Maglev Train Presentation

1. Maglev TrainTRAIN THAT FLOATS IN THE AIR…..

2. A Technical Seminar
On
MAGLEV TRAIN
Presented by
Ashutosh
Regd. No: 5472555368
Under the esteemed guidance of
Prof. Devraj
(Department Of Electrical & Electronics Engineering)
Vignan Institute Of Technology & Management,Berhampur-761008

3. CONTENT
 ABSTRACT
 INTRODUCTION
 1.1-INTRODUCTION
 1.2-TECHNOLOGY AND TYPES
 WORKING PRINCIPLE
 2.1- LEVITATION
 2.2-PROPULSION
 2.3-STABILITY
 2.4-GUIDANCE
 3:-EVACUATED TUBES AND POWER AND ENERGY
 4:-COMPARISON WITH AIRCRAFT AND
CONVENTIONAL TRAINS
 5:-ECONOMICS
 7:-EXISTING MAGLEV SYSTEMS
 8:-CONCLUSION
 9:-REFERENCE

4. ABSTRACT
 Maglev concept was based on using lightweight, very high
current superconducting loops suitably positioned on a
streamlined vehicle.
 As the vehicle moves along a guideway containing loops of
ordinary aluminium wire at ambient temperature, the
superconducting loops induce small electric currents in the
guideway loops that are directly underneath them.
 The magnetic interaction of the permanent currents in the
superconducting loops with the induced currents in the
guideway loops automatically levitates the vehicle.
 If an external force (e.g. a wind gust, curve, or change in
grade) acts on the vehicle, a magnetic force automatically and
immediately develops to oppose the external force

5.  The magnetic force pushes the vehicle back toward its
normal equilibrium suspension point. Since Maglev
vehicles do not contact the guideway, their speed is not
constrained by mechanical stresses, friction, or wear.
 The speed is limited only by aerodynamic drag or
straightness of route.
 Passengers will then be able to travel between New York
and Los Angeles, for example, in a little over an hour, with
virtually no energy required

6. Introduction:
 Maglev=Magnetic + Levitation
 Maglev runs on the principle of magnetic
levitation.
 Maglev is noiseless ,friction less , and require no
maintenance.
 Maglev is the best alternative for means of
transport.

7. The Maglev Train History
 In the 1960s in Britain Eric
Laithwaite developed a functional
maglev train. His maglev had 1.6
km of track and was in detail
tested. His research was stopped
in 1973 because lack of money
and his progress was not enough.
In the 1970s, Germany and Japan
also began research and after
some failures both nations
developed mature technologies in
the
1990’s……………………………………
...
Eric Laithwaite

8. MAGNETIC LEVIATION
 It is a method by which an object is suspended with no
support other than magnetic fields.
MagLev Technology;
-levitates objects in air
- electromagnetic propulsion
- caused by electro magnets

9. Types of Maglev Trains
Based on the technique used for Leviation the are two
types of Maglev trains
1. Electromagnetic Suspension -Attractive
2. Electrodynamic Suspension -repulsive

10. Electromagnetic Suspension(EMS)
 Electromagnetic Suspension uses electromagnets
to leviate the train

11. Electrodynamic Suspension(EDS)
 Electrodynamic Suspension uses Superconductors
for leviation,propulsion and lateral guidance

12. Basic Principle of Maglev Trains
1.Leviation
2.Propulsion
3.Lateral Guidance

13. Leviation
o Electromagnets attached to the
train.
o Has guidance magnets on the
sides.
o A computer changes the amount
of current to keep the train 1 cm
from the track.
o Max speed -438km/hr
o Has on-board battery power
supply.

14. o The superconducting magnets by figure eight levitation
coils on the side of the track induces a current in the
coils and creates a magnetic field.
o The repulsive forces between the magnets and coils lift
the train, on average, about 4 to 6 inches above the
track.

15. Propulsion
 The principle of electromagnetic propulsion is :
“opposite poles attract each other and like poles
repel each other”
 Major components of this propulsion system. They
are:
 A large electrical power source
 Metal coils that line the entire guideway
 Guidance magnets used for alignment

16.  The propulsion coils located on the sidewalls on both
sides of the guideway are energized by a three-phase
alternating current.
 The on-board superconducting magnets are attracted
and pushed by the shifting field, propelling the Maglev
vehicle.
 Braking is accomplished by sending an alternating
current in the reverse direction.

17. STABILITYSTABILITY
 EMS system rely on active
electronic stabilisation..
 All EDS systems are moving
systems.
 Since these vehicles fly,
stabilisation of pitch , roll and sway
is required
 In addition to rotation , surge ,
sway and or heave can be
problematic.

