Thomas_Dorman_x00105369_3rd_year_Final_Report

INSTITUTE OF TECHNOLOGY TALLAGHT DUBLIN

Dept. of Mechanical Engineering

Third Year Project

Report Title: The design, manufacture and testing of a self-propelled maglev train

Supervisor: Gerry McAteer

Name: Thomas Dorman

Student Number: X00105369

Table of ContentsINSTITUTE OF TECHNOLOGY TALLAGHT DUBLIN.......................................................................0

Table of Contents.......................................................................................................................1

Table of Figures.........................................................................................................................5

Acknowledgements....................................................................................................................7

Chapter 1: Introduction..............................................................................................................8

1.1 Project description.......................................................................................................8

1.2 Project deliverables.....................................................................................................8

1.3 Design Specifications.......................................................................................................9

1.4 Desirable Features............................................................................................................9

1.5 Criteria of Excellence.......................................................................................................9

1.6 Project Plan......................................................................................................................9

Chapter 2: Investigation...........................................................................................................10

2.1 Abstract..........................................................................................................................10

2.2 History of Magnetism....................................................................................................10

2.3 Different Types of Magnets...........................................................................................12

2.3.1 Neodymium iron boron (NdFeB)............................................................................12

2.3.2 Alnico......................................................................................................................12

2.3.3 Samarium cobalt (SmCo)........................................................................................13

2.3.4 Ceramic or ferrite....................................................................................................13

2.4 Magnetism and Transport..............................................................................................14

2.4.1 Abstract...................................................................................................................14

2.5 Introduction of maglev transport....................................................................................14

2.6 Magnetic Levitation System..........................................................................................16

2.6.1 Electromagnetic Suspension (EMS).......................................................................16

2.6.2 Electrodynamic Suspension (EDS).........................................................................16

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2.6.3 Inductrack................................................................................................................16

2.6.4 Maglev propulsion..................................................................................................18

2.7 Future of Maglev Transport...........................................................................................18

2.7.1 Super Maglev China................................................................................................18

2.8 PLC Programming.........................................................................................................19

2.9 How to program PLC.....................................................................................................20

2.10 Purpose of my project..................................................................................................21

Chapter 3: Concept Development............................................................................................22

3.1 Concept 1.......................................................................................................................22

3.1.2 Description..............................................................................................................22

3.2 Concept 2.......................................................................................................................22

3.1.2 Description..............................................................................................................22

3.3 Concept 3.......................................................................................................................23

3.3.2 Description..............................................................................................................23

Concept Scouring Table.......................................................................................................23

Chapter 4: Final Design...........................................................................................................24

4.1 Base of Track Setup.......................................................................................................24

4.2 Track Base for Levitation Magnets................................................................................24

4.3 Joining Section for Bases...............................................................................................25

4.4 Repelling levitation magnets..........................................................................................25

4.4.1 Cross section of levitation magnet layout...............................................................26

4.5 L-Brackets......................................................................................................................26

4.6 Assembled Track............................................................................................................27

4.7 Main housing base for Maglev track and PLC...............................................................28

4.8 Electromagnets (holding magnets).................................................................................28

4.9 Supports..........................................................................................................................30

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4.10 Train Body...................................................................................................................30

4.11 Power Supply...............................................................................................................31

4.12 Bill of Materials...........................................................................................................31

Chapter 5: Manufacturing and Materials.................................................................................32

5.1 Introduction....................................................................................................................32

5.2 Health and Safety in the Lab..........................................................................................32

5.3 Environmental impact & energy consumption..............................................................32

5.3.1 Environmental Impact.............................................................................................32

5.3.2 Energy Consumption...............................................................................................32

5.4 Manufactured Components............................................................................................34

5.4.1 Lower Base..............................................................................................................34

5.4.2 Track Base...............................................................................................................35

4.4.3 Joining Section........................................................................................................36

4.4.4 L-brackets................................................................................................................37

4.4.5 Supports for Electromagnets...................................................................................38

4.4.6 L-brackets (supports)..............................................................................................39

5.5 Acquired components.....................................................................................................40

5.5.1 Holding Electromagnets..........................................................................................40

Chapter 6: Wiring and Programing..........................................................................................42

6.1 Use of PLC in maglev Train project..............................................................................42

6.2 What is a Programmable Controller?.............................................................................42

6.3 Advantages and Disadvantages of PLC Systems...........................................................42

6.3.1 Advantages..............................................................................................................42

6.3.2 Disadvantages.........................................................................................................43

6.4Wiring.............................................................................................................................43

6.4.1 Description..............................................................................................................43

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6.4.5 Wiring schematic....................................................................................................44

6.5 Programming..................................................................................................................44

6.6 Ladder diagram..............................................................................................................45

6.7 Code...............................................................................................................................45

Chapter 7: Testing....................................................................................................................46

7.1 Electromagnet Testing...................................................................................................46

7.1.1 Process 1..................................................................................................................46

7.1.2 Process 2..................................................................................................................47

Chapter 8: Discussion..............................................................................................................48

8.1Track Manufacture..........................................................................................................48

8.1.1 Manufacturing Issue................................................................................................48

8.1.2 Solution...................................................................................................................48

8.2 Levitation Magnets.........................................................................................................48


8.2.2 Solution...................................................................................................................49

8.3 Electromagnets...............................................................................................................49


8.3.2 Solution...................................................................................................................49

8.4 Programming..................................................................................................................50

8.4.1 Programming issues................................................................................................50

8.4.2 Solution...................................................................................................................50

8.5 Electromagnetic supports...............................................................................................51


8.5.2 Solution...................................................................................................................51

8.6 Removable Guideline Brackets......................................................................................51

8.6.1 Issue.........................................................................................................................51

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8.6.2 Solution...................................................................................................................52

8.6.3 Secondary Problem.................................................................................................52

8.7 Recommendations..........................................................................................................52

Chapter 9: Conclusion..............................................................................................................53

Appendix A – Project Plan........................................................................................................A

Appendix B – Concept sketches................................................................................................B

Concept 1...............................................................................................................................B

Concept 2 & 3........................................................................................................................C

Appendix C – CAD Drawings..................................................................................................D

Appendix E – Bill of Materials..................................................................................................L

Appendix D- Manufacture........................................................................................................M

References..................................................................................................................................0

Table of Figures

Figure 1(Halbach array for Inductrack)...................................................................................17

Figure 2 (levitation Techniques)..............................................................................................17

Figure 3(maglev propulsion diagram)......................................................................................18

Figure 4(super-maglev train and vacuum loop).......................................................................19

Figure 5 - Ladder concept in PLC programming.....................................................................20

Figure 6- scoring table for concept selection...........................................................................23

Figure 7(Cross section of levitation magnets setup)................................................................26

Figure 8 - Elevation, plan and end view of Maglev track setup..............................................27

Figure 9 - Isometric view of Maglev track setup.....................................................................28

Figure 10(Fully assembled Maglev track and PLC..................................................................28

Figure 11 - Electromagnet used in manufacture of project (holding magnet).........................29

Figure 12 - Specs of holding magnets......................................................................................29

Figure 13 - Dimensions of holding magnet diagram...............................................................30

