Seminar Report on

MAGNETIC LEVITATION
TRAIN

Presented by
Debanka Chattopadhyay (36)
Debrup Basu Mallick (37)

2016

Department of Mechanical
Engineering
Academy of Technology
Adispatagram, Hooghly, West Bengal
 India 712 121
Certificate

This is to certify that the work presented in

this Seminar Report has been prepared by
Debanka Chattopadhyay (Roll No.36) and
Debrup Basu Mallick (Roll No.37) being
Fifth Semester B.Tech. Mechanical
Engineering students of AOT, Adisaptagram.

...............................................
...............................................

(Mentor) (Head of the

Department)

Examined by:

................................................................. ...........................
......................................

................................................................. ...........................
......................................
 Statement by the candidate

We hereby state that this technical report

has been prepared by us is a record of our
presentation on this topic. The report is
being submitted to fulfill the requirements of
Course ME581 of the curriculum of Academy
of Technology, Adisaptagram, Hooghly, India
712121.

Debanka Chattopadhyay Debrup Basu

Mallick
(Roll No.36 / 5th Semester/ ME) (Roll No.37 / 5 th
Semester/ ME)
 Abstract

Magnetic Levitation is a technology that has been

experimented with intensely over the past couple
decades. It wasnt until the last ten years when
scientists began to develop systems that would use
magnetic levitation as a means of transport. This paper
outlines the methods behind magnetic levitation, as
well as the technologies implemented using the
levitation. The implementation of a large-scale
transportation system using magnetic levitation has
huge social as well as economical effects. These
aspects are looked at in a number of situations to see if
the effort in producing a system using magnets is worth
the time and effort in researching.
 Acknowledgement
In presenting seminar on MAGNETIC LEVITATION
TRAIN we would like to convey our deep sense of gratitude to
those who helped us a lot in preparing this seminar.

At the outset we would like to thank our H.O.D. of

Mechanical Engineering Department, Prof. A.K. Rana and
Seminar Coordinator Prof. P. Dey for his timely suggestion in
preparing this seminar. We would also like to thank our mentor,
Prof. S. Dutta and also Prof. A. Kar for their valuable suggestions
and guidance.

We would also like to thank all faculty member of

Mechanical Engineering Department who have been of
immense help and support in going through every minute detail
of this seminar report and in providing valuable guidance every
now and then.

We would like to thank our friends for their support, co-

operation and encouragement throughout the seminar
preparation till the entire presentation process.

Yours faithfully
 Debanka
Chattopadhyay
&
Debrup Basu
Mallick

Contents
Certificate i

Endorsement ii

Abstract iii

Acknowledgement iv

1. INTRODUCTION
1

2. BASIC PRINCIPLES OF MAGLEV TECHNOLOGY 2

2.1. LEVITATION
3

2.2. PROPULSION
4

2.3. LATERAL GUIDANCE 5

3. TYPES OF MAGLEV TECHNOLOGY

6

3.1. ELECTROMAGNETIC SUSPENSION

7
 3.2. ELECTRODYNAMIC SUSPENSION
8

3.3. INDUCTRACK
9

4. TRACK
10

5. STABILITY
11

6. ENERGY USE
12

7. COMPARISON WITH CONVENTIONAL TRAINS

13

8. COMPARISON WITH AIRCRAFTS

14

9. PROS AND CONS OF MAGLEV

15-16

10. APPLICATIONS
17

11. CONCLUSION
18

12. REFERENCES
19

INTRODUCTION
Transport along with communication, forms the core of day to day
life of modern world. Conventional rail transport through wide
spread is now being considered inefficient in terms of fuel
consumption and is time consuming. A genuine replacement for
railways which is not only fuel efficient but also highly comfortable
and can attain unimaginable speeds of around 450 500km/hr are
Maglev Trains whose idea was given by Robert Goddard, an
American Rocket scientist, in 1904 who gave a theory that trains
could be lifted off the tracks by the use of electromagnetic rails.
Many assumptions and ideas were brought about throughout the
following years, but it was not until the 1970s that Japan and
Germany showed interest in it and began researching and designing.

