MAGNETIC LEVITATION TRAIN

CHAPTER 1:- INTRODUCTION

Some forces in this world are almost invisible to the naked eye and most people
throughout the world do not even know they exist. On one side you could say that
some of these forces are abstract feelings inside of a human being that have been
given names from man. These forces could be things like emotion, guit, and even
ecstasy. On the other side you have solid concrete principles of how the world
works. These too have been given names by man, but these principles are not
abstract and have sold ground in science. These different principles are things like
gravity, electricity, and magnetism Magnetism has been a part of the earth since
the beginning whether people realize it or not. It is due to the magnetism of the
earth that the work spins and thus creates things like gravity. The magnetism is
created by the processes within the core of the earth. The earth’s iron-ore core has
a natural spinning motion to it inside which creates a natural magnetic force that
is held constant over the earth. This creates magnetic forces that tan the earth into
a large bar magnet. The creation of North and South poles on the earth are due to
this field.From this magnetic field, we see things such as the aurora borealis. This
is a small electromagnetic storm in the atmosphere which creates a display for all
to see. Not only does magnetism provide us with amazing natural displays, but it
also provides for us amazing applications to society. One of these applications is
magnetic levitation Magnetic levitation uses the concept of a magnets natural
repulsion to poles of the same kind. This repulsion has been hamessed and
controlled in an environment to help create a system of transportation that is both
economically sound and faster than most methods of transportation at this point.
In 1965 the Department of Commerce established the High Speed Ground
Transportation Act. Most carly work on developing Maglev technology was
developed during this time. The earliest work was carried out by the Brookhaven
National Laboratory, Massachusetts Instinge of Technology, Ford, Stanford
Research Institute, Rohr Industries, Bocing Aerospace Co., and the Garrett
Corporation In the United States, though, the work ended in 1975 with the
termination of Federal Funding for high-

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CHAPTER2:- WORKING PRINCIPLE

Levitation:-

Support electromagnets built into the undercarriage and along the entire length of
the train pull it up to the guide way electromagnets, which are called
ferromagnetic reaction rails The guidance magnets placed on each side of the train
keep it centred along the track and guide the train along. All the electromagnets
are controlled electronically in a precise manner. It ensures the train is always
levitated at a distance of to 10 mm from the guide way even when it isn’t moving
This levitation system is powered by on-board batteries, which are charged up by
the linear generator when the train travel. The generator consists of additional
cable windings integrated in the levitation electromagnets. The induced current
of the generator during driving uses the

Propulsion magnetic field’s hurmonic waves, which are due to the side effects of
the grooves of the long stator so the charging up process does not consume the
useful propulsion magnetic field. The train can rely on this battery power for up
to one hour without an extemal power source. The levitation system is
independent from the propulsion system.

Fig.1

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Propulsion:-

The synchronous long stator linear motor of the Maglev system is used both for
Propulsion and braking. It is functioning like a rotating electric motor whose
stator is cut open And stretched along under the gade way. Inside the motor
windings, alternating current is Generating a magnetic traveling field which
moves the vehicle without contact. The support magnets in the vehicle function
as the excitation portion (rotor). Propulsion system in the guide way is activated
only in the section where the vehicle actually nas. The speed can be continuously
regulated by varying the frequency of the aberrating current. If the direction of
the traveling field is reversed, the motor becomes a generator which breaks the
vehicle without any contact. The braking energy can be re-used and fed back into
the electrical network. The three-phase winded stator generates an
electromagnetic travelling field and moves the train when it is supplied with an
alternating current. The electromagnetic field from the support electromagnets
(rotor) pubs it along The magnetic field direction and speed of the stator and the
rotor are synchronized. The Maglev’s speed can vary from standstill to full
operating speed by simply adjusting the frequency of the alterating current. To
bring the train to a full stop, the direction of the travelling field is reversed. Even
during braking, there isn’t any mechanical contact between the stator and the
rotor. Instead of consuming energy, the Maglev system acts as a generator,
converting the breaking energy into electricity, which can be used ekewhere.

