Research Paper on Linear IMotor in Maglev

8/19/2019 Research Paper on Linear IMotor in Maglev

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“DRIVING WITHOUT WHEELS,

FLYING WITHOUT WINGS”

Abstract

This paper “Driving it!"#t !$$%s, F%&ing it!"#t ings” deals with the present


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scenario of 'agn$tic %$vitati"n (maglev) with Linear induction motor (LIM) .The magnetically

levitated train has no wheels, ut floats!! or surfs!! on an electromagnetic wave, enaling rides at

""# miles per hour. $y employing no wheels, maglev eliminates the friction, and concomitant heat,

associated with conventional wheel!on!rail train configurations. There are two asic types of non!

contact Maglev systems E%$ctr" D&na'ic S#s($nsi"n )EDS*, and E%$ctr" +agn$tic S#s($nsi"n

)E+S*. %&' is commonly nown as R$(#%siv$ L$vitati"n, and %M' is commonly nown as

Attractiv$ L$vitati"n. %ach type of Maglev system re*uires propulsion as well as levitation.

The various pro+ects aove use different techni*ues for propulsion, ut they are all variations of the

Linear Induction Motor (LIM) or Linear 'ynchronous Motor (L'M).The conversion to a linear

geometry has a far greater effect on induction motor performance than on that of synchronous

motors. The cost of maing the guideway is a high percentage of the total investment for a maglev

system. The comparison loos even etter for maglev when the terrain ecomes difficult. Many ofthe tunnels, emanments, and cuttings necessary for roads and railroads are avoided ecause

maglev guideways can e easily adapted to the topography. The Maglev system re*uires a slightly

larger start!up capital construction cost, its operating cost!! ecause it deploys electricity in

electromagnets in an etraordinarily efficient manner, rather than using as a fuel source coal, gas or

oil!! can e one!half that of conventional rail. The crucial point is that maglev will set off a

transportation and roader scientific eplosion.

-$& "r.s- Magnetic levitation , Levitation , ropulsion , Linear induction motor(LIM).

Intr".#cti"n/

Air flights are and will remain eyond the reach of a ma+or section of society,

particularly in India. Moreover there are prolems of wastage of time in air traffic delays and

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growing safety concerns. Trends in increased moility of large masses with changing lifestyle for

more comfort are leading to congestion on roads with automoiles. $esides, increasing pollution

levels from automoiles, depleting fuel resources, critical dependence on the fuel import and due to

a limited range of moility of uses and cars the need for fast and reliale transportation is

increasing throughout the world. 0igh!speed rail has een the solution for many countries. Trains

are fast, comfortale, and energy!efficient and magnetic levitation may e an even etter solution.

&evelopment of magnetic levitated transport systems is under progress in developed countries and

it is +ust a matter of time they mae inroads to India as well. Therefore, it will e interesting to

now aout the science and technology ehind mass ground transport system nown as magnetic

flight.

A LITTLE HISTORY

In 12// a 3erman engineer named 0ermann 4emper recorded his first ideas for an electromagnetic

levitation train. 0e received a patent in 12"5 and one year later demonstrated the first functioning

model. It wasn6t until 1272, however, that a government!sponsored research pro+ect uilt the first

full scale functioning Transrapid #1. The first passenger Maglev followed a few years later and

carried people a few thousand feet at speeds up to 8# mph. The company, Munich6s 4raussMaffei,

which uilt the first Transrapid, continued to uild improved versions in a comined pulic!private

research effort and completed Transrapid #/ in 1291, T: #" in 129/ and T: #5 in 129". The

Transrapid #5 Transrapid #8 carried 8#,### visitors etween paring and ehiition halls for si

months.

; test center, including a 12!mile figure eight test trac, was erected etween the years of 1292

and 12


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two south poles) directly aove and elow each other. ;ny effort to ring these two magnets into

contact with each other will have to overcome the force of repulsion that eists etween two lie

magnetic poles. The strength of that force of repulsion depends, among other things, on the strength

of the magnetic field etween the two ar magnets. The stronger the magnet field, the stronger the

force of repulsion.

