To see the other types of publications on this topic, follow the link: Maglev rail system.
Journal articles on the topic 'Maglev rail system'
Create a spot-on reference in APA, MLA, Chicago, Harvard, and other styles
Consult the top 50 journal articles for your research on the topic 'Maglev rail system.'
Next to every source in the list of references, there is an 'Add to bibliography' button. Press on it, and we will generate automatically the bibliographic reference to the chosen work in the citation style you need: APA, MLA, Harvard, Chicago, Vancouver, etc.
You can also download the full text of the academic publication as pdf and read online its abstract whenever available in the metadata.
Browse journal articles on a wide variety of disciplines and organise your bibliography correctly.
1
Wang, Dangxiong, Xiaozhen Li, Lin Liang, and Xiaowei Qiu. "Influence of the track structure on the vertical dynamic interaction analysis of the low-to-medium-speed maglev train-bridge system." Advances in Structural Engineering 22, no. 14 (June 11, 2019): 2937–50. http://dx.doi.org/10.1177/1369433219854550.
Full textAbstract:
The low-to-medium-speed maglev train is stably suspended near the rated suspension gap. The suspension force acts directly on the track and is transmitted to the bridge. The maglev track structure is novel, and the influence mechanism of the track structure on the coupled vibration of the maglev train-bridge system is unknown. Therefore, in this study, we propose vertical dynamic interaction models of the low-to-medium-speed maglev train-bridge system and the low-to-medium-speed maglev train-track-bridge system to analyse the influence mechanism of the maglev track structure on the vertical dynamic interaction of the low-to-medium-speed maglev train-bridge system. The vibration characteristics of the F-rail and the influence mechanism of the track structure on the dynamic responses of the bridge are discussed in detail. The study verifies that the local deformation of the F-rail is self-evident and cannot be ignored. In addition, the influence of the F-rail on the dynamic interaction of the maglev train-bridge system is mainly reflected in two aspects: first, the vibration of the bridge in the high-frequency band increases due to the high frequency and intensive local vibration of the F-rail itself. Second, the vibrations of the bridge and the F-rail in the low-frequency band increase due to the periodic irregularities caused by the local deformation of the F-rail. In this study, we consider the vertical dynamic interaction model of the low-to-medium-speed maglev train-track-bridge system.
2
Yang, Ying, Wenyue Zhang, Laisheng Tong, Qibiao Peng, Huajun Luo, and Jianguo Suo. "Analysis and solution of eddy current induced in rail for medium and low speed maglev transportation system." Transportation Systems and Technology 4, no. 4 (December 19, 2018): 129–37. http://dx.doi.org/10.17816/transsyst201844129-137.
Full textAbstract:
Background: For medium and low speed maglev transportation system, the eddy current will be induced in rail, which is made of solid steel, while the train is running. The levitation force of electromagnets will be weakened by the magnetic field generated by eddy current in the rail, especially at the position of the forefront electromagnets. With the increase of train running speed, the eddy current effect will also increase, which will reach 30 % at 100 km/h, and which will directly affect the levitation stability of the train during high-speed running. Put it another way, it will limit the further improvement of the running speed of the medium and low speed maglev train.
Aim: In order to solve the above problem, and compensate the levitation force reduced by the eddy current effect.
Methods: The FEA method is used to obtain the magnetic field distribution and levitation force changing with the train speed. And taking the middle and low speed maglev trains and rails of Changsha Maglev Express as the research object, we have adopted two solutions, and the prototypes of airsprings and levitation magnets are manufactured and tested in the train.
Results: The test result show that the currents of the windings at the front end of the two forefront electromagnets are reduced obviously.
Conclusion: In this paper, the medium and low speed maglev train and rail used by Changsha Maglev Express are studied, the eddy current effect is analyzed, and two solutions are proposed. The results show that the solution methods can alleviate the eddy current effects to some extent.
3
Ahmed, Raheel, Yu Li Jun, Muhammad Fawad Azhar, and Naveed Ur Rehman Junejo. "Comprehensive Study and Review on Maglev Train System." Applied Mechanics and Materials 615 (August 2014): 347–51. http://dx.doi.org/10.4028/www.scientific.net/amm.615.347.
Full textAbstract:
Electromagnetic levitated systems commonly used in the field of people transportation, tool machines frictionless bearings and conveyor systems. In the case of high speed people transport vehicles, the electromagnetic levitation offers the advantage of a very silent motion and of a reduced maintenance of the rail. Magnetic levitated trains requires the guidance force needed to keep the vehicles on the track is obtained with the levitation electromagnets, Particular shapes of the rails and to a clever placement of the electromagnets with respect to the rails helpful and effective to achieve the goal. This article gives the basic idea of the electromagnets trains and its control system mechanism
4
Zhang, Lei, Bo Zhang, Lin Ba, and Hang Gao. "The Centerline Position Measuring and Online Machining Compensation of the Rail Base for High-Speed MAGLEV." Materials Science Forum 532-533 (December 2006): 592–95. http://dx.doi.org/10.4028/www.scientific.net/msf.532-533.592.
Full textAbstract:
The precision machining of the rail base for high-speed Magnetically Levitated Trains (MAGLEV) is the precondition for laying the high-quality whole rail and accomplishing the integrative performance test of the train. A new method is advanced to improving the machining precision in this paper. The X and Y coordinates of the cross centers on the rail base for MAGLEV will be obtained through two raster displacement sensors which are perpendicular to each other. So the machining datum position of the rail will be determined. According to the spatial position relationship between the straight movement error of the guideway on the numerical control machine tools and the central line of the rail base for MAGLEV, error compensation will be made to improve the machining precision in the process of the numerical control machining. The mechanism design theory of the measuring system is presented in this paper. On basis of both the design theory and the software platform of LabWindows/CVI, the virtual measurement system for measuring straight movement error of the rail on the numerical control machine tool, which is used to machining the rail base for MAGLEV will be established.
5
Neto, João Batista Pinto, Lucas de Carvalho Gomes, Miguel Elias Mitre Campista, and Luís Henrique Maciel Kosmalski Costa. "An Accurate GNSS-Based Redundant Safe Braking System for Urban Elevated Rail Maglev Trains." Information 11, no. 11 (November 15, 2020): 531. http://dx.doi.org/10.3390/info11110531.
Full textAbstract:
The association of elevated rail structures and Maglev (magnetic levitation) trains is a promising alternative for urban transportation. Besides being cost-effective in comparison with underground solutions, the Maglev technology is a clean and low-noise mass transportation. In this paper, we propose a low-cost automatic braking system for Maglev trains. There is a myriad of sensors and positioning techniques used to improve the accuracy, precision and stability of train navigation systems, but most of them result in high implementation costs. In this paper, we develop an affordable solution, called Redundant Autonomous Safe Braking System (RASBS), for the MagLev-Cobra train, a magnetic levitation vehicle developed at the Federal University of Rio de Janeiro (UFRJ), Brazil. The proposed braking system employs GNSS (Global Navigation Satellite System) receivers at the stations and trains, which are connected via an ad-hoc wireless network. The proposed system uses a cooperative error correction algorithm to achieve sub-meter distance precision. We experimentally evaluate the performance of RASBS in the MagLev prototype located at the campus of UFRJ, Brazil. Results show that, using RASBS, the train is able to dynamically set the precise location to start the braking procedure.
6
Wolek, Arthur Lester. "Maglev freight - one possible path forward in the U.S.A." Transportation Systems and Technology 4, no. 3 (November 2, 2018): 117–33. http://dx.doi.org/10.17816/transsyst201843117-133.
Full textAbstract:
Background: As high-speed rail and other transportation technologies are moving forward and gaining funding in the United States, the push for MagLev is not receiving the necessary support that would make it a viable alternative in the near future. Major changes in the approach to implementing MagLev could make a better case for it, specifically for carrying freight. One alternative that has been considered in the past is the modification of existing freight railways to support MagLev. For this to be economically feasible and practical, such a solution has to be able to support both conventional freight trains and MagLev freight.
Aim: The successful application of Partially Magnetically-Levitated Freight (PMLF) technology achieved by integrating superconducting MagLev technology with current railroad design and operations.
Methods: A MagLev freight system that is envisioned to use existing rail routes must be designed to be compatible with the existing railway infrastructure. To accomplish this, every component utilized by the railroads must be examined in detail to determine if and how it could be affected by the proposed PMLF. In addition, components that will need to be modified for PMLF operation must undergo a retrofit design and testing process. The design scope must also include an examination of all existing tasks and activities that are being performed by the railroads such as track maintenance and repair. Any procedures that affect or are affected by the addition of PMLF will need to be modified. Finally, superconducting MagLev technology must be optimized and advanced for application to PMLF.
