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Magnetic Levitation Train Working Principle Pdf Magnetic levitation train working principle pdf Continue This article is about transportation. For the phenomenon, see Magnetic Levitation. For other purposes, see Maglev (disambigation). A transport method that uses magnetic levitation to move vehicles without contact with the ground; The locomotive with the L0 Series magnetic co-content on the SCMaglev test track in Yamanashi Prefecture, Japan Transrapid 09 at the Emsland test facility in Germany Play Media Full Journey on Shanghai Transrapid Maglev Maglev train (derived from magnetic levitation) is a train transport system that uses two sets of magnets: one set to reflect and push the train out of the track. On some medium-range routes (usually 320 to 640 km) maglev can compete with high-speed rail and aircraft. With maglev technology, there is only one moving part: the train itself. The train moves along the guide path of magnets that control the stability and speed of the train. Movement and levitation do not require moving parts. This is in stark contrast to the electric multi-units that can have several dozen parts on the bogie. Therefore, Maglev trains are quieter and smoother than conventional trains and have the potential for much higher speeds. Maglev cars set several speed records, and maglev trains can accelerate and slow down much faster than conventional trains; The only practical limitation is the safety and comfort of passengers. The power required for levitation is usually not a large percentage of the total energy consumption of the high-speed maglev system. Overcoming resistance, which makes all ground transport more energy-intensive at higher speeds, takes away more energy. Vactrain technology has been proposed as a means of overcoming this limitation. Maglev systems have been much more expensive to build than conventional train systems, although the easier construction of maglev vehicles makes them cheaper to manufacture and maintain. The Shanghai Maglev train, also known as the Shanghai Transrapid, has a top speed of 430 km/h (270 mph). The line is the fastest high-speed Maglev train designed to connect Shanghai Pudong International Airport and the outskirts of central Pudong, Shanghai. It covers a distance of 30.5 km (19 miles) in 7 or 8 minutes. For the first time the launch caused a wide public interest and media attention, which contributed to the popularity of the mode of transport. Despite more than a century of research and development, high-speed maglev is currently only available in China, and maglev transport systems currently operate in only three countries (Japan, Korea and China). The added benefits of maglev technology are often difficult to justify costs and risks, especially when there is or is proposed high-speed rail line with spare capacity, both in high-speed rail in Europe, High Speed 2 in the UK and Shinkansen in Japan. In the late 1940s, British electrical engineer Eric Laithwaite, a professor at Imperial College London, developed the first fully-breasted working model of a linear induction engine. In 1964 he became a professor of heavy electrical engineering at Imperial College, where he continued the successful development of the linear engine. Since linear engines do not require physical contact between vehicles and guides, they became a common fixture on advanced transport systems in the 1960s and 1970s. Laithwaite joined one such project, Tracked Hovercraft, although the project was cancelled in 1973. The linear engine was naturally suitable for use with maglev systems. In the early 1970s, Lythwaite discovered a new location of magnets, a magnetic river, allowing one linear engine to produce both lift and advanced thrust, allowing the construction of a maglev system with one set of magnets. Working in the British Department of Rail Research in Derby, together with teams in several civil engineering firms, the cross flow system was developed into the working system. The first commercial maglev people move is simply called MAGLEV and officially opened in 1984 near Birmingham, England. It operated on an elevated 600m (2,000ft) stretch of monorail between Birmingham Airport and Birmingham International Train Station, running at speeds of up to 42km/h (26mph). The system was shut down in 1995 due to reliability issues. The History First maglev patent for high-speed transport patents has been granted to various inventors around the world. Early U.S. patents for the linear motor train were awarded to the German inventor Alfred Sehden. The inventor received U.S. Patent 782 312 (February 14, 1905) and the U.S. patent RE12700 (August 21, 1907). (Note 1) In 1907, F. S. Smith developed another early electromagnetic transport system. In 1908, Cleveland Mayor Tom L. Johnson filed a patent for a wheeled high-speed railroad levitated by an induced magnetic field. Jokingly known as Greased Lightning, the suspended car was operating on a 