Supersonic passenger railway

Abstract

The invention discloses a hybrid kinetic energy driven ultra-high-speed railway. A novel train body is designed on the basis of a maglev train. An air compressor is arranged in the head of a vehicle body; an airflow pipeline is arranged in the upper part of the vehicle body; and equipment such as a turbojet engine is arranged at the tail of the vehicle. Under the resultant force driving of the suspension magnetic field and the jet engine, the vehicle body quickly and safely conveys passengers to a destination along the magnetic suspension track. The key technology of the invention is to eliminate huge air resistance generated during the forward movement of the train; meanwhile, air resistance is converted into thrust to the vehicle body; the dynamic influence problem that a train enters a tunnel to generate high-strength airflow is solved. And the scientific and technological problem that oil and water cannot be mixed is solved in a disguised manner by using oil and water in stages, so that steam generated by water at a high temperature and eddy current generated by water in injection can shield a vehicle body, and a train can realize energy-saving, environment-friendly and ultrahigh-speed operation under the natural condition of a non-vacuum pipeline.

Description

Technical Field

[0001] The supersonic passenger railway of the present invention is an application technology involving the integration and intersection of multiple disciplines such as rail transportation technology and aviation power technology. It mainly includes magnetic levitation rail transportation technology, combustion jet engine technology, dynamic turbofan compressor asymptotically forming low vacuum negative pressure technology, air condensation technology, water mist cooling steam booster technology, steam vortex self-generated barrier reverse thrust technology, superconducting electromagnetic technology, power communication technology, etc., and through the integration and improvement of the above-mentioned related technologies, a new type of carrier body and traction power equipment are innovatively designed and manufactured on the basis of the magnetic levitation track. The fundamental difference from the existing magnetic levitation railway is that at the front and rear of the magnetic levitation track carrier body, a turbofan air compressor and a combustion jet engine are separated and built-in, which converts the huge resistance of the air to the front of the car into a strong thrust of the air to the car body, and at the same time reduces the alternating aerodynamic load of the high-speed train when entering the tunnel, so that the new type of carrier body on the magnetic levitation track can achieve the effect of supersonic operation, creating a historical precedent for the deep exchange and integration of aviation technology and railway technology, and is a major technical achievement of interdisciplinary comprehensive application and an inevitable demand and choice for the development of the future era. Background Art

[0002] Over the past 100 years, railways in various countries around the world have been upgrading with the continuous development of science and technology. From coal-fired steam engines to petrochemical internal combustion engines, and then to large electric motors, major technological changes have occurred. Especially after the application of electric traction locomotives, people have broken down the large electric motors on the front of the locomotive into several small motors installed on the axles of each carriage, so that each axle can directly drive the wheels to rotate rapidly in the same direction at the same time under the action of the small motor, so that the train has changed from a single centralized drive to a decentralized multi-point drive, achieving a passenger speed of 350 kilometers per hour.

[0003] As early as 1964, Japan adopted the practical technologies of ETCS, TC and other related railways from Europe and the United States to build the 515-kilometer Tokaido Shinkansen, with a speed of up to 300 kilometers per hour. By the end of 2009, high-speed railways were booming in countries around the world, and more than a dozen countries, including Japan, France, Germany, China, Italy, Spain, Belgium, the Netherlands, Sweden, the United Kingdom, the United States, Russia, and South Korea, had run high-speed railways at speeds of more than 200 kilometers per hour. Other countries that are currently building or planning to build high-speed railways include Switzerland, Austria, Denmark, Canada, Australia, and India.

[0004] The high-speed railways currently in operation and to be built in the above-mentioned countries are mostly still traditional wheel-rail traction railways in terms of their operating principles. When running at speeds above 350km / h, the narrow track gauge, high center of gravity of the car body, large friction and air resistance, etc., seriously affect the safety performance of the passenger cars and limit the speed increase of the trains.

[0005] At present, the speed of general wheel-rail high-speed railway is only 150-350 kilometers per hour. The countries with relatively good development of high-speed railway include China, Japan, France, Germany, etc., especially my country's high-speed railway technology has been ahead of the world in many aspects. However, if we want to increase the speed of wheel-rail high-speed railway to more than 600 kilometers per hour, it will become a global technical problem due to air resistance, friction and safety issues. Even if some experts propose to increase the diameter of the wheel, it is extremely difficult to reach a speed of more than 1,000 kilometers per hour.

