magelev trains report seminar report

SOLAR CAR 2015-2016

ELECTRICAL&ELECTRONICS ENGINEERING 1 AL-AZHAR POLYTHECHINIC COLLEGE

MAGLEV 2015-2016


MAGLEV 2015-2016

CONTENTS

CHAPTER TITTLES PAGE.NO

Acknowledgement

Abstract

List of figures

1 Introduction 7

2 History 8-9

3 Maglev 10-11

4 The types of maglev Methods

12

5 Suspension systems 13-14

6 Evolution of maglev 15-16

7 Technology and working of maglev

17-22

8 Advantages&Disadvantages 23

9 Conclusion 24

10 Reference 25


MAGLEV 2015-2016

ACKNOWLEDGEMENT

Gracious help and guidance from many sources contributed

much to the success of the report presentation.

I have a lot of pleasure in expressing our thanks and whole

hearted gratitude to Ms. AJITH.S , Head of Electrical & Electronics

Engineering Department, Al-Azhar Polytechnic College, Perumpillichira,

for her instructions and encouragement for the report presentation.

I express my deep appreciation and sincere thanks to DHANYA K

THOMAS, for providing the necessary advices, and all lecturers in

Electrical & Electronics Engineering Department, Al-Azhar Polytechnic

College for their whole hearted co-operation and adequate

encouragement given to us. I am very much grateful to Mr. Midun, for

his guidance and immense support.

I also express my sincere thanks to Sri. Febin P Latheef, the

Principal, Al-Azhar Polytechnic College, Perumpillichira, who gave me

full support and encouragement.

I also express my sincere thanks to Sri. Sheji Basheer, the

Administrative officer, Al-Azhar Polytechnic College, Perumpillichira,

for his immense support and encouragement.

I also express my sincere thanks to all our staff members for their admissible help for my seminar.


MAGLEV 2015-2016

ABSTRACT

Maglev systems are becoming a popular application around the globe. Maglev trains are popular in transportation stations in big countries like Germany, China, Japan and the United States of America due to the demand for high-speed transportation, as the general public transportation services become more congested with increase of population. Maglev trains are magnetically levitated trains that traverse in a very high speed, with only electricity being its main source of energy. The train propels forward without any friction from moving mechanical parts. It has many advantages with minor drawbacks. The basis of maglev trains mechanisms are magnetic levitation. This is achieved with the principal of repulsion and attraction between two magnetic poles. When two magnets have the same poles, it will repel with each other and when it has different poles, the result would be otherwise.


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LIST OF FIGURES

Sl.No: Name of the figure Page. no

1 Maglev 8

2 Primary function of maglev

10

3 Ems suspension system

13

4 EDS suspension system

14

5 Internal working of maglev

17

6 Process of Propulsion and the traveling field

19

7 Operation of maglev 20

8 The guide way 21

9 Maglev Track 22


MAGLEV 2015-2016

Chapter 1

INTRODUCTION

The report titled ‘MAGLEV TRAINS’ accomplishes a research on the developing discipline of magnetic levitation and its application to transportation through trains. It provides detailed information about the evolution of maglev science, its progression and improvisation till date. High-speed magnetically levitated ground transportation (maglev) is a new surface mode of transportation, in which vehicles glide above their guideways, suspended, guided, and propelled by magnetic forces. This report tries to explain the complexities involved in this technology in a simple but precise manner, so that all the methods implemented in it are understood by the reader at prima facie. This report, tries to compare the conventional modes of transport with maglev trains in various aspects such as safety, durability, speed, comfort and so on. Thus, providing the advantages and disadvantages of the trains. Further, this report helps us to learn about the various cities around the world, where maglev trains currently run and also provides an overview of the proposals for such trains, which are being considered as a promising investment globally. Consecutively, it deals with the accidents that have occurred at places where maglev trains have been implemented and the reasons that triggered them. This data has been included so that such incidents may be avoided in the future and in order that certain necessary modifications are made to improve the safety measures of these trains. Capable of travelling at speeds of 250 to 300 miles-per-hour or higher, maglev would offer an attractive and convenient alternative for travellers between large urban areas for trips of up to 600 miles. It would also help relieve current and projected air and highway congestion by substituting for short-haul air trips, thus releasing capacity for more efficient long-haul service at crowded airports, and by diverting a portion of highway trips. Finally, our report gives a peek into the future expansions of maglev trains and thus undoubtedly assures its readers that maglev trains are no longer a science fiction, and are in fact the future of world transportation.