Opinions and Discussions: The dual use of railway lines has substantial cost advantages when compared to building new dedicated MagLev freight corridors. In fact it could make the entire proposition very appealing if proven to be technically feasible. However, there are certain limitations and concerns that would cause policy makers to reject such a proposal unless such obstacles can be shown to be temporary and non-critical. Essential rail installations such as switches are presently difficult to modify in a way that would ensure reliable functionality for both MagLev and conventional freight trains, and grade crossings pose safety risks. It is difficult to envision the tremendous leap forward of merging MagLev with existing freight rail lines when much more basic technologies such as positive train control are not even fully implemented. Consequently, it is a challenge to advance MagLev in the United States where new dedicated freight corridors are considered to be cost-prohibitive and dual use railway lines pose uncertainties that railroad companies simply do not want to solve. However, there is one more solution has not been considered that would allow a MagLev freight train to navigate on existing railway infrastructure without disrupting traditional rail utilization. This solution is a partially magnetically-levitated freight train.
Results: After reviewing the fundamental components, systems and operations of the railways in the United States, it will be feasible and practical to introduce magnetic levitation technology to assist in moving freight on existing rail routes. PMLF trains will be able to take advantage of magnetic levitation on sections where the track has been upgraded to allow its use and much higher speed while still being able to travel on unmodified sections with the same speed as traditional trains.
Conclusion: Modifying existing freight rail with magnetic “quasi-lift” technology is a much lower cost alternative to building an entirely new MagLev infrastructure. This alternative will provide very important benefits including enhancing safety in the rail industry. In its first phase of implementation, the proposed PMLF system will levitate a significant portion of the weight of the train but still utilize the existing steel rails for traction and guidance. The most evident advantages of this approach include reduced wear on rail and other supporting elements, and a significant reduction in friction and energy use. Locomotives, freight cars and all other components could be made lighter and travel speeds will increase dramatically due to less impact and other effects. Later phases of implementation will focus on magnetic traction and guidance. The acceptance and success of this partially levitated system will eventually lead to fully levitated freight transport technology. Sometimes it is necessary to take smaller steps to achieve the desired future.
7
Chen, Gui Rong, Li Li Zheng, and Dan Feng Zhou. "Study on the Characteristics of the Maglev Electromagnet Considering the Magnetic Field Induced by Eddy Current." Applied Mechanics and Materials 392 (September 2013): 413–19. http://dx.doi.org/10.4028/www.scientific.net/amm.392.413.
Full textAbstract:
The rails of the medium-low speed maglev system are entirely manufactured by roller milling, and eddy current in the rail can be induced when relative movement between the electromagnet and the rail manifests. The eddy current reduces the magnetic field in the air gap between the electromagnet and the rail, which, as a result, decreases the levitation force; and higher speed will cause more levitation force lost. Moreover, the eddy current produces a drag force which is opposite to the propulsion force generated by the linear inductive motor. In this paper, based on the electromagnetism, the formulae for the levitation force and the drag force of the electromagnet are deduced when the eddy current in the rail is taken account. Simulations based on the model of the maglev vehicle on the Tangshan maglev test line are also performed. The results indicates that the levitation force is significantly affected by the eddy current in the rail, and when v = 200 km/h, the levitation force of a single electromagnet is reduced by 35.6%; meanwhile, the drag force increases dramatically as the speed increases, but when the speed exceeds 100 km/h, the drag force stops increasing, and it equals 2.28% of the stationary levitation force.
8
Yan, Peiliang. "Progress made and prospect of China's maglev transportation technology standardization." Transportation Systems and Technology 4, no. 3 suppl. 1 (November 19, 2018): 246–52. http://dx.doi.org/10.17816/transsyst201843s1246-252.
Full textAbstract:
Background: In order to standardize maglev transportation engineering and its operation, the research of maglev transportation technical standards becomes important. Based on the analysis of the growth of rail transit, the acceleration of maglev transportation engineering, the China’s standardization regulation and the maglev transportation technology standardization practice,
Aim: This paper proposes the basic principles for establishing maglev transportation standard system and the framework of maglev transportation technical standard system, introducing China’s maglev transportation technology standardization mechanism, its achievements, prospects and experiences.
Results: By the end of 2017, China had developed 12 maglev transportation technical industry and provincial standards.
Conclusion: There are 12 maglev transportation technical industry standards and social organization standards under development.
9
Wenk, Matthias, Johannes Kluehspies, Larry Blow, Eckert Fritz, Martina Hekler, Roland Kircher, and Michael H. Witt. "Practical investigation of future perspectives and limitations of maglev technologies." Transportation Systems and Technology 4, no. 3 suppl. 1 (November 19, 2018): 85–104. http://dx.doi.org/10.17816/transsyst201843s185-104.
Full textAbstract:
Results of an International Survey among Transport Experts and Specialists Maglev.
With the aim of tracking current trends in the market perspectives of magnetic levitation, or maglev technologies, the non-profit International Maglev Board conducted a primary study in the spring of 2018 among maglev specialists and transportation professionals. More than 1 000 professionals took part in the survey. Main topics of the study are questions comparing the suitability of conventional wheel-on-rail and maglev technologies according to application areas. Predicted opportunities and developments in maglev technology, acceptance issues and research needs are analyzed. The results are broken down by expertise and nationality of the participants. This short version presents selected findings of the survey in compressed form.
Background: There is an obvious need for information on international trends in the application of Maglev transport technologies. The study attempts to grasp the global dimension of magnetic levitation developments in a structured way.
Aim: To track current trends in magnetic levitation transport system innovation. Identify perspectives, research tasks and implementation barriers. Comparison of magnetic levitation systems with steel wheel systems. Analysis of the key topics of the debate.
Methods: Primary study in spring 2018 among 1 058 maglev specialists and transport experts. Internet-based online survey.
Results: The ratings vary greatly according to the expertise and origin of the respondents. In certain fields of application, wheel-rail systems remain the preferred transport technology. But in certain other fields of application, maglev technologies have become preferred over conventional steel-wheel-rail by a majority of transport professionals. This is particularly the case for high-speed maglev transport and for the new application of maglev elevators in buildings. At the same time, many respondents see a continuing need for research.
Conclusion: Overall, there is a differentiated picture. Respondents from North and South America, Russia and Asia are on average particularly open to an implementation of certain maglev technologies.
10
Park, Chan Bae, Byung Song Lee, Jae Hee Kim, Jun Ho Lee, and Hyung Woo Lee. "A Study on the Structure of Linear Synchronous Motor for 600km/h Very High Speed Train." Applied Mechanics and Materials 416-417 (September 2013): 317–21. http://dx.doi.org/10.4028/www.scientific.net/amm.416-417.317.
Full textAbstract:
Recently, an interest in a hybrid system combining only the merits of the conventional wheel-rail system and Maglev propulsion system is growing as an alternative to high-speed maglev train. This hybrid-type system is based on wheel-rail method, but it enables to overcome the speed limitation by adhesion because it is operated by a non-contact method using a linear motor as a propulsion system and reduce the overall construction costs by its compatibility with the conventional railway systems. Therefore, a comparative analysis on electromagnetic characteristics according to the structural combinations on the stator-mover of Linear Synchronous Motor (LSM) for Very High Speed Train (VHST) maintaining the conventional wheel-rail method is conducted, and the structure of coreless superconducting LSM suitable for 600 km/h VHST is finally proposed in this paper.
11
Leng, Peng, Jie Li, and Yuxin Jin. "Kinematics Modeling and Analysis of Mid-Low Speed Maglev Vehicle with Screw and Product of Exponential Theory." Symmetry 11, no. 10 (September 25, 2019): 1201. http://dx.doi.org/10.3390/sym11101201.
Full textAbstract:
Maglev transportation is a new type of rail transit, whose vehicle is different from the two-bogie structure of the wheel-rail train. Generally, it consists of four to five suspension frames supporting a car body in parallel. The moving mechanism of a vehicle often consists of hundreds of moving parts, showing a multi-rigid body system in serial-parallel structure. At present, there is no theoretical framework for systematically and accurately describing the kinematics and dynamics of the Maglev train. The design work is at the level of simple equivalent estimation or measurement from the CAD drawing, which makes the system performance analysis and optimization work unable to be carried out scientifically. Based on the theoretical framework of screw theory and exponential mapping, the forward kinematics modeling, inverse kinematics solution, transition curve modeling and computational analysis methods for the Maglev train are proposed in this paper. A systematic and accurate theoretical framework is constructed for the modeling and analysis of the motion mechanism of the Maglev train, which makes the design and analysis of the Maglev train at the scientific level.
12
Yang, Ying, Jiangmin Deng, Laisheng Tong, Xiaoсhun Li, Qibiao Peng, and Wenhui Zhang. "Study on the optimization of linear induction motor traction system for fast-speed maglev train." Transportation Systems and Technology 4, no. 3 suppl. 1 (November 19, 2018): 156–64. http://dx.doi.org/10.17816/transsyst201843s1156-164.
Full textAbstract:
Background: The short stator linear induction motor (LIM) is normally used in medium-low speed maglev train.