[0006] Although maglev rail transit railways have been built at home and abroad, they can only run at a speed of about 600 kilometers per hour. In 2003, my country built the world's first commercial maglev railway in Shanghai, with a speed of 430 kilometers per hour. In 2011, Japan started construction of the Central Shinkansen maglev high-speed railway, which is designed to run at a speed of 505 kilometers per hour and is expected to be put into operation in 2027. At present, my country is also conducting scientific research experiments on maglev high-speed railways with a speed of about 600 kilometers per hour in Shanghai, Qingdao, Chengdu and other places.

[0007] However, as the speed increases, the aerodynamic problems of the train entering the tunnel also have a great impact, especially the air resistance in front of the train during the movement also increases at the square of the speed. These problems have caused the train speed to be restricted by bottlenecks. In order to eliminate the air resistance generated by the train during high-speed operation, some experts have designed the maglev train to run in a vacuum tube, with a speed of more than 1,000 kilometers per hour. However, related issues such as thermal expansion and contraction caused by the vacuum tube and the large air pressure difference between the inside and the outside need to be studied and solved.

[0008] As early as 1931, German aviation engineers designed and manufactured a BMW 12-cylinder 600-horsepower propeller engine to increase the operating speed of trains. The engine was able to propel passenger cars at a speed of up to 230 kilometers per hour, setting the highest level of railways in the world at that time.

[0009] In 1968, French engineers designed and manufactured a monorail train to reduce the friction of wheel-rail trains. The train was driven by two external turbojet engines and reached a speed of 429.7 kilometers per hour.

[0010] In 1970, the Soviet Union designed and manufactured a turbojet traction vehicle with a speed of up to 360 kilometers per hour.

[0011] The biggest common problem that prevented Germany, France and the Soviet Union from continuing to develop and apply aviation engine-driven trains was actually mainly because the external turbojet engines caused the trains to be greatly affected by the high-speed airflow dynamics after entering the tunnel, and they were unable to solve the global problem of alternating aerodynamic loads that still exists today, resulting in the trains being unable to cross mountains and pass through tunnels normally. This key problem ultimately led to the discontinuation of research and development and application.

[0012] In the 2010 patent document ZL201020168431.6, although the ultra-high-speed railway utility model patent certificate obtained by Cui Xingsheng was published, the speed can reach 800km / h, but it only uses grooved tracks and designs the wheel axle in the middle of the upper and lower double-layer carriages, which lowers the center of gravity. The upper and lower double-layer widened and lengthened single-section carriages reduce the number of wheels and axles by 90%, and also relatively reduce friction. However, because an external jet engine is still used, it is still difficult to solve the problems of air flow pressure when the train enters the tunnel and air resistance at the head of the train. The operation mode of external traction power and wheel-rail rolling is greatly affected by factors such as friction and air resistance, and it is impossible to increase the speed to more than 1,000 kilometers per hour.

[0013] Patent document CN200310100927.4 discloses a railway plane, which is composed of the following three parts: an elevated rail, a suspension channel, and a railway plane. On the inner side surfaces of the left and right side panels of the suspension channel, a permanent magnet is horizontally arranged, which is called a positioning permanent magnet. There is also a special wing called a vacuum wing, and an air extraction port is arranged on the bottom plate of the vacuum wing. First, the engine of the railway plane is started, and then the railway plane begins to taxi on the elevated rail. When it reaches a certain speed, the oncoming high-speed airflow is exhausted to the vacuum wing by the pneumatic exhauster, and when sufficient pressure difference is generated above and below the bottom plate of the vacuum wing, the bottom plate of the vacuum wing pulls the fuselage of the railway plane up through a connecting rod, and the wheels of the railway plane leave the rails and start to take off. As the flight speed increases, the exhaust force of the pneumatic exhauster will also increase, the vacuum degree of the vacuum wing will be further improved, and the bottom plate of the vacuum wing will be further elevated together with the fuselage of the railway plane. When the railway plane takes off to a certain specified height, the suction force of the pneumatic vacuum pump is controlled to be constant, and the railway plane maintains a certain height on the elevated rails and flies horizontally under the suspension channel. Since the railway plane of the invention uses the atmospheric pressure difference above and below the vacuum wing bottom plate to suspend, the structural requirements of the body are relatively complex, and it is necessary to set up a suspension channel, vacuum wing, permanent magnet, vacuum pump, etc. After taking off, it is actually still an aircraft, and in fact, the technology has long been abandoned by the applicant due to its poor practicality.

