RailCab

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The RailCab (in German roughly rail taxi ) was a research project of the University of Paderborn and the Heinz Nixdorf Institute , which researched the use of linear motors to drive autonomous rail-bound vehicles. It is similar to the failed Aramis project of the Parisian transport company. Several small vehicles should also form electronically coupled convoys .

concept

Railway system of the test facility of the Heinz Nixdorf Institute . Scale: 1: 2.5

The concept, also known as New Railway Technology Paderborn , was launched in 1997 by Joachim Lückel, head of the Mechatronic Laboratory Paderborn (MLaP). Individual and independently moving single cabins transport the train user on the regular rail system with the linear drive known from the magnetic levitation train . Because driving elements in the form of electric / diesel motors no longer have to be carried, it is possible to put together much smaller transport units. As a consequence, a higher degree of individuality is guaranteed compared to the passenger and freight trains that are linked to the timetable. The individual "shuttles" with only 2–10 passengers should automatically look for the optimal route through the existing rail system after programming by the passenger. The goal is not to achieve a timely top speed, but to significantly reduce the average travel time. This is achieved by eliminating the need to change trains and by being as close as possible to the starting point and arrival point thanks to the single cabin. It is a so-called personal rapid transit concept.

An essential element of this concept is that the vehicles for approx. 10 people meet on more frequented routes of the network and form contactless convoys. This reduces air resistance and saves energy.

Traffic management

Because all shuttles are connected to one another by the rail-integrated communication system, very dense traffic routing is possible on the highly frequented main routes, on which the individual shuttles can ideally be on the move with a few centimeters apart. The entry and exit from such columns of vehicles is calculated in advance by the computer and enables the steerable vehicles to leave a convoy at full speed.

Using modern control technology and GPS tracking, the individual drivable cabins should automatically and independently find the fastest route to their destination. The temporary failure or blocking of main traffic axes does not lead to a complete transport standstill with this concept.

drive

Similar to the Transrapid , the vehicles are driven by a wear-free, low-maintenance, double-fed linear motor. However, the vehicles should not float on a magnetic field, but rather be carried by wheels and rails. Similar to a double-fed asynchronous machine, this motor is able to transfer energy from the stator to the rotor, i.e. to provide the vehicle's on-board power supply at the same time as propulsion. The drive is controlled without sensors and was designed and put into operation at the LEA Institute of the University of Paderborn (formerly H. Grotstollen, now J. Böcker).

Retrofitting

One advantage of this technology is that the existing rail infrastructure can continue to be used. However, this route must be upgraded electronically in order to mount the linear drive in the middle between the rails and to enable communication between the railcabs.

Conventional turnouts, in which the direction is specified by a central signal box, must, however, be replaced by rigid junctions where the Railcab can autonomously decide whether to drive straight ahead or through curves. However, it is possible to combine old and new points in one point. Work was carried out on concepts for mixed operation with the previous rail transport.

design

Due to the small traffic units, a more individual design of the shuttles is possible. Mass production processes make it conceivable to be able to offer individual Railcabs at the price of cars . As part of a study contract between the Heinz Nixdorf Institute and the University for Artistic and Industrial Design Linz (Doz. Gerhard M. Buurman with students of the Meru master class), the first design drafts with the characteristic front section of the cabs were created.

The vehicles can be configured differently as required. Large-capacity modules that can accommodate 20 people are provided for local transport. Goods modules or special wagons for 40-foot containers are also provided.

Test track

Test site on the Paderborn University campus in 2009

On July 12, 2002, the construction of a 530 m long test track began, which remained in operation in 2003 until the end of the project. The technique was examined on this at a scale of 1: 2.5. The technical feasibility of the system could be proven. The dismantling of the plant began on September 8, 2016. Further research in this area is to be carried out in the future using methods of virtual engineering. The test section was between Suedring and Mersinweg ( 51 ° 42 '19.1 "  N , 8 ° 46' 3.7"  O ), stands on the site become a research building.

In 2011 there were considerations to set up a test track on the standard-gauge Schleifkottenbahn . It branches off in Oberbrügge in the direction of Halver .

CargoCap is a project that also aims at individual transport on rails, albeit exclusively in freight transport .

literature

Web links

Individual evidence

  1. ↑ The project has ended. RAILCAB. University of Paderborn, Department of Software Technology, accessed on May 14, 2020 .
  2. ^ Design studies in RailCab - New Rail Technology Paderborn. University of Paderborn, CIM department, accessed on May 14, 2020 .
  3. ↑ University of Paderborn: New research building replaces RailCab route. Neue Westfälische, September 8, 2016, accessed on May 14, 2020 .