The motion of the Maglev train is based purely on magnetism

and magnetic fields. This magnetic field is produced by using high-
powered electromagnets. By using magnetic fields, the Maglev train
can be levitated above its track, or guide way, and propelled
forward. Wheels and moving parts are eliminated on the Maglev
train, allowing the Maglev train to essentially move on air without
friction.

MAGLEV SYSTEM

BASIC PRINCIPLES OF MAGLEV

TECHNOLOGY
Magnetic levitation means to rise and float in air. The
Maglev system is made possible by the use of electromagnets and
magnetic fields. The basic principle behind Maglev is that two
magnets are placed together in a certain way there will be a strong
magnetic attraction and the two magnets will clamp together. This is
called "attraction". If one of those magnets is flipped over then there
will be a strong magnetic repulsion and the magnets will push each
other apart. This is called "repulsion". Now if a long line of magnets
alternatively placed along a track and similarly on the bottom of the
train and if these magnets are properly controlled the trains will lift
of the ground by the magnetic repulsion or magnetic attraction and
propel accordingly.

Maglev trains have to perform the following functions to operate

in high speeds:

1. Levitation It helps in lifting of the train from the tracks.

2. Propulsion It helps in movement of the train to attain speed.

3. Lateral Guidance It prevents sideways movements of the

train.

LEVITATION
 Levitation is the process by which an object is held aloft,
without mechanical support, in a stable position. Levitation is
accomplished by providing an upward force that counteracts the pull
of gravity (in relation to gravity on earth), plus a smaller stabilizing
force that pushes the object toward a home position whenever it is a
small distance away from that home position. The force can be a
fundamental force such as magnetic or electrostatic, or it can be a
reactive force such as optical, buoyant, aerodynamic, or
hydrodynamic.

The electromagnets on the underside of the train pull it up

the ferromagnetic stators on the track and levitate the train while
the magnets on the side keep the train from moving from side to
side. A computerised system changes the amount of current to keep
the train 1cm to 10cm above guideway. Batteries on the train power
the system, and therefore it still functions without propulsion. The
batteries can levitate the train for about 30 minutes without any
additional energy. Linear generators in the magnets on board the
train use the motion of the train to recharge the batteries with a
dynamo or alternator.

This means there is no friction between the train and the track!

PROPULSION
 Propulsion is a means of creating force leading
to movement. A propulsion system consists of a source of
mechanical power, and a propulsor which converts the power into
propulsive force.

Electrodynamics Propulsion is the basis of the movement in a

Maglev system. The basic principle that electromagnetic propulsion
follows is that opposite poles attract each other and like poles repel
each other. This meaning that the north pole of a magnet will repel
the north pole of a magnet while it attracts the south pole of a
magnet. Likewise, the south pole of a magnet will attract the north
pole and repel the south pole of a magnet.

The system consists of aluminium or copper three-phase

cable windings in the stator packs that are on the guideway. When a
current is supplied to the windings, it creates a traveling alternating
current that propels the train forward by pushing and pulling. When
the alternating current is reversed, the train brakes. Different
speeds are achieved by varying the intensity of the current. Only the
section of track where the train is traveling is electrified.

This means there is no requirement of an engine!

 LATERAL GUIDANCE
The Lateral guidance systems control the trains ability to
actually stay on the track. It stabilized the movement of the train
from moving left and right of the train track by using the system of
electromagnets found in the undercarriage of the Maglev train. The
placement of the electromagnets in conjunction with a computer
control system ensures that the train does not deviate more than
10mm from the actual train tracks.
Null flux systems are generally used.These use a coil known as
guidance electromagnet that is wound so that it enters two
opposing, alternating fields, so that the average flux in the loop is
zero. When the vehicle is in the straight ahead position, no current
flows, but any moves off-line create flux that generates a field that
naturally pushes/pulls it back into line. The magnetic fields created
are perpendicular to the electric current, thus making the magnetic
fields stronger. This system dampens the effect of the side to side
vibrations of the train car and allows for more comfortable train
rides. This stable lateral motion caused from the magnetic
propulsion is a joint operation from the acceleration sensor, control
device, to the actual air spring that dampens the lateral motion of
the train.

