A

Minor Project Report

ON

MAGLEV TRAIN

Submitted in partial fulfilment for award of the

Degree of Bachelor of Technology

In

Electronics & Communication Engineering

Submitted By:- Guided By:-

Vipul Sharma Er. Sunil Sankhla

Shubham Mathur Lec.

Yogesh Jangir Dept. of ECE

Rohit Bindal

DEPARTMENT OF ELECTRONICS &COMMUNICATION ENGINEERING

MARWAR ENGINEERING COLLEGE & RESEARCH CENTRE

JODHPUR(RAJASTHAN)

Rajasthan Technical University,Kota(Rajasthan)

2012-2013

CONTENT

S.No. Chapter Page no.

1. INTRODUCTION 1

2. NEED OF MEGLEV 2

3. LIST OF COMPNENT USED 3

4. ROLE OF COMPONENT IN CIRCUIT 4

4.1 Transformer 4

4.2 Diode Rectifier Bridge 4

4.3 Capacitor 4

4.4 Transistor 4

4.5 Variable Resistor 4

4.6 Resistor 4

4.7 ElectroMegnets 5

4.8 PermanentMegnets 5

4.9 555 timer IC 5

4.10 IC 4017 5

5. DESCRIPTION OF THE COMPONENTS USED IN CIRCUIT 6

5.1 Solenoid 6

5.1.1 Megnetic effect of current 6

5.1.2 Magnetic Field pattern due to circular coil carrying 6

Current

5.1.3 Introduction 7

5.1.4 Definition 7

5.1.6 Application 7

5.1.7 Principle 7

5.1.8 Function 8

5.2 Resistor

5.2.1 Definition 9

5.2.2 Resistor colour-coding 9

5.2.3 Calculation of Resistance 10

5.3 Timer IC 555 11

5.3.1 Definition 11

5.3.2 Special Features of a 555 IC 11

5.3.3 The 555 Timer 12

5.3.4 Pin Diagram of 555 IC 12

6. INSTRUCTION OF MAGLEV TRACK AND SUPPORT 15

6.1 Making of Propulsion & Levitation coils 15

7. WORKING OF PROJECT 16

7.1 Levitation of train 16

7.2 Motion of Train 16

8. MAGLEV OVER CONVENTIONAL TRAIN 17

8.1 Backwards Compatibility 17

8.2 Efficiency 17

8.3Weight 17

8.4 Noise 17

8.5 Design Comparisons 18

8.6 Control Systems 18

9. ECONOMICAL STATUS OF MAGLEV 19

10. PROCESSING IMAGES OF MAGLEV 27

11. ADVANTAGES & DISADVANTAGES OF MAGLEV 32

11.1 Advantages of Maglev 32

11.2 Disadvantages of Maglev 32

12. PROPOSED OUTCOMES AND FINDINGS 33

13. FIVE STAR POLICY OF THE PROJECT 33

14. EXISTING MAGLEV SYSTEMS

14.4 Linimo(Tobu Kyuryo LI=ine, Japan) 35

14.5 FTA’s UMTD program 36

14.6 Southwest Jiaotong University, China 36

14.7 Shanghai Maglev Train 36

14.8 Daejeon, Korea 37

15. THE FUTURE OF MAGLEV TECHNOLOGY 38

16. CONCLUSION 39

17. APPENDIX 40

18. BIBLOGRAPHY 41

Acknowledgement

A research owes its success from commencement to completion, to people

involved with researcher at various stages. We acknowledge with due courtesy our

regards to all the persons and sources consulted during the development of this project

and preparation of this report. We are grateful from the core of our heart to our guide

Er. Sunil Sankhla for this valuable time, help and motivation that kept us going to

the fulfilment of this project.

In addition, it gives us immense pleasure to express our profound gratitude

and thankfulness to Er. Yogendra Aboti to help us to facilitate us with his

experience, guidance and instructions to accomplish this project successfully.

Finally, we also acknowledge the entire department of Electronics and

Communication for their constructive criticism, support and cooperation, which has

helped us to give our level best.

