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LIST OF FIGURES

SNo. Description of the figure


1 2 3 4 5 6 7 8 9 10 12 13 14 15 Introduction to Maglev trains Levitation by attraction Levitation by repulsion Using an IR emitter and detector set in straight manner Using an IR emitter and detector set in angled manner Using an ultrasonic emitter and detector set Using one Hall effect sensor and two magnets Using two Hall effect sensors and one magnet Basic propulsion technique Horizontal flux canceling Vertical flux restoration About maglev train Japanese maglev train French train a grand vitesse

Fig No.
Fig 1.1 Fig 3.2 Fig 3.3 Fig 3.5 Fig 3.6 Fig 3.7 Fig 3.8.1 Fig 3.8.2 Fig 4.1 Fig 4.2.1 Fig 4.2.2 Fig 5.1 Fig 5.3.1 Fig 5.3.2

Page No
2 5 5 7 7 8 9 9 11 13 15 17 20 22

16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31

German transrapid Spain (AVE trains) Guideway ( a structural model) A Japanese test track Block diagram of propulsion Block diagram of levitation Basic circuit diagram for levitation Power circuit for levitation Circuit diagram for propulsion Regulated power supply Block diagram of regulated power supply system PCB for levitation PCB for propulsion Overview Cross section of the guideway beam and vehicle vehicles

Fig 5.3.3 Fig 5.3.4 Fig 5.4.3 (a) Fig 5.4.3 (b) Fig 6.1.1 Fig 6.1.2 Fig 6.2.1 Fig 6.2.2 Fig 6.2.3 Fig 6.3 (a) Fig 6.3 (b) Fig 6.4.1 Fig 6.4.2 Fig 7.1 (a) Fig 7.1 (b) Fig 7.5 46 47 49 51 53 55 55 58 59 65 67 74

CONTENTS
CHAPTER 1: INTRODUCTION..........................................................................1 CHAPTER 2: OBJECTIVE...3 CHAPTER 3: MAGNETIC LEVITATION......(4-10) 3.1 What is magnetic levitation........................................................5 3.2 Levitation by repulsion...........5 3.3 Levitation by attraction...5 3.4 Earnshaws principle & Exceptions6 3.4.1 Quantum effects6 3.4.2 Feedback...6 3.4.3 Rotation6 3.5 Using an IR emitter and detector set in straight manner7 3.6 Using an IR emitter and detector set in angled manner.7 3.7 Using an ultrasonic emitter and detector set..8 3.8 Using a Hall effect sensor10 3.8.1 Use of one Hall effect sensor with two magnets.10 3.8.2 Use of two Hall effect sensors with one magnet.10 CHAPTER 4: MAGNETIC PROPULSION(11-16) 4.1 Basic propulsion technique...12 4.2 Magnetic propulsion.................................................................14

4.2.1 Horizontal flux canceling...14 4.2.2 Vertical flux restoration..15 CHAPTER 5: ABOUT MAGLEV TRAIN SYSTEM(17-45) 5.1 Introduction of maglev train.18 5.2 History of maglev system.18 5.2.1 Original patent.18 5.2.2 Birmingham maglev...18 5.2.3 Berlin maglev.19 5.3 Existing maglev system21 5.3.1 Japanese high speed maglev (bullet train)...................21 5.3.2 French train-a-grande-vitesse (TGV)...............................23 5.3.3 German transrapid (TR-07)..25 5.3.4 Spain (AVE trains)...27 5.4 Type of technology used...28 5.4.1 Electromagnetic suspension (EMS).............................28 5.4.2 Electrodynamic suspension (EDS)..................................28 5.4.3 Guideway.29 5.5 Pros and cons of different technologies30 5.6 Maglev Vs. conventional train..31 5.7 Advantages of maglev...31 5.8 Economics.36 5.9 Importance of maglev...37 5.10 If maglev between Chennai and Bangalore44 CHAPTER 6: OUR PROJECT.(46-64)

6.1 Block diagram..46

6.1.1 Block diagram for propulsion46 6.1.2 Block diagram for levitation..48 6.2 Circuit diagrams..50 6.2.1 Basic circuit diagram for levitation50 6.2.2 Power circuit for levitation.52 6.2.3 Circuit diagram for propulsion...54 6.4 Power supply...56 6.5 PCB diagram..59 6.5.1 PCB diagram for levitation..59 6.5.2 PCB diagram for propulsion.59 6.6 Component list62 6.7 Problem arrived in project with solutions...63 CHAPTER 7: APPLICATION ( M3 URBAN TRANSPORTATION SYSTEM)...(65-79) 7.1 Overview65 7.2 Electromagnetic suspension and guidance.............................69 7.2.1 Permanent magnet EMS..............................70 7.2.2 Horizontal and vertical turns...71 7.3 Linear motor propulsion....71 7.4 Guideway...............................................................................73 7.5 Vehicles..75 7.5.1 Issues involved in choosing vehicle size..75 7.5.2 Vehicle design for system77 7.6 Cost estimate..77

CHAPTER 8: SUGGESTIONS FOR FURTHER ENHANCEMENT IN THIS PROJECT..(80-81)

CHAPTER 9: BIBLIOGRAPHY(82-84) CHAPTER 10: APPENDIX.(85-90) 10.1 Appendix for chapter 4 ( magnetic propulsion) 10.2 Data sheet 10.3 Data sheet

CHAPTER 1

INTRODUCTION

Introduction (1)

CHAPTER 1 INTRODUCTION

Today's science knows only one way to achieve Real levitation, i.e. such that no energy input is required and the levitation can last forever. The real levitation makes use of diamagnetism, an intrinsic property of many materials referring to their ability to expel a portion, even if a minute one, of an external magnetic field. Electrons in such materials rearrange their orbits slightly so that they expel the external field This all technologies were not in the picture till past few decades. This all has started when engineers in NASA who were launching their satellites in space. The cost for launching was so expensive that they started to think about an alternative approach to launch the satellites from earth. Then they start working to manufacture a track that can achieve the speed equal to escape velocity. For this they thought about this magnetic levitated and propelled system which has no friction. This project failed for fewer reasons but the by product came out from this thinking was the masterpiece ever created by human being i.e. MAGLEV TRAIN. Maglev uses world's most advanced magnetic levitation technology to safely move people and cargo reliably and comfortably. Maglev technology allows travelers to ride on a cushion of air that reaches speeds up to 310 mph. The train is levitated and propelled magnetically through a propulsion system located in the guide way that can either be elevated or at grade. Passengers and cargo are efficiently transported in an environmentally friendly and energy-efficient manner. Because the elevated guide way can be built on existing freeway and railroad right-of-ways, land consumption and related impacts are minimized. Additionally, Maglev operates more quietly than conventional high-speed trains, has fewer impacts on adjoining communities and operation and maintenance costs are significantly less than conventional high-speed rail. A landmark for Maglev occurred in 1990 when it gained the status of a nationally-funded project. The Minister of Transport authorized construction of the Yamanashi maglev test time,

Introduction (2)

targeting the final confirmation of Maglev for practical use. The new test line called the Yamanashi Maglev Test Line opened on April 3, 1997 and is now being used to perform running tests in Yamanashi Prefecture. In the same year, the Maglev vehicle MLX01 in a three-car train set achieved world speed records, attaining a maximum speed of 531 km/h in a manned vehicle run on December 12, and a maximum speed of 550 km/h in an

unmanned vehicle run on December 24. On March 18, 1999, MLX01 in a five-car train set attained a maximum speed of 548 km/h. On April 14, 1999, this five-car train set surpassed the speed record of the three-car train set, attaining a maximum speed of 552 km/h in a manned vehicle run. Travel has become an ever growing necessity in society today. We depend upon it. However, travel today faces on-going hassles. In many countries, new sources for travel are already being developed. A magnetic levitating train, or maglev train, is one such source. In Japan and Germany, magnetically levitated trains are currently being tested for future use. Japans maglev project has recently become federally funded. Due to these problems, our society is constantly searching for ways to improve transportation.

fig 1.1 Introduction to Maglev trains

CHAPTER 2

OBJECTIVES

Objective (3)

CHAPTER 2 OBJECTIVE
In this project we have two objectives :

1) To study the basic techniques of levitation and propulsion of Magnetic Levitated train i.e. MAGLEV train. 2) On the basis of that study make a working models that can show levitation and propulsion principle.

CHAPTER 3

MAGNETIC LEVITATION

Magnetic levitation (4)

fig 3.2 Levitation by attraction

fig 3.3 Levitation by repulsion

Magnetic levitation (5)

CHAPTER 3 MAGNETIC LEVITATION

3.1 Magnetic levitation:


Magnetic levitation means levitate an object with the help of magnets. Magnetic levitation of spinning permanent magnet tops was discovered by inventor Roy Harrigan who patented it in 1983. Harrigan persisted in his e Rorts even after being told by several physicists that permanent magnet levitation was impossible. Besides discovering spin stabilization Harrigon designed a square dish shaped base that established a suitable magnetic neld connguration, made a top with the right rotational inertia, mass and magnetic moment, found the small capture volume and invented a means of moving the spinning permanent magnet top to the right location. The parameter space for successful levitation is quite small.

3.2 Levitation by repulsion:


Levitation by repulsion means we can levitate an object by repulsion property of magnets i.e. similar poles always repel each other. If an object can be placed such that similar poles of two magnets faces each other then they will repel each other and object will levitate in period till they both get depart from each other (fig 3.2).

3.3 Levitation by attraction:


Levitation by attraction means we can levitate an object by attraction property of magnets i.e. opposite poles always repel each other. If an object can be placed in such manner that opposite poles of two magnets faces each other then they will attract each other and object will levitate in period till they both get stuck to each other (fig 3.3).

Magnetic levitation (6)

3.4 Earnshaws principle & exceptions:

A theorem due to Earn Shaw proves that it is not possible to achieve static levitation using any combination of fixed magnets and electric charges. Static levitation means stable suspension of an object against gravity. There are, however, a few ways to levitate by getting round the assumptions of the theorem. In case you are wondering, none of these can be used to generate anti-gravity or to fly a craft without wings or jets. This theorem even applies to extended bodies, which may even be flexible and conducting so long as they are not diamagnetic. They will always be unstable to lateral rigid displacements of the body in some direction about any position of equilibrium. 3.4.1 Quantum effects: Technically any body sitting on a surface is levitated a microscopic distance above it. This is due to electromagnetic intermolecular forces and is not what is really meant by the term levitation. Because of the small distances, quantum effects are significant but Earnshaws theorem assumes that only classical physics is relevant. 3.4.2 Feedback: If we can detect the position of an object in space and feed it into a control system that can vary the strength of electromagnets that are acting on the object, it is not difficult to keep it levitated. We just have to program the system to weaken the strength of the magnet whenever the object approaches it and strengthen when it moves away. These methods violate the assumption of Earn Shaws theorem that the magnets are fixed. Electromagnetic suspension is one system used in magnetic levitation trains (maglev) such as the one at Birmingham airport, England. 3.4.3 Rotation: Surprisingly, it is possible to levitate a rotating object with fixed magnets. The

Magnetic levitation (7)

levitron is a commercial toy that exploits the effect, invented by Roy Harrison in 1983. The spinning top can levitate delicately above a base with a careful arrangement of magnets so long as its rotation speed and height remains within certain limits. Ceramic materials are used to prevent induced currents which would dissipate the rotational energy.

fig 3.5 Using an IR emitter and detector set in straight manner

fig3.6 Using an IR and detector set in angled manner

3.5 Using an IR emitter and detector set in straight manner


We can use an infrared light emitter and detector set up so that the ball will block only a certain portion of the light. If the infrared is totally blocked, the ball is too close. If the infrared isnt blocked at all, the ball is too far away. If just half of the infrared is blocked, the position of the ball is just right.