The levitation coils are connected on both sides of the guide

way and have opposite poles. The opposite poles of the guide way
cause a repulsive force on one side of the train while creating an
attractive force on the other side of the train. In addition to
guidance, these magnets also allow the train to tilt, pitch, and roll
during turns. To keep all distances regulated during the ride, the
magnets work together with sensors to keep the train centered.
 TYPES OF MAGLEV
TECHNOLOGY
Based on the techniques used for Levitation there are of following
types of Maglev trains:

1. Electromagnetic Suspension (EMS)

In EMS systemLEVITATION BY ATTRACTION may
takes place.

2. Electrodynamic Suspension (EDS)

IN EDS SYSTEM LEVITATION BY REPULSION may
takes place.

3. Inductrack System
The Inductrack is a newer type of EDS that uses
permanent room temperature magnets.
 ELECTROMAGNETIC
SUSPENSION (EMS)
Electromagnetic Suspension uses electromagnets to levitate the
train.

Attraction is caused by having the currents within each of the

circuits traveling in the same direction. It is important to note that
with attractive forces created between the train and the track.
The propulsion of the train is mainly based on two types of motors:
Linear Electric Motor (LEM) and Linear Induction Motor (LIM).

The levitation magnets and rail are both U shaped (with rail being an
inverted U). The mouths of U face one another which helps in
lateral guidance.

ADVANTAGES

Magnetic fields inside and outside the vehicle are less than EDS
and is proven as commercially available technology that can attain
very high speeds (500 km/h). Moreover, no wheels or secondary
propulsion system needed.

DISADVANTAGES

The separation between the vehicle and the guideway must be

constantly monitored and corrected by computer systems to avoid
collision due to the unstable nature of electromagnetic attraction
and due to the system's inherent instability and the required
constant corrections by outside systems, vibration issues may occur.

ELECTRODYNAMIC SUSPENSION
(EDS)
Electrodynamic Suspension uses Superconductors for levitation,
propulsion and lateral guidance.
The current in the top circuit travels in the opposite direction of the
current in the bottom resulting in an repulsion between the two coils
producing a lift resulting in levitation.

The propulsion coils located on the sidewalls on both sides of the

guideway are energized by a three-phase alternating current from a
substation, creating a shifting magnetic field on the guideway.

When one side of the train nears the side of the guideway, the super
conducting magnet on the train induces a repulsive force from the
levitation coils on the side closer to the train and an attractive force
from the coils on the farther side. This keeps the train in the center.

ADVANTAGES

Onboard magnets and large margin between rail and train

enable highest recorded train speeds (581 km/h) and heavy load
capacity.

DISADVANTAGES

There is necessary use of magneting shielding due to the strong

magnetic fields. The vehicle must be wheeled to travel at low
speed.The cryogenic system used to cool the coils can be expensive
like liquid nitrogen.

INDUCTRACK
Inductrack is a passive, fail-safe electrodynamic magnetic
levitation system, using only unpowered loops of wire in the track
and permanent magnets (arranged into Halbach arrays) on the
vehicle to achieve magnetic levitation. The track can be in one of
two configurations, a "ladder track" and a "laminated track". The
ladder track is made of unpowered Litz wire cables, and the
laminated track is made out of stacked copper or aluminium sheets.
There are three Inductrack designs:
Inductrack I

Inductrack II

Inductrack III

Inductrack I is designed for high speeds, while Inductrack II is

suited for slow speeds and Inductrack III is intended for heavy loads
at low speed.
ADVANTAGES

There is no requirement of power to activate magnets.

