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.
{"title":"Study on the optimization of linear induction motor traction system for fast-speed maglev train","authors":"Ying Yang, Jiangmin Deng, Laisheng Tong, Xiaoсhun Li, Qibiao Peng, Wenhui Zhang","doi":"10.17816/TRANSSYST201843S1156-164","DOIUrl":"https://doi.org/10.17816/TRANSSYST201843S1156-164","url":null,"abstract":"Background: The short stator linear induction motor (LIM) is normally used in medium-low speed maglev train. \u0000The 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. \u0000Aim: 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. \u0000Methods: After comparing the LIM theoretical calculation and actual test data, it shows that the new designed LIM is effective. \u0000Conclusion: 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.","PeriodicalId":100849,"journal":{"name":"Journal of Transportation Systems Engineering and Information Technology","volume":"22 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2018-11-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"91152046","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2018-11-19DOI: 10.17816/TRANSSYST201843S1134-155
E. Fritz, Larry Blow, Johannes Kluhspies, R. Kircher, Michael H. Witt
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
{"title":"Energy consumption of track-based high-speed trains: maglev systems in comparison with wheel-rail systems","authors":"E. Fritz, Larry Blow, Johannes Kluhspies, R. Kircher, Michael H. Witt","doi":"10.17816/TRANSSYST201843S1134-155","DOIUrl":"https://doi.org/10.17816/TRANSSYST201843S1134-155","url":null,"abstract":"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. \u0000In 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. \u0000Aim: The goal is to find a way to compare the specific energy consumption of different high-speed systems without any distortion of results. \u0000Methods: 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. \u0000Results: 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. \u0000Conclusion: 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","PeriodicalId":100849,"journal":{"name":"Journal of Transportation Systems Engineering and Information Technology","volume":"23 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2018-11-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"74451883","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2018-11-19DOI: 10.17816/TRANSSYST201843S1351-364
V. A. Solomin, A. Solomin, Nadezda A. Trubitsina, Larisa L. Zamchina, A. A. Chekhova
Abstract. Background: Significant economic growth in many countries of the world can contribute to an increase in the speed of movement of modern and fundamentally new vehicles. This will increase the turnover of goods during the transportation of goods, revive international trade, increase the comfort of passengers and reduce their travel time. Aim: The solution of this problem is the development and wide application of high-speed magnetic-levitation transport (HSMLT) with linear traction engines. It is promising to use linear induction motors (LIM) for the HSMLT drive, which can have various design versions. Linear induction motors come with a longitudinal, transverse and longitudinal-transverse closure of the magnetic flux. LIM inductors can be installed on both high-speed transport crews and in the HSMLT track structure, as it was done in the People’s Republic of China, where express trains on magnetic suspension connect Shanghai with the airport and reliably operate for more than 10 years. The main elements of the inductor of a linear induction motor are a magnetic core (ferromagnetic core) a multiphase (usually three-phase) winding. With the development of high-speed magnetic-levitation transport, the issues of improving the manufacturing technology of various HSMLT devices, including the methods for producing inductors of linear induction motors, will become increasingly relevant. Traditionally, LIM inductors are assembled from pre-manufactured individual parts. Methods: An integral technology for manufacturing inductors of linear induction motors for high-speed magnetic-levitation transport is proposed and considered by the method of spraying materials onto a substrate through replaceable stencils. The new technology eliminates the alternate manufacture of individual assemblies and parts and their subsequent assembly to obtain a finished product. A method for determining the size of stencils for manufacturing one of the inductor variants of a linear induction motor is proposed as an example. Conclusion: Integral manufacturing technology is promising for the creation of high-speed magnetic-levitation transport.