Fig.2

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Stability:-

For successful levitation and control of all 6 axes (degrees of freedom; 3

translational and 3 rotational) a combination of permanent magnets and
electromagnets or diamagnets or superconductors as well as attractive and
repulsive fields can be used. From Earns haw’s theorem at least one stable axis
mast be present for the system to levitate successfully, but the other uses can be
stabilized using ferromagnetism. Static stability means that any small
displacement away from a stable equilibrium causes a net force to push a back to
the equilibrium point, Earns haw’s theorem proved conclusively that is not
possible to levitate stably using only static, macroscopic, paramagnetic fields.
The forces acting on any paramagnetic object in any combinations of
gravitational, electrostatic, and magneto static fields will make the object’s
position, at best, unstable along at least one axis, and can be unstable equilibrium
along all axes. However, several possibilities exist to make levitation viable, for
example, the use of electronic stabilization or diamagnetic materials (since
relative magnetic permeability is less than one); I can be shown that damagnetic
materials are stable along at least one axis, and can be stable akng all axes.
Conductors can have a relative permeability to alternating magnetic fields of
below one, so some configurations using simple AC driven electromagnets are
self-stable. Dynamic stability occurs when the levitation system is able to damp
out any vibration-like motion that may occur.
Magnetic fields are conservative forces and therefore in principle have no built-
in damping, and in practice many of the levitation schemes are under-damped and
in some cases negatively damped This can permit vibration modes to exist that
can cause the tem to leave the stable region.

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Guidance:-

Electronically controlled support magnets located on both sides along the entire
length of the vehicle pull the vehicle up to the ferromagnetic stator packs mounted
to the underside of the gude way. Guidance magnets located on both sides along
the entire length of the vehicle keep the vehicle laterally on the track. Electronic
systems guarantee that the clearance remains constant (nominally 10 mm). To
hover, the Maglev requires less power than as air conditioning equipment. The
levitation system is supplied from on-board batteries and thus independent of the
propulsion system. The vehicle is capable of hovering up to one hour without
external energy. While travelling, the on-board batteries are recharged by linear
generators integrated into the support magnets.The Maglev hovers over a double
track guade way. It can be mounted either at grade or elevated On slim columns
and consists of individual steel or concrete beams up to 62 m in length, Guidance
or steering refers to the sideward forces that are required to make the vehicle
follow The gade way. The necessary forces are supplied in an exactly analogous
fashion to the suspension forces, either attractive or repulsive. The same magnets
on board the vehicle, which supply lift, can be used concurrently for guidance or
separate guidance magnets can be used. They use Null Flex systems, also known
as Null Current systems, this use a coil which is wound so that it enters two
opposing alterating fields. When the vehicle is in the straight ahead position, no
current flows, but if it moves off-line this creates a changing flux that generates
a field that pushes back into line.

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CHAPTER3:-EVACUATED TUBE AND ENERGY SOURCE

Evacuated Tube

Some systems (notably the Swiss metro system) propose the use of Victorians-
maglev train technology used in evacuated (airless) tubes, which removes air
drag. This has the potential to increase speed and efficiency greatly, as most of
the energy for conventional muglev trains is lost to aerodynamic drag One
potential risk for passengers of trains operating in evacuated tubes is that they
could be exposed to the risk of cabin depressurization unless tunnel safety
monitoring systems can depressurize the tube in the event of a train mallianction
or accident though since trains are likely to operate at or near the Earth’s surface,
emergency restoration of ambient pressure should be straightforward. The RAND
Corporation has depicted a vacuum tube train that could, in theory, cross the
Atlantic or the USA in -21 minutes.

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CHAPTER 4:COMPARISON WITH CONVENTIONAL

TRAIN
AND AIRCRAFT

COMPARISON WITH CONVENTIONAL TRAIN

Maglev transport is non-contact and electric powered. It relies less or not at all on
the Wheeb, bearings and axles common to wheeled rail systems. Speed: Maglev
allows higher top speeds than conventional rail, but experimental wheel-based
high-speed trains have demonstrated similar speeds.

Maintenance: Maglev trains currently in operation have demonstrated the need

for minimal gade way maintenance. Vehicle maintenance is also minimal (based
on hours of operation, rather than on speed or distance traveled). Traditional rail
is subject to mechanical wear and tear that increases exponentially with speed,
also increasing maintenance.

Weather: Maglev trains are linke affected by snow, ice, severe cold, and rain or
high winds. However, they have not operated in the wide range of conditions that
traditional friction- based rail systems have operated. Maglev vehicles accelerate
and decelerate faster than mechanical systems regardless of the slickness of the
guide way or the slope of the grade because they are non-contact systems.

