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Stefan Herzberg/14.10.2004/Presentation/Page 1 of 19
The Maglev System TransrapidTechnology for the futureA new track-bound transportation system
Stefan Herzberg/14.10.2004/Presentation/Page 2 of 19
Market Mobility – Actual Situation
High Growth High GrowthGrowth
Less Growth
Ground Air
Long distance flights
Road traffic (cars – buses)
Domestic flights
Railway systemsPressure Pressure
In all industrial countries, in all growing national economies, the modal split should be changed in favour for track bound systems.
Competitive factors are therefore decisive such as
Attractiveness – Efficiency – Speed Environmental Friendliness – Safety
Will a new track bound transportation system – the Maglev system Transrapid –fulfill these requirements?
Stefan Herzberg/14.10.2004/Presentation/Page 3 of 19
Fast Fastest ground transportation system
Attractive –Comfortable – Punctual „Flying at Ground Level“
Efficient Highest possible annual performance, low LCC
Light weight Low weight per seat
Energy efficient Favorable ratio “speed – energy consumption”
Quiet Favorable ratio “speed – noise”
Environmentally friendly Good Adaption to its surroundings
Safe Failure transparent and failure tolerant
1. The Transrapid Maglev System fulfills with high percentage the following requirements for High Speed Ground Transportation Systems:
2. The Transrapid fills the gap between railway systems and air trafficwill be a high efficient supplement between railway and airplanes
Stefan Herzberg/14.10.2004/Presentation/Page 4 of 19
Comparison of Steel Wheel on Rail with Transrapid Maglev System
Spurkranz 30mm
Schienenkopf> 67 mm
Guidance
Guidance
Electromagnetic Levitation
Propulsion
Support
Wheel flange30 mm
PropulsionHead of rail
67 mm
Support
Large point stressabout 5000 – 8000 kg/cm² staticslip between wheel and railwear and tear
No point stress – only plane loadabout 0,7 kg/cm² staticno mechanical contactno wear and tear
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System Overview –The Maglev System with its subsystems
Vehicle Propulsion / Energy supply
Operation control technique Guideway
Maglev System
Stefan Herzberg/14.10.2004/Presentation/Page 6 of 19
System Overview –Vehicle
Carriage body
Maglev undercarriage
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System Overview –Vehicle
Sub-floor structure
Magnet Module
Frame bracket
Guidance magnet
Support Magnet
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System Overview –Propulsion system / Basic Structure
substation n substation n+1
Feeder cablesystem
Guideway section
Operations control
Propulsion block
Data transfer
Motor section control
Power supply
Drive control zone
Waysideswitchgear
Power section
ConverterControl (URS)
Converter unit (URE)
Transformers Switchgear
Cooling system
diagnosis
Switch station
Switch st. controlStator sections
Long stator
Power section
ConverterControl (URS)
Converter unit (URE)
Transformers Switchgear
Cooling system
Operations control
Propulsion block
Data transfer
Motor section control
Power supply
diagnosis
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System Overview –Operation Control System / main tasks
Automatic Train Operation – ATO – driverless
according to predefined regular and back-up time tables
Automatic train protection and control to guarantee safe and efficient train operation
Manual train operation to handle disturbances and maintenance activities
Highest and most advanced automation level in High Speed Ground transportation systems
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System Overview –Operation Control System (OCS)
Operation Control and Safety System - OCS
De-central - DCS Central - OCC Vehicle - VCS
DCS 2 DCS 1DCS XVCS 2 VCS 1
DCS 4 DCS 1
DCS 3
DCS 2
VCS 1VCS 2
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System Overview –Operation Control System / Data Transfer
Infrastructure Control
CentralOperation Control
Operation Control Center
MaintenanceManagement
System
MaintenanceOperation Control
Diagnosis
Infrastructure
Track Side
WAN#2
MaintenanceCenter
Passenger Information Control
Central Radio Control
Diagnosis SecurityTranslator
Propulsion &
Power Supply System
DecentralizedOperation Control System
DPS Decentral
Radio Control
Substation n
WAN#1Only for defined user
Radio System (38 GHz)
MobileRadio Control
Vehicle System
Vehicle n
Vehicle Control System
LocationSensors
Interlockingbus
connects all safety related computers
Profibus PPEthernet PSOTN Link PP
Switch Station
n
Transformer Station
n
Guideway Switch
n
STATIO
NS
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System Overview –Guideway
Slide Plane
Guidance Magnet
Guidance Rail
3-phase Motor Winding
Stator Pack
Support Magnet
Stefan Herzberg/14.10.2004/Presentation/Page 13 of 19
System Overview –Guideway
At grade guideway Typ III
2,75 m
0,4 m6,19 m
24,76 m
1 m
12 m
Elevated guideway Typ II
Elevated guideway Typ I
49,536 m
2 m
25 m
2,5
– 10
m
< 3,
5 m
Stefan Herzberg/14.10.2004/Presentation/Page 14 of 19
System Overview –Transrapid System Characteristics
Operational speed
Accelerationfrom 0 to 300 km/h
Grade climbing ability
Propulsion equipment
250 - 300 km/h
approx. 20 - 23 km
4 % maximally
Max. propulsion power must be carried on board
250 - 300 km/h
approx. 20 - 23 km
4 % maximally
Max. propulsion power must be carried on board
HS Railway
400 - 500 km/h,even with speeds under 400and 300 km/h favorable system characteristics, as there are low noise and low energy consumption.