Preface

As per the curriculum of RAJASTHAN TECHNICAL UNIVERSITY for IV

year Bachelor’s Degree in Technology, we completed our minor project entitled

“MAGLEV”.

This is our project which contains a detailed description of the While

completing this project we gained lot about field for a student of electronics.

The major sources of material for preparing this report is e-book & other

internet tutorials. This project report is initiated by introducing the project & the

component & fundamentals implemented to develop the same. After that, a detailed

view of the remote control circuit & the hardware developed follows.

1. INTRODUCTION

A few countries are using powerful electromagnets to develop high-speed

trains, called Maglev trains. Travelling at speed of up to 450 mph (750 kmh), maglev

trains could begin connecting distant cities in a few years.

There are currently a few city projects in the U.S. that aim to incorporate

maglev technology into its city’s transportation system, such as the Baltimore-

Washington MAGLEV project, which would run from Washington DC to Pittsburgh.

The system that are under construction do not include a hybrid locomotive, nor do

they use a passive track for both levitation and propulsion. Current maglev technology

is based on long-stator, or active tracks, where energy is supplied to the tracks for

propulsion and levitation. Supplying electricity to the track is wasteful because

portions of the track and in some cases the whole track; are being powered while the

locomotive is not receiving the energy transfer. A passive track design would supply

power only to locomotive, reducing the required amount of energy and relieving

safety issue regarding high-powered tracks. The mission of this project is to design

and fabricate a prototype Maglev locomotive and track system. The motivation of this

design project is the development of a hybrid power system incorporating a minimum

of two power/energy storage, transmittal, and/or generating devices, wherein one of

the mandatory power transmittal strategies is based on electromagnetic, super

conducting electrodynamics, or induct rack technology. The design will save money

through the development of a less expensive infrastructure compared to current

maglev designs, and it will incorporate more efficient operating techniques to cut

back on maintenance and operating costs.

Maglev or Magnetic levitation is a system of transportation that suspends

guides and propels vehicles, predominantly trains, using levitation from a very large

number of magnets for lift and propulsion. This method has the potential to be faster,

quitter and smoother than wheeled mass transit system. The technology has the

potential to exceed 4000 mph (6437 kmh) if deployed in an evacuated tunnel. If not

deployed in an evacuated tube the power needed for levitation is usually not a

particularly large percentage and most of the power needed is used to overcome air

drag, as with any other high-speed train.

2. NEED OF MAGLEV

The United States is experiencing travel congestion, rising energy costs and strict

Govt. regulations regarding emissions and global warming. Conventional rail systems

in the U.S. are either electric or diesel powered, with the exception of two diesel-

electric hybrid locomotives. The hybrids operates on the existing wheel and track

system, but these designs are only an intermediate step in developing alternative

means of cheaper and environment friendly transportation. A magnetic levitating

locomotive is the most promising technology to solve the current and future

transportation problems in the U.S.; however, attempts in the U.S. to harness this

technology have failed thus far. A major reason for not implementing magnetic

levitation is the high initial cost of infrastructure that the existing tracks need to be

retrofitted or removed in order to incorporate maglev technology.

3. LIST OF COMPONENETS USED

S.No. Components Ratings Quantity Cost

1 Register 100Ω 12 5

2 Register 10Ω 12 10

3 Transformer 1-Ф 230/12-0-12v3 Amp

1 200

4 Transformer 1-Ф 230/12-0-12v500mAmp

1 100

5 IC-CD4017 Counter IC 1 30

6 IC 555 Timer 1 10

7 Variable Register 10KΩ 1 7

8 Transistor(NPN) 2N 6292 12 10/pc

9 Transistor(NPN) BC 147 12 5/pc

10 Diode Rectifier Bridge 12V,500mA 1 15

11 Diode Rectifier Bridge 24V,3Amp 1 20

12 IC Socket 16pin,8pin 20

13 2 Pin Plug 230V,5Amp 1 10

14 Capacitor 10µF 1 8

15 Copper Wire 26Gauge 3.5kg 700/kg

16 Wooden Board 5x3 feet 1 1000

17 Permanent Magnets 1.5x3.5 inch 90 15/pc

18 Iron Rod 2x0.5 inch 38 75/Kg

19 Adhesive 150gm 150

20 Strip Wire 10 wire set 4m 50

4. ROLE OF COMPONENTS IN CIRCUIT

4.1 Transformer:-

In this circuit, we use two transformers one is used to step-down 230 volts

into 12V and give 500mA. Which is used to fed the supply of 12V to IC circuit and

other transformer which converts 230V into 12V and its current rating is 3A. This

transformer is used to fed the transistor circuit.

