MAGNETIC LEVITATION TRAIN A Seminar Report Submitted in the partial fulfillment of the requirement for the award of the degree of Bachelor of Technology In “ELECTRICAL ENGINEERING” By Anuj bansal (Reg. no, 12208, roll no, 1204230007) Supervisor Mr. Kishan Bhushan Sahay Submitted in Department of Electrical Engineering MADAN MOHAN MALAVIYA UNIVERSITY OF TECHNOLOGY GORAKHPUR-273010Page [10 ‘@ magnetic material (te. metal), a current is passed through this wire, In doing this, the clecttic currem wil magnetize the metalic core, By wing this simple principle, you can create all sorts of things inckiding motors, soknoids, heads for hard disks, speakers, and so on, An ekctomagnet is one that uses the same type of principles as the permanent magnet but only on a temporary scak, ‘This means that only when the current is flowing js there going to be an induced magnet. This type of magnet is an improvement to the permanent magnet because it allows somebody to select when and for how long the magnetic fell kisis, It abo gives a person control over how song the magnet wil be depending on the amount of curent that is passed through the wire. softron core Faure 2Ekcuonngnetic magnets 1.23 Electrodynamics type:- ‘The ideas presemed behind superwonductive magnets are the same principks that are at work in an MRI. Superconductive magnets are the most common of all the magnets, and are sometimes called cry magnets. The idea behind the superconducting magnets is that there is a material which presents no ekctrical resistivity to electrical current. Onee a current has been fed into the coi of this material, it will indefinitely flow without requiring the input of any additional current, ‘The way that a material able to have such a bow resistivity to current is that it is brought to very low temperatures, The temperatures that are commonly found in superconducting magnets are around -258°C. This is done by immersing the coils that are holling the current into liquid Hemme this ako helps in mmintaining a homogenous magnetic edd over time, ‘The advantage to the superconducting magnet & that they don’t require constant power from a source to keep up the vale of the cuent in the coils, Although a disadvantage is that they requite an expensive eryogen such as helum to operate correctly. The magnetic field is in the direction of the long axis of the cylinder or bore of the magnet. Since the resistance in the cols can cawe the current 10 decay, cryogens reduce the resistance to almost zero, which will‘help maintain a homogenous magnetic field over time. ELECTRODYNAMIC aie! guideway ieviate the Car Figue 3 Bkcwodymamics magnetCHAPTER2:- WORKING PRINCIPLE Support eleetrommgnets built into the undercarriage and along the entire length of the tain pull t up to the guide way eketromagnets, which are called frromagnetic reaction rails, ‘The guidance magnets placed on each side of the train keep it centred along the track and guide the tain along. All the ekctromagnets are controlkd ekctonically in a precise. manner. it ensures the tain is ahvays kevitated at a distance of 8 to 10 nm from the guide way even when it isn't moving. This kvitation system is powered by on-board batteries, which are charged up by the linear generator when the tain taveb. The generator consists of additional cable windings integrated in the kvilation electromngnets. The induced cwrent of the generator during driving uses the Propusion 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 fie kl ‘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. Levitation Techniques ELECTRODYNAMIC a renee, macros entre cass Permanent Figure +: Levitation2.2 Propulsion:- ‘The synchronous bong stator linzar motor of the Magkv system is used both for propulsion and braking. It & functioning ike a rotating electric motor whose stator is cut open and stetched along under the guide way. Inside the motor windings, altemating current is generating a magnetic taveling fell which moves the vehicle without conlact. ‘The support magnets in the vehicle finction as the excitation portion (rotor) Propukion system in the guide way i 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 wavelng field is reversed, the motor becomes a generator which breaks the vehicle without any contact. The braking energy ean be re-used and fed back inio the ekeuical network, The twee-phase winded stator generates an electromagnetic waveling field and mows the uain when it is supplied with an alternating cument, The electromagnetic fiekd from the support elecvomagnets (rotor) pull: it along The mignetic field direction and speed of the s tor and the rotor are synchronized. The Magle’s speed can vary ftom standstill to full operating speed by simply adjusting the frequency of the altemating current. To bring