[0014] Most of the existing railways have been developed from the first generation of wheel-rail steam engines (centralized drive), the second generation of wheel-rail internal combustion engines (centralized drive), the third generation of wheel-rail electric engines (centralized drive), the fourth generation of wheel-rail motor vehicles (decentralized drive), the fifth generation of wheel-rail high-speed railways (decentralized drive), and the sixth generation of magnetic levitation high-speed railways (linear motor drive). From the first generation to the sixth generation, the speed has only increased from about 30 kilometers per hour to about 600 kilometers per hour. The supersonic railway of the present invention has once again made a big leap and upgraded to a speed of 2,000 kilometers per hour, making a qualitative leap in railway technology, directly leaping over the seventh and eighth generations of super-high-speed railways with a speed of 500 to 1,000 kilometers per hour, and leapfrogging to become the most advanced ninth and tenth generations of supersonic passenger railways with a speed of 800 to 2,000 kilometers per hour, especially being able to achieve a true supersonic rail passenger railway like an airplane under the natural atmospheric pressure conditions of a non-vacuum pipeline. Summary of the invention

[0015] So far, there are usually only three types of models for railway research and development and application in various countries around the world: the first is the traditional wheel-rail traction technology that is still widely used today, with a maximum speed of about 350 kilometers per hour. Although the traction power has been upgraded many times over the past 100 years, the overall train has not undergone a major qualitative change. The second is the technology of wheel-rail carriages traction by aviation turbojet engines developed by Germany, France and the Soviet Union, with a maximum speed of about 400 kilometers per hour. Although there has been a qualitative breakthrough in the structural method, the tunnel aerodynamic problems it brought have not been solved and the research and development and application have been forced to stop. The third is the emerging application of modern magnetic levitation rail transit linear motor drive technology, which can reach a speed of about 600 kilometers per hour, which has produced a qualitative leap in railway technology.

[0016] The present invention is the fourth type of supersonic passenger railway, which has undergone a major qualitative change compared with the above three modes. It combines multiple technologies such as aviation with magnetic levitation rail transportation technology. It can avoid the friction between the wheels, rails and axles of traditional trains, and eliminate the huge air resistance generated by the front of the high-speed train during operation and the alternating aerodynamic load in the tunnel. Its innovative features:

[0017] First, a split design is adopted, with a multi-stage turbofan air compressor built into the front of the train and a jet combustion chamber built into the rear of the car body. The air in front of the train is gradually compressed by the turbofan compressor in dynamic state, continuously forming a low vacuum negative pressure state, eliminating the air resistance in front of the train front and the influence of the relatively high-speed, high-pressure dynamic airflow in the tunnel on the car body; and through the low-temperature diversion pipe, the gas discharged by the compressor is condensed and transported for combustion in the rear combustion chamber, effectively converting the air resistance in front of the train front into jet thrust at the rear of the car, turning harm into benefit and achieving a suction and traction effect of killing two birds with one stone.

[0018] Secondly, by building low-temperature diversion ducts into the transport vehicle body, instead of using vacuum ducts to solve the problem of huge air resistance that increases at the square of the speed when the train is running, it also solves the problem of alternating aerodynamic loads generated when the train passes through mountains and tunnels.

[0019] The third is to use water to absorb the waste heat from the outer metal wall of the combustion chamber, generating steam that expands more than 1,400 times and then spraying it out to increase thrust.

[0020] Fourthly, the barrier effect of the vortex generated by the jet steam is utilized to further enhance the reverse thrust on the train.

[0021] The supersonic passenger railway of the present invention has five combined forces in operation, which pull and drive the train in the same direction at the same time: the first is the driving force of the magnetic field of the original magnetic levitation track linear motor; the second is the attraction force under the low vacuum negative pressure state generated by the turbofan compressor in front of the car head; the third is the driving force of the high-temperature combustion jet at the rear of the car body; the fourth is the booster force formed by the steam expansion 1400 times generated by the residual heat of water mist cooling at the rear; the fifth is the reverse thrust that forms a barrier after the vortex is generated during the steam injection process.

