Magnetic levitation train
Magnetic levitation trains (also Maglev , from English magnetic levitation ) are track-guided land vehicles that are kept in suspension by magnetic forces, guided, driven and braked. The technology enables high speeds, accelerations and inclines, but the market is very reluctant to adopt it.
Magnetic levitation
Magnetic levitating trains use magnetic fields to levitate vehicles. One distinguishes
- Electromagnetic levitation system ( electromagnetic suspension , EMS) and
- Electrodynamic levitation system ( electrodynamic suspension , EDS).
In the case of electromagnetically levitating tracks, an electromagnet excited with direct current magnetizes the ferromagnetic material on the other side of an air gap, which creates an attractive force. Since the attractive process would be unstable without control, an active air gap control must be used here. Fast and efficient dynamic controls are crucial for this. In order to be able to lift the vehicle by attraction forces, the chassis of the Transrapid system encompasses the roadway, for example the Transrapid .
During electrodynamic levitation, alternating magnetic fields are generated which, on the opposite side, cause eddy currents in non-magnetic electrical conductors, mostly aluminum, which prevent the magnetic field from penetrating deeper, resulting in a repulsive force, e.g. JR-Maglev . EDS is less energy efficient at low and medium speeds. At high speeds, even the movement of a uniform exciting field leads to eddy currents, which reduces the energy expenditure of EDS and that of EMS increases.
Both systems can work with superconducting coils and can be made more energy-efficient through the use of permanent magnets.
Drive types
The linear motor is regularly used as a non-contact drive principle . Typically, currents are induced on one side of the air gap. The other, active side is called the stator, analogous to rotating machines . This can be installed as a long stator in the route or as a short stator in or on the vehicle.
To energize a short stator, a pair of busbars as well as an inductive transmission or a diesel generator are necessary and the vehicles are heavier. On the other hand, if the vehicle density on the route is not very high, the long stator construction is more expensive to purchase, even if the long stator is only designed for maximum thrust on inclines and train stations.
rating
advantages
- especially with electrodynamic (EDS) long-stator construction, less air resistance than railroad trains with pantographs; thus quieter and more energy-efficient at high speeds
- High accelerations, decelerations and gradients are possible; the limit here is the well-being and safety of the passengers.
- no straight line routing required as with high-speed trains , as mountains or other geographical obstacles can be avoided
- With the long stator construction, the line controls the movement of the trains, which promotes safe driverless operation of shorter units in quicker succession
- no wear due to friction
disadvantage
- Incompatibility with the existing rail infrastructure
- Unsuitable for heavy goods traffic due to the high power requirements and inefficient for slow local passenger traffic .
- The “open” magnetic fields of the long stator system or the busbars of the short stator system prevent integration into the street level; Free-standing constructions are therefore common, switches are more expensive than in other rail-bound systems, which makes it difficult to use as a slower local transport system
- Ice and snow-related evacuation of the driveway in winter is necessary.
history
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Beginnings
In 1914, the French inventor Emile Bachelet caused a sensation in London . In one room he had a pencil-shaped hollow body made of aluminum about a meter long float above a long row of alternating current magnets, propelled forward by individual open coils. He wanted to use such a system to transport letters between London and Liverpool.
“Emile Bachelet, a Frenchman, invented a train that has no wheels, no tracks , no locomotive and no motor, and yet travels 300 miles an hour. Neither friction nor vibration is generated. Instead of the tracks, aluminum blocks are set up as a track, which are interrupted every 7 to 8 meters by a gate-like magnet. A steel cylinder, which has the shape of a zeppelin gondola and represents the actual train, hovers above these blocks and under the gates. When the electric current is switched on, the electromagnetic threads inside the aluminum blocks repel the train and keep it in the air while the large magnets pull it forward. "
Weimar Republic and German Empire
Hermann Kemper , who dealt with the techniques of electromagnetic suspension railways, began the development of the magnetic suspension railroad in the German Reich in 1922 . On August 14, 1934, he was granted the Reich patent 643316 for the electromagnetic levitation of vehicles. Initially, a test track for maximum speeds was under discussion; However, this project was not pursued because of the Second World War .