the tain to a fill siop, the ditection of the travelling field is reversed. Even during braking, there isn't amy mechanical contact between the stator and the rotor. Instead of consuming energy, the Maglev system acts as 2 generator, converting the breaking enemy into ekctricity, which can be used ebewhere,Figure 5Propulsion For successful evitation and control of all 6 axes (degrees of freedom: 3 translational and 3 rotational a combination of permanent magnets and eleetrommgnets or diarmagnets or superconductors as ‘well as attractive and repulsive fiekds canbe used. From Earns haw’s thearem at least one stable axis must be present far the system to kvitale successfully, but the ther axes can be stabilized using Teroina gnetism, Statir stability means that any smal displacesnent away from a stable equilibrium causes 4 met foree to push it hack to the equilibrium point, Earns haw"s theorem proved conclusively that iis not possible to kevitate stably using only static, microscopic, paramagnetic fields, ‘The forces acting on any paramagnetic object in any combinations of gravitational, clctrostatic, and magneto static fells will make the object's position, at best, unstable along at least one axis, and it can be unstable equilibrium alng all axes. However, several possibilities exist to make levitation viable, far example, the use of eketioni: stabilization or damagnetic materials (since relutive magnetic permeability is less than one): it an be shown that diaiagnetic materials are stable along at east one axis, and can be stable along all axes, Conductors can have a relative permeability to alemating magnetic fiekls of below one, so some configurations using simple AC driven eketromagnets are self-stable, Dynamic stability occurs when the levitation ystems able to dampout any vibration-like motion that may accur.Page [15 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 ccan perm vibration modes to exist that can cause the item to leave the stable region, gure 6 Stability Guidance: Ekecironically controlled support magnets located on both sides along the enfie length of the vehick pull the vehicle up to the @rromagnetic stator packs mounted to the underside of the guide way. Guidance magnets located on both sides along the entire lengih of the vehick keep the vehicle erally on the wack. Ekctonie systems gurantee that the ckarance remains constant (nowinally 10 nm}, To hover, the Magkv requires ess power than its air conditioning equipment. ‘The levitation system is supplied fiom on-board batteries and thus independent of the propubion system The hick is capable of hovering up to one hour without extemal energy. While uaveling, the on-board batteries are recharged by near generators integrated into the Support magnets ‘The Maglev hovers over a double track guide way. It can be mounted either at grade or elevated on slim cohms and consists of individual steel or concrete beams up to 62 m in kngth, Guidance or steering fers to the sideward forees that are requited to make the vehicle follow the guide way. The necessary forees are supplied in an exactly anabgous fashion to thePage [16 suspension forces, either attractive or repulsive. The same magnets on board the vehicle, which supply it, can be wed concurently for guidance or separate guidance magnets can be used. ‘They use Null Flux systems, abo known as Null Current systems, this use a coll which is, wound so that it enters two opposing, alematng fells. When the vehick is in the straight shead position, no current flows, but if it moves offline this creates a changing fux that generates a fieki that pushes it back into ine. Figure 7: GuidancePage |@ CHAPTER3:-EVACUATED_ TUBE AND ENERGY SOURCE 3.1 Evacuated Tube Some systems (notably the Swiss metro system) propose the use of Victorians—muglev train tecnobgy wed in evacusted (aisless) tubes, which removes air drag, This has the potential {o increase speed and efficiency greatly, as most of the energy for conventional magley ‘tains is lost to aerodynamic. drag. One potential risk for passengers of tains operating in evacuated tubes is that they coukl be exposed to the risk of cabin depressurization unless tunnel safety monitoring systems can depressuriz: the tube in the event of a {min malfinction or accident though since trains are likely fo operate at or near the Earth's surface, emergency restoration of ambient pressure should be raightforward, The RAND Corporation has depicted a vacuum tube tain that coukl, in theory cross the Atlumtic or the USA in ~21 minutes| ee ree er Cort Figure 8 Evacuated tube 3.2 Energy Source: Energy for mugley trains is used to accelerate the train. Energy may be regained when the train slows down via regenerative braking", It ako levitates and stabilizes the train's movement. Most