[0022] The key innovative technology of the present invention is: through the combined effect of the above-mentioned multiple approaches, it can not only eliminate the air resistance at the head of the high-speed train that increases with the square of the speed and the alternating aerodynamic load generated when the train enters the tunnel; it can also convert the strong air resistance into a huge thrust on the car body through the diversion duct and combustion chamber, so that the maglev train has the same effect as an airplane, replacing the previous technology of external aircraft engines for wheel-rail trains, and avoiding the vacuum pipeline technology with higher construction costs. This innovative development, which is a major breakthrough, makes the maglev train even more powerful. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figures 1 to 4 It is a schematic diagram of the transport carriage and traction power equipment of the supersonic passenger railway on the magnetic levitation track of the present invention.

[0024] Figure 1 : Side view of the overall train appearance. 1-rectifier safety protection net cover, 2-turbofan compressor, 3-cockpit, 4-window, 5-combustion chamber outer cover, 6-magnetic levitation track, 7-track safety protection and speed brake, 8-turbofan compressor outer cover, 9-door.

[0025] Figure 2 : Side cross-section of the interior of the whole train. 10- turbofan compressor blades, 11- auxiliary compressor, 12- auxiliary compressor blades, 13- low-temperature guide pipes, 14- combustion chamber, 15- upper compartment, 16- lower compartment, 17- water tank, 18- fuel tank, 19- steam generation chamber, 23- electromagnetic equipment system for maglev rail transit.

[0026] Figure 3 :The front view of the overall train head shape. 20-track power equipment system, 21-suspended track roadbed protection layer, 22-suspended track roadbed, 23-suspended track electromagnetic equipment system, 24-headlights.

[0027] Figure 4 : Cross-sectional view of the interior of the whole train. 25- Stairs between upper and lower carriages, 26, 27- Seats between upper and lower carriages, 28, 29- Luggage lockers between upper and lower carriages, 30- Pedestrian passage between upper and lower carriages. Specific implementation plan

[0028] The supersonic passenger railway of the present invention has a turbofan air compressor and other equipment built into the head of the carrier body of the magnetic levitation track; a jet engine and other traction supporting power equipment built into the rear of the body; and a low-temperature guide pipe and other equipment built into the middle of the body. The turbofan compressor built into the head of the train gradually and continuously attracts, compresses, and eliminates the air resistance in front of the head of the train, so that the head of the train always gradually and continuously forms a low vacuum negative pressure state, generating a forward suction and traction force on the body; the compressed air in front of the head of the train is condensed and discharged to the combustion chamber built into the rear of the train through the built-in low-temperature guide pipe to provide it with high-pressure gas; the high-pressure gas is burned together with the fuel in the combustion chamber to generate a thrust generated by the backward ejection of high-temperature and high-pressure expansion gas, which, together with the original magnetic repulsion of the suspended body, is driven by double force and in the same direction, so that the suspended body can achieve supersonic operation like an airplane.

[0029] The specific embodiments of the present invention are further described below in conjunction with the drawings. Figures 1 to 4 1-30 shows the basic structure, composition and basic operation principle of the new type of carrier body and traction power equipment innovatively designed and manufactured by the present invention. It mainly includes: the entire carrier body on the magnetic suspension track and various main equipment systems such as compression, condensation, diversion, combustion, expansion, gasification, etc. built-in.

[0030] The specific implementation process is: on the carrier body located on the maglev track, a turbofan air compressor is built into the front end of the car (as shown in Figure 2 2 and 10), which is used to compress and eliminate the air resistance in front of the car, and at the same time reduce the alternating aerodynamic load of the train when entering the tunnel; after secondary compression (as shown in Figure 2 11 and 12), the gas is respectively input into two low-temperature pipes in the car body (as shown in Figure 2 13), and the compressed air is condensed and directed to the combustion chamber at the rear (as shown in Figure 2 14) through the pipes, and burned together with the fuel supplied by the fuel tank (as shown in Figure 2 18), the high-temperature expansion is ejected backwards, and a thrust of 20-50 tons is generated (the specific power size can be matched according to actual needs), so that the maglev carrier body can achieve supersonic operation under the dual strong traction of the track magnetic field drive and the rear jet propulsion.

