Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 20181

CONTENT
1 High-Speed Maglev, Presentation
1 High-Speed Maglev, Poster Session
2 Urban Maglev, Presentation
2 Urban Maglev, Poster Session
3 Cargo Maglev, Presentation
3 Cargo Maglev, Poster Session
4 Magnetic Levitation and Guidance in Transport, Presentation
4 Magnetic Levitation and Guidance in Transport, Poster Session
6 Linear Motors, Presentation
6 Linear Motors, Poster Session
7 Superconductors, Application of Superconductivity, Presentation
7 Superconductors, Application of Superconductivity, Poster Session
8 Permanent Magnets, Presentation
8 Permanent Magnets, Poster Session
9 Guideway and Infrastructure Technologies, Presentation
9 Guideway and Infrastructure Technologies, Poster Session
10 Reliability, Safety and Operational Control, Presentation
10 Reliability, Safety and Operational Control, Poster Session
11 Maglev Elevators and Escalators; Magnetic Bearings, Maglev Wind
Turbines, Presentation
12 New Ideas on Levitating Device Applications, Presentation
13 Standardization Issues, Presentation
13 Standardization Issues, Poster Session
14 Economic Aspects of Maglev, Presentation
15 Health and Environmental Issues (Electromagnetic Fields, Noise,
Vibrations), Presentation
16 Influence on Regional and Urban Development, Architecture,
Presentation
17 Transport Policy Issues, Marketing, Aspects of Transport Psychology,
Presentation
17 Transport Policy Issues, Marketing, Aspects of Transport Psychology,
Poster Session
18 History of Development of Maglev Transport, Presentation
19 Project Status Reports, Presentation
Additional Proceedings of the International Conference Maglev 2018

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Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 2018

2

1 High-Speed Maglev, Presentation

Dzungaria VMLT- Corridor: Lost Opportunities
or Weighted Optimism?
V.A. Bogachev
Co-Authors: Y.A. Terentyev, V.V. Koledov, T.V. Bogachev
Short Description / Abstract
A set of issues arising when considering possible options for the
implementation of Eurasian transcontinental high-speed ground transport
corridors operating on the basis of vacuum magnetic levitation technologies isanalyzed. The paper gives a rational explanation as to why in modern
geoeconomic and geopolitical conditions the exclusivity of Russia's
geographical position substantially consists in the fact that it is through thisterritory that China can be directly linked by these corridors to Western
Europe and also to North America. Possible routes connecting Beijing andShanghai with Moscow are analyzed. The historical area of Dzungaria isconsidered as the location of the main intermediate terminal. The economic,
political, logistical, geographical, technical and technological aspects of theseprojects are discussed. Transport highways of a truly innovative type will solve
the urgent task of geopolitical level, that is to organize the states located on
the Eurasian continent in a qualitatively new civilizational construction.
After the creation of a sufficiently informative and detailed informal
picture, the basics of the corresponding mathematical models are constructed.
Optimization methods are used, in particular, the calculus of variations.
The research was conducted with the support of the Russian Foundationfor Basic Research (RFBR), grant number 17-20-04236.

Keywords
High-speed ground transport corridors, Magnetic levitation technologies,
Optimization methods, the Problem of the calculus of variations

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Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 20183

1 High-Speed Maglev, Presentation

Magnetically Levitated Train’s Longitudinal
Motion (Simulation Results)
Vladislav Polyakov
Co-Author: Nicholas Hachapuridze
Short Description / Abstract
In the previous works of the authors, an analytical model of themagnetically levitated train's longitudinal motion under the control of its linear
synchronous motor was constructed. The components of its traction force were
determined as a result of armature’s and excitation winding’s fields interaction,that is as Ampere forces. The dynamic equations of the circuits underconsideration, as well as the expressions for the components of their currents’
fields, were compiled for this purpose. The change in the dynamic state of the
train was provided by the amplitude-frequency regulation of the motor
armature's voltage supplying. The train’s mechanical subsystem design scheme
was adopted as a single-mass.
The components of the train’s weight (on slopes), as well as the forces of
its motion resistance (aerodynamic and others) can influence it. The analyticalmodel of the motion was transformed into an appropriate computer model.
The computer experiments with the latest model were conducted using
the computer mathematical system “Mathematica”. The modes of start-up,
acceleration, run-out and electrodynamic braking were considered. The
oscilloscope charts of the values that characterize the behavior of the train as acontrolled electromechanical system were obtained in various modes
considered.
Keywords
Magnetically levitated train, Longitudinal motion, Modeling

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Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 20184

1 High-Speed Maglev, Presentation

Conceptual Design of the High-Temperature
Superconducting Maglev System
Fang Jiarong
Co-Authors: Bruce Montgomery, Guobin Lin

Short Description / Abstract
A novel high-speed Maglev train using high-temperature
superconductors (HTS) is designed to fill a niche in the intercity transportation
market between the high-speed trains and airplanes.
Based on the 1992 “Magplane” system, the new high-speed HTS Maglev
train will be an electrodynamic levitation system. The conceptual design ofhigh-speed Maglev trains and track will be described in the full paper. The
aerodynamic damping, and lift pad mechanical and magnetic manipulation will
also be presented. The system is designed to carry a capacity of 12,000
passengers per hour per direction. The initial subscale model will be built andtested in 2018.
The system trade-offs, conceptual design, passenger capacity, power
consumption and test results of initial subscale HTS Maglev.