The restriction by mounting space on bogie and motor input voltage from the third power supply rail lead that the maximum speed of medium-low speed maglev train can reach no more than 120 km/h.
Aim: In this paper, by means of the LIM design optimization, improvement of the LIM force characteristic in high speed range, the maximum speed of medium-low speed maglev train can reach 160 km/h.
Methods: After comparing the LIM theoretical calculation and actual test data, it shows that the new designed LIM is effective.
Conclusion: Afterwards, by installing the new designed LIMs, the traditional medium-low speed maglev train becomes a fast-speed maglev train, and it has a bright future in transportation applications.
13
Rao,, Delin, Jingguo Ge, and, and Ligong Chen. "Vibratory Stress Relief in Manufacturing the Rails of a Maglev System." Journal of Manufacturing Science and Engineering 126, no. 2 (May 1, 2004): 388–91. http://dx.doi.org/10.1115/1.1644544.
Full textAbstract:
To reduce the welding induced residual stress in the rails of a magnetic levitation (maglev) transport system, the procedure of vibratory stress relief (VSR) is applied and discussed in this paper. Suitable welding sequence for the rails is introduced to keep the residual stress low. Qualitative analysis with scanning curve shows that the peak of acceleration becomes higher after the procedure of VSR and the resonant frequency becomes lower. It means that the procedure of VSR is effective according to the JB/T5926-91 standard. The residual stress in the rail was measured before VSR and after VSR, using hole-drilling method, and the result shows that the average principal stresses was reduced by about 30% after VSR.
14
Han, Jong-Boo, and Ki-Jung Kim. "Characteristics of vibration in magnetically levitated trains subjected to crosswind." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 232, no. 5 (July 20, 2017): 1347–59. http://dx.doi.org/10.1177/0954409717721378.
Full textAbstract:
An electromagnetic suspension system-type (EMS-type) magnetically levitated vehicle (Maglev) maintains the airgap between the guiderail and the electromagnet by controlling the electric current through the levitation controller and runs with the help of a linear induction motor. ECOBEE, an EMS-type Maglev, is designed for the purpose of urban transit and must run on a curved guideway with a small radius of curvature. However, while the EMS-type Maglev controls the vertical airgap using the levitation force of the electromagnet, in the case of the lateral direction, a guidance force, which is determined by the levitation force through the intensity of lateral displacement, passively controls the lateral displacement. However, when an excessive lateral displacement is triggered by a disturbance that is greater than the guidance force, an antiaberration skid comes into contact with the rail. Therefore, the Maglev running on a curve with a small radius should maintain the airgap without touching the rail when turning directions on a curved rail, while the vibrations of the vehicle caused by external factors, such as entering the circular curve from the transition curve, or a crosswind, can affect the levitation stability. Therefore, in order to secure the levitation stability of the electromagnet while also improving the curving performance of the vehicle, inserting a lateral damper between the cabin and the bogie has been suggested. In the present study, by using an integrated model of the Maglev system developed by multibody dynamics, the influence of a crosswind as the train runs along a curve and the effect of the lateral damper were analyzed.
15
Wang, Dangxiong, Xiaozhen Li, Lin Liang, and Xiaowei Qiu. "Dynamic interaction analysis of bridges induced by a low-to-medium–speed maglev train." Journal of Vibration and Control 26, no. 21-22 (February 26, 2020): 2013–25. http://dx.doi.org/10.1177/1077546320910006.
Full textAbstract:
The structure of low-to-medium–speed maglev trains significantly differs from that of traditional wheel/rail trains, leading to significant differences between the coupling vibration mechanism of the train and bridge systems. To determine the vertical dynamic interaction of the low-to-medium–speed maglev train–bridge system, a dynamic interaction model was established and studied, based on a proportional–integral–derivative active suspension control system and modal superposition method. The simulation model was validated through bridge dynamic field tests on the Changsha low-to-medium–speed maglev commercial line. The vertical dynamic characteristics of the system were analyzed for bridges with different girder heights. Subsequently, the mechanism of the vertical resonance of the bridge induced by the maglev train was analyzed carefully. The results show that reducing the bridge rigidity increases the electromagnetic levitation force, thereby increasing the dynamic response. The low-speed resonance in the bridge is caused by the circulation loading frequency of the adjacent electromagnetic force, whereas the normal-speed resonance is induced by the self-frequency of the electromagnetic levitation force.
16
Miller, John S. "Evaluating New Transportation Technologies with Tiered Criteria: Rail Case Study Approach." Transportation Research Record: Journal of the Transportation Research Board 1838, no. 1 (January 2003): 64–72. http://dx.doi.org/10.3141/1838-09.
Full textAbstract:
New transportation technologies, such as magnetic levitation (maglev), offer promise and risk as they move through the successive stages of research, development, demonstration, and deployment. The Virginia General Assembly’s initial financial contributions to a low-speed, 3,400-ft (1,037-m), maglev-based people mover being constructed by the private sector illustrate the opportunities for potential reward and failure. Requests for additional funding to refine and deploy the prototype motivated the Virginia Department of Transportation (VDOT) to seek a structured decision process. VDOT did not want to spend taxpayers’ money frivolously on a technology not yet in commercial service anywhere in the world, or to impede an affordable, new approach that could effectively reduce congestion. To help VDOT evaluate the prototype maglev system, the Virginia Transportation Research Council developed a set of broad-based performance measures applicable to different rail systems including maglev. This study links the standards of credibility, reliability, performance, safety, and cost to the types of detailed performance measures that should be obtained during an operational test. A strong link between technical data and broad-based metrics enables persons of disparate backgrounds to jointly evaluate the results of a new technology and establish reasonable expectations for what that technology should accomplish. This is a better approach than making decisions on the sole basis of preconceived notions of whether a technology is good or bad. These performance measures, therefore, offer a promising method for evaluating new transportation products. Although the concept of technology-blind criteria has received renewed emphasis over the past decade, this study highlights challenges and suggestions for using such criteria in a relatively political setting, which is less than ideal but common.
17
Zhai, Wanming. "DYNAMICS OF MAGLEV VEHICLE/ GUIDEWAY SYSTEMS(I)--MAGNET/RAIL INTERACTION AND SYSTEM STABILITY." Chinese Journal of Mechanical Engineering 41, no. 07 (2005): 1. http://dx.doi.org/10.3901/jme.2005.07.001.
Full text
18
Ye, Chang Qing, Zi Gang Deng, and Jia Su Wang. "Analysis of the Permanent Magnet Guideway of High Temperature Superconducting Maglev." Materials Science Forum 745-746 (February 2013): 197–202. http://dx.doi.org/10.4028/www.scientific.net/msf.745-746.197.
Full textAbstract:
t was theoretically and experimentally proved that High Temperature Superconducting (HTS) Maglev had huge potential employment in rail transportation and high speed launch system. This had attracted great research interests in practical engineering. The optimization design was one of the most important works in the application of the HTS Maglev. As the NdFeB permanent magnet and HTS materials prices increased constantly, the design optimization of the permanent guideway (PMG) of HTS maglev became one of the indispensable works to decrease the cost of the application. This paper first reviewed four types of PMGs used by the HTS Maglev, then disucssed their structures and magnetic fields. Finally, the optimization methods of these four PMGs were compared. It was suggested that with better optimization methods, the levitation performance within a limit cost got better. That would be helpful to the future numerical optimization of the PMG of the HTS maglev.
19
Fritz, Eckert, Larry Blow, Johannes Kluhspies, Roland Kircher, and Michael H. Witt. "Energy consumption of track-based high-speed trains: maglev systems in comparison with wheel-rail systems." Transportation Systems and Technology 4, no. 3 suppl. 1 (November 19, 2018): 134–55. http://dx.doi.org/10.17816/transsyst201843s1134-155.
Full textAbstract:
Background: The energy consumption of a high-speed system is an important part of its total operational costs. This paper compares the secondary energy demand of different wheel-rail systems, such as ICE, TGV and Shinkansen, and maglev systems, such as Transrapid and Chuo Shinkansen.
In the past, energy values of systems with different conditions (train configuration, dimension, capacity, maximum speed) were frequently compared. The comparative values were often represented by the specific energy consumption based on passenger capacity and line-kilometer values.
Aim: The goal is to find a way to compare the specific energy consumption of different high-speed systems without any distortion of results.
Methods: A comparison of energy values based on normative usable areas inside the high-speed systems will be described and evaluated in this paper, transforming the results to a more distortion-free comparison of energy consumption of different systems.
Results: The results show the energy consumption as an important characteristic parameter of high-speed transportation systems based on an objective comparison and give ranges of expected energy demand of different systems dependent on maximum speed level.
