Magnetic levitaion is a new age of technology which is able to create floating effect of the object using magnetic field strength or often known as "flying without wing". The best way to descripe magnetic field is to look into the application which is the maglev train. Maglev trains are able to achieve speed of 580 km/h, the fastest in the world. There are two type of maglev train in the world, which are the Transrapid developed by German and the other one is developed by JR (Japan Railway). Transrapid is using EMS which means electromagnetic suspension. The attrative force of the magnet is design such the way to levitate the locomotive unit. The Japan Railway is using EDS, electrodynamic suspension which used the repulsive force of the superconductor magnet to levitate. For the propulsion system, both are using LSM, linear synchronous motor which can be imagine an ac motor, which stator is cut and place a long the guideway, the locomotive unit is carry a support magnet or superconductor magnet travel along the guideway. For the prototype of the project, the plan is to use short stator and permant magnet. the guideway is attached with a series of permanent magnet and there is a short stator winding which allow to move on top of the permanent magnet. Magnetic levitation could be the next technology in providing the fastest, quiet, low CO2 emmision and efficiency of railway transportation.
TABLE OF CONTENTS
DECLARATION ii
APPROVAL FOR SUBMISSION iii
ABSTRACT v
TABLE OF CONTENTS vi
LIST OF FIGURES x
LIST OF SYMBOLS / ABBREVIATIONS xi
INTRODUCTION 12
1 Background and History 12
1.1 Early Development 12
1.2 German Development 13
1.3 Japan Development 14
2 Objectives of the project 15
LITERATURE REVIEW 17
1 Magnetic Propulsion 17
2 Linear Induction Motor (Short stator) 18
2.1 Power supply of the LIM system 19
3 Linear Synchronous Motor (Long Stator) 19
4 Comparison between LIM and LSM 20
5 Practical Design of the Transrapid 21
5.1 Levitation and guildance system 21
5.2 Propulsion system 22
5.3 Power Supply System for Transrapid 24
6 Why Maglev? 27
OUR DESIGN CONCEPT 29
1 Prototype Concept 29
2 Partial Modular Proof-of Concept 30
PROPULSION SYSTEM OF THE PROTOTYPE 31
1 Short Stator, Permanent Magnet Design 31
2 Propulsion Control System 32
VARIABLE FREQUENCY INVERTER DESIGN 34
1 555 Timer as Inverter 34
CONCLUSION AND TARGETS FOR PART 2 36
1 Conclusion 36
2 Aims and Targets for Part 2 36
REFERENCES 38
CHAPTER
INTRODUCTION 12
1 Background and History 12
1.1 Early Development 12
1.2 German Development 13
1.3 Japan Development 14
2 Objectives of the project 15
LITERATURE REVIEW 17
1 Magnetic Propulsion 17
2 Linear Induction Motor (Short stator) 18
2.1 Power supply of the LIM system 19
3 Linear Synchronous Motor (Long Stator) 19
4 Comparison between LIM and LSM 20
5 Practical Design of the Transrapid 21
5.1 Levitation and guildance system 21
5.2 Propulsion system 22
5.3 Power Supply System for Transrapid 24
6 Why Maglev? 27
OUR DESIGN CONCEPT 29
1 Prototype Concept 29
2 Partial Modular Proof-of Concept 30
PROPULSION SYSTEM OF THE PROTOTYPE 31
1 Short Stator, Permanent Magnet Design 31
2 Propulsion Control System 32
VARIABLE FREQUENCY INVERTER DESIGN 34
1 555 Timer as Inverter 34
CONCLUSION AND TARGETS FOR PART 2 36
1 Conclusion 36
2 Aims and Targets for Part 2 36
REFERENCES 38
LIST OF FIGURES
FIGURE TITLE PAGE
Figure 1.1: Shanghai Transrapid Maglev Train 12
Figure 1.2: Japan's MLX01 Maglev Train 13
Figure 2.1: Three Systems for Maglev 14
Figure 2.2: Linear Induction Motor 15
Figure 2.3: Block Diagram of the Power circuit for the LIM 16
Figure 2.4: Long stator package for LSM 16
Figure 2.5: Main Components of the Transrapid 19
Figure 2.6: Traveling Magnetic Field Generated 19
Figure 2.7: Sectional system of the guideway power supply 20
Figure 2.8: Block diagram of the power circuit for Transrapid 21
Figure 2.9: 9 Components of the Power Supply Network [7] 22
Figure 4.1: Modeling of Propulsion System 28
Figure 4.2: Repulsive force and Atractive Force of Propulsion System 29
Figure 4.3: Block Diagram of the Propulsion Control System 30
Figure 5.1: Multisim Simulation of 555 Timer 31
LIST OF SYMBOLS / ABBREVIATIONS
LIM Linear Induction Motor
LSM Linear Synchronous Motor
EDS Electrodynamic Suspension
EMS Electromagnetic Suspension
AC Alternating Current
DC Direct Current
PRC Propulsion Control Sysytem
INTRODUCTION
Background and History
Magnetic levitation or better known as maglev is a method that used magnetic attractive or repulsive force of the magnetic field to create a floating effect to the object.