Federal Republic of Germany
First company foundations and first projects
- In 1967, Stefan Hedrich founded the Society for Railway Technology Innovation , in which researchers and companies were committed to the further development of the maglev train. From 1973, the physicist Götz Heidelberg and Professor Herbert Weh from the Technical University of Braunschweig resumed development.
- 1971 - on April 2nd, the first test drive of the principle vehicle of the magnetic levitation technology of the company MBB (today Airbus Group ) took place in Ottobrunn near Munich .
- 1971 - On October 11th, the Krauss-Maffei company presented the Transrapid 02 test vehicle in Munich-Allach .
- 1972 - E rlanger E rprobungs t räger (EET 01) on the Siemens -Forschungszentrumsgelände in Erlangen
- In 1979 the world's first maglev train ( Transrapid 05 ) approved for passenger traffic was presented at the International Transport Exhibition (IVA) in Hamburg .
- From 1983, the company installed maglev railway GmbH in West Berlin near the Potsdamer Platz , a 1.6 km long monorail for transport, the M-Bahn , on the disused tracks of the subway - U2 went. After German reunification and the fall of the Berlin Wall, the underground line was reactivated, which is why the M-Bahn was dismantled in 1992 and its further development stopped. A planned reconstruction between the Berlin-Schönefeld airport train station and the airport building came to nothing within a short time.
- In 1984 the first construction phase of the Transrapid test facility went into operation in Emsland, Lower Saxony .
- On September 22nd, 2006 a serious accident occurred near Lathen in Emsland: The Transrapid hit a non-magnetically powered workshop car of the maglev train at around 170 km / h. 23 passengers lost their lives and ten were seriously injured.
Regulations and planning
In Germany, the Maglev Building and Operating Regulations (MbBO) regulate the construction and operation of public maglev trains. The corresponding approval regulations are regulated in the General Magnetic Levitation Railway Act (AMbG). The Federal Railway Authority is the supervisory and licensing authority, as is the case with conventional railways. The Transrapid test facility in Emsland is subject to the law on the construction and operation of test facilities for testing techniques for track-guided traffic (SpurVerkErprG) from 1976. The supervisory authority for this is the Lower Saxony State Authority for Road Construction and Transport (NLStBV) .
A connection between Hamburg and Berlin was planned as the first long-distance application of a magnetic levitation train after reunification . After the planning for this had been stopped, either the backbone of the public transport in the metropolitan region Rhine-Ruhr was to be built as a metro rapid or the Transrapid Munich as an airport shuttle using magnetic levitation technology. These plans, too, were later abandoned. Other long-haul projects such as Hamburg-Bremen-Netherlands have so far not got beyond the level of ideas.
Transport system Bögl
In Sengenthal in the Upper Palatinate, the Max Bögl company has been operating a now 800-meter-long magnetic levitation test track alongside the B299 since 2016. The Bögl transport system (TSB) is designed for speeds of up to 150 km / h. In contrast to the Transrapid, the route includes the vehicle. A 3.5 kilometer test track is planned in Chengdu (China).
Switzerland
The SwissRapide consortium is planning and developing a magnetic levitation train for Switzerland . As a pioneer among the major infrastructure projects, it is largely or even completely financed by private investors. The long-term aim of the SwissRapide Express is to develop the area between Geneva and St. Gallen and to integrate the cities of Lucerne and Basel . The first projects include the routes Bern - Zurich , Lausanne - Geneva and Zurich - Winterthur . The route between Lausanne and Geneva will be the first to be implemented - at the earliest in 2020. The SwissRapide Express is based on the Transrapid maglev technology that has been in use in Shanghai since 2004 ( Transrapid Shanghai ).
An earlier, ambitious future project was Swissmetro , a city network for Switzerland. The Swiss Metro AG had a vision, an underground magnetic levitation in a partial vacuum tube to operate and thus the most important Swiss city centers and airports to connect. First, a route between Lausanne and Geneva was discussed. Other possible routes would have been Basel - Zurich and extensions to their airports or Geneva - Lyon . Swissmetro failed because of the financing.
Japan
Research on maglev trains has been ongoing in Japan since 1962 . In the meantime, two systems have been developed: the JR-Maglev or Chūō-Shinkansen (long stator drive, maximum operating speed 500 km / h), which levitate electrodynamically on superconducting magnets , and the electromagnetically levitating HSST (short stator drive, maximum operating speed approx. 100 km / h).