Conclusion: Up to the design speed of wheel-rail systems there are slight advantages in terms of energy consumption for the Transrapid maglev. From the perspective of energy consumption under consideration to reduce travel time, high-speed maglev systems represent a promising option for new railway projects. However, a project-specific system decision must be based on a complete life-cycle cost analysis, including investment cost
20
Kircher, Roland, Johannes Klühspies, Ryszard Palka, Eckert Fritz, Kenji Eiler, and Michael Witt. "Electromagnetic fields related to high speed transportation systems." Transportation Systems and Technology 4, no. 2 (September 13, 2018): 152–66. http://dx.doi.org/10.17816/transsyst201842152-166.
Full textAbstract:
Issue: The potential health risks on passengers and the environment related to electromagnetic fields caused by the operation of electrically driven high speed transportation systems has become a major issue. Especially the magnetic flux density or induction can generate physiological effects in body tissues.
Aim: In this paper, we compare calculated and experimental values of electromagnetic fields in rail-wheel systems such as ICE with the Maglev-systems Transrapid and the JR Maglev-system, based on available data.
Method: To estimate the impact on passengers, the field contributions generated by the power supply system as well as by the drive and suspension systems are taken into account. For the comparison, the peak values of the electromagnetic fields have been considered.
Results: The results show, that there are no health risks from the electric fields. Regarding the magnetic induction, the calculated the peak values remain well below the limits given by national regulations. In the case of the Transrapid and the JR Maglev system, the measured peak values in the environment and inside the vehicle depend on the levitation and the guidance technology and the geometrical parameters. The JR Maglev system requires effective magnetic shielding measures which are connected with heavy materials. Since such materials may have a negative influence on the energy balance and the economics of operation, R&D efforts are focusing on the optimization of materials and the structure of shields.
Conclusion: In high speed transportation systems there are no potential risks from electrical fields. Regarding magnetic fields, the induction generated by the power supply and the drive system remain well below the frequency dependent limits. The situation is different for magnetic levitation systems, depending on the suspension and guidance technology. Especially the JR Maglev requires effective shielding measures. The shielding materials may have a negative impact on the energy balance.
21
Lee, Chang-Jin, Sung-Hyun Park, Jin-Nyeong Cheon, and Yong-Won Beom. "2P13 A Study on the Improvement of Rail Expansion Joint for Urban Maglev System(Shotgun Session)." Proceedings of International Symposium on Seed-up and Service Technology for Railway and Maglev Systems : STECH 2015 (2015): _2P13–1_—_2P13–9_. http://dx.doi.org/10.1299/jsmestech.2015._2p13-1_.
Full text
22
SUDA, Yoshihiro, Takahiro WADA, Hisanao KOMINE, and Takashi IWASA. "1309 Rolling control of MAGLEV system with circular cross section of rail." Proceedings of the Transportation and Logistics Conference 2001.10 (2001): 283–86. http://dx.doi.org/10.1299/jsmetld.2001.10.283.
Full text
23
Rong-Jong Wai and Jeng-Dao Lee. "Robust Levitation Control for Linear Maglev Rail System Using Fuzzy Neural Network." IEEE Transactions on Control Systems Technology 17, no. 1 (January 2009): 4–14. http://dx.doi.org/10.1109/tcst.2008.908205.
Full text
24
Nikitin, Viktor V., and Vladimir M. Strepetov. "Linear asynchronous traction drive in urban rail and maglev transport systems." Transportation Systems and Technology 6, no. 4 (December 30, 2020): 5–24. http://dx.doi.org/10.17816/transsyst2020645-24.
Full textAbstract:
The development of transport infrastructure of large cities with high population density and development should be carried out on the basis of innovative technical solutions, that allow to simplify the conditions of laying of tracks, reduce the cost of construction, reduce noise, provide comfort to passengers and reduce the cost of operating rolling stock. One such solution, the effectiveness of which is confirmed by foreign experience, is the use of linear asynchronous traction drive (LATD) in urban rail and maglev transport systems. This, in particular, allows to increase the allowable value of slope paths to 6065, reduce the vertical dimensions of rolling stock to 3.15 m, reduce the diameter of the tunnel by 2530%. The release of the wheel pair from the function of the implementation of traction effort makes it possible to apply on the wagons the articulated semi-frames of trolleys, that ensures better rolling stock in curves, and as a result - less wear of wheels and rails and less noise.
This article analyzes the advantages and disadvantages of LATD compared to the traction drive of traditional execution, considers variants of constructive performance of linear induction motors (LIM), processes of electromechanical energy conversion in LIM, the option of building a LATD control system is presented. The article examines the flat LIM, which have found use in the transport systems of major cities in Asia and America. The processes of energy conversion in LIM are distinguished by the presence of a longitudinal edge effect, which determines the distortion of the resulting magnetic field, which is manifested in the reduction of induction and the displacement of the peak of the induction distribution curve to the escaping edge of the inductor. This effect is particularly manifested in high-speed LIMs with high quality. When the linearity of the magnetic environment is allowed, the resulting electromagnetic force of the LIM can be considered as the sum of electromagnetic forces created by the main field, as well as the direct and reverse fields of the longitudinal edge effect. The edge effects reduce efficiency and power ratio of LIM. The article discusses ways to compensate for the edge effects, as well as an overview of the world experience of the use of LATD in rail and maglev transport systems.
The advantages of LATD and the world experience of its use suggest that for urban transport systems at speeds of up to 100-120 km/h this drive can be a real competition to traditional urban rail systems.
25
Sun, R. X., Z. G. Deng, Y. F. Gou, Y. J. Li, J. Zheng, S. Y. Wang, and J. S. Wang. "Feasibility of low-cost magnetic rail designs by integrating ferrite magnets and NdFeB magnets for HTS Maglev systems." International Journal of Modern Physics B 29, no. 25n26 (October 14, 2015): 1542043. http://dx.doi.org/10.1142/s0217979215420436.
Full textAbstract:
Permanent magnet guideway (PMG) is an indispensable part of high temperature superconducting (HTS) Maglev systems. Present PMGs are made of NdFeB magnets with excellent performance and cost much. As another permanent magnet material, the ferrite magnet is weak at magnetic energy product and coercive force, but inexpensive. So, it is a possible way to integrate the ferrite and NdFeB magnets for cutting down the cost of present PMGs. In the paper, the equivalent on magnetic field intensity between ferrite magnets and NdFeB magnets was evaluated by finite element simulation. According to the calculation results, the magnetic field of the PMG integrating ferrite magnets and NdFeB magnets can be increased remarkably comparing with the pure ferrite PMG. It indicates that low-cost PMG designs by integrating the two permanent magnet materials are feasible for the practical HTS Maglev system.
26
Janic, Milan. "Multicriteria evaluation of the high speed rail, transrapid maglev and hyperloop systems." Transportation Systems and Technology 4, no. 4 (December 19, 2018): 5–31. http://dx.doi.org/10.17816/transsyst2018445-31.
Full textAbstract:
This paper presents the multicriteria evaluation of the High Speed Rail (HSR), TransRapid Maglev (TRM) and Hyperloop (HL) passenger transport system assumed to operate as the mutually exclusive alternatives along the given line/corridor. For such a purpose the methodology is synthesized consisting of the analytical models of indicators of performances of these systems used as the evaluation criteria and the multicriteria Simple Additive Weighting (SAW) method. Given the characteristics of infrastructure and rolling stock/fleet of vehicles/trains reflecting the systems’ infrastructural and technical/technological performances, the indicators of operational, economic, environmental, and social performances are defined and modelled respecting the interests and preferences of the particular actors/stakeholders involved. These are users/passengers, the systems’ transport operators, local, regional, and national authorities and investors, and community members.
The proposed methodology is applied to the line/corridor Moscow – St. Petersburg (Russia) by assuming that three HS systems exclusively operate there according to “what-if’ scenario approach. The results indicate that, under given conditions, the HL is the preferable compared to the TRM and HSR alternative.
27
Lai, Qingying, Jun Liu, Lingyun Meng, Xiaofeng Chai, Qunyan Wang, and Yazhi Xu. "Optimization of the auxiliary stopping area planning in the middle-to-high speed Maglev." Transportation Systems and Technology 4, no. 2 (September 13, 2018): 141–51. http://dx.doi.org/10.17816/transsyst201842141-151.
Full textAbstract:
Background: The Auxiliary Stopping Area (ASA) is the special section that possesses power supply rail and personnel evacuation facilities, whose quantities and locations in a line are of great significance to reduce construction cost and improve transportation efficiency for the middle-to-high speed maglev.
Aim: This paper focuses on optimizing the length and location of the ASA for the middle-to-high speed maglev system to improve the robustness of maglev line.
Methods of the studies: Two evaluation indexes which reflect the ASA restricts on the train operation process was proposed. A model for optimizing the setting of the ASA is constructed, and solved by the genetic algorithm.
Results: The result of numerical examples shows that the proposed method can effectively improve the performances of the ASA.
Conclusion: This paper proposed two indexes to reflect the impact of station settings on train operations, which provides a method to optimize the ASA from qualitative optimization to quantitative optimization.