Keywords
Superconducting maglev, HTS, Electrodynamic levitation, Aerodynamic
damping

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Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 20185

1 High-Speed Maglev, Presentation

Energy Consumption of High-Speed Systems:
Maglev Systems Compared to Wheel Rail
Systems
Fritz Eckert
Co-Authors: Roland Kircher, Johannnes Klühspies, Michael Witt

Short Description / Abstract
The energy consumption of a High-Speed System is an important part ofoperational costs. In this paper the secondary energy demand of different
Wheel Rail Systems, such as ICE, TGV, Shinkansen, and Maglev Systems, such as
Transrapid, Chuo Shinkansen, will be compared.
In the past energy often values of systems with different conditions (train
configuration, dimension, capacity, maximum speed) were compared. The
comparative value was often represented by the specific energy consumption
based on passenger capacity and line-kilometer.
The challenge is to find a way to compare the specific energy
consumption of different High-Speed Systems without any distortion of results.
Hence a comparison of energy values based on normative usable areas inside
the High-Speed Systems will be described and evaluated in this paper. This
procedure transforms the results to a more distortion-free comparison ofenergy consumption of different High-Speed Systems. The results show theenergy consumption as an important characteristic parameter oftransportation systems based on an objective comparison and give ranges of
expected energy demand of different High-Speed Systems dependent on levelof maximum speed.
Keywords
Energy consumption, High-Speed, Maglev System, Wheel Rail System,
Specific energy demand

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Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 20186

1 High-Speed Maglev, Presentation

Pulsar: an Alternative Future
Hamilton-Williams Colin
Short Description / Abstract
We are losing... When the rail mode of transport first came into existence, it
quickly grew to be the fastest, most glamorous, efficient, most convenient andcomfortable mode of transport. The evolution of the jet engine, combustion engine
and manufacturing processes has allowed other industries to catch up and evensurpass the rail market share in some cases.
The long distance traveller typically bases their travel choice on three criteria:• Cost• Convenience• TimeThe main threat to the high speed rail industry comes in the form of theaircraft. With cruising speeds in the region of 900 km/h and no infrastructure
between airports, the aircraft is both faster and more versatile than the train. Railhubs tend to be in the centre of big cities unlike airports and as such it is hard to
match their convenience. However, cost is coming under increased pressure fromcheap air fares and car sharing alike. The relative speed of air travel versus high speed
rail limits the effective competitive distance. If we do not evolve, the guided
transport industry may lose its validity in this arena all together.
The only way we can reverse the modal shift of passengers is to do more forless. In this paper, the Pulsar Maglev is proposed to provide significant improvementsin the cost and time of travel whilst still delivering the convenience benefits of the railmode of transport.
The Pulsar Maglev is an alternative regional Maglev system that utilises a low
cost modular semi-vacuum infrastructure design which provides the levitation anddrive from a hybrid linear induction motor. The infrastructure is mated withspecifically designed magnetic bogies to realise a potent and scalable ultra high speedtransportation technology.
The Pulsar concept is compatible with both freight and passenger services andis theoretically capable of delivering airline beating speeds in excess of 1000 km/h.
This paper explores the limitations of conventional wheel-rail systems and presents
the existing Maglev design principles. Furthermore, the design and development of
the Pulsar Maglev system is described, and the performance of the system is
evaluated through simulations.

Keywords
Maglev, High speed, Ultra high speed, Freight, Hyperloop
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Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 20187

1 High-Speed Maglev, Presentation

Multicriteria Evaluation of HS (High Speed) Transport
Systems - MAGLEV, HSR (High Speed Rail) and HL(Hyperloop)
Janić Milan, E-mail: M.Janic@tudelft.nl
Short Description / Abstract
The paper deals with the multicriteria evaluation of the TRM (Trans Rapid
Maglev), HSR (High Speed Rail) and HL (Hyperloop) system operating along a given
passenger transport corridor. The evaluation criteria are obtained from themultidimensional examination of performances of these systems implying theiranalysis and analytical modeling. The considered performances are infrastructural,technical/technological, operational, economic, environmental, and social. The
analysis and modelling of these performances enable their estimation in bothabsolute and relative terms while assuming operation of three systems according to
the “what-if” scenario approach.
The infrastructural performances generally relate to the dimensions, layout,
and materials used for building the TRM guideways, and HSR and HL lines.
The technical/technological performances relate to the power supply system,
supporting facilities and equipment, and rolling stock/vehicles of the consideredsystems.
The operational performances include the infrastructure capacity, quality ofservices, transport work, and technical productivity. The economic performances
relate to the systems’ capital/investment and operating costs on the one side and therevenues obtained from charging users-passengers on the other. The differences
between the revenues and costs reflect the systems’ profitability. The environmental
performances embrace the energy/fuel consumption and related emissions of GHG(Green House Gases), and land use. Finally, the social performances include
congestion, noise, and incidents/accidents (safety).
The applied multicriteria evaluation methods are SAW (Simple Additive
Weighting), TOPSIS (Technique for Order of Preference by Similarity to Ideal
Solution), and AHP (Analytical Hierarchy Process), enabling comparison of theirevaluation features in the given case.