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Figure 14 - Dimensions of holding magnets............................................................................30

Figure 15 - energy consumption..............................................................................................33

Figure 16 - wiring schematic for electromagnet pairs (6.4.5)..................................................44

Figure 17 - Ladder Diagram for program................................................................................45

Figure 18 - Iron plated self-made electromagnet.....................................................................47

Figure 19- electromagnet wound using hand drillChapter 8: Discussion and Conclusion......48

Figure 20 - Concept 1 (3.1)......................................................................................................54

Figure 21 - Concept 2 & 3 (3.2)...............................................................................................55

Figure 22 – CREO part drawing of lower Base of track (4.1).................................................55

Figure 23 – CREO part drawing of track base (4.2)................................................................56

Figure 24 - CREO part drawing of joining section (4.3).........................................................57

Figure 25 - CREO part drawing of Levitation magnets orientation (4.3)................................57

Figure 26 - L-brackets used for assembly (4.5).......................................................................58

Figure 27 – CREO part drawing of wooded base used to house all components (4.7)...........58

Figure 28 - CREO part drawing of supports of raising electromagnets above track (4.9)......59

Figure 29 - CREO part drawing of Maglev train body (4.10).................................................59

Figure 30 - Bill of materials (4.12)..........................................................................................60

Figure 31 - Component picture of lower and track base (5.4.1 and 5.4.2)..............................61

Figure 32 - Component picture of joining section (4.4.3)........................................................61

Figure 33 - Component picture of holes through joining section for feeding wires of

electromagnets through (4.4.3)................................................................................................62

Figure 34 - Component picture of treaded hole track base and joining section assembly

(4.4.3).......................................................................................................................................62

Figure 35 - Component picture of L-bracket location in assembly of bases and joining section

(4.4.4).......................................................................................................................................63

Figure 36 - Component picture of support bending process (4.4.5)........................................63

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Acknowledgements

I would like to say a special thanks to the following people for their services and time during

the design, manufacture and testing of this project.

1. Gerry McAteer Project supervisor

2. Yanyi Blake Week 1 – 4 Project supervisor

3. Alan Somers Workshop technician

4. Chris Keogh Ordering of parts

5. James o Brien Access to 3D printer

6. Dairmuid Rush Allocation of budget

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Chapter 1: Introduction

1.1 Project descriptionThe aim of the project is to manufacture, design and test a maglev train (magnetic tracks)

with a structure and setup that allows you to modify the track making it possible to test

different variations and orientations of the magnetic track and rail. Additionally to evaluate

which of the concepts are the most effective for use in industry. Comparing and assessing the

difference in the acceleration and stability of the setups.

It is the intention and desire that the train will propel along the track without any outside

interference from the operator i.e. with the use of a linear induction motor with a rotating

magnetic field to accelerate the train along the track.

The main purpose of the project is to design a straightforward and simple system that will

allow you test various conditions and orientations of the magnetic track comparing against

each other with the objective to find the optimal design.

1.2 Project deliverables

Fully functional Maglev train.

Maglev train must have some type of system that allows it to be self-propelled

without any physical interference from the operator.

Keep the cost under 150.

Interim report and presentation.

Final report

Final presentation

Poster

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1.3 Design Specifications

The train must be capable of propelling itself along the track without any physical

help from the operator.

The train must be 3-D printed so it remains light in weight.

Track must be 0.4m long or more.

Train body must levitate.

Programmed using PLC.

1.4 Desirable Features

Repealing magnets on underside of track to counteract electromagnets pulling force

on neodymium magnets.

1.5 Criteria of Excellence

The system will be tested using the following criteria:

Rail removability.

Self-Propelling.

Use of electromagnets.

Acceleration and stability tests.

Simplicity of Assembly.

Stability and movement of Maglev train.

1.6 Project Plan

Please view Appendix A for project plan

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Chapter 2: Investigation

2.1 Abstract

A body or material having the property of magnetism to attaching objects that consist of iron

and create a magnetic field external to itself. Specifically a mass of iron, steel or alloy that

has this property artificially imparted. (1)

There are electromagnets that consist of an iron or steel rod or core with copper wire wound

around the core, with electrical current passing through it creating a magnetic field. (2)

This chapter aims is to develop an understanding of the history and the scale of research and

work that is currently underway in the development of magnetic technology and science.

2.2 History of Magnetism

The primarily records of magnetism dates back to as far as before 600 B.C. when the ancient

Greeks where recognized for using the mineral. They named it a magnet because it had the

capability to attract other fragments of the matching material or iron. The first observation of

magnetism was perhaps in the form of the mineral magnetite called lodestone. This comprises

of iron oxide-a chemical compound of iron and oxygen. Although all this was acknowledged

it wasn’t till the twentieth century until scientists and engineers began to understand it and

progress in technologies and systems based on this understanding.

An Englishman that went by the name of William Gilbert (1540-1603) was the primarily man

to examine the marvel that was magnetism by systematically using scientific approaches, he

also discovered that the earth itself is a weak magnet.

German Carl Friedrich Gauss (1777-1855) was the man who done the early theoretical

research into the nature of the earth’s magnetism.

The first quantitative readings on the magnetic marvel were carried out during the eighteenth

century by a Frenchman Charles Coulomb (1736-1806) he established the “inverse square

law of force”

These states:

The attractive force between two magnetized objects is directly proportional to the

product of their individual fields and inversely proportional to the square of the

distance between them.

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A Danish physicist known by the name of Hans Christian Oersted (1777-1851) was the first

to create the relationship between electricity and magnetism.

Tests on the relationship between electrical fields and magnetic fields acting on one another

where carried out by a well-known Frenchman Andre Marie Ampere (1775-1836) and a well-

known Englishman Michael Faraday (1791-1869), nonetheless it was a Scotsman James

Clerk Maxwell (1831-1879) who delivered the theoretical foundation to physics of

electromagnets in the nineteenth century signifying that magnetism and electricity symbolize

different features of the same fundamental force.

Then in the late 1960’s American Steven Weinberg (1933- ) and Pakistani Abdus Salam

(1926- ) performed yet another piece of theoretical synthesis of the fundamental forces by

showing that electromagnetism is one part of the electroweak force. The contemporary

understanding of magnetic marvels in condensed matter originates from the work of two

Frenchmen Pierre Curie (1859-1906) and Pierre Weiss (1865-1940)

Curie looked at the consequences of temperature on magnetic materials and notice that all

magnetic properties abruptly had gone when above a certain critical temperature in materials

such as iron. Weiss suggested a theory of magnetism based on an internal molecular field

proportional to the average magnetization that impulsively align the electronic micro magnets

in magnetic matter.

The present-day day the understanding of magnetism is based on the theory of motion and

interactions of electrons in an atom, called quantum electrodynamics. This stems from the

studies of two German men Ernest Ising (1900- ) and Werner Heisenberg (1901-1976).

Werner Heisenberg is also one of the founding fathers of the recent science of quantum

mechanics. (3)

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2.3 Different Types of Magnets

There are four main categories that magnets can be split up into. These are neodymium iron

boron (NdFeB), alnico, samarium cobalt (SmCo) and ceramic or ferrite magnets.

2.3.1 Neodymium iron boron (NdFeB)

Composed of a rare earth magnetic material.

