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HISTORY OF TECHNOLOGY, TECHNOLOGY, OBJECTS AROUND US
Magnetoplane. History of invention and production
Directory / The history of technology, technology, objects around us A maglev train, magnetic levitation or maglev (from the English magnetic levitation - "magnetic levitation") is a train held above the roadbed, driven and controlled by the force of an electromagnetic field. Such a train, unlike traditional trains, does not touch the rail surface during movement. Since there is a gap between the train and the surface of the track, friction between them is eliminated, and the only braking force is aerodynamic drag. Refers to monorail transport (although instead of a magnetic rail, a channel between the magnets can be arranged - as on JR-Maglev).
The magnetoplane is a serious attempt to compete with aviation. With all the speed of aircraft, airfields are usually built far from the center, so it takes another 1,5-2 hours to get to them. At the same time, railway stations are much more convenient. Of course, it is not easy to design a conventional train that can compete with an airplane. If only because at a speed of 500 kilometers per hour, centrifugal forces threaten to break the wheels. There is only one way out - to abandon the wheels. The founder of cosmonautics, Konstantin Eduardovich Tsiolkovsky, back in 1927, proposed building a hovercraft. Many years passed until French engineers tried to implement this idea in the 1960s. However, the attempt was unsuccessful. The experimental car rushed along the concrete chute at a crazy speed, filling the surroundings with the wild roar of two aircraft engines. One of the engines created an air cushion, while the second was "responsible" for horizontal thrust. Knowing the strict environmental requirements in Europe, one can guess that even one noise was enough to put an end to the project. For the same reason, by the way, locomotives with turbojet engines and even with much quieter gas turbine engines have not found application. Powerful compressors can create an air cushion, but where to find the appropriate engines for their work. Diesels consume too much fuel. So far, there are no autonomous electric motors suitable for installation on transport vehicles of this class. Fortunately, another way was found and, apparently, the optimal one: to "hang" the train over (or under) the rails. This solution was found by the German engineer Hermann Kemper in 1934. He called his invention the magnetic suspension. The work of the Kemper's suspension is based on the well-known principle - the poles of the magnets of the same name repel each other. The easiest way to implement the idea is to lay out both the track and the bottom of the train with permanent magnets with the appropriate orientation of the poles. Traction will be created by a linear electric motor. Such an engine has a peculiar rotor and stator. Unlike a conventional electric motor, where they are folded into rings, here they are stretched into strips. Turning on one by one, the stator windings create a traveling magnetic field. The stator fixed on the locomotive is drawn into this field and moves the entire train. However, such a line with permanent magnets is expensive, and their lifting force is small. Another option suggests itself - to use electromagnets on the train and on the rails. But again, keeping the track windings energized all the time is irrational. This means that it is necessary to supply power only to those coils over which the train is currently located. A sufficiently strong magnetic field of the composition will conduct current in the track windings. In turn, they will create a magnetic field. Another way to solve the problem is to cover the path with a low electrical resistance alloy. Induction currents will appear in the alloy, which are quite sufficient to create a strong magnetic field.
Work on the creation of magnetoplans has been going on for more than a decade in Germany, the USA, Japan and Russia. In the Soviet Union, by the beginning of the 1980s, an experimental linear section of the track and an experimental car appeared. However, the matter did not go further than the experiment. So the ideas remained in the projects to connect the Moscow airports Sheremetyevo and Domodedovo with the Central Air Terminal with the help of a magnetic plane, as well as the route from Yerevan to the resort area on the shores of Lake Sevan. The greatest success was achieved by the Germans and the Japanese. The German firms Henschel and Thyssen were engaged in the implementation of the Transrapid program. By the mid-1980s, an experimental track with a linear and two ring sections was built. It tested a train that reached a speed of 500 kilometers per hour. In addition, track structures, turnouts, station structures, and security systems were tested. Two variants of trains were considered, depending on the distance and intended routes. To connect cities with airports, two-car vehicles for 164 people are required, and for intercity trips, more spacious ten-car vehicles for 820 people. The creators of "Transrapid" surprised me with a simple and at the same time unexpected magnetic suspension scheme. German designers found a paradoxical solution: they did not use the repulsion of like poles, but the attraction of opposite ones. It is not difficult to hang a load over a magnet, and this system will be stable. It is almost impossible to place a load under a magnet. The situation changes radically if a controlled electromagnet is used. A vigilant control system keeps the gap between the magnets constant - a few millimeters. It is worth the gap to change, and the system responds quickly. When the gap increases, it increases the current strength in the carrier magnets and thus "pulls" the car, and when it decreases, it lowers the current strength, and the gap increases. It should be noted the serious advantages of the scheme. Track magnetic elements are protected from weather influences, besides, their field is much weaker due to an order of magnitude smaller gap between the track and train. This means that currents of much lower strength are required. As a result, a train of this design is much more economical. The carrier magnets are powered by on-board batteries that are recharged at each station. The current to the linear electric motor is supplied only in the section along which the train goes. But with all the successes of Germany, the fastest trains run, or rather fly, in Japan. They are sometimes referred to as "maglev" (from the abbreviation and merger of two words - magnetic levitation) These trains, not touching the rails, are still one of the most efficient forms of surface public transport in Japan. The absolute record set by Maglev is 531 kilometers per hour for a manually operated train and 550 kilometers per hour for a train driven by an autopilot. All tests of maglev trains are carried out on a special track line by line in Yamanashi Prefecture in 1997. Author: Musskiy S.A.
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