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PHYSICS FOR COMPUTING SCIENCE
MAGLEV
martes 20 de diciembre de 11
Magnetic levitation, maglev, or magnetic suspension is a method by which an object is suspended with no support other than magnetic elds. Magnetic pressure is used to counteract the effects of the gravitational and any other accelerations.
Earnshaws theorem proves that using only static ferromagnetism it is impossible to stably levitate against gravity, but servomechanisms, the use of diamagnetic materials, superconduction, or systems involving eddy currents permit this to occur.
In some cases the lifting force is provided by magnetic levitation, but there is a mechanical support bearing little load that provides stability. This is termed pseudo-levitation. Magnetic levitation is used for maglev trains, magnetics bearing and for product display purposes.
Any object can be lifted as long as the magnetic eld is strong enough.
This could be useful in the future: If we control the nuclear fusion, another use of magnetic levitation could be the plasma levitation. This is the only way possible because the millions of degrees to which this phenomenon occurs would melt any container.
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MAGLEV Trains
A maglev (derived from magnetic levitation) train, is a system of transportation that uses magnetic levitation to suspend, guide and propel vehicles from magnets rather than using mechanical methods, such as wheels, axles and bearings.
Hermann Kemper (April 5, 1892 Nortrup, Germany, in the district of Osnabrueck, July 13, 1977) was a German engineer and is considered by many the inventor of the basic maglev concept.
KEMPER, HERMANN: "Schwebebahn mit Rderlosen Fahrzeugen, die an eisernen Fahrschienen mittels magnetischer Felder entlang schwebend gefhrt werden. Deutsches Reichspatent Nr. 643316, 1934."
KEMPER, HERMANN: "aerotrain (or levitation train) with wagons and no wheels, planning with the help of magnetic elds along the railroad iron rail.German patent Nr. 643316, 1934."
In 1922, Hermann Kemper began his research about magnetic levitation. It took him until 1933, when he succeeded in working out at technical concept for a oating vehicle, based on the principle of electromagnetic attraction. He applied for a patent, then at the Reichspatentamt in Berlin. He received it in 1934, under the patent number 643316. In the patent text, his invention was described as a monorail vehicle with no wheels attached, that is kept oating by means of magnetic elds.
The Birmingham International Maglev shuttle.
Hermann Kempers invention laid the foundations for further technological progress in this eld, which ultimately led to the development of the Transrapid system (Germany) and the Linear Motor Car (Japan) two different technological approaches based on the same basic principle of attracting and repulsing magnetic elds.
JR-Maglev at Yamanashi, Japan test track in November 2005
The absence of physical contact between the rail and the train makes the only friction be the air, and this is minimized by its aerodynamic shape. Maglev trains can travel at very high speeds, with high energy consumption to maintain and control the polarity of the magnets and a low noise level (an advantage over competitor called Aerotrn system), being able to reach up to 650 km / h, although the maximum tested on this train is 584 km / h. These higher speeds make the maglev can become direct competitors of air transport.
As a disadvantage highlights the high cost of the lines, which has limited its commercial use. This high cost derives from several factors: rst and foremost is the high cost of the infrastructure needed for the track and the electrical system, and another no less important is the high energy consumption. Because the electromagnetic force in the main limiting factor in the design, and also consumption, is the weight of the train, this technology is not currently applicable the carriage of goods, which greatly limits the possibilities of this system. Other routes are being studied, mainly in China and Japan. Germany has so far rejected the construction of maglev lines for passengers because of its expensive cost of construction and maintenance.
If you've ever played with magnets, you know that opposite poles attract and like poles repel each other. This is the basic principle behind electromagnetic propulsion. Electromagnets are similar to other magnets in that they attract metal objects, but the magnetic pull is temporary. You can easily create a small electromagnet yourself by connecting the ends of a copper wire to the positive and negative ends of an AA, C or D-cell battery. This creates a small magnetic field. If you disconnect either end of the wire from the battery, the magnetic field is taken away. The magnetic field created in this wire-and-battery experiment is the simple idea behind a maglev train rail system. There are three components to this system: A large electrical power source Metal coils lining a guideway or track Large guidance magnets attached to the underside of the train The big difference between a maglev train and a conventional train is that maglev trains do not have an engine, at least, not the kind of engine used to pull typical train cars along steel tracks. The engine for maglev trains is rather inconspicuous. Instead of using fossil fuels, the magnetic field created by the electrified coils in the guideway walls and the track combine to propel the train.
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The Maglev Track

