TRANSPORT SYSTEM WITH VACUUM TUNNEL

Description

TECHNICAL AREA OF INVENTION

[0001] The invention relates to a system for transporting people and goods in a vehicle on a guided track, wherein at least one section of the track is formed by a vacuum tunnel. BACKGROUND OF THE INVENTION

[0002] The transport of people and goods on land takes place predominantly on roads or railways. Land transport has a major disadvantage compared to air transport: it takes longer, especially over longer distances. One obstacle to achieving higher speeds is air resistance, which increases quadratically with speed. This causes the energy expenditure required to reach such high speeds to rise so dramatically that achieving high speeds is simply not economically feasible. This problem is remedied by transferring transport to a specially created vacuum environment. Due to the vacuum environment, air resistance is reduced to virtually zero. The disadvantages resulting from air resistance at high speeds can be disregarded in a vacuum environment.Operating a transport system at very high speeds in a vacuum environment can be economically viable and even much more ecologically advantageous.

[0003] For passenger boarding and alighting, or for loading and unloading goods, an interface must be provided between the vacuumed travel area and the atmospheric environment. Designing this interface presents various challenges and therefore leads to different solutions. The impact of these interfaces and the difficulty of their successful implementation can be so significant that the interface design can have a substantial influence on the geometry and functionality of the transport system.

[0004] CN 212500353 U depicts a transport system in which the vehicle is always in a vacuum environment. At transfer or transshipment points, devices are provided at the vehicle doors that act as airlocks after the vehicle has come to a standstill. Passengers pass through these airlocks to board and alight. To enable a reasonably rapid transfer of passengers at a stop, such devices must be provided for each door of the vehicle. If even one device malfunctions, it can result in the entire vehicle, and potentially the entire roadway, coming to a standstill. Furthermore, such a transport system does not appear suitable for loading and unloading goods and containers.

[0005] Another transport system in which a vacuum tunnel is formed is known from disclosure CN 1 569 537 A. TASK

[0006] It is therefore an object of the present invention to provide a system for transporting people and goods in a vehicle along a guided track, in which a section of the track is formed by a vacuum tunnel and the vacuum tunnel has the simplest and most reliable interface possible with the atmospheric environment. This simple and reliable interface can enable rapid boarding and alighting of passengers or rapid transshipment of goods. DESCRIPTION

[0007] The problem is solved by a system for transporting persons or goods in a vehicle on a guided track with the features of claim 1.

[0008] The route has at least three sections, one of which is a vacuum tunnel, and two of which each form a connecting section to an endpoint of the route. The connecting sections and the respective endpoints are at atmospheric pressure.

[0009] A vacuum tunnel offers the advantage that the virtually airless environment allows the train to accelerate to very high speeds. Ideally, the vacuum tunnel should cover as much of the track as possible to maximize the train's benefit from this effect and maintain high speeds. In contrast, the track ends and the connecting section to the vacuum tunnel operate under atmospheric conditions. This simplifies the transfer of passengers or goods to and from the train at the endpoint. No special equipment is required on either the train or at the endpoint to facilitate boarding and alighting. As a result, the system can be implemented cost-effectively, train waiting times at the endpoint are minimized, and high reliability is ensured.At the same time, the system offers the advantage that the train stations currently used for train traffic can be used as endpoints.

[0010] A chamber is located at each end of the vacuum tunnel. Each chamber is dimensioned to accommodate the carriage. At the same time, each chamber is designed to be able to be placed in a vacuum or atmospheric condition. The transition from a vacuumed to an atmospheric environment presents a challenge for a transport system with a vacuum tunnel. The carriage can either remain in a vacuumed environment at all times or enter the atmospheric environment from a vacuumed environment and vice versa. As described above, the advantage of transitioning from a vacuumed to an atmospheric environment is that the carriage can stop at the end of the tunnel under atmospheric conditions, allowing passengers to board and disembark with ease.The disadvantage of this system is that a device is required to transfer the cart from the vacuum tunnel into the atmospheric environment. In a preferred embodiment, such a device is formed by a chamber. One chamber is arranged at each end of the vacuum tunnel. The chamber has the property of transitioning from a vacuum to an atmospheric state and vice versa. This can be carried out both when the cart is inside the chamber and when it is not. Thus, the cart is able to move via the chamber from a vacuum to an atmospheric environment, or vice versa.