[0031] During the combustion process, the flame generates a high temperature of 2000 degrees on the outer layer of the metal wall of the combustion chamber (as shown in Figure 2 19). In order to extend the service life of the combustion chamber and improve the thermal efficiency, the high-temperature waste heat is absorbed by the water mist supplied by the water storage tank (as shown in Figure 2 17) to absorb the high-temperature waste heat of the outer layer of the metal wall of the combustion chamber (as shown in Figure 2 19). At the same time, steam is generated and expanded 1400 times and sprayed backwards to help the vehicle move forward.

[0032] As the steam is ejected backward, a vortex state is continuously generated, which always forms a high-density barrier behind the rear of the vehicle, producing a reverse thrust effect on the vehicle body; water replacing oil plays a role in energy conservation, environmental protection and high efficiency.

[0033] Through the combined effect of the above-mentioned equipment and technologies, the entire vehicle body on the maglev track, without the friction between wheels, rails and axles and the huge air resistance on the head of the train, can achieve a total speed of about 2,200 kilometers per hour, just like sailing with the current, by adding the speed of an airplane of 1,800 kilometers per hour on the existing maglev speed of 600 kilometers per hour. This allows the entire train to run at supersonic speed under the natural atmospheric pressure of a non-vacuum pipe.

[0034] The whole carriage of the supersonic train can be designed as a single layer or upper and lower double layers according to the needs (as shown in Figure 2 15 and 16); on both sides of the connection between the upper and lower layers of the double-layer car body, low-temperature pipes (as shown in Figure 4 13) are installed to guide the compressed air, so that the compressed gas is guided from front to back for combustion; the external whole carriage is a balanced symmetrical streamlined shape, made of lightweight materials such as alloy and fiber, to ensure the strength and safety performance of the car body, reduce the deadweight load of the car body and benefit energy saving; the internal structure is designed with reference to the large Airbus body, with a passenger capacity of about 300-1000 people, and stairs for the upper and lower carriages (as shown in Figure 4 25) and luggage cabinets (as shown in Figure 4 28 and 29); a rectifier safety protection net cover (as shown in Figure 1 1) and track safety protection and speed brake (as shown in Figure 1 7) are installed in front of the compressor at the head of the train, and the whole carriage has 2-3 doors, two doors (as shown in Figure 1 9) have one passenger flow in and one out, and three doors have one passenger flow in and two out; the windows are rectangular or elliptical (as shown in Figure 1 4).

[0035] Beneficial Effects

[0036] 1. The most critical technology of the present invention is that it can not only eliminate the huge air resistance generated by the train during operation, which increases by the square of the speed, but also turn the disadvantage into an advantage, and transform the huge air resistance into a huge thrust on the car body. By taking a different approach, overtaking on the curve, organically combining magnetic levitation technology and aviation technology, learning from each other's strengths and weaknesses, and making innovations, the huge air resistance in front of the train head is effectively transformed into a strong thrust on the car body, solving the major global problem that the existing railway is seriously restricted by air resistance.

[0037] 2. Another important technology of the present invention is to solve another global problem of alternating aerodynamic loads generated by high-speed trains entering tunnels. Since the air resistance of the train entering the tunnel is eliminated, the squeezing force of the air on the car body is naturally reduced, which effectively resolves the problem of alternating aerodynamic loads generated by high-speed trains entering tunnels, which is conducive to promoting the rapid development of railways, and will surely play a huge role in driving the rapid prosperity of industries such as transportation, electromechanics, communications, electricity, road and bridge infrastructure, employment, and related upstream and downstream industrial chains, and promoting the rapid development of the national economy.

[0038] 3. The supersonic passenger railway technology of the present invention greatly improves time efficiency. The supersonic passenger railway has sufficient comprehensive power, large thrust, and high effective power, and is 5 times faster than the existing high-speed railway. It enables the railway to achieve supersonic operation of aircraft under the premise of great safety, reaching the world's most advanced level, and realizing people's beautiful wish for a minute of time to be bought with a pound of gold for thousands of years.

[0039] 4. The technology of the present invention has greater safety performance than airplanes and wheel-rail high-speed railways. Supersonic passenger railways use superconducting material technology with pinning characteristics and gyro automatic stabilization technology (patents to be applied for separately), which has more stable safety performance than wheel-rail railways, is not easy to derail and overturn, and has better natural conditions for handling emergency failures than airplanes.