Has a very high coercive level.

Has extremely high product energy level up to (50 MGOe).

Low mechanical strength, tend to be brittle.

Very strong and very difficult to demagnetize (4)

Figure 1 (neodymium iron baron (NdFeB) magnets)

2.3.2 Alnico

Gets its name from first two letters of first tree main ingredients: aluminium, nickel

and cobalt.

Good temperature resistance even so can easily be demagnetized.

Produced either by casting or sintering;

o Casting results in higher energy products allows magnets to achieve more

complicated design features.

o Sintering enhances mechanical properties. (4)

Figure 2(alnico magnets)

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2.3.3 Samarium cobalt (SmCo)

Like neodymium magnets samarium magnets are very strong and hard to

demagnetize.

Highly oxidation-resistant and temperature resistant (withstand temperatures up to

300 degrees Celsius).

Two different groups of SmCo magnets exist:

o First has product energy range of 15-22 MGOe

o Second has product energy range of 22-30 MGOe (4)

Figure3 (samarium cobalt (SmCo) magnets)

2.3.4 Ceramic or ferrite

Comprised of sintered iron oxide and barium or strontium carbonate, ceramic (or

ferrite)

Magnets are usually inexpensive and easy to produce, through either sintering or

pressing.

Tend to be brittle

Most commonly used types of magnet.

Strong nd hard to demagnetize (4)

Figure 4(ceramic of ferrite magnets)

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2.4 Magnetism and Transport

2.4.1 Abstract

In recent decade a new type of transportation has been increasing in popularity due to the

constant improvement of the technology and science behind the concept. It is known as

Maglev transport or in simpler terms magnetic levitation. This is achieved through the use of

electromagnets and magnetic fields. The basic principle behind Maglev technology is that

magnets that are attached to the train use there poles to either attach or repel each other, used

both for the suspension causing the train to levitate and as guidelines for stability along the

track. Maglev also uses magnetic propulsion to accelerate and decelerate the train through the

use of electromagnets connected to an AC electrical supply to change the magnetic poles to

propel the train. Maglev transportation can reach speed up to 350mph the same speed as

commercial airlines travel at meaning it allows commuters to get from point A to point B

with much less downtime. (5)

2.5 Introduction of maglev transport

In Pennsylvania there was a proposal for a high speed maglev-train to run approximately 54

miles connecting Pittsburgh international airport to downtown Pittsburgh, Monroeville,

Greensburg Pennsylvania, with multi- model station located at these locations the full trip

from the airport to Greensburg would take approximately 35 minutes including all stops. The

estimated cost of the project was to be around $3.8 billion in 2003. The Draft EIS for the

Pennsylvania Maglev project was issued in September 2005 and the public comment closed

December 7, 2005. (5)

Environmental concerns are also an important issue. Maglev uses environmentally safe

electricity to power the system. As far as energy use is concerned a Maglev train uses half the

amount of energy of a commercial airline. With a Maglev system the pollution that is created

from cars, buses and even normal conventional train systems can be reduced. Along with the

pollution created from exhaust fumes when cars are stuck in traffic jams on motorways. Once

integrated into a city a maglev train will provide people with yet another form of transport to

avoid having to drive of carpool to work cutting back on traffic jams and reducing air

pollution. When projects are been carried out now it is important to look to the future and

ensure that the system is not going to have any bad impacts on the environment. The

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introduction of Maglev transport into city’s will help with reduce the environmental impact a

great deal, not only now but in the future also. (5)

Maglev systems have been tested and implemented in Germany and Japan, both of these

countries done their own research and investigated different styles of maglev. Germany trans

rapid first the first commercial system that makes use of electromagnet suspension (EMS).

The Germans exported there technology from china which in turn created the links between

Shanghai City Centre to Pudong international airport. The trip is completed in unbelievable

less than 10 minutes, achieved by been lofted above the usual vascular traffic. It takes the

train 4 minutes to reach an astonishing 430 Km/hr. It stays at this speed for a very short

period of 52 seconds and then enters the 3 minute deceleration period. Allows commuters to

avoid a 45 minute drive on a 6 lane wide highway (5)

.Figure 5 (Germanys Trans rapid Maglev)

In japan researchers and engineers have made an Electrodynamic Suspension (EDS) Maglev.

A link between Tokyo and Osaka makes a once over two hour commute less than one hour.

At the moment Japan uses Bullet trains to connect there city’s. The initial costs before

research is estimated to be about $382 million, however comparing this to the cost of this to

the cost of constructing a highway of this size it is estimated to be around half the price to

produce a Maglev guideline. (5)

Figure 6(Japans Maglev Bullet train)

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2.6 Magnetic Levitation System

Magnetic levitation is broken up into two main types of suspension systems, Electromagnetic

Suspension (EMS) and Electrodynamic Suspension. The 3rd type is Inductrack which is been

studied in the United States of America. (5)In this section these tree types of suspension will

be describe along with Electromagnetic Propulsion

2.6.1 Electromagnetic Suspension (EMS)

Electromagnetic suspension (EMS) applies the use of the repelling forces of magnets to

achieve levitation. The train’s levitation magnets will repel each other overcoming the force

of gravity allowing the train to levitate on the track. The guideline magnets that are used are

used to stop the train from coming in contact with the sides of the guideline track, also used

to for guiding the train along the track. In the event of an emergency the EMS has and

emergency power supply. (5)

2.6.2 Electrodynamic Suspension (EDS)

Electrodynamic suspension (EDS) train system that was developed by Japanese engineers. It

uses magnets of the same polarity to create a repulsive force between the levitating magnet

and the guideline magnet. The repulsion force will overcome the gravitational force and in

turn the train will levitate over the guide way, as shown in figure 8 below.

The main difference between electromagnetic suspension (EMS) and electrodynamic

suspension (EDS) is that EDS uses super-cooled, superconducting electromagnets. The

superconducting electromagnets can create electricity even when the power supply is turned

off.

One potential drawback of the EDS system may be that it has to run on rubber tyres until it

reaches the speed for lift-off which is about 100 Km/hr.

2.6.3 Inductrack

The Inductrack is a newer for of EDS maglev that uses permanent room-temperature magnets

to produce magnetic field instead of cooled super-conductive magnets or powered

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electromagnets. Permanent magnets had not been looked at before because they did not create

enough levitation force to overcome the gravitation force resulting in no levitation.

The Inductrack design bypasses the problem by arranging the magnets in a Halbach array.

The magnets are configured so that the intensity of the field concentrates above the array and

not below it. They are made of a never material comprising of neodymium-iron-baron alloy,

which in turn generates a higher magnetic field (6)

Figure 1(Halbach array for Inductrack)

The track is actually an array of electrical shorted-circuits containing insulation wire.

Inductrack has two designs, Inductrack 1 is suitable for high speed and Inductrack 2 is

suitable for low speeds.

Inductrack 2 design incorporates two Halbach arrays to create a stronger magnetic fields

resulting in a lower speed.

As of now there is still no commercial version of Inductrack, prototype or full scale model.

