WO2024127425A1

WO2024127425A1 - Hyperloop transportation system

Info

Publication number: WO2024127425A1
Application number: PCT/IN2023/051173
Authority: WO
Inventors: Thiruchengode M. MURUGANANDAM; Satyanarayanan R. CHAKRAVARTHY; Vaibhav Sudhakar Hiwale; Balabhadra Venkata Naga Sai Laxmi Poojitha; Akilesh G; Jay Harish Shah; Sujay S; Ankit Bansal; Harish S; Sriram VISHAL
Original assignee: Indian Institute of Technology Madras
Current assignee: Indian Institute of Technology Madras
Priority date: 2022-12-13
Filing date: 2023-12-12
Publication date: 2024-06-20
Anticipated expiration: 2025-06-13

Abstract

The present invention relates to a Hyperloop transportation system (200) for high- speed transportation of people and/or objects. The Hyperloop transportation system may comprise two or more tubes (202) for movement of hyperloop pods (204) within. The two or more tubes (202) may be connected with each other through a plurality of passageways (206) by allowing flow of air streams through them for distribution of air flow pressure among the two or more tubes (202). The passageways (206) may be positioned at regular interval between the first tube and the second tube. The passageways (206) may comprise flow control valves (402) installed on the passageways (206) for controlling the flow of the air through the passageways. The Hyperloop transportation system (200) may further comprise an auxiliary tube (208) for allowing movement of air through the plurality of passageways (206).

Description

HYPERLOOP TRANSPORTATION SYSTEM

TECHNICAL FIELD

[001] The present invention relates to Hyperloop systems, and specifically relates to managing aerodynamic drag in Hyperloop system.

BACKGROUND OF THE INVENTION

[002] Background description includes information that may be useful in understanding the present invention. It is not an admission that any of the information provided herein is prior art or relevant to the presently claimed invention, or that any publication specifically or implicitly referenced is prior art.

[003] Traditional transportation modes operating over water, land, rail, and air provide quick and convenient movement of persons and objects. The adverse environmental, societal, and economic impacts of these traditional modes of transportation, however, resulted into the need to find alternative modes of transportation that take advantage of the significant improvements in transportation technology, so as to efficiently move objects and persons between locations.

[004] High-speed transportation systems such as aircrafts have been contemplated for reducing overall time for commuting between places. However, such transportation systems contribute to enormous greenhouse gas emissions. Thus, traditional transportation systems contribute to a major share in environmental pollution. One way to reduce the environmental pollution caused through the aircrafts, without compromising the performance, is by using a Hyperloop transportation system for travelling.

[005] Hyperloop is a mode of transportation system where a pod carrying either passengers or cargo travels at higher speeds. A pod runs inside a tube within which a partial vacuum condition is maintained. Hyperloop is a low energy consumption system as a pod travelling inside a tube does not encounter resistance like frictional forces or aerodynamic drag.

[006] Fig. 1A provides an exemplary representation of a Hyperloop transportation system 100, in accordance with prior art. The Hyperloop transportation system 100 includes a tube 102 for allowing movement of a pod 104. The pod 104 may have a convergent portion 106 and a divergent portion 108.

[007] To make the Hyperloop transportation system 100 feasible, the pod 104 has to move below Kantrowitz limit. At Kantrowitz limit, air flow is in choked- flow region in vicinity of the pod 104. Due to the chocked flow, exceptionally high aerodynamic drag may be faced by the Hyperloop transportation system 100 that limits the speed of the pod 104 inside the tube 102.

[008] Kantrowitz limit depends on airflow around the pod 104. The airflow accelerates at the converging portion 106 of the pod 104 and decelerates at the diverging portion 108 of the pod 104. Thus, a maximum velocity occurs after the convergent portion 106 of the pod 104. Further, Kantrowitz limit depends on a dimensionless quantity known as blockage ratio. Blockage ratio is a ratio of a crosssection area of the pod 104 to a cross-section area of the tube 102. Blockage ratio calculated using below provided equation (1):

P ^— 1 ^— Agap/ Atube . ( 1 )

In above equation, A_gap represents an effective flow area, A_tube represents the cross- sectional area of the tube 102, and P represents the blockage ratio.