of the energy is needed to overcome “air drag’ me energy is used for air conditioning. heating, ighting and other miscellany ‘At low speeds the percentage of power (energy per time) used for levitation can be significant consuming up to 15% mpre power than a subway or fight rail service. For short distances the energy used for acceleration might be considerable The power wed to ovewome air drag increases with the cube of the velocity and hence dominates at high speed, The energy needed per mile increases by the square of the vebeity and the time decreases linearly.) For exampk, two and half times as much power is needed to travel at 400 knr/h than 300 krnsh,Page [19 CHAPTER 4:-COMPARIS ON WITH CONVENTIONAL TRAIN AND AIRCRAFT “OMPARISON WITH CONVENTIONAL TRAIN Magky transport is non-contact and ekctric powered. It relies ess or not at all om the whee, bearings and axks conmon to wheeled mail systems. Speed: - Maglev allows higher top speeds than conventional rai, but experimental swbeel-based high-speed wains have demonstrated similar speeds ‘Maintenance: - Maglev tains curently in operation have demonstrated the need for minimal guide way maintemance, Vehicle mainlemance is also minimal (based on hows of operation, rather than on speed or distance traveled). ‘Traditional rail is subject to mechanical swear and tear that increases exponentially with speed, abo increasing maintenance. Weather: - Magkv wains are little affected by snow, ice, severe cold, and rain or high ‘winds, However, they have not operated in the wide range of conditions that waditional fiction based mil systems have opersied. Magev vebicks accelerate and decelerate faster than mechanical systenx re gardkss of the slickness of the guide way or the slope of the grade because they are non-contact. systems Track: - Magkv trains are not compatible with conventional track, and therefore require custom infiastructure for their enfire route, By contrast conventional high-speed trains such as the TGV are abk to mn, albeit at reduced speeds, on existing rail infastructure, thus reducing expenfiure where new infrastructure would be particunly expensive (uch as the final approaches to city terminals), or on extensions where tafic does not justify new infrastructure. John Harding, former chief magkv scientist at the Redeml Radroad Administration climed that separate magky infiastructure more than pays for itself with higher kvels of all-weather operational availabilty and nominal maintenance costs. ‘These claims have yet to be proven in an inense operational setting and do not consider the increased maglv construction costs Efficiency: - Conventional rail is probably more efficient at lower speeds, But due to the lack of physical contact between the wack and the vehick, magky tains experience no rolingDepartment of Electrical Engineering MADAN MOHAN MALAVIYA UNIVERSITY OF TECHNOLOGY, Gorakhpur-273010 CERTIFICATE ‘This is to certify that the report work entitled “MAGNETIC LEVITATION TRAIN” submitted in partial fullment of the requiement for the degree of Bachelor of Technology in “ELECTRICAL ENGINEERING’, is a borafide seminar work carted out by Mr. ANUJ BANSAL unter my supervision and guidance. Date: Mr. Kishan Bhushan Sahay Blectiical Engineering Department M.MM.U-T, GorakhpurPage [20 resistance, kaving only air resistance and elctomagnetic drag, potentially improving power efficiency, Some systems however such as the Central Japan Railway Company SC Maglev use rubber thes at bw speeds, reducing efficiency gaits. Weight - The ekctromagnets 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 magkev vehicle can lift an addi ral 20 tons, for a total of 70 tons, which consumes 70-140 kW. Most energy use for the TRI is for propuiion and overcoming air resistance at speeds over 100 mph, Weight loading: - Hish speed rail requires more support and construction for its concentrated wheel loading. Maglev cars are lighter and distribute weight more evenly Noise: - Because the major source of noise of a mugley train comes fiom dispced air rather than from wheels touching rails, magkev tains produce less noise than a conventional train at equivalent speeds. However, the psychoacoustic profile of the maglev may reduce this benefit a swdy concluded that mag nose should be rated tke road traffic, whi conventional uains experi 4.5-104B *bonus", as they are found less amoying at the same loudness level Braking: - Br Shinkansen. Mage woukl eliminate these issues. ing and overhead wire wear have caused problens for the Fastest 360 rail Magnet reliabilitv: -At higher temperatures magnets may fail, New alloys and manufacturing techniques have addressed this issue Control systems: - No signaling systems are needed for high-speed rail because such systems are computer