A new concept of superelevation in magnetic levitation – prodynamic
| Dublin Core | PKP метаданные | Метаданные этого документа | |
| 1. | Название | Название документа | A new concept of superelevation in magnetic levitation – prodynamic |
| 2. | Создатель | Автор, учреждение, страна | Angelo Jacob; ISEP - Polytechnic School of Engineering ; Португалия |
| 2. | Создатель | Автор, учреждение, страна | Nuno Monteiro; bimTEC - Building Information Modeling Consultants ; Португалия |
| 3. | Предмет | Дисциплины | |
| 3. | Предмет | Ключевые слова | Levitation; Maglev; Train; High Speed Railway; Electromagnetism; Superelevation; Curve |
| 4. | Описание | Аннотация | Background: The topic of Magnetic Levitation systems, in terms of land mass transport, have created high expectations compared to aviation and also to the high speed railway industry. This new concept comes to revolutionize the terrestrial mass transport, in both the speeds and the subject of friction. Magnetic levitation solves the issue of attrition between material contact and as such may also be an opportunity to solve the question of constant physical superelevation. Aim: Precisely that point of superelevation coupled with magnetic levitation, eliminating the rigid physical structures to laterally lift the vehicle in a curve. Current magnetic levitation systems do not address this issue of dynamic superelevation. It’s exposed an improvement technology which is a theoretical possibility of a track through a new magnetic line can apply necessary rotation to the vehicle in curve and adjust its rotation according to the speed that vehicle moves. Methods: In order to make this system to work it is suggested the introduction of a magnetic field in the new line, which will allow the vehicle to rotate in curves and will negate the need of the conventional static superelevation. This study appeared as a result of an investigation of a master's thesis in civil engineering at ISEP, where the participants created the concept of dynamic superelevation in the context of magnetic levitation. The project was applied to the reformulation of an existing railway network. The study base of this model resulted from a broad survey of current magnetic levitation systems. Then came the idea of creating a third dynamic magnetic field to operate the curved superelevation. Results: The result of the study was the creation of a new "monorail" system of simple and geometrically constant structure. The new line has the advantage of providing a simple and constant geometry, facilitating the manufacture, assembly and thus making it much more economical compared to the current systems. The cross-section allows the vehicle to fit perfectly and with the creation of rotating magnetic fields, the vehicle can be turned to both sides, at the required inclination, according the speed. With this new concept called ProDynamic, the geometry design in plan is totally independent of the speed practiced by the vehicle, where it can travel in curve at different speeds, but with the same lateral no-compensated acceleration, without detriment of passenger comfort. Conclusion: Combining existing systems with this new concept, it is possible to create a total freedom in curves and superelevation, which will provide a maximum comfort and significant construction savings. There is therefore no longer a problem of deficiency or excess cant, as currently exists on railways. The advantage in the ProDynamic system is that it is possible to greatly reduce or even eliminate the lateral no-compensated acceleration. |
| 5. | Издатель | Организатор, город | Eco-Vector |
| 6. | Контрибьютор | Спонсоры | |
| 7. | Дата | (ДД-ММ-ГГГГ) | 19.12.2018 |
| 8. | Тип | Тип исследования или жанр | Отрецензированная статья |
| 8. | Тип | Тип | Научная статья |
| 9. | Формат | Формат файла | |
| 10. | Идентификатор | Универсальный идентификатор, URI | https://journals.eco-vector.com/transsyst/article/view/10861 |