Magnetic field is localized below the car and can generate enough
force at low speeds (around 5 km/h) to levitate Maglev train. In case
of power failure trains slow down on their own safely.
Even Halbach array arrangement of permanent magnets may prove
more cost-effective than electromagnets.

DISADVANTAGES

It requires either wheels or track segments that move for

when the vehicle is stopped. Moreover. It is a new technology that is
still under development and as yet has no commercial version or full
scale system prototype.

TRACK
The term "maglev" refers not only to the vehicles, but to
the railway system as well, specifically designed for magnetic
levitation and propulsion. They cannot share existing infrastructure,
maglev systems must be designed as standalone systems.
 The magnetized coil running along the track, called a
guideway, repels the large magnets on the train's undercarriage,
allowing the train to levitate between 0.39 and 3.93 inches (1 to 10
cm) above the guideway. Once the train is levitated, power is
supplied to the coils within the guideway walls to create a unique
system of magnetic fields that pull and push the train along the
guideway. The electric current supplied to the coils in the guideway
walls is constantly alternating to change the polarity of the
magnetized coils. This change in polarity causes the magnetic field
in front of the train to pull the vehicle forward, while the magnetic
field behind the train adds more forward thrust.

MAGLEV TRACK
It consists of Halbach Array arrangement which possess one-
sided flux structure. A Halbach array is a special arrangement of
permanent magnets that augments the magnetic field on one side
of the array while cancelling the field to near zero on the other side.
This is achieved by having a spatially rotating pattern of
magnetisation. Generally grade 38, Neodymium-Iron Boron (NdFeB)
is used.

STABILITY
No combination of static magnets can be in a stable
equilibrium. Therefore, a dynamic (time varying) magnetic field is
required to achieve stabilization. EMS systems rely on active
electronic stabilization that constantly measures the bearing
distance and adjusts the electromagnet current accordingly. EDS
systems rely on changing magnetic fields to create currents, which
can give passive stability. Because maglev vehicles essentially fly,
stabilisation of pitch, roll and yaw is required. In addition to rotation,
surge (forward and backward motions), sway (sideways motion) or
heave (up and down motions) can be problematic.

Superconducting magnets on a train above a track

made out of a permanent magnet lock the train into its lateral
position. It can move linearly along the track, but not off the track.
This is due to the Meissner effect and flux pinning.

o Meissner effect is the expulsion of a magnetic field from

a superconductor during its transition to the superconducting
state.

Diagram of the Meissner effect. Magnetic field lines, represented as arrows, are
excluded from a superconductor when it is below its critical temperature

o Flux pinning is the phenomenon where a superconductor is

pinned in space above a magnet.

Flux Pinning: Flux Tube diagram

 ENERGY USE
Energy for maglev trains is used to accelerate the train. Energy
may be regained when the train slows down via regenerative
braking. It also levitates and stabilises the train's movement. Most of
the energy is needed to overcome "air drag". Some energy is used
for air conditioning, heating, lighting and other miscellany.

A regenerative brake is an energy recovery mechanism

which slows a vehicle or object by converting its kinetic energy into
a form which can be either used immediately or stored until needed.
This contrasts with conventional braking systems, where the excess
kinetic energy is converted to unwanted and wasted heat by friction
in the brakes. In addition to improving the overall efficiency of the
vehicle, regeneration can greatly extend the life of the braking
system as its parts do not wear as quickly.

At low speeds the percentage of power used for levitation can

be significant, consuming up to 15% more power than a subway or
light rail service. For short distances the energy used for
acceleration might be considerable.

The power used to overcome air drag increases with the cube
of the velocity and hence dominates at high speed. The energy
needed per unit distance increases by the square of the velocity and
the time decreases linearly. For example, 2.5 times more power is
needed to travel at 400 km/h than 300 km/h.
COMPARISON WITH CONVENTIONAL
TRAINS
Speed: Maglev allows higher top speeds than conventional
rail.