controled, Human operators camot react fast enough to manage high- speed tains. High speed systems require dedicated sights of way and are usually ekvated, Two mag system microwave towers are in constant confact with tains, There is no need for train whistles or horns, either. Tewain: -Magkvs are abl to ascend higher grades, offering more routing Aexbilty and reduced tumelingreraft Differences between airplane and mage travet Efficiency: - magkv systems the littodrag ratio can exceed that of aircraft (for example Induct rack can approach 200:1 at high speed, far higher than any aircraft), This can make magkv mpre efficent per kilometer, However, at high emuising speeds, aerodynamic drag is much larger than lif-induced drag. Jets take advantage of bow air density at high altiudes to signifcamly reduce air drag. Hence despite their lift-to-drag ratio disadvantage, they can travel more efficiently athigh speeds than maglv tains that operate at sea level Routing: - While aircmft can theoretically take any route between points, commercial air routes are risidly defined. Magkvs offer competiive joumey tims over distances of 800 kilometers (500 mies) or kss. Additionally, magkvs can easily serve imermediate destinations Availabi Magkvs are litle affected by weather. Safety: - Magkvs offer a signiicam safety margin sime maglws do not crash into other magkvs or kave their guide ways, Combustible aircraft fuel is a significant danger during takeoff and knding ‘Travel time: - Maglevs do not face the extended security protocol faved by air travelers nor are time consumed for taxiing, or for queuing for take-off and landing,CHAPTERS:- ECONOMIC ‘The Shanghai magkv demonstration line cost USSI.2 billion to build. ‘This total includes capital costs such as righbofw yy ckaring, extensive pile driving, on-site guile way mmifacturing, in- situ pier construction at 25 mete intervals, a maintenance facility and vehice yard, several switches, 10 stations, operations and control systems, power fed system, cables and inverters, ‘and operational taining. Ridership is not a primary focus of this dempnstration line, since the Long yang Road station is on the easiem ouiskits of Shanghai. Once the Ine 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 approsinutely USS18 milion per kilbmetre, In 2006 the German government invested $125 million in guide way cost reduction development that produced an allconcrete modular design that is faster to build and is 30% kss costly. Other new constuction techniques were ako developed that put mage at or below price parity with new high-speed rail construction, ‘The United States Federal Raikoad Administration in a 2005 report to Congress, estimated cost per mike of between $50m and $100m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 tacks are already in place in different parts of the worl; the US in no exception More importanily, the Magkv ‘Train System has akeady tasted success in various countries, including Japan and China, On the basis of the performance of exiting maglevs, which include the ones that are in service as well as the ones which are being tested, we were abk to come up with the following advantages and disadvantages of the system, MERITS ‘The foremnst advantage of magkv tains is the fact that it doesnt have moving parts as conventional trains do, and therefore, the wear and tear of parts is minimal and that reduces the maintenance cost by significant extent, More importantly, there is no physical contact between the train and track, so there is no rolling resistance. While ebcuomagnetic drag and ir fiction do. exist, that doesnt hinder their abilly 10 cbck a speed in excess of 200 mph. Absence of wheek also comes as a boon, as you don't have to deal with deafening noise that is likely to come with them Magkyws ako boast of being environment fiendly, as they don't resort fo infemal combustion engines, These tains aw wealher proof, which means rain, snow, or severe coll don't really hamper ther: performance. Experts are of the opinion that these tains are ‘a Mbt safe than their conventional counterparts as they are equipped with state-of-the-art safety systems, which can keep things in contol even when the tain is emising at a high speed. DEMERITS while the advaniages of Magkv Thain System may seem quite promising in themsehes, they are not enough to overshadow the biggest problem with the magkv tains: the high cost incurred on the intial setup. While the fast conventional tains that have been introduced of kate, work fine on tacks which were meant for slow tains, magev trains require an all new set up right ftom the scratch As the present raibvay infastucure is of no we for maglevs, i will either have to be repkced wih the Magky System or an emtkely new set up will