[0011] Preferably, each chamber has a lock gate at each of its two ends, which, when closed, seals the chamber's internal volume from the adjacent sections of the tunnel. The chamber has two opposing lock gates in the direction of travel. A lock gate can open when approximately the same pressure prevails on both sides of the lock gate. The lock gates are designed never to open simultaneously, as the chamber serves as a barrier between the vacuum tunnel and the atmospheric environment.

[0012] The condition for creating a vacuum is the removal of air from it. Conversely, a vacuum can be eliminated by introducing air. The chamber is advantageously designed to be brought into a vacuum state by removing or introducing air, or to eliminate a vacuum state within the chamber.

[0013] A pump is suitable for supplying and removing air. The pump is the most widespread solution for conveying air in a specific direction.

[0014] In another preferred embodiment, the system comprises a magnetic levitation train. A magnetic levitation train is an alternative means of transport to a train on rails. The car is propelled by magnetic induction. Both the car and the track must have the necessary equipment. One advantage of the magnetic levitation train is that the car floats and is not mounted on rollers or wheels. Therefore, no rolling friction occurs in the magnetic levitation train. This is of particular importance in the transport system presented here, as it makes it easier to achieve the high speeds required in the vacuum tunnel without significant frictional losses.

[0015] The vacuum tunnel preferably has a straight shape, and the section within the vacuum tunnel therefore contains no curves. Traveling through a straight tunnel places the lowest possible demands on both the tunnel's construction and the vehicle used within it. Reducing the demands on the vehicle in the tunnel leads to greater reliability.

[0016] The chamber is designed to completely accommodate the cart. Furthermore, the chamber dimensions should be kept as compact as possible to minimize the gap between the cart and the chamber's ceiling or walls. The chamber preferably has a width of 300 to 400 cm and a height of 350 to 450 cm. The chamber may also have a circular cross-section. If the cross-sectional area is circular, its diameter is preferably 300 to 450 cm.

[0017] In another preferred embodiment, the carriage is part of the system.

[0018] Preferably, the vehicle is magnetically driven. The magnetic drive allows for precise control of acceleration. At the same time, the magnetic drive is an environmentally friendly solution for moving a vehicle.

[0019] The carriage is advantageously formed by a single solid body that can move longitudinally along the track. Constructing the carriage as a solid body offers the advantage of a simpler design. This is particularly important in this transport system because the carriage must withstand significant loads due to changing external pressure conditions. A solid body design allows for a simpler and more cost-effective and reliable carriage construction.

[0020] The width of the chamber is preferably slightly larger than that of the carriage, preferably by 5 cm, and particularly by 2 cm. This small difference in width between the carriage and the chamber results in a small gap between the carriage and the chamber wall when the carriage is inserted. This small gap ensures a small volume in which residual air remains. The smaller the volume between the carriage and the chamber wall, the smaller the volume of air that needs to be removed from the chamber to create a vacuum. Removing the air from the chamber requires energy and time. Therefore, minimizing the difference in width between the carriage and the chamber saves both energy and time.

[0021] Advantageously, the chamber is longer than the carriage, preferably by 5 to 100 cm, and particularly by 5 to 50 cm. The observations described above also apply to the length of the carriage and the difference between the length of the carriage and the chamber. The difference between the carriage and the chamber can be chosen such that the lock gates of the chamber can open and close without being affected by the carriage or exerting any influence on it.

[0022] A rotating device is located between the chamber and the endpoint of the track. By rotating this device, the vehicle changes direction. This change of direction can be used to approach a stop or to create a junction with several onward options. The rotating device allows the vehicle to change direction without having to navigate a curve. This, in turn, enables a significantly simpler vehicle design. A rotating device can be omitted if the vacuum tunnel and an endpoint of the track are at the same level and the connection between them is straight. It is also conceivable that the rotating device could consist of a rotating track.