{"title":"New technology for manufacturing inductors of linear induction motors for magnetic-levitation transport","authors":"V. A. Solomin, A. Solomin, Nadezda A. Trubitsina, Larisa L. Zamchina, A. A. Chekhova","doi":"10.17816/TRANSSYST201843S1351-364","DOIUrl":"https://doi.org/10.17816/TRANSSYST201843S1351-364","url":null,"abstract":"Abstract. Background: Significant economic growth in many countries of the world can contribute to an increase in the speed of movement of modern and fundamentally new vehicles. This will increase the turnover of goods during the transportation of goods, revive international trade, increase the comfort of passengers and reduce their travel time. \u0000Aim: The solution of this problem is the development and wide application of high-speed magnetic-levitation transport (HSMLT) with linear traction engines. It is promising to use linear induction motors (LIM) for the HSMLT drive, which can have various design versions. Linear induction motors come with a longitudinal, transverse and longitudinal-transverse closure of the magnetic flux. LIM inductors can be installed on both high-speed transport crews and in the HSMLT track structure, as it was done in the People’s Republic of China, where express trains on magnetic suspension connect Shanghai with the airport and reliably operate for more than 10 years. The main elements of the inductor of a linear induction motor are a magnetic core (ferromagnetic core) a multiphase (usually three-phase) winding. With the development of high-speed magnetic-levitation transport, the issues of improving the manufacturing technology of various HSMLT devices, including the methods for producing inductors of linear induction motors, will become increasingly relevant. Traditionally, LIM inductors are assembled from pre-manufactured individual parts. \u0000Methods: An integral technology for manufacturing inductors of linear induction motors for high-speed magnetic-levitation transport is proposed and considered by the method of spraying materials onto a substrate through replaceable stencils. The new technology eliminates the alternate manufacture of individual assemblies and parts and their subsequent assembly to obtain a finished product. A method for determining the size of stencils for manufacturing one of the inductor variants of a linear induction motor is proposed as an example. \u0000Conclusion: Integral manufacturing technology is promising for the creation of high-speed magnetic-levitation transport.","PeriodicalId":100849,"journal":{"name":"Journal of Transportation Systems Engineering and Information Technology","volume":"29 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2018-11-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"82678033","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2018-11-19DOI: 10.17816/TRANSSYST201843S1195-202
R. Stephan, F. Costa, E. Rodriguez, Z. Deng
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
{"title":"Retrospective and perspectives of the superconducting magnetic levitation (sml) technology applied to urban transportation","authors":"R. Stephan, F. Costa, E. Rodriguez, Z. Deng","doi":"10.17816/TRANSSYST201843S1195-202","DOIUrl":"https://doi.org/10.17816/TRANSSYST201843S1195-202","url":null,"abstract":"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. \u0000Background: 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. \u0000Aim: 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. \u0000Methods: 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. \u0000Results: 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. \u0000Conclusion: 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","PeriodicalId":100849,"journal":{"name":"Journal of Transportation Systems Engineering and Information Technology","volume":"130 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2018-11-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"81340666","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2018-11-19DOI: 10.17816/TRANSSYST201843S136-56
Aarkadij Lascher, Lascher Arkadij, Michael H. Witt, Witt Michael, E. Frishman, Frishman Evgenii, M. Umanov, Umanov Mark
In this paper, the analysis of the technology of complex optimization of transport is performed on the example of various Maglev systems for the passenger and goods transport
本文以不同类型的磁悬浮客货运输系统为例，对复杂的运输优化技术进行了分析
{"title":"Results of the complex optimization of maglev","authors":"Aarkadij Lascher, Lascher Arkadij, Michael H. Witt, Witt Michael, E. Frishman, Frishman Evgenii, M. Umanov, Umanov Mark","doi":"10.17816/TRANSSYST201843S136-56","DOIUrl":"https://doi.org/10.17816/TRANSSYST201843S136-56","url":null,"abstract":"In this paper, the analysis of the technology of complex optimization of transport is performed on the example of various Maglev systems for the passenger and goods transport","PeriodicalId":100849,"journal":{"name":"Journal of Transportation Systems Engineering and Information Technology","volume":"29 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2018-11-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"74885907","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2018-11-19DOI: 10.17816/TRANSSYST201843S121-35
A. Zaitsev, I. V. Sokolova
According to economist Klaus Schwab, the today’s community is at the threshold of the Fourth Industrial Revolution which will influence transport branch especially. Today, we see a fundamental change of assessment of the place and role of transport in the world progress. At the governmental level the tasks of realisation of large-scale projects have been determined, which will be able to strengthen Russia’s positions at the world freight transport market, namely container transport, increase Russia’s transit potential, speed, quality of passenger service and freight transport. The authors suggest options to solve the set tasks building on the idea of implementation of innovative magnetic levitation technology while establishing East-West Transport Transit Corridor. Magnetic levitation technology is competitive with the existing modes of transport in key speed, sustainability, energy efficiency and safety parameters, namely ecological safety. The main purpose of establishment of a transit transport corridor is to introduce a new transport service with a unique number of properties. Accordingly, transport and technology tasks are solved which are associated with construction and modernisation of transport lines, terminals, information systems, etc. The project of transport transit corridor in question is suggested to undertake in three stages. The assessment of Russian container transport market and comparison study of maglev and conventional railway transport parameters confirm efficiency of the project. To deliver this project, the decision should be made at the governmental level.
