 PRESENTED BY:

MAGLEV  SAKET RAJ

andTACV
 (1714166/1805145)

 RAJINDER SINGH
 (1714097/1706278)

TRACK  NIRDOSH JAIN

 (1714086/1706255)
INDEX

Introduction to MAGLEV tracks

Types of MAGLEV tracks

Advantages of MGLEV tracks

Obstacle in MGLEV tracks

TAVC tracks
INTRODUCTION
MAGLEV= Magnetic + Levitation

Any thing which may levitate (Float and

Raise) by means of a magnetic is simply
called as Magnetic levitation
 Magnetic levitation is the use of
magnetic fields to levitate a
metallic objects

Magnetic Manipulating magnetic fields and

controlling their force can levitate
Levitation an object

Using either Ferromagnetism or

Diamagnetism object can levitated
Basic Principle of
Maglev Tracks
 Levitation
 Propulsion
 Lateral
LEVITATION

The passing of the superconducting magnets

through levitation coils on the side of the
track induces a current in the coils and
creates a magnetic field, this pushes the
train upward so that it can levitate 10 cm
above the track.
PROPULSION

An alternating current is run

through electromagnet coils
Braking is accomplished by
on the guide walls of the guide
sending an alternating current
way. This creates a magnetic
in the reverse direction so that
field that attracts and repels
it is slowed by attractive and
the superconducting magnets
repulsive forces.
on the train and propels the
train forward.
  When one side of the train nears the
side of the guide way, the super
conducting magnet on the train induces
LATERAL a repulsive force from the levitation
coils on the side closer to the train and
GUIDANCE an attractive force from the coils on
the farther side. This keeps the train in
the center
Types of Maglev
Trains

There are basically two types of Maglev

trains:-
 Electromagnetic Suspension –
Attractive
 Electrodynamics Suspension
-Repulsive
ELECTROMAGNETIC SUSPENSION

 Electromagnetic suspension (EMS) is the

magnetic levitation of an object achieved by
constantly altering the strength of a
magnetic field produced by electromagnets
using a loop. In most cases the levitation
effect is mostly due to permanent magnets
or ferromagnetic system as they don't have
any power dissipation, with electromagnets
only used to stabilize the effect. As long as
current flows through the track this train will
remain levitating regardless of it's velocity
 Advantages of EMS
 Low magnetic fields inside and outside the vehicle
 Commercially available
 No secondary propulsion system needed

Disadvantage of EMS

• The system needs to be monitored by outside system to maintain the

distance between the Track and the train

• Vibrations may occur due to instability and outside monitoring

ELECTRODYNAMIC
SUSPENSION (EDS)
 In electrodynamics suspension, both
the rail and the train exert a magnetic
field, and the train is levitated by the
repulsive force between these
magnetic fields.
 The magnetic field in the train is
produced by electromagnets.
 The repulsive force in the track is
created by an induced magnetic field
in wires or other conducting strips in
the track.
 ELECTRO
DYANIMIC
SYSTEM
 Advantages of EDS
 highest speed (581 km/h)
 Heavy load capacity

Disadvantages of EDS
• Necessary use of magneting shielding due to the strong magnetic Fields.

• The vehicle must be wheeled to travel at low speed.

• the cryogenic system uses to cool the coils can be expensive.

ADVANTAGES OF
MAGLEV LEVITATION
SYSTEM
 Less energy consumption because no
rail track friction
 Requires no fossil fuel
 Maglev guide ways & trains take up
less space than conventional trains
 Less noise pollution
 Expensive guide way.