have wo bePage [2 created—both of which will cost a decent amount in terms of initial investment. Even though inexpensive as compared to EDS, itis stil expensive compared to other modes, If the advantages and disadvantages of these tains are pited against each other, it can be a bit diffcuk 10 come to a concrete concsion Whik the high cost of inital set up is something that a developed nation like the United States won't have to womy about, the fact that the entire infiastructure has 10 be replaced with a new one will be something that will have the experts in a catch-22 situation But obviously, we will lave to do away with their disadvantages if we are to invest in mmgev trains, If the commercial success of the Shinghai mgey train is to be taken into consideration. these train can be surely comidered the transport system of the fireCHAPTER7:- EXISTING MAGLEV_ SYSTEM Adslapan has a demmnstration line in Yamanashi prefecture where test tain SC Maglev MLXO1 reached S81 knvh G61 mph), slightly faster than any wheeled tains. ‘These tains use superconducting magnets which allow for a kuger gap, and repubive/atizactive-lype electiodynamies suspension (EDS). In comparson Tran’s rapid uses comentional eketromagnets and attractive type ekctomagnetic suspension (EMS). On 15th November 2014, The Central Japan Raibvay Company ran eight days of testing for the experimental magkv Shinkansen ‘rain on its test tack in Yamanashi Prefecture. One hundred passengers covered a 42.8 km (27-mile) roe between the cites of Lenohara and Fuefik reaching speeds of up to 500 knyh (311 mph) B)- San Diego, USA General Atomics has a 120-metre test facility in San Diego that is used to test Union Pacific's 8 km {5.0 mi freight shutte: in Los Angeles. The technology is “passive” (or "permanent"), using permanent magnets in a halfback array for lft and requiring no ekectromagnets for either Kevitation or propubion, General Atomics received USS90 million in research funding fiom the federal government. They are also considering their technology fr high-speed passenger services, ©) = Southwest Jiao tong University, China ‘On 31 December 2000, the first crewed high-temperature superconducting magkv was tested successfully at Southwest Jiao tong University, Chengdu, China, This system is based om the principle that bulk high-temperature superconductors can be kvitated stably above or below a permanent magnet, The load was over 530 kg (1,170b,) and the levitation gap over 20 mm 10.79 in), The system uses quid nitvogen to cool the superconductor. PROPOSED: J) Australia Sydney Illawarra ‘A magky route was propased between Sydney and Wollongong The proposal came to prominence in the mid-1990s, ‘The Sydney-Wollongong commuter corridor is the largest inPage [26 “Australit, with upwards of 20,000 peopk commuting each day. Curent tains we the Mawarra line, between the cliff fice of the Iwata escarpment and the Pacific Ocean, with wavel times about two hows, The proposal woul! cut travel times to 20 minutes. 2) Melbourne- In bie 2008, a proposal was put forward to the Government of Vietoria to buidl a privately funded and operated magkv line to service the Greater Melboume metropolitan area in response to the Erdington Transport Report that did not investigate above-ground transport options, The magky woukl service a population of over 4 million and the proposal was coasted af an$8 bilion. However despite road congestion and Australia's highest road space per capita, the government dismissed the proposal in favor of road expansion inchiding an AS8.5 billion road tunel $6 billion extension of the East link to the Western Ring Road and a $700 million Frankston Bypass, 3) Htaly- A first proposal was formalized on April 2008, in Brescia, by journalist Andrew Spandau’s who recommended a high speed connection between Malpensa airport to the cities of Milan, Bergamo pont and the cities of Prato and Florence (Santa Maria Novella train station and Florence Airport). and Brescia, On March 2011 Nicola Oliva proposed a magkey comection between Pisa ‘The traveling time would be reduced fiom the typical hour and a quarter to around twenty minutes. The second part of the line would be a comnection to Livorno, to integrate maritime, serial and terrestrial transport systems, 4) United Kingdom- London = Glasgow: A line was proposed in the United Kinglom from London t9 Glasgow with several route options through the Midlands, Northwest and Northeast of England. It was reported to be under favorable consideration by the government. The approach was rejected in the Goverment White Paper Delivering a Sustainable Railway publshed on 24 July 2007Another high-speed link was phnned between Glsgow and Edinburgh but the technology semuined unsetedSUMMARY AND CONCLUSION: + Maglew ‘Transport