This document is a seminar paper on advanced magnetic levitation train technology. It discusses how maglev trains work using magnets for levitation and propulsion. Key points covered include how the electromagnets lift the train above the track, the use of linear generators and batteries to power the system, and pantographs for collecting electricity from overhead lines. Application details are provided on speed, safety, maintenance needs, and environmental benefits compared to other transportation methods. Examples of maglev projects in Germany and China are also mentioned.

1. A
SEMINAR
ON
“Advance Magnetic Levitation Train Technology ”
Submitted in Partial Fulfillment for the Award of
Bachelor of Technology Degree
Of
Rajasthan Technical University, Kota
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2. Contents
Introduction
Objective
How train works ?
Levitation System power
Propulsion System
Pantograph
Pantograph
Application Information
Transrapid Project
Advantage and Limitations
Conclusion
References
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3. INTRODUCTION
• A pantograph always remains in contact with the overhead train
line is used to send electricity to the main transformer of the
electric train, thus providing power.
• Due to many external Disturbances the train line may lose
contact with pantograph, causes arcing phenomena to occur.
• The arcing produced creates harmonics in the electric over head
line and degrades the Power Quality
• Physical properties of magnetic components is used improve the
contact between the pantograph and the overhead train line
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4. OBJECTIVES
• To reduce the arcing caused by contact loss of overhead train
line and the pantograph using magnetic components.
• To improve the Power Quality in the Over head train line by
reducing the current fluctuations.
• To optimize the magnetic force based arc prevention methods
using Artificial Neural Network.
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5. How Train Works
• The electromagnets on the underside of the train pull it up to
the ferromagnetic stators on the track and levitate the train.
• The magnets on the side keep the train from moving from side
to side.
• A computer changes the amount of current to keep the train 1
cm from the track.
This means there is no friction between the train and the track!
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7. Levitation System’s Power Supply
• Batteries on the train power the system, and therefore
it still functions without propulsion.
• The batteries can levitate the train for 30 minutes
without any additional energy.
• Linear generators in the magnets on board the train
use the motion of the train to recharge the batteries.
• Levitation system uses less power than the trains air
conditioning.
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8. Propulsion
•An alternating current is ran through electromagnet coils on the
guide walls of the guide way. This creates a magnetic field that
attracts and repels the superconducting magnets on the train and
propels the train forward.
•Braking is accomplished by sending an alternating current in the
reverse direction so that it is slowed by attractive and repulsive
forces.
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9. Propulsion System
•The system consists of
aluminum three-phase cable
windings in the stator packs
that are on the guideway
•When a current is supplied
to the windings, it creates a
traveling alternating current
that propels the train
forward by pushing and
pulling.
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10. •When the alternating current is reversed, the train brakes.
•Different speeds are achieved by varying the intensity of the
current.
•Only the section of track where the train is traveling is
electrified.
.
Propulsion System
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11. Pantograph
• Pantograph is always placed at the top of the train Engine.
• Pantograph send electricity to the main transformer of the
electric train by making contact with the overhead train line.
• A graphite plate is their in pantograph that slides on over head
line.
• Various Disturbances can cause pantograph rapidly contact and
separate with train line results as arcing produced.
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12. Lower Arm
Upper Arm
Coupling Rod Damper System
Collector Head
Slide Plate
Base Frame
Fig: General Description of Pantograph
Pantograph Design
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13. Power system Structure of the Electrifie
Railway
Fig.. Single-phase booster transformer (BT) power supply circuit diagram for the Taiwan rail system.
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14. Application Information
Safety
•The trains are virtually impossible to derail because the train is
wrapped around the track.
•Collisions between trains are unlikely because computers are
controlling the trains movements.
Maintenance
• There is very little maintenance because there is no contact
between the parts.
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15. Comfort
•The ride is smooth while not accelerating..
Economic Efficency
•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.
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16. Speed
•The train can travel at about 300 mph. (Acela can only go 150
mph)
•For trips of distances up to 500 miles its total travel time is
equal to a planes (including check in time and travel to airport.)
•It can accelerate to 200 mph in 3 miles, so it is ideal for short
jumps. (ICE needs 20 miles to reach 200 mph.)
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17. Environment
•It uses less energy than existing transportation systems. For
every seat on a 300 km trip with 3 stops, the gasoline used per
100 miles varies with the speed. At 200 km/h it is 1 liter, at 300
km/h it is 1.5 liters and at 400 km/h it is 2 liters. This is 1/3 the
energy used by cars and 1/5 the energy used by jets per mile.
•The tracks have less impact on the environment because the
elevated models (50ft in the air) allows all animals to pass, low
models ( 5-10 ft) allow small animals to pass, they use less land
than conventional trains, and they can follow the landscape better
than regular trains since it can climb 10% gradients (while other
trains can only climb 4 gradients) and can handle tighter turns.
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18. Noise Pollution
•The train makes little noise because it does not touch the track
and it has no motor. Therefore, all noise comes from moving air.
This sound is equivalent to the noise produced by city traffic.
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19. Magnetic Field:
•The magnetic field created is low, therefore there are no
adverse effects.
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20. Transrapid Projects
 Germany was going to build a
magnetic lift system between
Berlin and Hamburg (200 miles)
in 1996, but never did because a
new political party came in and
decided that the improvements
over ICE was not worth $7
billion dollars.
 China is building a 20 mile system between Shanghai Pudong
and Pudong International Airport. It will open in January of
2004, and it will reach speeds of over 250 mph. If the project is
successful, then China will build a system from Beijing to
Shanghai, a journey of over 800 miles.
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21. How Magnets Uses
•This train uses superconducting electric magnets in the vehicle to
levitate and propel the train. These magnets are cooled by liquid
helium or liquid nitrogen. This means that once electrified these
magnets do not require additional energy.
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22. Lateral Guidance
•When one side of the train nears the side of the guideway,
the super conducting magnet on the train induces a
repulsive force from the levitation coils on the side closer to
the train and an attractive force from the coils on the
farther side. This keeps the train in the center.
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23. Advantage and Limitations
 This system is not ready for use now, but it should be ready in a few
years.
 It’s top speed with people aboard is 350 mph.
 The super conducting magnets create a strong magnetic field that
could be a problem for some passengers.
 The train is earthquake proof because the greater space (10 cm)
between the track and the train leaves more room for track
deformation
 Linear generators will produce all the electricity needed in the
train’s interior.
 Only the part of the track that is used will be electrified so no energy
is wasted.
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24. Conclusion
•Since there is no friction these trains can reach
high speeds.
•It is a safe and efficient way to travel.
•Governments have mixed feelings about the
technology. Some countries, like China, have
embraced it and others like Germany have
balked at the expense.
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25. References
1. W. Wang et al., “Experimental study of electrical
characteristics on pantograph arcing,” in Proc. 1st ICEPE-ST,
2011, pp. 602–607.
2. T. Li et al., “Pantograph arcing’s impact on locomotive
equipment's,” in Proc. IEEE 57th Holm Conf. Elect. Contacts,
2011, pp. 1–5.
3. T. Ding, G. X. Chen, and J. Bu, “Effect of temperature and
arc discharge on friction and wear behaviors of carbon
strip/copper contact wire in pantograph–catenary systems,”
Wear, vol. 271, no. 9/10, pp. 1629–1636, Jul. 2011.
4. G. Bucca, A. Collina, and R. Manigrasso, “Analysis of
electrical interferences related to the current collection quality
in pantograph–catenary interaction,” Proc. Inst. Mech. Eng., J.
Rail Rapid Transit, vol. 225, no. F5, pp. 483–499, 2011.
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