[009] During movement inside the tube 102, the pod 104 encounters an aerodynamic drag force acting opposite to a direction of motion of the pod 104. The drag force depends on speed as well as the blockage ratio. The movement of the pod 104 is resisted by the aerodynamic drag force. The resistance by the pod 104 leads to an increase in energy consumption by Hyperloop transportation system 100. The drag force is calculated using below provided equations (2) and (3): FD = ’/₂ pv²C_dA . (2)

PD = FD.V . (3)

In above equations, FD represents drag force, PD represents power loss due to drag, CD represents coefficient of drag, A represents the frontal area of pod 104, p represents the free stream density, and v represents the velocity of the pod 104.

[0010] The aerodynamic drag force depends on free air stream or air density. Fig. IB provides an exemplary representation of aerodynamic drag force applicable on an object moving in the Hyperloop transportation system, in accordance with prior art. As illustrated in Fig IB, the aerodynamic drag force acts on the pod 104 due to the free air stream. An approach to reduce the drag force includes creation of a partial vacuum inside the tube 102. Although creation of the partial vacuum alleviates the load but since the aerodynamic drag force increases exponentially near Kantrowitz limit, it has limited effect at high speeds. Another approach to reduce the drag force includes reduction in velocity of the pod 104 inside the tube 102. However, reducing the velocity of the pod 104 limits operability of the Hyperloop transportation system 100. Another approach to reduce the drag force includes reduction of a frontal area of the pod 104. However, reducing the frontal area of the pod 104 limits number of people/goods that could be transported using the pod 104.

[0011] Another approach to reduce the drag force includes optimization of pod geometry to achieve lower drag coefficient. For this approach, different designs of the pod 104 are utilized that are accomplished by making the pod 104 more aerodynamic, optimizing shape of the pod 104, for example adding fins on the pod 104 and adding air-passage inside the pod 104. However, when the pod 104 is operated at a speed equivalent to the speed of sound, the drag force increases substantially which cannot be minimized by reducing the drag coefficient.

[0012] Another approach to reduce the drag force is utilizing a compressor in a front portion of the pod 104. The pod 104 travelling near the speed of sound transfers the relatively high-pressure air from the front portion of the pod 104 to a back portion of the pod 104. However, usage of compressor on the pod 104 makes the pod 104 bulky. Further, the compressor requires an extensive amount of energy (in form of electricity) that has to be supplied either from the tube 102 to the pod 104 through wires or through onboard batteries. The onboard batteries are present on the pod 104.

[0013] There is therefore a need to develop a Hyperloop transportation system capable of reducing drag force without compromising overall performance of the Hyperloop transportation system.

OBJECTS OF THE INVENTION

[0014] A general object of the present invention is to provide a Hyperloop transportation system capable of reducing aerodynamic drag force.

[0015] Yet another object of the present invention is to reduce energy consumption by a Hyperloop transportation system.

[0016] Still another object of the present invention is to maintain stability of a Hyperloop transportation system as two pods cross each other.

SUMMARY OF THE INVENTION

[0017] The summary is provided to introduce aspects related to a Hyperloop transportation system, and the aspects are further described below in the detailed description. This summary is not intended to identify essential features of the claimed subject matter nor is it intended for use in determining or limiting the scope of the claimed subject matter.

[0018] The present invention may relate to a hyperloop transportation system. The hyperloop transportation system may comprise two or more tubes connected with each other through a plurality of passageways. The plurality of passageways may be positioned at a pre-defined distance. The two or more tubes may be adapted to carry a hyperloop pod and the plurality of passageways may distribute high- pressure air stream between the two or more tubes by allowing flow of the high- pressure air streams through the passageways, for reduction of drag force during movement of the hyperloop pod.

[0019] In one aspect, the hyperloop transportation system may further comprise a flow control valve installed on one or more of the plurality of passageways for relieving air pressure and minimizing interference between high-pressure air streams flowing through the two or more tubes.

[0020] In one aspect, the flow control valve may be actuated with a preprogrammed control logic

[0021] In one aspect, the plurality of passageways may increase an effective cross- sectional area for flow of the high-pressure air stream in any of the two or more tubes.