Track: Maglev trains are not compatible with conventional track, and therefore
require custom infrastructure for their entire route. By contrast conventional high-
speed trains such as the TGV are able to run, albeit at reduced speeds, on existing
rail infrastructure, thus reducing expenditure where new infrastructure would be
particularly expensive (such as the final approaches to city terminals), or on
extensions where traffic does not justify new infrastructure. John Harding former
chief maglev scientist at the Federal Railroad Administration chimed that separate
maglev infrastructure more than pays for itself with higher levels of all-weather
operational availability and nominal maintenance costs. These chins have yet to
be proven in an intense operational setting and do not consider the increased
maglev construction costs.
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Efficiency: Conventional rail is probably more efficient at lower speeds. But due
to the lack of physical contact between the track and the vehicle, magley trains
experience no rolling Resistance, leaving only air resistance and electromagnetic
drag, potentially improving power efficiency. Some systems however such as the
Central Japan Railway Company SC Maglev use rubber tires at low speeds,
reducing efficiency gains

Weight: The electromagnets in many EMS and EDS designs require between 1
and 2 Kilowatts per ton. The use of superconductor magnets can reduce the
electromagnets’ energy Consumption. A 50-ton Tran’s rapid muglev vehicle can
fill an additional 20 tons, for a total of 70 tons, which consumes 70-140 kW. Most
energy use for the TRI is for propulsion and Overcoming air resistance at speeds
over 100 mph.

Weight loading: High speed rail requires more support and construction for s
concentrated wheel bading. Maglev cars are lighter and distribute weight more
evenly.

Noise: Because the major source of noise of a maglev train comes from displiced
air rather than from wheels touching rails, maglev trains produce less noise than
a conventional train at equivalent speeds. However, the psychoacoustic profile of
the maglev may reduce this benefit. A study concluded that maglev noise should
be rated like road traffic, while conventional trains experience a 5-10 dB “boms”,
as they are found less annoying at the same loudness levelBraking Braking and
overhead wire wear have caused problems for the Fastest 360 rail Shinkansen
Maglev would eliminate these issues.

Magnet reliability: At higher temperatures magnets may fail New albys and
manufacturing techniques have addressed this issue.

Control systems: No signaling systems are needed for high-speed rail, because
such systems are computer controlled. Human operators cannot react first enough
to manage high- speed trains. High speed systems require dedicated rights of way
and are usually elevated. Two maglev system microwave towers are in constant
contact with trains. There is no need for train whistles or horns, either.
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Terrain: -Maglevs are able to ascend higher grades, offering more routing
flexibility and reduced tunneling

Comparison with aircraft

Differences between airplane and maglev travel

Efficiency: For maglev systems the lift-to-drag ratio can exceed that of aircraft
(for example Induct rack can approach 200:1 at high speed, fir higher than any
aircraft). This can make maglev more efficient per kilometer. However, at high
crusing speeds, aerodynamic drag is much larger than lift-induced drag Jets take
advantage of low air density at high atinades to significantly reduce air drag.
Hence despite their lift-to-drag ratio disadvantage, they can travel more
efficiently at high speeds than maglev trains that operate at sea level.Routing
While aircraft can theoretically take any route between points, commercial air
Routes are rigidly defined. Magless offer competitive journey times over
distances of 800 Kilometers (500 miles) or less. Additionally, maglevs can easily
serve intermediate destinations.

Availability: Maglevs are little affected by weather.

Safety: Magless offer a significant safety margin since magleys do not crash into
other magleys or leave their guide ways. Combustible aircraft fuel is a significant
danger duringTakeoff and landing

Travel time: Maglevs do not face the extended security protocols faced by air
travelers not Are time consumed for taxing, or for queuing for take-off and
landing

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CHAPTER:- ECONOMICS

The Shanghai maglev demonstration line cost US$1.2 billion to build. This total
includes capital costs such as right-of-way clearing extensive pile driving, on-site
guide way manufacturing, in- situ pier construction at 25 metre intervals, a
maintenance facility and vehicle yard, several switches, two stations, operations
and control systems, power feed system, cables and inverters, and operational
training Ridership is not a primary focus of this demonstration line, since the
Long yang Road station is on the eastern outskirts of Shanghai. Once the line is
extended to South Shanghai Train station and Hongqiao Airport station, ridership
was expected to cover operation and maintenance costs and generate significant
net revenue, The South Shanghai extension was expected to cost approximately
US$18 million per kilometre. In 2006 the German government invested $125
million in guide way cost reduction development that produced an all-concrete
modular design that is faster to build and is 30% less costly. Other new
construction techniques were also developed that put maglev at or below price
parity with new high-speed rail construction. The United States Federal Railroad
Administration, in a 2005 report to Congress, estimated cost per mile of between
$50m and $100m.