(6)

Figure 2 (levitation Techniques)

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2.6.4 Maglev propulsion

The polarity of the sectors at the track will quickly change its polarity continuously to move

the Maglev train. Stators at the sides are excited sequentially. The electromagnets on-board

‘chase’ the current forward along the track. The continuous magnetic field moving forward.

Speed controlled by the frequency of the alternating current (AC). (7)

Figure 3(maglev propulsion diagram)

2.7 Future of Maglev Transport

Magnetic levitation has been the biggest hit in Asia. This is thanks to their incredible speed

and capacity. But a new development in the technology called Super-Maglev is set to push

the limits of maglev technology even higher.

2.7.1 Super Maglev China

In china the 1st manned megathermal superconducting maglev loop has been built and

successfully tested, by the applied Superconductivity Laboratory of Southwest Jiaotong

University. According to the Daily Mail it is was placed in a vacuum to reduce the resistance

and said to have reached speed of up to 2900 km/hr. Project lead Dr Deng Zigang claims it

could be used for military or space launch systems. (8)

Elon Musk's proposed Hyperloop, meanwhile, isn't thought to use a vacuum to reduce air

resistance, but will still potentially max out at 760 mph (1,220 km/h). Zigang's concept would

leave even that in its dust.

In developing the train, Zigang first had to create a small, remote-controlled ring-line version

of the system on which the maglev vehicle could accelerate to 15 mph (25 km/h). That was

achieved in February last year, after which an evacuation tube was added to create an internal

vacuum.

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With the vacuum created, the vehicle was reportedly able to accelerate to a maximum speed

of 30 mph (50 km/h). The prototype was, of course, run without passenger and was limited

by the small 6 m (20 ft) radius of the ring guideway.

"The meaning of the project is that it will be the first one to realize the prototype of the future

evacuation tube transportation," The Daily Mail reports Zigang as saying. "At this moment,

we are conducting evacuation tests on the new system. We will release our achievements

after the successful running in the near future." (9)

Figure 4(super-maglev train and vacuum loop)

2.8 PLC Programming

PLC’s or in other language programmable logic controllers is an essential factor in the whole

automation industry and industrial process control for several years. They can be used in a

wide range of applications from small systems i.e. conveyors and very complex systems

involved in processing plants.

The systems that PLC’s are incorporated in them allow a wide variety of functions. Providing

a variety of digital and analogue output and input interfaces, signalling, conversions of data

and various communication protocols.

All functions of the PLC’S link back to hand controller which will program PLC to carry out

particular sequence (10)

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2.9 How to program PLC

All programmable devices including PLC’s all have their own specific programming

language that allows them to complete the tasks that are given to them.

When generating a program it takes a couple of steps and the process is called “ladder

concept”

This concept looks the same as it is portrayed in name with a ladder like formation with

labels for inputs like “X1” with a normally open connection. Then output labelled with

“Y0”at the end.

These ladder “rung” are held on 2 rails witch illustrate electrical power. So in theory an

electrician has a background in logic circuits that has no additional training in the

programming of PLS’s should be able to derive the code from ladder diagram. (11)

Figure 5 - Ladder concept in PLC programming

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2.10 Purpose of my project

The purpose of the project is to design and manufacture a 3-D model Maglev train with its on

propulsion system. The track of the train must be removable to allow for the option of

changing the track to a different orientation of magnets. Tests such as acceleration and

stability tests will be carried out on the various styles of tracks results to be taken and

compared against one another to see what the most affective orientation of the magnets is.

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Chapter 3: Concept Development

Please view Appendix B for concept sketches

3.1 Concept 1

3.1.2 Description

When concept 1 was been developed it was kept as simple as possible so that concept 2 & 3

could be developed by making slight modifications to the design while still keeping a similar

design throughout the process.

Consists of:

Maglev train body – 3D printed PLA material will be used to create the train body to

allow for a light weight and strong part.

Levitation magnets - magnetic tape placed on the steel base to complete the track

which will be 500mm to 600mm long and on the bottom of the train with opposite

poles which will in turn will create a repelling force that is more that the gravitation

force of the train that is acting down and will result in the train levitating.

o Track set at an angle to allow for the train to move forward without physical

interference from the operator.

No system incorporation in this concept to allow the train body to come to a stop

before reaching the end of the track.

3.2 Concept 2

3.1.2 Description

During the development of concept 2 the man objective was to make an improved similar

design. Additionally to produce a better system to propel the maglev train bogy forward

without physical interface.

The track is change from an angle track to a horizontal track.

The system in this concept to propel the train forward is of arrangement of

electromagnets in pairs one on either side of the maglev train body.

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o Electromagnets are manufacture through the winding of some insulated copper

wire around an iron core (nail) and attaching a power supply to the rod in turn

magnetising the rod creating a magnetic field. (10)

3.3 Concept 3

3.3.2 Description

Concept 3 is a design that involves characteristics taken from concept 1 & 2. When this

concept was been developed the view was to try incorporate the best design features from the

following two concepts into one concept to come up with the optimal design that will meet

the list of criteria.

Concept Scouring Table

Criteria Weight

Concept

1

Concept

2

Concept

3

Ease of Assembly 7 6 6 8

Cost 8 9 5 5

Simplicity of Circuit 6 5 5 5

Propulsion system 10 1 7 10

Friction 8 5 5 8

Safety 10 7 8 8

Ease of Programming 7 1 6 6

Average Total Score 239 344 412Figure 6- scoring table for concept selection

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Chapter 4: Final Design

The final design for the project was decided by means of a scoring matrix and a general view

on which of the 3 concept designs was most capable of meeting all the specifications given in

the project scope. Each aspect of the project was taken into account and where weight

according to their importance. And then weight was multiplied by its rating out of ten and the

total for each aspect was added up.

The highest scoring concept was selected as the final design. The concept selected was

concept 3.

This chapter will give you a detailed description of all the various components that are

needed to make the maglev train system design possible.

Please view Appendix C for all CREO part drawings.

4.1 Base of Track Setup

The base of the maglev train system is an aluminium base cut to 580mm x 80 mm and

3mm thick. This is bigger than the base that will house the magnets to allow for space

to house the PLC. All corners of the base will be round at 5mm for safety reasons.

This section of the assembly will be the main area where components are going to be

mounted or screwed onto e.g. PLC, joining section for raised platform and stilt

housings for electromagnets.

Counter sunk holes will be drilled on the bottom of the aluminium base to allow for

non-visible holes to attach components.

4.2 Track Base for Levitation Magnets

The base of the main track is also made of aluminium with the same size rounds for general

safety precautions. This will be the main housing for the repelling magnets (ferrite) that will

give the train the ability to levitate with little or no friction, apart from the guidelines.

Main objection of this section of the assembly is to give a flat surface to apply the

tape magnet to be applied to, so a level surface is achieved to run Maglev Train

across.

17

Base is attached to base that is shown in Figure 15 in section 4.2 above. To raise the

rain to a 30mm height to allow room for wiring underneath the track.

4.3 Joining Section for Bases

This component of the assembly is the piece that will raise the base shown in figure 10, 50

mm above the base that is shown in figure 15. 7mm thick aluminium will be used in this in

this section of the design to allow for straight edges to achieve right angles and a level track

setup and can be easily manufactured. Also holes with a diameter of 5mm will be drilled

along this piece.