[0022] In one aspect, the plurality of passageways may be positioned at an inclination angle from the two or more tubes, and the inclination angle may range from 5 degrees to 90 degrees.

[0023] In one aspect, the plurality of passageways may be in one or more of circular shape, rectangular shape, square shape, oval shape, elliptical shape, and noncircular shape.

[0024] In one aspect, the plurality of passageways may be made of one or more of mild steel, stainless steel, medium carbon steel, alloy steel and composite material including fibre-reinforced plastics, concrete, Aluminium and alloy of Aluminium. [0025] In one aspect, the hyperloop transportation system may further comprise an auxiliary tube connecting the two or more tubes by means of the plurality of passageways. The plurality of passageways may extend as projections from the auxiliary tube.

[0026] In one aspect, the auxiliary tube may be made of one or more of mild steel, stainless steel, medium carbon steel, alloy steel and composite material including fibre-reinforced plastics, concrete, Aluminium and alloy of Aluminium.

[0027] Other aspects and advantages of the invention will become apparent from the following description, taken in conjunction with the accompanying drawings, illustrating by way of example the principles of the invention.

BRIEF DESCRIPTION OF ACCOMPANYING DRAWINGS

[0028] The accompanying drawings constitute a part of the description and are used to provide further understanding of the present invention. Such accompanying drawings illustrate the embodiments of the present invention which are used to describe the principles of the present invention. In the figures, similar components and/or features may have the same reference label. Further, various components of the same type may be distinguished by following the reference label with a second label that distinguishes among the similar components. If only the first reference label is used in the specification, the description is applicable to any one of the similar components having the same first reference label irrespective of the second reference label.

[0029] The embodiments are illustrated by way of example and not by way of limitation in the figures of the accompanying drawings in which like references indicate similar elements. It should be noted that references to “an” or “one” embodiment in this invention are not necessarily to the same embodiment, and they mean at least one. In the drawings: [0030] Fig. 1A provides an exemplary representation of a Hyperloop transportation system, in accordance with prior art;

[0031] Fig. IB provides an exemplary representation of aerodynamic drag force applicable on an object moving in the Hyperloop transportation system, in accordance with prior art;

[0032] Fig. 2A illustrates an exemplary top view of a Hyperloop transportation system, in accordance with an embodiment of the present invention;

[0033] Fig. 2B illustrates distribution of air streams between tubes in the Hyperloop transportation system, in accordance with an embodiment of the present invention;

[0034] Figs. 3A and 3B illustrate orientation and cross-sectional shape of the passageways of the Hyperloop transportation system, in accordance with an embodiment of the present invention;

[0035] Fig. 4 illustrates a perspective view of the Hyperloop transportation system utilizing a flow control valve, in accordance with an embodiment of the present invention;

[0036] Fig. 5 illustrates an exemplary top view of the Hyperloop transportation system utilizing an auxiliary tube, in accordance with an embodiment of the present invention;

[0037] Fig. 6 illustrates an exemplary top view of a Hyperloop transportation system having single tube, in accordance with an embodiment of the present invention; [0038] Figs. 7 A and 7B illustrate a perspective side view and a front view of a Hyperloop transportation system having multiple tubes, respectively, in accordance with an embodiment of the present invention; and

[0039] Fig. 8 illustrates Flow Mach number plot obtained during simulation of various inlet and outlet conditions of the Hyperloop transportation system, in accordance with an embodiment of the present invention

DETAILED DESCRIPTION OF THE INVENTION

[0040] The detailed description set forth below in connection with the appended drawings is intended as a description of various embodiments of the present invention and is not intended to represent the only embodiments in which the present invention may be practiced. Each embodiment described in this disclosure is provided merely as an example or illustration of the present invention, and should not necessarily be construed as preferred or advantageous over other embodiments. The detailed description includes specific details for the purpose of providing a thorough understanding of the present invention. However, it will be apparent to those skilled in the art that the present invention may be practiced without these specific details.

[0041] As used in the description herein and throughout the claims that follow, the meaning of “a,” “an,” and “the” includes plural reference unless the context clearly dictates otherwise. Also, as used in the description herein, the meaning of “in” includes “in” and “on” unless the context clearly dictates otherwise.