{"title":"Prospects of establishment of east-west transit transport corridor deploying magnetic levitation technology","authors":"A. Zaitsev, I. V. Sokolova","doi":"10.17816/TRANSSYST201843S121-35","DOIUrl":"https://doi.org/10.17816/TRANSSYST201843S121-35","url":null,"abstract":"According to economist Klaus Schwab, the today’s community is at the threshold of the Fourth Industrial Revolution which will influence transport branch especially. Today, we see a fundamental change of assessment of the place and role of transport in the world progress. At the governmental level the tasks of realisation of large-scale projects have been determined, which will be able to strengthen Russia’s positions at the world freight transport market, namely container transport, increase Russia’s transit potential, speed, quality of passenger service and freight transport. \u0000 The authors suggest options to solve the set tasks building on the idea of implementation of innovative magnetic levitation technology while establishing East-West Transport Transit Corridor. \u0000 Magnetic levitation technology is competitive with the existing modes of transport in key speed, sustainability, energy efficiency and safety parameters, namely ecological safety. The main purpose of establishment of a transit transport corridor is to introduce a new transport service with a unique number of properties. Accordingly, transport and technology tasks are solved which are associated with construction and modernisation of transport lines, terminals, information systems, etc. The project of transport transit corridor in question is suggested to undertake in three stages. The assessment of Russian container transport market and comparison study of maglev and conventional railway transport parameters confirm efficiency of the project. To deliver this project, the decision should be made at the governmental level.","PeriodicalId":100849,"journal":{"name":"Journal of Transportation Systems Engineering and Information Technology","volume":"69 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2018-11-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"75650770","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2018-11-19DOI: 10.17816/TRANSSYST201843S113-20
Georgii V. Igolkin
Aim: determine the methodological basis for forecasting social economic effect from implementation of major infrastructure projects in world practice. To compile an individual list of evaluation criteria based on recent research about technical capabilities of magnetic levitational transport technology (MLTT) transport. Methods: statistical methods of transport industry analysis and interbranch balance method are applied. Results: the potential market for application of technology has been identified and a forecast for changing transport industry matrix has been made. Conclusion: this article is the basis for conducting a comprehensive study of the social-economic response of the MLTT project implementation in Russia and determination of optimal parameters for public-private partnership during its realization.