3.6 Using an IR emitter and detector set in angled manner


We can use an infrared light emitter and detector, but aimed to reflect off of the surface of the ball. Again, if no infrared bounces back, the ball is too far away. If too much infrared bounces back, it is too close. If there is just the right amount of infrared, the position of the ball is just right.

Magnetic levitation (8)

fig 3.7 Using an ultrasonic emitter and detector set 3.7 Using an ultrasonic emitter and detector set We can use an ultrasonic emitter and detector, used in some cameras to do the automatic focusing. If this were placed under the ball, the strength of the signal would tell us how far away the ball is located. The circuit would be set to command a specific distance. When ultrasonic emitter sends the signal it will be received by the receiver after striking the object. We can make a watch by calculating the average time for the whole distance covered. If after a certain time limit is fixed then if the object is going far from the magnet then average time will increase and will decrease if the object is getting closer to the magnet. By monitoring average time we will be able to detect the position of the object and hence we can maintain it in optimum.
Magnetic levitation (9)

fig 3.8.1 Using one Hall effect sensor and two magnets

fig 3.8.2 Using two Hall effect sensors and one magnet

Magnetic levitation (10)

3.8 Using a Hall effect sensor :


3.8.1 Using one Hall effect sensor and two magnets: If the object could contain two magnets, one could be used with the electromagnet for the suspension, and the other could be placed at the bottom of the object, close to where we would place a hall effect device. This device could be used to indicate how close the bottom magnet is, so we would know how far away the object is from the electromagnet. The object would have to be a stiff item, not spongy. 3.8.2 Using two Hall effect sensors and one magnet We can use two Hall effect devices, one mounted onto each end of the electromagnet. When no permanent magnet is near, no matter how much current is in the electromagnet, the two Hall effect devices' signals would cancel each other out. When a magnet gets closer to one, then the difference between the two signals starts to increase. So, it is this difference in signals that we could monitor and control.

CHAPTER 4

MAGNETIC PROPULSION

Magnetic propulsion (11)

fig 4.1 Basic propulsion technique

Magnetic propulsion (12)

CHAPTER 4 MAGNETIC PROPULSION


4.1 Basic propulsion technique:
In maglev trains there is no need of using conventional fuel like we are using in vehicles of todays world. Instead of this we will us attraction and repulsion property of magnets in horizontal manner. When vehicle will be in straight parallel combination of magnet then the pole at the front will always be attracted by opposite polarized magnets on the guideway. Similarly the magnet at the back of the vehicle will always be repelled by the same polarized magnet on the guideway (fig 4.1). In the figure this technique is clearly reflected. In the figure vehicle have two sets of magnet in it in parallel opposite combination. When vehicle launched in the guideway its left hand set of magnet which is shown as the upper part in the vehicle gets attracted be the oppositely polarized pole similarly its second half get repelled by the similarly polarized magnet. Similarly the magnet set on the right half which is shown as bottom ones will be attracted and repelled by the opposite and similarly polarized magnets respectively. Hence by this method of repulsion and attraction vehicle start moving in the forward direction. This operation can be repeated in opposite direction by applying the same technique in reverse procedure. As automobiles use conventional fuel, they produce pollution but as there is no such type of consumption of fuel then there will be no pollution.

Magnetic propulsion

(13)

(fig 4.2.1)

(fig 4.2.1a)

(Phase A)

(Phase B)

(Phase C)

(Phase D)

(fig 4.2.1 b)

(fig 4.2.1 c)

(fig 4.2.1 d) fig 4.2.1 Horizontal flux canceling

Magnetic propulsion (14)

4.2 Magnetic propulsion


For magnetic propulsion we need a huge structure of coils layered on top of each other built into the track. These coils are shaped similar to a figure 8. The reasons they are shaped like a figure 8 is to give them a Null Flux design. Null flux means that the flux in the direction of travel produces a net force of zero on the train. In order to explain the electrodynamic suspension completely; we must break the system down and look at in a different way. The flux through the levitation and guidance coils due to the trains B-field must be categorized into two different parts. The first part of the flux we will analyze is called horizontal flux canceling. The second part of flux is called vertical flux restoration. 4.2.1 Horizontal flux canceling: The trains equilibrium position is at the vertical midpoint of the levitation and guidance coil. The flux in the top and bottom half of the coil is the same (fig4.2.1). However, the train will not run at equilibrium instantaneously. The trains electromagnetic coils will be offset toward the bottom half of the guidance and levitation coils. In this case, the flux through the levitation and guidance coils must be analyzed separately. The horizontal flux (fig 4.2.2) is the larger in the bottom coil. As the train moves, the horizontal flux changes. The changing flux induces a current in the bottom coil. As the coil is subjected to different B-fields, we must analyze the current using Lenzs law (fig 4.2.2 a.). Given the changing flux situation we can analyze the direction of the induced current (fig 4.2.2 b).From the directions of the induced currents, we can determine the direction of the B-fields (fig 4.2.2 c).Since the B-fields from the induced currents changing at every half-way point of the trains electromagnets, the horizontal forces will cancel each other out (fig 4.2.2 d).
Magnetic propulsion (15)

(PHASE A)

(PHASE B)

(fig 4.2.2 a)

(fig 4.2.2 b)

(fig 4.2.2 c)

(fig 4.2.2 d)

(fig 4.2.2 e) fig 4.2.2 Vertical flux restoration 4.2.2 Vertical flux restoration: The vertical force need to levitate the train is due to the vertical flux component.

Magnetic propulsion (16)

The trains optimum equilibrium position is at the vertical midpoint of the levitation and

guidance coil. At that point, the flux in the top and bottom half of the coil is the same (phase A). The trains significant mass and gravity however, create a downward force, driving the train closer to the guide way (phase B).If the B-field produced by the trains magnet is into the page the induced current will be clockwise (fig 4.2.2 a).If the B-field produced by the train is into the page, the induced current will be counterclockwise (fig 4.2.2 b).Two components of the vertical flux are changing. By analyzing each half of the levitation and guidance coil, we can more effectively understand what happens. The bottom half of the coils in both phases are shown below (fig 4.2.2 c).In phase B, the flux of the bottom coil increases in area by a factor of (s w * dy) where sw is the width of the coil. Therefore an opposing induced current is generated. The top half of the coils in both phases are shown below (fig 4.2.2 d).In phase B, the flux of the bottom coil decreases in area by a factor of (sw * dy) where sw is the width of the coil Therefore an opposing induced current is generated. When you analyze the entire guidance and levitation coil, the induced current in the top half is traveling in the same direction as the bottom half (fig 4.2.2 e).This induced current will set up a B-field in the bottom half of the coil that is opposite in direction of the superconducting magnets B-field. In turn, those same current sets up a B-field that is in the same direction as in the top half of the coil. The Bfield on the bottom will cause the train to be pushed upward, and the B-field in the top will cause the train to be pulled upward. These forces allow the train to stay levitated at about the same height for entire time except for its initial acceleration period. During the trains initial acceleration period, the train is not moving fast enough to levitate it. The train has wheels, which it runs on until it reaches approximately 65mph. This secondary suspension system is very important because without it the train would not be able to start levitating. The wheels hold the train about four to six inches off of the track placing the magnets on the train just below the center of the guidance-levitation coils.

CHAPTER 5

ABOUT MAGLEV TRAIN SYSTEM

About Maglev train system (17)

fig 5.1 About maglev train

About Maglev train system (18)

CHAPTER 5: ABOUT MAGLEV TRAIN SYSTEM

5.1 Introduction:
Magnetic levitation (Maglev) is an advanced technology in which magnetic forces lift, propel, and guide a vehicle over a guideway (usually elevated). Utilizing state-ofthe-art electric power and control systems, this configuration eliminates physical contact between vehicle and guideway and permits cruising speeds of up to 300 mph, somewhat higher than the speed of conventional high-speed rail service. Because of its higher speed, Maglev may be able to offer competitive trip-time savings to auto and aviation modes in the 40- to 600-mile travel marketsa needed travel option for the 21st century.

5.2 History of maglev system:


5.2.1 Original patent: The first patent for a magnetic levitation train propelled by linear motors was German Patent 707032, issued in June 1941. A U.S. patent, dated 1 October 1907, is for a linear motor propelled train in which the motor, below the steel track, carried some but not all of the weight of the train 5.2.2 Birmingham maglev: The worlds first commercial automated system was a low-speed maglev shuttle that ran from the airport terminal of Birmingham International Airport (UK) to the nearby Birmingham International railway station from 1984 to 1995. Based on
About Maglev train system (19)

experimental work, length of the track was 600 m, and trains flew at an altitude of 15 mm.

5.2.3 Berlin maglev: In West Berlin, the M-Bahn was built in the late 1980s. It was a driverless maglev system with a 1.6 km track connecting three stations. Testing in passenger traffic started in August 1989, and regular operation started in July 1991. Although the line largely followed a new elevated alignment, it terminated at the U-Bahn station Gleisdreieck, where it took over a platform that was then no longer in use; it was from a line that formerly ran to East Berlin in 1992.

About Maglev train system (20)

fig 5.3.1 Japanese maglev train

About maglev train system (21)

5.3 Existing maglev system :


5.3.1 Japanese high speed maglev (bullet train):

The Central Japan Railway Company plans to begin building a high-speed line from Tokyo to Osaka on a new route (including the Yamanashi test section) starting in 1997. This will provide relief for the highly profitable Tokaido Shinkansen, which is nearing saturation and needs rehabilitation. To provide ever improving service, as well as to forestall encroachment by the airlines on its present 85 percent market share, higher speeds than the present 171 mph (76 m/s) are regarded as necessary. Although the design speed of the first generation maglev system is 311 mph (139 m/s), speeds up to 500 mph (223 m/s) are projected for future systems. Repulsion maglev has been chosen over attraction maglev because of its reputed higher speed potential and because the larger air gap accommodates the ground motion experienced in Japan's earthquakeprone territory. The design of Japan's repulsion system is not firm. A 1991 cost estimate by Japan's Central Railway Company, which would own the line, indicates that the new high-speed line through the mountainous terrain north of Mt. Fuji would be very expensive, about $100 million per mile (8 million yen per meter) for a conventional railway. A maglev system would cost 25 percent more. A significant part of the expense is the cost of acquiring surface and subsurface ROW. Knowledge of the technical details of Japan's high-speed Maglev is sparse. It will have superconducting magnets in bogies with sidewall levitation, linear synchronous propulsion using guideway coils, and a cruise speed of 311 mph (139 m/s).