4.2 Diode Rectifier Bridge:-

The circuit works on 12V DC therefore; we used the diode rectifier bridge

to convert AC into DC. This bridge is connected to the output of transformer and

converts 12V AC into DC.

4.3 Capacitor:-

Capacitor is used filter the ripples in the supply. In the DC supply given

by Rectifier Bridge, there are some ripples & these ripples are filtered out by

capacitor.

4.4 Transistor:-

The NPN transistors are used in the circuit. There are two types of

transistors in the circuit. Twelve low power transistors are used to make driving

circuit and twelve high power transistors are used to feed the electromagnets.

4.5 Variable Resistor:-

The variable resistor is used in the circuit to adjust the voltage drop across the IC 555

Timer and it helps to control the speed of Maglev Train.

4.6 Resistor :-

In the circuit, some resistor are connected I series and some are in parallel.

Series resistances are used to control the voltage, whereas parallel resistances are used

to limit the current.

4.7 Electro Magnet :-

To produce the force for motion of maglev train electro magnets are used which are of

same polarities. These Electro Magnets produces the enough force to move the Train.

4.8 Permanent Magnets :-

To produce enough force to levitate the train upon the permanent magnets

is used. These all magnets are of bar type and fixed at track.

4.9 555 Timer IC :-

555 Timer is used in the circuit to set the timer of the output pulses. Output

of 555 Timer is fed to IC 4017. It is an eight pin IC, generally used for time

controlling.

4.10 IC 4017 :-

This is used to generate many outputs from one input signal. It fed

output to electro magnets.

5. DISCRIPTION OF THE COMPONENTS USED IN

CIRCUIT

5.1 SOLENOID

5.1.1 Magnetic effect of current :-

The term “magnetic effect of current” means that “A current

flowing in a wire produces a magnetic field around it”. The magnetic effect of current

was discovered by Oersted in 1820. Orested found that a wire carrying a current was

able to deflect a magnetic needle. Now, a magnetic needle can only be deflected by a

magnetic field. Thus, it was concluded that a current flowing in a wire always gives

rise to a magnetic field around it. The magnetic effect of current is called

electromagnetism, which means that electricity produces magnetism.

5.1.2 Magnetic Field Pattern Due to Circular coil carrying Current :-

We know that when a current is passed through a straight wire, a magnetic

field is produced around it. It has been found that the magnetic effect of current

increases if, instead of using a straight wire, the wire is converted into circular coil. A

circular coil consists of twenty or more turns of insulated copper wire closely wound

together. When a current is passed through a circular coil, a magnetic field is

produced around it. The lines of force are circular near wire, but they become straight

and parallel towards the middle point of the coil. In fact, each small segment of coil is

surrounded by such magnetic lines of forces. At the centre of the coil, all the lines aid

each other due to which the strength of the magnetic field increases.

The magnitude of magnetic field produced by a current carrying wire at its centre is :

1. Directly proportional to the current passing through the circular wire, and

2. Inversely proportional to the radius of the wire.

A current carrying circular wire behaves as a thin disc magnet, whose one face is a

north pole and the other is a south pole.

5.1.3 Introduction

One of the most practical way to create a controlled magnetic field is to

construct solenoid. When a current is sent through wire ,a magnetic field is created

inside the cylinder.

5.1.4 Definition

Solenoids are three dimensional coils that produce a magnetic field when current is

passed through them .

The turn also refers to transducer that convert energy to linear motion.

5.1.5 Application

Solenoids are used for turning application on and off, such as: triggering,

locking and latching. They are found in copy machines, car doors, audio speakers,

bumpers and plungers. Solenoids are found commonly in cars (e.g the transmission

and starter relay), transistors, central heating systems, irrigation units and air

hammers. However, they can be found anywhere that a machine needs a sudden

supply of power for mechanical movement.