Offers Many Major Benefits, Including — Very High Energy Efficiency, Low Cost Tnsport — Does Not Use OiL Helps Curb Global Warming ~ New U.S. Industry with ‘Many Thousands of Jobs & Billions of Dollars. in Exports + Ist Generation Passenger Only German and Japanese Magkv Systems Too Expense -- Steel Wheeled HSR Systems 1 foo Litited + 2nd Generation US, Magey-2000 Sysiem Much Lower in Cost and Much More Capable Than Ist Generation Systems, — Can Carry High Revenue Highw: ‘Treks, Freight Containers, & Persoml Autos ~ Leviated Travel on Exiting RR Tracks in Urban and Suburban Areas ~ Payback Tine <3 years + 25,000 Mie National Maglev Network and Electric Cars Eliminate Oi Imports By 2030 + U.S. Can Be Worl Leader in Magkey, But Must Act Now © They consume less enemy. © Require no engine * Move faster than normal trains because they are not affected by ground fiction, their rights-of-way, meanwhile, cost about the same to build. Incompatible with existing rail ines, unlike traditional high-speed rail © Initial cost is very high.= REFERENCES 1) B Ning, T. Tang, H. Dong, D. Wen, D. Liu, S. Gao, and J. Wang, “An introduction to parallel contol and mangement for high-speed raihvay systems,” IEEE Trans, lnell. Transp, Syst, vol 12, no. 4, pp. 1473 1483, Dec. 2011 2) RS.HeZ.D.ZhongB.Ai Ding ¥.Yanganda F Molisch Short-term fading ‘behaviour in high-speed railway cutting scenario: Measurements, analysis, and statistical models.” IEEE Trans. Antemas Propag, vol 61, no. 4, pp. 2200-2 ‘Ape, 2013 3) S. Atev, G. Miller, ani P. Paparikolopoulas, “Clustering of vehicle ‘tajectories," EEE Trans. Intell. Transp. Syst.. wl. 11.n0. 3, pp. 647-657, Sep. 2010. 4) Imtpyfen wikipedia org/wiki/Ma ploy 5} hitpufwwww cirewitsteday.com/workin g-of- ma gle v- tainsCONTENT Certificate Acknowledgement Abstract, List of Figure . Introduction LL Invoduetion 12 Technobgy of Magnetic Levitation 13° Types of Magnetic Levialion 13.1 Permanent mgnet ype 13.2 Electomagnetic type 1.3.3 Blectrodymmies type 2. Working Principle 2.1 Levitation 22 Propubion 23° Stability 24 Guidance 3. Evacuated Tube and Energy Source 3.1 Evacuated tube 3.2 Energy source 4, Comparison with AIRCRAFT AND CONVENTIONAL TRAINS 5. Economics 6. Merits and Demerits 7. Existing Maglev System Summary and conclusion References 10-11 10 12-14 15 16 17-18 19 20Acknowledgement Every psemimar big or small is successful largely due to the effort of a number of wonderfil people who have ahvays given their valuable advice or kent a helping hand, I sincerely appreciate the inspiration; support and guidance of all those peopke who have been instrumental in making this project a success. I wish to express sense of gratitude to my guide to Mr. Kishan Bhushan Sahay, Electrical Engineering Department. Malan Mohan Malaviya University of Technology, Gorakhpur, w give me guidanee at every moment during my entire thesis and giving vabiable suggestions. He gives me unfulng inspiration and whok hearted co-operation in caring out my semimr work. His comimous encouragement at each of Work and effort to push the work through are grate fil acknowkd ged. Tam ako very gratefil to my classmates, MMMUT, Gorakhpur for ther: huge co-operation and vahable suggestion fiom time to time during my entire seminar work, I abo extend my gratiude to all members of the department without whose support at various stages this report will not be materialized. Last but not the least I wish to thanks my fiiends of B. Tech. 6" semester and senioss who helped me direclly or indirectly in the successful completion of this work. Date: ANUJ BANSAL Place:ABSTRACT Magnet: Levitation is a technobgy that has been experimented with intensely over the past couple decades. It wasn't unfil the list ten years when scientists began to develop systems that ‘would use magnetic kviation as a means of tansport. This paper outlines the methods behind magnetic kvitation, as well as the technologies implemented using the levitation, ‘The implementation of a large-scuke wansportation system using magnetic kviation has huge social as well as economical effects, ‘These aspects are looked at ina number of situations to see if the efit in producing a system using magnets & worth the time and eff‘igure Ne 2. Permanent magnets Eketromagnetic: magnets Ekctrodynamics magnets Levitation process Propulsion process Stability process Guidance process Evacuated Tubes = LIST OF FIGURE:-CHAPTER 1:- INTRODUCTION Some forces in this work are almost invisible to the naked eye and mst peopl: ttoughout the world do not even know they exit. On one side you could say that some of these forces are abstmet feelings inside of a human being that have been given names fom man, These forces could be things ike emotion, guilt, and even ecstasy. On the other side you