This technology has been recently developed because of few major advantages which we will discuss later, the main application of magnetic levitation is on transportation. Maglev train which is a type of high speed train that using magnetic levitaion to reduce the friction between railway and the wheels is able to achieve higher speed and better effieciency. There are two nations, German and Japan is investing billion of dollars in the maglev train. The best example of commercial running maglev train is the one connecting Shanghai to Pudong Airport in China which is developed by German's Maglev Company, Transrapid International.
Early Development
In 1969, two Americans, Gordon Danby and James Powell, were granted a patent on their design of a magnetically levitated train. This was the first patent for a design of this kind of train [1]. This was around the same time that Germany and Japan were both getting very interested in Maglev technology. In 1970, both countries start investing money into researching maglev. That same year, the United States Federal Railroad Administration studied high-speed ground transportation. Little Maglev research was actually done and in 1986, all Maglev research funding was stopped and the United States officially stepped out of the Maglev race for the time being.
German Development
In 1969, the German government sponsored a research project which built their first full scale model of a Maglev design [2]. They called their version of the Maglev the TransRapid 01.
Germany's first large scale demonstration of the TR was in 1979 was at the International Transportation Fair in Hamburg, where the TR 05 carried about fifty thousand visitors between a parking lot and the exhibition hall for six months [2]. Germany's first large scale demonstration of the TR was in 1979 was at the International Transportation Fair in Hamburg, where the TR 05 carried about fifty thousand visitors between a parking lot and the exhibition hall for six months [2]. A TransRapid route was planned from Hamburg to Berlin in 1992. In 1998, a joint company was formed under the system houses Adtranz, Siemens, and Thyssen [2]. This new joint company was called TransRapid International.
China expressed their interest in the German Maglev technology. After statistical gathering and analyzing, a contract was reached on January 23, 2001 between Shanghai and TransRapid International to build a line between Shanghai and its airport.
On December 31, 2002, the first commercially operated Maglev line took it maiden voyage carrying on board Chinese Prime Minister Zhu Rongji, German Chancellor Gerhard Schroder and other high ranking politicians and business people from both countries. One year later, the world's first commercial TransRapid route starts scheduled operation in Shanghai.
Figure 1.1: Shanghai Transrapid Maglev Train
Japan Development
The former Japanese National Railways (JNR) began conducting Maglev research and development in 1970. The Miyazaki Test Track was built in southern Japan was experiments and test runs were being conducted on the tracks [3]. In 1979, the prototype ML-500 test train reached an unmanned speed of 517 km/h on the 7 km track, which proved that Maglev had a great potential for reaching higher speeds than any other train built before that. The Miyazaki track was later modified into a U shaped to simulate more real world track curves.
The Yamanashi test line was 18.4 km long and supported a wide range of tests to determine the commercial feasibility of the Maglev train. The track was made up 16 km of tunnels and an open section that was 1.5 km long in the middle of the track. A substation for power conversion and other facilities were located in the 1.5 km stretch of open section. Part of the line was double tracked to simulate trains going in opposite directions at super high speeds.
Trial runs began on the Yamanashi Test line in April 1997. The cars weren't levitated but instead were driven at low speeds on rubber tires. Once tests confirmed that there were no defects in the vehicles or the guideway itself, levitation runs began at the end of May 1997. The speeds were increased incrementally to monitor car movement and verify braking performance [3]. On December 12 1997, a new world record of 531 km/h was set for manned train travel. A maximum speed of 550 km/h was set for unmanned travel 12 days later.