MAGLEV 2015-2016

Chapter 2 History

Fig. No 1:maglevMaglev (derived from magnetic levitation) is a

transport method that uses magnetic levitation to move vehicles without touching the ground. With maglev, a vehicle travels along a guideway using magnets to create both lift and propulsion, thereby reducing friction by a great extent and allowing very high speeds. The Shanghai Maglev Train, also known as the Tran rapid, is the fastest commercial train currently in operation and has a top speed of 430 km/h (270 mph). The line was designed to connect Shanghai Pudong International Airport and the outskirts of central Pudong, Shanghai. It covers a distance of 30.5 kilometers (19.0 mi) in 8 minutes.The Shanghai system was labeled a white elephant by rivals. Maglev trains move more smoothly and more quietly than wheeled mass transit systems. They are relatively unaffected by weather. The power needed for levitation is typically not a large percentage of its overall energy consumption; most goes to overcome drag, as with other high-speed transport. Maglev trains hold the speed record for trains. Compared to conventional (normal) trains, differences in construction affect the economics of maglev trains, making them much more efficient. For high-speed trains with wheels, wear and tear from friction along with the "hammer effect" from wheels on rails accelerates equipment wear and prevents high speeds. Conversely, maglev systems have been much more expensive to construct, offsetting lower maintenance costs. Despite decades of research and development, only two commercial maglev transport systems are in operation, with two others under construction.[note 1] In April 2004, Shanghai's Transrapid system began commercial operations. In March 2005, Japan began operation of its relatively low-speed HSST "Linimo" line in time for the


MAGLEV 2015-2016

2005 World Expo. In its first three months, the Linimo line carried over 10 million passengers. South Korea became the world's second country to succeed in commercializing maglev technology with the Incheon Airport Maglev beginning commercial operation in February 3, 2016.

In the late 1940s, the British electrical engineer Eric Laithwaite, a professor at Imperial College London, developed the first full-size working model of the linear induction motor. He became professor of heavy electrical engineering at Imperial College in 1964, where he continued his successful development of the linear motor. Since linear motors do not require physical contact between the vehicle and guide way, they became a common fixture on advanced transportation systems in the 1960s and 70s. Laithwaite joined one such project, the tracked hovercraft, although the project was cancelled in 1973. The linear motor was naturally suited to use with maglev systems as well. In the early 1970s, Laithwaite discovered a new arrangement of magnets, the magnetic river, that allowed a single linear motor to produce both lift and forward thrust, allowing a maglev system to be built with a single set of magnets. Working at the British Rail Research Division in Derby, along with teams at several civil engineering firms, the "transverse-flux" system was developed into a working system. The first commercial maglev people mover was simply called "MAGLEV" and officially opened in 1984 near Birmingham, England. It operated on an elevated 600-metre (2,000 ft) section of monorail track between Birmingham Airport and Birmingham International railway station, running at speeds up to 42 km/h (26 mph). The system was closed in 1995 due to reliability problems.


MAGLEV 2015-2016

Chapter 3

Maglev

FIG.NO:2 Primary functions of Maglev

A method of supporting and transporting objects or vehicles which is based on the physical property that the force between two magnetized bodies is inversely proportional to their distance. By using this magnetic force to counterbalance the gravitational pull, a stable and contactless suspension between a magnet (magnetic body) and a fixed guideway (magnetized body) may be obtained. In magnetic levitation (Maglev), also known as magnetic suspension, this basic principle is used to suspend (or levitate) vehicles weighing 40 tons or more by generating a controlled magnetic force. By removing friction, these vehicles can travel at speeds higher than wheeled trains, with considerably improved propulsion efficiency (thrust energy/input energy) and reduced noise. In Maglev vehicles, chassis-mounted magnets are either suspended underneath a ferromagnetic guide way (track) or levitated above an aluminum track.

