Abstract

This paper reviews and summarizes Maglev train technologies from an

electrical engineering point of iction. This increase efficiency, reduce
view and explains Magnetic maintenance costs. The maganatic levitation
levitation power supply (MLPS), technology can be used as a highly advanced
onboard electrical installation and efficient technology in the various
for electromagnetic suspension industrial. There are already many countries
(EMS) type maglev train. Many that are attracted to maglev systems.
researches and developments Among above-mentioned useful usages, the
concerning the Maglev train most important usage of magnetic levitation is
have been accomplished; in operation of magnetically levitated trains.
however, they are not always Magnetically levitated trains are undoubtedly
easy to understand. The purpose the most advanced vehicles currently available
of this paper is to make the to railway industries. uses magnetic levitation
Maglev train technologies clear to propel vehicles with magnets rather than
at a glance. Included are general with wheels, axles and bearings. Conditions of
understandings, techn ologies, no mechanical contact and no friction provided
MLPS, worldwide projects and by such technology makes it feasible to reach
Future of Maglev Technology. higher speeds of travel attributed to such trains.
Manned maglev vehicles have recorded speed
of travel equal to 581km/hr .
Introduction
Maglev trains move more smoothly and
maglev (derived from magnetic levitation), It is
somewhat more quietly than wheeled mass
a highly advanced technology, it is used in the
transit systems. Their not depend on friction
various cases including clean energy ( turbine ),
means that acceleration and deceleration can
weapon, elevator, nuclear engineering,
surpass that of wheeled transports, In addition
transportation system and so on. The common
they are unaffected by weather. The power
point in all of these application is the lack of
needed for levitation is typically not a large
contact and thus no wear and fr
percentage of the overall energy consumption
most of the power is used to overcome air
resistance (drag), as with any other high-speed
form of transport. Although conventional
wheeled transportation can go very fast, maglev
allows routine use of higher top speeds than
conventional rail, and this type holds the speed
record for rail transportation. Vacuum tube
train systems might hypothetically allow maglev
trains to attain speeds in a different order of
magnitude, but no such tracks have ever been bui

istory of maglev speed records:

 1971 – West Germany – 164km/h (102mph)

 1972 – Japan – ML100 – 60km/h (37mph) – (manned)
 1971 – West Germany – Prinzipfahrzeug – 90km/h (56mph)
 1974 – West Germany – EET-01 – 230km/h (140mph) (unmanned)
 1975 – West Germany – Komet – 401km/h (249mph) (by steam rocket propulsion, unmanned)
 1978 – Japan – HSST-02 – 110km/h (68mph) (manned)
 1979-12-21 – Japan-ML-500R – 517km/h (321mph) (unmanned)
 1987 – Japan – MLU001 – 401km/h (249mph) (manned)
 1989 – West Germany – TR-07 – 436km/h (271mph) (manned)
 1993 – Germany – TR-07 – 450km/h (280mph) (manned)
 1999 – Japan – MLX01 – 548km/h (341mph) (unmanned)
 1999 – Japan – MLX01 – 552km/h (343mph) (manned/five formation). Guinness authorization .
 2003 – China – Transrapid SMT (built in Germany) – 501km/h (311mph) (manned/three formation)
 2003 – Japan – MLX01 – 581km/h (361mph) (manned/three formation). Guinness

C. Advantages

1) Despite the speeds up to 500 km/hour, passengers can move about freely in the vehicles at all times.
2) Maglev vehicle carries no fuel to increase fire hazard
3) The materials used to construct maglev vehicles are non-combustible, poor transmitters of heat, and
able to withstand fire penetration.
4) In the unlikely event that a fire and power loss occurred simultaneously, the vehicle is automatically
slowed down so that it stops at a predefined emergency power station.
5) A collision between two maglev trains is nearly impossible because the linear induction motors
prevent trains running in opposite directions or different speeds within the same power tectonically
reduce travel time.
6) Maglev uses 30% less energy than a high-speed train travelling at the same speed (1/3 more power
for the same amount of energy).

D. Disadvantages
1) There are several disadvantages with maglev trains . Maglev guide paths are bound to be more costly
than conventional steel railways.

2) The another disadvantage is that, it is lack with existing infrastructure.

https://prezi.com/aqyikc6dgoxv/maglev-trains-physics/ example and future

http://www.popularmechanics.com/technology/infrastructure/g89/8-ways-magnetic-levitation-could-
shape-the-future/?slide=3

https://www.pinterest.com/search/pins/?q=maglev%20train&rs=typed&term_meta[]=maglev%7Ctyped
&term_meta[]=train%7Ctyped ‫صور‬

https://prezi.com/fpi9jlc1lu2u/maglev-train-prezintation/

https://www.slideshare.net/santosh54560/maglev-train-26345579

https://www.slideshare.net/VASAVSHETHNA/basic-maglev-train-and-its-working

CONCLUSION

Now that we know how the technology work, we believe that maglev system can be research further to
be used in advanced application and maglev technologies are in demand due to it beings
environmentally friendly

Future of magnatic leviation technology

Magnetic levitation (maglev) can create frictionless, efficient, far-out-sounding

technologies. Here are some of the craziest uses that engineers and
designers have dreamed up.
2.1 Basic Principle Of Maglev Trains

The basic principles of Maglev trains are shown in Figure 1. Maglev trains have to perform the
following functions to operate in high speeds

1. Levitation 2. Propulsion 3. Lateral Guidanc

A. Levitation Typically, there are three types of levitation technologies:

1) electromagnetic suspension;

2) electrodynamic suspension; and

3) hybrid electromagnetic suspension.