Overall, there were no major problems that occurred during the test runs. More testing will be required before commercial use of Maglev trains in Japan will start. During the next few years, these test runs will be focusing on 3 things:
Verifying long-term durability
Finding ways to reduce costs
Achieving more aerodynamic car designs [3]
Figure 1.2: Japan's MLX01 Maglev Train
Objectives of the project
For this project, my teammates and I will do an overall research on the magnetic levitation, the concept and the working principle.
Apart from that, we will also further our study on the application of the magnetic levitation by building a prototype of the maglev train. By constructing the prototype we will be able to apply our technical skills, knowledge which is related to our course into this project.
For the prototype, we will look into the control system of the train including the speed or propulsion control and levitation control. We will determine the overall performance of the maglev vehicle by looking into several aspects such as the efficiency, cost and sustainable development.
LITERATURE REVIEW
Magnetic Propulsion
For maglev application like maglev vehicle or maglev train, there are three basic systems we need to provide in order to move the vehicle friction-less and stable, which is the propulsion, levitation and guidance.
Figure 2.1: Three Systems for Maglev
For this chapter I will explained the magnetic propulsion system and also the practical design of the maglev train for the power supply, guildway control, speed control and etc. My teammate will explained further on the levitation system, for guidance system I will explained in the practical design of the maglev train.
First of all, we need to understand the concept magnetic linear motor, because it was applied to all the maglev high speed train. Linear propulson motor is just the same as other normal DC or AC motor, the different is that the stator or rotor is cut open, the moving part is moving linearly on the stator or rotor. There are two type of linear motor used in the maglev application which is the linear induction motor (LIM) and linear synchronous motor (LSM).
Linear Induction Motor (Short stator)
For linear induction motor (LIM), by considering few factors such as the motor weight and power consumption, the only practical design is the one with the primary onboard motor, which we called the short stator design.
Figure 2.2: Linear Induction Motor
There are armature windings onboard of the locomotive unit of the train is called the stator, by supplying Alternating Current (AC) to the stator winding, it induces currents into the reaction plate, which is typically an aluminum plate. This creates eddy currents in the moving element which react with the moving field in the stator to produce thrust thus the moving part will move [5]. The best example of this type of propulsion system is Putra LRT, but the Putra LRT does not levitate, but using wheels to support the train and movement.
Power supply of the LIM system
Figure 2.3: Block Diagram of the Power circuit for the LIM
Practically for the LIM system, direct current (DC) will be chosen to supply the train, there is a variable frequency power converter to convert DC to AC which is supply to the short stator, only AC to induce eddy currents to the conducting sheet of the system. The speed is control by changing the frequency of the AC current. Higher the frequency, higher the propulsion speed.
Linear Synchronous Motor (Long Stator)
For linear synchronous motor (LSM), it is a total different system compare to LIM. For LIM, the AC is supply to short stator onboard of the moving unit, but for LSM, the AC current is supply to the stator along the guildway, therefore it is called long stator.
Figure 2.4: Long stator package for LSM
By supply either single phase or three phase AC current to the long stator of the LSM, traveling magnetic field is created due to the changing poles of the stator winding. Therefore by installing a support magnet or electromagnet on the train, thrust is created, the train will move.
LSM system is adapted by Transrapid International for magnetic levitation high speed train because it has more advantages compare to LIM which we will see in the next section. We will look into more detail on the LSM design of the Transrapid in the following section.
Comparison between LIM and LSM
Advantages of linear induction motor:
A power inverter is required for each vehicle motor, but the total cost of inverters for a complete system is reduced.
The guideway portion of the LIM consists of an aluminum sheet, sometimes on steel backing, and this is less expensive than LSM stator. [4]
Disadvantages of linear induction motor:
The vehicle weight is increased by at least 20% because of the onboard propulsion equipment.
It is very costly in weight and efficiency to operate with a magnetic gap more than about 10 mm and thus guideway tolerances are more critical.
It is necessary to use sliding contacts to transfer all of the propulsion power to the vehicle or, at much greater cost, to use inductive power transfer.
The motor efficiency is reduced, both because the motor is less efficient and because the vehicle is heavier and requires more propulsive thrust. [4]
Advantages of linear synchronous motor:
The motor can use the same magnets as the levitation and thereby reduce vehicle cost and weight and increase efficiency.
The magnetic gap can be larger.
The vehicles are lighter so less propulsive power is required.
No need to transmit propulsive power to vehicle.
The propulsion and control equipment is all on the guideway so communication is more robust, control is simplified and regenerative braking is easier to achieve. [4]
Disdvantages of linear synchronous motor:
Higher cost for guideway-mounted LSM motor windings and wayside power inverters.
