Tube for transport system

Abstract

A tube for a transport system is disclosed. A tube for a transportation system according to an embodiment may include: an inner tube for providing a travel path of a vehicle traveling under a pressure condition below atmospheric pressure; an outer tube formed outside the inner tube; and a damping member for providing support between the inner tube and the outer tube and absorbing vibrations.

Description

Technical Field

[0001] The present disclosure relates to a tube for a transportation system that provides a travel path for a vehicle moving under low-pressure conditions. Background Art

[0002] Recently, a transportation system that allows a vehicle to travel at high speed under low-pressure conditions has been introduced.

[0003] The transportation system includes a tube that provides a travel path for the vehicle. The tube can form an internal pressure lower than atmospheric pressure, so that air resistance is reduced during vehicle travel.

[0004] In addition, a magnetic levitation method can be applied to the transportation system to reduce frictional resistance, which is one of the driving resistances.

[0005] Inside the tube, the attractive and repulsive forces of the magnetic field can vary precisely and periodically, and thus a constant gap can be maintained between the guide rail and the vehicle, allowing the vehicle to remain in a magnetic levitation state during travel.

[0006] Controlling the circumferential vibration that occurs during the travel of the vehicle in the transportation system can be used to make the state of the transportation system more stable. Summary of the Invention

[0007] Technical Problem

[0008] One aspect of the present disclosure provides a tube for a transportation system that can provide a travel path for a vehicle and effectively reduce circumferential vibration that occurs during vehicle travel.

[0009] Technical Solution

[0010] According to one aspect of the present disclosure, a tube for a transportation system may include: an inner tube that provides a travel path for a vehicle traveling at a pressure lower than atmospheric pressure; an outer tube that is formed outside the inner tube; and a damping member that supports the inner tube and the outer tube and buffers between the inner tube and the outer tube.

[0011] The damping member may have a smaller elastic modulus than the inner tube and the outer tube.

[0012] The inner tube and the outer tube may be made of steel, and the damping member may have a smaller elastic modulus than steel.

[0013] The elastic modulus of the damping member may be 1 / 100 to 1 / 1000 of the elastic modulus of steel.

[0014] The damping member may have an annular shape in which the inner circumference of the damping member is supported by the outer circumference of the inner tube, and the outer circumference of the damping member is supported by the inner circumference of the outer tube.

[0015] The width of the damping member in the longitudinal direction of the tube may be greater than half of the sum of the thickness of the inner tube and the thickness of the outer tube.

[0016] The width of the damping member in the longitudinal direction of the tube may be 2 to 5 times as large as half of the sum of the thickness of the inner tube and the thickness of the outer tube.

[0017] A plurality of damping members may be arranged to be spaced apart from each other in the longitudinal direction of the tube.

[0018] The tube for the transportation system may further include spacers disposed between the plurality of damping members for supporting the inner tube and the outer tube.

[0019] The spacer may have an annular shape in which the inner circumference of the spacer is supported by the outer circumference of the inner tube and the outer circumference of the spacer is supported by the inner circumference of the outer tube.

[0020] Advantageous Effects

[0021] According to one aspect of the present disclosure, the tube for the transportation system can provide a traveling path for a vehicle and effectively reduce circumferential vibrations occurring during the vehicle's travel. Description of the Drawings

[0022] Figure 1 is a side view illustrating the structure of a tube for a transportation system according to an embodiment of the present disclosure.

[0023] Figure 2 is a cross-sectional view of a tube for a transportation system according to an embodiment of the present disclosure.

[0024] Figure 3 illustrates the cross-sectional structure viewed from the arrow direction taken along line A-A Figure 2 of.

[0025] Figure 4 illustrates the cross-sectional structure viewed from the arrow direction taken along line B-B Figure 2 of.

[0026] Figure 5 illustrates the cross-sectional structure viewed from the arrow direction taken along line C-C Figure 2 of.

[0027] Figure 6 is Figure 2 an enlarged view of part D in.

[0028] Figure 7 is a graph illustrating the vibration damping characteristics of a tube for a transportation system according to an embodiment of the present disclosure according to the difference in the elastic modulus of the damping members in the tube for the transportation system. Detailed Description

[0029] Similar reference numerals or symbols shown in the specification denote components or parts that perform substantially the same function. In addition, not all elements of the embodiments according to the present disclosure are described in this specification, and descriptions or overlapping parts that are well known in the art to which the present disclosure pertains are omitted. Terms such as "~ part", "~ component", "~ module", etc. can be implemented by hardware or software or any combination thereof. According to various embodiments, a plurality of "~ parts", "~ components" or "~ modules" can be embodied as a single element, or a single "~ part", "~ component" or "~ module" can include a plurality of elements.