[0023] Advantageously, the rotating device has a length at least equal to that of the carriage. This allows the entire carriage to be held and positioned within the rotating device and then rotated in the desired direction for further travel. This offers the advantage for the carriage that it can be designed as a solid body without any articulated joints and can therefore be rigid.

[0024] The rotating device is preferably designed to perform a horizontal rotation. Ideally, this horizontal rotation takes place around the center of the track within the rotating device. This results in the smallest possible rotation angle of the vehicle, which in turn leads to a minimal space requirement.

[0025] The turning device is preferably designed to perform a vertical tilting movement. If the endpoints are at different heights, the track can have an incline to compensate for this difference in elevation. However, at some point, the inclined direction of travel must be adjusted to the horizontal so that the car can enter the stop at the end of the track as horizontally as possible. The point where this adjustment takes place is the turning device. Ideally, the track of the turning device can accommodate the entire car. Thus, with a tilting movement of the track within the turning device, the car is directed from the inclined direction to a horizontal direction. The turning device can be designed to perform the vertical tilting movement around any point on the turning device.If the rotating device is designed to perform a tilting motion around its center point, the tilting angle is minimal. Alternatively, the rotating device can also be tilted around a point at its edge, such as the starting point of its track. When the track of the rotating device tilts around this starting point, the rotating device assumes the shape of a ramp. The horizontal section of the ramp forms the track in its home position, while the tilted rotating device with its angled track forms the position for the vehicle to continue its journey.

[0026] Advantageously, a transfer device is provided at one end of the track, which either moves the track at the end point along with the wagon or simply moves the wagon to a different track. In one possible design, the track can be lowered or raised using a transfer device. This can be advantageous, for example, when a transport wagon enters the station and its cargo needs to be unloaded. The transfer device can move the wagon to the transshipment area with or without the track, thus freeing up the station for the following wagon. It is also conceivable that a section of the track is lowered or raised for this purpose, since the transshipment area in such an example is located below or above the station.

[0027] The transfer device may also simply be designed to move the vehicle to a different lane. For this purpose, a crane-like structure may be used, with which the vehicle is lifted from the lane, moved laterally, and then lowered back onto the new lane.

[0028] In another preferred embodiment, the track is only passable in one direction. This allows several cars to be on the track simultaneously. Since the cars must brake and stop at designated points, the timetable can be optimized so that as many cars as possible are on the track at the same time.

[0029] The system preferably comprises two parallel tracks, and these tracks are preferably traversable in opposite directions. This ensures the highest possible transport volume in both directions between the two locations. Advantageously, the tracks are located close to each other, resulting in a small distance between the tunnels of both tracks. This leads to simpler and more cost-effective tunnel construction and thus a lower overall cost for the entire system.

[0030] The optional features mentioned can be implemented in any combination, provided they are not mutually exclusive. In particular, where preferred ranges are specified, further preferred ranges result from combinations of the minima and maxima mentioned in those ranges.

[0031] Additional advantages of the present invention will become apparent from the following description of the figures. BRIEF DESCRIPTION OF THE FIGURES

[0032] The invention is described in more detail below with reference to the schematic figures. The preferred features mentioned can be implemented in any combination, provided they are not mutually exclusive. The figures are shown in a schematic representation not to scale: Figure 1: A schematic representation of a transport system according to the invention; Figure 2: A schematic representation of a transport system as shown in Figure 1 with additional maintenance halls; Figure 3: a schematic representation of a transport system with two vacuum tunnels; Figure 4: a representation of a transport system with two parallel tracks connected via a switching device; Figure 5: a view of a rotary device. DETAILED DESCRIPTION OF THE FIGURES

[0033] In the following, identical reference numbers represent identical or functionally equivalent elements (in different figures). An additional apostrophe can be used to distinguish between similar, functionally equivalent, or functionally similar elements in a further variation.