Keywords
Maglev, HSR (High Speed Rail), TRM (Trans Rapid Maglev), Performances, Multicriteria
evaluation

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Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 20188

1 High-Speed Maglev, Presentation

The Russian Version of the Transport System “Hyperloop”
Konstantin Kim
Short Description / Abstract
Nowadays we watch a revival of interest in the idea of the vacuumtransport. It supposes that the passenger capsules move with a speed of 5001000 km/h in the tube in which the technical vacuum was created. The
limitations connected with the minimizing the tube volume, in which it isnecessary to create a vacuum and the desire to use the tube cross section to
the maximum (which determines the capacity of this system), will inevitably
lead to the minimum clearances between the outer surface of the capsules andthe inner surface of the tube. In this regard, it is reasonable to hold the capsulein all the coordinates by the forces of the electromagnetic field.
When the capsule moves, the edge air flow is formed on its surface. The
causes of different origin trigger the appearance of small movements,
disturbing the edge air flow. These perturbations lead to the appearance of
turbulent spots, which subsequently transfer almost the edge air flow in aturbulent condition which leads to the sharp increase of the aerodynamic dragof the capsule, to the appearance of disturbing forces and moments influencing
the capsule. This leads to the necessity to increase the power of the drives andother devices which carry out the spatial magnetic holding of the capsules, toincrease the stress on the capsule, and, consequently, to the necessity tostrengthen the capsule design, i.e. to the deterioration of its mass-dimensional
indicators.
In order to avoid partially the effects of turbulence of the edge air flow, it
is possible to use a perforated frontal part of the capsule. We carry out thesuction of incipient turbulent spots of the edge air flow through holes. Mostly,
the edge air flow retains a laminar character. This leads to reduction of the
aerodynamic drag of up to 30 %. The air flow passing through the perforated
holes is spent on the air conditioning and cooling current carrying elements ofthe capsule.
Keywords
Tube, Capsule, Edge air flow, Turbulent spots, Perforated frontal part, Suction

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Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 20189

1 High-Speed Maglev, Presentation

Development Prospect of High Speed Maglev afterHigh Speed Rail Era
Liu Wanming
Co-Authors: Jinxin Li, Yifan Dai, Chaoshuai An
Short Description / Abstract
In 2001, China started to construct the world’s first high-speed maglev line,
Shanghai Maglev Demonstration Line, by introducing German technology. Five years
later, a feasibility study of high-speed maglev in Shanghai-Hangzhou traffic corridor
was been sponsored. However, the government finally decided to build a high-speed
railway system in this corridor in 2008. By the end of 2017, with the mileage of highspeed railway reaching 25,000 km, China has the world's largest high-speed railway
network. Although China’s research in the field of high-speed maglev traffictechnology has never been stopped since 2001, are there still prospects for theapplication of high-speed maglev in China?
This paper proposes that high-speed maglev system can be designed into theupgrading product of high-speed railway system to achieve a significant increase in
the speed of the railway network. In the upgrading process of high-speed railway
system in the future, this paper considers the construction of the high-speed maglev
system on the existing infrastructure of the high-speed railway system, such as
bridges, tunnels and subgrades etc. In this way, not only the goal of upgrading railway
system can be achieved, but also the existing railway Infrastructure and equipment
can be sufficiently utilized to reduce construction costs and land resource
consumption. This paper analyzes the possibility of this upgrading method in thefollowing four aspects: system structure, vehicle system, power supply system andoperation control system. The technical measures and costs of upgrading process arealso analyzed in this paper.
Based on the above analysis, the upgrade of high-speed maglev on the existinghigh-speed railway infrastructure has significant advantages in operation speed andsystem cost. Therefore, high-speed maglev still has wide development prospects evenin the country which has already constructed a large-scale high-speed railway
network.

Keywords
High-speed maglev, High-speed railway, Development prospects, Upgrading method, Speedand cost

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Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201810