[0042] If the specification states a component or feature “may”, “can”, “could”, or “might” be included or have a characteristic, that particular component or feature is not required to be included or have the characteristic.

[0043] The present invention relates to a Hyperloop transportation system 200 for high-speed transportation of people and/or objects. Fig. 2A illustrates an exemplary top view of the Hyperloop transportation system 200, in accordance with an embodiment of the present invention. The Hyperloop transportation system 200 may comprise a plurality of tubes 202 (202-1 and 202-2) for movement of objects 204 (204-1 and 204-2) (alternatively referred to as hyperloop pod 204). The plurality of tubes 202 may comprise low pressure environment and may be adapted to carry hyperloop pods 204. In an example, the Hyperloop transportation system 200 may comprise a first tube 202-1 for movement of a first object 204-1 and a second tube 202-2 for movement of a second object 204-2. The first object 204-1 and the second object 204-2 may be pods carrying passengers or cargo.

[0044] The first tube 202-1 and the second tube 202-2 may be connected with each other through passageways 206. The passageways 206 may be positioned at regular interval between the first tube 202-1 and the second tube 202-2, for example at a distance ranging from 10m to 500m.

[0045] Fig. 2B illustrates distribution of air streams between the tubes 202 of the Hyperloop transportation system 200, in accordance with an embodiment of the present invention. During movement of the first object 204-1 inside the first tube 202-1, an air stream may flow through the passageways 206 and may reach the second tube 202-2. Thus, an overall cross-sectional area for flow of the air stream may increase with introduction of the second tube 202-2 in the Hyperloop transmission system 200. Due to increase in the overall cross-sectional area, effective blockage ratio may be reduced. Thus, a drag force applied on the first object 204-1 may be reduced during movement of the first object 204-1. Further, the passageways 206 may allow high-pressure flow between the first tube 204-1 and the second tube 204-2 and may reduce the drag force by preventing shock formation.

[0046] Figs. 3A and 3B illustrate orientation and cross-sectional shape of the passageways 206 of the Hyperloop transportation system 200, in accordance with an embodiment of the present invention. The passageways 206 may be placed at an angle from the first tube 202-1 to the second tube 202-2. An inclination angle between the passageways 206 and the tube 202 may range from 5 degrees to 90 degrees.

[0047] The passageway 206 may be designed in circular shape with a diameter of the passageways 206 ranging from 0.2- 1.0 times the diameter of the tube 202. In another implementation, the passageways 206 may be designed in a non-circular shape, such as rectangular, square, oval, elliptical, and other similar shapes.

[0048] The passageways 206 may be made using mild steel, stainless steel, medium carbon steel, or alloy steel. A material utilized for manufacturing the passageways 206 may ensure to form into a desired shape and may be easy to integrate with body of the tube 202. In certain implementations, the passageways 206 may be made of composite material, such as fibre -reinforced plastics or concrete or Aluminium and its alloys.

[0049] Fig. 4 illustrates a perspective view of the Hyperloop transportation system 200 utilizing a flow control valve 402, in accordance with an embodiment of the present invention. The first object 204-1 may travel through the first tube 202-1 and the second object 204-2 may travel through the second tube 202-2. The first tube 204-1 may be adjacent to the second tube 202-2. The first object 204-1 and the second object 204-2 may travel in opposite directions. Airflows within the first tube 204-1 and the second tube 204-2 may interfere due to motion of the first object 204-1 and the second object 204-2. To minimize interference between the airflows, the flow control valve 402 may be introduced in the Hyperloop transportation system 400. The flow control valve 402 may be installed on the passageways 206 for relieving air pressure.

[0050] The flow control value 402 may be an active flow control valve or a passive control valve. The active flow control valve may be actuated with a control logic of a pre-programmed control system or by the aid of some sensors like pressure sensors, flow sensors, proximity sensors and other similar sensors of such kind.

[0051] The passive flow control valve may work without an external power source. The passive flow control valve may or may not control any moving parts in the Hyperloop transportation system 200.