[0034] In Figure 1Figure 1 shows a schematic diagram of a transport system. The transport system comprises a track 11 extending between two endpoints 13 and 13'. In the depicted configuration, these endpoints are represented by stops. The transport system is designed to carry both passengers and goods. If passengers are being transported, stop 13 is used for boarding and alighting. When transporting goods, the vehicle either passes through stop 13 to a transshipment point (not shown), or the track at stop 13 is raised or lowered to access the transshipment point. In the depicted configuration, the track 11 between the two stops 13 and 13' is formed by a magnetic levitation train. The vehicle 15, intended for use in this transport system, is magnetically propelled. Vehicle 15 is a single solid body and therefore requires a straight track 11.In the depicted configuration, stop 13 is formed by an enclosed space. A door 14 is provided at stop 13 for access to the track. This door 14 opens each time car 15 leaves or enters stop 13. The doors 14 at stop 13 can be double doors.

[0035] The in Figure 1 The depicted route 11 has three sections. The middle section of the route is formed by a vacuum tunnel 17, and the remaining two sections by connecting sections 19, 19' each. Connecting section 19 forms the link between the vacuum tunnel 17 and one of the stops 13, 13'. While the vacuum tunnel 17 is always maintained in a state that is as airtight as possible and thus essentially a vacuum, connecting section 19, 19', together with the endpoints 13, 13', is under atmospheric conditions.

[0036] A chamber 21 is arranged at each end of the vacuum tunnel 17. The chamber 21 forms the interface between the vacuum tunnel 17 and the respective connecting section 19. The carriage 15 must pass through the chamber 21 when traveling from the connecting section 19 into the vacuum tunnel or vice versa. The pressure in the chamber 21 can be adjusted so that it can be maintained in a near-vacuum or at atmospheric pressure. The chamber 21 is separated from the vacuum tunnel 17 and the connecting section 19 by a lock gate 23. The lock gate 23 provides a seal between the interior of the chamber 21 and the vacuum tunnel 17 or the connecting section 19. The lock gates 23 are designed to open in alternating sequence.Thus, both lock gates 23 of a chamber 21 are never in the open state at the same time, and the passage from the connecting section 19 to the vacuum tunnel 17 is interrupted at all times by at least one lock gate 23 of the chamber.

[0037] The dimensions of chamber 21 are chosen such that the entire wagon 15 can be inserted into chamber 21. Ideally, the length of chamber 21 is slightly greater than the length of the wagon. Both lock gates 23, 23' must be able to close when the wagon 15 is in chamber 21. The height and width of chamber 21 are chosen to be minimally larger than those of the wagon 15. Thus, when the wagon 15 is in chamber 21, a small gap remains between the wagon and the walls and ceiling of the chamber. This results in the smallest possible residual volume in chamber 21 when the wagon 15 is inside.

[0038] The chamber is equipped with pumping devices (not shown) that either pump the air out of chamber 21 or pump air into chamber 21. Depending on the operation of the pumping device, either a vacuum-like, i.e., almost airless, state or atmospheric conditions with normal pressure are created in chamber 21. The pressure in chamber 21 must be adjusted before a lock gate 23 can be opened. The pressure to which the contents of chamber 21 must be adjusted is the pressure on the other side of the lock gate 23, which is to be opened.

[0039] The carriage 15 intended for this transport system is a single solid body, which is not suitable for travel through curves. For this reason, the track 11 of the transport system according to the invention is designed such that it has only straight sections. At the transition between two straight sections running in opposite directions, a rotating device 25 is provided. This is arranged between a stop 13 and a chamber 21. The rotating device 25 is dimensioned such that it can accommodate the entire carriage 15. The change of direction made in the rotating device 25 can be either horizontal or vertical. One embodiment of the rotating device 25 is shown in Figure 5 shown and described in detail below.