5.1.6 Principle

The solenoid is along coil containing a large number of close turns of

insulated copper wire. The magnetic field produced by a current carrying solenoid is

similar to the magnetic field produced by a bar magnet. The lines of magnetic force

pass through the solenoid and return to the other end. If a current carrying solenoid is

suspended freely, it comes to reset pointing North and south like a suspended

magnetic needle. One end of the solenoid acts like an N-pole and the other end an S-

pole. Since the current in each circular turn of the solenoid floes in same direction, the

magnetic field produced by each turn of the solenoid adds up, giving a strong

resultant magnetic field inside the solenoid. A solenoid is used for making

electromagnets.

The strength of magnetic field produced by a current varying solenoid is:

Directly proportional to the number of turns in the solenoid.

Directly proportional to the strength of current in the solenoid.

Dependent on the nature of “core material” used in making the solenoid. The

use of soft iron rod as core in a solenoid produces the strongest magnetism.

The approximation value of the magnetic field is given by B = u0nI, where B is the

magnetic field, u0 the permeability of free space, n is the number of turns of wire per

unit length, and I the current through the wire. The relationship would hold exactly if

the solenoid were infinitely long. A more precise calculation shows that the above

relationship is within 2 per cent of the correct value at the centre of a solenoid if the

ratio of the length to the diameter is five or greater.

It is soft iron rod is placed partly inside a solenoid and the current turned on, the rod

will be drawn into solenoid by the resulting magnetic field. This motion can be used

to actuate a lever, unlock a door, or operate a relay. In this way, the operation of a

small electric switch can produce a large mechanical action at a remote location. It is

worth noting that the iron core has to be placed at the end of solenoid where the field

is non-uniform for it to move. Furthermore, it is not necessary for the current to flow

in one direction only. An alternating current will work also.

5.1.7 Function

Solenoids work because a magnetic field is wrapped around a wire, and the

current flows through the wire. When a coil is made of many turns of wire, the

magnetic field becomes increasingly stronger, and it begins to become energized with

a powerful current; this causes the core to increase the flux linkage. Flux linkage is

the coil in conducting wire, which a magnetic field passes through. The numbers of

turns determines the amount of flux in the coil. Solenoids continue to work because

the core increases the flux linkage, by closing the air gaps between cores. Generally,

the movable core is spring-loaded, so when the current is turned off, it allows the core

to react. The relationship between the forces generated is proportional to the square of

the current, and the forces generated are inversely proportional to the square length of

their air gape. Solenoids have also been used to start or stop the mechanical contact

between two different electric leads. They are able to function, because their

applications include electromagnetic control element and power switches. The coil in

solenoids is attached to the diaphragm of an audio speaker or other applications.

5.2 Register

5.2.1 Definition

Register is a component used to limit the amount of current or divide the

voltage in an electronic circuit.

The ability of register to oppose the current is called resistance.

Unit- ohm and symbol of unit Ω. Schematic symbol of register

5.2.2 Register Colour-Coding

Since carbon composition register are very small, it is difficult to print the

significant value of resistance on their block.

Thee is four band printed on the one end of the resister casing. The system of

representing the value is called colour-coding.

The table shows the numerical value associated with each other. To determine

the value of resistance the colour band are always read left to right from the end that

has the bands near to it, as shown in fig.

5.3 Timers IC 555

5.3.1 Definition

The 555 Timer IC is a highly stable integrated circuit capable of producing

accurate time delay or oscillation. Only two external resistors and capacitors

accurately control the frequency of oscillation and duty cycle.

5.3.2 Special Features of a 555 IC

555 timers is a most popular IC due to having following special features:

1. It can produce accurate time delay of time remaining from u sec to hours.

2. It can be operated for a wide range (+5 to +15V) of supply voltage. Thus a 555

can be powered by exiting digital supplies (+5V0, Linear IC supplies (+15V),

and automatically or dry cell batteries.

