2. 1:-INTRODUCTION
1.1-INTRODUCTION
1.2-TECHNOLOGY AND TYPES
2:-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
6:-MERITS AND DEMERITS
7:-EXISTING MAGLEV SYSTEMS
8:-SUMMARY AND CONCLUSION
9:-REFERENCE
3. Maglev is the system of transportation that uses
magnetic levitation to suspend ,guide and propel the
vehicles using magnets.
First described by Robert Goddard, American Rocket
Scientist, 1909 Scientific American.
Later in 1937 & 1941 a series of German patents for
maglev trains propelled by linear motors awarded to
Hermann Kemper .
In the 1960s in Britain Eric Laithwaite developed a
functional maglev train.
4. Uses monorail track with linear motor
Uses magnets to reach a really high velocity
Floats about 1-10cm above the guide way on a magnetic
field.
Propelled by the guide way
Once the train is pulled into the next section the
magnetism switches so that the train is pulled on again.
The Electro-magnets run the length of the guide way.
5. There are 2 notable types of maglev technology:-
•Electromagnetic suspension(EMS)
•Electrodynamics suspension(EDS)
6. Electromagnets attached to the train
Has ferromagnetic stators on the track
and levitate the train.
Has guidance magnets on the sides
A computer changes the amount of
current to keep the train 1 cm from the
track.
Max speed -438km/hr
Has on-board battery power supply.
7. Super cooled superconducting magnets
under the train. Levitate about 10 cm.
The field in the train due to superconducting
magnets(JR-Maglev) or an array of permanent
magnets(Induct rack).
The force in the track is created by induced
magnetic field in wires or conducting strips in
the track.
Naturally stable. Requires no feedback.
Requires retractable wheels at low speed , max speed – 522km/hr
8. In EDS , levitation coils levitate the train 10cm above the
track. Levitates when speed reaches 100km/hr
In EMS , stator & support magnet levitate the train 1cm
above the track. Levitates even when train is not moving.
9. EMS(Linimo) systems provide levitation & propulsion
using onboard linear motor.
EDS system and Trans rapid systems levitate using
onboard magnets & use propulsion coils for propulsion .
Cost of propulsion coils increase over long distances.
10. 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.
11. 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.
12. 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
13. 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.
14. 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.
15. 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 contact
between track &
vehicle.
This improves power
Efficiency is affected by
rolling resistance due to the
contact with the track.
16. 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 signalling
systems since the
speed is computer
control
Has a human operator
to slow down or stop
the train in time.
17. 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.
18. 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.
19. TECHNOL
OGY
MERITS DEMERITS
EMS •Magnetic fields inside & outside the
vehicle are less than EDS.
•No wheels or secondary propulsion
required
•Can attain very high
speed.(500km/hr).
•Constant monitoring correction
of separation between vehicle &
guide way using computer
systems essential.
•Due to inherent instability and
corrections ,vibration issues may
occur.
EDS •Onboard magnets and large
separation enable highest recorded
speeds(581km/hr) and heavy load
capacity.
•Naturally stable and hence no
feedback control required.
•Strong magnetic field makes the
train inaccessible to passengers
with pacemakers or storage
media like hard drives and credit
cards.
•Vehicle must be wheeled for
low speed travel.
20. TECHNOLOGY MERITS DEMERITS
INDUCTRACK
SYSTEM
(PERMANENT
MAGNET EDS)
•Failsafe suspension-No power
required to activate magnets.
•Can generate enough force at
low speeds to levitate the train.
•The train can slow down on its
own in case of power failures.
•The array of permanent
magnets are cost effective than
electromagnets.
•Requires wheels
when the vehicle is
stopped
•New technology ,
still under
development , no
commercial version
or full scale system
prototype
21. TESTING TRACKS
120 m test track of General Atomics at San Diego , USA.
Tran rapid , a German maglev company has test track at Emsland ,
Germany of length 31.5km.
JR-Maglev , Japan has a test track that can reach a speed of
581km/hr.
22. IMPORTANT OPERATIONAL SYSTEMS
Linimo , Japan – commercially automated urban maglev
system commenced on March 2005.
Shanghai maglev train , China – EMS high speed system
started operation on April 2004.
HML 03 – The first EMS maglev opened to public at
Daejeon South Korea in 1993.
23. UNDER CONSTRUCTION
AMT Test Track – Powder Springs, Georgia
Applied levitation test track – California.
Beijing S1 line.
PROPOSED PLANS
Penang-Kuala Lampur-Singapore line -Malaysia
Melbourne Maglev Proposal
Mumbai – Delhi
Kochi metro
24. 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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•R.S.He,Z.D.Zhong,B.Ai,J.Ding,Y.Yang,andA.F.Molisch,“Short-term fading behaviour in
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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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• www.wikipedia.org/maglev