1 High-Speed Maglev, Presentation

Comparison of HSM and HSR – Chinese Scene
Liu Wanming
Co-Authors: Caoshuai An
Short Description / Abstract
Introduction: Large population and vast territory decides that China needs a large scale high speed
mass transport passenger system. China had imported Germany high-speed Maglev technology to build thefirst high-speed maglev (HSM) demonstration line in the world. Meanwhile China also imported high-speed
railway (HSR) train from Germany, Japan, France and Canada. It is important to know which area is suitable tobuild a HSR or HSM line. So a comprehensive comparison of HSR and HSM from technological and economic
aspects is necessary.
Cost of infrastructure: The analysis was started from the running mechanism of HSM and HSR. The
operating loads and the precision requirements for track irregularities are used as basic data for calculating thecost of normal track. The requirements for alignment were used for analyzing the cost of civil-works in different
topography. The results showed that the cost of infrastructure of HSM would be 20% more than HSR in plainarea, while as 20% less than HSR in mountain area because the alignment of HSM could be more flexible.
Cost of vehicles: Through the comparative analysis of the technical parameters and prices of nine kindsof high-speed rail vehicles abroad and the German maglev vehicles, the results show that the average price ofhigh-speed maglev vehicles is 48% higher than that of high-speed rail vehicles. Considering the factors of therunning speed of the train, the difference of vehicle cost for the same passenger turnover would be much less.
The acquisition cost of maglev vehicle per seat-kilometer would be almost the same as the HSR.
Cost of operation: Through the qualitative and quantitative analysis of the configuration of technicalequipment, driving consumption, replacement parts and wear parts of the two systems, combined with thereferences of theoretic and experimental international research, the comparison of the operating expendituresof the two systems was studied. The result shows that, in the plain areas, the difference in operating
expenditures between the two transport modes is small. Due to less original value of fixed assets of HSM than
HSR, the operation cost of HSM would be some less than HSR in mountain area.
Market adaptabilities: As an important part of the comparison of two transport systems, the market
adaptability of HSM and HSR was studied. This research is based on the study of the behavior of passenger
while they choosing transport model for their travel. The train speed, the ticket fare level, the safety aspect,
the comfort aspect, the reliability and the convenience aspects were taken into account as the factors
satisfying the demand of passengers. A multi-objectives model was established to simulate the behaviors ofpassenger while they choose transport model. The results show that the economic development level, which
could be described as the value of time(VOT), will play a decisive role for a traffic corridor to choose HSM or
HSR as the high speed passenger transport system. The average VOT of 7.5-7.9 RMB yuan per hour may be thethreshold to build a HRM line.
Conclusions: Basing on theoretical analysis, experimental alignment, experimental design and casestudy, two typical high-speed passenger transport systems, i.e. the high-speed maglev(HSM) and high-speed
railway(HSR), were compared. The comparison was implemented from the point of view of project investment,
operation costs, passenger transport demand and market adaptability, and so on. Research results can be used
as reference for China to make investment decision in constructing high-speed ground passenger transportsystem in different regions.

Keywords
High-speed maglev, High-speed rail, Passenger transportation, Transportation planning,
Comparison

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Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201811

1 High-Speed Maglev, Presentation

Service Experiences Maglev Vehicles Shanghai
Reinhard Rampelmann
Co-Authors: Reiner Köhler
Short Description / Abstract
In the late 1990s Thyssenkrupp Transrapid GmbH successfully qualified
the Maglev Vehicle TR08 and obtained the type approval certificate. Based onthat design, in 2001-2003 three five-car vehicles for the first commercial highspeed Maglev Line in Shanghai were manufactured and set into operation. The
VIP-Run took place over 15 years ago and the commercial operation has beenrunning for almost 15 years at great availability.
The Transrapid system concept of small autonomous redundant
electronics based modules facilitates significantly smooth maintenance diagnosis, testing and system inspection.
Thanks to intelligent diagnostics, the use of easily interchangeable plugin units, the dimensioning of the spare parts inventory according to the
expected failure rates and the replenishment lead time, the maintenanceefforts are still within the forecast range at the beginning of the project.
Furthermore, the maintenance concept is essentially unchanged since thebeginning.
There are no special materials that are subject to a potential shortage or
price leap, but all according to normal industrial base.
Thanks to the low level of stress to components on board, most electricaland electronic units are still on-board as original equipment, which are 15 years
old and at no end of life is visible.
But in case of repair or replacement, the challenge is the adaptation to
the volatile market of electronic components. This includes the necessary leadtime for adaptive development and qualification, which has to be considered.
On the side of the vehicle supplier, a small smart team of electronics
experts is managing obsolescence and compensates discontinuation.
The paper tells how it works and appreciates trustful cooperation of the
supplier in Europe with the operator in China.
Keywords
Maglev vehicle, Service, Spare parts strategy, Maintenance, Electronic
components
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Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201812

1 High-Speed Maglev, Presentation

Permanent-Magnet-Based Maglev Using
Low-Frequency Null-Flux Stabilization
John Van Rosendale
Short Description / Abstract
This paper presents a new maglev design, known as “MagFlite.”
Levitation in MagFlite is based on attraction between permanent magnets on
the vehicle and steel plates in the guideway. The result is continuous, almost
lossless, vertically stable levitation, though by Earnshaw’s theorem the system
must be unstable horizontally. To stabilize the system horizontally at low
speed we use small rollers like those on steel roller-coasters. To stabilize thesystem at high speed we use a permanent-magnet-based null-flux stabilization
system.
Permanent-magnet-based levitation is inherently simple and provides
fail-safe operation not dependent on high-speed electronics or cryogenic
magnets. Its main advantage, however, is that the required stabilization forces
are typically much smaller than levitation forces. Our system is loosely similar
to Lawrence Livermore’s “Inductrack III” system. Unlike Inductrack III,
however, in which the stabilization magnets are 1D Halbach arrays, MagFlite
uses stabilization magnets with a 2D pole pattern. We choose the vertical pole
spacing to maximize horizontal stiffness. We can then independently choose
the longitudinal pole spacing to optimize the operating frequency of thestabilization system. In particular, by choosing a relatively low frequency we
can use reaction coils made of low-cost aluminum wire.
This paper presents numerical modeling of the electromagnetic forces,
system stability, and the various losses. We also describe a way to incorporatea reluctance synchronous linear motor for propulsion and braking that requires
no additional guideway components.
Keywords
Permanent-magnet levitation, Null-flux stabilization, Low-frequency, Aluminum
wire, Inductrack III