About Maglev train system (22)

fig 5.3.2 French train a grand vitesse

About maglev train system (23)

5.3.2 French Train a Grande Vitesse (TGV) : The French National Railways TGV is representative of the current generation of high-speed, steel-wheel-on-rail trains. The TGV has been in service for 12 years on the Paris-Lyon (PSE) route and for 3 years on an initial portion of the Paris-Bordeaux (Atlantique) route. The Atlantique train consists of ten passenger cars with a power car at each end. The power cars use synchronous rotary traction motors for propulsion. Roof mounted pantographs collect electric power from an overhead catenary. Cruise speed is 186 mph (83 m/s). The train is nontilting and, thus, requires a reasonably straight route alignment to sustain high speed. Although the operator controls the train speed, interlocks exist including automatic over speed protection and enforced braking. Braking is by a combination of rheostat brakes and axle-mounted disc brakes. All axles possess antilock braking. Power axles have anti-slip control. The TGV track structure is that of a conventional standard-gauge railroad with a well-engineered base (compacted granular materials). The track consists of continuous-welded rail on concrete/steel ties with elastic fasteners. Its high-speed switch is a conventional swing-nose turnout. The TGV operates on pre-existing tracks, but at a substantially reduced speed. Because of its high speed, high power, and antiwheel slip control, the TGV can climb grades that are about twice as great as normal in U.S. railroad practice and, thus, can follow the gently rolling terrain of France without extensive and expensive viaducts and tunnels.

About Maglev train system (24)

fig 5.3.3 German transrapid

About maglev train system (25)

5.3.3 German transrapid (TR-07) :

The German TR07 is the high-speed Maglev system nearest to commercial readiness. If financing can be obtained, ground breaking will take place in Florida in 1993 for a 14-mile (23 km) shuttle between Orlando International Airport and the amusement zone at International Drive. The TR07 system is also under consideration for a high-speed link between Hamburg and Berlin and between downtown Pittsburgh and the airport. As the designation suggests, TR07 was preceded by at least six earlier models. In the early seventies, German firms, including Krauss-Maffei, MBB and Siemens, tested full-scale versions of an air cushion vehicle (TR03) and a repulsion maglev vehicle using superconducting magnets. After a decision was made to concentrate on attraction maglev in 1977, advancement proceeded in significant increments, with the system evolving from linear induction motor (LIM) propulsion with wayside power collection to the linear synchronous motor (LSM), which employs variable frequency, electrically powered coils on the guide way. TR05 functioned as a people mover at the International Traffic Fair Hamburg in 1979, carrying 50,000 passengers and providing valuable operating experience. The TR07, which operates on 19.6 miles (31.5 km) of guideway at the Emsland test track in northwest Germany, is the culmination of nearly 25 years of German Maglev development, costing over $1 billion. It is a sophisticated EMS system, using separate conventional iron-core attracting electromagnets to generate vehicle lift and guidance. The vehicle wraps around a T-shaped guideway. The TR07 guideway uses steel or concrete beams constructed and erected to very tight tolerances. Control systems regulate levitation and guidance forces to maintain an inch gap (8 to 10 mm) between the magnets and the iron tracks on the guideway. Attraction between vehicle magnets and edge-mounted guideway rails provide guidance. Attraction between a second set of vehicle magnets

About Maglev train system (26)

and the propulsion stator packs underneath the guideway generate lift. The lift magnets also serve as the secondary or rotor of a LSM, whose primary or stator is an electrical

winding running the length of the guideway. TR07 uses two or more nontilting vehicles in a consist. TR07 propulsion is by a long-stator LSM. Guideway stator windings generate a traveling wave that interacts with the vehicle levitation magnets for synchronous propulsion. Centrally controlled wayside stations provide the requisite variable-frequency, variable-voltage power to the LSM. Primary braking is regenerative through the LSM, with eddy-current braking and high-friction skids for emergencies. TR07 has demonstrated safe operation at 270 mph (121 m/s) on the Emsland track. It is designed for cruise speeds of 311 mph (139 m/s).

fig 5.3.4 Spain (AVE trains)

About maglev train system (27)

5.3.4 Spain (AVE trains):

The section of high speed line runs from Seville to Madrid where AVE trains run (which are TGVs exported to Spain) and Talgo trains run. The advantage of Talgo trains is that they can run on Spanish Broad gauge railway and high speed line (standard guage) as the wheels are designed to change. Therefore Talgo services can use the high speed line for a fast run and then go on for connections on conventional line. The Talgo has a top speed of 220km/h or 138mph. The AVE TGV has a top speed of 300km/h or 138mph.

fig 5.4.3 (a) Guideway ( a structural model)

About Maglev train system (28)

fig 5.4.3 (b) A Japanese test track

5.4 Type of technology used :


In maglev basically two type of technology are in use:

Electromagnetic suspension (EMS) Electrodynamic suspension (EDS).

5.4.1 Electromagnetic suspension (EMS): In current EMS system, the train levitates above a steeel rail while electromagnets attach to the train are oriented toward the rail from below. The electromagnets use feedback control to maintain a train at a constant distance from the track.EMS uses the attractive magnetic force of magnet beneath a rail to life the train up. 5.4.2 Electrodynamic suspension (EDS): In EDS, both the rail and the train exert a magnetic field, and the train is levitated by the repulsive force between these magnetic fields. The magnetic field in
About Maglev train system (29)

the train is produced by either electromagnets as in JR-Maglev or by an array of permanent magnets. The repulsive force in the track is created by an Electromagnetic induced magnetic field in wires or other conducting strips in the track. At slow speeds, the current induced in these coils and the resultant magnetic flux is not large enough to support the weight of the train. For this reason the train must have wheels or some other form of landing gear to support the train until it reaches a speed that can sustain levitation. Propulsion coils on the guideway are used to exert a force on the magnets in the train and make the train move forwards. The propulsion coils that exert a force on the train are effectively a linear motor. An alternating current flowing through the coils generates a continuously varying magnetic field that moves forward along the track. The frequency of the alternating current is synchronized to match the speed of the train. The offset between the field exerted by magnets on the train and the applied field create a force moving the train forward. 5.4.3 Guideway: Like the conventional trains, maglev trains must also follow a track, called a guide-way. In this system, the only forces experienced by the train are air resistance and momentum. Therefore, there needs to be a system that keeps the train from running into the sides of the guide-way or leaving the track all together. This system is called the guidance system. The way it works is if the train shifts off center, it is closer to one set of guidance-levitation coils. The difference in the B-fields creates a restoring force that pushes the train back toward the center of the track.

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5.5 Pros and cons of different technologies:


TECH PROS CONS

Magnetic fields in and outside The

separation

between

the

the vehicle are insignificant; vehicle and the guideway must proven, commercially available be constantly monitored and

E MS

technology that can attain very corrected by computer systems to high speeds (500 km/h); no avoid wheels or propulsion system needed. Onboard magnets and large margin between rail and train Strong magnetic fields onboard enable highest recorded train the train would make the train speeds (581 km/h) and heavy inaccessible to passengers with load capacity; has recently pacemakers or magnetic data demonstrated successful high magnets, (Dec 2005) storage media such as hard drives using and credit cards, necessitating the of magnetic shielding; operations collision due to the of secondary unstable nature

electromagnetic attraction

EDS

temperature use cooled

superconductor in its onboard vehicle must be wheeled for with travel at low speeds; system per mile coststill considered prohibitive; the system is not yet out of prototype phase.
About Maglev train system (31)

inexpensive liquid nitrogen.

5.6 Maglev Vs. conventional train;

Due to the lack of physical contact between the track and the vehicle, there is

no rolling friction, leaving only air resistance (although maglev trains also experience electromagnetic drag, this is relatively small at high speeds). Maglevs can handle high volumes of passengers per hour (comparable to

airports or eight-lane highways) and do it without introducing air pollution along the right of way. Of course, the electricity has to be generated somewhere, so the overall environmental impact of a maglev system is dependent on the nature of the grid power source. The weight of the large electromagnets in EMS and EDS designs are a major

design issue. A very strong magnetic field is required to levitate a massive train. For this reason one research path is using superconductors to improve the efficiency of the electromagnets. Due to its high speed and shape, the noise generated by a maglev train is similar

to a jet aircraft, and is considerably more disturbing than standard steel on steel intercity train noise. A study found the difference between disturbance levels of maglev and traditional trains to be 5dB (about 78% noisier).

5.7 Advantages of maglev:

The ultimate implementation of maglev technology in regional and national networks would reduce air and highway congestion, air pollution, and petroleum use. The
About Maglev train system (32)

advantages of a magnetically levitated (maglev) train over existing conventional high speed ground transport systems and air travel: High speed: -

Since lift, guidance, and propulsion occur without physical contact, speeds in excess of 220 meters per second (800 kmph.) are well within the technological limits. Furthermore, because magnetic drag is small at high speeds, only aerodynamic drag consumes appreciable energy. Limiting the top speed of maglev is a cost trade-off decision, not a physical or engineering limit. lighter weight. Reduction in transit time: Maglev offers the advantage of railways by getting rid of waiting times in airports for check-in, boarding etc., while offering high speed transit; thereby reducing the total time for point to point transit. Save oil: Electrically powered, maglev will be independent of petroleum-based fuels. Low energy consumption: Maglevs energy intensity (energy/seat-meter) ranges from one-seventh to onequarter of the efficient Boeing 737-300 for a 200 to 1,000 kilometre trip. Applying electrical conversion efficiencies of modern power plants, maglev still consumes only Maglev is also capable of rapid acceleration/ deceleration and can climb hills with gradients of up to 10%, due to its

About Maglev train system (33)

one-quarter to one-half the total energy of a 737-300. The high energy efficiency also stems from the fact that only selective portions of the tracks need be 43nergized for propulsion.

