The bearings developed at Livermore employed cylindrical magnet arrays to sta INDUCTRACK MAGLEV SYSTEM could allow trains to glide across the country. Apr 3, High reliability and lower maintenance and operating costs make magnetic levitation (maglev) technology integral to advancing the nation’s. May 9, By contrast, maglev requires complex and expensive infrastructure Called the Inductrack, the new system is passive in that it uses no.
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The Livermore battery uses circular Halbach arrays both to generate power and to achieve nearly frictionless magnetic bearings that minimize the loss of stored energy. The simplicity of the Inductrack may make it attractive for use in a variety of applications, including urban maglev systems, people movers, and point-to-point shipment of high-value freight The Inductrack, employing Halbach arrays, is an example of a practical application of the results of fundamental studies in magnetics and particle-accelerator physics.
If the power suddenly fails, the train cars remain levitated while slowing down to a low speed, at which point the cars come to rest on their wheels.
Studies at GA, Livermore, and other institutions have shown that a maglev system using Inductrack offers many benefits, including its ability to operate in all weather conditions and in terrain with steep grades and tight turns, its low maintenance, and its rapid acceleration. The new technology, called Inductrack, employs special arrays of permanent magnets that induce strong repulsive currents in a “track” made up of coils, pushing up on the cars and levitating them.
These levitation forces mag,ev close to the theoretical maximum that can inductack exerted by permanent magnets. These coils require expensive, cryogenic cooling systems. Preliminary estimates indicate that a full-scale Inductrack system for magnetically launching large rockets should be technically feasible.
These codes can be used to design full-scale systems without the need for expensive and time-consuming tests and modifications as was the case for German and Japanese demonstration maglev systems. Because its magnetic fields cancel out above the magnets, there is no worry about magnetic fields affecting passengers’ heart pacemakers.
The Inductrack: A Home-Grown Maglev System for our Nation – ppt video online download
Dual Halbach arrays of permanent magnets are positioned under the train car to provide the levitating force. UCRL November 7, The permanent magnets are arranged in configurations called Halbach arrays, named after Klaus Halbach, retired Lawrence Berkeley National Laboratory physicist.
Share buttons are a little bit lower. Even though the electromagnetic drag associated with Inductrack becomes small at high speeds, an auxiliary power source would also be needed to maintain the train’s high speed against aerodynamic drag.
The vehicle chassis is composed of upper and lower Halbach arrays, additional Halbach magnet arrays for the propulsion system, auxiliary wheels, and secondary suspension inductrrack. Actual values achieved in a test run at GA are about 30 metric tons per square meter, in close agreement with the theoretically predicted levitation force for the configuration that was tested.
Application information about Transrapid magnetic. This page was last edited on 22 Januaryat The advantages of maglev in urban settings relative to conventional urban rail systems include: Views Read Edit View history. Originally conceived for particle accelerators, Halbach arrays concentrate the magnetic field on one side, while canceling it on the opposite side. By adjusting the thickness or the width of the magnets of the lower array relative to the upper array an optimum level of induced levitating current can be achieved for a given levitated weight and magnet weight.
If the system were to lose power, the train would remain stably levitated until it slows to walking speeds, at which point it would settle down on auxiliary wheels. Using unique configurations of powerful, permanent magnets, called Halbach arrays, to create its levitating fields, Inductrack is under development by General Atomics GA in San Diego.
Post says engineers rejected using permanent magnets for maglev systems decades ago because the lifting magle developed by the magnets were not powerful enough relative to their weight. As long as the train is moving above a few kilometers per hour, a bit faster than walking speed, the car will be levitated by the motion-induced currents and their resulting magnetic field.
Inductrack II, which is the design used by the GA urban maglev system, requires half the current to achieve the same levitation force per unit area as that required when using the single-sided Inductrack I configuration, without substantially increasing the weight or footprint area of the Halbach arrays.
However, at speed, the impedance of the coils increases, proportionate to speed, and dominates the composite impedance of the coil assemblies. There are three designs: A full-scale train might use an electronic drive system, as found on experimental German trains, or even a jet turbine, as proposed by Inductrack engineer Smith.
Postfor use in maglev trainsbased on technology used to levitate flywheels. Hyperloop Transportation Technologies, Inc.
Inductrack – Wikipedia
The theory has been compared against subscale test results and then incorporated in simulation codes. The study also found that Inductrack should be able to achieve speeds of kilometers per hour and up and demonstrate lower energy costs, wheel and rail wear, propulsion maintenance, and noise inductrwck.
Download ppt “The Inductrack: The test runs demonstrated the system’s totally passive nature, meaning that achieving levitation requires no control currents to maintain stability, and no externally supplied currents flowing in the tracks.
The theory predicts levitation forces of up to 50 metric tons per square meter of magnet array using modern permanent magnet materials such as neodymium-iron-boron. A capacitor is used to energize the solenoid coil. Retrieved from ” https: Inductrac cart was then launched mechanically at the beginning of the track at speeds exceeding 10 meters per second.
The horizontal component of the magnetic fields from the upper and lower Halbach arrays are additive, while the vertical field of the lower array opposes that of the upper array.