Precise position sensing is required. [4]
Practical Design of the Transrapid
Virtually all high-speed maglev designs use an LSM for propulsion. Early versions of Transrapid used the LIM but starting with TR05 in 1975 they switched to the LSM.
As for the levitaion system, Transrapid use the system called EMS, electromagnetic suspension which the detail will explain further by my teammate.
Levitation and guildance system
The non-contact support and guidance system of the Transrapid maglev system functions according to the principle of electromagnetic levitation. It uses the attractive forces between the individual, electronically controlled electromagnets in the vehicle and the ferromagnetic reaction rails which are installed on the underside of the guideway. The support magnets pull the vehicle up to the guideway from below, the guidance magnets keep it laterally on track. The support and guidance magnets are arranged on both sides along the entire length of the vehicle.
Figure 2.5: Main Components of the Transrapid
A highly reliable, fully redundant electronic control system ensures that the vehicle hovers at an average distance of about 10 mm (3/8 in) from its guideway. The distance between the top of the guideway and the underside of the vehicle during levitation is 150 mm (6 in), enabling the maglev vehicle to hover over objects or a layer of snow.
Propulsion system
As I mention before that Transrapid using LSM system to operate, the synchronous longstator linear motor of the system is used both for propulsion and braking.
Figure 2.6: Traveling Magnetic Field Generated
By supplying alternating current to the three-phase motor winding on the guideway, an electromagnetic traveling field is generated which moves the vehicle, pulled along by its support magnets which act as the excitation component. The speed can be continuously regulated from standstill to full operating speed by varying the frequency of the alternating current. If the direction of the traveling field is reversed, the motor becomes a generator which brakes the vehicle without anycontact. The braking energy can be fed back into the public network.
Figure 2.7: Sectional system of the guideway power supply
The longstator linear motor in the guideway is divided into individual motor sections which are only supplied with power as the vehicle passes. The location and the installed power of the substations depend on the requirements on the propulsion system. In sections where high thrust is required, example gradients, acceleration, and braking sections, the power of the substations is higher than on level sections which are traveled at constant speed.
The location and the installed power of the substations depend on the requirements on the propulsion system. In sections where high thrust is required, example gradients, acceleration, and braking sections, the power of the substations is higher than on level sections which are traveled at constant speed.
Figure 2.8: Block diagram of the power circuit for Transrapid
The support and guidance system onboard is supplied with energy without contact via the linear generators integrated into the support magnets. No overhead wires are required for the Transrapid. In the event of a power failure, energy is supplied from on-board batteries which are charged by the linear generators during travel. [6]
Power Supply System for Transrapid
One major issue that has attracted my interest in doing this study on the practical design of Transrapid is the switching devices that use to switch the high voltage power supply. Previously I meantion about the power supply of the railway is supply by the public network which is typical 11kV or 25kV network, therefore there will be power inverter and converter involve in the power supply system.
Next we will look into detail on how is the stage by stage power supply system to control the power, frequency and also the semiconductor components that use for switching purpose.
Figure 2.9: 9 Components of the Power Supply Network [7]
High-voltage switchgear with high-voltage transformer
The Transrapid's propulsion system is connected to the public grid by means of the high-voltage switchgear.
Input switchgear
The input switchgear connects the input transformers of the converters to the medium-voltage busbar and has its own controller.
Line inverter
The line inverter converts the 3-phase supply voltage into direct voltage in the DC link. Normally it is designed to return power to the supply system with self-controlled semiconductor elements.
Converter cooling system
The converters are water-cooled in order to achievea high power density. The converter cooling system dissipates the heat losses occurring in the power semiconductors.
Motor inverter
In the motor inverter, the direct voltage of the DC link is converted so that it has the variable frequency and voltage needed for feeding the motor. It is then passed on to the track via the output transformer. It features self-controlled semiconductor elements such as the proven IGCT thyristors (Integrated Gate Commutated Thyristors).
Output Transformer
The output power of the inverter is supplied to the track via the output transformer. With its different taps, the transformer can be used at lower frequencies (as a current dividing reactor when the vehicle starts to move) and also at higher frequencies and therefore higher speeds.
Propulsion Control System (PRC)
The heart of the Transrapid's propulsion system is the PRC. As the control system, it is responsible for correct functioning of the propulsion system. Its basic functions are, for example, vehicle control, power control according to the transvector principle, and guideway control.