[0030] It will be understood that when an element is referred to as being "connected" to another element, the element can be directly or indirectly connected to the other element, where indirect connection includes "connection via a wireless communication network".

[0031] It will be understood that the term "comprising", when used in this specification, indicates the presence of the stated element, but does not exclude the presence or addition of one or more other elements.

[0032] It will be understood that when an element is referred to as being "on" another element, the element can be directly on the other element or there can also be an intermediate element.

[0033] Terms such as "first", "second", "main" or "secondary" can simply be used to distinguish an element from other elements without otherwise limiting the element.

[0034] Unless the relevant context clearly dictates otherwise, the singular form of a noun corresponding to an item can include one item or multiple items.

[0035] The reference numerals for method steps are for convenience of description and do not limit the order of the steps. Therefore, unless the context clearly dictates otherwise, the written order can be implemented in other ways.

[0036] Hereinafter, the operating principle and embodiments of the present disclosure will be described with reference to the drawings.

[0037] Figure 1 is a side view illustrating the structure of a tube for a transportation system according to an embodiment of the present disclosure. Figure 2 is a cross-sectional view of a tube for a transportation system according to an embodiment of the present disclosure. Figure 1 Illustrates a state in which two tubes for a transportation system are connected to each other.

[0038] As Figure 1 and Figure 2As shown in the figure, the pipe (hereinafter referred to as "pipe") 1 for a transportation system includes an inner pipe 10 and an outer pipe 20 surrounding the inner pipe 10, thus having a dual structure.

[0039] The inner pipe 10 can provide a traveling path for the vehicles of the transportation system. A guiding track is installed inside the inner pipe 10, and due to the magnetic force formed between the guiding track and the vehicle, the vehicle can travel along the pipe 1 at a super-high speed in a maglev state.

[0040] Here, the super-high speed can refer to a speed of 300 km / h or higher or 700 km / h or higher, but is not limited thereto.

[0041] The inside of the inner pipe 10 can be maintained at a low pressure to reduce air resistance during vehicle travel.

[0042] The internal pressure of the inner pipe 10 can be a pressure close to vacuum. When the external pressure of the pipe 1 is 1 atmospheric pressure (about 101 kPa, 1 bar), the internal pressure of the inner pipe 10 can be approximately less than 10 kPa (0.1 bar). The internal pressure of the inner pipe 10 is not limited thereto. The internal pressure of the inner pipe 10 can be 1 kPa (0.01 bar or 10 mbar), 500 Pa (5 mbar), 200 Pa (2 mbar), or 100 Pa (1 mbar), and can also include pressures lower than the above values.

[0043] Hereinafter, although the internal pressure of the inner pipe 10 is described based on about 100 Pa (1 mbar), i.e., 0.001 atm, the inside of the inner pipe 10 can be set within various pressure ranges including the above pressure values within a range relatively lower than atmospheric pressure.

[0044] The outer pipe 20 is installed outside the inner pipe 10 to surround the inner pipe 10, and the pipe 1 can include a damping member 30 that supports the inner pipe 10 and the outer pipe 20 to function as a buffer between the inner pipe 10 and the outer pipe 20.

[0045] In the transportation system, a maglev method is applied to reduce frictional resistance, which is one of the running resistances, and the attractive and repulsive forces of the magnetic field are periodically and precisely controlled inside the inner pipe 10 to maintain a constant gap between the guiding track and the vehicle, thereby allowing the vehicle to maintain a maglev state. In this case, controlling the circumferential vibration can stabilize the state of the transportation system.

[0046] The damping member 30 can elastically support the inner pipe 10 and the outer pipe 20 between the inner pipe 10 and the outer pipe 20, thereby buffering and reducing the vibration that occurs and acts in the circumferential direction of the transportation system during vehicle travel.

[0047] The tube 1 according to the embodiment can also be applied to a magnetic levitation system using electro-magnetic repulsive force, and the vibration damping of the tube 1 including the damping member 30 can stabilize a transportation system of a magnetic levitation system in which a vehicle levitates using electro-magnetic repulsive force.

[0048] A plurality of tubes 1 each having a predetermined length can be continuously connected to provide a traveling path for the vehicle.

[0049] The inner tube 10 can have flanges 11 at each end in the longitudinal direction, and the tubes 1 can be connected and fastened to each other by mutual support through the flanges 11. The outer tube 20 can be disposed outside the inner tube 10 to surround the inner tube 10 between the flanges 11.

[0050] The damping member 30 can have an elastic modulus smaller than those of the inner tube 10 and the outer tube 20, and can elastically support the inner tube 10 and the outer tube 20 between the inner tube 10 and the outer tube 20.