High Capacity: Maglev guideways achieve very high capacity of 12,000 passengers per hour in each direction. An equivalent air capacity would be 60 Boeing 767s per hour departing in each direction at 1-minute intervals. Comparable highway traffic would require about 10 full lanes (5 lanes per direction). Low Wear and Maintenance: By nature, maglev requires no physical contact between vehicle and guideway. Lift and guidance forces are distributed over large areas, resulting in low contact stresses. In contrast, high-speed rail experiences high stresses from wheel-rail contact (up to 70,000 psi) advantages of a magnetically levitated (maglev) train over existing conventional high speed ground transport systems and air travel) and power transfer resulting in frequent maintenance operations. Also, maglev allows significant reduction in vehicle weight, because propulsion does not require physical contact. This in turn reduces maintenance costs by up to 70%. Modest Land Requirements: Land requirements for maglev stations will be very modest because the vehicles are narrow. Furthermore, maglevs elevated dual guideways have small footprints and can be located along existing rail and highways. Maglev guideways can be elevated or

About Maglev train system (34)

constructed at-grade. Elevated tracks have the advantage of being immune to collisions with animals/ humans straying on the track. Land required for maglev will be lesser than that for expressways or normal rail.

GUIDEWAY ROAD 4 LANE FREEWAY

WIDTH ft(m) 98(30)

AREA ft2 (m2 1070(100) 430(40) 246(23)

NORMAL RAIL(2-GUIDEWAY) 46(14) TRANSRAPID(2-GUIDE WAY) 40(12)

Minimum turning radius :Maglev trains have an added advantage that the turning radius may be minimized The stable turning radius varies as the square of the velocity, and is proportional to the weight. A maglev train runs at a specific velocity with minimum contact, allowing tracks to be banked at very tight radii. Safety: Maglev vehicles operate safely under more extreme weather conditions and with less maintenance. Maglev concepts offer exceptional derailment protection when compared with high-speed rail systems. Large-gap maglev systems, in particular, will be much more tolerant of guideway displacements than high-speed rail. The Transrapid is designed with a "safe hovering" concept to ensure that the vehicle will come to a stop only at a location where auxiliary power and means of evacuation are provided. The vehicle will not proceed unless it is able to reach the next safe location independently of guideway power. For this purpose, the vehicle has the minimum of 7.5 minutes reserve
About Maglev train system (35)

electricity stored in the on board batteries. In the case of emergency, it has primary and secondary braking systems. The brakes are magnets, which create a disruptive magnetic field by interacting with the guideway, there by reducing speed. The vehicle then slides

along on its skids (friction coefficient 0.1) until it comes to a halt. The vehicles are constructed from non-combustible materials. Environmental issues: Maglev systems will complement existing transportation systems--and with significantly less environmental impact than other modes.The Transrapid produces no site-specific gas or liquid pollution. However, electrical generation creates large amounts of pollution at electrical generation plants. The amount of pollution is a function of the generation process and the amount of energy needed. Comparison of emissions in milligram/seat km for various transportation systems is shown in the following table. IN Kms
Transrapid 200km CO

NO2 SO2 3.5 7.1

CH 0.2 0

CO2 11,000

2.0

300km

2.8 7 3.9 4

11. 16.

3.7 7 13. 5 44 7

0.2 0.3

15,000 21,000

400km

Airbus A 320 <600km

22 5

449

17

139,000

Automobile with catalytic converter

51 0

132

12

42

71,000

The result shows that the Transrapid has fewer emissions than Airbus or automobile.
About Maglev train system (36)

Low magnetic fields: Maglev designs achieve static magnetic fields of less than 1 gauss (about twice the earth's field) in passenger seating areas, with little cost or weight penalty.

Low noise levels: At low speeds: Maglev avoids the major noise sources of high-speed rail namely wheel-rail contact and pantograph-catenary contact, and can be operated in urban areas. For example, TR07 can travel about 25 percent faster than existing high-speed rail trains before reaching the peak noise restrictions of 80 to 90 dBa. At high speeds: Noise due to aerodynamic drag predominates over wheel-rail contact at high speeds. Data indicate that even at high speeds maglev is 5 to 7 dBa quieter than high-speed rail. Compatible: Maglev networks can interconnect with existing air and highway networks, reducing air and highway congestion and extending the life of highways and air facilities.

5.8 Economics :The Shanghai maglev cost 9.93 billion Yuan (US$1.2 billion) to build. This total includes infrastructure capital costs such as manufacturing and construction facilities, and

About Maglev train system (37)

operational training. At 50 Yuan per passenger and the current 7,000 passengers per day, income from the system is incapable of recouping the capital costs (including interest on financing) over the expected lifetime of the system, even ignoring operating costs.

China aims to limit the cost of future construction extending the maglev line to approximately 200 million Yuan (US$24.6 million) per kilometer. These costs compare competitively with airport construction (e.g., Hong Kong Airport cost US$20 billion to build in 1998) and eight-lane Interstate highway systems that cost around US$50 million per mile in the US. While high-speed maglevs are expensive to build, they are less expensive to operate and maintain than traditional high-speed trains, planes or intercity buses. Data from the Shanghai maglev project indicates that operation and maintenance costs are covered by the current relatively low volume of 7,000 passengers per day. Passenger volumes on the Pudong International Airport line are expected to rise dramatically once the line is extended from Longyang Road metro station all the way to Shanghai's downtown train depot. The proposed Ch Shinkansen line is estimated to cost approximately US$82 billion to build. The only low-speed maglev (100 km/h) currently operational, the Japanese Linimo HSST, cost approximately US$100 million/km to build. Besides offering improved O&M costs over other transit systems, these low-speed maglevs provide ultra-high levels of operational reliability and introduce little noise and zero air pollution into dense urban settings. As maglev systems are deployed around the world, experts expect construction costs to drop as new construction methods are perfected and councils were supportive. Some Government finance was provided and because of sharing work, the cost per organization was not high.

5.9 Importance of maglevs:


Importance of maglev can be easily understood by the following points discussed below.

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5.9.1 Cost: The total lifecycle cost analysis is the sum of four major categories:

Research and Development Cost The following aspects must be looked into: Conceptual research Prototype and test guideway construction Control systems research Safety features

A proposal for a maglev project in Virginia puts this as $3.5 billion. The recently constructed Shanghai test track cost a total of $1.2 billion (Rs. 6000 crores) for a track 30 km. long. This would be a minimum figure, considering that most of the technology was supplied at highly subsidised rates by the German Transrapid Inc. the research will costs around Rs. 6,000 crores. Production and Construction Cost These costs would include, Industrial engineering, which includes production and manufacturing engineering Guideway construction Maintenance and control centre facilities Guideway costs are highly dependent on the location of the particular project, the nature of the terrain and the degree of urbanisation, and are very difficult to estimate

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offhand.The estimated cost, according to the Transrapid system (Germany), is $6.25 million (Rs. 32 crores) per km for a single-track guideway. The Shanghai Hangzhou line

in China is estimated to cost $20 million per km. Guideway costs are about 65% of the total, i.e. $13 million per km. This is about the same as the German estimate of $12.5 million per km. for a double track line. At this cost, a Chennai-Bangalore line (360 km. + 40 km for double track) would cost around Rs. 12,800 crores. Indian Railways estimates the total cost of a proposed high-speed track between Ahmedabad and Mumbai (approx. 550 km) as Rs. 20,000 to 30,000 crores . This would amount to Rs. 45 50 crores per km. Delhi Metro, Phase I and II are expected to cost around Rs. 170 200 crores per km. This is extremely high as compared to other projects, probably because it is an underground system in an urban area. The Konkan Railway when completed in 1996 had cost around Rs. 4,000 crores at around Rs. 5.3 crores per km. The Mumbai Pune Expressway (total length of 95 km.) has been completed at a cost of Rs. 1630 crores (around 16 crores per km.) Vehicle cost The following costs would be taken into consideration:

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Engineering costs

Material a fire resistant, non-magnetic and lightweight material

that can withstand high speeds. Cost of superconducting magnets and refrigeration facilities Construction costs The AP Metro project will import coaches at Rs. 5.25 crores per coach.The Virginia project estimate is $ 50,000 (Rs. 25 lakh). per seat. A coach of 100 passengers each would cost Rs. 25 crores. If 5 trips are to be run, we would need only two trains of, say, 10 coaches each running back and forth. This would cost Rs. 500 crores. Land cost: Land costs are dependent on the particular routing and topography. Existing expressway lands may be used since the maglev does not require much ground area if it is elevated, however there may be serious speed penalties because of the presence of curves. In any case, the land costs represent only a small fraction of the overall construction costs. (The Delhi Metro land acquisition costs were 8% of the total project cost. This works out to Rs. 13 crores per km. So the Bangalore Chennai line would cost Rs. 4700 crores. However costs along the Bangalore-Chennai route would be far lower than this. So we shall neglect this for the time being). The total capital costs: Rs. 18,300 crores. (Transrapid + Virginia estimate). It may be noted here that there is a proposal to extend the Shanghai maglev track by a length of 300 km. at a cost of $5 billion. (Rs. 25,000 crores).

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Operation and Maintenance Costs:

Power supply / fuel Training of personnel for operation and maintenance Staff costs Spares and repairs Diagnostic equipment Customer facilities like ticketing, parking, etc. South Central Railway spends Rs. 2250 crores a year on operational costs. The

total track length is 7102 km. Therefore the operation and maintenance cost is around 0.32 crores/year/km. Around 30% of this spent on staff costs. Fuel costs total 15%. The maglev efficiency should reduce fuel costs by as much as 50%.Operation Cost: Rs. 120 crores per year (without considering superior maglev efficiency).However, the maglev is about 30% more efficient on fuel consumption (conservative), and the maintenance costs are also reduced by about 50%.Therefore, operating costs would be about Rs. 84 crores/year. Retirement and disposal cost: Recycling of material Transportation and disposal of unusable materials.

Revenues: Ticketing: Pricing would be competitive when compared to automobile or air travel, while being slightly higher than conventional rail travel.
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Parking fees at rail stations Freight transport

Scrap disposal

Timeline:-

Stage Research and development Prototype construction and experimentation Construction (in stages) Open to public Break even point:

Years 1 to 5 4 to 8 6 to 14 8 to 10

At the present cost and ridership estimates, the maglev track should make an annual profit of Rs.29.7 crores. At this rate, it would take an impossible 600 years to recover the initial capital. However, things to be considered are the escalation in costs due to inflation and the increase in ridership due to an increase in population and further development. The rate of inflation in India based on the wholesale price index has been about 5.3% (on an average) for the past five years. Assuming the same rate, cost prices would increase by 67% by the end of the next ten years. But, the revenue generated will also go up by the same amount due to higher pricing, which means that the annual profit would be Rs. 49.7 crores. The population growths in Bangalore for the periods 1981-91 and 1991-01 have been 38.44% and 34.80% respectively. The corresponding numbers in Chennai have been 17.24% and 9.26%. With the population growing at such a rapid rate in Bangalore, and considering rapid development, we can expect an increase of about 35% in the maglev ridership. After these considerations, the annual profits would
About Maglev train system (43)

increase to about Rs. 49.7 cr. X 1.35 = Rs. 67.1 crores per year. The time required to recover fixed facility costs still works out to 273 years. There is another viewpoint, which holds that there will be an induced demand for maglev trains due to developments in computer technology and communication systems. Induced demand will bring in new

ridership of 200 to 400% of the predicted levels by 2020, while diversion from other modes to maglev will be limited. In this case the project could recover its costs within 30 years. There is also a case for going ahead with maglev research even if it appears to be uneconomical at the present juncture. Better materials and technology will greatly reduce the prohibitive initial costs in the near future. The spin-offs from maglev research into the fields of medicine, linear drives, automobile industry etc. cannot be enumerated. Also, maglev has a certain romantic appeal and showcasing maglev technology will be an issue of national pride.