1) Electromagnetic Suspension (EMS): The levitation is accomplished based on the magnetic attraction
force between a guideway and electromagnets as shown in Fig. 2. This methodology is inherently
unstable due to the characteristic of the magnetic circuit [28]. Therefore, precise air-gap control is
indispensable in order to maintain the uniform air gap. Because EMS is usually used in small air gaps like
10 mm, as the speed becomes higher, maintaining control becomes difficult. However, EMS is easier
than EDS technically (which will be mentioned in Section II) and it is able to levitate by itself in zero or
low speeds (it is impossible with EDS type).

guidance simultaneously in the integrated type [29]. In general, EMS technology employs the use of
electromagnets but nowadays, there are several reports concerning EMS technology using
superconductivity, which is usually used for EDS technology [30]–[33]. Development of the high-
temperature superconductor creates an economical and strong magnetic field as compared with the
conventional electromagnets even though it has some problems such as with the cooling system

2) Electrodynamic Suspension (EDS): While EMS uses attraction force, EDS uses repulsive force for the
levitation [34]–[46]. When the magnets attached on board move forward on the inducing coils or
conducting sheets located on the guideway, the induced currents flow through the coils or sheets and
generate the magnetic field as shown in Fig. 3. The repulsive force between this magnetic field and the
magnets levitates the vehicle. EDS is so stable magnetically that it is unnecessary to control the air gap,
which is around 100 mm, and so is very reliable for the variation of the load. Therefore, EDS is highly
suitable for high-speed operation and freight. However, this system needs sufficient speed to acquire
enough induced currents for levitation and so, a wheel like a rubber tire is used below a certain speed
(around 100 km/h).

3) Hybrid Electromagnetic Suspension (HEMS): In order to reduce the electric power consumption in
EMS, permanent magnets are partly used with electromagnets as illustrated in Fig. 4 [61]–[67]. In a
certain steady-state air gap, the magnetic field from the PM is able to support the vehicle by itself and
the electric power for the electromagnets that control the air gap can be almost zero. However, HEMS
requires a much bigger variation of the current’s amplitude as compared with EMS from the
electromagnets’ point of view because the PM has the same permeability as the air [68]

B. Propulsion
 The Maglev train receives its propulsion force from a linear motor, which is different from a
conventional rotary motor; it does not use the mechanical coupling for the rectilinear movement.
Therefore, its structure is simple and robust as compared with the rotary motor [69]–[71]. Fig. 5 shows
the concept of the linear motor derived from the rotary motor. It is a conventional rotary motor whose
stator, rotor and windings have been cut open, flattened, and placed on the guideway. Even though the
operating principle is exactly the same as the rotary motor, the linear motor has a finite length of a
primary or secondary part and it causes “end effect.” Moreover, the large air gap lowers the efficiency

C. Guidance The Maglev train is a noncontact system that requires a guiding force for the prevention of
lateral displacement. As in the case of levitation, the guidance is accomplished electromechanically by
magnetic repulsive force or magnetic attraction force [72]–[75].

D. Transfer of Energy to Vehicle Even though all Maglev trains have batteries on their vehicles, electric
power supply from the ground side is necessary for levitation, propulsion, on-board electrical
equipment, battery recharging, etc. The transfer of energy all along the track involves the use of a linear
generator or a mechanical contact based on the operation speed.

I. INTRODUCTION ALONG

with the increase of population and expansion in living zones, automobiles and air services cannot
afford mass transit anymore. Accordingly, demands for innovative means of public transportation have
increased. In order to appropriately serve the public, such a new-generation transportation system must
meet certain requirements such as rapidity, reliability, and safety. In addition, it should be convenient,
environment-friendly, low maintenance, compact, light-weight, unattained, and suited to mass-
transportation. The magnetic levitation (Maglev) train is one of the best candidates to satisfy those
requirements. While a conventional train drives forward by using friction between wheels and rails, the
Maglev train replaces wheels by electromagnets and levitates on the guideway, producing propulsion
force electromechanically without any contact. The Maglev train can be reasonably dated from 1934
when Hermann Kemper of Germany patented it. Over the past few decades since then, development of
the Maglev train went through the quickening period of the 1960s, the maturity of the 1970s–1980s,
and the test period of the 1990s, finally accomplishing practical public service in 2003 in Shanghai, China
[1]–[4]. Since the Maglev train looks to be a very promising solution for the near future, many
researchers have developed technologies such as the modeling and analysis of linear electric machinery,
superconductivity, permanent magnets, and so on [5]–[25].

Table I shows the comparison of Maglev and wheel-on-rail systems. In all aspects, Maglev is superior to
a conventional train. Table II represents the comparison of characteristics of the mass transportation
systems provided by the Ministry of Transportation in Japan
 Since the Maglev train has
been studied and developed from the 1960s, both German and Japanese Maglev trains have reached
industrial levels and test tracks are experienced