To simulate a model of levitation train using electromagnetic propulsion and build out a basic virtual prototype to run it by levitating on railway power design.
Background
This project is aided by the basis of electromagnetic levitated train. The maglev train applies magnetic force of two poles to lift the train and pull it forward on track as well. Meanwhile, it has almost zero friction for maglev train because of the train does not have any contact with the track. This leads advance advantage to build a high speed transport compare to the traditional wheeled transport. In addition, this concept also provides low energy consumption, noise pollution and negligible air resistance of transport system for daily use.
1.3 Objective
The objective of the project is to study magnetic levitation concept, application with hardware design and Solid work simulation. Furthermore, this project also able to obtain knowledge in electromagnetic wave properties by goes through research in model of maglev train and track as well.
1.4 Report Outline
There are include five chapters in this progress report which are Chapter 1-Introduction, Chapter 2-Literature Review, Chapter 3-Methodology of Propulsion System, EMS Working Concept of Levitation System and Chapter 4-Overall Conclusion.
LITERATURE REVIEW
Permanent Magnet
A permanent magnet is an object made from a material that is magnetized and creates its own persistent magnetic field it would perform electromagnets that made of current carrying wire. It has four classes of material for commercial use such as Neodymium Iron Boron, Samarium Cobalt, Ceramic and Alnico.These classes of materials is referred to application requirements and depends on the section applied for. Besides, the choice of permanent magnet also should be considered for the proper grade, shape, and size of magnet for a specific application. The figure 2.1 below is shown as different shape of permanent magnet.
Figure 2.1: Different Shape of Permanent Magnet
2.1.1 Halbach Array
As I refer to some literature references, the Halbach array design is one of application for Inductrack by using permanent magnet in magnetic levitation train system. These arrays were pioneered by physicist Klaus Halbach for use in particle accelerators. The uniquely efficient arrays of permanent magnet materials concentrate the magnetic field on one face of the array, while almost canceling it on the opposite side. Otherwise, the Halbach array is also a special configuration of permanent magnets. Each bar is at right angles to adjacent bars so that magnetic field lines combine to produce a strong field below the array and cancel out one another above the array. The Figure 2.1.1 as shown below is Halbach array design in the closed-packed shorted circuits applied for Inductrack.
End view of Halbach array on moving
Upper conductors of shorted levitation circuits in track
Figure 2.1.1: The Moving Halbach Array Magnets
Inductrack
Inductrack is a maglev system originally conceived by Livermore physicist Richard Post and to be invited to Lawrence Livermore National Laboratory (LLNL) for first look at this concept. It is first levitated train to use passive permanent magnets and provides economic and operational advantages over the other maglev systems. If in the event of a power failure, the train will slow gradually until it comes to rest on its auxiliary wheels. It is also can be adapted to both high-speed and urban-speed environments. In addition, the maintenances requirements for Inductrack are also lower compare with other levitation technique systems, plus it has a short turning radius and is designed for quiet operation running on the track.
According to the Figure 2.1.1, it is other distinguishing feature of Inductrack which the track is made with a close-packed array of electrically shorted circuits. In this design, the circuits are from a ladderlike array of 'rungs' containing cabled insulated wire. As the train moves over the track, permanent magnets induce a current in the track circuits. During that condition, the current generates a magnetic field which repels the magnet arrays, result in levitation and inherent stability. As a requirement that train should at least moving above a few kilometers per hour and then it will be levitated about 25 mm above the track's surface.
Otherwise, researchers of Livermore have continued to improve and modify on the advance system's design. Inductrack II is observing, which uses a dual Halback array straddling the track, almost doubles to the levitating magnetic field. For this design, it requires half of the current applied in the single-sided inductrack I configuration to accomplish the same levitation force per unit area, without substantially raising the weight or footprint area of the Halbach arrays. Hence, Inductrack II has advantage of higher levitation efficiency and lower drag forces at low speeds compare with Inductrack I. The finding of Inductrack II technology is an important asset for urban maglev system development in future.
2.2 Superconductor
The Superconductor Magnet (SCM) is the core element of superconducting Maglev. One of the interesting properties of superconductors was researched by
Meissner and it is known as the Meissner effect. The Meissner effect is a phenomenon that occurs when certain conductors are cooled below their critical temperature which is typically 0 K. It was observed that under this condition the conductor would become a superconductor, and would in fact repel magnetic fields of any orientation. In other words, a piece of superconducting material cooled to below its critical temperature then it will repel a magnetic south pole or a magnetic north pole without having to move it. This is a special case of diamagnetism.