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Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201813

1 High-Speed Maglev, Presentation

Magnetic Levitation Train
Mir Nazmul Haque
Co-Authors: Md Momin Molla

Short Description / Abstract
The report titled 'MAGLEVTRAIN' accomplishes a research on the developing
discipline of magnetic levitation and its application to transport through trains andhas been experimented with intensity over the past couple decades. It provides
detailed information about the evaluation of maglev science, its progression andimprovisation till date, but it wasn't until the last ten years when scientists began todevelop systems that transportation. As well as the technology implemented using
the levitation. High speed magnetically levitated ground transportation (maglev) is a
new surface mode of transportation, in which vehicles glide above their guideway.
Suspended, guided and propelled by magnetic forces. This report tries to explain thecomplexities involved in this technology in a simple but precise manner, and tries tocompare the conventional modes of transport with maglev trains in various aspects
such as safety, durability, comfort and so on. Thus providing advantages anddisadvantages of this train. Consecutively it deals with the accidents that haveoccurred at places where maglev trains have been implemented and the reasons thattriggered them. This data has been included so that such type of incidents maybe
avoided in the future and in order that certain necessary modifications are made to
improve the safety measures of these trains capable of traveling at speed of 250 to
300 mph or higher. So the implementation of large-scale transportation system using
magnetic-levitation has huge social as well as economical effects. These aspects arelooked at a number of situation to see if the effort in producing a system using
magnets is worth the time and efficiency and it's assures that maglev trains are nolonger a science fiction, and are in fact the future of world transportation.

Keywords
Maglev, Levitation, Train, Transportation, Safety

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Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201814

1 High-Speed Maglev, Presentation

Integrated Transit Transport System (ITTS) of Russia Basedon Vacuum Magnetic Levitation Transport (VMLT)
Yuri Terentyev
Co-Authors: V.V. Filimonov, G.G. Malinetsky, V.A. Smolin, V.G. Shavrov,
V.V. Koledov, D.A. Suslov, D.A. Karpukhin, A.V. Mashirov, S.V. Fongratovsky,
K.L. Kovalev, R.I. Ilyasov, V.N. Poltavets, B.A. Lyovin, A.M. Davydov,
P.V. Kurenkov, I.V. Karapetyants, P.V. Kryukov, B.V. Drozdov, V.S. Kroposhin,
M.Y. Semenov, N.A. Nizhelsky, V.A. Solomin, V.A. Bogachev, V.M. Fomin,
D.G. Nalivaichenko, T.V. Bogachev
Short Description / Abstract
The Russian Federation is located at the crossroads of the shortest trade routes
between the states of Western and Northern Europe, Middle East and Central Asia, Asianpart of the Pacific Region, where a significant amount of international transport trade flow isformed. The territory of Russia may become an optimal communication bridge between
these poles of economic and technical development, since it possesses an immense transit
transport potential, the economic and geopolitical realisation results of which arecomparable with our today’s benefits from traditional export of natural resources,hydrocarbon and other raw resources, as well as weaponry. The transition of the society toanother technological pattern explains the emergences of the corresponding system of
economic relationships, at which the category of time serves as one of the major criteria for
efficiency not only in assessment of the information flows, but also in the traditional marketof goods and services. Essentially, at present the high-speed economics is forming. The
acceleration of scientific and technical progress and the globalisation at the beginning of XXI
century conflict the insufficient and largely limited tempo of development andmodernisation opportunities of the existing traditional transport systems. There emerged anecessity to find efficient solutions to this problem, which will combine cardinal increase of
speed and capacity of transport system with an affordable cost and low consumption ofenergy for transportation of passengers and freight.
The paper deals with a large-scale infrastructure project of construction of this ITTS
on the basis of the VMLT, which combines energy efficiency, unachievable in otherapproaches, environmental friendliness, speed (hypersonic) of transportation (resulting incapacity as well) with an affordable cost of freight and passenger transportation. The resultsof the preliminary experiments on (laboratory size) a test track with the full realisation of themagnetic levitation, which enables further modelling of the full-size VMLT, were obtained.
The research was conducted with the support of the Russian Foundation for Basic
Research (RFBR), grant number 17-20-04236.