{"title":"Methodological base for the implementation of the magnetic levitation transport technology project in Russia","authors":"Georgii V. Igolkin","doi":"10.17816/TRANSSYST201843S113-20","DOIUrl":"https://doi.org/10.17816/TRANSSYST201843S113-20","url":null,"abstract":"Aim: determine the methodological basis for forecasting social economic effect from implementation of major infrastructure projects in world practice. To compile an individual list of evaluation criteria based on recent research about technical capabilities of magnetic levitational transport technology (MLTT) transport. \u0000Methods: statistical methods of transport industry analysis and interbranch balance method are applied. \u0000Results: the potential market for application of technology has been identified and a forecast for changing transport industry matrix has been made. \u0000Conclusion: this article is the basis for conducting a comprehensive study of the social-economic response of the MLTT project implementation in Russia and determination of optimal parameters for public-private partnership during its realization.","PeriodicalId":100849,"journal":{"name":"Journal of Transportation Systems Engineering and Information Technology","volume":"24 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2018-11-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"75685013","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2018-11-19DOI: 10.17816/TRANSSYST201843S1328-339
Rajat Mishra, Himashu Sharma, Harshit Mishra
Background: There are a number of problems in the prior art, those are topics of research inputs likes ranges of the drag force generated by the vehicle, lift force at high vehicle motion velocities for compensation of the vehicle weight, Aerodynamic aspects of operation of the vehicle, Aim: Stream wise stability of vehicle motion and levitation and breaking of the vehicles and supersonic speed is not achieved in any mode of transportation. But this present invention related to high speed magnetic levitating transportation. More particularly, present invention is related to high speed magnetic levitating transportation using compressed air chamber in the transportation vehicle. Methods: The present invention is more particularly related to high speed vehicle levitated on a vacuum tunnel by using electromagnetic levitation. As this vehicle will move from one place to another in a vacuum environment and this vehicle will levitate above track with the help of electromagnets. Results: The important thing is its motion, which is possible due to reaction force of high pressure air, coming out from compressed air chamber present in vehicle. Conclusion: It can give us the acceleration as per load requirement and it can achieve supersonic speed in few seconds.
{"title":"High-speed vacuum air vehicle","authors":"Rajat Mishra, Himashu Sharma, Harshit Mishra","doi":"10.17816/TRANSSYST201843S1328-339","DOIUrl":"https://doi.org/10.17816/TRANSSYST201843S1328-339","url":null,"abstract":"Background: There are a number of problems in the prior art, those are topics of research inputs likes ranges of the drag force generated by the vehicle, lift force at high vehicle motion velocities for compensation of the vehicle weight, Aerodynamic aspects of operation of the vehicle, \u0000Aim: Stream wise stability of vehicle motion and levitation and breaking of the vehicles and supersonic speed is not achieved in any mode of transportation. But this present invention related to high speed magnetic levitating transportation. More particularly, present invention is related to high speed magnetic levitating transportation using compressed air chamber in the transportation vehicle. \u0000Methods: The present invention is more particularly related to high speed vehicle levitated on a vacuum tunnel by using electromagnetic levitation. As this vehicle will move from one place to another in a vacuum environment and this vehicle will levitate above track with the help of electromagnets. \u0000Results: The important thing is its motion, which is possible due to reaction force of high pressure air, coming out from compressed air chamber present in vehicle. \u0000Conclusion: It can give us the acceleration as per load requirement and it can achieve supersonic speed in few seconds.","PeriodicalId":100849,"journal":{"name":"Journal of Transportation Systems Engineering and Information Technology","volume":"7 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2018-11-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"84291533","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2018-11-19DOI: 10.17816/TRANSSYST201843S1225-233
Ying Lin, F. Qin, Xiaohua WAng
Aim: The Aim of this paper is to demonstrate the structure of the proposed new stator power supply mode. Methods: analyze the results of some simulation work to see whether the new concept could meet the requirements of the medium speed maglev transportation system or not. The study is based on some simulation work which is done by the software tool developed in the research work in “The 11th Five-year plan” of China. Results: The calculation results indicate that, from the point of view of top speed, that say 200 km/h, the structure of the new concept could meet the requirement of the medium speed system, but further studies are demanded for the engineering application. Conclusion: The advantage of this structure is to reduce the demand for the capacity of the inverters and eliminate the requirements for the cable lines and the stator switches. However, the disadvantage is also explicit. The structure is more complex than its high speed peer, and thus need more complex control strategies. And the structure is more fixed and thus maybe need more invest at the beginning of an engineering project.