28
Tsvetkov, V. A., K. Kh Zoidov, and A. A. Medkov. "Magnetic Levitation Transportation Technologies as an Innovative Infrastructure Framework for the Formation of Global Eurasia." Economics and Management 26, no. 11 (January 16, 2021): 1180–89. http://dx.doi.org/10.35854/1998-1627-2020-11-1180-1189.
Full textAbstract:
The presented study determines the prospects for implementing and spreading transportation technologies based on the principles of magnetic levitation as an innovative infrastructure framework for the formation of Global Eurasia.Aim. The study aims to determine and analyze the mutual influence of integration processes in the formation of Global Eurasia and the spread of transportation technologies based on the principles of magnetic levitation within this space, particularly along the North-South line, as the foundation for socio-economic, industrial, and technological priority development of the region’s countries.Tasks. The authors reveal the limited applicability of the traditional principle of wheel-rail movement in modern reality; indicate the undesirability and impossibility of blindly copying magnetic levitationbased movement projects implemented abroad; consider vacuum-levitation transport systems (VLTS) as innovative infrastructure projects that are too radical, excessive in quality, expensive to implement, and limited in the scope of application; determine the undesirability factors of priority development of passenger Maglev transport over cargo transport; systematize the competitive advantages and implementation problems of the North-South high-speed cargo transit highway project and the technological competitive advantages of the open Maglev system.Methods. This study uses the methods of system analysis, theory of techno-economic paradigms, manufacturing-technological balance of the economy, evolutionary-institutional theory, and worldsystem analysis.Results. The authors verify the hypothesis that the mutual influence of integration processes in the formation of Global Eurasia and the spread of transportation technologies based on the principles of magnetic levitation within this space, particularly along the North-South line, serve as a foundation for socio-economic, industrial, and technological priority development of the region’s countries, allowing them to become global leaders in the future.Conclusions. The study proves that adaptation and localization of production of advanced traditional high-speed highway systems based on the wheel-rail principle in Russia will not change the catchingup nature of development of the country’s transit transport system. It also shows that transportation by Maglev trains combines the advantages of both mass modes of transport and high-speed movement. This type of transportation is therefore attractive to customers who use a combination of the maritime fleet or traditional railways and air transport. The authors emphasize the need for mass production and distribution of Maglev technology and its application over long distances, which will help to achieve economies of scale, develop manufacturing and technological competencies, ensure operational safety, and provide a sufficient number of spare parts and components.
29
Stephan, Richard, Felipe Costa, Elkin Rodriguez, and Zigang Deng. "Retrospective and perspectives of the superconducting magnetic levitation (sml) technology applied to urban transportation." Transportation Systems and Technology 4, no. 3 suppl. 1 (November 19, 2018): 195–202. http://dx.doi.org/10.17816/transsyst201843s1195-202.
Full textAbstract:
A review of the Superconducting Magnetic Levitation (SML) technology applied to urban transportation will be presented. The historical time line will be highlighted, pointing out the pioneering efforts at Southwest Jiatong University (SWJTU), China, followed by the Supra Trans project in IFW-Dresden, Germany, and the MagLev-Cobra project in UFRJ, Brazil.
Background: Details of the MagLev-Cobra project, the first, and until today the single one, applying the SML technology that counts with a real scale prototype, operating regularly in open air, will be disclosed. The inauguration of the MagLev-Cobra project was on the 1st October 2014, the last day of the “22nd International Conference on Magnetically Levitated Systems and Linear Drives (MAGLEV)” held in Rio de Janeiro. Curiously, this day coincides with the 50th anniversary of the successful operation of the Shinkansen in Tokyo. On the 1st October 1964, the first high-speed wheel and rail train in the world was inaugurated in time for the first Olympic Games that took place in Asia. This historical coincidence is a good omen for the MagLev-Cobra project. In fact, since October 2014, the system operates regularly for demonstration at the UFRJ Campus, every Tuesday. More than 12.000 visitors have already had the opportunity to take a test ride.
Aim: The Proceedings of the MAGLEV conferences, which first edition dates back to 1977 (http://www.maglevboard.net), are the documentary files of the importance of this achievement. Initially, the methods named Electromagnetic Levitation (EML) and Electrodynamic Levitation (EDL) were considered.
Methods: At the end of last century, due to the availability of Rare Earth Permanent Magnets and High Critical Temperature Superconductors (HTS), an innovative levitation method, called Superconducting Magnetic Levitation (SML), started to be considered. This method is based on the flux pinning effect property of HTS in the proximity of magnetic fields given by rare earth permanent magnets. The first experiments with SML, as expected, were small scale prototypes, or laboratory vehicles for one, two or four passengers, proposed mainly by researchers from Germany, China and Brazil. The Proceedings of the 16th MAGLEV, held in year 2000, confirms this fact. After 14 years of research and development, the team of the Laboratory of Applied Superconductivity (LASUP) of UFRJ achieved the construction of the first real scale operational SML vehicle in the world.
Results: This retrospective will be followed by a comparison with the EML technology, that has already four urban commercial systems, will be presented and the application niches delimited.
Conclusion: The perspectives of the MagLev-Cobra project and the cooperation efforts with China to turn it a commercial experience will finish the paper. As will be explained, before the commercial application of the MagLev-Cobra technology, the system must be certified and the technical, economic and environmental viability for a first deployment concluded.
30
Xiao, Song, Kunlun Zhang, Guoqing Liu, Yongzhi Jing, and Jan K. Sykulski. "Optimal design of a for middle-low-speed maglev trains." Open Physics 16, no. 1 (April 18, 2018): 168–73. http://dx.doi.org/10.1515/phys-2018-0024.
Full textAbstract:
AbstractA middle-low-speed maglev train is supported by an electromagnetic force between the suspension electromagnet (EM) and the steel rail and is driven by a linear induction motor. The capability of the suspension system has a direct bearing on safety and the technical and economic performance of the train. This paper focuses on the dependence of the electromagnetic force on the structural configuration of the EM with the purpose of improving performance of a conventional EM. Finally, a novel configuration is proposed of a hybrid suspension magnet, which combines permanent magnets and coils, in order to increase the suspension force while reducing the suspension power loss.
31
Zhou, Danfeng, Peichang Yu, Jie Li, Peng Cui, and Mengxiao Song. "Adaptive vibration control of the electromagnet-track coupled high frequency resonance for an urban maglev system." Transportation Systems and Technology 4, no. 2 (September 13, 2018): 92–106. http://dx.doi.org/10.17816/transsyst20184292-106.
Full textAbstract:
This paper is a study of the electromagnet-track coupled high frequency resonance that frequently occurs in the urban maglev systems, it includes the following points:
Aim: The purpose of this study is to investigate the principle underlying the high frequency resonance occurs between the maglev train and the track, and to develop an appropriate vibration control algorithm which can be applied in the levitation controller, such that the resonance can be eliminated when the maglev train travels along the track.
Materials and methods of the studies: In this paper, the model of the electromagnet-track coupled system is firstly established, in which some special cases, which correspond to the situations when the screws that fasten the F-rail to the sleepers are fatigue, or the stiffness of the rubber plates beneath the sleepers weaken for temperature reasons, are studied; and the reason that leads to the coupled resonance are explained as well. Secondly, an adaptive vibration control algorithm, which consists of a vibration observer and a tunable adaptive filter, is designed to suppress the high frequency electromagnet-track coupled resonance.
Results: Using this algorithm, when the train arrives at the spots where the coupled resonance may occur, the vibration observer will detect the occurring of the vibration and estimates its frequency, and then activate the adaptive filter and tune it to absorb the vibration.
Conclusion: The test indicates that this algorithm is capable of tuning itself to handle the unpredictable coupled resonance that occurs along the track, and it is simple and can be easily integrated into the levitation control code in a digital levitation control system.
32
Huang, Jingyu, Xiong Zhou, Liwei Shang, Zhewei Wu, Weinan Xu, and Dongzhou Wang. "Influence analysis of track irregularity on running comfort of Maglev train." Transportation Systems and Technology 4, no. 2 (September 13, 2018): 129–40. http://dx.doi.org/10.17816/transsyst201842129-140.
Full textAbstract:
Background: In this article, the TR08 car of the Shanghai Magnetic Train Demonstration Line was prototyped and a multi-body dynamics simulation model was established. And based on the low-interference track irregularity power spectrum in Germany, track irregularity data was obtained. Used dynamic simulation software, completed the dynamic simulation analysis of the vehicle-rail model controlled by the proportion-integral-derivative control system PID parameters. It can be concluded that the vibration of trains passing through irregular tracks at different speeds, and evaluated its comfort. The optimal solution for the control of the PID parameters of the train also has been derived.
Aim: Evaluation of operational comfort and suspension gap control effect of Shanghai Maglev Train Demonstration Line by simulation analysis.
Materials and methods of the studies: Simulation analysis.