Keywords
High-speed ground transport corridors, Vacuum magnetic levitation transport, Specificenergy inputs, Transit transport resource
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Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201815

1 High-Speed Maglev, Presentation

State Monitoring and Fault Detection for PEMSHigh Speed Maglev Train Levitation System
Based On I/O Data
Wang Zhiqiang
Co-Authors: Po Zhiqiang Long, Xiaolong Li
Short Description / Abstract

To reduce levitation energy consumption and prevent theelectromagnets from overheating, a PEMS (Permanent Magnet
Electro-Magnetic Suspension) type high speed maglev train has been
proposed. Considering the permanent magnet may be harmful tolevitation system if there a fault takes place, state monitoring andfault diagnosis are of great importance for safety of PEMS high speed
maglev train. In this paper a data driven state monitoring and fault
diagnosis method is applied instead of the model-based approach
which is dependent on precise system model. First, a method togenerate observer based on system I/O data is proposed, no systemmodel is needed in this process.
Then an adaptive way for residual generation is presented indetail. At last simulation results are given which verify that the statechanges and system faults can be effectively detected with theproposed data driven methods.

Keywords

High speed maglev train, PEMS, State monitoring, Adaptive residual
generator, Data driven

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Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201816

1 High-Speed Maglev, Presentation

Study on Signal Processing and Fault Diagnosis of
Absolute Positioning Sensor for High Speed
Maglev Train
Wang Xinwei
Co-Authors: Dai Chunhui, Long Zhiqiang
Short Description / Abstract

The absolute positioning sensor is an important part for thehigh speed maglev train to realize its synchronous traction, which canprovide location, speed and direction information for the maglev
train to accomplish safe and reliable operation of the train. This
paper analyzed the signal processing of the absolute positioning
sensor for High-Speed Maglev Train, and proposed a fault diagnosis
method for the key signal in signal processing. Based on the working
principle of the absolute positioning sensor, we analyzed thetransmitter circuit, signal processing circuit and digital decoding
circuit, besides we also studied the process of signal generation andcode reading part.
What's more, considering the temperature, electromagnetic
interference and other factors on the signal processing, we put
forward the improvement scheme for the absolute positioning
sensor. Finally, we analyzed the key signal inside the absolute
positioning sensor, and designed a state detection circuit to realize
fault diagnosis for the absolute positioning sensor.

Keywords

High-speed maglev train, Absolute positioning sensor, Signal
processing, Fault diagnosis, State detection circuit
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Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201817

1 High-Speed Maglev, Presentation

Curving Performance of Medium-Low Speed
Maglev Vehicle Considering Nonlinear
Characteristics of Air Spring Suspension
Zhao Chunfa
Co-Authors: Feng Yang, Ren Xiaobo, Li Yan
Short Description / Abstract

Considering the controlled nonlinear air spring and thelevitation control system, a dynamic model is built to simulate
curving behavior of medium-low speed maglev vehicle with five typeof air spring suspension topology. The influence of air springsuspension topology on curve negotiation performance of maglev
vehicle is analyzed. The numerical results show that air springsuspension topology affect obviously the vertical displacement of thevehicle body after the vehicle passed the curve segment, and has
considerable effect on air spring force, bogie frame, levitation airgap
and electromagnetic forces.
When the air spring system of maglev vehicle use six-point
suspension topologies, curve negotiation performance of the vehicle
is better than the other suspension topologies, the following is thefour-point suspension topologies characterized by the front threebogie unit and the rear two bogie unit. The four-point suspension
topologies characterized by the front five air springs and the rear five
air springs bring the worse curve negotiation performance for the
medium-low speed maglev vehicle.
Keywords

Maglev vehicle, Air spring, Curve negotiation, Dynamics, Numericalsimulation

The Maglev 2018 is supported by

Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201818

1 High-Speed Maglev, Presentation

Dynamic Mechanical Behaviors of Secondary Air
Spring Suspension of High-Speed Maglev Vehicles
Running over the Curve Track
Zhao Chunfa
Co-Authors: Yang Feng, Degang Liu, Xiaobo Ren
Short Description / Abstract
In order to develop a new-type levitation frame for the 600km/h highspeed maglev vehicles, the technical requirements of secondary air springsuspension system are investigated from the perspective of curve negotiating
status and dynamic characteristics of maglev vehicles. Firstly, a detailed
dynamic model of high-speed maglev vehicles is built using the
MATLAB/Simulink and SIMPACK software, which contains a non-linear airspring model considering the physical structure and thermodynamics property,
and the electromagnet levitation/guide controller based on an airgap state
observer.
Then, dynamic responses of high-speed maglev vehicles running overvarious curve tracks are simulated, and mechanical behaviors of secondary air
spring suspension are analyzed. Simulated results show that the lateraldisplacement of the vehicle body increases with the decrease of curve radius,
the maximum lateral displacement is about 90 mm when the curve radius is5500 m. The lateral acceleration of the vehicle body increases appreciably withdecrease of curve radius, but it increases remarkably with decrease oftransition curve length. The lateral airgap, coil current and electromagnetic
force of the guide electromagnet increase with decrease of curve radius andtransition curve length, which means the increase of energy consumption.
Finally, the relationship curves between dynamic response of secondary
air spring suspension and the radius, the transition length and the torsion angleof the curve track are presented, which give valuable guidelines to design a
new-type levitation frame.
Keywords
Maglev vehicle, Air spring, Curve negotiation, Dynamics, Numerical simulation