| 10. | Идентификатор | Digital Object Identifier (DOI) | 10.17816/transsyst20184477-111 |
| 11. | Источник | Журнал/конференция, том., №. (год) | Сетевой электронный журнал "Транспортные системы и технологии"; Том 4, № 4 (2018) |
| 12. | Язык | Russian=ru, English=en | en |
| 13. | Связь | Дополнительные файлы |
Fig. 1. Locomotion 1 “The Rocket” [1] (76KB) Fig. 2. Highspeed Train JP Shinkansen S-0 (Source: ナダテ Nadate, 2008) (141KB) Fig. 3. Highspeed Train JR Shinkansen E5 (Source: Nanashinodensyaku, 2011) (203KB) Fig. 4. Comparison of means of transport taking into account the economic factor (43KB) Fig. 5. Emile Bachelet system patent image [11] (61KB) Fig. 6. Construction of Transrapid infrastructure in Shanghai [12] (92KB) Fig. 7. Urban Maglev system Linimo [13] (97KB) Fig. 8. ROMAG Maglev [10] (86KB) Fig. 9. EMS technology used in Transrapid (Source: Siemens AG Transportation Systems, 2005) (94KB) Fig. 10. Principle of Levitation EMS [3] (71KB) Fig. 11. EMS system used in Transrapid [6] (107KB) Fig. 12. Linear motor sections on track [7] (61KB) Fig. 13. MXL01 bogie system (Source: Odec.ca, HBLee, 2007 ) (163KB) Fig. 14. EDS technology used in the JR-Maglev MLX01 Japanese System (Source: Central Japan Railway Company - Yamanashi Maglev Test Line, 2000) (86KB) Fig. 15. Schematic of the rail used in JR-Maglev MLX01 [6] (81KB) Fig. 16. Diagram of operation of the EDS System and how to change the polarity (Source: Fiyaz Ahmed, 2009) (90KB) Fig. 17. Schematic of the magnetic field formed by the Halbach Array [16] (41KB) Fig. 18. Inductrack experimental vehicle [9] (41KB) Fig. 19. Representative scheme of a possible vehicle with the Inductrack system [16] (44KB) Fig. 20. Comparison systems between Magnetic Levitation Systems (Source: Maglev Trains A Look into Economic Concessions, Binyam Abeye, 2011) (43KB) Fig. 21. Comparative distances between SCMAGLEV and Transrapid (Source: Central Japan Railway Company, Yoshiyuki Kasai, 2012) (46KB) Fig. 22. Speed and acceleration performance (Source: Central Japan Railway Company, Yoshiyuki Kasai, 2012) (151KB) Fig. 23. Rotation scheme of the vehicle induced by a magnetic field (43KB) Fig. 24. Longitudinal scheme of the rail and the induced magnetic field, to generate the rotation (32KB) Fig. 25. Alternative magnetic levitation system 1 proposed (27KB) Fig. 26. Alternative magnetic levitation system 2 proposed (33KB) Fig. 27. ProDynamic system 1 and system 2 (35KB) Fig. 28. Virtual image ProDynamic system 1 proposed (52KB) Fig. 29. Comparison between the proposed system 1 (ProDynamic) and the Transrapid system (37KB) Fig. 30. Path to be used in system 1 proposed (30KB) Fig. 31. Cross section of the proposed system 1 rail (38KB) Fig. 32. Transversal perspective of the system 1 vehicle (64KB) Fig. 33. Longitudinal perspective of the vehicle of the system 1 (38KB) Fig. 34. Rotation of the vehicle in system 1 proposed (28KB) Fig. 35. Schematic of the forces acting (acceletarion directions) on the vehicle (69KB) Fig. 36. Uncompensated acceleration for a speed of 450 km/h with 12° inclination versus several curve radius (31KB) Fig. 37. Possible inclinaton (rotation) for operating speeds considering a constant radius of 4400 m (76KB) Fig. 38. System 2 – ProDynamic proposed (36KB) Fig. 39. System 2 – Comparison between the proposed system 2 and the SCMaglev system (35KB) Fig. 40. Path to be used in system 2 proposed (25KB) Fig. 41. Cross section of the proposed system 2 rail (27KB) Fig. 42. Transverse perspective of system 2 vehicle (22KB) Fig. 43. Rotation of the vehicle in system 2 proposed (32KB) |
| 14. | Покрытие | Пространственно-временной охват, методика исследования | |
| 15. | Права | Права и разрешения |
© Jacob A., Monteiro N., 2018 Эта статья доступна по лицензии Creative Commons Attribution-NonCommercial-NoDerivatives 4.0 International License. |