[0040] 5. The supersonic railway of the present invention has the advantages of high efficiency, energy saving and environmental protection. It can make full use of the waste heat of the engine combustion chamber, adopt the method of cooling and absorbing heat with water mist, generate steam jet to boost the vehicle body, increase the thrust of the engine, and at the same time solve the major scientific and technological problem that oil and water cannot be mixed in disguise; in the process of using steam to boost the vehicle body, the barrier reverse thrust effect of the steam vortex further enhances the traction of the vehicle body.

[0041] 6. The supersonic passenger railway of the present invention is more convenient for passengers to travel. Supersonic railway stations can be flexibly arranged at multiple points in the urban area, and can replace airplanes in most areas. Before and after entering and leaving the urban station, the train can only use magnetic levitation drive and suspend the operation of the turbojet engine to avoid excessive noise from the engine and achieve the purpose of deceleration when entering the station.

[0042] 7. The supersonic passenger railway of the present invention has low cost and high benefit. It saves urban land compared with airports, has a larger passenger capacity than airplanes, and has a longer service life than airplanes. It is only equivalent to the cost of ordinary maglev railways, that is, it has the operating speed of airplanes, and has relatively low operating costs and high economic benefits.

Claims

1. The most critical technology of the supersonic passenger railway of the present invention is that it can eliminate the huge air resistance generated in front of the train when it is moving, and at the same time, it can transform the huge air resistance in front of the train into a huge thrust on the car body, and it can also reduce the alternating aerodynamic load generated by the train when entering the tunnel. It is characterized by: A new type of vehicle body is innovatively designed and manufactured on the maglev track, and a new set of power traction equipment is added to the vehicle body. The main features are a built-in turbofan air compressor in the front of the vehicle; a built-in jet steam engine in the rear of the vehicle; a built-in condensing air guide duct in the entire vehicle compartment; a new type of vehicle front, rear, vehicle compartment and traction power equipment with separate built-in compression and combustion jets (the turbofan compressor and jet combustion chamber engine can also be replaced by high-speed brushless motors, and the power size can be configured according to actual needs).

2. The method according to claim 1, characterized in that: A turbofan air compressor is built into the front of the locomotive. On the one hand, it eliminates the air resistance in front of the locomotive, so that the front of the moving locomotive always gradually and continuously maintains a low vacuum negative pressure state, forming a driving force to attract and pull the train forward; on the other hand, a low-temperature air diversion duct is built into the middle of the car body, and the gas discharged from the compressor is condensed and compressed for the second time through the low-temperature diversion duct, and then transported to the rear of the car body for combustion and expansion in the combustion chamber, and then ejected to generate thrust; the air suction traction force in front of the locomotive and the thrust of the high-temperature and high-pressure gas ejected from the rear of the car body, based on the track magnetic drive, form a powerful combined force in the same direction, and together push the magnetic levitation carrier body to run at supersonic speed.

3. The jet steam engine combustion chamber arranged at the rear of the vehicle body as described in claims 1 and 2 is characterized in that: A water-cooled steam booster is installed outside the jet combustion chamber at the rear of the vehicle. When the fuel burns in the combustion chamber, the high temperature generated on the outer layer of the metal wall and the waste heat ejected out are absorbed by the water mist waste heat absorption device. The water absorbs the heat of the 2000-degree high-temperature metal layer outer wall of the combustion chamber, expands more than 1,400 times, and produces steam that is ejected backwards, which again exerts a boost on the magnetic levitation vehicle body.

4. The steam generated by waste heat as claimed in claims 2 and 3, characterized in that: The expanded steam formed when the water mist is cooled produces a vortex gas state during the backward spray, and the vortex gas instantly forms a barrier, which can play a role of reverse thrust and boosting the forward movement of the vehicle.

5. The steam generated by the residual heat absorbed by the water mist cooling in the combustion chamber at the rear of the vehicle body as claimed in claims 3 and 4 can have a stronger thrust than that of pure high-temperature air. It is characterized by: By using oil and water in stages, the problem that oil and water cannot be mixed is solved in disguise. At the same time, the high temperature problem of fuel jet engines is also solved. It is energy-saving, environmentally friendly and efficient.

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