Results: The vibration acceleration and suspension gap of Shanghai Maglev Train Demonstration Line has been obtained.
Conclusion: By adjusting the parameters of PID control system, the vibration acceleration of train can be reduced and the ride comfort can be improved.
33
Almujibah, Hamad, and John Preston. "The total social costs of constructing and operating a maglev line using a case study of the riyadh-dammam corridor, Saudi Arabia." Transportation Systems and Technology 4, no. 3 suppl. 1 (November 19, 2018): 298–327. http://dx.doi.org/10.17816/transsyst201843s1298-327.
Full textAbstract:
Background: Introducing Magnetic Levitation (Maglev) technology in a developing country is a big challenge that needs huge investments in infrastructure, operations and maintenance. Background information about the development of Maglev worldwide to date is included.
Aim: Determine a methodology to estimate the full cost of travel and provide insights into the working model developed to include the calculations of the total social costs of building a new Maglev line for the Riyadh-Dammam corridor in Saudi Arabia and understand in what circumstances it is a suitable technology to use.
Methods: The Spreadsheet Total Cost Model (STCM) is used to determine the calculations of operator costs, user costs, and environmental costs. However, the operator costs are related to infrastructure construction and maintenance costs, and costs associated with the acquisition, operation and maintenance of Maglev rolling stock. The user costs are dependent on the journey time, including access/egress time, waiting time, and in-vehicle time. The value of time is considered in order to get the user costs calculated. The external costs include air pollution, noise pollution, accident, and climate change per passenger-km.
Results: The travel demand has to be forecasted in order to determine the total social costs, using the elasticity approach between the the proposed HSR and Maglev lines in terms of their number of trips and the generalised journey times. In addition, the generalised journey time is based on the in-vehicle time and service interval penalty. The Maglev system is operated at the capacity limit and the change in service is therefore forecasted to increase the Maglev demand by 24.6 % (3.25 million passengers). In terms of the total infrastructure costs, the infrastructure construction and maintenance costs are included and computed to be about € 835.4 million per year, using the capital recovery factor (0.06) based on 35 years of operation and a 5 % social discount rate. The acquiring, operating, and maintaining train’s unit cost is included in the calculation of rolling stock to achieve results of € 22.4 million, € 22.5 million, and € 40.9 million, respectively. In terms of the user costs, the access/egress time is computed as of 33 minutes, using the car, while the in-vehicle travel time and waiting time are resulted of 61.8 minutes and 7.8 minutes, respectively. The external environmental costs are based on accidents, and climate changes of € 8.87 million per year and € 8.13 million per year, respectively. However, the total social costs of Maglev line are computed as € 1.18 billion for 16.45 million passengers per year. This gives an average social cost of € 71.9 per passenger. The comparable figures for High-Speed Rail (HSR) are € 1.10 billion for 13.21 million passengers per year, giving an average social cost of € 83 per passenger.
Conclusion: In conclusion, the Riyadh-Dammam Maglev system introduces a new intercity system into Saudi Arabia and brings new competition in the intercity transit market as a part of the future transport developments in the country. The average social cost for HSR is around 16 % higher than Maglev- but that is more proven technology.
34
Dunn, James A., and Anthony Perl. "Policy Networks and Industrial Revitalization: High Speed Rail Initiatives in France and Germany." Journal of Public Policy 14, no. 3 (July 1994): 311–43. http://dx.doi.org/10.1017/s0143814x00007303.
Full textAbstract:
ABSTRACTUsing Atkinson and Coleman's typology of policy networks, this article shows how many of the differences in policy outcomes can be traced to the structure of the policy environment in each nation. French and Germany policy makers adopted a strategy of investing in high speed passenger transport to revitalize their declining railway sectors. The French TGV was developed in a state-directed policy network which insisted on cost containment and commercial viability. In Germany a corporatist style of policymaking in the rail sector led to delays and higher costs for the ICE train. A separate clientele pluralist network led by the Research Ministry developed the Transrapid maglev option, but in order to finance and deploy an operational system, the Chancellor and cabinet had to create a concertation network. The policy network approach provides a useful framework for conducting comparative analysis. In addition, these detailed cases suggest that it is useful to add a dynamic, cross-temporal dimension to the static typology.
35
Herlambang, Teguh. "Estimasi Posisi Magnetic Levitation Ball Menggunakan Metode Akar Kuadrat Ensemble Kalman Filter (AK-EnKF)." R.E.M. (Rekayasa Energi Manufaktur) Jurnal 2, no. 1 (August 14, 2017): 45. http://dx.doi.org/10.21070/r.e.m.v2i1.768.
Full textAbstract:
The role of Magnetic Levitation Ball in an industrial world is very important, among others, as system applied to a train moving on the rail at high speed (MAGLEV). Magnetic Levitation Ball is system consisting of a ferromagnetic solid steel ball floating over The surface of air medium when supplied with electromagnetic power which is hard to predict its position, and therefore estimations is required to estimate the position, and speed of the steel ball when the electromagnetic power is supplied to the steel ball. This paper was study on application of the modification of Ensemble Kalman Filter (EnKF) method by adding Root Square at the stage of corecction called Ensemble Kalman Filter Square Root (EnKF-SR). Implemented to the mathematical model of magnetic levitation ball and speed of ferromagentic steel ball the result of the simulation of EnKF-SR using mathematical model of magnetic levitation ball showed that the error was less than 2% by generating both 200 and 300 ensembles. The least error was observed when 200 ensemble was generated at which the position error of ball was 0.018 m, and speed of the bll was 0.016 m/s and the electric current was 0.018 A.
36
Fedorova, Mariya V. "Justification Of the need for the Construction оf the Maglev Route St. Petersburg – Sertolovo." Transportation Systems and Technology 5, no. 4 (December 24, 2019): 134–46. http://dx.doi.org/10.17816/transsyst201954134-146.
Full textAbstract:
Background: According to experts, the most popular form of urban public transport for urban agglomerations is radio-magnetic transport. The scientific literature notes that the development of magnetic transport can be a real answer to the growing demands of society on the quality and speed of movement of passengers in the era of digitalization of the economy [1]. In connection with new trends in the evolution of transport systems, the literature substantiates the need to use fundamentally new modes of transport, and also identifies the restrictions imposed on further improvement of the wheel-rail technology.
Aim: Putting into operation lines of magneto-transport vehicles in places of concentration of growing passenger flows, which will help to reduce travel time, meet freight requirements, improve the quality and increase travel safety when driving along dedicated lanes.
Method: The article identifies the factors that determine the demand for the use of magnetolithic transport. Demand for population movement has been predicted using the example of the St. Petersburg - Sertolovo magnetic transport line for the long term until 2030, taking into account plans for the socio-economic and urban development of the gravity zone. The article predicts the population of the gravity zone of the projected line of magneto-gravitational transport until 2030.
Results: As the basis for the development of the transport system of urban agglomerations, it is proposed to use magnetolithic transport. For its operation, a special high-speed infrastructure and a new rolling stock are needed. The projects for the construction and operation of MLT lines are extremely long-term in nature, significantly affect the development of urban transport, and therefore their implementation is possible only within the framework of strategic management of the development of urban transport systems.In other words, there is a need for the development and economic evaluation of projects for the construction and operation of magnetolithic transport lines in the formation and implementation of transport strategies of modern urban agglomerations.
37
Qiu, Chencheng, Liu Liu, Botao Han, Jiachi Zhang, Zheng Li, and Tao Zhou. "Broadband Wireless Communication Systems for Vacuum Tube High-Speed Flying Train." Applied Sciences 10, no. 4 (February 18, 2020): 1379. http://dx.doi.org/10.3390/app10041379.
Full textAbstract:
A vactrain (or vacuum tube high-speed flying train) is considered as a novel proposed rail transportation approach in the ultra-high-speed scenario. The maglev train can run with low mechanical friction, low air resistance, and low noise mode at a speed exceeding 1000 km/h inside the vacuum tube regardless of weather conditions. Currently, there is no research on train-to-ground wireless communication system for vactrain. In this paper, we first summarize a list of the unique challenges and opportunities associated with the wireless communication for vactrain, then analyze the bandwidth and Quality of Service (QoS) requirements of vactrain’s train-to-ground communication services quantitatively. To address these challenges and utilize the unique opportunities, a leaky waveguide solution with simple architecture but excellent performance is proposed for wireless coverage for vactrains. The simulation of the leaky waveguide is conducted, and the results show the uniform phase distribution along the horizontal direction of the tube, but also the smooth field distribution at the point far away from the leaky waveguide, which can suppress Doppler frequency shift, indicating that the time-varying frequency-selective fading channel could be approximated as a stationary channel. Furthermore, the train-to-ground wireless access architectures based on leaky waveguide are studied and analyzed. Finally, the moving scheme is adopted based on centralized, cooperative, cloud Radio Access Network (C-RAN), so as to deal with the extremely frequent handoff issue.