In a traditional conductor such as copper, if a magnet is brought in near to it, an electric current is induced in the copper. Refer to Lenz's law, this induced current will produce a magnetic field to counteract or oppose the nearby magnetic field caused by the magnet. Owing to the fact that copper is not a perfect conductor. However, the induced current quickly dies away due to the internal resistance present in the conductor. When the current disappears, the magnetic field collapses along with it. So, this induced current and its accompanying magnetic field are only observed when the nearby magnet is moving. The movement of the nearby magnetic field would then constantly stimulate the induced current and the opposing magnetic field. This phenomenon explains the damping effect that a copper plate in close proximity has on the movement of a magnet.
Theoretically, if the induced current did not dissipate due to the resistance of the conductor, then the accompanying magnetic field should persist as well. This is in effect, what happens in a superconductor cooled to below its critical temperature. There is zero resistance inside the superconductor, and thus the induced current and its accompanying magnetic field would not dissipate, even though the magnet stopped moving. As long as the magnet is present, the opposing magnetic field will exist. This causes a magnet brought close to a cooled superconductor to be repelled, regardless of which magnetic pole the superconductor is exposed to. The opposing magnetic field induced in a superconductor can become so strong that it can effectively match the downwards force on a nearby magnet caused by its weight.
The resultant effect observed is that a magnet, placed above a cooled superconductor and it can remains there, stably levitated.
This does not however explain how come the magnet remains stably levitated above the superconductor without "slipping" off the side. According to Earnshaw showed, simple magnetic repulsion is not sufficient to maintain stable levitation. This problem is solved at the molecular level. Within the superconductor are impurities that mean areas which do not have electric current flowing in them. As a result, there are not establishing an opposing magnetic field. These areas, although small, are big enough to allow regions of the magnetic field from the nearby magnet to penetrate the superconductor. If the magnet moved, the magnetic field would have to move with it. Nevertheless, because of the magnetic field is unable to penetrate the superconductor in any other area, the magnetic field is effectively locked in place. Hence, because the magnetic field is being held in place by the "holes" in the opposing magnetic field of the super conductor, the magnet too, is held in place. This is what holds the magnet in place above the superconductor and keeps it stably levitated. This is known as flux pinning.
Figure 2.2: The magnet levitating above a superconductor
2.3 Magnetic Levitation System
Magnetic levitation or suspension is a technique to suspend an object with no other support than an electromagnetic field. An extensive overview of magnetic suspension techniques is given in reference. There are nine different levitation techniques are distinguished. In the field of electrical machines only two types of interest which are electromagnetic suspension (EMS) with a static magnetic field and electrodynamic suspension (EDS) that uses induced currents.
2.3.1 Electromagnetic Suspension
Electromagnetic suspension is also known as attracting levitation because it uses the attractive magnetic force of a magnet beneath a rail to lift the train up. This system uses non-superconducting magnets located on the guidance apparatus attached to the vehicle and below the ferromagnetic rails. When the magnets attract, lifting the curved guidance rail towards the ferromagnetic rails. This produces levitation of around 3/8 in. Otherwise, feedback control of the currents is applied to overcome the natural tendency of the magnets to slam up against the steel rail. The Figure 2.3.1.1 as shown below is the electromagnetic suspension technique.
Figure 2.3.1.1: Electromagnetic Suspension Technique
In 1842, Samuel Earnshaw proved that passive levitation with static magnetic fields is not possible. To stabilize a magnetically levitated system, a feedback controller is required. There is one exception to this rule. When a part of the system contains diamagnetic materials, which have a relative permeability μr < 1, passive levitation is possible. Water is an example of diamagnetic materials. For an ideal diamagnetic material that is a superconductor (μr = 0), as superconductors reject magnetic fields, which is called the Meissner effect.
