Why Hyperloop has great potential.jpg

In the case of Hyperloop, which is a maglev train,
it takes a massive amount of energy just to levitate the object,
so we should start by applying Hyperloop technology to the current subway systems first.
You can think of Hyperloop as a vacuum road;
instead of making it a complete vacuum, you let the atmosphere settle to the bottom due to gravity and run on the vacuum layer above it.

Looking at the cross-section of a Hyperloop like this, air moves downward due to gravity, creating a vacuum layer above it.
By placing air storage spaces in the Hyperloop pillars, you can induce the air to be pulled downward by gravity.
Then, a vacuum layer will form where the train runs.
Many current designs to maintain a near-vacuum state are extremely dangerous and difficult to maintain,
but with this method of storing 50% of the air at the bottom, it becomes much easier to extract the air.
Since it runs in a space without air, there is no air resistance, so even if you increase the speed, you can reduce energy loss caused by air resistance.
Currently, the fastest train, KTX-Cheongryong, can reach 320 km/h,
but if you try to increase the speed beyond that, a phenomenon occurs where the train lifts off.
As the front wheels lift due to air, friction decreases, and propulsion can no longer be generated.
However, within a vacuum space, there is no air resistance, so friction does not decrease in that way.
This allows for higher propulsion, meaning it can run at speeds of 600 km/h.
To convert solid friction into fluid friction, lubricants are applied;
the pressure applied by the wheels is transferred to the lubricant, which converts it into fluid friction.
The wheels can be made into micro-gears.
If the engine can support it, it can even reach speeds of 2,000 km/h.
When commercializing Hyperloop, the technology to maintain a near-vacuum state is also very important.
That involves using gravity: you have air storage spaces with gates kept closed,
then you extract the air from where the train runs, and once enough air is removed, you open the gates to create a structure where the top is a vacuum and the air has settled at the bottom.
This makes it much easier to create a near-vacuum state.
Additionally, when the train stops for people to board, you dock the interior of the train with the passenger boarding area without breaking the near-vacuum state,
and then the gate opens for boarding.
It can be done just like docking a spacecraft.
If so, it is entirely possible even with current subway trains rather than maglev trains,
running at speeds of around 300 km/h.
If a maglev Hyperloop were to travel from Seoul to Busan in 12 minutes at 2,000 km/h, it would be better to just operate airplanes.
The goal is to reduce the travel time of subways and trains running at 300 km/h.
As speed increases, air resistance grows, so speeds are currently kept low,
but by increasing the speed, you can prioritize energy efficiency above all else.
300 km/h would be faster, more stable, and have the highest fuel efficiency.
Electricity can be produced using solar power facilities on the outer walls of the Hyperloop to operate the train.
Also, while current railways can only install wheels at the bottom, Hyperloop can install them on the sides and top as well.
This allows for a more stable structure to generate propulsion, and the centrifugal force generated when turning a 30-degree curve can be absorbed by the suspension
and converted back into propulsion.
The core technology for commercialization is a Hyperloop with a top speed of 300 km/h.
And when traveling in a straight line on a high-speed Hyperloop, it can reach 2,000 km/h.
The most important thing is that even if it is not made into a maglev train inside the vacuum tube, it can run at a speed of 2,000 km/h.
Because there is no air, the phenomenon of friction decreasing [due to lift] does not occur.