38
Najafi, Fazil T., and Fadi Emil Nassar. "Comparison of High-Speed Rail and Maglev Systems." Journal of Transportation Engineering 122, no. 4 (July 1996): 276–81. http://dx.doi.org/10.1061/(asce)0733-947x(1996)122:4(276).
Full text
39
Senkin, Nikolai A., Aleksandr S. Filimonov, Kirill E. Kharitonov, Vitaliy V. Yakovlev, Elizaveta O. Bondareva, Marina V. Merkulova, and Nikita E. Medvedev. "On the Creation of a High-Speed Transport Highway in St. Petersburg." Transportation Systems and Technology 5, no. 4 (December 24, 2019): 73–95. http://dx.doi.org/10.17816/transsyst20195473-95.
Full textAbstract:
As part of student research at the St. Petersburg University of architecture and construction, alternative proposals are being developed for the creation of a circumferential high-speed highway with a total length of 147.2 km. Тhe scheme is proposed in the form of a polygon with HUB in the nodes and consists of three main parts: 1 above-ground (62.6 km), 2 above-water (29.6 km) and 3 surface-underground (55.0 km). The main tracks are located in a four-tube steel beam, each tube of which is organized by the technology of vacuum tube transport with a pressure of 10% of the normal for high-speed passenger trains on a magnetic levitation cushion using a linear traction motor (Maglev system). The rail base of the 1520 mm gauge is located along the entire length of the track, both in parking lots, acceleration and braking zones, and on the main high-speed sections for movement with a maximum speed of 500 km per hour.
The main direction of research was the development of load-bearing structures that provide the necessary functionality, reliability and safety of structures. In order to reduce the noise impact on the metropolis, overcome numerous artificial and natural obstacles, improve anti-terrorist protection, the main level of the rail track for the above-ground and above-water structures was adopted at +88.00 in the Baltic elevation system. Calculations of variants with determination of internal forces in elements and movements of nodes with use of the program complex SCAD Office 21.1are executed, when accounting for the full range of loads taking into account dynamic effects and non-linearity. The selection of cross-sections of elements according to the method of limit states according to the current norms is carried out. The advantage of the arch-cable-stayed variant with a span of 360 m in strength, stability, stiffness and vertical size (height of supports) is shown.
The continuation of research and design work on this topic should lead to the emergence of a district high-speed transport system at the borders of communication between St. Petersburg and the Leningrad region with passenger traffic, quite comparable to the metro line.
Aim: To develop a district high-speed transport system at the borders of St. Petersburg and Leningrad region with passenger traffic comparable to the metro line.
Materials and Methods: Using the software package "SCAD Office 21.1", the trestle structures are calculated for the combination of operating loads, forces and influences, including the consideration of dynamic aspects and nonlinearity, as well as the selection of cross-sections of elements by the method of limit states. To determine the optimal trestle structures of high-speed highways, namely high-rise and long-length metal structures supporting the overpass beam, calculations with the selection of cross sections of four variants of cable-stayed systems (arch-cable-stayed; cable-stayed rod with inclined cables and steel lattice pylons; the same, steel pipe-concrete pylons; cable-stayed rod system with suspensions according to the patent US5950543 (A).
Results: the results of the trial design adopted arch-cable option with a span of 360 m according to the criterion of metal consumption, the consumption of steel amounted to 20.9 tons per 1 m length of highway.
Conclusion: the estimated volume of passenger traffic per day for the four-track high-speed line will be 280 thousand passengers, and 102 million passengers per year, which is quite comparable to this figure for the metro line.
40
Thornton, Richard, Tracy Clark, and Ken Stevens. "MagneMotion Maglev System." Transportation Research Record: Journal of the Transportation Research Board 1838, no. 1 (January 2003): 50–57. http://dx.doi.org/10.3141/1838-07.
Full textAbstract:
The MagneMotion Maglev system, called M3, is an alternative to all conventional guided transportation systems. Advantages include major reductions in capital cost, travel time, operating cost, noise, and energy consumption. Vans or small-bus size vehicles operating automatically with headways of only a few seconds can be moved in platoons to achieve capacities of at least 12,000 passengers per hour per direction. Small vehicles lead to lighter guideways, shorter waiting time for passengers, lower power requirements for wayside inverters, more effective regenerative braking, and reduced station size. The design objectives were achieved by taking advantage of high-energy permanent magnets, improved microprocessor-based power electronics, precise position sensing, lightweight vehicles, a guideway matched to the vehicles, and the ability to use sophisticated computer-aided design tools for analysis, simulation, and optimization. Arrays of permanent magnets on both sides of a vehicle provide suspension, guidance, and a field for linear synchronous motor propulsion. Feedback-controlled current in control coils wound around the magnets stabilizes the suspension. The motor windings are integrated into suspension rails and excited by inverters along the guide-way. M3 is designed to provide speeds up to 45 m/s (101 mph) and acceleration and braking up to 2 m/s2 (4.5 mph/s) without onboard propulsion equipment. Operating speeds and accelerations can be modified by changing only the power system and wayside inverters. Capital cost, travel time, and operating cost are predicted to be less than half that of any competing transit system.
41
Wang, Z. L., Y. L. Xu, G. Q. Li, S. W. Chen, and X. L. Zhang. "Dynamic Analysis of a Coupled System of High-Speed Maglev Train and Curved Viaduct." International Journal of Structural Stability and Dynamics 18, no. 11 (October 22, 2018): 1850143. http://dx.doi.org/10.1142/s0219455418501432.
Full textAbstract:
This study presents a framework for dynamic analysis of a coupled system of high-speed maglev train and curved viaduct. A series of trajectory coordinates are used to define the motion of maglev vehicles moving over a horizontally curved track, the stiffness and damping matrices of the equations can be thus reduced into those of the straight track. The curved viaduct system is modeled in the global coordinate system using the finite element method, in which the inner and outer rails in the different horizontal planes are duly included. The electromagnet force-air gap model is adopted for the maglev vehicle via its electromagnets and rails on the viaduct, by appropriate transformation of coordinates. By applying the proposed framework to the Shanghai maglev line, curved path-induced dynamic responses and characteristics of the vehicle are explored, which agree well with the measurement ones. The dynamic responses of the curved viaduct are also examined in the vertical, lateral and rotational directions by comparison with the straight viaduct. Moreover, the effect of various curve radii and cant deficiencies on the coupled system are investigated. The results show that for a maglev vehicle moving with an initial equilibrium state, its lateral and rotational response are mainly excited by track roughness. In addition to the track radius, cant deficiencies significantly affect the operational safety of the viaduct.
42
Li, Xiaozhen, Dangxiong Wang, Dejun Liu, Lifeng Xin, and Xun Zhang. "Dynamic analysis of the interactions between a low-to-medium-speed maglev train and a bridge: Field test results of two typical bridges." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 232, no. 7 (February 16, 2018): 2039–59. http://dx.doi.org/10.1177/0954409718758502.
Full textAbstract:
The rated suspension gap of a low-to-medium-speed maglev train with electromagnetic suspension is normally 8–10 mm. However, while either passing over a bridge or being stationary on one, the maglev train deforms the bridge and therefore alters the suspension gap. Hence, a problem arises due to coupled vibrations between the maglev train and its supporting bridge. In the study reported here, field experiments were conducted on the Chinese Changsha maglev line, which was the first commercial low-to-medium-speed maglev line in China. The focus is on two types of pre-stressed double-track concrete bridges on the maglev line. One is a simply supported girder with a span of 25 m, while the other is a continuous girder designed as 25 + 35 + 25 m. The accelerations and vertical dynamic deflections of the two bridges at midspan were measured while a five-module low-to-medium-speed maglev train with electromagnetic suspension either passed over or was stationary on either bridge, as were the accelerations of the car body and the suspension frame. The basic dynamic characteristics of the two bridges are analysed and compared with those of bridges in various typical maglev lines. The vibration characteristics of the two bridges, the car body and the suspension frame are studied in the time and frequency domains for the maglev train running at normal speeds, low speeds and when stationary. The influences of the speed on the dynamic characteristics are discussed. Some comparisons with other studies are also carried out, including the effects of bridge parameters on the coupled vibrations and the running stability of a low-to-medium-speed maglev and a CRH2C wheel/rail train. Significant conclusions are drawn from the analysis: increasing the rigidity and mass of the bridge can significantly reduce its vibration; increasing the span and deflection of the bridge increases the vibrations of the car body and the suspension frame; the dynamics of the maglev vehicle and bridges are different when the maglev train runs at normal speeds (more than 30 km/h), low speeds (less than 30 km/h) and when being stationary. The running stability of a low-to-medium-speed maglev train is better than that of a CRH2C high-speed train. The present study provides a test basis for further research on the mechanisms for coupled vibrations of maglev train–bridge systems.
