The Maglev System Transrapid Technology for the future A new track-bound transportation system
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1 The Maglev System Transrapid Technology for the future A new track-bound transportation system Stefan Herzberg/ /Presentation/Page 1 of 19
2 Market Mobility Actual Situation High Growth High Growth Less Growth Growth Ground Air Road traffic (cars buses) Pressure Railway systems Pressure Domestic flights Long distance flights 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/ /Presentation/Page 2 of 19
3 1. The Transrapid Maglev System fulfills with high percentage the following requirements for High Speed Ground Transportation Systems: Fast Attractive Comfortable Punctual Efficient Light weight Energy efficient Quiet Environmentally friendly Safe Fastest ground transportation system Flying at Ground Level Highest possible annual performance, low LCC Low weight per seat Favorable ratio speed energy consumption Favorable ratio speed noise Good Adaption to its surroundings Failure transparent and failure tolerant 2. The Transrapid fills the gap between railway systems and air traffic will be a high efficient supplement between railway and airplanes Stefan Herzberg/ /Presentation/Page 3 of 19
4 Comparison of Steel Wheel on Rail with Transrapid Maglev System Wheel flange Spurkranz 30 mm 30mm Electromagnetic Levitation Guidance Support Head of rail Schien 67 mm enkopf > 67 mm Propulsion Guidance Support Propulsion Large point stress about kg/cm² static slip between wheel and rail wear and tear No point stress only plane load about 0,7 kg/cm² static no mechanical contact no wear and tear Stefan Herzberg/ /Presentation/Page 4 of 19
5 System Overview The Maglev System with its subsystems Maglev System Vehicle Propulsion / Energy supply Operation control technique Guideway Stefan Herzberg/ /Presentation/Page 5 of 19
6 System Overview Vehicle Carriage body Maglev undercarriage Stefan Herzberg/ /Presentation/Page 6 of 19
7 System Overview Vehicle Magnet Module Frame bracket Guidance magnet Sub-floor structure Support Magnet Stefan Herzberg/ /Presentation/Page 7 of 19
8 System Overview Propulsion system / Basic Structure Power supply Operations control Propulsion block Motor section control substation n substation n+1 Drive control zone Power supply Operations control Propulsion block Motor section control Data transfer diagnosis Data transfer diagnosis Converter unit (URE) Converter unit (URE) Power section Cooling system Transformers Converter Control (URS) Switchgear Guideway section Wayside switchgear Feeder cable system Power section Cooling system Transformers Converter Control (URS) Switchgear Long stator Stator sections Switch station Switch st. control Stefan Herzberg/ /Presentation/Page 8 of 19
9 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 Stefan Herzberg/ /Presentation/Page 9 of 19
10 System Overview Operation Control System (OCS) Operation Control and Safety System - OCS De-central - DCS Central - OCC Vehicle - VCS DCS X DCS 2 DCS 1 VCS 2 VCS 1 DCS 3 VCS 2 VCS 1 DCS 4 DCS 2 DCS 1 Stefan Herzberg/ /Presentation/Page 10 of 19
11 System Overview Operation Control System / Data Transfer Infrastructure Control Passenger Information Control Central Operation Control Central Radio Control Diagnosis Operation Control Center Security Translator STATIONS WAN#2 Track Side Infrastructure Maintenance Management System Maintenance Operation Control Maintenance Center Diagnosis WAN#1 Propulsion & Power Supply System Decentralized Operation Control System DPS Substation n Decentral Radio Control Only for defined user Radio System (38 GHz) Interlocking bus Profibus PP Ethernet PS OTN Link PP connects all safety related computers Mobile Radio Control Vehicle n Vehicle System Switch Station n Transformer Station n Guideway Switch n Vehicle Control Location Stefan System Herzberg/ /Presentation/Page Sensors 11 of 19
12 System Overview Guideway Slide Plane Guidance Magnet Guidance Rail 3-phase Motor Winding Stator Pack Support Magnet Stefan Herzberg/ /Presentation/Page 12 of 19
13 System Overview Guideway At grade guideway Typ III 6,19 m 0,4 m 2,75 m Elevated guideway Typ II 24,76 m 2,5 10 m 1 m 12 m Elevated guideway Typ I 49,536 m < 3,5 m 2 m 25 m Stefan Herzberg/ /Presentation/Page 13 of 19
14 System Overview Transrapid System Characteristics Operational speed Acceleration from 0 to 300 km/h Grade climbing ability Propulsion equipment HS Railway km/h km/h approx. approx km km 4 % maximally maximally (only possible with distributed propulsion) Max. Max. propulsion propulsion power power must must be be carried carried on on board board Transrapid km/h, km/h, even even with with speeds speeds under under and and km/h km/h favorable favorable system system characteristics, characteristics, as as there there are are low low noise noise and and low low energy energy consumption. consumption. approx. approx. 5 km km % Propulsion Propulsion power power tailored tailored to to the the requirements requirements of of the the track track and and the the operation operation program program Stefan Herzberg/ /Presentation/Page 14 of 19
15 Benefits of the Maglev System: Operation Costs Energy-consumption: At 300 km/h constant run Transrapid needs less power by % in comparison with High Speed Rail Systems Guideway maintenance costs independent of Speed Fully automated system less operation personal Maintenance costs per place and kilometer: Vehicle Guideway 100 % 100 % 100 % ca. 40 % bis 45 % ca. 30 % Wheel/rail High Speed TR Wheel/rail High Speed TR The demonstration for the fulfillment of the values of TR still has to be done with the first commercial application. Stefan Herzberg/ /Presentation/Page 15 of 19
16 Benefits of the Maglev System: Guideway Maintenance Costs Comparison of Wheel-on-Rail and Transrapid System Maintenance Cost (Index) % Mixed traffic wheel-on-rail system High speed wheel-on-rail system 50 Average approx. 30 % of wheel-on-rail value Transrapid Speed km/h 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. Stefan Herzberg/ /Presentation/Page 16 of 19
17 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 m with 400 km/h: 2825 m - with 500 km/h: 4415 m - Land Consumption: elevated approx. 2,1 m²/m at-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 Stefan Herzberg/ /Presentation/Page 17 of 19
18 Benefits of the Maglev System: Safety Derailment 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 conditions Failure transparency for possible deviations of important system functions Stefan Herzberg/ /Presentation/Page 18 of 19
19 Program for the near and medium future Technical and Economical Optimization of the Overall System Technique Economy Guideway & Guideway equipment Power Supply Propulsion System Investment Costs Vehicle Operation Control System operation maintenance costs By means of: Further development by using new technical components and possibilities Technical up-date by application of experience and knowledge gained Use of components from other transportation and technical systems Consistent application of the RAMS / LCC systematic Standardization and simplification wherever possible Stefan Herzberg/ /Presentation/Page 19 of 19
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