An example of an electromagnetic suspension system is shown as in Figure 2.3.1.2. An iron ball is suspended below an electromagnet. The gravitational force on the ball is compensated by the attraction force of the electromagnet. The distance between the ball and the electromagnet is measured with an optical sensor and the current i is controlled by a feedback controller. This magnetic suspension system is based on the reluctance force. The reluctance force originates from the change of the reluctance in a magnetic circuit. This bearing can be pre-stressed by a permanent magnet in the ball, which creates a bias field. The advantage of this hybrid magnetic bearing, which contains both electromagnets and permanent magnets, is that a certain distance between the ball and the electromagnet, the attraction force created by the permanent magnet compensates the gravitational force. When the ball is controlled at that position, the electromagnet should only counteract the disturbances. Thus, the power dissipation in the electromagnet is small.
Figure 2.3.1.2: Magnetically Levitated Ball
2.3.2 Electrodynamic Suspension
Electromagnetic suspension is a technique to uses repulsive force, it originates from an electromagnetic wave and the currents induced in a conductor by that wave. The currents are induced when there is a speed difference between the electromagnetic wave and the conductor. In addition, the generated force is not sufficient to levitate the train at low speed and it requires achieving a minimum speed that can to sustain levitation. Therefore, these kinds of trains are supported by wheels or electromagnets during standstill and start-up. The characteristic of the force is strongly non-linear and so, this type of levitation is not applied in positioning systems. The Figure 2.3.2 as shown below is the electrodynamic suspension technique.
Figure 2.3.2: Electrodynamic Suspension Technique
This system was designed by the Japanese National Railways and now resides in the care of the Railway Technical Research Institute. EDL uses large superconducting magnets on the vehicle that when set up on the track, the magnets from the vehicle generate eddy currents in the conducting track. Lift depends on the movement of the vehicle, which in turn depends on the magnetic drag, other drag forces, and their relationships with velocity.
2.4 Comparison of EMS and EDS
Each implementation of the magnetic levitation technique for train-type involves their advantages and disadvantages. Therefore, some of differences is noticed and list out as the following reviews which are applied in magnetic levitation.
2.4.1 Propulsion
For an EMS technique, it can provide both levitation and propulsion using an onboard linear motor. However, EDS technique can only levitate the train using the magnets onboard, not propel it forward. As such, vehicles need some other technology for propulsion. A linear motor (propulsion coils) mounted in the track is one solution. Over long distances where the cost of propulsion coils could be prohibitive, a propeller or jet engine could be used.
2.4.2 Stability
Static magnetic bearings using only electromagnets and per magnets are unstable, as explanation by Earnshaw's theorem. EMS techniques rely on active electronic stabilization. For example, the systems constantly measure the bearing distance and adjust the electromagnet current accordingly. Nevertheless, all EDS techniques are moving system which mean no EDS system able to levitate the train unless it is in motion, Earnshaw's theorem does not apply to them.
2.4.3 Speed
For EMS, magnetic fields inside and outside the train are insignificant and commercially available technology that can reach very high speeds (500 km/h). Meanwhile, no any wheels or secondary propulsion system required. However, for EDS, it has onboard magnets and large margin between rail and train enable highest recorded train speeds (581 km/h) and heavy load capacity. It has demonstrated on December 2, 2003 and successful operations using temperature superconductors in its onboard magnets, cooled with inexpensive liquid nitrogen.
2.5 Present Technology
Japan and Germany are developing kinds of normal conductive magnetically levitated linear motor trains. Japan is developing the High Speed Surface Transport (HSST) system, while Germany is being evolution the Transrapid system. Among of two systems, both are quite similar; they use the linear motors for propulsion and electromagnets for levitation. In addition, the operation of magnetic levitation train at Shanghai Pudong Airport to city center is already served which fully develop by German Transrapid technology.
2.5.1 High Speed Surface Transport
The HSST research started in earnest in 1974 when Japan Airline began promoting a new linear motor car system. At that time, high-speed access between Tokyo and New Tokyo International Airport was considered a matter of priority. This because of the airport was being constructed about 60 km from Tokyo's core. To solve and minimized the access time, Japan Airline proposed a maglev train propelled by linear motor at target speed of 300 km/h.
The HSST levitation system applies ordinary electromagnets which exert an attraction force and levitate the vehicle. The electromagnets are attached to the train but are positioned facing the underside of the guideway's steel rails. They provide an attraction force from below, levitating the train that shown as Figure 2.5.1.1.
