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- 真實姓名Грачья
- 性別男
- 生日1989 年 10 月 2 日
- 個人主頁https://keycodesoftware.com/
- 自我介紹Magnev (derived from magnetic levitation) is a set of train transportation, where two sets of electromagnets are used: one set for repulsion and pushing the trains from the rails, and the other set for lifting the elevated train forward, https://keycodesoftware.com/ using the absence of friction. Such trains rise at least 10 centimeters (3.9 inches) above the rails.[1-2] exist as high-speed intercity maglev systems (greater than 400 kilometers per hour or 250 mph), never low-speed urban maglev systems (80–200 kmh or 50–124 mph) that build, build, and spin.With maglev technology, the train runs on electromagnet guides that monitor the stability and speed of the train. While no moving parts are needed for vehicle propulsion and levitation, carts can move relative to the vehicle's main body, many people even generate technology that requires support from retractable wheels at low speeds of up to one hundred and fifty kilometers per hour (93 miles per day). This is comparable to electrical components, which may have more than a dozen parts per cart. Thus, maglev trains are otherwise better and smoother than conventional trains, and gain potential in front of much higher speeds. Slow down noticeably faster than conventional trains; the only practical limit is the safety and comfort of passengers, although wind resistance at high enough speeds can lead to operating costs that have already been four to five times higher than classic high-speed rail lines (such as the tokaido shinkansen). The power required for levitation does not traditionally provide a large percentage of the urban energy consumption of a high-speed maglev system.[5] overcoming drag, which makes all open-air ground transportation more energy intensive at the highest speeds, requires the most energy. The vactrain technology has been proposed as a way to overcome this limitation. Maglev systems were much more expensive to finish and build than conventional train systems, although the simpler design of maglev vehicles makes insects cheaper to manufacture and maintain. As a shanghai transrapid, it has a top speed of 430 kmh (270 mph). The line is the fastest operating high-speed maglev train, designed to connect shanghai pudong international airport and the outskirts of downtown pudong in shanghai. It covers a distance of 30.5 km (19 miles) in just over 8 minutes. The launch generated widespread public interest and media attention for the first time, boosting the popularity of this form of motorized vehicle. In addition, it is the only maglev train in the world that can be considered high-speed.[7] Despite more than a century of experimentation and development, there are only six maglev trains in service today - three. In china, two in south korea and one in japan. Maglev can be difficult to economically justify in different locations, but it has notable advantages over conventional rail systems that include better operating and specific costs (there is no rolling friction, so its little things don't wear out without delay, and consequently needing less frequent replacement of parts), a much more democratic chance of derailment (in its configuration), an extremely quiet and smooth ride for passengers, almost no air pollution, and the cars are built wider and make them more comfortable and spacious for passengers. And because maglev trains can climb decent grade steps (up to 10 percent) compared to classic trains (up to 4 percent or less), maglev trains can, among other things, reduce the need for new tunnels or leveling the landscape to lay paths. .[9][10] In the late 1940s, british electrical engineer eric leithwaite, professor at imperial college london, developed the first full-scale working model of a linear induction motor. In 1964 he became professor of heavy electrical engineering at imperial college, where he continued his successful development of the linear motor. Because linear motors would not require physical coordination between auto and rail, they became commonplace in advanced transportation systems in the 1960s and 1970s.Laithwaite joined one of these projects, an rtv-31 tracked hovercraft based near cambridge, uk, although the rating was canceled in 1973. Systems also. In the early 1970s, laithwaite discovered a new arrangement of magnets, the magnetic river, which allowed a single linear motor to generate both lift and forward thrust, making it possible to build a maglev system with someone else's set of magnets. Working at the british rail research division in derby, along with teams from several repair firms, the "cross flow" system was converted into a working system. The first commercial maglev engine was simply called "maglev" and was officially located in 1984 near birmingham, england. He worked on a 600 m (2,000 ft) elevated monorail section between birmingham airport and birmingham world rail station at speeds of up to 42 kilometers per hour (26 miles per epoch). The system was shut down in 1995 due to reliability issues. All over the world.