Line Feeder Switchgear
20 kV vacuum contactors are integrated in the line feeder switchgear. These were specially developed for the Transrapid technology and designed for the extremely high requirements regarding dielectric strength, current-carrying capacity, and switching frequency.
Switch Station
Switch stations along the guideway ensure that the line section which the vehicle is about to enter or leave is connected or disconnected from the feeder cable system by means of the vacuum contactors. The protective equipment for the cable system is also integrated in these stations. Since the switching stations are delivered to the guideway completely preassembled and fully tested, the commissioning process is speeded up considerably.
For Shaghai Transrapid which connects to Pudong International Airport, which is 30 km long, is connected with 10 transformer stations and 60 switch stations. There are 4 110/20 kV transformers and 16 converter units. It able to travel on average speed of 431 kilometer/hour, and the one way trip takes about 7 and half minutes. [7]
Why Maglev?
Is magnetic levitaion better then convetional over-head ac motor train? In this section we look into number of advantages of this technology.
A maglev system will provide:
frictionless, non-contact, non-wearing trains, extreme low noise
high-speed regional traffic at 200 to 354 km/h, to super-speed intercity traffic at speeds of up to 498 km/h
faster acceleration and faster braking high grade-climbing ability (10 degrees) and vehicle tilting (12 degrees) allowing for more flexible route alignments
no on-board propulsion motor
low weight vehicles enable high energy efficiency
quieter operation at all speeds than any other surface transportation system
low operating and maintenance costs due to the absence of moving parts for levitation, propulsion and guidance
modular electronics allow for rapid replacement of parts, reducing vehicle downtime
This maglev technology no doubt that has more advantahges then other train systems, however the most concern issues is the investment cost of this maglev vehicle. Total investment for Shanghai Transrapid is US$ 1.33 billions, it is about 2 to 3 times higher then conventional over-head trains such as TGV and ICE in Europe. [6]
OUR DESIGN CONCEPT
Prototype Concept
After all the study about the magnetic levitation, we have come out with a design for our prototype model of maglev vehicle.
First, we look into propulsion system, as I have explained ealier that there are two types of electromagnetic propulsion which is the linear induction motor and linear synchronous motor, each will have their own advantages and disadvantages. For this project, we have dicided to use the principle of short stator design, however in our design there are no eddy currents induced because we decide to use permanent magnet instead of aluminum sheet.
The reason being is because our prototype is small scale which is two to three meter of guideway, the current that we able to supply is not enough to induce current on the track. However by replace it with permanent magnet we able to create higher magnetic field strengh that produce enough thrust to move the vehicle.
We are not able to apply LSM system in our system because of the scale and cost. LSM system require stator winding along the guideway, this only can achieve for medium size of protoype where the stator winding is large enough to produce linearly travel magnetic field. The cost is also an issue where our budget only suitable of construcing a small scale of prototype.
For guidance system, we decided not to include the any guidance to our prototype because firstly our guideway is a straight track and no curve or gradient involve, this could save us some budget to concentrate on other modules. For levitation system, we decided to use electromagnetic suspension EMS, my teammate will explain in more detail of EMS design of our maglev vehicle.
Partial Modular Proof-of Concept
For this project, there have been two important modules which are propulsion system and levitation system and this concept has been introduced to our project.
Partial modular proof -of concept mean that the vehicle will not levitate the whole guideway, but levitate certain portion of the guideway. However if the vehicle is out of the levitation section, there will be bearing supporting the vehicle. For example if our guideway is 3 meter long, the vehicle only able to levitate 30 cm at the beginning of the guideway. This will decided later on the part 2 of this project by taking account of the cost of all components.
Reason why we using this concept is because of the complex design of the levitate system, also by considering that our prototype is small scale, there will be some limitation on the guideway design. The cost also playing important role in our project, as we try to maximize the study on this maglev system. By having longer guideway, there will be more opportunity to study on the propulsion system.
PROPULSION SYSTEM OF THE PROTOTYPE
Short Stator, Permanent Magnet Design
In this chapter, I will explain the design of our propulsion system which includes the working principle, modeling of the design, block diagram of the power circuit for the propulsion system and speed control.
As I already explained that our design will using short stator which made up of a self made electromagnet which will attach to the boggy unit (vehicle) which will move along a series of permanent magnet.