[0052] Fig. 5 illustrates an exemplary view of the Hyperloop transportation system 200 utilizing an auxiliary tube 208, in accordance with an embodiment of the present invention. The first object 204-1 may travel through the first tube 202-

1 and the second object 204-2 may travel through the second tube 202-2. Airflows may be interfered due to motion of the first object 204-1 and the second object 204-

2 and may result in complex flow situations and cause excessive forces on the Hyperloop transportation system 200.

[0053] The auxiliary tube 208 may allow air to travel through multiple passageways 206 and may reduce direct interaction between the first object 204-1 and the second object 204-2. The passageways 206 may be connected to the auxiliary tube 208 in an alternating way, as illustrated in Fig. 3A. When air enters the auxiliary tube 208 from the first tube 202-1, it has to travel a length through the auxiliary tube 208 before leaving towards the second tube 202-2.

[0054] The auxiliary tube 208 may be made of mild steel, stainless steel, medium carbon steel or alloy steel. A material utilized for manufacturing the auxiliary tube 208 may ensure its formation into a desired shape and allows its easy integration with the tube 202. In some implementations, the auxiliary tube 208 may be made of a composite material, such as fibre-reinforced plastics, concrete, or Aluminium and its alloys. [0055] Fig. 6 illustrates an exemplary top view of a Hyperloop transportation system 600 having single tube, in accordance with an embodiment of the present invention. The Hyperloop transportation system 600 may comprise a main tube 602 (similar to the tube 202) for movement of an object 604 (similar to the object 204). The Hyperloop transportation system 600 may further comprise an auxiliary tube 608 (similar to the auxiliary tube 208) for providing extra space for allowing flow of air streams. The auxiliary tube 608 may be connected to the main tube 602 through passageways 606 (similar to the passageways 206). A diameter of the auxiliary tube 608 may be substantially lower than a diameter of the main tube 602.

[0056] Fig. 7 A illustrates a perspective side view of a Hyperloop transportation system 700 utilizing multiple tubes 702, in accordance with an embodiment of the present invention. The multiple tubes 702 (similar to the tube 202) may be used for increasing carrying capacity of the Hyperloop transportation system 700 and for providing parallel pathways for different destinations lying on a same route. The multiple tubes 702 may be connected with each other through passageways 706 (similar to the passageways 206 and 606) as also illustrated in front view of the Hyperloop transportation system 700 shown in Fig. 7B.

[0057] An effective blockage ratio of the Hyperloop transportation system 700 may be reduced without increasing the hoop stresses on the multiple tubes 702. The hoop stress depends on diameter of each tube. In other words, two or more tubes of smaller diameter connected may have a significant advantage over a single tube with a larger diameter. Further, an overall load on the Hyperloop transportation system 700 may depend on a projected area, and the projected area may be proportional to diameters of each tube. Thus, the overall load on the Hyperloop transportation system 700 may be reduced upon usage of the multiple tubes 702 with smaller diameter. The hoop stress (Gg) and the axial stress (G_ax) may be calculated using below provided equations (4) and (5):

Ge = pa/t (for thin-wall) and Go = pa²(r²+b²)/r²(b²-a²) (for thick-wall) . (4) Gax = pa/2t (for thin-wall) and Gg = pa²/(b²-a²) (for thick-wall) . (5)

[0058] For verifying performance of a Hyperloop transportation system designed according to one of the embodiments of the present invention, CFD-based analysis was performed. CFD provides study and visualisation of flow of air stream in a virtual environment. For validation, three cases of different object velocities (0.4 Mach, 0.6 Mach and 0.8 Mach) were studied and the results of the connected tube were compared with the results of the reference model for each case separately.

[0059] The cases varied in their inlet conditions and were as follows,

1st Case -> Inlet Mach = 0.4

2nd Case -> Inlet Mach = 0.6

3rd Case -> Inlet Mach = 0.8

[0060] Fig. 8 illustrates Mach number contours obtained during simulation of various inlet and outlet conditions of a Hyperloop transportation system, in accordance with an embodiment of the present invention. It was observed that the peak Mach number of 0.691 in the image which has two tubes setup is lesser than the peak Mach number of 0.746 in image which has a single tube setup. Thus, there is a decrease in the peak Mach number achieved which in turn will reduce the drag formed on the object. Drag reported for 1st case in a single tube setup was 8.4 N as compared to the drag reported in the two tube setup is 7 N. 16.16 % decrease in drag was observed. Similarly, simulations of other two cases were carried out and results were tabulated, as shown in below provided table 1 :

Table 1

[0061] Further, dynamic simulations were conducted using Ansys Fluent (CFD).