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CHAPTER6:- MERITS AND DEMERITS

With that we come to the core issue, the pros and cons of the Maglev Train System
that need to be taken into consideration in order to determine whether it is really
feasible when it comes to the United States. Basically, the practice tracks are
already in place in different parts of the world; the US in no exception, More
importantly, the Magley Train System has already tasted success in various
countries, including Japan and China. On the basis of the performance of existing
mugless, which inchade the ones that are in service as well as the ones which are
being tested, we were able to come up with the following advantages and
disadvantages of theSystem.

Merits

The foremost advantage of maglev trains is the fact that it doesn’t have moving
parts as conventional trains do, and therefore, the wear and tear of parts is
minimal, and that reduces the maintenance cost by a significant extent. More
importantly, there is no physical contact between the train and track, so there is
no rolling resistance. While electromagnetic drag and air friction do exist, that
doesn’t hinder their ability to clock a speed in excess of 200 mph Absence of
wheels also comes as a boon, as you don’t have to deal with deafening noise that
is likely to come with them Magleys also boast of being environment friendly, as
they don’t resort to internal combustion engines. These trains are weather proof,
which means rain, snow, or severe cold don’t really hamper their performance.
Experts are of the opmion that these trains are a kot safe than their conventional
counterparts as they are equipped with state-of-the-art safety systems, which can
keep things in control even when the train is cruising at a high speed.

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DEMERITS

While the advantages of Maglev Train System may seem quite promising in
themselves, they are not enough to overshadow the biggest problem with the
maglev trains: the high cost incurred on the initial setup. While the fast
conventional trains that have been introduced of late, work fine on tracks which
were meant for slow trains, magley trains require an all new set up right from the
scratch. As the present railway infrastructure is of no use for maglevs, it will
either have to be replaced with the Maglev System or an entirely new set up will
have to be Created-both of which will cost a decent amount in terms of initial
investment. Even though Inexpensive as compared to EDS, it is still expensive
compared to other modes. If the advantages and disadvantages of these trains are
pitted against each other, it can be a bit difficult to come to a concrete conclusion.
While the high cost of initial set up is something that a developed nation like the
United States won’t have to worry about, the fact that the entire infrastructure has
to be replaced with a new one will be something that will have the experts in a
catch-22 sination. But obviously, we will have to do away with their
disadvantages if we are to invest in maglev trains. If the commercial success of
the Shanghai maglev train is to be taken into consideration, these trains can be
surely considered the transport system of the future.

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CHAPTER7:- EXISTING MAGLEV SYSTEM

A)-Japan has a demonstration line in Yamanashi prefecture where test train SC

Maglev MLX01 reached 581 kmh (361 mph), slightly faster than any wheeled
trains. These trains we superconducting magnets which allow for a larger gap,
and repulsive attractive-type electrodynamics suspension (EDS). In comparison
Tran’s rapid uses conventional electromagnets and attractive- type
electromagnetic suspension (EMS).

On 15th November 2014, The Central Japan Railway Company ran eight days of
testing for the experimental maglev Shinkansen train on its test track in
Yamanashi Prefecture. One hundred passengers covered a 42.8 km (27-mile)
route between the cities of Uenoura and Fucfuki, reaching speeds of up to 500
km/h (311 mph)

B)-San Diego, USA

General Atomics has a 120-metre text facility in San Diego that is used to test
Union Pacific’s 8 km (5.0 mi) freight shuttle in Los Angeles. The technokigy is
“passive” (or “permanent”), using permanent magnets in a halfback array for lift
and requiring no electromagnets for either levitation or propulsion. General
Atomics received US$90 million in research funding from the federal
government. They are abo considering their technology for high-speed passenger
services.