(1) levitation or suspension;(2) propulsion; and(3) guidance.

In most current designs, magnetic forces are used to perform all three functions, although a nonmagnetic source of propulsion could be used. No consensus exists on an optimum design to perform each of the primary functions.In the attraction-type system, a magnet-guideway geometry is used to attract a direct-current electromagnet toward the track. This system, also


MAGLEV 2015-2016

known as the electromagnetic suspension (EMS) system, is suitable for low- and high-speed passenger-carrying vehicles and a wide range of magnetic bearings. The electromagnetic suspension system is inherently nonlinear and unstable, requiring an active feedback to maintain an upward lift force equal to the weight of the suspended magnet and its payload (vehicle).In the repulsion-type system, also known as the electrodynamic levitation system (EDS or EDL), a superconducting coil operating in persistent-current mode is moved longitudinally along a conducting surface (an aluminum plate fixed on the ground and acting as the guideway) to induce circulating eddy currents in the aluminum plate. These eddy currents create a magnetic field which, by Lenz’s law, opposes the magnetic field generated by the travelling coil. This interaction produces a repulsion force on the moving coil. At lower speeds, this vertical force is not sufficient to lift the coil (and its payload), so supporting auxiliary wheels are needed until the net repulsion force is positive. The speed at which the net upward lift force is positive (critical speed) is dependent on the magnetic field in the airgap and payload, and is typically around 80 km/h (50 mi/h). To produce high flux from the traveling coils, hard superconductors (type II) with relatively high values of the critical field (the magnetic field strength of the coil at 0 K) are used to yield airgap flux densities of over 4 tesla. With this choice, the strong eddy-current induced magnetic field is rejected by the superconducting field, giving a self-stabilizing levitation force at high speeds (though additional control circuitry is required for adequate damping and ride quality.


MAGLEV 2015-2016

Chapter 4The Types of Maglev Methods

• Repulsion between like poles of permanent magnets or electromagnets.

• Repulsion between a magnet and a metallic conductor induced by relative motion.

• Repulsion between a metallic conductor and an AC electromagnet.• Repulsion between a magnetic field and a diamagnetic substance.• Repulsion between a magnet and a superconductor.• Attraction between unlike poles of permanent magnets or

electromagnets.• Attraction between the open core of an electromagnetic solenoid

and a piece of iron or a magnet.• Attraction between a permanent magnet or electromagnet and a

piece of iron.• Attraction between an electromagnet and a piece of iron or a

magnet, with sensors and active control of the current to the electromagnet used to maintain some distance between them.

• Repulsion between an electromagnet and a magnet, with sensors and active control of the current to the electromagnet used to maintain some distance between them.

Chapter 5


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Suspension systems

1.EMS(Electromagnetic suspension)

Fig. No3 EMS suspension systemMagnetic fields inside and outside the vehicle are less than EDS;

proven, commercially available technology that can attain very high speeds (500 km/h); no wheels or secondary propulsion system needed.

The separation between the vehicle and the guideway must be constantly monitored and corrected by computer systems to avoid collision due to the unstable nature of electromagnetic attraction; due to the system's inherent instability and the required constant corrections by outside systems, vibration issues may occur.