The results were tabulated in below mentioned Table 2:

Table 2

[0062] The results of the dynamic simulations showed a substantial reduction in drag values. The dynamic simulations provided a more accurate representation of real-world flow physics compared to static simulations, enhancing the overall validity of findings of the hyperloop transportation system disclosed in the present invention.

[0063] The hyperloop transportation system disclosed in the present invention maximises an effective cross-sectional area available for flow of air stream in the tubes without altering diameters of existing tubes or pods. Increasing diameter of the existing tube may result in higher pressure load on the existing transportation system. This may further increase system costs due to requirement for additional or improved materials for increased stiffness and strength of the tubes for tackling the additional loads on the system. Conversely, reducing size of the hyperloop pod limits the system's carrying capacity. The present invention overcomes both of these challenges by providing area for additional airflow through the connected tubes, thereby reducing drag faced by the hyperloop pod. In other words, the present invention requires minimal intervention for implementation in existing hyperloop superstructure. This offers benefits in terms of reduction in capital cost by reducing need for any alteration in the existing superstructure and reduction of operational cost by decreasing energy requirements of the hyperloop transportation system.

[0064] Although a form of the invention has been described herein, it will be obvious to those skilled in the art that variations may be made in the construction and relation of parts and method without departing from the spirit and scope of the invention described herein. While embodiments of the present disclosure have been illustrated and described, it will be clear that the disclosure is not limited to these embodiments only. Numerous modifications, changes, variations, substitutions, and equivalents will be apparent to those skilled in the art, without departing from the scope of the disclosure.

Claims

CLAIMS:

1. A hyperloop transportation system (200) comprising: two or more tubes (202) connected with each other through a plurality of passageways (206) positioned at a pre-defined distance, wherein the two or more tubes (202) are adapted to carry a hyperloop pod (204) and the plurality of passageways distributes high-pressure air stream between the two or more tubes (202) by allowing flow of the high-pressure air stream through the plurality of passageways (206), for reduction of drag force during movement of the hyperloop pod (204). . The hyperloop transportation system (200) as claimed in claim 1, further comprising a flow control valve (402) installed on one or more of the plurality of passageways (206) for relieving air pressure and minimizing interference between high-pressure air streams flowing through the two or more tubes (202). . The hyperloop transportation system (200) as claimed in claim 2, wherein the flow control valve (402) is actuated with a pre-programmed control logic. . The hyperloop transportation system (200) as claimed in claim 1, wherein the plurality of passageways (206) increases an effective cross-sectional area for flow of the high-pressure air stream between the two or more tubes (202). . The hyperloop transportation system (200) as claimed in claim 1, further comprising an auxiliary tube (208) connecting the two or more tubes (202) by means of the plurality of passageways (206), wherein the plurality of passageways (206) extends as projections from the auxiliary tube (208). . The hyperloop transportation system (200) as claimed in claim 5, wherein the auxiliary tube (208) is made of one or more of mild steel, stainless steel, medium carbon steel, alloy steel and composite material including fibre-reinforced plastics, concrete, Aluminium and alloy of Aluminium. The hyperloop transportation system (200) as claimed in claim 1, wherein the plurality of passageways (206) are positioned at an inclination angle from the two or more tubes (202), and wherein the inclination angle ranges from 5 degrees to 90 degrees. The hyperloop transportation system (200) as claimed in claim 1, wherein the plurality of passageways (206) are in one or more of circular shape, rectangular shape, square shape, oval shape, elliptical shape, and non-circular shape. The hyperloop transportation system (200) as claimed in claim 1, wherein the plurality of passageways (206) are made of one or more of mild steel, stainless steel, medium carbon steel, alloy steel and composite material including fibre- reinforced plastics, concrete, Aluminium and alloy of Aluminium.