If one were to repeat this eperiment using a very small, very light ar magnet as the upper memer

of the pair, one could imagine that the force of repulsion would e sufficient to hold the smaller

magnet suspended@levitated@in air. This eample illustrates the principle that the force of

repulsion etween the two magnets is ale to eep the upper o+ect suspended in air.

In fact, the force of repulsion etween two ar magnets would e too small to produce the effect

descried here. In actual eperiments with magnetic levitation, the phenomenon is produced ymagnetic fields otained from electromagnets. Aor eample, imagine that a metal ring is fitted

loosely around a cylindrical metal core attached to an eternal source of electrical current. >hen

current flows through the core, it sets up a magnetic field within the core. That magnetic field, in

turn, sets up a current in the metal ring which produces its own magnetic field. ;ccording to LenB6s

law, the two magnetic fields thus produced@one in the metal core and one in the metal ring@have

opposing polarities. The effect one oserves in such an eperiment is that the metal ring rises

upward along the metal core as the two parts of the system are repelled y each other. If the current

is increased to a sufficient level, the ring can actually e caused to fly upward off the core.

;lternatively, the current can e ad+usted so that the ring can e held in suspension at any given

height with relation to the core.

+AGNETI2 LEVIATION-

Magnetic levitation transport, or maglev, is a form of transportation that suspends, guides and

propels vehicles via electromagnetic force. This method can e faster and more comfortale than

wheeled mass transit systems. Maglevs could potentially reach velocities comparale to turoprop

and +et aircraft (8## to 8


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used to counteract the effects of gravitation. . The forces acting on an o+ect in any comination of

gravitational, electrostatic, and magnetostatic fields will mae the o+ect6s position unstale. The

reason a permanent magnet suspended aove another magnet is unstale is ecause the levitated

magnet will easily overturn and the force will ecome attractive. If the levitated magnet is rotated,

the gyroscopic forces can prevent the magnet from overturning. 'everal possiilities eist to mae

levitation viale.

It is possile to levitate superconductors and other diamagnetic materials, which magnetiBe in the

opposite sense to a magnetic field in which they are placed. ; superconductor is perfectly

diamagnetic which means it epels a magnetic field (Meissner!Dchsenfeld effect). Dther

diamagnetic materials are common place and can also e levitated in a magnetic field if it is strong

enough. &iamagnetism is a very wea form of magnetism that is only ehiited in the presence of

an eternal magnetic field. The induced magnetic moment is very small and in a direction opposite

to that of the applied field. >hen placed etween the poles of a strong electromagnet, diamagnetic

materials are attracted towards regions where the magnetic field is wea. &iamagnetism can e

used to levitate light pieces of pyrolytic graphite or ismuth aove a moderately strong permanent

magnet. ;s 'uperconductors are perfect diamagnets and when placed in an eternal magnetic field

epel the field lines from their interiors (etter than a diamagnet). The magnet is held at a fied

distance from the superconductor or vice versa. This is the principle in place ehind %&'

(electrodynamic suspension) maglev trains. The %&' system relies on superconducting magnets.

; maglev is a train, which is suspended in air aove the trac, and propelled forward using

magnetism. $ecause of the lac of physical contact etween the trac and vehicle, the only friction

is that etween the carriages and air. 'o maglev trains can travel at very high speeds (78# mCh)

with reasonale energy consumption and noise levels.

&ue to the lac of physical contact etween the trac and the vehicle, the only friction eerted is

that etween the vehicles and the air. If it were the case that air!resistance were only a minor form

of friction, it would e appropriate to say ?onse*uently maglevs can potentially travel at very high

speeds with reasonale energy consumption and noise levels. 'ystems have een proposed that

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In electrodynamic suspension (%&'), oth the rail and the train eert a magnetic field, and the train

is levitated y the repulsive force etween these magnetic fields. The magnetic field in the train is

produced y either electromagnets (as in H:!Maglev) or y an array of permanent magnets (as in

Inductrac ). The repulsive force in the trac is created y an induced magnetic field in wires or

other conducting strips in the trac. ; ma+or advantage of the repulsive maglev systems is that they

are naturally stale ! minor narrowing in distance etween the trac and the magnets create strong

forces to repel the magnets ac to their original position, while a slight increase in distance greatly

reduced the force and again returns the vehicle to the right separation. =o feedac control is

needed.