[14] at the very beginning of the related patent, u.S. Patent 714,851 (december 2, 1902) issued to albert s. Albertson, magnetic levitation was used to force some of the weight off the wheels when using a conventional engine. Early us patents for linear motor railways were issued to the german inventor alfred zeden. The inventor received u.S. Patent 782,312 (february 14, 1905) and u.S. Patent re12700 (august 21, 1907). [Note 1] in 1907, f.S. Smith developed an additional early electromagnetic transportation system. In 1908, cleveland mayor tom l. Johnson filed a patent for a wheelless "high-speed rail vehicle" levitated by an induced magnetic field. Jokingly known as "greased lightning," the outboard car erected its amazing buildings in a likely-foot test track on johnson's roof "totally silent[ly] and without the slightest bit of vibration." The engines were given to hermann kemper between 1937 and 1941. The us patent was in a magnetic levitation guidance sewer"[18] from canadian patents and development limited. New york, usa, 1968[edit] in 1959, after lingering in a vehicle on the throgs neck bridge, james powell, a researcher at the brookhaven national laboratory (bnl), thought about using a maglev vehicle.[19] powell and concrete colleague at bnl gordon danby developed a maglev system using static magnets mounted on a moving car to produce electrodynamic lifting and stabilizing forces in specially shaped loops such as figure-eight coils on a track. Spokes were patented in 1968–1969.[21] Japan, 1969 to present[edit] Two independently operated developed maglev trains. One of these is hsst (together with her descendant, the linimo line) from japan airlines, and the other, more famous, is scmaglev from the central japan railway company. The development of the latter began in 1969. Maglev trains at the miyazaki test track were regularly reaching 517 kilometers per hour (321 miles per epoch) by 1979. After an accident, in the end of which the train was destroyed, a new design was chosen. In okazaki, japan (1987), a scmaglev was used for test drives at the okazaki display. The trials at miyazaki continued forduringduringduringduringduringduringduringduringduringduringduring throughoutduringduringduringduringduringduringduringduringduringduringduringduring duringduringduringduringduringduringduring 1980s before being upgraded to a much longer test track at yamanashi in 1997 20 kilometers (12 miles) long. The track has since been extended to nearly 43 km (27 mi). The current world speed record of 603 kilometers per hour (375 mph) for crewed trains was set there recently. Development of hsst began in 1974. In tsukuba, japan (1985), the hsst-03 (linimo) became popular at the tsukuba world's fair despite its low top speed of 30 kmh (19 mph). In saitama, japan (1988), hsst-04-1 was displayed at the saitama exhibition in kumagai. Its highest recorded speed was 300 kilometers per hour (190 mph).[22] The construction of the new chuo shinkansen high-speed maglev line began in 2014. Expansion of the yamanashi scmaglev test site in both directions. A completion date is currently unknown, and the most recent 2027 estimate is no longer possible due to food that local authorities denied building permission.>Transrapid 05 was the first long stator powered maglev train licensed for passenger service. In 1979, a 908 m (2,979 ft) track was opened in hamburg for the original international transport exhibition (iva 79). There was enough interest that three months after the end of the exhibition, operations were extended, carrying about 50,000 passengers. Built in kassel in 1980 Ramenskoye, moscow, ussr, 1979[edit] In 1979, the ussr, ramenskoye (moscow region ) an experimental site was built for experiments with maglev vehicles. The test site consisted of a 60-meter ramp, which was subsequently extended to 980 meters.[24] from the end of the 1970s to the 1980s, there were five prototypes of cars, designated from tp-01 (tp-01) to tp-05 (tp-05) [25]. The first cars were supposed to develop speeds up to the final km * h. The construction of the maglev route according to the method from ramenskoye began in the armenian ssr in 1987[26] and was planned to be completed in 1991. The route was supposed to connect the cities of yerevan and sevan through the city of abovyan[27]. The initial design speed was 250 km/h, but was later reduced to 180 km/h.[28] however, the 1988 spitak earthquake and the first nagorno-karabakh war caused the action plan to be put on hold. As a result, the flyover was only partially erected.[29] In the early 1990s, the temp research and development center (sec temp) continued the maglev theme [30]. This time by order of the moscow government. The project was named v250 (b250). The idea was to build a high-speed maglev train that would connect moscow to sheremetyevo airport. The train should be made up of 64-seat cars and spin up to 250 kilometers per hour.[25] in 1993, due to the financial crisis, the project was closed. However, since 1999 src "temp" has been involved in the role of co-developer for the manufacture of linear motors for the moscow monorail. Birmingham, uk, 1984-1995[edit] The world's first commercial maglev system was a low-speed maglev shuttle that ran between the birmingham international airport terminal and the moscow birmingham international airport train station between 1984 and 1995.