a seminar on maglev

7/28/2019 A Seminar on Maglev

1/27

BY MANJUNATH G.N

1DA07ME047


2/27

CONTENT

INTRODUCTION

PRINCIPLE OF MAGLEV

MAGLEV FUNCTIONS

GUIDE WAYS

SYSTEM PARAMETERS & PERFORMANCE

CIVIL ENGINEERING ASPECTS

OTHER ASPECTS

ADVANTAGES & DISADVANTAGES

CONCLUSION


3/27

INTRODUCTION

Maglev allows vehicles to levitate above a guide way and be

propelled and braked by magnetic forces, allowing greater rates of

acceleration and braking.

The term "maglev" refers not only to the vehicles, but to the

railway system as well, specifically designed for magnetic

levitation and propulsion.


4/27

PRINCIPLE

Magnetic levitation is the phenomenon in which two magnetic

objects are repelled from each other in a vertical direction. The

phenomenon, also known as MAGLEV The principle of a Maglev train is that it floats on a magnetic

field which is created either by flow of electric current through

a coil or due to the effect of superconducting materials.


5/27

MAGLEV FUNCTIONS

Levitation or suspension

Propulsion

Guidance

In most current designs, magnetic forces are used to

perform all three functions, although a nonmagnetic source of

propulsion could be used.


6/27

SUSPENSION SYSTEM

Electromagnetic suspensionEMS is an attractive force levitation system

whereby electromagnets on the vehicle interact

with and are attracted to ferromagnetic rails onthe guide way.

There are mainly two types of magnets used in

this case.

1. Support magnet: Support magnets draw the vehicle

towards the guide way from below.

2. Guidance magnet: Guidance magnets hold the vehicle

laterally on track.


7/27

Electrodynamics suspension

EDS employs magnets on the moving vehicle

to induce currents in the guide way.

Resulting repulsive force produces inherently

stable vehicle support and guidance because the

magnetic repulsion increases as the vehicle/guideway gap decreases.

The vehicle must be equipped with wheels or

other forms of support for "takeoff" and "landing

The EDS will not levitate at speeds belowapproximately 25 mph.

EDS has progressed with advances in cryogenics

and superconducting magnet technology


8/27

PROPULSION SYSTEMS

The maglev train is propelled andbraked by a synchronous long statorlinear motor.

This stator is not located on the vehicle,

but rather in the guide way. It functions on the same principle of a

traditional electric motor whose statorhas been cut open, unrolled and placedalong both sides of guide way.

Rotating magnetic field is replaced by atravelling magnetic field.

This pulls the vehicle along the guideway without any contact


9/27

GUIDANCE SYSTEM

Guidance or steering refers tothe sideward forces that arerequired to make the vehiclefollow the guide way.

The necessary forces are

supplied in an exactlyanalogous fashion to thesuspension forces, eitherattractive or repulsive.

The same magnets on board

the vehicle, which supply lift,can be used concurrently forguidance or separateguidance magnets can beused.


10/27

GUIDE WAY The guide way is the physical

structure along which maglev

vehicles are levitated.

It can run at ground level or

elevated which allows it to be

allows it to be flexibly

adjustable to individual

operating conditions.

Various guide way

configurations

Beam Method

Panel Method

Direct-Attachment Method


11/27

1. Beam type

In the beam method, thesidewall portion will be made ofconcrete beams.

The entire process from beammanufacturing to installation ofthe ground coils take place at

the on-site factory. A finished beam is transported

to the work site within the guideway, to be placed on twoconcrete beds set up in advancethere.

1. T-shaped

2. U-shaped

3. Y-shaped

4. Box-beam


12/27


13/27

3. Direct-Attachment type

At the work site in the tunnels or on the bridges a concrete sidewallportion is produced.

At the same site the finished sidewall is directly fitted with theground coils.

With no need for the factory or transport vehicle, this method iseconomically superior to the other two.

Its drawback lies in that it allows only slight adjustments of

individual ground coils to correct the irregularities.


14/27

Levitation occurs at about 135 km/h and the train levitates by

100mm.

The vehicles are fitted with Retractable landing gear. Magnetic

shields are needed on the train to protect passengers from the

large magnetic fields produced by the superconducting magnets.

The train is also fitted with a gas turbine auxiliary power unit to

provide on train power.