[0040] In Figure 2 Figure 1 shows a further schematic representation of a route according to the inventive transport system. The route in Figure 2The line extends beyond stop 13 and includes a maintenance hall 27. Maintenance hall 27 is a facility where the tram is prepared for travel in the opposite direction. The transport system is designed to have two parallel tracks. These are always used by trams 15 traveling in opposite directions. In maintenance hall 27, each tram can be prepared to change tracks, allowing it to travel in the opposite direction along the parallel track.

[0041] In Figure 3 A route is shown in which two vacuum tunnels 17, 17' are arranged between stops 13, 13'. As in the Figure 1In the illustrated embodiment, rotating devices 25, 25' are arranged between a stop 13, 13' and a vacuum tunnel 17, 17'. Additionally, a rotating device 25" is arranged between the vacuum tunnels 17, 17'. The rotating device 25" located between two vacuum tunnels 17, 17' allows for a change in the track's direction. This may be necessary due to structural modifications or a reduction in the overall track length. Furthermore, the installation of a rotating device 25" allows for a track branching.

[0042] In Figure 4Two sections 11, 11' of a transport system according to the invention are shown, which are connected via a transfer device 29. The transfer device 29 is preferably attached at two endpoints 13, 13' of the two sections, so that the carriage can be moved from one section to the other using the transfer device 29. The transfer device 29 can be configured to lift the carriage and move it to another section or to move the track together with the carriage.

[0043] In Figure 5A rotary device 25 is shown. The rotary device 25 comprises a tube 31, the tube 31 having a flat bottom surface 33. The flat bottom surface 33 forms the roadway, while the top surface 35 is formed by the curve of the tube. The tube is mounted centrally on a hemisphere 39 so as to be freely rotatable via a connecting block 37. The hemisphere 39 is arranged such that its flat side forms a base and the curved side faces upwards. The connecting block 37 is arranged on the hemisphere 39 and has a shape complementary to the hemisphere 39, allowing it to move while resting on the hemisphere. The movement of the connecting block 37 causes the tube 31, which is fixedly attached to the connecting block 37, to rotate. The tube 31 is arranged such that its longitudinal direction is always approximately tangential to the surface of the hemisphere 39. The tube 31 can rotate freely in the horizontal direction.The movement in the vertical direction is limited by the shape of the hemisphere 39, whereby the difference in the vertical angle can be up to 90°. A hydraulic drive is provided for adjusting the tube 31 in the vertical direction. The connecting block 37 can be magnetically attached to the hemisphere 39. In this case, the connecting block 37 and the hemisphere 39 have such a magnetic charge that they repel each other, creating a gap between them.

[0044] The magnetic arrangement of the connecting block 37 on the hemisphere 39 enables the frictionless movement of the connecting block 37. The track of the rotating device 25 is designed to be rounded at both the front and the rear so that the connecting block 37 can perform the desired rotations with the track.

[0045] The movement of the connecting block 37 of a rotary device 25 is not limited to rotation. In another embodiment, the connecting block 37 can also perform translation in addition to rotation. This allows the connecting block 37 to close any gaps that may arise between the fixed track and the connecting block itself as a result of its rotation. Ideally, the connecting block 37, together with the hemisphere 39 beneath it, is arranged centrally within the rotary device 25, such that the track of the rotary device 25 extends equally far from the connecting block 37 in both directions.