The main objective of this component in the assembly of the Maglev train setup is to

raise the base for repelling levitation magnets of the main housing base to allow for

the wiring to pair electromagnets together along both sides of the track.

Holes with the diameter of 10mm will be drilled along this component in intervals of

75mm to allow for the pairing of electromagnets under the track.

4.4 Repelling levitation magnets

The following section is of utmost importance to the final design. It consists of strips of

magnetic tape (ferrite) with a 2mm thickness and widths of 12.5mm individual strips are

placed on top of the other to form two higher rails on the outside track. Strips of magnetic

tape will also be will also be placed in between the outside rails to allow for the guide

magnets that drop down off train base into notch to have a repelling force also.

The outside rails will have 6 strips placed on top of each other at the same length of

the base in figure 16 of 510mm, a width of 12.5mm and a thickness of 2.

o Given outside rails overall height of 12mm

Centre of track will have two strips of magnetic tape at the same dimensions placed

on top of each other.

o Given centre of track an overall height of 4mm.

The magnetic tape must align with very small tolerances to allow for the train to have

minimal friction with track magnets.

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o Small amounts of friction assumed to come into account when outside rails of

track come in contact with guideline magnets of the train are lowered in notch

of track. )

4.4.1 Cross section of levitation magnet layout

Figure 19 below is the cross section view of the levitation magnets setup. It shows how the

magnets are place on top of each other to form the outside rails and notch in the middle for

guideline magnets dropped down off bottom of train to keep the train on the point of repel of

the two opposing magnets.

Figure 7(Cross section of levitation magnets setup)

4.5 L-Brackets

A 90 degree Aluminium will be used to make brackets to attach the base of the track to the

joining section

Will be cut with a width of 20mm.

Holes will be drilled at 3.3 diameters and then tapped at the size for an m4 nut & bol

All holes will be countersunk.

19

4.6 Assembled Track

After all the above components have been manufactured the first step pf the maglev tracks

assembly is able to be completed the main track setup can be assembled along with the

levitation magnets witch will oppose magnets located on bottom move train body.

Assembly of main track set up shown below:

Figure 8 - Elevation, plan and end view of Maglev track setup

Figure 9 - Isometric view of Maglev track setup

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4.7 Main housing base for Maglev track and PLC

This component in figure 17 is where the track setup and PLC will both be mounted onto to

allow for space for wiring of plc.

Manufactured from chipboard.

4.8 Electromagnets (holding magnets)

Figure 10 - Electromagnet used in manufacture of project (holding magnet)

Source: Aliexpress.com (11)

4.5.1.1 Specifications of holding magnet

Product Name Sucking Disc Solenoid Electromagnet

Type Sucked Type

Material Metal, Electronic Parts

Rated Voltage DC 24V

Attraction / Force 50N / 5KG

Overall Size 25 x 20mm / 0.984" x 0.787"(Dia.*T)

Cable Length 20cm / 7.87"

Weight 90 g

Package Content 1 x Sucking Disc Solenoid ElectromagnetFigure 11 - Specs of holding magnets

These electromagnets will be wired together in pairs along they track to accomplish self-

propulsion. Ideally this system would need 7-10 pairs to allow the maglev train to travel the

whole length of the track.

In this system there will be 2 pairs to keep cost below €150

They will be programmed to turn on and off in a sequence with time delay in between the

inputs turning on and off. There will be two neodymium magnets attached to the front of the

21

model Maglev train at a 45 degree and these electromagnets will be raise above the track at

the opposite angle to the model train. As they are turned on the maglev train will be attracted

to the core of electromagnets and then as it approaches the holding magnet it will be switched

off and through the means of a timer the 1st pair will be switched off and the next pair will be

turned on and this will continue up along the track to propel Maglev train.

Figure 12 - Dimensions of holding magnet diagram

Type

D d H M P L Power Force Weight

mm mm mm - mm mm W N g

P25 25 10 20 M4 6 200 4 50 50

Figure 13 - Dimensions of holding magnets

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4.9 Supports

The supports for the train’s electromagnets will be manufactures from 2mm aluminium. The

main use for the supports is to hold the electromagnets in position over the train body. The

alignment of these supports is one of the key parts of the project as the train body must pass

by the electromagnets.

The electromagnets must be close enough to allow for the pulling force of the of the holding

magnets to attract the train body toward them then as they are switched off there must be

enough space for the maglev train to pass by.

The support that the electromagnets will be set at the opposite angle to the top of the train

body.

Main features of supports:

Accuracy

Alignment

4.10 Train Body

The manufacture of the train body will be carried out through the use of a 3D-printer. This

means a CAD drawing must be generated with all the needed dimensions and then converted

to a particular file (.stl) which is compatible with the software that is present in 3D-printer.

The reason for 3D-printing the trains body is to allow for a high level of accuracy and

precision in the components dimensions as it will be as minimal clearance between the

electromagnets above the track and the neodymium magnets which are place at a 110 degree

angle on the of the train body.

The train body’s dimensions will be 50mm x 50mm to ensure for a lightweight design

meaning a lower pulling force will be needed to pull train body along track

There will be an angled slope along the front of the track. This angle will be set at 100

degrees and electromagnets will be supported above track at opposite angle.

Two extruded pins of PLA will be raised up from this slope with the same diameter as

the neodymium magnets that will held in position with these pins.

23

4.11 Power Supply

The power supply that will be used is a bench power supply. It allows you to adjust the

amount of current that is produced from a particular amount of voltage. The power supply

will be connected to the PLC and a 24V charge will be sent to the PLC.

The ability to change the current that is been ran through the circuit is highly important as

that the more current passing through a small resistance wire generates a high level of

magnetism.

4.12 Final design

Please view Appendix D for final drawing

4.13 Bill of Materials

Please view Appendix E for bill of materials.

24

Chapter 5: Manufacturing and Materials

5.1 Introduction

This chapter will show the different manufacturing processes that had to be completed to

assemble this system. It will also give a view on the choice of material for individual parts of

the project.

5.2 Health and Safety in the Lab

Health and safety is the single and most important thing you must remember whilst you are

operation in an environment that allows access to industrial level machinery. Some of the

most important health and safety precautions are listed below:

Make note of the nearest exit point

Always wear protective glasses and clothing

Keep workspace clear

Ask supervisors permission to operate heavy machinery.

5.3 Environmental impact & energy consumption

5.3.1 Environmental Impact

When considering the environmental effect a alteration to a transportation system will make,

it is vital to not only consider the influence to global warming it makes by CO2 emission, but

also other important factors such as noise pollution and land take that damage the

environment far more directly. (12)

5.3.2 Energy Consumption

Energy consumption is a tremendously important factor when considering the environmental

impact, as it directly affects the effect the system will have to its influence towards global

warming.

25

Figure 14 - energy consumption

The overhead graph shows the contrast between the energy consumption, in watt hours per

seat kilometre, of a magnetic levitation train related with a traditional high

speed Intercity Express train.