[31] its track length was 600 m (2,000 ft) and the trains ascended into the atmosphere flawlessly 15 mm [0.59 in], lifted into the atmosphere by means of electromagnets and powered by linear induction motors. It operated for nearly a dozen years and initially became quite popular with passengers,[33] but life situations with outdated electronic systems made it unreliable[34] over the years, leading to its closure in 1995. One of the original cars is now on display. At railworld in peterborough along with the rtv31 hovercraft. Another is on display at the national railway museum in york. There were several beneficial conditions in laying the line:[citation needed] - The british rail the research vehicle weighed 3 tons , and it was easy to expand to an 8-ton car.- Electricity was available.- Airport and railway buildings were suitable for terminal platforms.- Only one crossing through municipal transport was required by the road and there were no steep inclines .- The land belonged to the railroad or the airport.- Local industry and support provided support.- Some government funding was provided, and due to the division of work, the cost of the organization was low. After the closure of the network in 1995, the original guide remained inactive[35] until 2003, when a replacement cable system was opened - the passenger liner airrail link cable liner[35].[ 36][37] Emsland, germany, 1984–2012 total length 31.5 km (19.6 miles). The single-track line ran between dörpen and lathen, with turning loops at either end. Trains ran regularly at speeds up to 420 kilometers per hour (260 mph). Paying passengers were carried as part of the test process. Construction of the test site began in 1980 and was completed in 1984. In 2006, a lathen maglev train crashed, resulting in the death of 23 people. It was determined that this remained due to human error when conducting security checks. No passengers have been transported since 2006. After 2011, the operating license expired and was not renewed, and in early 2012, permission was given to demolish its facilities, including the track and plant.[38] In march 2021, accreditation was issued for demolition. Reported that crrc was investigating the revival of the emsland test site.In may of this year, crrc unveiled its prototype crrc 600, which improves speeds of 600 kilometers per hour (370 miles per epoch). Vancouver, canada and hamburg, germany, 1986-88. In vancouver, canada, hsst-03 from hsst development corporation (japan airlines and sumitomo corporation) was exhibited at expo 86[80%] and passed 400m (0.25 miles) test . A track where visitors could drive one car along a new section of road within the exhibition complex. It was removed after the fair. It was pictured at the aoi expo in 1987 and is today on static display in okazaki minami park. Berlin, germany, 1984-1992[edit] West berlin m-bahn was built in 1984. It was an unmanned 1.6 km (1.0 mi) track maglev system connecting three stations. Testing with passenger traffic began in august 1989 and regular service began in july 1991. Although the line mostly followed the new elevated route, it terminated at gleisdreieck u-bahn, where it took over the unused platform of the line that used to run to east berlin. After the fall of the berlin wall, plans were launched to reconnect this line (today's u2). The dismantling of the m-bahn line began just a couple of months after the first days of regular testing and was completed at the end of the winter of 1992. South korea, 1993 to recent years[edit] In 1993, south korea completed its own maglev train showcased at the taejŏn expo. 93, which in 2006 was converted into a full-fledged maglev, capable of speeds up to 110 kilometers per hour (68 miles per hour). Fourth country to operate its own proprietary maglev, after birmingham international airport in the united kingdom,[43] the berlin s-bahn in germany[44] and the japanese company linimo[45]. It links incheon international airport with yongyu station and the entertainment complex on yongjong island. It provides a transfer to the seoul metropolitan at incheon international airport's arex station and is laid out free for everyone, collaborating from 9:00 to 18:00 at 15-minute intervals.[47] system on magnetic the suspension was developed jointly by the south korean institute of automata and material (kimm) and hyundai rotem.[48][49][50] it is 6.1 kilometers (3.8 miles) long, has six stations, and has a useful speed of 110 kilometers per hour (68 miles per hour).[51] Two more tracks of 9, 7 kilometers (6 miles). ) And 37.4 km (23.2 miles). At the end it will be able to circle line. Germany/china, 2010 - present[edit] The bögl (tsb) transport system is an unmanned system on a magnetic suspension. Developed by the german construction company max bögl since 2010. Its main target is for short and medium distances (up to 30 km, and speeds up to 150 km/h, for example, for airport shuttles. The company is testing on an 820-meter test site at its headquarters in sengenthal, upper palatinate, germany , for many years, with more than one hundred thousand tests over 65,000 km as of 2018. Last year, max bögl signed a joint venture agreement with the chinese company chengdu xinzhu road
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