The route Tokyo - Nagoya - Osaka is to be realized with the Chūō Shinkansen ; the existing 42.8 km long test track in Yamanashi prefecture forms part of the section under construction between Tokyo and Nagoya.
The HSST has been operating under the name Linimo since March 2005 on a nine-kilometer local transport line as part of the Expo 2005 east of Nagoya and by July 2005 had carried ten million passengers.
China
At the beginning of 2004, the regular operation of the Transrapid Shanghai was started as the fastest track-bound vehicle in the world according to the schedule to connect the Pudong Airport . It is a non-contact electromagnetic levitation system (EMS) with a non-contact, synchronous long-stator linear motor drive .
Based on the Transrapid joint venture, the development of its own magnetic levitation train officially began in 2002. At the time, the Guangzhou – Shenzhen – Hong Kong high-speed line was still in the planning phase, and a realization as a maglev train had been discussed for several years. However, a system comparison by a commission in 2003 showed that not only were the construction time longer and the investment costs higher, but possibly also the operating and maintenance costs. With that the plan was abandoned.
In 2004, a three-kilometer test track was built on the Jiading Campus of Tongji University in Shanghai , partly with long stators from the Pudong Line, and in 2006 a vehicle with permanent magnets was tested on it, a vehicle suitable for local traffic. This development was no competition for the Transrapid consortium, which at the time was still hoping to receive the order worth around 4 billion euros for the planned extension of the line in Shanghai by 200 km to Hangzhou . But in 2008 this project also failed due to rising cost estimates, increasing speeds of conventional trains and increasing resistance from neighbors who feared electrosmog.
The Changsha Maglev Express has been running between Changsha City and its airport since 2016 .
The third commercial Transrapid line in China was opened on December 30, 2017 in the west of Beijing, where it connects as S1 between Jinanqiao and Shichang 7 stops with a maximum of 105 km / h.
Soviet Union
In the 1970s, the development of a magnetic levitation train was advanced in the Soviet Union. It was based on a drive by a linear motor , while the levitation state should be achieved with permanent magnets . The main reason for using permanent magnets was that they could be used to generate a floating field without any additional energy supply. As a possible route, a feeder for the Moscow airports was already being discussed, as was an alternative to the planned metro in Alma-Ata in the Kazakh SSR . The knowledge gained during trips with an already fully equipped prototype ТП-01 on a test route of 200 meters, however, caused the designers to doubt the usability of permanent magnets.
As a result, a decision was made to further develop the magnetic levitation train for a design with an electromagnetic levitation system. The drive should still be done with a linear motor. A corresponding prototype ТП-05 with 18 seats has been developed and built since the early 1980s. The cabin is an aluminum construction and originally had two control stands. ТП-05 was tested on a test track 850 meters long. The use of a longer version with 64 seats as a feeder for Moscow-Sheremetyevo Airport was already planned, since the collapse of the Soviet state economy during perestroika abruptly ended the already very far-advanced project.
The prototype is still in Ramenskoye (Moscow Oblast) on the premises of the company ОАО ИНЦ "ТЭМП", which continued the development of magnetic levitation trains for goods transport under private-sector conditions. A goods transport system with a load capacity of 30 tons for house components was implemented in Rostov-on-Don .