[0051] The inner tube 10 and the outer tube 20 can be made of steel. In order to maintain the traveling path of the vehicle at about 0.001 atm, it is necessary to strongly suppress an increase in the amount of material inside the traveling path. For this purpose, the tube 1 needs to be made of a material having a low outgassing rate. Steel has excellent yield strength and tensile strength, and has a lower outgassing rate compared to concrete or polymer composite materials. Therefore, the tube 1 made of steel can be advantageously applied to ensure rigidity and maintain a sub-vacuum state in the traveling path of the vehicle formed inside the tube.

[0052] The damping member 30 can have an elastic modulus lower than that of the steel forming the tube 1, and can stably elastically support the inner tube 10 and the outer tube 20 between the inner tube 10 and the outer tube 20 made of steel.

[0053] The elastic modulus of the damping member 30 can be 1 / 100 to 1 / 1000 of the elastic modulus of the steel forming the inner tube 10 and the outer tube 20.

[0054] Figure 7 is a graph showing vibration damping characteristics of the tube 1 according to differences in the elastic modulus of the damping member 30.

[0055] In Figure 7 In the graph, the horizontal axis is the elastic modulus ratio. The elastic modulus ratio represents a value obtained by dividing the elastic modulus of the damping member 30 by the elastic modulus of the steel forming the inner tube 10 and the outer tube 20. In addition, the vertical axis in the graph is the response ratio. The response ratio represents a value obtained by dividing the maximum displacement of a normal tube during vibration by the maximum displacement of a double tube during vibration. Here, the double tube refers to the tube 1 for a transportation system according to the embodiment.

[0056] As Figure 7As shown, it can be confirmed that when the elastic modulus of the damping member 30 is 1 / 100 to 1 / 1000 of the elastic modulus of the steel forming the inner tube 10 and the outer tube 20, the response ratio in Tube 1 is significantly reduced. This indicates that the damping ratio provided by the damping member 30 increases significantly within the range of 1 / 100 to 1 / 1000 of the elastic modulus of the steel forming the inner tube 10 and the outer tube 20.

[0057] As Figures 2 to 5 shown, the damping member 30 may have an annular shape in which the inner circumference of the damping member 30 is supported by the outer circumference of the inner tube 10, and the outer circumference of the damping member 30 is supported by the inner circumference of the outer tube 20.

[0058] The annular-shaped damping member 30 can continuously support the outer circumference of the inner tube 10 and the inner circumference of the outer tube 20 in the circumferential direction, thereby elastically supporting the inner tube 10 and the outer tube 20 uniformly.

[0059] When assembling the outer tube 20 to the outside of the inner tube 10, the annular damping member 30 can be simply installed between the inner tube 10 and the outer tube 20 by fitting around the circumference of the inner tube 10.

[0060] As Figure 6 shown, in the case where the width t1 of the damping member 30 in the longitudinal direction of Tube 1 is less than the thickness t2 of the inner tube 10 or the thickness of the outer tube 20, the surface area where the damping member 30 is squeezed by the outer surface of the inner tube 10 or the inner surface of the outer tube 20 may be excessively reduced, and the elastic force of the damping member 30 that elastically supports the inner tube 10 and the outer tube 20 may not be properly applied.

[0061] Therefore, the width t1 of the damping member 30 in the longitudinal direction of Tube 1 can be set to be greater than half of the sum of the thickness t2 of the inner tube 10 and the thickness t3 of the outer tube 20, so that the damping member 30 can elastically support the inner tube 10 and the outer tube 20 between the inner tube 10 and the outer tube 20.

[0062] In addition, in the case where the width of the damping member 30 in the longitudinal direction of Tube 1 is too large, the amount of the damping member 30 used increases, which significantly increases the production cost of Tube 1.

[0063] Therefore, considering the economic value of Tube 1 and the vibration damping performance of the damping member 30 that reduces the vibration between the inner tube 10 and the outer tube 20, it is preferable that the width t1 of the damping member 30 in the longitudinal direction of Tube 1 is 2 to 5 times larger than half of the sum of the thickness t2 of the inner tube 10 and the thickness t3 of the outer tube 20.

[0064] The thickness t2 of the inner tube 10 and the thickness t3 of the outer tube 20 may be the same, and half of the sum of the thickness t2 of the inner tube 10 and the thickness t3 of the outer tube 20 may be the thickness of the inner tube 10 or the outer tube 20.

[0065] A plurality of damping members 30 may be spaced apart from each other along the longitudinal direction of the pipe 1 to provide smooth vibration damping along the entire length of the pipe 1.