[0046] The following describes the sequence of a journey of a vehicle on a transport system, as it exists in Figure 1 The following is shown, described step by step. Car 15 stops at the first stop 13, which has a track and a platform running parallel to it, as is common in modern train stations. Passengers can board car 15 via the platform. The gap between the platform and car 15 can be sealed with a hinged strip to protect the magnetic equipment from dust and debris. After the doors of car 15 close, the car can begin its journey. Stop 13 can be closed off from track 11 by a swing door 14. As car 15 approaches swing door 14, the door opens, and car 15 can leave stop 13. After car 15 passes through swing door 14 and leaves stop 13, the door closes again. Since the transport system shown is a magnetic levitation train, car 15 is magnetically propelled.The car 15 accelerates to a speed typical for magnetic levitation trains under atmospheric conditions. This speed can reach approximately 400 km / h. The car 15 enters a turntable 25 and comes to a stop. The turntable 25 has a track section that rotates both horizontally and vertically, allowing the car 15 to continue its journey towards the vacuum tunnel 17. The rotation in the turntable 25 can be performed in two steps or in a single, combined step. After completing the rotation in the turntable 25, the car 15 can continue its journey. Following the shortest possible distance from the turntable 25, the car 15 reaches the first chamber 21 in front of the vacuum tunnel 17. The first airlock gate 23 of the first chamber 21 is open, allowing the car 15 to enter the chamber directly.Chamber 21 accommodates the entire carriage 15 and can close the first airlock gate 23 behind the carriage. Once the carriage 15 is in chamber 21 and both airlock gates 23, 23' are closed, the chamber's pumping system can be started. The pumping system removes the air from chamber 21, creating a vacuum within the chamber, excluding the carriage. This process takes no more than 10 seconds, ideally about 5 seconds. The reason for this short duration is the small volume of air between the carriage 15 and the chamber wall. Before a complete vacuum is established in the first chamber 21, the second airlock gate 23', which separates it from the interior of the vacuum tunnel 17, begins to open slowly.Since the volume of the vacuum tunnel 17 is many times larger than the remaining volume in chamber 21, a complete vacuum does not need to be achieved in chamber 21 before the second airlock gate 23' of the chamber opens. Car 15 moves from the first chamber 21 into the vacuum tunnel 17 and begins to accelerate. Car 15 is designed to reach a speed of up to 1200 km / h. This speed is made possible by the near-vacuum environment in the vacuum tunnel 17. At the same time, the vacuum tunnel 17 has no curves and is therefore straight, which in turn allows such a high speed to be reached and maintained. In the vacuum tunnel 17, car 15 can cover a great distance in a short time. At the appropriate time, the car must decelerate so that it can stop in the second chamber 21' of the vacuum tunnel in time.Since the track is formed by a magnetic levitation system, the deceleration of car 15 is achieved through magnetic propulsion. Thus, the same physical principle is used for both the acceleration and deceleration of car 15. Due to the elimination of air resistance (caused by the vacuum) and rolling resistance (caused by the magnetic levitation system), the deceleration phase is comparatively longer and must therefore be initiated earlier. The control and definition of the acceleration and deceleration times can be performed centrally or locally within the car. The first gate 23" of the second chamber 21' is open, allowing car 15 to enter directly. At this point, the second chamber 21' is almost completely vacuum-free, similar to a vacuum tunnel. Car 15 comes to a standstill in the second chamber 21', whereupon the first gate 23" closes.The pumping device of the second chamber 21' draws air from outside into chamber 21' until atmospheric pressure is reached. This process takes approximately 5 seconds. The second airlock gate 23‴ of the second chamber 21' can then open, allowing car 15 to exit the vacuum tunnel 17 through the second chamber 21'. The second airlock gate 23‴ of the second chamber 21' closes after car 15 has left the second chamber 21'. The air in the second chamber 21' is then pumped outwards until a near-vacuum or almost vacuum-free state is achieved in the second chamber. Reaching this state can take up to 3 minutes. Once this state is reached, the first airlock gate 23‴ of the second chamber 21' can be slowly opened again, and the second chamber 21' is then ready to receive the next car.After leaving the second chamber 21', car 15 is in an atmospheric environment. Car 15 then enters a turning device 25'. In this device, the track section is rotated so that car 15 can continue straight ahead to the next stop 13'. Car 15 enters the next stop 13' and stops parallel to a platform. Once stopped, car 15 can open its doors, and passengers can exit through the numerous doors, thus accessing the platform and the stop.

[0047] In the process described above, the advantage of the inventive transport system can be seen in the fact that the interface between the vacuum tunnel and the surrounding environment is formed by two chambers, which must be brought into a different pressure state once per trip. No additional devices are required on the vehicle or at the stops, which increases reliability and significantly reduces boarding and alighting time. At the same time, no further structural modifications are necessary at the stops.