:epulsive systems have a ma+or downside as well. ;t slow speeds, the current induced in these

coils and the resultant magnetic flu is not large enough to support the weight of the train. Aor 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. 'ince a train may stop at any location, due to e*uipment

prolems for instance, the entire trac must e ale to support oth low!speed and high!speed

operation. ;nother downside is that the repulsive system naturally creates a field in the trac in

front and to the rear of the lift magnets, which act against the magnets and create a form of drag.

This is generally only a concern at low speeds, at higher speeds the effect does not have time to

uild to its full potential and other forms of drag dominate.

The drag force can e used to the electrodynamic system6s advantage, however, as it creates a

varying force in the rails that can e used as a reactionary system to drive the train, without the

need for a separate reaction plate, as in most linear motor systems. Laithwaite led development of

such traverse!flu systems at his Imperial ?ollege la ;lternately, propulsion coils on the

guideway are used to eert a force on the magnets in the train and mae the train move forward.

The propulsion coils that eert 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 trac. The fre*uency of the alternating current is synchroniBed to match the speed

of the train. The offset etween the field eerted y magnets on the train and the applied field

creates a force moving the train forward.

In the %&'!repulsive system, the superconducting magnets ('?Ms), which do the levitating of the

vehicle, are at the ottom of the vehicle, ut aove the trac. The trac or roadway is either an

aluminum guideway or a set of conductive coils. The magnetic field of the superconductingmagnets aoard the maglev vehicle induces an eddy current in the guideway. The polarity of the

eddy current is same as the polarity of the '?Ms onoard the vehicle. :epulsion results, pushing


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the vehicle away and thus up from the trac. The gap etween vehicle and guideway in the %&'!

system is consideraly wider, at 1 to 9 inches, and is also regulated (y a null!flu system). Thus,

the guideway is not elow, ut out to the sides. =ow the repulsion goes perpendicularly outward

from the vehicle to the coils in the guidewalls. The perpendicular repulsion still provides lift.

they are all variations of the Linear Induction Motor (LIM) or Linear 'ynchronous Motor (L'M).

2!"ic$ "1 %in$ar $%$ctric '"t"r

; linear electric motor (L%M) is a mechanism which converts electrical energy directly into linear

motion without employing any intervening rotary components. The development of one type of

L%M,

Linear synchronous motor (L'M), is illustrated in graphic form in Aigure I!1. ; conventional

rotary synchronous motor (aove), such as that powering an electric cloc, is made up of two rings

of alternating north and south magnetic poles. The outer ring (the stator) is stationary, while the

inner one (the rotor) is free to rotate aout a shaft. The polarity of the magnets on one (either) of

these rings is fiedJ this element is nown as the field. The magnets of the other ring, the armature,

change their polarity in response to an applied alternating current. ;ttractive forces etween unlie

magnetic poles pull each element of the rotor toward the corresponding element of the stator. Hust

as the two poles are coming into alignment, the polarity of the armature magnets is reversed,

resulting in a repulsive force that eeps the motor turning in the same direction. The armature poles

are then reversed again, and the motor turns at a constant speed in synchronism with the alternating

current which causes the change in polarity

Linear Induction Motor (LIM) is asically a rotating s*uirrel cage induction motor opened out flat.

Instead of producing rotary tor*ue from a cylindrical machine it produces linear force from a flat

one. It is not a new technology ut merely design in a different form. Dnly the shape and the way it

produces motion is changed. $ut there are advantages- no moving parts, silent operation, reduced

maintenance, compact siBe, ease of control and installation. LIM thrusts vary from +ust a few to

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thousands of =ewtons, depending mainly on the siBe and rating. 'peeds vary from Bero to many

meters per second and are determined y design and supply fre*uency. 'peed can e controlled y

either simple or comple systems. 'topping, starting, reversing, are all easy.

L%M6s have long een regarded as the most promising means of propulsion for future high!speed

ground transportation systems. The proposed system, while not strictly *ualifying as high!speed,

still derives so many advantages from the utiliBation of an L%M that no other propulsion means is

eing considered at this stage.

