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High Speed Ground Transport: Overview of The Technologies
Published in Thomas Lynch, High Speed Rail in the U.S. Super Trains for the Millennium, 2020
Both EDS and EMS vehicles have magnetic guidance, whereby a lateral displacement generates a strong restoring force towards the Centre of the guideway. The Linear Express uses “null-flux” guidance produced by cross-coupled coils mounted on each side of the guide-way. Transrapid uses a separate set of controlled electromagnets carried by the vehicle and interacting with ferromagnetic rails on the sides of the guideway structure.
Active Guideway MAGLEVs
Published in Ion Boldea, Linear Electric Machines, Drives, and MAGLEVs Handbook, 2017
A general view with two neighboring power substations is shown in Figure 21.7. The system complexity is evident; but the formidable performance required by a magnetic flight 8 ÷ 12 mm below the track should also be evident, if we only consider the precision alignment of 1–2 mm per 3 m of stator in length, in order to secure such low height flight at above 400 km/h.The propulsion is controlled essentially from the ground power substations and vehicle position and many more data have to be transmitted from/to vehicle by a complex radio system, to secure safe rides even in all foreseeable fault conditions.The control of LSM is basically based on field orientation control (FOC) and, as already mentioned, “pure” iq control could provide minimum propulsion–levitation interference (Figure 21.8). FOC also provides easy regenerative breaking even at very low speeds. If the retrieved breaking energy cannot be sent back to the public power system, a resistor in the dc link may be controlled to dissipate it for a good cause. As the flight height is small, no safety wheels are required. But they may be needed to pull a faulty vehicle to the repair shop. Safety skids should be provided. Additional (safety) electric braking may be obtained through the guidance electromagnets, where a convenient ac additional current “insertion” will produce stronger eddy currents in the solid iron slabs in the track, working as an efficient eddy-current brake down to low speeds.An aerodynamic safety (parachute type) braking system may also be provided.As levitation robust (variable structure + PI) decentralized airgap dynamic control of each inductor units is used, the propulsion and the vehicle interference are handled as disturbances.For detailed control of attraction force suspension systems (see Chapter 19), it may be also feasible to control id also around zero in the sense of using it for damping some vertical inductor motion oscillations (not done so far, apparently).The “Transrapid like” system implies multidimensional motion damping and stabilization; such a complex objective is beyond our scope here.All in all, capable of less than 70 Wh/passenger/km at 400 km/h cruising speed, the Transrapid system has showed remarkable performance and its extension in very heavy traffic locations, throughout all continents, should be seriously considered.
Hyperloop transport technology assessment and system analysis
Published in Transportation Planning and Technology, 2020
Existing systems for high-speed long-distance passenger transport are commercially operated airlines and high-speed railways. Although the top speed of commercial passenger aircraft is around 900 km/h, the scheduled operating speed of airlines over distances of 400–1000 km between airports is only around 400–500 km/h due to time losses for taxiing, climbing, queuing and landing. High-speed railway trains have demonstrated maximum speeds up to 575 km/h in test runs, but the commercial operating speed of high-speed railway lines ranges between 150 and 300 km/h depending on the mean distance between stations and maximum design speed of the routes and rolling stock (Table 1). The Transrapid Maglev technology with electromagnetic support was originally developed in Germany for a design speed of 500 km/h, but reached only a maximum speed of 420 km/h on the short commercially operated 30 km airport link in Shanghai.
Estimation of direct energy consumption and CO2 emission by high speed rail, transrapid maglev and hyperloop passenger transport systems
Published in International Journal of Sustainable Transportation, 2021
The TRM (TransRapid MAGLEV – MAGnetic LEVitation) has been developing at the conceptual, experimental and limited operational scale for the past fifty years. The system is based on Herman Kemper’s idea of the magnetic levitation, dating from 1930s. The TRM system has been only fragmentary implemented, connecting airports and city centers. At the present, the TRM network at a larger scale, similarly as that of HSR, is far from development and implementation (Schach & Naumann, 2007; USDT, 2004; https://en.wikipedia.org/wiki/Shanghai_maglev_train; https://www.travelchinaguide.com/cityguides/shanghai/getting-around.htm). Figure 3 shows the scheme of right-of-way of the TRM system along the line/guideway (Janić, 2014).
Influence of bolster-hanger length on the dynamic performance of high-speed EMS maglev vehicles
Published in Vehicle System Dynamics, 2022
Yang Feng, Chunfa Zhao, Xin Liang, Zhongcheng Jiang
The German high-speed EMS maglev system – Transrapid (TR) has been developed since the 1970s. Adopting the TR08 maglev technology, the world’s first commercial operation of high-speed maglev system was implemented successfully in Shanghai, China in 2003 (Figure 1(a)), whose maximum operation speed and test speed reaches 430 and 501 km/h, respectively [1,7]. Subsequently, R&D projects on the high-speed EMS maglev technology were launched continually by the Ministry of Science and Technology of China in 2001, 2006, 2011 and 2016. A new 600 km/h maglev test vehicle was manufactured by CRRC Qingdao Sifang Co., Ltd. in May 2019, and put into the test track at Tongji University (Figure 1(b)) in June 2020.