The controlled air-gap of the electromagnetic suspension maglev train is generally 8-10 mm, which makes the effect of the vehicle-track dynamic coupling significant. It is found that the track irregularities especially the track step will make the controlled air-gap of the suspension system fluctuate off the setting air-gap. When the situation is even worse, the suspension gap will fluctuate beyond the limit so that the electromagnet or the supporting slide crashes with the track which results in noise and poor ride comfort. By analyzing the gap response of the module suspension system caused by the track step, it is found that the gap fluctuation of the rear point is more significant than the front point. In other words, the suspension gap of the rear point is affected by the front point and the two suspension points couple with each other. To solve the coupling problem between the front and back points, the decoupling controller based on the feedback linearization theory is proposed. The simulation and experiment show that the decoupling controller has an excellent decoupling effect. At the same time, the simulation shows that the decoupling controller can weaken the gap fluctuation when the module suspension system through the track step.

/pdf/decoupling-control-of-maglev-train-based-on-feedback-cbdebc2r4o.pdf

Decoupling Control of Maglev Train Based on Feedback Linearization

Since the late 1970s, rail transport has made a comeback with the introduction of highspeed trains. Before then, trains had a speed of only 100–130 km/h. Today trains can achieve regularly three times those speeds and national railway organisations feel the pressure for reorganisation to improve the quality of services. Japan and Europe are the places where the high‐speed rail revolution is taking place. But we also see a tendency to base these high speed line systems on national rail standards. At the same time we observe new developments, which are likely to lead to a technological breakthrough, comparable with the development of the steamship, conventional train or automobile. This new system, called Maglev, is based on the principle of magnetic levitation. More than ever before, the chances of success for this new technology depend on the outcome of competition with improved conventional rail technologies. In this paper the present development of high speed rail systems in Europe, Japan and the United...

The rise and fall of new technologies: Maglev as technological substitution?

We present an operational-driven optimal-design framework of a Hyperloop system. The novelty of the proposed framework is in the problem formulation that links the operation of a network of Hyperloop capsules, the model of the Hyperloop infrastructure, and the model of the capsule’s propulsion and kinematics. The objective of the optimisation is to minimize the energy consumption of the whole Hyperloop system for different operational strategies. By considering a network of energy-autonomous capsules and various depressurization control strategies of the Hyperloop infrastructure, the constraints of the optimisation problem represent the capsule’s battery energy storage system response, the capsule’s propulsion system and its kinematic model linked with the model of the depressurization system of the Hyperloop infrastructure. Depending on the operational scheme and lengths of the trajectories, the proposed framework determines optimal operating pressures of the Hyperloop infrastructure between 1.5 − 80 m b a r along with the maximum capsules cruising speeds. Furthermore, the proposed framework determines maximum operational power of the capsule’s propulsion system in the range between 1.7 − 5 M W with a minimum energy need of 25 W h / p a s s e n g e r / k m .

Operational-Driven Optimal-Design of a Hyperloop System

Quick scan methods aim at a fast and transparent analysis of alternative solutions to planning problems in a situation of shortage of information. Theygenerate new knowledge about solutions in early stages of decision making and in 'creative experiments' in scenarioanalysis. The importance of quick scan methods is growing within the trend toward moreflexible and interactive approaches in decision making in policy and planning.This article presents a quick scan of alternative technology options to transport problems, in view of their adoption in the market. The technologiesinvolved represent good efforts to contribute to energy efficiency and a reduction of air pollutants. The perspectiveused in this quick scan is spatial by emphasizing the influence of spatial settlement patternsin scenario thinking on future transport.

/pdf/adoption-of-new-transport-technology-a-quick-scan-approach-ke0tfxfg3d.pdf

Adoption of New Transport Technology: a Quick Scan Approach

Design and Optimisation of a Virtual Prototype of a Ground Transportation System at Very High-Speeds in Conditions Close to Vacuum

Magnetic levitation is the first truly new transportation technology in one hundred years and comes at a time when advances in transportation are urgently needed. The German Transrapid magnetic levitation train is the first such commercially available system. Based on technology that originated in the United States, it has been under development for approximately fifteen years in Germany. While not yet in commercial operation, tests on the Transrapid indicate that the system can provide better service to passengers than conventional rail, both in terms of speed and comfort. And comparisons of environmental impacts show that the Transrapid compares favorably with other modes of transport. The article points out doubts that remain about costs and revenues and about the effects of electromagnetic fields.

The german magnetic levitation train (transrapid)

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The german magnetic levitation train (transrapid)