Obstacle in Existence of conventional high speed

train.
MAGLEV
LEVITATION Health concerns due to electromagnetic
fields.
SYSTEM
Lack of investment
 TACV TRACKS:-

Tracked Air Cushion Vehicle (TACV), or (Hovertrain) or (Aerotrain) developed in France from

1965 to 1977 under the engineering leadership of  Jean Bertin (1917–1975) – and intended
to bring the French rail network to the cutting edge of land-based public transportation.
Though similar to maglev design, which levitates  a train car over a
complex electromagnetic track to eliminate all resistance other than aerodynamic drag, the
Aero train – also a "train without wheels” rode on an air cushion over a simple reinforced
concrete track or guideway and could travel at the speed of a maglev train, without the
further technical complexity and expense of its track. In many respects, the entire concept
resembled a product of the aircraft rather than rail industry.
HISTORY:-

In 1969, an U.S. company, Rohr Industries, Inc., licensed the Aero train technology to
build the hovertrains in the United States. That same year the Aero train established
the world record for a TACV, the pilots saying that with a longer track even higher
speeds could have been reached without major difficulties. The final prototype,
the Aero train I80, set a world speed record in 1974 for overland air cushion vehicles,
reaching a speed of 417.6 km/h (259.5 mph) and a peak speed of 430.3 km/h
(267.4 mph). The prototypes, which ultimately used twin turbine engines through
a ducted propeller with seven blades, demonstrated they could accelerate and
decelerate quickly, which offered a huge advantage of enabling effective service
between tightly spaced stops
TRACKS :-

 Most of the track for the Aero train was constructed of ferroconcrete to provide
an inverted "T" shape for the monorail, with the tracks ultimately used only for
experimental purposes.
• The first test track was 6.7 kilometers (4.2 mi) long and was built in February
1966 in France, for Aerotrains 01 and 02, re-using an abandoned railway
formation. The track is visible today, partially demolished for urban expansion,
with most of the remaining track in ruins. A section was kept and restored as a
memorial at a roundabout in Goetz.
• A second track made of aluminum and asphalt was built in 1969 for Aerotrain
prototype S44 , built meters away from and parallel to the first track. The
aluminum guide rail was disposed of after the tests, the rest of the asphalt track
was kept intact and converted into a pedestrian path in 2008 and 2009.
•In 1969, a third, 18 km test track was built to test Aerotrain prototype I80, The track was
elevated 5 m above the ground, was supported by pillars and allowed speeds of
400 km/h (250 mph). A platform stood at each end of the line to reverse the train, while a
hangar on the central platform to the test vehicle. This line, while abandoned, became a
famous landmark subject to disputes over its visual condition after the end of the
Aerotrain program

• Until 1974, a fourth, 2.4 km (1.5 mi) test track was to be found at the High Speed
Ground Test Center near Pueblo in the United States. This test track was built for the
UTACV prototype. Due to its length, it was suited only for a top speed of 233 km/h
(145 mph).
PROTOTYPES:-

Aerotrain 01 was a 1/2 scale (10.11 m, 2.6 t) prototype. It was originally propelled by a three-
bladed reversible-pitch propeller wired by a 190 kilowatts (260 hp) aircraft engine, which was
later replaced by a jet engine. The air cushion is maintained by two 37 kilowatts (50 hp)
compressors. It had places for four passengers and two crew.

Five prototypes were built:

Aerotrain02 was another sub-scale prototype, seating two crew. It was powered by a Pratt &
Whitney JT12 turbojet

Aerotrain S44 was a full-size passenger-carrying car intended for suburban commuter service at
speeds of 200 km/h (in particular links between city centers' and airports). It was equipped with
a Linear Induction Motor propulsion system.
• Aerotrain I80 was a full-size passenger-carrying car for intercity service. It was
25.6 m long, 3.2 m wide, 3.3 m high, had a mass of 11.25 t empty, and had 80
passenger seats. In its original configuration (as I80-250 for 250 km/h), it was
propelled by twin  (1,200 kW (1,610 hp) each) powering a ducted propeller, 2.3 m
in diameter, with seven blades of variable pitch. A turboshaft engine powered the
air compressors – six vertical for support and six horizontal for guidance. Braking
was typically provided by reverse thrust of the propeller, and in emergencies by a
friction brake on the central rail. I80-250 was later rebuilt for 350 km/h.

•UTCAV was a prototype built by Rohr Industries for the USA TACV Program,
built under the Bertin Aero train license in the United States.
 To a large extent maintenance free

Reduction of maintenance costs

Advantages Increase in the capacity

No flying ballast at high speeds

Unrestricted use of the eddy current brake

 High investment costs

Bad air noise properties

Disadvantages
Risk of changes in the position of the track
due to possible difficult correction process

High weight
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