Maintenance: Maglev trains currently in operation have

demonstrated the need for minimal guideway maintenance.
Traditional rail is subject to mechanical wear and tear that
increases exponentially with speed, also increasing maintenance
due to friction.

Weather: Maglev trains are little affected by snow, ice, severe

cold, rain or high winds.

Track: Maglev trains are not compatible with conventional

track, and therefore require custom infrastructure for their entire
route.

Efficiency: Conventional rail is probably more efficient at

lower speeds. But due to the lack of physical contact between the
track and the vehicle, maglev trains experience no rolling
resistance, leaving only air resistance and electromagnetic drag,
potentially improving power efficiency.

Weight: The use of superconductor magnets can reduce the

electromagnets' energy consumption. A 50-ton Transrapid maglev
vehicle can lift an additional 20 tons, for a total of 70 tons, which
consumes 70-140 KW. Most energy use for the TRI is for
propulsion and overcoming air resistance at speeds over
100 mph.

Weight loading: High speed rail requires more support and

construction for its concentrated wheel loading. Maglev cars are
lighter and distribute weight more evenly.

Noise: Because the major source of noise of a maglev train

comes from displaced air rather than from wheels touching rails,
 maglev trains produce less noise than a conventional train at
equivalent speeds. However, the psychoacoustic profile of the
maglev may reduce this benefit: a study concluded that maglev
noise should be rated like road traffic, while conventional trains
experience a 510 dB "bonus", as they are found less annoying at
the same loudness level.

Braking: Braking and overhead wire wear have caused

problems for the conventional trains but Maglev would eliminate
these issues.

Magnet reliability: At higher temperatures magnets may

fail. New alloys and manufacturing techniques have addressed
this issue.

Control systems: No signalling systems are needed for high-

speed rail, because such systems are computer controlled.
Human operators cannot react fast enough to manage high-
speed trains. High speed systems require dedicated rights of way
and are usually elevated.

Terrain: Maglevs are able to ascend higher grades, offering

more routing flexibility and reduced tunnelling.

COMPARISON WITH AIRCRAFTS

Efficiency: For maglev systems the lift-to-drag ratio can

exceed that of aircraft (for example Inductrack can approach
200:1 at high speed, far higher than any aircraft). This can
make maglev more efficient per kilometer. However, at high
cruising speeds, aerodynamic drag is much larger than lift-
induced drag. Jets take advantage of low air density at high
altitudes to significantly reduce air drag. Hence despite their
lift-to-drag ratio disadvantage, they can travel more efficiently
at high speeds than maglev trains that operate at sea level.
 Routing: While aircraft can theoretically take any route
between points, commercial air routes are rigidly defined.
Maglevs offer competitive journey times over distances of 800
kilometres (500 miles) or less. Additionally, maglevs can easily
serve intermediate destinations.

Availability: Maglevs are little affected by weather.

Safety: Maglevs offer a significant safety margin since

maglevs do not crash into other maglevs or leave their
guideways.

Travel time: Maglevs do not face the extended security

protocols faced by air travelers nor time is consumed for
taxing, or for queuing for take-off and landing.

PROS AND CONS OF MAGLEV

ADVANTAGES
Magnetic Fields

Intensity of magnetic field effects of Maglev is extremely low

(below everyday household devices).
Energy Consumption

Maglev uses 30% less energy than a highspeed train traveling

at the same speed. (1/3 more power for the same amount of
energy)

Noise Levels

No noise caused by wheel rolling or engine.

Maglev noise is lost among general ambient noise.

At 100m - Maglev produces noise at 69 dB.

Vibrations

Vibrations below human threshold of perception.

Power Supply

110kV lines fed separately via two substations.

Power Failure

Batteries on board automatically are activated to bring

car to next station

Batteries charged continuously

Fire Resistance of vehicles

Latest non-PVC material used that is non-combustible

and poor transmitter of heat.