Development of the speed records in test drives
| year | country | vehicle | speed | annotation |
|---|---|---|---|---|
| 1971 | Germany | Test vehicle | 90 km / h | |
| 1971 | Germany | TR 02 | 164 km / h | |
| 1972 | Japan | JR Maglev ML100 | 60 km / h | |
| 1973 | Germany | TR 04 | 250 km / h | |
| 1974 | Germany | EET-01 | 230 km / h | unmanned |
| 1975 | Germany | Komet (component measuring carrier) | 401.3 km / h | unmanned, steam rocket propulsion |
| 1978 | Japan | HSST01 | 307.8 km / h | unmanned, rocket propulsion from Nissan |
| 1978 | Japan | HSST02 | 110 km / h | |
| 1979 | Japan | JR Maglev ML500 | 504 km / h | unmanned |
| 1979 | Japan | JR Maglev ML500 | 517 km / h | unmanned, was the first rail vehicle to reach a speed of more than 500 km / h |
| 1987 | Germany | TR 06 | 406 km / h | |
| 1987 | Japan | JR-Maglev MLU001 | 400.8 km / h | |
| 1988 | Germany | TR 06 | 412.6 km / h | |
| 1989 | Germany | TR 07 | 436 km / h | |
| 1993 | Germany | TR 07 | 450 km / h | |
| 1994 | Japan | JR-Maglev MLU002N | 431 km / h | unmanned |
| 1997 | Japan | JR-Maglev MLX01 | 531 km / h | |
| 1997 | Japan | JR-Maglev MLX01 | 550 km / h | unmanned |
| 1999 | Japan | JR-Maglev MLX01 | 548 km / h | unmanned |
| 1999 | Japan | JR-Maglev MLX01 | 552 km / h | , 5-train set by Guinness World Records confirmed |
| 2003 | Japan | JR-Maglev MLX01 | 581 km / h | , 3-train set by Guinness World Records confirmed |
| 2015 | Japan | Shinkansen L0 | 590 km / h | |
| 2015 | Japan | Shinkansen L0 | 603 km / h |
development
- The South Korean consortium of companies Rotem developed a local magnetic levitation train for speeds of up to approx. 110 km / h, with which a light rail line should be implemented around 2005. On September 26, 2010, the groundbreaking ceremony for Incheon Airport Maglev took place at Seoul-Incheon Airport, with a 6.1 kilometer stretch. The completion of the line was planned for 2012 and took place in 2016.
- At the TU Dresden , a concept is being developed under the name SupraTrans that is based on the magnetic levitation of a superconductor in the field of a permanent magnet . With high temperature superconductors , the energy requirement for levitation should decrease.
- Magnetic levitation train systems are also repeatedly discussed as starting aids for space vehicles, with such a train carrying a rocket being built on a steep mountain or a huge jump built.
- In May 1998, researchers at Lawrence Berkeley National Laboratory in Berkeley (California) as a by-product of the priority-driven flywheel energy storage project an entirely new maglev system Inductrack before that by passive in Halbach array arranged room-temperature permanent magnets made from new alloys is characterized and is therefore much cheaper, more energy efficient and more economical than all other magnetic levitation systems. When the train is moving, its movement induces a repelling magnetic field and hovers over the track. Like the EDS JR-Maglev , the Inductrack is to be equipped with auxiliary wheels and, for example, driven by a propeller or, in the further developed Inductrack II with dual Halbach array, by electromagnetic impulse. This system should later enable not only more economical magnetic levitation trains, but also cost-reducing rocket launch devices. NASA studies show that by accelerating a large rocket with the help of a further developed inductrack to Mach 0.8, approx. 30-40% rocket fuel could be saved and the payload increased or the rocket reduced accordingly.
Executed systems
Germany
- Transrapid 05 : Built in 1979 for the International Transport Exhibition in Hamburg from Heiligengeistfeld to the exhibition center, dismantled again after the end of the IVA
- M-Bahn : built in West Berlin in 1983 , dismantled in 1992 after the Wall came down so that the eastern and western sections of the U2 line could be reconnected
- Transrapid test facility Emsland : commissioned in Lathen in 1984 , finally closed in 2011
- Supratrans: two-seater with high-temperature superconductors drives on Dresden's 80-m test track with permanent magnets.
International
- Transrapid Shanghai , China
- Test track in Miyazaki / Japan
- Test track in Yamanashi / Japan, see JR-Maglev
- Test track of Tongji University , Jiading Campus, Shanghai / China, see CM1 Dolphin
- Changsha Maglev Express , China (2016)
- Test track Taeduk / South Korea
- Linimo / Japan for Expo 2005
- People mover on the campus of Old Dominion University , Virginia / USA
- People mover between Daejeon Expo Park and the National Science Museum (Korea) , South Korea
- Incheon Airport Maglev , South Korea (2016)
- Beijing Daitai Line S1 , China (2014)
Others
Infrastructure and railcars depend on each other when it comes to propulsion, which is why the manufacturer of the vehicle usually also provides the infrastructure. This can make competition between different vehicle manufacturers on the same infrastructure more difficult.