A magnetic levitation train uses significantly less energy than a traditional Intercity Express

train at both 200 kph and 300 kph. At 400 kph, a speed that a traditional Intercity Express

train cannot achieve, the energy usage of a magnetic levitation train is only notably greater

than that of a traditional high speed train. This is caused by the fact that magnetic levitation

trains float, and consequently have no rolling resistance, leaving only air resistance to slow

the train down, and this is reduced by lightweight, aerodynamically designed trains. (13)

This was an important factor during the stages of choosing a project as it was along the lines

of an environmentally conscious project.

26

http://mosaic.cnfolio.com/InterCity/edit



5.4 Manufactured Components

Please view Appendix F for Manufactured and acquired component pictures.

5.4.1 Lower Base

Marking out The first stage of manufacturing the lower base was to mark out the

80mm X 560mm base on a 2mm thick sheet of aluminium.

This included 5mm rounds on all the corners of the rectangle.

Mark out with dot punch points where l-brackets.

Tools needed to complete task:

Ruler, scribe and compass.

Cutting After all dimensions were marked out accurately on sheet off

aluminium the sheet is to be placed in a guillotine machine which is

used to cut large sheets of metal.


Sheet metal guillotine.

Filling Filling will be carried out along all the edges of the base to allow for a

smooth and attractive finish.

And in terms of safety all corners will be rounded to 5mm to eliminate

any sharp points.


Rough and smooth hand files.

Drilling Holes were drilled at two pre-marked points with a 3.3mm diameter

drill bit to allow for l-bracket to be bolted down for attachment of

joining section.


Pillar drill and 3.3 diameter drill bit.

Tapping Holes were tapped to fit a M4 drill bit.


M4 Hand tapping tool.

27

5.4.2 Track Base

Marking out The first stage of manufacturing the track base was to mark out the

580mm x 80 of a rectangular shape on a 2mm thick sheet of

aluminium.

This included 5mm rounds on all the corners of the rectangle.

Mark out with dot punch two points at the each end of the track to

allow for attaching the tack base to the joining section for the two

bases.



Cutting After all dimensions have been marked out accurately on sheet off

aluminium the sheet is to be placed in a guillotine machine the same

process that was carried out for the previous base.


Sheet metal guillotine.

Filling Filling was carried out along all the edges of the base to allow for a


And in terms of safety all corners will be rounded to 5mm to eliminate

any points.



Drilling Holes were drilled at two pre-marked points with a 3.3mm diameter

drill bit to allow for this base to be attached to the top of the joining

section.




28



Countersinking all holes countersunk to allow for a flat surface on the track.


Countersunk drill bit and pillar drill.

4.4.3 Joining Section

Marking out The first stage of manufacturing the joining section for the two bases

was to mark out the 510mm x 50mm of a rectangular shape on a 5mm

thick strip of aluminium.

Mark out with a dot punch 6 points along the horizontal centre line of

the rectangle each to have a gap of 70mm between each other. Also

two holes will be marked with dot punch on top surface of joining

section.

Two holes where marked at either end of the joining section 20mm

from the bottom to allow for space to attach l-brackets for the lower

base of the track.

The purpose of these holes is to allow for hole for the wires of the

holing magnets (electromagnets) to be fed threw and soldered together

into pairs.



Cutting After the joining section was fully and accurately marked out on along

the strip of aluminium it was placed into the ban saw at the marked

dimension and cut to the asked size.

Tools need to complete task:

Horizontal band saw.



29



Drilling Holes were drilled at 6 pre-marked points with a 3.3mm diameter drill

bit to allow for space to feed the wires of holding magnets

(electromagnets) underneath the track base.

There were also holes drilled at the pre-marked positions at the

diameter of 3.3mm on the top surface of the joining section which will

be used to attach the track base to the joining section.



Tapping Holes located on the top surface of the joining section will be tapped to

fit a M4 drill bit. This will allow for track base to be attached to joining

section.



4.4.4 L-brackets

Marking out First the 20mm makings for the L-brackets must be marked along a

piece of 90 degree angle aluminium. Two L-brackets are needed to

assemble the full track.

After the 20mm makings were scribed into material, a dot punch was

used to make two holes 20mm in on both surfaces to allow for bolts to

be passes through.


Ruler and scribe.

Cutting After all dimension were marked out accurately the 90 degree

aluminium was placed in the band saw 20mm L-brackets where taken

off.

30







Drilling Holes were drilled at the two pre-marked points on the flat surfaces of

the L-brackets.

These holes were drilled at a diameter of 3.3mm these holes are for the

main assembly of the track.


Pillar drill and 3.3mm diameter drill bit




4.4.5 Supports for Electromagnets

Marking out First a 20mm x 250mm x 3mm aluminium was acquired and 120mm

intervals where marked out along the bar.

After 100mm of each interval there is a line scribed across the piece in

which the aluminium will be bent into place 20mm below the top of

piece.

2mm round were marked on the outside corner of each support.


Ruler and scribe.

Cutting After all the dimensions had been marked out along the aluminium bar

the piece was then place in a band saw and cut with as much accuracy

as possible. Four supports where cut during this process

31



Filling After the four supports where cut from the aluminium bar they were

then placed in a vice and all the edges were filled down to allow for

smooth surfaces.

Also 2mm rounds where cut on the pre marked corners of the supports.

This is a safety precaution to remove any sharp edges.



Bending - The final process in the manufacture of electromagnets supports was to

bend them at the same angle as the slope on front of maglev train body.

The angle which was sought was 110 degrees.

The aluminium parts were placed in a vice and secured in place. A soft

mallet was then used to bend the aluminium at the pre-marked to the

desired angle

4.4.6 L-brackets (supports)

Marking out First the 20mm makings for the L-brackets must be marked along a

piece of 90 degree angle aluminium. Four L-brackets are needed to

attach the electromagnet supports to the base of the project.

No dot punch marks where punched onto these L-brackets as they were

attached to supports using ferret magnet attracting to one another as it

was less time consuming.


Ruler and scribe

Cutting After all dimension were marked out accurately the 90 degree

aluminium was placed in the band saw 20mm L-brackets where taken

off. There were four pieces to be exact.

32







5.5 Acquired components

5.5.1 Holding Electromagnets

The electromagnets that were used after the testing stages where ordered in from an outside

source due to the fact of not been able to produce a high enough magnetic pulling force to

move the train body along track.

Marking out 1st a 20mm x 80mm strips of aluminium were cut using a hand shears.

These piece where used to attach two electromagnets to and then these

will be attach to angled side of supports to raise magnets above track at

the desired angle.


Ruler and scribe

Cutting Two of these components where cut at the pre-marked lines


Vice Shears and Hand Shears





Drilling After these two pieces were filed, marked and cut to size two holes

were drilled at the pre-marked dot punches to allow for bolt to be

passed through component and into back of electromagnet to attach to

piece.

33






Note: Levitation magnets were also ordered in from Radionics. They were

hand applied to top of track in the orientation shown in CH3 (4.3.1)

34

Chapter 6: Wiring and Programing

6.1 Use of PLC in maglev Train project

In this project the propulsion of the train body will be control through the use of a Mitsubishi

programmable logic controller or a PLC it will be used to turn the electromagnets on along

the track in a particular sequence with a combination of time delays to accelerate the train

body along maglev track. The electromagnets will be paired up and wired to the PLC witch

will be connected to a 24 Volt bench power supply. A program will be enter into a PLC to

turn the electromagnets on and off with a chosen amount of time the intervals.The reason for

the use of a PLC in the propulsion system is to give the option to vary speed in which maglev

train travels along track.