Figure 2.5.1.1: Principle of HSST Magnetic Levitation
This attractive force is controlled by a gap sensor which measures the distance between the rails and the electromagnets, ensuring that the gap remains at fixed distance of about 8 mm. If the gap widen beyond of about 8 mm, the current to the electromagnet is raised to produce more attraction. Whereas, if the gap becomes less than 8 mm, the current is decreased, the action is controlled by computer system at 4000 times per second to ensure stable levitation.
As refer to Figure 2.5.1.1, the levitation magnets and rail are both U-shaped. Meanwhile, the mouths of each are faced one another. According to this configuration, it ensures that whenever a levitation force is exerted, a lateral guidance force appear as well. Let assume the electromagnet starts to shift laterally from the centre of the rail, the lateral guidance force is exerted in proportion to the extent of the shift, bringing the electromagnet return into alignment. The use of an electromagnetic attractive force to both levitate and guide the car is a significant feature of the HSST system.
Refer to Figure 2.5.1.2, in the HSST primary side coils of the motor are attached to the car body and the secondary side reaction plates are installed along the guideway. All of these components act as an induction motor, and confirm as both propulsion and braking force without any contact between the car and the guideway.
Figure 2.5.1.2: Magnetic Propulsion Principle of HSST
The figure above is shown as system of a car-mounted primary linear induction motor system. The ground side requires only a steel plate, backed by an aluminium or copper plate, that all are simple rail structure.
2.5.2 Transrapid System
Transrapid is the recent developed maglev system in the world. In its 8th generation, reaches the speed of 500 km/h which is the first high-speed maglev system to deploy in a commercial environment. It is nearly 400,000 passengers have ridden around the 40-kilometer (25-mile) closed loop. The Transrapid vehicles have accumulated over 500,000 miles of travel, equivalent to 20 trips around the equator, since the opening of the facility without major interruptions or safety incidents.
Figure 2.5.2: Operation of Transrapid Test Facility in German
Otherwise, a 30 km, double-track line connects Shanghai, China to the new Pudong International Airport. With a peak commercial operating speed of 430 km/hr, each one-way trip has duration of eight minutes. The main line of the project is a double-track system, with a 3 km single-track spur to the maintenance facility.
Transrapid utilizes non-contact levitation, guidance and propulsion systems which safety and efficiently move the vehicle down a fixed guideway. Vehicle levitation is achieved by the attraction between the ferromagnetic stator packs mounted on the guideway and the individually controlled magnets located in the vehicle undercarriage. Lateral guidance is attained by the interaction of guidance magnet, mounted to the side of the vehicle undercarriage, and the steel guidance rails, attached to the guideway. Individual levitation and guidance magnets are grouped together and also mounted continuously on both sides along the whole length of the vehicle. Meanwhile, system components mounted to the guideway, are fixed continuously on both sides. During operation time, an extremely reliable and redundant electrical control system ensures that the vehicle levitates at a constant distance of 10mm for the guideway at all speed. For a secondary suspension it used with pneumatic springs.
The propulsion of Transrapid is achieved through a long-stator linear synchronous motor fixed to the underside of the guideway. The concept derives from that of a standard electric motor, except that the stator and cable windings are cut and allocated lengthwise along the guideway. The magnets are acting as the excitation for the motor which mounted on the vehicle undercarriage. Thus, instead of a rotating magnetic field, a traveling magnetic field that is created by adding electrical current to the system. Furthermore, acceleration and regular braking of the vehicle is performed by the propulsion system, a synchronous long stator linear motor. In addition to these generator brakes, the braking function of the vehicle is guaranteed by the modular eddy-current brakes. The individual eddy-current braking magnets act on the guidance rails of the guideway and assure the braking of the vehicle as well.
In the speed range 500 km/hr the emergency braking function is realized by two eddy-current braking magnets per section. At the speed of less than 10 km/h, the vehicle is set down and slides on the support skids. The operation of destination braking is conducted by a safeguard computer in the vehicle which is depending on the defined brake profiles, issues control commands to the brake control units of the eddy-current brakes is accomplished by the means of the modular, redundant structure and the safe fault exposure of eight autonomous braking circuit per section.
2.5.3 Japanese High-Speed Maglev
The Japanese have developed both low-speed and high-speed Maglev systems, and have a 62 mph system in operation near Nagoya to provide service on 2005 Aichi Prefecture EXPO. The MLX01 is undergoing testing and demonstration 11.4-mile test track in Yamanashi Prefecture by developed of Central Japan Railway Company (JR Central). The concept of MLX01 system is researched by Powell and Danby and it is related to superconducting and null-flux.