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5.10 If maglev between Chennai and Bangalore: -

A maglev train running between Chennai and Bangalore would complete the journey in not more than 90 minutes. The following are to be considered for pricing. At

present, passenger rail travel is highly subsidized due to cross-subsidization from freight rates. Therefore it would be extremely difficult to compete with the Railways in passenger transport. An indicator of this is the ratio of (net earning per passenger km) to (net earning per freight tonne km). This ratio, (ideally unity) is about 1.15 in China, but a miserable 0.3 in India. (Source: World Bank). However there are indications that this policy is on the way out. This may see a hike in passenger fare of more than 200% over the next five years. At present, passenger fares are: Mode of transport Express train Sleeper train Bus (Ordinary) Bus (Luxury) Shatabdi express Fare Rs. 110/Rs. 175/Rs. 150/Rs. 220/Rs. 560/-

Transit time by train/bus is around six hours at an average speed of 60 kmph. (120 kmph. on the Shatabdi). Maglev would offer a very fast and smooth ride when compared to these, also saving 4 hours of time. When the Golden Quadrilateral project is complete, road travel will be an option competing with railways for both passenger and freight movement. A trip by automobile would cost 360km. / 15kmpl.

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* Rs.35/ltr = Rs. 840. In the future of satellite towns, daily commuting between cities may be a necessity. Maglev would greatly reduce transit times. With further development, air traffic is bound to increase, leading to increased pressure on airports. Current air price is Rs. 2000/-. There are 3 express trains and 2 sleeper trains, and around 20 buses each way daily.There are 8 daily flights, each way, of capacity 150

passengers, flying, say, 60% full then, on the basis of these data we can easily calculate that how maglev will help us as:

No. of travellers Means Capacity (assuming trains, buses running 80% Express train Sleeper train Bus Air Total 13 x 108 = 1404 13 x 72 = 936 40 150 full) 24,59,808 10,93,248 4,67,200 5,25,600 45,45,856

Clearly, about 78% of the total commuters travel by express/ sleeper rail. Hence the maglev alternative would have to compete with rail fares. Assuming an increase of 150% in rail fares (very optimistic), the fare would rise to about Rs. 440/- in the next 10 years (project timeframe). The maglev trip could be priced at Rs. 500/-. Assuming that only half these travelers opt for the maglev, the revenue generated would be Rs. 500 x 22,72,928 = Rs. 113.7 crores.

CHAPTER 6

PROJECT MODEL

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CHAPTER 6: OUR PROJECT


6.1 Block diagrams:
6.1.1 Block diagram for propulsion :-

Propulsion can be easily understood by the block diagram. Stepper motor logic is the heart of the system for propulsion system.

fig 6.1.1 Block diagram of propulsion We are using half step logic for our project purpose. This logic can be explained as. For the logic given below: H = HIGH = +1V L = LOW = 0V Half stepping:Half step logic is a combination of two logics i.e. wave and full step logic. this logic can be understood simply as:

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STEP L1 1 2 3 4 5 6 H H L L L L

L2 L H H H L L

L3 L L L H H H

L4 L L L L L H

7 8

L H

L L

L L

H H

The reason for using this logic is very simple because the half-step sequence has the most torque and is the most stable at higher speeds. It also has the highest resolution of the main stepping methods.

fig 6.1.2 Block diagram of levitation

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6.1.2 Block diagram for levitation:Levitation can be understood easily understood with the help of block diagram. The goal of this system is to make the process output equal to the reference input at all times, even if the process is perturbed by outside forces. We will describe each of the components of this system and relate them to a familiar control system: the speed control operation of a car by a driver.

The input signal is called a Reference Input or command. In our example, this would be the speed limit sign stating that the limit is 55MPH. The Feedback signal is a representation of the process output of the system, and is used for comparison to the reference. Most often the feedback signal goes through a converter or amplifier so its signal can be directly compared to the reference input signal. The Comparator simply subtracts the feedback signal from the input signal in

order to create an Error or difference signal. A positive error signal will cause the process output to increase. Similarly, a negative error signal will cause the process output to decrease. The Error Amplifier converts the error signal to something the process can use. The type and gain of this amplifier directly affects how quickly and how well the output of the process will follow the reference input. The Process or load takes the output from the amplifier and converts it to the

Process Output which is the parameter being monitored and controlled. Even if the output from the error amplifier does not change, the process can vary over time which will affect the output of the system. This is where the beauty of a feedback control system shines.
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Since the feedback signal continually monitors the process output, and is continually being compared to the reference input, the system can continually adjust for variations in the process.

fig 6.2.1 Basic circuit diagram for levitation


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6.2 Circuit diagrams :6.2.1 Basic circuit diagram for levitation. The linear Hall Effect device, HE3503, is fed from a +5V source. Now, when there is no magnetic field near the Hall Effect device, its output voltage is about 2.5V. When a North

Pole approaches the marked surface of the device, the voltage drops to about 1V at 1000 Gauss. When a South pole approaches it, the voltage rises to about 4V at 1000 Gauss. What we want to do is make the output at V1 equal to zero when there is no magnetic field, +9V at maximum Gauss North pole, and -9V at maximum Gauss South pole. To do this, we will use LM324 op-amp ICs that contain four op-amps. First, we take the output of the hall effect device directly into an op-amp, OA1, that acts like a follower (its output is the same as the input, but with lower impedance). It then feeds a 1k resistor into another op-amp, OA3 that acts like an amplifier with an adjustable gain between 0 and 10 times. In order to get rid of the 2.5V offset when no magnetic field is present, we have the ZERO_1 pot that feeds from the same +5V supply, and it is inverted by OA2. to set this up, we start with no magnetic field near the hall effect device. Set the GAIN_1 fully clockwise for maximum gain, and look at the voltage test point V1. Adjust ZERO_1 until the voltage at V1 is zero. Now, place the Hall Effect device onto the electromagnet. When full power is applied to the electromagnet, adjust GAIN_1 to +9V out at V1. Next, we build another circuit identical to this one, and label the pots ZERO_2 and GAIN_2. Set them up the same way. Its output is at test point V2. The way we attach these Hall Effect devices to the steel core of the electromagnet will have an affect on how the feedback will work. We want the top surfaces of the Hall Effect devices on the face of the steel core, for both the one on the top and the one on the bottom of the electromagnet core. This is diagrammed below when we talk about construction. The reason for this is to obtain two opposite polarity signals. The gain adjustment pots will be tweaked to make sure they cancel each other out when no magnet is near either one of them. This way, V1 will be the negative of V2, and their sum, V3, will be zero volts. When a magnet
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approaches one of the ends of the electromagnet, causing an imbalance in their output signals, the sum of V1 and V2 will no longer cancel and V3 will no longer be zero but could be positive or negative, depending on the polarity of the magnet. The output V3 is the position feedback signal. We now need a position reference signal. This comes from the pot labelled POSITION. The next op-amp compares V3 to the POSITION pot voltage

level, and creates an error signal at test point V4. If V3 is closer to zero than the POSITION voltage level (please note that the POSITION voltage level is a negative voltage) the output V4 will integrate to about +10V. If the absolute value of V3 is greater than the POSITION voltage level, then the output V4 will integrate to 0V and stay there. The diodes around that op amp prevent V4 from going negative.

fig 6.2.2 Power circuit for levitation

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6.2.2 Power circuit for levitation :Now on to the error amplifier, process and the process output sections of the control. This circuitry takes the error signal, V4 (from the op-amp in the previous circuit above), and uses it to control the current in the electromagnet, directly controlling the strength of the

electromagnet's magnetic field. The 555 timer on the left is a free-running oscillator that operates around 1 kHz at V6. Its duty cycle is about 1%. The 555 timer on the right takes that signal and creates a pulse-width-modulated signal, using the oscillator as the carrier frequency, and with a duty cycle proportional to the voltage seen at V5. Please note that the DUTY-CYCLE LIMIT pot sets the maximum duty cycle allowed out at V7. When V5 gets close to the +V of 12 volts, the PWM becomes erratic, so this pot prevents this from happening. This also limits the maximum current that the electromagnet will be allowed to carry by limiting the voltage to the electromagnet. V7 feeds the gate to an IGBT (insulated gate bipolar transistor) causing it to turn on when V7 is high, and turn off when V7 is zero. The pulse-width-modulation simply allows the IGBT to be on for a certain portion of its 1 kHz cycle, and off for the rest. The average of its on time to its cycle time will be proportional to the average current in the electromagnet. This allows for quick response. The only thing the IGBT can do is turn on or off, it can not reverse the current through the electromagnet if the permanent magnet gets too close and needs to be pushed away. We are counting on gravity to pull the permanent away from electromagnet when the IGBT is off. The electromagnet is powered by its own 24V source. It will be handling a fair amount of current. There is a fast recovery diode around the electromagnet to allow the current that was flowing through it to "freewheel" around. If it weren't there, the electromagnet would create a very high voltage whenever the IGBT switched off, damaging the IGBT. The diode around the IGBT isn't needed for this circuit, but is part of IGBT package.