43
Harrison, John A. "Cost of Speed: Analysis of Capital Cost Estimates for High-Speed Ground Transportation Systems." Transportation Research Record: Journal of the Transportation Research Board 1584, no. 1 (January 1997): 17–21. http://dx.doi.org/10.3141/1584-03.
Full textAbstract:
The Intermodal Surface Transportation Efficiency Act of 1991 required the U.S. Department of Transportation to evaluate the commercial feasibility of high-speed ground transportation—a family of technologies ranging from incremental rail improvements to high-speed rail and magnetic levitation (Maglev) systems—in selected urban corridors. The evaluation involved estimating travel times, capital costs, operation and maintenance costs, and ridership for proposed service frequencies and then computing the potential return on investment from fares and other potential revenues. The results are documented in a U.S. Department of Transportation report generally referred to as the commercial feasibility study (CFS). Two elements of the CFS are addressed here: travel times and capital costs in four illustrative corridors—Chicago to St. Louis; Los Angeles to San Francisco; Eugene, Oreg., to Vancouver, B.C.; and Miami to Tampa via Orlando. Analysis of the results reveals common cost trends: for average speeds up to about 200 km/hr (125 mph), the initial investment required is generally in the range $1.6 to $3 million per route-kilometer ($2.6 to 4.8 million per route-mile). Above this speed regime (which varies by corridor), the initial investment increases steadily with speed, generally reaching $10 to $12 million per route-km ($16 to $19 million per route-mi) for very-high-speed rail systems and from $14 to $19 million per route-km ($23 to $31 million per route-mi) for Maglev systems. Analysis of the capital cost estimates reveals that despite the wide range of initial costs for the high-speed options, the cost per minute of trip time saved is remarkably consistent in corridors of similar length and with similar terrains. Cost-effectiveness plots are provided, allowing the reader to compare the performance of each of the four corridors in terms of trip time savings and cost per route-kilometer.
44
Liu, Rongfang (Rachel), and Yi Deng. "Comparing Operating Characteristics of High-Speed Rail and Maglev Systems: Case Study of Beijing-Shanghai Corridor." Transportation Research Record: Journal of the Transportation Research Board 1863, no. 1 (January 2004): 19–27. http://dx.doi.org/10.3141/1863-03.
Full text
45
Bajpai, Shrish, Siddiqui Sajida Asif, and Syed Adnan Akhtar. "Electromagnetic Education in India." Comparative Professional Pedagogy 6, no. 2 (June 1, 2016): 60–66. http://dx.doi.org/10.1515/rpp-2016-0020.
Full textAbstract:
Abstract Out of the four fundamental interactions in nature, electromagnetics is one of them along with gravitation, strong interaction and weak interaction. The field of electromagnetics has made much of the modern age possible. Electromagnets are common in day-to-day appliances and are becoming more conventional as the need for technology increases. Electromagnetism has played a vital role in the progress of human kind ever since it has been understood. Electromagnets are found everywhere. One can find them in speakers, doorbells, home security systems, anti-shoplifting systems, hard drives, mobiles, microphones, Maglev trains, motors and many other everyday appliances and products. Before diving into the education system, it is necessary to reiterate its importance in various technologies that have evolved over time. Almost every domain of social life has electromagnetic playing its role. Be it the mobile vibrators you depend upon, a water pump, windshield wipers during rain and the power windows of your car or even the RFID tags that may ease your job during shopping. A flavor of electromagnetics is essential during primary level of schooling for the student to understand its future prospects and open his/her mind to a broad ocean of ideas. Due to such advancements this field can offer, study on such a field is highly beneficial for a developing country like India. The paper presents the scenario of electromagnetic education in India, its importance and numerous schemes taken by the government of India to uplift and acquaint the people about the importance of EM and its applications.
46
Hosseini, Monir Sadat, Hamid Javadi, and Sadegh Vaez-Zadeh. "Electromagnetic fields and thrust-ripples calculation for segmented-secondary linear flux-switching motors." COMPEL - The international journal for computation and mathematics in electrical and electronic engineering 38, no. 1 (January 7, 2019): 95–118. http://dx.doi.org/10.1108/compel-04-2018-0177.
Full textAbstract:
Purpose This paper aims to investigate analytical electromagnetic fields and thrust ripples representation of linear flux-switching motors with simple modulated secondary referred as segmented secondary linear flux-switching motor (SSLFSM). Design/methodology/approach SSLFSMs are applicable to transportation systems like Maglev due to their simple and consequently low-cost secondary structures and high force density. However, they have high thrust ripples that deteriorate a smooth motion in rail transportation systems. Therefore, derivation of accurate analytical models for thrust ripples minimization of the motor is essential, which is absent in the literature. In this paper, a two-dimensional analytical model is developed for this motor. The model is based on transfer relations and Fourier theory used for solving a two-dimensional boundary value problem. Certain model regions are determined by considering actual machine structure and observing specific rules. Analytical solution of Maxwell and Poison equations are then obtained in the regions. Finding Using the presented modeling method, the airgap electromagnetic field distribution and developed thrust of the motor are calculated for different positions of the motor as well as its thrust ripples. They are verified by the results obtained from finite element method. Also, the analytical results are compared with the presented experimental results. Originality/value This paper has analytically presented the airgap electromagnetic field distribution, thrust and thrust ripples of the SSLFSMs. This modeling is essential in thrust ripples minimization of the motor.
47
Aly, Mohamed, and Thomas Alberts. "On Levitation and Lateral Control of Electromagnetic Suspension Maglev Systems." Journal of Dynamic Systems, Measurement, and Control 134, no. 6 (September 13, 2012). http://dx.doi.org/10.1115/1.4006885.
Full textAbstract:
A study that compares between decentralized and centralized controllers for electromagnetic suspension (EMS) Maglev systems that use combined magnets with an inverted U-rail for levitation and lateral control is presented. A simple 2-DOF (degrees of freedom) Maglev system model (rigid and flexible body cases) that comprises heave and lateral modes is used. The study is based on two aspects. First, by sketching the multi-input multi-output (MIMO) root loci with every controller individually for system rigid and flexible body cases. Second, a gradient-like search algorithm based on an optimal criterion for decentralized and centralized controllers' gains tuning is used. The work is generalized on a real EMS Maglev system, and the simulation results for these Maglev systems shows that the centralized control is more capable of lateral displacements suppression that may result from disturbing lateral forces than the decentralized one.
48
Wang, Dangxiong, Xiaozhen Li, and Ziyan Wu. "Dynamic Performance of the LMS Maglev Train–Track–Bridge System Under Uneven Settlement for Two Typical Bridges." International Journal of Structural Stability and Dynamics, November 7, 2020, 2150006. http://dx.doi.org/10.1142/s0219455421500061.
Full textAbstract:
To investigate the dynamic performance of the low-to-medium-speed (LMS) maglev train and bridge system under uneven ground settlement, a refined vertical dynamic interaction model of the LMS maglev train–track–bridge system with uneven settlement is proposed. Firstly, the numerical model is verified based on the field test. Secondly, the dynamic performances of the system induced by uneven settlements are numerically analyzed. Furthermore, numerical studies are carried out to investigate the effect of various uneven settlement types, to compare the performances of the two typical bridges, and to assess the contribution of the F-rail in the presence of uneven settlement. The results show that uneven settlement has a significant enlargement effect on the dynamic responses of the car body and levitation module, but a very weak influence on the bridge. Both the patterns of uneven settlement and bridge types significantly affect the dynamic response of the maglev train to various levels. The numerical model excluding the track structure will overestimate the dynamic responses of the levitation module. It is suggested that the dynamic interaction model for the maglev train–track–bridge system be selected to simulate the influence of uneven settlement for better accuracy.
49
Nizeyimana, Jean D’amour. "Electricity Generation through Train Forward Motion to Reduce Power Consumption in Train’s Auxiliary System." European Journal of Electrical Engineering and Computer Science 3, no. 4 (August 30, 2019). http://dx.doi.org/10.24018/ejece.2019.3.4.109.
Full textAbstract:
Rail transport around the world is developing very fast. There is no doubt that in the future it will be one of the most used transportation means. Different forms of railway transport have been used since its birth such as steam locomotives, Diesel electric locomotive, electric locomotives and Magnetic levitation (MAGLEV) trains. This paper aims at reducing power consumption in auxiliary system of Electric locomotives which use electrical power as a prime mover by producing electricity through train motion. Simulation in Matlab is done whereby a permanent magnet DC motor is attached to train wheel axle and with the relative motion of the rotor in the magnetic field of the permanent magnet stator produced by rotation of axles generate electricity which is stored in batteries and then supplied to auxiliary system of the train. The simulation of the system demonstrated that electricity produced is enough to power the auxiliary system, hence reducing power consumption by the train.
50
"Operational and cost models for high-speed rail and maglev systems." Transportation Research Part A: Policy and Practice 30, no. 1 (January 1996): 70. http://dx.doi.org/10.1016/0965-8564(96)81143-8.
Full text