approx. 5 km
10 %
Propulsion power tailored to the requirements of the track and the operation program
400 - 500 km/h,even with speeds under 400and 300 km/h favorable system characteristics, as there are low noise and low energy consumption.
approx. 5 km
10 %
Propulsion power tailored to the requirements of the track and the operation program
Transrapid
(only possible with distributed propulsion)
Stefan Herzberg/14.10.2004/Presentation/Page 15 of 19
Benefits of the Maglev System:Operation Costs
Energy-consumption:At 300 km/h constant run Transrapid needs less power by 25 - 30 % in comparison with High Speed Rail Systems
Guideway maintenance costs independent of SpeedFully automated system less operation personal
Maintenance costs per place and kilometer:
100 %100 %
100 %
ca.40 % bis
45 %
ca.30 %
Wheel/railHigh Speed
TRTR
Vehicle Guideway
Wheel/railHigh Speed
The demonstration for the fulfillment of the values of TR still has to be done with the first commercial application.
Stefan Herzberg/14.10.2004/Presentation/Page 16 of 19
Benefits of the Maglev System: Guideway Maintenance Costs
Comparison of Wheel-on-Rail and Transrapid SystemMaintenance Cost
(Index) %
100 200 300 400 500
Transrapid
High speed wheel-on-rail system
Mixed trafficwheel-on-rail system
420
300
200
100
50
Speedkm/h
Average approx. 30 % of
wheel-on-rail value
For wheel-on-rail systems, the track (guideway) maintenance costs increase with operating speed. For the Transrapid system, the guideway maintenance costs are independent of operating speed.
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Benefits of the Maglev System: Environmentally Friendly
Transrapid Railroad
Curve:with 200 km/h: 705 m 1400 m with 300 km/h: 1590 m 3200 mwith 400 km/h: 2825 m -with 500 km/h: 4415 m -
Land Consumption:elevated approx. 2,1 m²/mat-grade approx. 12,0 m²/m 14 m²/m
Flexible alignment parameters with regard to gradients, curves, land consumption, route configuration
Good possibilities to collocate with highways and railroads
Noise emission(external)Same speed (200/300 km/h) of High Speed Rail and Transrapid:Transrapid has only half the noise of HS-Rail
The Transrapid fits well into the existing landscape / topography
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Benefits of the Maglev System:Safety
Fully automatic transportation system
Current guideway inspection regarding geometrical deviations
Cross winds: to a high degree insensitive
Failure tolerant: Redundant concepts, to avoid safety critical conditionsFailure transparency for possible deviations of important system functions
Derailment
Stefan Herzberg/14.10.2004/Presentation/Page 19 of 19
Program for the near and medium future
Technical and Economical Optimization of the Overall System
Vehicle
Technique
Guideway & Guideway equipment
Power Supply Propulsion System
Economy
Investment Costs
operationmaintenance costs
Operation ControlSystem
By means of:Further development by using new technical components and possibilitiesTechnical up-date by application of experience and knowledge gainedUse of components from other transportation and technical systemsConsistent application of the RAMS / LCC systematicStandardization and simplification wherever possible