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fig 6.2.3 Circuit diagram for propulsion

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6.2.3 Circuit diagram for propulsion:-

Stepper motor drive circuit generates the required logic to run the stepper motor. The above circuit generates full step logic with the help of three T flip-flops. T flip flop output status changes with the rising edge of clock pulse. Q and Q of T1 flip-flop is connected to clock terminal of T2 and T3. Let the output of T2 and T3 be A, C and B, D respectively. When T1 receives first clock pulse from the controller, Q gets high and Q gets low. Q terminal of T1 is connected to clock of T2, as a result T2 clock terminal receives clock pulse when Q gets high and the output of T2, A gets high, C gets low, at T3 output terminal B is low And D is high. For the second clock pulse output of T1 Q gets low and Q gets high. Q of T1 is connected to clock of T3 , output status of T3 changes from B (low) to B (high) and D (high) to D (low). This sequence of changing the output status of T2 and T3 continues. T2 changes its output status in every odd clock pulse and T3 changes its output status in every even clock pulse. In this way the required logic is generated until T1 receives clock pulses. To rotate the stepper motor in reverse direction, reverse logic should be implemented. To implement reverse logic, 1. Coil A of stepper motor is connected to the logic of D. 2. Coil B of stepper motor is connected to the logic of C. 3. Coil C of stepper motor is connected to the logic of B. 4. Coil D of stepper motor is connected to the logic of A. To reverse the logic 2 sets of AND gate is used. Input A of first set of 4 AND gates are connected to one common terminal named clockwise, Rest 4 input terminals B1, B2, B3, B4, are connected to terminals (A, B, C, D) respectively, coming out from T flip-flop logic circuit. When the terminal clockwise is low, the output status of all 4 AND gate is low irrespective of input status of A, B, C, D. When clockwise terminal is high the

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logic is allowed to go to motor. Same control applies for counter clockwise terminal. The 2 sets of 4 AND gates used to guide the motion of motor has ability to deliver maximum 20 miliampare, but motor require 180 miliampares at full load. To supply the

required current to motor, array of Darlington transistor is used. Clockwise and Counter clockwise logic are connected together with the help of OR gate. To have a visual indication of the status of stepper motor logic group of 4 LEDs are implemented and one LED for clock. These LEDs help at the time of debugging the circuit.

fig 6.3 (a) Regulated power supply

fig 6.3 (b) Block diagram of regulated power supply system

6.3 Power supply:There are many types of power supply. Most are designed to convert high voltage AC mains electricity to a suitable low voltage supply for electronics circuits and other

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devices. A power supply can by broken down into a series of blocks, each of which performs a particular function.

Transformer - steps down high voltage AC mains to low voltage AC. Rectifier - converts AC to DC, but the DC output is varying. Smoothing - smoothes the DC from varying greatly to a small ripple. Regulator - eliminates ripple by setting DC output to a fixed voltage.

The regulated DC output is very smooth with no ripple. It is suitable for all electronic circuits. Transformers convert AC electricity from one voltage to another with little loss of power. Transformers work only with AC and this is one of the reasons why mains electricity is AC. Step-up transformers increase voltage, step-down transformers reduce voltage. Most power supplies use a step-down transformer to reduce the dangerously high mains voltage (230V in UK) to a safer low voltage. The input coil is called the primary and the output coil is called the secondary. There is no electrical connection between the two coils, instead they are linked by an alternating magnetic field created in the soft-iron core of the transformer. The two lines in the middle of the circuit symbol represent the core. Transformers waste very little power so the power out is (almost) equal to the power in. Note that as voltage is stepped down current is stepped up.

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The ratio of the number of turns on each coil, called the turns ratio, determines the ratio

of the voltages. A step-down transformer has a large number of turns on its primary (input) coil which is connected to the high voltage mains supply, and a small number of turns on its secondary (output) coil to give a low output voltage. A bridge rectifier can be made using four individual diodes, but it is also available in special packages containing the four diodes required. It is called a full-wave rectifier because it uses the entire AC wave (both positive and negative sections). 1.4V is used up in the bridge rectifier because each diode uses 0.7V when conducting and there are always two diodes conducting, as shown in the diagram below. Bridge rectifiers are rated by the maximum current they can pass and the maximum reverse voltage they can withstand (this must be at least three times the supply RMS voltage so the rectifier can withstand the peak voltages). Please see the Diodes page for more details, including pictures of bridge rectifiers. Smoothing is performed by a large value electrolytic capacitor connected across the DC supply to act as a reservoir, supplying current to the output when the varying DC voltage from the rectifier is falling. The diagram shows the unsmoothed varying DC (dotted line) and the smoothed DC (solid line). The capacitor charges quickly near the peak of the varying DC, and then discharges as it supplies current to the output. Smoothing is not perfect due to the capacitor voltage falling a little as it discharges, giving a small ripple voltage. For many circuits a ripple which is 10% of the supply voltage is satisfactory and the equation below gives the required value for the smoothing capacitor. A larger capacitor will give fewer ripples. The capacitor value must be doubled when smoothing half-wave DC. C =smoothing capacitance in farads(F) Io = output current from the supply in amps (A) Vs = supply voltage in volts (V), this is the peak value of the unsmoothed DC f = frequency of the AC supply in hertz (Hz), 50Hz

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Voltage regulator ICs are available with fixed (typically 5, 12 and 15V) or variable output voltages. They are also rated by the maximum current they can pass. Negative

voltage regulators are available, mainly for use in dual supplies. Most regulators include some automatic protection from excessive current ('overload protection') and overheating ('thermal protection').

fig 6.4.1 PCB for levitation

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fig 6.4.2 PCB for propulsion

6.4 PCB design:6.4.1 PCB for levitation 6.4.2 PCB for propulsion Printed circuit boards (PCB's) are laminates. This means that they are made from two or more sheets of material stuck together; often copper and fibreglass. Unwanted areas of the copper are etched away to form conductive lands or tracks which replace the wires carrying the electric currents in other forms of construction. Tracks on one side can be joined to tracks on the other by means of wire links. Plated through holes are available which do the same thing but these make the PCB more expensive. Components are stuffed into the board by hand or by pick and place machines. Exposure:-

The design layout of the PCB is done on the computer using CAD; the program is EXPRESS PCB. The layout is printed out on a transparent A4 size sheet called acetate,

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which is especially used for the purpose. This is done in the same way as printing out a word document. Care must be taken to ensure the circuit layout will be to scale and won't be too big to fit on the sheet. The layer to be printed out must be defined and pad holes must be set to 'Avoid' so as black dots and not rings are printed to indicate holes to be drilled. The base material is FR4 epoxy all woven glass laminate, thickness 1.6mm with copper foil cladding 1 oz per sq. ft. The surface resistance is 100,000 Mega ohms. Photoresist is positive working sensitive to ultra violet light with a developed image of blue/green tint. The copper-clad laminate board consists of a layer of copper, covered over by a layer of green resin called photo-resist. The protective black plastic tape, that protects the copper laminate from scratches, is removed to reveal green positive photoresist covering the copper. The printout mask of the image (on acetate) is put over the photo-resist face down, so a mirror image of the circuit layout can be seen over the photo-resist side of the laminated board. On single sided boards this is important because the PCB is designed from looking down from the component side, but the tracks are on the opposite side of the laminated board on the copper side, therefore a mirror image of the PCB layout must be seen. With single a sided board, the acetate is placed over the photo-resist side. In each case the laminate and acetate are enclosed under ultraviolet light and agitated for 2 to 8 minutes. Developing:-

A solution of Liquid photo-resist Developer concentrate is mixed in a beaker with 1 part developer to 9 parts water, total 500mls and poured into a basin. A beeper will sound when the 2 minutes are up, the board is taken out of the UV enclosure, and (the acetate is not required any more). The green photo-resist that was exposed will appear a lighter colour and the darker imprint of the PCB can be seen when examined closely. The board is put into the solution and the liquid is flowed over and back on the board. The lighter photo-resist will flow away showing copper and the PCB layout will be revealed. It will be necessary to wash the board under tap water and clean with tissue paper to ensure no
project model (61)

traces of photo-resist remain on the copper, otherwise etching would be difficult. A PCB marker pen can be used to correct any errors such as breaks in the track at this stage. Etching:-

The etching tank is about half the size of the household water tank in the attic. The tank consists of two compartments. One compartment is 2/3 the size of the other compartment. The larger compartment consisted of a thermostatically controlled heater element. Covering the heater is a protective grill mesh. This grill mesh filters the waste copper away from the heater element .The tank would be filled to the level of the filter with Ferric Chloride Hexahydrate solution, about 5 litres. The solution is made up of etchent granules dissolved in water. An electric motor spins a shaft enclosed in a tubular barrel 18 inches long containing holes perforated on the circumference from top to bottom. The motor and tube are vertical from the top of the tank so as when switched on, the motor spins the tube and stirs the solution. The effect is to suction of the solution into the barrel and to spray the board being etched. The solution is heated to 50 degree Celsius before use; a light on the control panel will extinguish when the temperature is reached. The board held in a clamp the copper side facing the centre of the tank so as to gets the full force of the spray. On the control panel the timer is set to between 3 to 10 minutes, depending on the quality of solution and size of the board. A 'start etch button' is depressed and the display will count down, a beeper will sound when the timer has reached zero, all exposed copper should be disolved away from the board. The smaller compartment is plumbed into the water main and is continually flushed, and is used for washing the board after etching is complete. For double-sided boards, the process is repeated on the opposite side of the board. Stripping (optional) :-

After etching the positive resist 9 (photo-resist) maybe left on the copper to act as

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protection. Solder is readily achieved through the resist. This green photo-resist can be removed using a tube of photo resist stripper, (like shoe polish) and the PCB washed clean under tap water and dried using tissue paper. Drilling:-

After cutting the PCB to size around the perimeter using the guillotine, drilling using a 0.9-mm drill can now be performed in the workshop. The board is now ready to stuff with components.

6.5 Component list : SNO


1. 2. 3. 4. 5. 6. 7.

PART NO.
CD4081 CD4027 ULN2803 LM 7909 LM 7805 NE 555 1000uf/25v 10k 1k 4.7 820R 270R

PART DESCRIPTION
Quad 2 input AND gate Dual JK flip flop Octal Darlington transistor array 5V fixed voltage regulator 5V fixed voltage regulator Timer IC Electrolytic capacitor watt resistance watt resistance watt resistance watt resistance watt resistance LED 2V Transformer 0-12V /1A Electromagnet Rare earth metal magnets

QTY.
5 4 2 1 1 1 1 10 4 4 8 18 13 1 1 1

PRICE
20.00 36.00 80.00 15.00 15.00 8.00 10.0 2.5 1.0 1.0 3.0 2.5 13.0 50.0 350.0 100.0

8. 9. 10 11

1N514 T1 SOLINOID COIL MAGNET

12 13 14 15 16 27

LM 324 HE 3503 LM 7809

OP AMP Hall effect sensor Power I for propulsion Power circuit for Electro Magnet Aluminum frame in physical mode Hardware

3 2 1 1 1

30.0 1280.0 15 250 300 5000

6.6 Problem arrived in project with solutios:


In between centre of coil solid iron rod is placed to attract object. Due to

oscillating voltage to the coil, coil will generate magnetic field which is going continuously ON and OFF. The iron rod which is placed is solid so due to varying magnetic field eddy current generated in the solid iron core. Due to eddy current enormous amount of heat is generated and due to which hall effect sensor, placed at the bottom of rod get defected. The problem is removed by placing the heat insulators between hall effect

sensors and the iron core.

By using full stepper logic and wave step logic we were not able to

propel the vehicle on the track. The reason was that this logics were not able to generate that much amount of torque which will be sufficient to move the vehicle.

project model (64)

The solution of this problem is in the combination of these both logic. We

then use the half step logic which is the combination of both the logics. Thus due to this much, almost double torque get generated and vehicle moves.