The magnetized coil running along the track, called a guideway, repels the large magnets on the train's undercarriage, allowing the train to levitate between 0.39 and 3.93 inches (1 to 10 cm) above the guideway. Once the train is levitated, power is supplied to the coils within the guideway walls to create a unique system of magnetic elds that pull and push the train along the guideway. The electric current supplied to the coils in the guideway walls is constantly alternating to change the polarity of the magnetized coils. This change in polarity causes the magnetic eld in front of the train to pull the vehicle forward, while the magnetic eld behind the train adds more forward thrust. Maglev trains oat on a cushion of air, eliminating friction. This lack of friction and the trains' aerodynamic designs allow these trains to reach unprecedented ground transportation speeds of more than 310 mph (500 kph), or twice as fast as Amtrak's fastest commuter train. In comparison, a Boeing-777 commercial airplane used for long-range ights can reach a top speed of about 562 mph (905 kph). Developers say that maglev trains will eventually link cities that are up to 1,000 miles (1,609 km) apart. At 310 mph, you could travel from Paris to Rome in just over two hours.
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EMS
EDS
In Germany, engineers have developed an electromagnetic suspension (EMS) system, called Transrapid. In this system, the bottom of the train wraps around a steel guideway. Electromagnets attached to the train's undercarriage are directed up toward the guideway, which levitates the train about 1/3 of an inch (1 cm) above the guideway and keeps the train levitated even when it's not moving. Other guidance magnets embedded in the train's body keep it stable during travel. Germany has demonstrated that the Transrapid maglev train can reach 300 mph with people onboard.
Japanese engineers have developed a competing version of maglev trains that use an electrodynamic suspension (EDS) system, which is based on the repelling force of magnets. The key difference between Japanese and German maglev trains is that the Japanese trains use super-cooled, superconducting electromagnets. This kind of electromagnet can conduct electricity even after the power supply has been shut off.
In the EMS system, which uses standard electromagnets, the coils only conduct electricity when a power supply is present. By chilling the coils at frigid temperatures, Japan's system saves energy.However, the cryogenic system uses to cool the coils can be expensive.
The Inductrack is a newer type of EDS that uses permanent room-temperature magnets to produce the magnetic elds instead of powered electromagnets or cooled superconducting magnets. Inductrack uses a power source to accelerate the train only until begins to levitate. If the power fails, the train can slow down gradually and stop on its auxillary wheels.
The track is actually an array of electrically-shorted circuits containing insulated wire. In one design, these circuits are aligned like rungs in a ladder. As the train moves, a magnetic eld the repels the magnets, causing the train to levitate.
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There are two Inductrack designs: Inductrack I and Inductrack II. Inductrack I is designed for high speeds, while Inductrack II is suited for slow speeds. Inductrack trains could levitate higher with greater stability. As long as it's moving a few miles per hour, an Inductrack train will levitate nearly an inch (2.54 cm) above the track. A greater gap above the track means that the train would not require complex sensing systems to maintain stability.
Permanent magnets had not been used before because scientists thought that they would not create enough levitating force. The Inductrack design bypasses this problem by arranging the magnets in a Halbach array. The magnets are congured so that the intensity of the magnetic eld concentrates above the array instead of below it. They are made from a newer material comprising a neodymiumiron-boron alloy, which generates a higher magnetic eld. The Inductrack II design incorporates two Halbach arrays to generate a stronger magnetic eld at lower speeds.
Dr. Richard Post at the Livermore National Laboratory in California came up with this concept in response to safety and cost concerns. The prototype tests caught the attention of NASA, which awarded a contract to Dr. Post and his team to explore the possibility of using the Inductrack system to launch satellites into orbit.
Longyang Road maglev station
MAGLEV ACCIDENTS On August 11, 2006, a maglev train compartment on the Transrapid Shanghai airport line caught re. There were no injuries, and investigators believe that the re was caused by an electrical problem. On September 22, 2006, a Transrapid test train in Emsland, Germany had 29 people aboard during a test run when it crashed into a repair car that had been accidentally left on the track. The train was going at least 120 mph (133 km) at the time. Most passengers were killed in the rst fatal accident involving a maglev train.