>ithin the road range of possile L%M designs, many alternatives are availale. The selection of

the preferred configuration can perhaps est e understood through a discussion of the choices

considered and the reasons for the re+ection of the others.

1. 'ynchronous vs. induction motors. Aar more effort has een put into research and development

of linear induction motors (LIM6s) than L'M6s. LIM6s do indeed have two distinct advantages. Airst

of all, they are simpler and less costly to construct. The stationary element of the motor consists of

nothing more than a rail or plate of a conducting material, such as aluminum. ;lternating current

applied to the coils of the moving electromagnets induces a fluctuating magnetic field around this

conductor which provides the propulsive force. $y contrast, L'M6s re*uire the installation of

alternating north and south magnetic poles on oth moving and stationary elements. 'econdly,

LIM6s are self!starting, with the speed of motion eing infinitely variale from Bero up to the design

maimum. L'M6s, on the other hand, ehiit no starting tor*ueJ rotary motors of this type are

generally e*uipped with auiliary s*uirrel!cage windings so that they can act as induction motors

until they reach operating speed.

L'M6s possess other advantages, however, which are more than sufficient to outweigh these faults.

They are far more efficientJ models have een uilt with efficiencies of 29E or more, whereas the

highest value yet attained for an LIM scarcely eceeds 9#E. This is true despite the fact that rotary

synchronous motors en+oy only a slight efficiency advantage over rotary induction motorsJ

apparently the conversion to a linear geometry has a far greater effect on induction motor

performance than on that of synchronous motors. Moreover, the efficiency of an L'M is relatively

unaffected y the speed of travelJ LIM6s, on the other hand, do not reach pea efficiencies until they

attain velocities which are well eyond those eing considered here.

;n L'M also operates at a constant speed, which depends solely on the fre*uency of the alternating

current applied to its armature. This feature offers opportunities for asolute speed controlJ under

normal operation, there is no way for any moving conveyance to alter its prescried position

relative to that of any other vehicle on the trac. This fact imparts to any ground transportation

system employing L'M6s an enormously high traffic capacity, many times greater than the

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maimum attainale using LIM6s. The proposed system demands such a capacity if it is to fulfill its

goal of providing the opportunity for individual travel from any point on the system to any other,

and at any time, day or night. :eciprocally, it is this potential for carrying huge volumes of traffic,

made up of oth pulic and private vehicles and of oth passengers and cargo, that can +ustify the

etra ependiture needed for the construction of an L'M!powered system.

Lin$ar in.#cti"n '"t"r )LI+* in 'agn$tic %$vitati"n

The 0igh 'peed 'urface Transport (0''T) system is propelled y linear induction motor. The

0''T primary coils are attached to the carriage ody and the trac configuration is simple, using

the steel rails and aluminum reaction plates. The 0''T levitation system uses ordinary

electromagnets that eerts an attractive force and levitate the vehicle. The electro!magnets are

attached to the car, ut are positioned facing the under side of the guide way6s steel rails. They provide an attractive force from elow, levitating the car.

This attractive force is controlled y a gap sensor that measures the distance etween

the rails and electromagnets. ; control circuit continually regulates the current to the electro!

magnet , ensuring that the gap remains at a fied distance of aout < mm, the current is decreased.

This action is computer controlled at 5### times per second to ensure the levitation.

As shown in figure, the levitation magnets and rail are oth K shaped (with rail eing

an inverted K). The mouths of K face one another. This configuration ensures that when ever a

levitational force is eerted, a lateral guidance force occurs as well. If the electromagnet starts to

shift laterally from the center of the rail, the lateral guidance force is eerted in proportion to the

etent of the shift, ringing the electromagnet ac into alignment. The use of an electro!magnetic

attractive force to oth levitate and guide the car is a significant feature of 0''T the system

>e can visualiBe an 0''T linear motor as an ordinary electric induction motor that has

een split open and flattened. This of linear motor has recently een used in various fields the fig

illustrates in the 0''T, the primary side coils of motor are attached to the car ody in the secondary

side reaction plates are installed along the guide way .this component acts as induction motor and

ensures oth propulsion and reaing force without any contact etween car and guide way. This

system a car mounted primary linear induction system. The ground side re*uires only a steel

plate aced y an aluminum or copper plate, meaning that the rail source is simple.