3. Due to such a wide range, the circuit becomes compatible with both CMOS,

DTL, TTL circuit and adjustable OP-AMP circuit.

4. It has in adjustable duty cycle.

5. Its output can source or up to 200mA

6. It has a high current output.

7. This IC has a high thermal stability of 50part/million/degree c change in

temperature.

8. The maximum power dissipation for package is 600mW.

9. It can be operated in two modes Monostable and stable.

10. The circuit can triggered at the failing edge of waveforms.

11. Its trigger and rest inputs are logic compatible.

12. The output can be operated normal on and normal off.

13. It has a variety of application

14. It is easy to use.

15. Its cost is very low.

16. The IC is very much reliable.

17. It has built in compensation for component tolerance.

5.3.3 The 555 Timer

5.3.4 Pin Diagram Of 555 IC

Pin 1: Ground terminal

It is a common ground terminal. All the voltages are measured with respect to this

terminal.

Pin 2: Trigger terminal

The pin is an inverting input to comparator, which is responsible for

transition of flip-flop form set to reset.

The output stage of timer depends on the amplitude of external trigger pulse

to this pin.

Pin 3: Output terminal

The output of timer is available at this pin. Normally its level remains low

and only during timing interval it goes high. There are two ways to connect the load

to this terminal. One is to connect the load between pin 3 and supply pin 8, which is

called floating supply load. Since in the case of floating supply load, load current only

flows during low state of the output and during high state of output there is no current

that is when output is OFF, load current is ON, therefore floating supply load is also

known as ‘Normally ON load’. In case of grounded load current is OFF, therefore

grounded load is also known as ‘Normally OFF load’.

Since in case of floating supply load, load current flows through load into

output terminal therefore this current is known as Sink current while in case of

grounded load, load current.

Pin 4: Reset terminal

To disable or reset the timer a negative pulse is applied at this pin due

to which it is called reset terminal. When this pin is not to be used for reset purpose, it

should be connected to Vcc to avoid any possibility of false resetting.

Otherwise, if anyhow reset terminal is grounded the output (pin 3) and

discharge (pin 7) will also become grounded as the all we wired together.

Similarly,

Pin 5 : Control Voltage Terminal

Pin 6: Threshold Terminal

Pin 7: Discharge Terminal

Pin 8: Supply Terminal

6. INSTRUCTION OF MAGLEV TRACK AND SUPPORT

Levitation System’s Power Supply:-

Batteries on the train power the system, and therefore it still functions without

propulsion.

The batteries can levitate the train for 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.

Levitation system uses less power than the trains air conditioning.

Propulsion System:-

• The system consists of aluminum 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.

9. ECONOMICAL STATUS OF MAGLEV

The Shanghai maglev cost 9.93 billion yen (US$ 1.2 billion) to build.

This total includes infrastructure capital costs such as manufacturing and construction

facilities, and operational training. At 50 Yuan per passenger and the current 7,000

passengers per day, income from the systems is incapable of recoupling the capital

costs (including interest on financing) over the expected lifetime of the systems, even

ignoring operating costs.

China aims to limit the cost of future construction extending the maglev

line to approximately 200 million yen (US$ 24.6 million) per kilometre.

The United States Federal Railroad Administration 2003 Draft

Environmental impact statement for a proposed Baltimore-Washington maglev

project gives estimated 2008 capital costs of 4.361 billion US dollars for 39.1 miles,

or 111.5 million US dollars per mile (69.3 million US dollars per kilometre). The

Maryland Transit Authority (MTA) conducted their own Environmental impact

statement, and put the price tag at 4.9 billion dollars for construction, and 53 million a

year for operations.

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 the current

relatively low volume of 7000 passengers per day covers operation and maintenance

costs. Passenger volumes on the Pudding 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 Chuo Shinkansen maglev in japan is estimated to cost

approximately US$ 82 billion to build, with a route blasting long tunnels mountains.

A Tokaido maglev route replacing current Shinkansen would cost some 1/10th the

cost, as no new tunnel blasting would be needed, but noise pollution issues would

make it infeasible.

As maglev systems are deployed around the world, experts except construction costs

to drop as new construction methods are innovated along with economies of scale.