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Maglev Technology In Use While maglev transportation was rst proposed more than a century ago, the rst commercial maglev train made its test debut in Shanghai, China, in 2002, using the train developed by German company Transrapid Internacional.
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Magnetic bearings
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A magnetic bearing is a bearing which supports a load using magnetic levitation. Magnetic bearings support moving machinery without physical contact; for example, they can levitate a rotating shaft and permit relative motion with very low friction and no mechanical wear. Magnetic bearings are in service in such industrial applications as electric power generation, petroleum rening, machine tool operation, and natural gas pipelines.
They are also used in the Zippe-type centrifuge used for uranium enrichment. Magnetic bearings are used in turbomolecular pumps, where oil-lubricated bearings would be a source of contamination. Magnetic bearings support the highest speeds of any kind of bearing; they have no known maximum relative speed.
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Magnetic bearing advantages include very low and predictable friction, ability to run without lubrication and in a vacuum. Magnetic bearings are increasingly used in industrial machines such as compressors, turbines, pumps, motors and generators. Magnetic bearings are commonly used in watt-hou meters by electric utilities to measure home power consumption. Magnetic bearings are also used in high-precision instruments and to support equipment in a vacuum, for example in ywheel energy storage systems. A ywheel in a vacuum has very low windage losses, but conventional bearings usually fail quickly in a vacuum due to poor lubrication. Magnetic bearings are also used to support maglev trains in order to get low noise and smooth ride by eliminating physical contact surfaces. Disadvantages include high cost, and relatively large size.
Magnetic mirroring - the working principle for electrodynamic bearing.
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Electrodynamics bearing
Electrodynamic bearings (EDBs) are novel, promising systems that can be used to realize contactless electrodynamic suspension of rotating shafts. Relative to active magnetic bearings(AMB) the passive nature of the levitation achieved by EDBs allows a simpler, more reliable and cheaper solution, opening the eld of application to medium and large-scale production. An Electrodynamic Bearing exploits the eddy current effects that take place in a conductor rotating in a constant magnetic field to achieve levitation without additional devices, as sensors, power electronics, etc. The working principle relies on the motion of a conductor in a magnetic field. Their relative motion causes a variation of the magnetic flux linked to the conductor. It generates an electromotive force that induces eddy currents, which in turn generate electromagnetic forces, that are used to produce the suspension effect.
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In Eddy Current Systems such as Electrodynamic Bearings, the study of the dynamic behavior is of great importance as these systems are inherently unstable due to the presence of rotating damping. In order to optimize the design procedure a hybrid approach is useful, taking advantage of both analytical and numerical modeling to single out the most important characteristics and predict the behavior of the bearing in operating conditions.Experimental tests are also important to validate the design procedure. The design of a test bench is of main interest expecially to verify the quasi-stationary characteristic of the electrodynamic bearing.
Once optimized, electrodynamic bearings may show to be an interesting solution for very high speed rotating machines such as turbomolecular pumps, energy storage flywheels, vacuum cleaners, etc. The absence of contact and auxiliary systems allow clean and robust operation at costs possibly far lower than traditional AMBs.
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Sources:
http://www.smtdc.com/en/gycf3.asp http://magnetbahnforum.de/index.php?inventors-11 http://www.ece.neu.edu/faculty/nian/mom/technology.html http://www.engineerlive.com/Design-Engineer/ Motors_and_Drives/ Magnetic_bearings_and_permanent_magnet_high_speed_motors _/20862/ http://en.wikipedia.org/wiki/Electrodynamic_bearing http://en.wikipedia.org/wiki/Magnetic_levitation http://www.cspp.polito.it/research/magnetic_suspension/ electrodynamic_bearings
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PHYSICS FOR COMPUTING SCIENCE

The Birmingham International Maglev shuttle.

JR-Maglev at Yamanashi, Japan test track in November 2005

The Maglev Track

Longyang Road maglev station

Magnetic mirroring - the working principle for electrodynamic bearing.

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