When both the model gets operated together simultaneously then the

magnetic fields for the levitation always disturb the magnetic field of propulsion or vice-versa. This problem can only be solved by selecting the right material for which retentivity is so low so that when we OFF the current in the track it immediately changes its polarity generated by the current previously flown in the track. Another solution of this problem is to increase the distance between track so that the magnetic lines of forces of both the magnets or magnetic fields do not get disturbed by each other.

CHAPTER 7

APPLICATION

Application (65)

CHAPTER 7: APPLICATION

fig 7.1 (a) Overview

7.1 Overview :This chapter summarizes the key features of the M3 design. M3 was designed with the following objectives . Decrease travel time by at least a factor of 2: Allow speeds up to 45 m/s (101 mph), acceleration and braking up to 2 m/s2, short average waiting time and reduced dwell time.
Application (66)

Decrease operating cost by at least a factor of 2: Use less energy and reduce labor and life cycle costs.

Reduce guideway cost by at least a factor of 2: Reduce guideway weight by reducing vehicle weight and matching the guideway to the vehicle.

Reduce environmental impact: Reduce noise, guideway size and energy consumption.

Create an improved ElectroMagnetic Suspension (EMS): Use permanent magnets with a 20 mm magnetic gap (15 mm physical gap) and make each magnet contribute to lift, guidance and Linear Synchronous Motor (LSM) propulsion.

Provide excellent ride quality: Pay careful attention to guideway design and take advantage of the distributed and non-contacting nature of maglev forces.

Create a very safe transportation system: Use a dedicated guideway, vehicles that cannot derail, linear motor propulsion that does not depend on friction and totally automated operation.

Application (67)

fig 7.1 (b) Cross section of the guideway beam and vehicle

Application (68)

Following are the key performance specifications that were the basis of the design: Speeds up to 45 m/s (162 km/h, 101 mph)

Acceleration and braking up to 2 m/s2 (4.4 mph/s) Headways as short as 4 seconds when operated in platoons Capacity up to 12,000 passengers per hour per direction (pphpd) Horizontal turn radii of 18.3 m (60) and vertical radius of 300 m (984) Target cost of $20 million per mile including vehicles Minimum environmental impact with reduced noise and energy consumption Figure 7.1 (b) shows a cross-section of the guideway beam and the vehicle. The permanent magnets on the vehicle provide lift, guidance and act as the field for Linear Synchronous Motor (LSM) propulsion. Control coils wound around the magnets stabilize the suspension and adjust the nominal magnetic gap to the value that minimizes power requirements for the control. Windings in the guideway are excited by inverters located along the guideway and provide controllable thrust for acceleration, cruise and braking. The secondary suspension on the vehicle provides improved ride quality but can be omitted for lower speed operation. This is only a preliminary design and will be refined in the next phase of development. The design of

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the M3 system has focused on the components that contribute most to performance and cost with a particular focus on subsystems that have unique features: Permanent magnet EMS suspension, LSM design and manufacture, guideway beams, vehicle suspension and control systems. In order to create confidence in the basic design a demonstration prototype has been constructed and tests to date are very

encouraging. Future plans call for extending the test track and ultimately building a high-speed test loop as a prelude to installing a commercial system.

7.2 Electromagnetic suspension and guidance :A key design objective was to create a suspension that: is suitable for low to moderate speeds with frequent station stops, allows vehicles to make small radius turns in both the horizontal and vertical directions, and is suitable for use with small vehicles. Members of the MagneMotion maglev team have had considerable experience with both Electromagnetic Suspension (EMS) and Electrodynamic Suspension (EDS). A careful review of the merits of each led us to pick the EMS design for the following reasons: No need for an auxiliary suspension at low speeds No need to provide high propulsive force at low speeds to overcome magnetic drag No need to shield the passengers from unacceptably high magnetic fields Reduced cost for a complete system. Following is a discussion of the M3 features that contribute to decreasing cost and increasing performance.

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7.2.1 Permanent magnet EMS:

A key feature of the M3 suspension is that every permanent magnet on the vehicle contributes to suspension, guidance and propulsion. This is analogous to the way every railroad wheel provides suspension and guidance and can play a key role in propulsion and braking. Without this 3-way combination there is added cost and complexity. For

example, Transrapid uses one set of electromagnets to provide both lift and a field for an LSM but requires separate steel rails on the guideway and a separate set of feedback controlled electromagnets on the vehicle to provide guidance. The Japanese low speed HSST and Korean Maglev designs provide lift and guidance with a single electromagnetic structure but require a separate aluminum reaction rail on the guideway and Linear Induction Motor (LIM) primary on the vehicle to provide propulsion. For M3 the integration of these three functions allows the vehicle magnet arrays to be mounted on pods that can rotate like wheel bogeys to allow sharp turns in both the horizontal and vertical directions. Figure 7.1(b) shows a pod with permanent magnets attracted upward to a laminated steel suspension rail. Control coils around the magnets are used for stabilization and windings integrated into the suspension rails provide propulsion. Half-length magnets at the ends of the pod equalize magnetic flux and mitigate cogging. This drawing shows propulsion windings wound on teeth on a guideway rail and suspension control coils wound around permanent magnets on a vehicle pod. Coils wound around the magnets are excited from a controller that uses gap and acceleration sensors to control current in these coils to stabilize the magnetic gap at that value which provides a match between vehicle weight and permanent magnet force. Ideally it would take negligible power to stabilize the suspension and in practice the power requirement is dramatically less than it would be if the entire suspension force were provided by electromagnets alone. When the vehicle is stationary the required control power will be only a few watts and at operational speeds it is expected to be on

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the order of 100 W per tonne of vehicle mass. For comparison, Transrapid uses electromagnets for suspension and they require 1,000 W per tonne of vehicle mass for a suspension with a magnetic gap of only 10 mm, and require additional power for guidance. The use of permanent magnets allows the use of a magnetic gap of 20 mm with a corresponding reduction in guideway tolerance requirements. The vehicle mass is estimated to be 71.5 tonnes according to the number of passengers onboard. The

suspension controller will adjust the magnetic gap to minimize control power and thus the gap will vary 3 mm; a higher load will lead to a smaller gap and vice versa. 7.2.2 Horizontal and vertical turns:Creating a maglev system that can negotiate tight turns has been a challenge to all maglev designers. In a cost-effective design the magnetic force must be distributed over a large area but for making tight turns the suspension magnets must be articulated so that they follow the turn. The M3 mechanism for doing this is shown in Fig 2.3-5. This preliminary design is for a 24-passenger vehicle that can negotiate horizontal turn radii of 18.3 m (60) and vertical turn radii of 300 m (984). Improved designs are being studied.

7.3 Linear Motor Propulsion :Maglev developers have universally adopted the linear electric motor as the propulsion system of choice for maglev. There are two types of linear motor that are currently being used for commercial designs: Linear Induction Motor (LIM) Linear Synchronous Motor (LSM).

Application (72)

The only practical version of the LIM is one that has an onboard motor primary. This design has some advantages. A power inverter is required for each vehicle motor, but the total cost of inverters for a complete system is reduced

The guideway portion of the LIM consists of an aluminum sheet, sometimes on steel backing, and this is less expensive than an LSM stator.

But the LIM has major disadvantages.. The vehicle weight is increased by at least 20% because of the onboard propulsion equipment. It is very costly in weight and efficiency to operate with a magnetic gap more than about 10 mm and thus guideway tolerances are more critical. It is necessary to use sliding contacts to transfer all of the propulsion power to the vehicle or, at much greater cost, to use inductive power transfer. The motor efficiency is reduced, both because the motor is less efficient and because the vehicle is heavier and requires more propulsive thrust. The only practical version of an LSM is one that has the propulsion winding on the guideway, the so called long stator design. This has a number of important advantages. The motor can use the same magnets as the suspension and thereby reduce vehicle cost and weight and increase efficiency. The magnetic gap can be larger.
Application (73)

The vehicles are lighter so less propulsive power is required. No need to transmit propulsive power to vehicle. The propulsion and control equipment is all on the guideway so communication is more robust, control is simplified and regenerative braking is easier to achieve. The disadvantages of an LSM include:

Higher cost for guideway-mounted LSM motor windings and wayside power inverters. Precise position sensing is required.

Virtually all high-speed maglev designs use an LSM for propulsion. Early versions of transrapid used the LIM but starting with TR05 in 1975 they switched to the LSM. The Japanese high-speed maglev developers have always used an LSM. The Japanese HSST and Korean designs use a LIM but they have limited speed capability. A superficial analysis of cost might suggest that LIM propulsion is less expensive but when all of the costs associated with the negative aspects are considered it is likely to be more expensive for a complete system. The dramatic reduction in the onboard power requirements is also a strong incentive for using an LSM. For M3 with a need for light vehicles and a 20 mm gap the LIM is not a viable alternative. Details of the M3 LSM design are discussed in this section.

7.4 Guideway:The focus of the M3 design effort was to keep the guideway beams as small and light as possible without jeopardizing ride quality. The resulting design is based on deflection considerations, and the strength of the structures is far greater than is

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necessary so there is no compromise with safety. The relatively small size of the guideway is evident in the artists rendition on the cover of this report. Note that the peer spacing is relatively large and the beam cross-section relatively small when compared with virtually all other elevated transit systems. For new installation it is believed that most urban maglev systems will use elevated guideways to avoid the right-of-way access and safety problems of at-grade guideways or the cost of tunnels. Maglev vehicles make no wheel or engine noise and very little wind noise at speeds suitable for urban transportation. Many of the objections to elevated guideways are

ameliorated by the M3 design. In some cases Urban Maglev will operate at-grade or in tunnels and in these cases the eams can have a smaller height with more frequent supports, but the design principles are the same. For example, a reduced height beam could be mounted directly on concrete ties to replace rails in a rapid transit retrofit. Guideway cost is a dominant item so considerable effort has been made to reduce cost by reducing size and weight.

fig 7.5 vehicles

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7.5 Vehicles:
Magnemotion is working with vehicle manufactures to estimate the cost and the weight of a vehicle. Fig 7.5 shows an intial vehicle design with articulated magnet pots for suspension on guideway with LSM propulsion . An improved design will be developed in future phase of this project. The lack of any onboard propulsion equipment simplifies the interior design and makes it possible to put HVAC and other equipment in

the nose and tails with streamlining prevents use for passenger. This reduce drags and lowers the centre of gravity, both important for this application. This primary suspension is provided by the magnets but there may be a secondary suspension that may have two components; the magnet pots have pivots with dampers so as to allow tight turning radii in both horizontal and vertical direction, and pneumatic springs allowed improved ride quality, including tilting. Ride quality is often measured by determining the frequency profile of the vertical acceleration and comparing this with desired limits based on subjective experiment with passengers. The preliminary estimates indicate that a 24passenger vehicle will weigh about 5.5 tonnes empty and cost about 330 k$. For comparison, a typical articulated light rail vehicle weights 40 tonnes empty and costs about 2,500 k$. The light rail vehicle has a crush load capacity of about 200 passengers, but in typical operation it only takes 3 24-passenger maglev vehicles to provide the same capacity as one light rail vehicle because of the higher average speed. Thus maglev vehicle cost less than half as much as for light rail and maintenance cost should also be much less. The improved comfort for passengers is a bonus. 7.5.1 Issues involved in choosing vehicle size:European and Japanese maglev developers have always viewed maglev as a
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modern form of train travel with the potential for higher speeds, lower maintenance cost, etc. The German Transrapid and the Japanese high-speed designs all use multicar trains with each train carrying several hundred passengers and train spacing of several minutes. In contrast, U.S. maglev developers have always thought of maglev as form of bus or airplane with a preference for smaller vehicles operating more frequently. All 4 designs that resulted from the U.S. 1992 National Maglev Initiative recommended the use of individual vehicles with capacities less than a 100 passengers. Advantages of using large vehicle are:

Lower labor cost when operated manually. Higher capacity is possible. Lower aerodynamic drag per passenger Vehicles are less expensive per passenger.