The Maglev 2018 is supported by

Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201819

1 High-Speed Maglev, Poster Session

Hardware-in-the-Loop Simulation of High-Speed Maglev
Transportation Five–Segment Propulsion System Based on
dSPACEQin Feng
Co-Authors: Ying Lin, Diqiang Lu
Short Description / Abstract
For exploring and testing the key technology of high-speed maglev
transportation propulsion control system, this paper designs and establishes a
hardware-in-the-loop (HIL) real-time simulation system of the high-speed
maglev transportation five-segment propulsion system. According to the route
conditions and propulsion segment division of Shanghai maglev demonstrationand operation line, the real-time simulation platform based on dSPACE
multiprocessor systems is implemented.
The simulation system can achieve the functional simulation of all thehigh-power related equipment in the 5-segment area, including 8 sets of highpower converter units, 2 sets of medium-power converter units, 2 sets of lowpower converter units, five-segment trackside switch stations and long-statorlinear synchronous motors. The mathematical models of linear motors andconverters are built in MATLAB/Simulink and System Generator, after
compiling, they can be downloaded and executed in Field Programmable Logic
Array (FPGA). All the interfaces connecting the simulation system to the
propulsion control system physical equipment use real physical components asin the field, such as analog I/O, digital I/O, optical signals and Profibus.
By using CPU+FPGA hardware configuration, the simulation steps are
greatly shortened and the response speed and accuracy of real-time simulation
system are improved. The HIL system can simulate multiple operating modes
such as multi-segment, multi-vehicle, double-track, double-feeding, step-bystep stator section changeover, and so on. The experimental results show thatthe maximum speed of the HIL system can reach 500 km/h, which has
important research significance for real-time on-line test and verification ofhigh speed maglev propulsion control system.
Keywords
Hardware-in-the-loop, Real-time simulation, High-speed maglev transportation,
Five-segment propulsion system, dSPACEThe Maglev 2018 is supported by

Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201820

1 High-Speed Maglev, Poster Session

Sensorless Control High-Speed Maglev
Transportation System
Jin Yu
Co-Author: Fang Hua
Short Description / Abstract
Sensorless control is a hot research topic in the field of motor control
nowadays. High-speed maglev transportation system is essentially a linear
motor system (with long Primary and Short Secondary). Because of the highspeed, only sensorless control can meet the real-time control requirements.
Lots of work to estimate the rotor’s speed and position has been done
especially in the field of rotating electrical machines, while relative little forlinear motors.
In this paper, the actual inverter output voltage and current data areused to estimate the speed and position of the vehicle. Two commonly usedmethods in the field of rotating electrical machines are used: Back-EMF direct
calculation and MRAS (Model Reference Adaptive System). The results showthat the accuracy of the parameters, proper signal processing and a reasonablemodel are very important.
Keywords
High-speed maglev, Sensorless control, Speed and position estimation

The Maglev 2018 is supported by

Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201821

1 High-Speed Maglev, Poster Session

Improving Transportation Systems with the Use of
Innovative Modes of Transport
Natalia Korytko
Co-Authors: Aleksey Laptsevich, Anton Koshcheev,
Rimma Pisareva, Natalya Kascheeva
Short Description / Abstract
In modern conditions, passengers as consumers of services, put forward exclusive
standards for transport. Transport should provide speed of transportation, accessibility,
safety, comfort, saving its travellers efforts and time. The main step in this direction is theintroduction of innovative modes of transport.
The article considers the possibility of introducing innovative modes of transport inurban transport systems. Moreover, we propose an option of using innovative modes oftransport to develop the long-distance passenger transportation. To solve the problems of
the urban transport system in Yekaterinburg, it is necessary to introduce the innovativemodes of transport that provide high speed, independent from the traffic situation,
environmentally friendly and energy efficient. Using the method of expert assessments, it
has been determined that the use of vacuum levitation transport (VLT) and magnetic
levitation transport (MLT) in the urban transport system is irrational because they cannot
develop high speed due to frequent stops. It is more efficient to use these modes oftransport in long-distance passenger transportation. That is why the expediency of
introducing these modes of transport for the organization of long-distance communicationin the northern direction of the Ural region was considered in the paper.
The most promising area of the Ural region is Tyumen-Novy Urengoy direction, as it is
the main route for the delivery of large volumes of oil products and hydrocarbons from fields
located in the regions of the Far North. The main problem of the direction consists in thelimited throughput and its proximity to the maximum limitation. With the projected growthin mineral production, rail transport will not be able to meet the demand for theirtransportation.
The research proposes to organize long-distance passenger traffic using innovativemodes of transport, the most efficient mode of transport under these conditions - VLT, theroute of the Tyumen-Novy Urengoy VLT line is designed. This line must be constructed on
the flyover due to the numerous intersections of oil, gas and product pipelines, and also due
to difficult local conditions (a large number of water barriers, permafrost areas). The net
discounted income is calculated to justify the economic efficiency of these measures.