Three different braking systems are used: an electric brake, an air

brake and a friction brake on the landing wheels.

SYSTEM PARAMETERS


15/27

PERFORMANCEThe performance of maglev is superior

to conventional rail because: It does not rely on friction between wheel

and rail

There are no limitations on installedpower; this is determined by tracksidepower systems

Maglev trains are lighter per seat thanconventional trains.

For these reasons maglev trains canaccelerate and brake at much higher rates.For example, the Transrapid train canreach 300km/h in 120s and 5km. Aconventional train would require about30km to reach the same speed. In terms ofbraking, a conventional train can brake ata rate of 10 per cent g from 300km/hwhereas the limit on braking for a maglevtrain is defined by the capacity of thelinear motor and passenger comfort.


16/27

CIVIL ENGINEERING

ASPECTS

GEOTECHNICAL STUDY

BASE MAPPING

UTILITIES

FOUNDATION DESIGN

STRUCTURE DESIGN ANALYSIS


17/27

GUIDEWAY BEAMS

The guide way beam serves three important system

functions:

1. Supports the weight of the vehicle and transfers the

corresponding loads to the ground.2. Guides the vehicle along its route

3. Provides the apparatus for the mounting of the functional

components, which are the guide way portion of the long-

stator linear motor and provides the reference for the

vehicle locations.


18/27

TYPES OF GUIDEWAY BEAMS

Type I Guide way Concrete Beam:This single-span beam is designed for a standard length ofup to 100 and a height of 6-6. Type 1 guide way beamsare used along aerial guide way segments with amaximum span length between support columns of 100.

Type II Concrete Guide way Beam:This beam is typically used in at-grade applications. Thissingle-span beam is design for a standard length of 20 and a

height of 1-4. The beam is mounted on a pedestal that isfixed to a continuous concrete slab foundation or bridge deck.The pedestal height can vary to allow for a minimum height of4-1 to a maximum of 11-6 from its base to the top of theguide way beam


19/27

GUIDE WAY STRUCTURE SUPPORT

TYPES

TYPE 1 TYPE 2


20/27


TYPES TYPE 3 TYPE 4


21/27


TYPES

TYPE 5

TYPE 7

TYPE 6


22/27

OTHER ASPECTS

SAFETY: Use of raised guide ways and vehicles captive to theguide way reduces the risk of events such as trespassing, suicide,

vandalism and derailments. Also, the systems are fully automatic in

their operation.

Raised guide ways, however, do increase the risk of road vehiclestrikes, which may damage the structure.

NOISE: Maglev systems are quieter than conventional rail at highspeeds. Indeed both the Japanese and German systems are quieter at

400km/h than conventional rail at 300km/h. This improved

performance is as a consequence of better aerodynamics and nowheel rail noise.

MAINTAINENCE: The guide ways will have reducedmaintenance costs compared with conventional permanent way.


23/27

ADVANTAGES

High Speed

Save oil

Low Energy Consumption

High Capacity Low Wear and Maintenance

Safety

Environmental issues Low Noise Levels


24/27

DISADVANTAGES

The Maglev's track is much moreexpensive than railroad tracks.

Whole new sets of tracks would have to

be built for the Maglev to run. Although Maglev are pretty quiet, noise

caused by air disturbance still occurs.

The Super Conducting Magnet creates astrong magnetic force that may cause

problem for some passengers.


25/27

CONCLUSION

Maglev trains use magnets to levitate and propel the trains forward.It is a clean and efficient technology.

Since there is no friction these trains can reach high speeds.

It is a safe and efficient way to travel.

Maintenance and operational costs should be considerably lower formaglev than high-speed rail owing to the non-contact nature of the

support and propulsion sub-systems, and fully automatic operation of

the system.

Any decision to build a maglev system will almost certainly be

political, underwritten by public money and taken in the nationalinterest.

The benefits of high-speed travel are skewed towards more affluent

members of society; it brings few benefits to poorer, less privileged

members of society.


26/27

REFERENCE

www.google.com

www.transrapid.com

www.maglev.comwww.wikipedia.com
http://www.google.com/http://www.transrapid.com/http://www.maglev.com/http://www.wikipedia.org/http://www.wikipedia.org/http://www.maglev.com/http://www.transrapid.com/http://www.google.com/


27/27

a seminar on maglev

Documents