Advantages of using smaller vehicles: High vehicle frequency Reduced propulsion power per vehicle Platoons are move versatile than trains Easier to reuse regenerated energy.

For automated operation at speeds up to 45 m/s (101 mph) the advantages of using smaller vehicles are substantial. The use of a linear motor that does not depend on friction for braking makes it possible to operate with very short headway and hence the capacity advantage of a train is eliminated. At these speeds and for urban use the aerodynamic drag is not the major power consumer. The vehicle cost advantage disappears if the vehicles operate with higher top speeds so that fewer vehicles are

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required. If the operating speed were to increase by a factor of 2 to 3 there would be merit in some increase in size but there does not appear to be any operational advantage of using a long train for maglev. 7.5.2 Vehicle design for system:For urban use at speeds up to 45 m/s. the M3 design is based on vehicle that can carry 24 passengers seated and another 12 standing when operated with platoons and 4second headway within a platoon this size vehicle can transport up to 12,000. for lower

speeds and capacities a smaller vehicle can be used. Our baseline design for smaller vehicle is one that carries half as many people as the high speed version.

7.6 Cost estimate :The section itemizes system components and estimates the cost per mile for the M3 Urban system .costs are compiled from information supplied by component designers and manufacturers and have been confirmed by a second source where possible. In a few instances there is not enough information to make an accurate estimate, but all of the primary costs have been determined after consultation with appropriate manufacturers and vendors.Magnemotion will continue to refine the cost estimate as the design involves. the cost estimate for all guideway related items are computed on a per-unitbeam-length basis. The baseline design calls for double-span beams that are 72 meters long. Each 72-meter length of guideway contains the following: 2pipes 2.72-meter long beams
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8.36-meter long LSM stators 1 inverter station containing 8 inverters and associated controllers 1 hub controller and communication module 4 power cables for distributing DC power, 2 in each beam.

The DC powers is provided be a rectifier station located every 8kn(4.97miles) and each station contains a power transformer and rectifiers that provide separate +750 and -750V DC power with a total power rating of 1.5 MW.

The rectifier stations may include a source of emergency power but this cost has not been included a rough estimate is $ 50,000 added cost for every rectifier station for a 50 KW generator. Power station rating and spacing is consistent with operating 4 vehicles per mile of dual guide way ,soi this is user as the nominal vehicle required. For different application the number of vehicles per mile could vary substantially. If smaller and lower speed vehicles are use the cost of the vehicles and power system will be somewhat lower. The order of the costing section follows highest to lowest cost components. Power distributions and control Guideway LSM stator Vehicles.

In 2002 dollars, of each major component, it is assumed that the installation is atleast 10 miles, long with the expectations that costs will be somewhat higher for shorter installations. The extended price includes the contingency factors for component parts, but does not include civil works, shipping or land acquisition costs. Component

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contingencies account for uncertainties in our cost estimates and are based on discussion we have had with various vendors regarding the relative risk associated with the estimates. Even with the 25% to 50% contingencies added, M3costs are well below those of competing transit systems.

CONCRETE HYBRID

STEEL

POWER AND CONTROL

9.589

9.589

9.589

GUIDEWAY

6.376

8.625

12.691

LSM STATOR

4.054

4.054

4.054

TOTAL EXCLUDING VEHICLES

19.779

22.260

26.351

4 VEHICLES

1.322

1.322

1.322

TOTAL WITH 4-24 PASSENGER / MILE

21.101

23.582

27.673

TOTAL COST IN M$/mile FOR THREE GUIDEWAY ALTRENATES AND BASELINE VEHICLES Thus the cost objective of $20M per mile is clearly achievable if we can improve the design further and reduce the need for large contingencies.

CHAPTER 8 SUGGESTIONS FOR FURTHER ENHANCEMENT IN APPLICATION

Suggestions for further enhancement in application (80)

CHAPTER 8: SUGGESTIONS FOR FURTHER ENHANCEMENT IN APPLICATION


Guideway Structure : Fixed facilities account for about 90% of the total maglev capital costs (Transrapid). The guideway structure represents 70% of the fixed-facility costs. Any

technological improvements in this area will have a substantial impact on system economics. At present, there are two different technologies being tested the repulsive electrodynamic suspension (EDS) with linear induction motors (LIM) in Japan and the attractive electromagnetic suspension (EMS) with linear synchronous motors (LSM) in Germany and China. Propulsion System: The propulsion system integrated into the guideway is a major element of capital cost; breakthroughs in design of such systems could reduce the capital cost. The LIM requires stricter gap restrictions than the LSM, and is less cost intensive. pulsed linear motor developed by Sandia laboratories. Aerodynamic Drag losses: At high speeds, overcoming aerodynamic drag consumes most of the propulsion energy. It also tends to nullify some of the advantages of maglev, i.e. low noise and Many alternatives or improvements to the LIM and the LSM are being proposed notably the

Suggestions for further enhancement in application (81)

unlimited speed capability. Further improvements in materials would help in increasing speed. Also to be considered is the option of running maglev trains at low air pressures in evacuated chambers. Wheeled Alternatives: Some experts argue that non-contact propulsion with LSMs on conventional rails would reduce high guideway construction costs while retaining most of the advantages of the maglev.

Superconductors and refrigerating systems: A large part of the power consumption during operation is due to the refrigeration

system and ac losses in the superconducting material. Further improvements would reduce these costs. Operational Consideration : An important operating consideration is whether to use multi-car trains with limited number of intermediate stops, or frequent single-car trains with multiple intermediate stops, or single-car shuttle trains servicing individual pairs of stations, etc. These different operation scenarios will depend on the characteristics of the routes (length, stations, capacities, etc) Freight transport: Freight transport rates of the Indian Railways are extremely high. This may be a potential market for maglev operation.

CHAPTER 9 REFERENCES

References (82)

CHAPTER 9 REFERENCES
9.1 WEBSITES: 9th Five Year Plan (Vol-2)Project proposal for a maglev system in Virginia. (http://www.cs.virginia.edu) Delhi Metro Rail Corporation Ltd., Project Update. (http://www.delhimetrorail.com/home/projectUpdate.htm)

Finances of the South Central Railway. (http://www.scrailway.gov.in/fin_scr.htm).

Bonsor, Kevin. Howstuffworks How Maglev Trains Will Work. 22 Nov. 2001. http://www.howstuffworks.com/maglev-train.htm.

National Maglev Initiative. Final Report on the National Maglev Initiative. 22 Nov. 2001.http://inventors.about.com/library/inventors/blrailroad2.htm#TOP.

Railway Technical Research Institute. Overview of Maglev R&D. 9 Aug. 2000. 22 Nov. 2001. http://www.rtri.or.jp/rd/maglev/html/english/ maglev_introduction_E.html.

Richard J. Gran, "Magnetic levitation train," Discovery Channel School, original content provided by World Book Online. 22 Nov. 2001. http://www.discoveryschool.com/homeworkhelp/worldbook/atozscience/m/33835 2.html.

References (83)

Canceling Electrodynamic Maglev Suspension. 3 May 1999. 22 Nov. 2001. http://members.aol.com/marcttpapers/ieee_maglev_part1.pdf

en.wikipedia.org/wiki/Maglev_train

www.rtri.or.jp/rd/maglev/html/english/maglev_frame_E.html

www.magnemotion.com www.magnelift.com/corporate/press-releases/012405/printable.shtml

9.2 GLOSSARY:
AC current Alternating current. The AC current used in maglev trains is three phase AC current. Each phase is 120 degrees different than the next. B-field Magnetic field. Electrodynamic Suspension (EDS) Suspension system which uses null flux coils in the guide way. These coils cause the train to rise off the track when there is a strong enough induced E-field in them. Electromagnet A group of windings of wires that have a current flowing through them causing a B-field to be set up. Electromagnetic Suspension (EMS) Suspension system for a maglev train in which fixed magnets are used to levitate the train using the attractive force of two B-fields. Guide way Name given to the U shaped track system, which maglev trains run on. Guidance system that keeps the train in the guide way and from running into part of the guide way.

References (84)

Guidance coil See Null Flux Guidance-Levitation Coil. Induced current current caused by the changing flux of a B-field. Levitation To float above something. In this case it is the guide way. Levitation coil Null Flux Guidance-Levitation Coil. Maglev Magnetically levitated Null Flux Guidance-Levitation Coil This coil is a figure 8 coil used for

levitation and guidance of the train. The reason it is in the shape of a figure 8 is so the B-field produced on the bottom and the B-field produced on the top are in opposite directions. This causes the train to be repelled up by the bottom loop and attracted up by the top loop. Propulsion coil coil in the guide way that creates a magnetic field that pulls and pushes the train forward using the attraction and repulsion of magnets.

9.3 BOOKS : Integrated Electronics OP-Amps their design and applications OP-Amps and Linear Integrated circuit Automatic Control System Basic electronics Data Communication Multiman Halkias. Tobbey et all R.A. Gayakwad B.C. Kuo V. K. Mehta Behrouz A. Forouzan

CHAPTER 10

APPENDIX

Appendix (85)

CHAPTER 10 APPENDIX
APPENDIX 10.1
Appendix for chapter 4 (MAGNETIC PROPULSION)

Appendix (86)

APPENDIX 10.2 DATA SHEETS: Data sheet for ULN 2803.

Appendix (87)

Outline diemensions fo ULN 2803

Appendix (88)

APPENDIX 10.3 LM324:

Internal structure

Appendix (89)

APPENDIX 10.5 555 Timer :

Appendix (90)

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