90-foot test track in Johnson's basement absolutely silently and without the least vibration. A series of German patents for magnetic levitation trains, driven by linear engines, was awarded to Herman Kemper between 1937 and 1941. (Note 2) The early Maglev train was described in U.S. Patent 3,158,765, Magnetic Transportation System, G.R. Polgreen (August 25, 1959). The first use of maglev in a United States patent was in the Canadian Patents and Limited). New York, United States, 1968 In 1959, while detained in traffic on the neck of Throgs Throgs James Powell, a researcher at Brookhaven National Laboratory (BNL), thought about using magnetic levitated transport. Powell and BNL colleague Gordon Danby developed the maglev concept, using static magnets mounted on a moving car to trigger electrodynamic lifting and stabilizing forces in specially formed loops, such as figure-of-8 coils on guides. They were patented between 1968 and 1969. Japan, 1969-present See also: Cha ShinkansenYapan operates two independently designed maglev trains. One is HSST (and its descendant, the Linimo line) from Japan Airlines, and the other, which is better known, is the SCMaglev Central Japanese Railway Company. Development of the latter began in 1969. Maglev trains on the Miyazaki test track regularly accelerated 517 km/h (321 mph) by 1979. After the accident, which destroyed the train, a new design was chosen. In Okazaki, Japan (1987), SCMaglev was used for test trips at the Okazaki exhibition. Trials in Miyazaki continued throughout the 1980s before moving to a much longer 20 km (12 mile) test route in Yamanashi in 1997. Since then, the track has been expanded to almost 43 km (27 miles). The current world speed record of 603 km/h was set there in 2015. Development of HSST began in 1974. In Tsukuba, Japan (1985), HSST-03 (Linimo) became popular at the Tsukuba World's Fair despite its low speed of 30 km/h (19 mph). In Saitama, Japan (1988), HSST-04-1 was shown at the Saitama exhibition in Kumagaya. Its fastest recorded speed was 300 km/h (190 mph). Construction of the new high-speed Maglev line, Chuo Shinkansen, began in 2014. It is built by extending the SCMaglev test track to Yamanashi in both directions. The completion date is currently unknown, with the last estimate of 2027 no longer possible after the local government denied the building permit of Hamburg, Germany, the 1979 Transrapid 05 was the first maglev train with a longstator engine licensed for passenger transport. In 1979, a 908 m (2,979ft) track was opened in Hamburg for the first International Transport Exhibition (IVA 79). It was enough for the operations to be extended three months after the end of the exhibition, with more than 50,000 passengers on board. It was assembled in Kassel in 1980. Ramensky, Moscow, USSR, 1979 experimental car TP-01 (01) in Ramensky built in 1979 Experimental car TP-05 (TP-05) in Ramensky built in 1986 in the city of Rame (Moscow region) was built an experimental test site for experiments with cars on the magnetic suspension. The test site consisted of a 60-meter which was subsequently expanded to 980 metres. From the late 1970s to the 1980s, five prototypes of vehicles were built, which were designated from TP-01 (0-01) to TP-05 (-05). (18) (18) The construction of the Maglev highway using Ramensky technology began in the Armenian USSR in 1987 and was planned to be completed in 1991. The route was to connect the cities of Yerevan and Sevan through the city of Abovyan. The initial project speed was 250 km/h, which was later reduced to 180 km/h. However, the Spitak earthquake in 1988 and the war in Nagorno-Karabakh led to the freezing of the project. As a result, the overpass was built only partially. In the early 1990s, the Maglev theme was continued by the TEMP Engineering and Research Center (available to Vedomosti) on the orders of the Moscow government. The project was called V250 (No.250). The idea was to build a high-speed train to connect Moscow to Sheremetyevo airport. The train will consist of 64-car cars and run at speeds of up to 250 km/h. In 1993, due to the financial crisis, the project was abandoned. Since 1999, however, the TEMP research center has been involved as a co-developer in the development of linear engines for the Moscow monorail system. Birmingham, United Kingdom, 1984-1995 Birmingham International Maglev Shuttle The world's commercial maglev system was a low speed maglev shuttle that ran between birmingham International Airport terminal and nearby Birmingham International Railway Station between 1984 and 1995. Its track length was 600 m (2,000 feet), and the trains levitated at an altitude of 15 mm, levitated with electromagnets and moved linear induction engines. It worked for 11 years and was initially very popular with passengers, but problems with obsolescence with electronic systems made it gradually unreliable as the years passed, which led to its closure in 1995.
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