18.  Some systems use Null Current system
 In EDS when the vehicle is in straight line , no current flows
 When it moves off the line this creates changing flux
,generating a field that pushes and pulls it back to the
line.
 Some systems use coils that try to remain in the null flux
point between repulsive magnets and reduces eddy
current losses

19. Different Guideway types
 Steel
 Concrete
 Hybrid

20. Installation of guideway

21. This increases the
speed and efficiency
greatly .
But the passengers
may suffer from the
risk of cabin
depressurization in the
event of a train
malfunction.
Hence require tunnel
monitoring system for
repressurization

22. Working
 Stators of the Maglev system are usually in the
guiderails.
 Rotors are located within the electromagnetic system
on the train.
 The alternating current allows a pull from the magnetic
field in front of the train, and a push from the magnetic
field behind the train
 Train reaches maximum velocitiy of 300 miles per hour.

23. Energy for maglev trains used to accelerate the train.
Also used to make the train levitate and to stabilise the
movement.
Main part of the energy used to overcome the air drag.
For very short distances the energy for accelerating is
considerable.
But the power used to overcome the air drag increases
with cube of velocity and hence dominates at high speed.

24. Platform

25. FEATURE MAGLEV TRAIN CONVENTIONAL
TRAIN
Speed Allow higher top
speeds since
they don’t rely
on wheels for
propulsion.
Speed is limited
by the use of
wheels for
propulsion.

26. Maintenance Require insignificant
guide way
maintenance.
Their electronic
vehicle
maintenance is
minimal
Hence more reliable
Rail is subjected to
wear & tear due to
friction ,increases
exponentially with
speed.
This increases running
cost.
All weather
operation
Unaffected by
snow , severe cold ,
rain or high winds.
Can accelerate &
decelerate
regardless of
slickness of guide
way
May encounter
problems due to
degradation of guide
way caused by
weather conditions.
Efficiency No rolling resistance
due to lack of
Efficiency is affected by
rolling resistance due to

27. Weight Weight of magnets
in many EMS and
EDS is a serious
issue.
Does not use
magnets
Noise Major source of
noise is displaced
air.
But they are found
to more annoying
at lower loudness
Though they
produce more
loudness , they are
less annoying than
maglev noise ,
hence have a 5-10
dB bonus
Design
Comparisons
Maglev design
eliminates the
need for braking
and overhead
wires
Design includes
braking and
overhead wires
causing wear
Control systems Requires no Has a human

28. Many maglevs have lift-to-drag ratio that exceed that
of aircraft.
But jet transport aircraft take advantage of low air
density at high altitudes to reduce drag during cruise.
Airlines cannot come close to the reliability or
performance of maglev trains in all weather conditions.
Maglev fares are less susceptible to the volatile price
swings in oil markets.
Has significant safety margin as they are designed not
to crash into other.

29. The initial investment is similar to other high
speed rail roads. (Maglift is $20-$40 million per
mile and I-279 in Pittsburg cost $37 million per
mile 17 years ago.)
Operating expenses are half of that of other
railroads.
A train is composed of sections that each
contain 100 seats, and a train can have
between 2 and 10 sections.
The linear generators produce electricity for
the cabin of the train.

30. Advantages
 A Maglev is way faster than your usual bullet train.
Maglevs can reach speeds up to 500 kilometres per
hour. (Mumbai-Delhi in 2-3 hrs)
 Due to its lack of wheels, MagLevs are quieter than
normal trains, or sometimes even traffic.
 Maglevs use 30% less energy than normal trains.
 In theory, a Maglev and its track would require very little
maintenance since the train never touches the track
there is virtually no wear and tear.

31. Disadvantages
 The Maglev's track is much more expensive than
railroad tracks.
 Whole new sets of tracks would have to be built
for the Maglev to run. Many Transportation
vehicles in Europe run on existing track, like the
TGV trains in France.
 Although Maglevs are pretty quiet, noise caused
by air disturbance still occurs.

32. Latest maglev train

33. Other Applications
 NASA plans to use magnetic levitation for
launching of space vehicles into low earth orbit.
 Boeing is pursuing research in MagLev to provide
a Hypersonic Ground Test Facility for the Air Force.
 The mining industry will also benefit from MagLev.
 There are probably many more undiscovered
applications!

34. Conclusion
 The MagLev Train: Research on this ‘dream train' has
been going on for the last 30 odd years in various parts
of the world.
 The chief advantages of this type of train are:
 Non-contact and non-wearing propulsion,
independent of friction, no mechanical components
like wheel, axle.
 Maintenance cost is less.
 A country like India could benefit very much if this were
implemented here.

35. REFERENCEREFERENCE
 B. Ning, T. Tang, H. Dong, D. Wen, D. Liu, S. Gao, and J.
Wang, “An introduction to parallel control and
management for high-speed railway systems,” IEEE Trans.
Intell. Transp. Syst., vol. 12, no. 4, pp. 1473– 1483, Dec. 2011
 R.S.He,Z.D.Zhong,B.Ai,J.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
 S. Atev, G. Miller, and P. Papanikolopoulos, “Clustering of
vehicle trajectories,”
 IEEE Trans. Intell. Transp. Syst., vol. 11, no. 3, pp. 647–657

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