6.2 What is a Programmable Controller?

A Programmable Logic Controller (PLC or programmable controller) is a device that a

worker can program to attain a sequence or arrangement of actions. These proceedings are

triggered by stimuli (usually called inputs) acknowledged at the PLC or through delayed

activities such as time delays or counted incidences. Once an event activates, it actuates in the

external world by switching ON or OFF electronic control gear or the physical actuation of

devices. A programmable controller will constantly ‘loop’ through its inner ‘user defined’

program waiting for inputs and giving outputs at the programmed exact times.

(14)

6.3 Advantages and Disadvantages of PLC Systems

Below is a researched list of advantages and disadvantages involving the use of PLC’s or

Programmable Logic Controller.

6.3.1 Advantages

1. Rugged design, designed with the idea to withstand vibrations, humidity and

humidity. (15)

2. The interfacing for the inputs and outputs already exists inside controller. (15)

3. User friendly program language. (15)

35

4. Capable of handling of very complicated logic operations. (16)

5. Low power consumption. (16)

6.3.2 Disadvantages

1. Hard to find errors within program this entails a highly skilled operating team. (15)

2. Duration of a problem usually long resulting in a long down time of system PLC is

operating. (15)

3. Time consuming when wiring up. (15)

4. Some cases it can be hard to find replacements. (16)

6.4Wiring

6.4.1 Description

The wiring of the PLC and electromagnets consisted of connecting the Mitsubishi PLC to a

24 volt bench power supply which allows you to vary the amount of current and voltage that

is been passed through the electromagnetic pairs. The higher the current that flows through

coil of a low resistance without melting wire will produce the higher magnetic pulling force

will be produce. (17)

24V bench power supply connected to Mitsubishi programmable logic controller.

Mitsubishi electrical switch box will be linking to input 1 (X0)

Electromagnetic pair 1 will be linked to output 1 (Y0)

Electromagnetic pair 2 will be linked to output 2 (Y1)

After all the wiring has been complete correctly and safely the next stage of the project was

to add the program to change from one electromagnetic pair to the next.

36

6.4.5 Wiring schematic

Figure 15 - wiring schematic for electromagnet pairs (6.4.5)

6.5 Programming

To generate a program for a PLC you must at first take a list of inputs and outputs needed to

complete sequence also including time delays.

Needed:

List of inputs and outputs and completed ladder diagram.

After these two steps are completed it is possible then to fully generate the PLC program that

is needed to complete the task given.

37

6.6 Ladder diagram

X0 = Run/start Y0 = Electro mag (1, 2)

Y1 = Electro mag (3, 4)

The ladder diagram shows you a sequence of steps that is occurring during the time that the

sequence takes to run.

When X0 is on it will switch on Y0 and a timer will start

As the timer runs out it will switch of Y0 and set Y1

6.7 Code

LD X0

SET Y0

OUT TM1

K = 3

LD TI

RST Y0

SET Y1

38

Figure 16 - Ladder Diagram for program

Chapter 7: Testing

This chapter will show the different areas of the project where tests were carried out to find

the best possible solution.

7.1 Electromagnet Testing

The first stage of finding a way to propel the train forward was to manufacture

electromagnets from raw materials in the lab with the equipment that was provided.

It is a known fact that when there is a material that contains iron and it is wound with a

insulated copper wire. When there is an electrical current passed through this coil it

magnetises the iron core of the component. (18)

Several different processes where carried out to try and accomplish self-made electromagnets

to see if a strong enough pulling force could be produce to propel train along track.

If this had of been possible self-made electromagnets the final cost of the finished product

would have dramatically decreased.

7.1.1 Process 1

This process entailed of an iron plated core with copper enamelled wire wound around the

iron core. The winds for the coil were all done by hand so resulted in very messy and untidy

winds.

Insulation tape was used to try and keep winds as neat as possible.

Outcome

Once the self-made electromagnet was place once a power supply the magnetism produce

was barely noticeable

The only reason for this is addition of insulation tape affected magnetic field.

Figure 17 - Iron plated self-made electromagnet

39

7.1.2 Process 2

A larger iron core was purchased with many more treads on the shaft of screw to allow for

more winds.

The copper wire was changed to an enamelled copper wire with a much smaller diameter to

allow for a higher resistance in the coil resulting in more magnetism.

This design was carried out in two different methods:

1. The wire was hand wound while clamped in a vice which in turn produced uneven

and messy winds. Neatness of winds comes into account when looking at the force

generated from the electromagnet

2. The iron core was placed in the top of a cordless hand drill and the enamelled copper

was fed up and around the iron core as it spun on the top of the hand drill.

Outcome

When the copper wire was wound by hand around the iron core it was found that the

electromagnet would produce the same amount of pulling force as the 1st de3sign

Surprisingly when the coil was created from placing the iron core in the top of the

hand drill and fed around the screw as it rotated the winds that where produced the

level of neatness in the coil was very noticeable compared to all other processes.

Unfortunately when the electromagnet was connected up to a power supply the difference in

strength was minuscule and in turn resulted in the need to order in electromagnets from an

outside source which in turn increased the cost of project dramatically.

Figure 18- electromagnet wound using hand drillChapter 8: Discussion and Conclusion

40

Chapter 8: Discussion

When taken on a project that involves the design, manufacturing and testing stages there will

always be problems when trying to complete the project.

Through the duration of the Maglev train project there was certain periods that problems

arose that had to be taken into account and rectified. Sometimes the problems may implement

a change in design.

There was significant problem when trying to establish the correct time delay to us between

the 1st pair of electromagnets turning off and then the second pair of electromagnets turning

on.

8.1Track Manufacture

8.1.1 Manufacturing Issue

When the track was been made the first design was to house the Mitsubishi PLC on the lower

base of the track this was to ensure that the design would be as small in area as possible

It was than notice after the lower base was manufacture that if it was to mount the

PLC along with the electromagnetic supports and L-brackets for joining section it

would be congested with a lot of components and it was thought that if there was a

slightly larger area to house all these components it would be much easier to work on

the project.

8.1.2 Solution

This resulted in the base been increase in size. This did not affect the lower base of track, the

assembled track was simply attached to a 800mm x 400mm piece of chipboard that was

originally was material in the ITT lab.

8.2 Levitation Magnets

Levitation was achieved in the manufacture og project with little or no friction as the track

ran from one end of the track to another.

Levitation height was in the range of 4 - 5mm.

41


The levitation magnets in this project are one of the two very important design features that

are involved in the manufacture of this system.

There was several different orientations that the magnetic tape place down on top of one

another to try and find the best possible design to allow the train to sit on the exact point that

the magnets on the bottom of the train body and levitation magnets that where attached to the

top base of the track assembly repel each other.

This was found to be a lot more difficult than first anticipated as the point in which the two

magnets repelled each other was found to be extremely small, much smaller then it was

expected to be.

8.2.2 Solution

Eventually after several different designs and tests the track orientation that was shown in

section 4.1.1 was chosen as it produced little or no fiction along the track and keep on the

point of repelling one another.

