运行系统 WO2017075860A1 (zh)

Priority Applications (1)

Application Number Priority Date Filing Date Title
US15/254,613 US10464544B2 (en) 2015-11-06 2016-09-01 Suspension train and operating system thereof

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
CN201510769768.X 2015-11-06
CN201510769710.5A CN106672089A (zh) 2015-11-06 2015-11-06 一种悬浮火车
CN201510769838.1 2015-11-06
CN201510769768.XA CN106671821A (zh) 2015-11-06 2015-11-06 一种悬浮列车及其运行系统
CN201510769838.1A CN106671999A (zh) 2015-11-06 2015-11-06 一种在行驶中减少重量的节能火车
CN201510769710.5 2015-11-06

Related Child Applications (1)

Application Number Title Priority Date Filing Date
US15/254,613 Continuation-In-Part US10464544B2 (en) 2015-11-06 2016-09-01 Suspension train and operating system thereof

Publications (1)

Publication Number Publication Date
WO2017075860A1 true WO2017075860A1 (zh) 2017-05-11

Family

ID=58661350

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2015/097006 WO2017075860A1 (zh) 2015-11-06 2015-12-10 悬浮列车及其运行系统

Country Status (2)

Country Link
US (1) US10464544B2 (zh)
WO (1) WO2017075860A1 (zh)

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2017075860A1 (zh) * 2015-11-06 2017-05-11 朱晓义 悬浮列车及其运行系统
CN107150788A (zh) * 2017-04-26 2017-09-12 朱晓义 一种产生更大升力的固定翼飞行器
US20230016710A1 (en) * 2018-08-08 2023-01-19 Transportation Ip Holdings, Llc Vehicle control system
US11485393B2 (en) * 2018-08-08 2022-11-01 Transportation Ip Holdings, Llc Vehicle control system
CN109149121B (zh) * 2018-08-29 2021-01-12 北京交通大学 电磁介质直接覆盖漏波系统的真空管飞行列车通信系统
CN109582023B (zh) * 2018-12-21 2019-10-11 费子偕 一种新型载人工具以及适用其的控制方法
CN110323167B (zh) * 2019-05-09 2021-10-01 京东方科技集团股份有限公司 3d基板输送装置及3d基板清洗机
CN110641501B (zh) * 2019-10-31 2021-08-13 青岛理工大学 高速列车侧滚、点头、摇头动态行为的力矩控制方法
AT524942B1 (de) * 2021-06-25 2022-11-15 Innova Patent Gmbh Seilbahnfahrzeug

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5280827A (en) * 1992-12-22 1994-01-25 Cletus L. Taylor Venturi effect charging system for automobile batteries
CN101618724A (zh) * 2009-07-27 2010-01-06 朱晓义 火车
CN101767592A (zh) * 2008-12-30 2010-07-07 朱晓义 高速节能火车
CN101920726A (zh) * 2010-08-30 2010-12-22 朱晓义 汽车或火车
CN101973275A (zh) * 2010-09-28 2011-02-16 朱晓义 汽车或火车运行系统及其罩体
CN104442860A (zh) * 2014-11-17 2015-03-25 朱晓义 一种高速火车

Family Cites Families (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3235099A (en) * 1963-11-01 1966-02-15 Clark Equipment Co Air film material handling system
US4343506A (en) * 1980-08-05 1982-08-10 The United States Of America As Represented By The Administrator Of The National Aeronautics And Space Administration Low-drag ground vehicle particularly suited for use in safely transporting livestock
US4789117A (en) * 1986-12-29 1988-12-06 United Technologies Corporation Bodies with reduced base drag
US5114099A (en) * 1990-06-04 1992-05-19 W. L. Chow Surface for low drag in turbulent flow
WO1997002167A1 (fr) * 1995-07-04 1997-01-23 Hiroyuki Minakami Systeme de trafic/transport
US6178892B1 (en) * 1999-09-30 2001-01-30 Lou O. Harding Magnetic/air transportation system
US6261397B1 (en) * 2000-03-09 2001-07-17 June Tailor, Inc. Quilting method and system
US6685256B1 (en) * 2002-12-23 2004-02-03 Carl L. Shermer Trailer drag reduction system
US20070018055A1 (en) * 2005-07-11 2007-01-25 Schmidt Eric T Aerodynamically efficient surface
WO2009092217A1 (zh) * 2007-12-27 2009-07-30 Xiaoyi Zhu 流体运动装置
US9278719B2 (en) * 2007-12-27 2016-03-08 Xiaoyi Zhu Vehicle
AU2012363091B2 (en) * 2011-04-15 2017-03-23 Lta Corporation Transportation system including a hovering vehicle
WO2017075860A1 (zh) * 2015-11-06 2017-05-11 朱晓义 悬浮列车及其运行系统
WO2017075861A1 (zh) * 2015-11-06 2017-05-11 朱晓义 悬浮汽车

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5280827A (en) * 1992-12-22 1994-01-25 Cletus L. Taylor Venturi effect charging system for automobile batteries
CN101767592A (zh) * 2008-12-30 2010-07-07 朱晓义 高速节能火车
CN101618724A (zh) * 2009-07-27 2010-01-06 朱晓义 火车
CN101920726A (zh) * 2010-08-30 2010-12-22 朱晓义 汽车或火车
CN101973275A (zh) * 2010-09-28 2011-02-16 朱晓义 汽车或火车运行系统及其罩体
CN104442860A (zh) * 2014-11-17 2015-03-25 朱晓义 一种高速火车

Also Published As

Publication number Publication date
US20170129472A1 (en) 2017-05-11
US10464544B2 (en) 2019-11-05

Similar Documents

Publication Publication Date Title
WO2017075860A1 (zh) 悬浮列车及其运行系统
CN104691744B (zh) 高空螺旋桨协同射流高效控制方法
CN103612671B (zh) 无升力节能汽车
US10641241B2 (en) Negative-pressure suction-type fluid-driving dynamical machine
CN105313910A (zh) 一种安装减阻装置的高速列车
CN209147240U (zh) 磁力传动的异向导风结构及空调器
WO2017075861A1 (zh) 悬浮汽车
CN106114749A (zh) 一种风波互补双体船
CN201580558U (zh) 一种磁悬浮旋翼式飞碟
CN101612994A (zh) 一种磁悬浮旋翼式飞碟
CN201646720U (zh) 侧动力全驱动近悬浮轨道列车系统
CN201090504Y (zh) 一种具有回流槽的单级单吸离心泵叶轮
CN106671821A (zh) 一种悬浮列车及其运行系统
CN209147241U (zh) 磁力传动的多层导风结构及空调器
CN103481772A (zh) 一种新型太阳能赛车
CN103612731A (zh) 潜艇或潜艇航母
CN108909741A (zh) 一种出风口导流装置及列车
CN106672089A (zh) 一种悬浮火车
CN203942430U (zh) 电磁力轮毂电机
CN101722866A (zh) 复合动力汽车技术
CN206060440U (zh) 一种具有减震功能的高效轻质轮毂电机
CN103129338A (zh) 净化空气的环保能源水陆两栖电动车
CN106671999A (zh) 一种在行驶中减少重量的节能火车
CN101468662A (zh) 汽车的节能方法及汽车
CN201299971Y (zh) 一种气垫悬浮玩具车

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 15907702

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 15907702

Country of ref document: EP

Kind code of ref document: A1