Dne of the 0''T6s uni*ue technical features is modules that correspond to the ogies on

connectional rolling stoc. Aigure shows each consist primarily of a memer of electromagnets for

levitation guidance, a linear motor for propulsion and raing, and a hydraulic rea system.

The two modules on the left and right sides of the car connected eams and this unit is called

levitation ogie ecause the levitation ogies run the entire length of the car, the load car and load

on guide way are spread out and the advantages of magnetic levitation can e fully eploited.

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cost of propulsion coils could e prohiitive, a propeller or +et engine could e used.

Stabi%it&

%arnshaw6s theorem shows that any comination of static magnets cannot e in a stale

e*uilirium.F/2G 0owever, the various levitation systems achieve stale levitation y violating the

assumptions of %arnshaw6s theorem. %arnshaw6s theorem assumes that the magnets are static and

unchanging in field strength and that the relative permeaility is constant and greater than 1

everywhere. %M' systems rely on active electronic stailiBation. 'uch systems constantly measure

the earing distance and ad+ust the electromagnet current accordingly. ;ll %&' systems are moving

systems (no %&' system can levitate the train unless it is in motion).

$ecause Maglev vehicles essentially fly, stailisation of pitch, roll and yaw is re*uired y magnetic

technology. In addition translations, surge (forward and acward motions), sway (sideways

motion) or heave (up and down motions) can e prolematic with some technologies.

0OWER AND ENERGY USAGE

ower for maglev trains is used to accelerate the train, and may e produced when the train slowed

(regenerative raing), it is also usually used to mae the train fly, and to stailise the flight of

the train, for air conditioning, heating, lighting and other miscellaneous systems. ower is also

needed to force the train through the air (air drag).

;t low speeds the levitation power can e significant, ut at high speeds, the total time spent

levitating to travel each mile is greatly reduced, giving reduced energy use per mile, ut the air drag

energy increases with the speed!s*uared, and hence at high speed dominates.

$enefits of Magnetic Levitated Transportation system-

5 Knlie conventional transportation systems in which a vehicle has to carry the total power needed

for the most demanding sections, the power of the maglev motor is dependent on the local

conditions such as flat or uphill grades.

5 Maglev uses "#E less energy than a high!speed train traveling at the same speed (1C" more power

for the same amount of energy).

5 The operating costs of a maglev system are approimately half that of conventional long!distance

railroads.

5 :esearch has shown that the maglev is aout /# times safer than airplanes, /8# times safer than

conventional railroads, and 9## times safer than automoile travel.

1"

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4ANES/

1. Maglev guide paths are ound to e more costly than conventional steel railways.

/. The other main disadvantage is lac with eisting infrastructure. Aor eample if a high

speed line etween two cities it uilt, then high speed trains can serve oth cities ut more

importantly they can serve other neary cities y running on normal railways that ranch off

the high speed line. The high speed trains could go for a fast run on the high speed line, and

then come off it for the rest of the +ourney. Maglev trains wouldn6t e ale to do thatJ they

would e limited to where maglev lines run. This would mean it would e very difficult to

mae construction of maglev lines commercially viale unless there were two very large

destinations eing connected. The fact that a maglev train will not e ale to continue

eyond its trac may seriously hinder its usefulness.

.

2O+0ARISION/

?ompared to conventional trains

Ma+or comparative differences etween the two technologies lie in acward!compatiility, rolling

resistance, weight, noise, design constraints, and control systems.

$acwards ?ompatiility Maglev trains currently in operation are not compatile with

conventional trac, and therefore re*uire all new infrastructure for their entire route. $y contrast

conventional high speed trains such as the T3 are ale to run at reduced speeds on eisting rail

infrastructure, thus reducing ependiture where new infrastructure would e particularly epensive

(such as the final approaches to city terminals), or on etensions where traffic does not +ustify new

infrastructure.