{"title":"The simulation and analysis for a new concept of the stator power supply mode of a medium speed maglev system","authors":"Ying Lin, F. Qin, Xiaohua WAng","doi":"10.17816/TRANSSYST201843S1225-233","DOIUrl":"https://doi.org/10.17816/TRANSSYST201843S1225-233","url":null,"abstract":"Aim: The Aim of this paper is to demonstrate the structure of the proposed new stator power supply mode. \u0000Methods: analyze the results of some simulation work to see whether the new concept could meet the requirements of the medium speed maglev transportation system or not. The study is based on some simulation work which is done by the software tool developed in the research work in “The 11th Five-year plan” of China. \u0000Results: The calculation results indicate that, from the point of view of top speed, that say 200 km/h, the structure of the new concept could meet the requirement of the medium speed system, but further studies are demanded for the engineering application. \u0000Conclusion: The advantage of this structure is to reduce the demand for the capacity of the inverters and eliminate the requirements for the cable lines and the stator switches. However, the disadvantage is also explicit. The structure is more complex than its high speed peer, and thus need more complex control strategies. And the structure is more fixed and thus maybe need more invest at the beginning of an engineering project.","PeriodicalId":100849,"journal":{"name":"Journal of Transportation Systems Engineering and Information Technology","volume":"147 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2018-11-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"77974909","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2018-11-19DOI: 10.17816/TRANSSYST201843S1264-271
Yijun Chen, C. Yijun, Yi Yu, Yu Yi, Huahua Zhao, Zhao Huahua, Fangqi Zhang, Zhang Fang-qi, Hui Lin, Lin Hui, Wei Nai, Nai Wei
To analyze the dataflow of vehicle safety computers regarding high-speed maglev transportation, it is considerable to add data priorities to the dataflow model of vehicle safety computers to improve the accuracy. With regard to vehicle safety computers, we choose VSC1 as our research object. First, we give a brief summary for the interface relationships of VSC1. Next, we analyze the data priorities of VSC1 in detail. After that, we present the dataflow model of VSC1 with priorities. Finally, we make a brief conclusion. The structure of the abstract of an article is strictly arranged and should encompass the following points: Background: Dataflow model of Vehicle Safety Computers regarding high-speed maglev transportation. Aim: To analyze the dataflow of vehicle safety computers with data priorities. Methods: interface analysis, data priority analysis and dataflow chart. Results: The dataflow model of VSC1 with data priorities is presented. Conclusion: Adding data priorities to the dataflow model of vehicle safety computers to improve the accuracy is fulfilled. The recommended number of words in the abstract is 500.
{"title":"Dataflow analysis of vehicle safety computers regarding high-speed maglev transportation based on data priorities","authors":"Yijun Chen, C. Yijun, Yi Yu, Yu Yi, Huahua Zhao, Zhao Huahua, Fangqi Zhang, Zhang Fang-qi, Hui Lin, Lin Hui, Wei Nai, Nai Wei","doi":"10.17816/TRANSSYST201843S1264-271","DOIUrl":"https://doi.org/10.17816/TRANSSYST201843S1264-271","url":null,"abstract":"To analyze the dataflow of vehicle safety computers regarding high-speed maglev transportation, it is considerable to add data priorities to the dataflow model of vehicle safety computers to improve the accuracy. With regard to vehicle safety computers, we choose VSC1 as our research object. First, we give a brief summary for the interface relationships of VSC1. Next, we analyze the data priorities of VSC1 in detail. After that, we present the dataflow model of VSC1 with priorities. Finally, we make a brief conclusion. The structure of the abstract of an article is strictly arranged and should encompass the following points: \u0000Background: Dataflow model of Vehicle Safety Computers regarding high-speed maglev transportation. \u0000Aim: To analyze the dataflow of vehicle safety computers with data priorities. \u0000Methods: interface analysis, data priority analysis and dataflow chart. \u0000Results: The dataflow model of VSC1 with data priorities is presented. \u0000Conclusion: Adding data priorities to the dataflow model of vehicle safety computers to improve the accuracy is fulfilled. The recommended number of words in the abstract is 500.","PeriodicalId":100849,"journal":{"name":"Journal of Transportation Systems Engineering and Information Technology","volume":"192 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2018-11-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"85005898","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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