2.EDS


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Electrodynamics Suspension system

Fig. No: 4Electrodynamics Suspension system

Neither Inductrack nor the Superconducting EDS are able to levitate vehicles at a standstill, although Inductrack provides levitation down to a much lower speed; wheels are required for these systems. EMS systems are wheel-less. The German Transrapid, Japanese HSST (Linimo), and Korean Rotem EMS Maglevs levitate at a standstill, with electricity extracted from guideway using power rails for the latter two, and wirelessly for Transrapid. If guideway power is lost on the move, the Transrapid is still able to generate levitation down to 10 km/h (6.2 mph) speed, using the power from onboard batteries. This is not the case with the HSST and Rotem systems

Chapter 6


MAGLEV 2015-2016

Evolution of Maglev

The goal of using magnets to achieve high speed travel with non-contact magnetically levitated vehicles is almost a century old. In the early 1900's, Bachelet in France and Goddard in the United States discuss the possibility of using magnetically levitated vehicles for high speed transport. However, they do not propose a practical way to achieve this goal.On August 14, 1934, Hermann Kemper of Germany receives a patent for the magnetic levitation of trains. Research continues after World War II. In the 1970s and 1980s, development, commissioning, testing and implementation of various Maglev Train systems continues in Germany by Thyssen Henschel. The Germans name their Maglev system "Transrapid".In 1966, in the USA, James Powell and Gordon Danby propose the first practical system for magnetically levitated transport, using superconducting magnets located on moving vehicles to induce currents in normal aluminum loops on a guideway. The moving vehicles are automatically levitated and stabilized, both vertically and laterally, as they move along the guideway. The vehicles are magnetically propelled along the guideway by a small AC current in the guideway.In 1992, the Federal Government in Germany decides to include the 300 km long superspeed Maglev system route Berlin-Hamburg in the 1992 Federal Transportation Master Plan.In June of 1998, the US congress passes the Transportation Equity Act for the 21st Century (TEA 21). The law includes a Maglev deployment program allocating public funds for preliminary activities with regard to several projects and, later on, further funds for the design, engineering and construction of a selected project. For the fiscal years 1999 - 2001, $55 million are provided for the Maglev deployment program. An additional $950 million are budgeted for the actual construction of the first project. In November of 1999, the Chinese Ministry of Science and Technology and Transrapid International sign a letter of intent to select a suitable Transrapid route in the People's Republic of China and evaluate its technical and economic feasibility.In January of 2001, in the US, Transportation Secretary Rodney Slater selects the Pittsburgh and the Washington - Baltimore routes for detailed environmental and project planning. Later that month in China, a contract is concluded between the city of Shanghai and the industrial consortium consisting of Siemens, ThyssenKrupp, and Transrapid International to realize16 the Shanghai airport link. In March, the construction of the Shanghai project begins.


MAGLEV 2015-2016

Currently, the original Powell-Danby Maglev inventions form the basis for the Maglev system in Japan, which is being demonstrated in Yamanashi Prefecture, Japan. Powell and Danby have subsequently developed new Maglev inventions that form the basis for their second generation M-2000 System. Other Maglev Train systems are in the planning and development stages in various cities in the US, including projects in Georgia, California and Pennsylvania.In the future, Maglev promises to be the major new mode of transport for the 21st Century and beyond because of its energy efficiency, environmental benefits and time-saving high velocity transport. Because there is no mechanical contact between the vehicles and the guideway, speeds can be extremely high. Traveling in the atmosphere, air drag limits vehicles to speeds of about 300 - 350 mph. Traveling in low pressure tunnels, Maglev vehicles can operate at speeds of thousands of miles per hour. The energy efficiency of Maglev transport, either in kilowatt-hours per passenger mile for personal transport, or kilowatt hours per ton-mile for freight, is much lower for Maglev than for autos, trucks, and airplanes. It is pollution free, can use renewable energy sources such as solar and wind power, and in contrast to oil and gas fueled transport, does not contribute to global warming. It is weather independent, and can carry enormous traffic loads - both people and goods - on environmentally friendly, narrow guideways. The cost of moving people and goods by Maglev will be considerably less than by the present modes of auto, truck, rail, and air

Chapter 7


MAGLEV 2015-2016

TECHNOLOGY AND WORKING OF MAGLEV TRAINS

FIG.NO:5 Internal working of the Maglev trains

The Levitation System

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 centered 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 8 to 10 mm from the guideway even when it isn't moving. This levitation system is powered by onboard batteries, which are charged up by the linear generator when the train travels. 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 harmonic 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 external power source. The levitation system is independent from the propulsion system.SystemElectronically 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 guideway.