E11ici$nc& &ue to the lac of physical contact etween the trac and the vehicle, maglev trains

eperience no rolling resistance, leaving only air resistance and electromagnetic drag, potentially

improving power efficiency.F"/G

W$ig!t The weight of the large electromagnets in many %M' and %&' designs is a ma+or design

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issue. ; very strong magnetic field is re*uired to levitate a massive train. Aor this reason one

research path is using superconductors to improve the efficiency of the electromagnets, and the

energy cost of maintaining the field.

N"is$7 $ecause the ma+or source of noise of a maglev train comes from displaced air, maglev trains

produce less noise than a conventional train at e*uivalent speeds. 0owever, the psychoacoustic

profile of the maglev may reduce this enefit- ; study concluded that maglev noise should e rated

lie road traffic while conventional trains have a 8!1# d$ onus as they are found less annoying

at the same loudness level.F""GF"5G

D$sign ?omparisons $raing and overhead wire wear have caused prolems for the Aastech "7#

railed 'hinansen. Maglev would eliminate these issues. Magnet reliaility at higher temperatures

is a countervailing comparative disadvantage (see suspension types), ut new alloys andmanufacturing techni*ues have resulted in magnets that maintain their levitational force at higher

temperatures.

;s with many technologies, advances in linear motor design have addressed the limitations noted in

early maglev systems. ;s linear motors must fit within or straddle their trac over the full length of

the train, trac design for some %&' and %M' maglev systems is challenging for anything other

than point!to!point services. ?urves must e gentle, while switches are very long and need care to

avoid reas in current. ;n 'M maglev system, in which the vehicle permanently levitated over

the tracs, can instantaneously switch tracs using electronic controls, with no moving parts in the

trac. ; prototype 'M maglev train has also navigated curves with radius e*ual to the length of

the train itself, which indciates that a full!scale train should e ale to navigate curves with the

same or narrower radius as a conventional train.

?ontrol 'ystems %M' Maglev needs very fast!responding control systems to maintain a stale

height aove the tracJ this needs careful design in the event of a failure in order to avoid crashing

into the trac during a power fluctuation. Dther maglev systems do not necessarily have this

prolem. Aor eample, 'M maglev systems have a stale levitation gap of several centimeters.

?ompared to aircraft

Aor many systems, it is possile to define a lift!to!drag ratio. Aor maglev systems these ratios can

eceed that of aircraft (for eample Inductrac can approach /##-1 at high speed, far higher than

any aircraft). This can mae maglev more efficient per ilometre. 0owever, at high cruising speeds,

aerodynamic drag is much larger than lift!induced drag. Het transport aircraft tae advantage of low

air density at high altitudes to significantly reduce drag during cruise, hence despite their lift!to!

drag ratio disadvantage, they can travel more efficiently at high speeds than maglev trains that

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operate at sea level (this has een proposed to e fied y the vactrain concept). ;ircraft are also

more fleile and can service more destinations with provision of suitale airport facilities.

Knlie airplanes, maglev trains are powered y electricity and thus need not carry fuel. ;ircraft fuel

is a significant danger during taeoff and landing accidents. ;lso, electric trains emit little caron

dioide emissions, especially when powered y nuclear or renewale sources.

2"nc%#si"n

The MagLev Train- :esearch on this dream train has een going on for the last "# odd years in

various parts of the world. The chief advantages of this type of train are- 1. =on!contact and non!

wearing propulsion, independent of friction, no mechanical components lie wheel, ale.

Maintenance costs decrease. Low noise emission and virations at all speeds(again due to non!

contact nature). Low specific energy consumption. Aaster turnaround times, which means fewer

vehicles. ;ll in all, low operating costs. 'peeds of up to 8##mph.. Low pollutant emissions. 0ence

environmentally friendly.

The MagLev offers a cheap, efficient alternative to the current rail system. ; country lie India

could enefit very much if this were implemented here. Aurther possile applications need to e

eplored.
http://en.wikipedia.org/wiki/Vactrainhttp://en.wikipedia.org/wiki/Carbon_dioxide_emissionhttp://en.wikipedia.org/wiki/Carbon_dioxide_emissionhttp://en.wikipedia.org/wiki/Vactrainhttp://en.wikipedia.org/wiki/Carbon_dioxide_emissionhttp://en.wikipedia.org/wiki/Carbon_dioxide_emission

Research Paper on Linear IMotor in Maglev

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