C-Southwest Jiaotong University. China

On 31 December 2000, the first crewed high-temperature superconducting

maglev was tested successfully at Southwest Jino tong University, Chengdu,
China. This system is based on the principle that bulk high-temperature
superconductors can be levitated stably above or below a permanent magnet. The
load was over 530 kg (1.170 lb.) and the levitation gap over 20 mm (0.79 in). The
system uses liquid nitrogen to cool the superconductor.
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Chapter:-8 PERFORMANCE ANALYSIS OF MAGLEV

TRAINS.

Many electro-mechanical motional systems include parts that can move relative
to the others. EMS-Maglev system is one of the examples, which combines the
devices for propulsion, levitation and on-board electric power transfer in a single
electromagnetic structure. The analysis of its mechanical dynamic characteristics
is very important for the design of the configuration and the control system.
Because of the complexity of the time-varying magnetic configuration. Analytical
method can hardly obtain the dynamic performance. Therefore, analysis of the
electromagnetic field is necessary. Moreover, with ordinarily transient finite
element method, it is also difficult to consider the external power supply of linear
synchronous motors and the working status of linear generator. In this paper, a
modified transient finite element algorithm for the performance analysis of
magnetically levitated vehicles of electromagnetic type is presented. The
algorithm incorporates external power system and vehicles movement equations
into FE model of transient magnetic field computation directly. Sliding interface
between stationary and moving region is used during the transient analysis. The
periodic boundaries are implemented in an easy way to reduce the computation
scale. Unfortunately, this directly coupled FE analysis is very time-consuming.
To overcome this problem, a fast solving technique for the mechanical dynamic
characteristic of electromechanical motional systems is also proposed in this
paper. Based on a sequence of finite element analysis, and a set of equivalent
electrical circuit parameters extracted, the method incorporates electrical
equation and vehicles movement equation into state equations. It is proved that
this method can be used for both electromotional static and dynamic cases.
Through test of a transformer and an EMS-MAGLEV system, it reveals that the
method gives reasonable results at very low computational costs comparing with
transient finite element analysis. Introduction In electromagnetically levitated
transport systems (EMS-Maglev), such as the German Transrapid, the propulsion
is supplied by a long-stator linear synchronous (LSM) motor whose stator
(armature) is fixed all along the guideway and the moving poles with the
excitation (levitation magnets) are on the vehicle.

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CONCLUSION

Maglev Transport Offers Many Major Benefits, Including Very High Energy
Efficiency, Low Cost Transport – Does Not Use Oil Helps Curbs Global
Warming- New US. Industry with Many Thousands of Jobs & Bilions of Dollars
in Exports

1st Generation Passenger Only German and Japanese Magley Systems Too
Expensive – SteelWheeled HSR Systems Too Limited .

2nd Generation U.S. Maglev-2000 System Much Lower in Cost and Much More
Capable Than 1st Generation Systems. Can Carry High Reverse Highway Trucks,
Freight Containers, &Personal Autos Levitated Travel on Existing RR Tracks in
Urban and Suburban Areas – Payback Time <5 years

❖ 25,000 Mile National Maglev Network and Electric Cars Will Eliminate
Oil Imports By 2030

❖ U.S. Can Be Work! Leader in Maglev, But Must Act Now.

❖ They consume less energy.

❖ Require no engine.

❖ Move faster than normal trains because they are not affected by ground
friction; their rights-of-way, meanwhile, cost about the same to build.

❖ Incompatible with existing rail lines, unlike traditional high-speed rail

❖ Initial cost is very high.

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REFERENCES

1. B. Ning. T. Tang, H. Dong, D. Wen, D. LA S. Gao, and J. Wang, “An

introduction to parallel control and management for high-speed railway
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Dec. 2011
2. R.S.H.Z.D.Zhong B.ALJ.Ding, Y. Yang, andA.F.Molisch,”Short-term
fading behaviour in high-speed railway cutting scenario: Measurements,
analysis, and Statistical models,” IEEE Trans. Antennas Propag, vol. 61,
no. 4, pp. 2209-2222, Apr. 2013
3. S. Alev, G. Miller, and P. Papanikokouks, “Clustering of vehicle
Trajectories, “IEEE Trans. Intell Transps Syst., vol. 11, no. 3, pp. 647-
657.Sep. 2010.

4. http://en.wikipedia.org/wiki/Maglev

5. http://www.circuitstoday.com/working-ofmagley-trains

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