have solid concrete principles of how the worl! works, These too have been siven names by man, but these principles are not abstract and have solid ground in science. These different principles are things lke gaviy, elecwicity, and magnetism, Magnetism has been a part of the earth since the beginning whether peopk realize it or not, It is due to the magnetism of the earth that the world spins and thus creates things lke gravity, The magnetism is created by the processes within the core of the earth The earth's on-ore core has a natural spinning motion to it inside which creates a natural magnetic force that is held constam over the earth This creates magnetic forwes that turn the earth into a kage bar magnet, The creation of North and South poles on the eaith are ddue to this field From this magnetic fell, we see things such as the aurora boreal. This is a small clectiomagnetic storm in the atumsphere which creates a display for all to see, Not only does magnetism provide ws with amazing natural disphys. but it also provides for us amazing applicaions to sockty. One of these applications is. magnetic levitation. Magnetic kevitation uses the concept of a mugnets natural repubion 10 poles of the same kind, ‘This repulsion has been hamessed and controlled in an environment to help create a m of ttansportation that is both economically sound and faster than most methods of ansporiation at this point. In 1965 the Departmen of Commerce established the High Speed Ground ‘Transportation Act. Most early work on developing Maglev technology was developed during this time. The earliest work was carried out by the Brookhaven National Laboratory, Massachusetts Institte of Technolgy, Fond, Stanford Research Institute, Rolr Industries, Boeing Aerospace Co., and the Garrett Corporation In the United States, though, the work ended in 1975 with the termination of Federal Funding for high18 speed ground transportation and research. It was at that time when the Japanese and German developers continued their research and therefore came out with the first test wacks In 1990, legislative action directed the U.S. Amy Corps of Engineers to impemen and prepare a pln for a National Magkv program ‘The Department of ‘Transportation (DOT), Department of Energy (DOE) and the Army Corp developed what & known as the National Magky Initiative which was a two year 25 million dollar progam to assess the engineering, economic, environmental and safety aspects of Magky. TECHNOLOGY OF MAGLEV TRAIN ‘The eration of magnetic forces is the basis of all magutic levitation The creation of a magnetic fick ean be caused by a number of things. The first thing that it ean be caused by is a perminem nugnet, ‘These magnets are a solid material in which there i an induced North and South Pok. These will be described fixther a litle ber. ‘The second way that a magnetic fekd ean be created is through an ebetric field changing linearly with time. The third ancl final way to create amugnetic field is through the use of direct current ‘There are two basic principles in dealing with the concept of mugnetic kvitation. ‘The first law that is applied was created by Michoel Faraday. ‘Ths is conmonly known as Faraday's Law. ‘This will allow the direction of the magnetic field to be predictable and thus a set up can be created for specific purpose to maximize the force that is created.Page |9 12:-TYPES OF MAGNETIC LEVITATION 1. Permanent Magnets: The first type of kevitaion is the impkmentation through permanent magnets. These magnets are made of a material that creates a noth and 2 south pole on them ‘The fonmal deffition of a permanent magnet & “A material that retains its magnetic propertics affer and external magnetic fill & removed,” The whok idea behind permanent magnets is that like ends will repel and opposite ends will attract. Permanent magnets require very link if any maintenance. These magnets do not quire eryogens or fa large power supply for operation, The magnetic field is measwed vertically within the bore of the magnet, The main disadvamages of a permanent magnet ate the cost of the magnet itself when put into large scak s tems, Another disadvarmage is. the varying changes in the magnetic fiekl, ‘The abi to control a constant magnetic force fom a permanent magnet is an on-going probem in the application of these types of magnets. Different applications that use these types of magnets can be found in a number of differen areas, Examples of these applications are compasses, DC motor drives, clocks, hearing aids, microphones, speedometers, and many more. Figue [Permanent magnet Electromagnetic _type: ‘The basic idea behind an ckcromugnet & extremely simple. By suming electric curem trough a wire, you can create a magnetic feld, When this wire is coiled around