Refer to MLX01 concept, the superconducting magnets on the moving vehicle induce currents short-circuited coils mounted on the sides of the "U" shaped guideway and it is built of concrete. So, the magnetic interaction serves to levitate and guide the vehicle as well. Otherwise, a certain amount of forward motion is needed to induce enough current to lift the vehicle. The MLX01 test vehicle has already operated some 250, 000 train-miles and carried over 80, 000 passengers. Meanwhile, the Japanese Maglev technology has achieved a peak speed of 361 mph for a single train and a peak relative speed of 638 mph for two trains passing each other in opposing directions.
The currently development centers of Japanese is to enhance performance such as to care about passenger comfort and main purpose to minimize capital cost. Thus, the Japanese authorities has been decided a new develop Maglev technology and the cost is estimated 20 percent less compare with present technology. The figure 2.5.3.1 is shown that the levitation concept applied for MLX01 of Japanese system.
Figure 2.5.3.1: Levitation Principle of Japanese System
For "N" and "S" represent the poles of magnets on board the vehicle magnet and in the guideway. At the left hand side, the north pole of the on-board vehicle magnet repels the north pole of the lower guideway magnet to levitate the vehicle and the same condition will be occurred at the other side. The feedback-controlled attractive forces between the upper guideway magnets and the on-board magnets create proper lateral guidance of the vehicle within the guideway. The following figure 2.5.3.2 and 2.5.3.3 shown as the basic guideway design and internal contructed components with cooling system of Japanese Technology.
Figure 2.5.3.2: The Basic Guideway Design
Figure 2.5.3.3: Internal Contructed Component With Cooling System
METHODOLOGY
Working Principle
There are two ideas on constructing the moving train applies by electromagnet propulsion. The first idea is on following concept which already done by Germans and Japanese. For this idea, the maglev train is building by using linear motor, where the main coil is allocated on the track. In other words, the electromagnet is fixed on the guideway. This idea is consider good in the sense that large current require not supplied to the train. However, many efforts are needed to shield the strong electromagnetic wave if the electromagnet is fixed on the train.
For second idea, it might construct by fixing the electromagnet on the train and the permanent magnets onto the guideway. If need to fix the electromagnet on the track, a number of electromagnet are required. However, self-made electromagnet is applied for. So it is time consuming problem. Otherwise, vary properties of each and every of the electromagnets may lead to uneven force produced. Furthermore, by increasing the number of electromagnet, the control system might more complex as well.
According to two ideas, the second is taken because of it is much easier to supply the current to the train than solving all mentioned previously part. Besides, the electromagnetic interference might not cause several problems that because of the model is no going to carry any passengers and the electromagnetic force produced is much smaller compare with those commercial used train.
For magnetic levitation concept, that going to plan in this project is EMS system of Germany Technology. The material of permanent magnets which preparing to use is ceramics, all of them are purchased through the magnet shop supplier in the market. Besides, the track might design as railway power system (12 V) DC supply for levitation system and provide a backup power supply (battery) for electricity interrupt during operation process. In addition, the materials of guideway that going to use is wood for all railway and shape still considering refer to overall condition. Meanwhile, the model or prototype of the levitation train in three dimensions is going to build out by using Solidworks software. The simulation will be performed refer to magnetic levitation design, it able to visualize how the overall structure before construct out and try to run possible operation as well.
The reason that applies EMS system in magnetic levitation for this project is because of the low cost needed to build out and without superconducting such as EDS which applies in Japan technology. If to use superconducting in magnetic levitation system, it require high cost to purchase liquid nitrogen for cooling system and to lift the train up on track. At the same time, the EMS system only needs to use permanent magnet that allocated onto guideway and electromagnet placed on train. By supplying current, the attraction will be produced a gap between guideway and train.
Otherwise, the EMS generated force is sufficient to levitate the train at low speed and it not requires achieving a minimum speed that can to sustain levitation. This is advantage compare with EDS system which needs to support by wheels so that train sustains to levitate depends on moving at a minimum speed level.