8.3 Electromagnets


In the testing section of this report it addresses that during the manufacture of the

electromagnets it was found that they were not going to produce near the amount of pulling

force that was need to propel train along track. 2 different designs and combinations of

materials where used to try and produce a working electromagnet that was capable of

propelling maglev train forward with ease.

8.3.2 Solution

This then meant that the electromagnets would need to be acquired from an outside company

the main objective was to try and find a source for the magnets that would allow them to be

purchased at a low price but also to make sure that the quality of them was of a high standard

and that they delivered to the ITT campus on time to finish the final stages of manufacturing

on the maglev train system.

42

After a lot of research on holding magnets, these are the form of electromagnet that best

suited the design of this system. Aliexpress was found to have the best price for

electromagnets and also allow them to arrive within the given time deadlines

These electromagnets 5kg pulling force when a material is attached to the iron core meaning

that if the alignment of electromagnets and time delays where correct that it would be

sufficient pulling force to move maglev train body along the track.

8.4 Programming

8.4.1 Programming issues

When the maglev track was fully assembled and developed and the stage of programming the

PLC was reached there was very small amount of problems through the duration of wright

the code and developing ladder diagram.

Problems arose as after the program had been successfully entered into the Mitsubishi PLC to

turn the 1st pair of electromagnets on by sending an electrical charge to them, when the

electromagnets where activated it would then start a timer till the 2nd pair of electromagnets

would turn on. Once the 2nd pair of electromagnets are activated the PLC then sends signal to

1st.

The sequence ran successfully without any errors. But when it came to deciding on a specific

time delay between the electromagnets turning on and off, it was difficult to get the correct

time.

8.4.2 Solution

When trying to rectify this problem it was found that the gap between the two sets of

electromagnets was too large and it would be too costly to purchase more pairs to allow for a

smaller space between the electromagnets meaning that the time delay could be reduce to a

very small amount meaning or no space between them and turn on and off in a very fast

sequence.

This was one of the two main reasons for the project not working to its full capabilities.

43

8.5 Electromagnetic supports


The first design for the electromagnetic supports was to 3D- print the components in the form

or two vertical post and a horizontal crossbar set at an angle of 170 degrees that holding

magnets (electromagnets) will be attached to and raised above the track.

The main advantages have allowed a high degree of accuracy in the dimensions of the

supports and the angle that the electromagnets would be raise above the track at.

The main disadvantage is that the component had to be complete within a very small time

span and it would have taken a detailed CAD drawing to produce a set of components that

would allow height of supports to be adjusted. This is very important as the alignment of the

electromagnets is the most important factor in the design of the maglev propulsion system.

8.5.2 Solution

To address this problem the supports had to be manufactured from strips of aluminium to

allow for a quick manufacturing time to ensure that the project stayed on track with the

project plan.

To allow for the supports to be adjusted in height they were attached to the L-brackets that

where manufactured to mount electromagnetic supports onto base of track buy cuts up

magnetic ferret tape attracting to one another.

8.6 Removable Guideline Brackets

8.6.1 Issue

After completion of the maglev track assembly it was notice that it the neodymium magnets

located on the sloped surface of the train body as they passed the electromagnets raised above

the track that they would be inclined to attract to them if they came to close and in turn lift

itself of track.

44

8.6.2 Solution

Small pieces of aluminium where cut through the use of a hand shears they were bent into

place using a sheet metal bending machine that can be held in a vice. After they were place

onto the sides of train body they locked in under the base of track to allow for support if

electromagnets came in to close to the neodymium magnets and attracted to one another.

8.6.3 Secondary Problem

After the removable bracket had been added to the trains design it was noticed that a there

was a much higher level of friction added to the system which then hindered the quality and

ability of the train to run along full track length with little or no friction.

Brackets where removed to allow trains levitation aspect work to its full ability

8.7 Recommendations

Following the completion of the project there is several manufacturing process and design

aspects that would be altered to achieve a fully working self-propelled maglev train. They

include:

On the bottom of the levitation track and the bottom of the brackets that turn under the

track to stop the neodymium magnets from attracting to electromagnets. Magnets

could be placed on both surfaces that repel each other and counteract the

electromagnets pulling force on the train body.

Also pairs of electromagnets with no space in-between them. With 15 – 20 pairs along

length of track would allow for a smaller distance for each electromagnet to pull to

the next pair.

Supports to be 3D-printed with a detailed design to allow for adjustable height and

very accurate dimensions with small tolerances.

45

Chapter 9: Conclusion

In conclusion although there were problems throughout the manufacturing processes of the

Maglev train it can be said that most aspects of the project where a success even though some

of the criteria was not meet it is addressed in discussions the solution to these problems.

It can be concluded that that repelling magnets do in fact cause levitation and ferret magnetic

tapes repelling force is strong enough to lift a 100g train body into air. With little or no

friction involved

It can be concluded that the propulsion system incorporated in design does cause a pulling

force that attracts neodymium magnets to but the alignment of electromagnets is very

important. This was the problem that arose that affected the propulsions system to most.

46

Appendix A – Project Plan

Figure 19 - Gant chart

A

Appendix B – Concept sketches

Concept 1

Figure 20 - Concept 1 (3.1)

B

Concept 2 & 3

Figure 21 - Concept 2 & 3 (3.2)

C

Appendix C – CAD Drawings

Figure 22 – CREO part drawing of lower Base of track (4.1)

D

Figure 23 – CREO part drawing of track base (4.2)

E

Figure 24 - CREO part drawing of joining section (4.3)

F

Figure 25 - CREO part drawing of Levitation magnets orientation (4.3)

G

Figure 26 - L-brackets used for assembly (4.5)

H

Figure 27 – CREO part drawing of wooded base used to house all components (4.7)

I

Figure 28 - CREO part drawing of supports of raising electromagnets above track (4.9)

J

Figure 29 - CREO part drawing of Maglev train body (4.10)

K

Appendix D - Final Design

Figure 30 - final assembly drawing

L

Appendix E – Bill of Materials

Figure 31 - Bill of materials (4.12)

M

Material/Component Size Quantity Acquired Provider

Aluminium 550mm x 500mm 1 No ITT

90 degree aluminium 25mm x 25mm x 160mm 1 No ITT

Ferret magnet strip 10,000mm 1 Yes Radionics

Mitsubishi PLC 1 No ITT

Nuts M4 20 no ITT

Bolts M4 20 no ITT

Chipboard 1,000mm x 500mm 1 No ITT

Electromagnets 5kg Pulling force 4 Yes Radionics

(holding magnets) 24 Volts

Appendix F - Manufacture

Figure 32 - Component picture of lower and track base (5.4.1 and 5.4.2)

N

Figure 33 - Component picture of joining section (4.4.3)

O

Figure 34 - Component picture of holes through joining section for feeding wires of electromagnets through (4.4.3)

P

Figure 35 - Component picture of treaded whole track base and joining section assembly (4.4.3)

Q

Figure 36 - Component picture of L-bracket location in assembly of bases and joining section (4.4.4)

R

Figure 37 - Component picture of support bending process (4.4.5)

S

References

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jy992d48301j.pdf.

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