[0066] The plurality of damping members 30 may be arranged at regular intervals along the longitudinal direction of the pipe 1 so that vibration can be evenly reduced along the entire length of the pipe 1.

[0067] Considering that the diameter of the pipe 1 used in recent transportation systems is approximately 3 m to 4 m, the interval between the damping members 30 may preferably be in the range of 1 m to 5 m.

[0068] In the case where large vibrations occur in a local part of the pipe 1 of the transportation system due to the installation environment or the like, the damping members 30 may be provided in a concentrated manner in the portions where the vibrations are intense.

[0069] Referring again to Figures 2 to 6 , the pipe 1 may further include a spacer 40 provided between the damping members 30 to support the inner pipe 10 and the outer pipe 20 between the inner pipe 10 and the outer pipe 20.

[0070] The spacer 40 can ensure the space between the inner pipe 10 and the outer pipe 20 elastically supported by the damping members 30.

[0071] The spacer 40 may have an annular shape in which the inner circumference of the spacer 40 is supported by the outer circumference of the inner pipe 10 and the outer circumference of the spacer 40 is supported by the inner circumference of the outer pipe 20, and the spacer 40 may be provided between the damping members 30.

[0072] When the outer pipe 20 is assembled to the outside of the inner pipe 10, similar to the damping members 30, the annular spacer 40 can be simply installed between the inner pipe 10 and the outer pipe 20 together with the damping members 30 by fitting around the circumference of the inner pipe 10 so as to be positioned between the damping members 30.

[0073] Like the inner pipe 10 and the outer pipe 20, the spacer 40 is made of steel and may have a relatively thinner thickness than the damping members 30, allowing the elastic action of the damping members 30.

[0074] In the case where the width t4 of the spacer 40 in the longitudinal direction of the pipe 1 is smaller than the thickness of the inner pipe 10 or the outer pipe 20, the surface area of the spacer 40 supporting the outer surface of the inner pipe 10 or the inner surface of the outer pipe 20 may be excessively reduced, and the supporting force of the spacer 40 supporting the inner pipe 10 and the outer pipe 20 may be significantly reduced.

[0075] In addition, considering the production cost of the pipe 1, it may be preferable to use a relatively small amount of the spacer 40 that does not have a damping effect compared to the damping members 30 that have a damping effect.

[0076] Therefore, considering the production cost of the tube 1 and the supporting performance of the spacer 40 that supports the inner tube 10 and the outer tube 20, it is preferable that the width t4 of the spacer 40 in the longitudinal direction of the tube 10 is 2 to 3 times greater than half of the sum of the thickness t2 of the inner tube 10 and the thickness t3 of the outer tube 20.

[0077] A plurality of spacers 40 may be provided, and the plurality of spacers 40 may be provided between the damping members 30 so as to form equal intervals between each other.

Claims

1. A tube for a transportation system, the tube comprising: An inner tube for providing a travel path for a vehicle traveling at a pressure below atmospheric pressure; An outer tube formed outside the inner tube; and A damping member for supporting the inner tube and the outer tube and buffering between the inner tube and the outer tube.

2. The tube for a transportation system according to claim 1, wherein The damping member has a smaller elastic modulus than the inner tube and the outer tube.

3. The tube for a transportation system according to claim 1, wherein The inner tube and the outer tube are made of steel, and The damping member has a smaller elastic modulus than the steel.

4. The tube for a transportation system according to claim 3, wherein The elastic modulus of the damping member is 1 / 100 to 1 / 1000 of the elastic modulus of the steel.

5. The tube for a transportation system according to claim 1, wherein The damping member has an annular shape, wherein the inner circumference of the damping member is supported by the outer circumference of the inner tube, and the outer circumference of the damping member is supported by the inner circumference of the outer tube.

6. The tube for a transportation system according to claim 5, wherein The width of the damping member in the longitudinal direction of the tube is greater than half of the sum of the thickness of the inner tube and the thickness of the outer tube.

7. The tube for a transportation system according to claim 6, wherein The width of the damping member in the longitudinal direction of the tube is 2 to 5 times greater than half of the sum of the thickness of the inner tube and the thickness of the outer tube.

8. The tube for a transportation system according to claim 5, wherein A plurality of damping members are provided spaced apart from each other in the longitudinal direction of the tube.

9. The tube for a transportation system according to claim 8, further comprising: Spacers provided between the plurality of damping members to support the inner tube and the outer tube.

10. The tube for a transportation system according to claim 9, wherein The spacer has an annular shape, wherein the inner circumference of the spacer is supported by the outer circumference of the inner tube, and the outer circumference of the spacer is supported by the inner circumference of the outer tube.

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