3.2 Magnet
The material of magnet is decided to use is ceramic which ideal for large and heavy projects. The name of supplier is "The Magnet Source" that offer variety materials of magnets. From there, our group member and I would purchase block magnets to test strength of force. Each of magnet dimensions is 9.5 mmÃ-22 mmÃ-47 mm and the weight will be calculated and recorded. In addition, all the weight of ceramic magnet will be multiplied by 9.81 which consider the gravity force, g. These all ceramic magnets are planned to buy more for further part of project which we are decided to build track distance in range of 2 or 3 meter. The following figure 3.2 is shown as magnets that we going to purchased.
Figure 3.2: The Block of Ceramic Magnet
Experiment
Finding the Relationship of Supplied Current and Force Produced
Objective: To observe the relationship of supplied current and force produced.
Apparatus: Power supply, multimeter, weight hanger, electromagnet stand,
Horseshoe electromagnet and weight (10g, 20g and 100g).
Procedures:
The horseshoe electromagnet is hanged on the electromagnet hanger and the current is supplied to the electromagnet.
The current is fixed on approximately at 0.2 A interval. The weight is added until the contact between the electromagnet and weight hanger break.
The results and observation are recorded in Table 3.3.1.
A graph of force against current is plotted.
Results and Observations:
No.
Current (A)
Force Produced (N) ± 0.05
Reading 1
Reading 2
Reading 3
Average
1
0.81
0.70
0.80
0.60
0.70
2
1.01
2.00
2.10
1.60
1.90
3
1.20
2.10
2.60
2.30
2.33
4
1.40
2.70
2.70
2.80
2.73
5
1.54
3.10
3.10
3.20
3.13
6
1.81
5.60
5.60
5.60
5.60
7
1.98
6.10
6.60
6.20
6.30
8
2.21
7.70
7.80
7.00
7.50
Table 3.3.1: Current Supplied and Reading of Force Produced
Figure 3.3.1: Graph of Force against Supplied Current
Discussion:
Refer to the results and graph, the relationship between the forces produced with the supplied current of the horseshoe magnet is basically linear with offset which can be defined by linear equation y= mx + c, where y = force, x= current and m= gradient.
Ideally, the relationship between current applied and force produced should be linearly proportional. The offset is caused by the minimum current required to magnetize the electromagnet.
The different between the experimental results and ideal case that might cause by the condition such as wind blow and unstable power supply.
Conclusion:
I had observed the relationship of force produced is linearly to supplied current go through this experiment. As increasing the supplied current, it would lead force produced increase too. Meanwhile, the unknown condition also affects the results.
3.4 Electromagnet Design
The self-made electromagnet design is planned to apply in my project. According to this design, the magnet core would be surrounding by copper wire and the number of turning is recorded so that to realize strength of electromagnet. Generally, the electromagnet is a tightly wound helical coil of wire, it usually with an iron core. It acts like a permanent magnet when current is flowing in the wire.
The strength and poles of the magnetic field created by the electromagnet is going to adjust with varying the magnitude of the current flowing through the wire and changing the direction of current flow as well. Otherwise, the more turning is decided to surround the magnet core and planned having larger diameter of core so that to increase strength of magnetic field.
The core an electromagnet is normally low carbon steel with very low residue. As DC power is turned off it has very low residual magnetism left on electromagnets. However, this problem might solve by wounding around an air core which case is called as a solenoid. The figure 3.4 below is shown as an electromagnet and clearly description about magnetic field and the current direction.
Figure 3.4: Electromagnet Concept
The magnetic field is represented by B, which is related to the number of turns of the coil, n and current flowing through the coil, I. In addition, the S indicates as South Pole and N acts as North Pole. The electromagnet of my project is roughly to build as refer figure above.
CHAPTER 4
CONCLUSION
4.1 Summary
In conclusion, for this part of project is mostly progressing and planning on maglev train. The major work now is to do research according to literatures, journals, reference books and some searching information from internet. From there, a lot of knowledge for maglev design is obtained so that provides ideas to build out either prototype or circuit plan by comparing technology from different country. Otherwise, how it running system also be clearer before start going to apply in this project.
After doing research, I realized that the main concepts of maglev train are moving by using electromagnetic propulsion theory between North Pole and South Pole of magnet, levitation by supplying current to electromagnet and produce the force with permanent magnet onto track which to lift up the train.
All in all, I had obtained knowledge in electromagnetic wave properties, application on hardware design and levitation concepts by go through this challenging project. I hope proceeding well for the further part of project.