MAGLEV 2015-2016

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 its 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

Propulsion System


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FIG .NO6:Process of Propulsion and the traveling field

The synchronous longstator linear motor of the Maglev 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 guideway. 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). Theabove fig showsProcess of Propulsion and the traveling field

propulsion system in the guideway is activated only in the section where the vehicle actually runs. The speed can be continuously regulated by varying the frequency of the alternating current. If the direction of the traveling field is reversed, the motor becomes a generator which brakes 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 electronmagnetic field from the support electromagnets (rotor) pulls 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 alternating 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


MAGLEV 2015-2016

generator, converting the breaking energy into electricity, which can be used elsewhere.

The Operation Control System

Fig.no:7 Operation of Maglev train

The operation control system controls the operation and guarantees the safety of the Maglev system. It safeguards vehicle movements, the position of the switches, and all other safety and operational functions. Vehicles location on the track is accomplished using an on-board system which detects digitally encoded location flags on the guideway. A radio transmission system is used for communication between the central control center and the vehicles.


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The Guide way

Fig.no:8 The Guide way

The Maglev hovers over a double track guideway. 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 guideway. 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 Flux systems, also known as Null Current systems, these use a coil which is wound so that it enters two opposing, alternating 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 it back into line.

The Maglev system changes tracks using steel bendable switches. They consist of continuous steel box beams with length between 78 m and 148 m (256 ft - 486 ft) which are elastically bent by means of electromagnetic setting drives and securely locked in their end positions.In the straight position, the vehicle can cross the switch without speed restrictions, in the turnout position, the speed is limited to 200 km/h (125 mph) (high speed switch) or 100 km/h (62 mph) (low speed switch).


MAGLEV 2015-2016

The Maglev Track

Fig.No:9 Maglev track

The magnetized coil running along the track, called a guideway, repels the large magnets on the train's undercarriage, allowing the train to levitate between 0.39 and 3.93 inches (1 to 10 cm) above the guideway. Once the train is levitated, power is supplied to the coils within the guideway walls to create a unique system of magnetic fields that pull and push the train along the guideway. The electric current supplied to the coils in the guideway walls is constantly alternating to change the polarity of the magnetized coils. This change in polarity causes the magnetic field in front of the train to pull the vehicle forward, while the magnetic field behind the train adds more forward thrust.


MAGLEV 2015-2016

CHAPTER 8ADVANTAGES& DISADVANTGES

• 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.

• Maglevs 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 opinion that these trains are a lot 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.

Disadvantages of Maglevs

• 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, maglev 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.


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CONCLUTION

This report gives us an insight about the principle of maglev as well as its application in running maglev trains. Also, the intricate complexities of the maglev technology have been explained. Its implementation in the various cities of the world and its innumerable advantages just take it a step closer to being the future of transportation. Maglev trains are soon going to be the new way of transportation. Just a few obstacles are in the way, but with some more improvisations nothing is impossible. With no engine, no wheels, no pollution, new source of energy, floating on air, the concept has taken tens of years to develop and just recently its true capabilities have been realized. Competing planes with speed, ships with efficiency, traditional trains with safety, and cars with comfort, it seems like a promising means of transport. Maglev trains are environment friendly; noise pollution is minimized because there is no wheel to rail contact (frictionless). A maglev train operating at 150mph is inaudible to a person standing 25 miles away. The system encourages land conservation, which is especially useful where land is costly or unavailable. Tracks for the trains are easily built on elevated platforms; this provides opportunity for construction and development underneath and prevents land dissection and also reduces animal collisions. This assertion can prove useful in constructing guide ways for maglev trains across residential areas, schools, religious places, tourist spots, etc. However, the cost of construction of these trains runs into billions of dollars. The high cost of these trains is the only deterrent factor which is preventing the train from being executed everywhere. Continued research in this field along with active interest from the various governments in the world can reduce the costing considerably with cheaper options not compromising on the safety.

REFRENCE


MAGLEV 2015-2016

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