See also
literature
- Richard D. Thornton: Efficient and Affordable Maglev Opportunities in the United States , Proc. IEEE, 97, 2009 doi : 10.1109 / JPROC.2009.2030251 , ( online ; PDF; 1.3 MB)
- Rainer Schach, Peter Jehle, René Naumann: Transrapid and wheel-rail high-speed railroad . Springer, Berlin 2006, ISBN 3-540-28334-X
- Johannes Klühspies: Future Aspects of European Mobility: Perspectives and Limits of an Innovation of Maglev technologies . Habilitation thesis ad Univ. Leipzig 2008, ISBN 3-940685-00-3
Web links
- The Transrapid project with a historical outline.
- May 26, 1965 - Siemens opens “Research City for Heavy Current” in Erlangen with a photo of an EET 01 and the route of the Erlangen test track.
- Text of the General Maglev Act
- Swissmetro : Project for an underground magnetic levitation train.
- Magnetic Levitation Homepage of the International Maglev Board
- Maglev Net : News about the magnetic levitation technology developments .
- Magnetic hybrid train: project of a rail-compatible hybrid magnetic train .
Individual evidence
- ↑ M. Flankl, T. Wellerdieck, A. Tüysüz and JW Kolar: Scaling laws for electrodynamic suspension in high-speed transportation . In: IET Electric Power Applications . November 2017. doi : 10.1049 / iet-epa.2017.0480 .
- ↑ Thornton 2009
- ↑ The inventor of the Transrapid died . In: https://www.merkur.de/ . Retrieved April 19, 2015.
- ↑ Kyrill von Gersdorff: Ludwig Bölkow and his work: Ottobrunner Innovations , Bernard & Graefe, 1987, limited preview in the Google book search
- ^ DB Magnetbahn mbH: Hauptbahnhof - Airport in 10 minutes , No. 4, 2006 ( Memento from September 27, 2007 in the Internet Archive )
- ^ Transrapid - Siemens Global Website. siemens.com, accessed on April 19, 2015 .
- ↑ www.igeawagu.com ( Memento from April 11, 2009 in the Internet Archive )
- ↑ a b The BVG hovers over things. (pdf) New series: On the occasion of the BVG's 90th anniversary, Axel Mauruszat is presenting finds from the archive. www.bvg.de, March 22, 2019, accessed on March 29, 2019 (page 36 (PDF page 19)).
- ^ Train accident: deaths in Transrapid accident. Zeit Online, September 23, 2006, accessed April 19, 2015 .
- ↑ Northern Bavaria, January 8, 2016: Sengenthal: New Transrapid tests planned in the Upper Palatinate
- ↑ Northern Bavaria, June 18, 2016: Suspension railway glides along the quarry pond in Greißelbach
- ↑ Handelsblatt, July 8, 2018: Medium-sized company builds magnetic train for Chinese local transport
- ↑ JR Central unveils L0 maglev , accessed August 20, 2017.
- ↑ request LCQ10: Guangzhou-Shenzhen-HK Express Rail Link of parliamentarian Hon Lau Kong-Wahan to the Hong Kong government on the results of the study and answer the Secretary for the Environment, Transport and Labor, Dr. Sarah Liao, on November 10, 2004
- ↑ Permanent maglev line likely to be launched in Dalian . People's Daily Online, July 24, 2006
- ^ Liang Chen: Maglev debate goes off the rails ( Memento of April 2, 2015 in the Internet Archive ). Global Times, July 22, 2014
- ↑ Тим Скоренко: "Советский маглев: 25 лет под целлофаном" in Популярная Механика, May 2015 No. 5 (151), pp. 52–56
- ↑ Magnetic levitation train at Seoul Airport. dmm.travel, accessed April 19, 2015 .
- ^ The Inductrack Maglev System, Stanford Global Climate and Energy Project , Lawrence Livermore National Laboratory, Toward More Efficient Transport, October 10, 2005.
- ↑ Inductrak. llnl.gov, accessed April 19, 2015 .
- ↑ RF Post: SciTech Connect: Inductrack demonstration model. osti.gov, accessed April 19, 2015 .
- ↑ Lawrence Livermore National Laboratory Article October 2004 Inductrack II Takes Flight (PDF file; 9.3 MB)
- ↑ Heiko Weckbrodt: Supratrans: Saxony's dream of floating at the end. Oiger, September 6, 2017.