Figure 4.1: Modeling of Propulsion System
By refering the model that been created using Soliwork with the assist of my teammate, we can see that the short stator is placed on top of the permanent magnet which will mount on the railway. The electromagnet will attach to the bottom of the boggy unit.
The difficult that we been facing in designing this propulsion is to make thrust or moving force to the vehicle, if we supply DC current to the electromagnet, there will be no movement because the pole of the electromagnet will stay the same and will be attracted to the different polarity.
Figure 4.2: Repulsive force and Atractive Force of Propulsion System
Finally we come out with the solution, which is to supply AC current instead of DC current to the electromagnet. By supply AC current to the electromagnet, the poles of the electromagnet will changing depend on how much is the frequency, therefore there will be thrust or moving force which will keep the vehicle moving. Next we will look into how to control this propulsion system.
Propulsion Control System
The most important aspect we into the propulsion control is the speed. Since we supply alternating current to the electromagnet to make it changing poles creating the moving force, therefore the speed control parameter is the frequency.
Eventhough we know that by supplying higher current will ensure that electromagnet has higher magnetic field thus creating higher magnetic force, however in this prototype, we are using enamel coated wire for the short stator winding, the wire will have maximum current rating, we are not encourage to supply an over current to the wire as it will damage the conductivity of the wire and damage the short stator.
Switch 2
Electromagnet
Current
Control
Device
Current
Amplifier
Circuit
DC To
AC
Inverter
DC Source
12V
Switch 1
Figure 4.3: Block Diagram of the Propulsion Control System
The power supply for the propulsion system is typical DC source 12V, there is a DC to AC converter which I will explained further on the next chapter. Current amplifier circuit is used to amplify the current output from the inverter in order to achieve a high current to create a strong magnetic field for the electromagnet. The current control device will be used to keep thee current below the current rating of the enamel coated wire. The current control can be a typical potentiometer.
Switch 2 is act like a braking system. When the switch 1 in turn on, the vehicle will move, but when switch 1 is turn off, the vehicle will not stop immediately but still moving because of the thrust that produce linearly. If we turn switch 2 on at this time, the vehicle will instantly stop, I have explain this previously that if we supply DC into the short stator, it will attract to the guideway. Therefore switch 2 is use to by-pass all the inverter and current amplify circuit.
VARIABLE FREQUENCY INVERTER DESIGN
555 Timer as Inverter
For the DC to AC inverter design, I have decided to use 555 timer IC as the inverter to produce square waveform.
For our prototype, extreme low frequency is need to suply to the electromagnet, this is because our prototype is a small scale, therefore if we supply higher frequency mean there will be not enough guideway for the vehicle to travel, therefore 555 timer oscillator is the only device that can produce very low and accurate frequency.
Figure 5.1: Multisim Simulation of 555 Timer
For this 555 timer, there are two parameters we need to control in order to adjust the output frequency which is the resistor value and capacitor value. However the output waveform is square waveform, this does not affect our propulsion system because our propulsion system is running on a low frequency, and the main concern for us is to change the polarity of the electromagnet, and therefore square waveform is acceptable.
The equation for the frequency of this 55 timer is given by:
[8]
I have included a diode in this configuration to achieve duty cycles of 50%. The capacitor charges through R2 and discharge through R1, under this condition the equation of the duty cycle is given by:
[8]
By taking both R2 and R1 same value, a 50% duty cycles square is generated.
CONCLUSION AND TARGETS FOR PART 2
Conclusion
Although magnetic levitation is a new technology which haven introduce in this country, but yet it is not longer a stranger for developed country such as German, Japan and US.
The biggest challenge for maglev developers are they still struggle to find cost reduces for maglev system. Im my point of view, in future where the investment cost of maglev is reduce, maglev system will taking over other conventional train.
In conclusion, the magnetic levitation is no longer a dream, dream of driving without wheels, dream of moving 500 km/h on the surface friction-less, this technology could provide a platform for the new age of transportation industry.
Aims and Targets for Part 2
In my opinion, this project is a project which involves several fields of different skills and knowleages, but it is a project which will be able to apply most of my knowleages from the past few years.
Lastly I include several targets for us to achieve in the part 2:
To success in the propulsion system design, the protoype able to move along on the guideway.
To be able to control the speed of the maglev prototype and measure accurately with respect to frequency.
Prototype able to levitate using the EMS method.
To measure the energy consumption and magnetic force of the maglev system.
Braking system design for the prototype.
Conclude the project by looking at the efficiency, environment and sustainable development.