[0048] While the invention has been described above with reference to specific embodiments, it is obvious that changes, modifications, variations and combinations can be made without deviating from the inventive concept. REFERENCE MARK LIST:

[0049] 11, 11'Track 13, 13'Endpoint / Stop 14Door 15Car 17, 17'Vacuum Tunnel 19, 19'Connecting Track 21, 21', 21", 21‴Chamber 23, 23'Lock Gate 25, 25', 25"Rotating Device 27, 27'Maintenance Hall 29Changer Device 31Tube of Rotating Device 33Base Area of ​​Tube 35Cover Area of ​​Tube 37Connecting Block 39Hemoscope

Claims

1. System for transporting people or goods in a wagon (15) on a conducted route (11), which has at least three sections, at least one section being formed by a vacuum tunnel (17) and two sections each forming a connecting route (19, 19') to an end point (13, 13') of the route (11), wherein the connecting routes (19, 19') and the respective end points (13, 13') of the route (11) are under atmospheric pressure and a chamber (21) is positioned at each end of the vacuum tunnel (17), each chamber (21) is - dimensioned such that it can accommodate the wagon (15), and - designated to be able to be placed in a vacuum state or under atmospheric conditions, characterized in that a rotating device (25) is positioned between the chamber (21) and the end point of the route (13), the rotation of which rotating device causes the wagon (15) to change direction.

2. The system according to Claim 1, wherein each chamber (21) has a lock gate (23) at each of its two ends, which, in the closed state, seals off the interior volume of the chamber (21) from the adjacent sections of the route.

3. The system according to claim 1 or 2, wherein each chamber (21) is intended to be brought into a vacuum state or to be dissolved into a vacuum state within the chamber by removing or supplying air.

4. The system of any one of claims 1 to 3, wherein the system comprises a magnetic levitation train track.

5. The system according to any one of claims 1 to 4, wherein the vacuum tunnel (17) has a linear shape and thus the section in the vacuum tunnel (17) does not comprise any curves.

6. The system according to any one of claims 1 to 5, wherein each chamber (21) has a width of 300 to 400 cm and a height of 350 to 450 cm or, in the case of a circular cross section, a diameter of 300 to 450 cm.

7. The system according to any one of claims 1 to 6, wherein the wagon (15) is part of the system and is particularly magnetically driven.

8. The system according to claim 7, wherein the wagon (15) is formed by a single solid body movable in the longitudinal direction of the route (11).

9. The system according to claim 7 or 8, wherein the width of the chamber (21) is minimally greater than that of the wagon, preferably by 5 cm, in particular by 2 cm.

10. The system according to any one of claims 7 to 9, wherein the chamber (21) is longer than the wagon (15), preferably by 5 to 100 cm, in particular by 5 to 50 cm.

11. The system according to any one of claims 1 to 10, wherein the rotating device (25) has at least the length of the wagon (15).

12. The system according to any one of claims 1 to 11, wherein the rotating device (25) is configured to perform a horizontal rotational movement.

13. The system according to any one of claims 1 to 12, wherein the rotating device (25) is configured to perform a vertical tilting movement.

14. The system according to any one of claims 1 to 13, wherein the rotating device (25) comprises a tube (31), which has a flat bottom surface (33) that forms the roadway and a top surface formed by an arc of the tube, wherein the tube (31) is mounted in a freely rotatable manner centrally on a hemisphere (39) via a connecting block (37), such that its flat side forms a base and the curved side faces upward, the connecting block (37) is positioned on the hemisphere (39), the connecting block (37) having a complementary shape to the hemisphere (39) and therefore being able to move lying on the hemisphere (39), and the tube (31) is positioned such that a longitudinal direction of the tube is tangential to the surface of the hemisphere (39).

15. The system according to claim 14, wherein connecting block (37) is magnetically attached to the hemisphere (39), wherein the connecting block (37) and the hemisphere (39) are configured to have such a magnetic charge that they repel one another and a gap arises between them.