Maglev vehicle carries no fuel to increase fire hazard.

Safety
 Collision is impossible because only sections of the track
are activated as needed. The vehicles always travel in
synchronization and at the same speed, further reducing
the chances of a crash.

Operation Costs

Virtually no wear. Main cause of mechanical wear is

friction. Magnetic Levitation requires no contact, and
hence no friction.

Components normally subjected to mechanical wear are

on the whole replaced by electronic components which
do not suffer any wear.

Specific energy consumption is less than all other

comparable means of transportation.

Faster train turnaround time means fewer vehicles.

DISADVANTAGES
There are several disadvantages with maglev trains. Maglev
guide paths are bound to be more costly than conventional steel
railways. The other main disadvantage is lack with existing
infrastructure. For example if a high speed line between two cities it
built, then high speed trains can serve both cities but more
importantly they can serve other nearby cities by running on normal
railways that branch off the high speed line. The high speed trains
could go for a fast run on the high speed line, then come off it for
the rest of the journey. Maglev trains wouldn't be able to do that,
they would be limited to where maglev lines run. This would mean it
would be very difficult to make construction of maglev lines
commercially viable unless there were two very large destinations
being connected. The fact that a maglev train will not be able to
continue beyond its track may seriously hinder its usefulness.

Although it is not seen anywhere a solution could be to put

normal steel wheels onto the bottom of a maglev train, which would
allow it to run on normal railway once it was off the floating
guideway.

APPLICATIONS
System is introduced as Test Tracks in

San Diego, USA

SC Maglev, Japan

FTA's UMTD Program

Southwest Jiaotong University, China

Operational system of MAGLEV are in

Shanghai Maglev

Linimo (Tobu Kyuryo Line, Japan)

Incheon Airport Maglev

Changsha Maglev

Other applications include

NASA plans to use magnetic levitation for launching of space
vehicles into low earth orbit.
Boeing is pursuing research in Maglev to provide a Hypersonic
Ground Test Facility for the Air Force.
The mining industry will also benefit from Maglev.
Possible uses could include:
Rocket launching
 Aircraft carrier launching pad
Space craft launching
There are probably many more undiscovered applications!

CONCLUSION
Railways using MagLev technology are on the horizon. They have
proven to be faster than traditional railway systems that use metal wheels
and rails and are slowed by friction. The low maintenance of the MagLev
is an advantage that should not be taken lightly. When you dont have to
deal with the wear and tear of contact friction you gain greater longevity
of the vehicle. Energy saved by not using motors running on fossil fuels
allow more energy efficiency and environmental friendliness.

Maglev will have a positive impact on sustainability. Using

superconducting magnets instead of fossil fuels, it will not emit
greenhouse gases into the atmosphere. Energy created by magnetic fields
can be easily replenished. The track of a Maglev train is small compared
to those of a conventional train and is elevated above the ground so the
track itself will not have a large effect on the topography of a region.
Since a Maglev train levitates above the track, it will experience no
mechanical wear and thus will require very little maintenance.

Overall, the sustainability of Maglev is very positive. Although the

relative costs of constructing Maglev trains are still expensive, there are
many other positive factors that overshadow this. Maglev will contribute
more to our society and our planet than it takes away. Considering
everything Maglev has to offer, the transportation of our future and our
future generation is on very capable tracks.
 REFERENCES

www.wikipedia.org/wiki/Maglev

MagLev Ready for Prime Time. Issues Science

Technology 19 No. 4 Summer 2003 Article

www.getransportation.com

Bonsor, Kevin. How Maglev Trains Work.

<http://travel.howstuffworks.com/maglev-train.htm>

www.powerlabs.org/railgun.htm

https://en.wikipedia.org/wiki/Transrapid
 The Maglev 2016 in Berlin - International Transport
Conference Magazine

The Magnetic Levitation Train: A Technology Ahead of

Its Time written by Jens Hillebrand