Keywords
Innovative modes of transport, Vacuum levitation transport, Magnetic Levitation transport

The Maglev 2018 is supported by

Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201822

1 High-Speed Maglev, Poster Session

A Study of Non-Symmetric Double-Sided Linear Induction Motor for
Hyperloop All-in-One System (Propulsion, Levitation, Guidance)
Lee Hyung-Woo
Co-Authors: WooYoung Ji, GeoChul Jeong,
IkHyun Jo, HyeongSeok Oh
Short Description / Abstract
This paper proposes All-in-one system for Hyperloop that conducts propulsion,
levitation and guidance. Currently demand in environment-friendly ultrahigh speed
long distance transportation is increasing, so that Hyperloop is getting attention andis studied hard globally. Hyperloop is a new innovative transportation that a levitatedsubsonic speed train travels through vacuum cylindrical tube. Hyperloop needs
functions of propulsion, levitation and guidance for its service and also many devices
are necessary for those functions. In high speed maglev train, generally, linear
synchronous motor is applied for propulsion and permanent magnet or
superconducting electromagnet is used for passive levitation, and electromagnet or
permanent magnet is used for guidance. In tube, constrained space, many devices
make entire system complicated and size of vehicle and tube is increased. Therefore,
costs of maintenance, manufacture, construction are increased and control of eachdevices is very difficult. But a Non-symmetric Double-sided Linear Induction Motor(NSDLIM), subject of this study, is All-in-One system that could conduct all functions.
This system uses the 3 features of single-sided linear induction motor for propulsion,
levitation and guidance.
Thrust force by the propulsion principle of a conventional linear induction
motor, levitation force by transverse end effect, guide force by normal force are
generated in NSDLIM. In this paper, requirements of NSDLIM was investigatedconsidering special structure and operating environment such as vacuum tube, very
high speed and acceleration. And by using finite element method, NSDLIM wasdesigned and analyzed.
The effects of parameters on force of propulsion, levitation and guide wasinvestigated. By analyzing 3 forces, possibility was confirmed and All-in-One system
for Hyperloop was proposed.

Keywords
Hyperloop, Maglev train, Sub-sonic speed, All-in-one system, Linear induction
motor

The Maglev 2018 is supported by

Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201823

1 High-Speed Maglev, Poster Session

Analysis of Impact of Energy-Saving Circuit Design
on Energy Consumption of High Speed Maglev
Transportation
Li Huibai
Co-Authors: Jingyu Huang, Yang Gao, Dongshuai Li

Short Description / Abstract
Based on the Shanghai Maglev Train, and combined with the technicalcharacteristics of the high-speed maglev train and its vehicle characteristics,
the running resistance and traction characteristics of the train were analyzed
and studied in this paper. And the relationship of the maglev train speed wasanalyzed with its operating characteristic and traction efficiency respectively.
Through data investigation and traction calculation simulation, the paper
analyzed the impact of circuit design factors such as flat curve radius,
longitudinal gradient and slope length and energy-saving slope combination on
train traction energy consumption and running time, and accordingly proposed
the general principles of energy-saving circuit design, and drew some up-hilltraction strategies which were instructive for high-speed maglev train energysaving driving.
Keywords
High speed maglev transportation, Uphill traction, Operation energy
consumption, Energy-saving, Circuit design

The Maglev 2018 is supported by

Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201824

1 High-Speed Maglev, Poster Session

Onboard Diagnosis and Control System of High Speed
Maglev Train
Liao Zhiming
Co-Authors: Jiguang Yue, Huahua Zhao, Guobin Lin

Short Description / Abstract
The Shanghai high speed maglev demonstration line has been runningfor more than fourteen years. Its punctuality rate arrives at 99.95%, whichshows the high reliability of the high speed maglev train. The onboard diagnosis
and control system acts a very important role for the safety running of the
train.
This paper introduces one kind of onboard diagnosis and control systemused on high speed maglev train. This system is composed with two
subsystems. One is diagnosis subsystem, and another is control subsystem. The
diagnosis subsystem includes CAN bus and Ethernet. The CAN bus acts asvehicle bus, and Ethernet acts as train bus. The state signals of all units can betransmitted to the diagnosis system and displayed on the computer in thedriver cab. The safety independent control signals are also transmitted to thecontrolled devices through the diagnosis system. The control subsystem
includes redundancy signal processing units and transmission units. All safety
related control signals and state signals are transmitted through the control
system via redundancy hard wires. The structure and communication protocolof the diagnosis and control system are also introduced in this paper.

Keywords
High speed maglev train, Diagnosis and control system, CAN bus, Redundancy,
SafetyThe Maglev 2018 is supported by

Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201825

1 High-Speed Maglev, Poster Session

A Special Excitation System for Analysis of Coupling
Characteristics of Thrust and Levitation Force ofMaglev Train
Rao Jian
Co-Authors: Ke Wang, Qiongxuan Ge, Liming Shi, Yaohua Li
Short Description / Abstract
In the maglev system utilizing long stator linear synchronous motor(LSLSM), the characteristic of propulsion control system is one of important
points to evaluate the performance of the Maglev train. However, coupling
characteristics are very complex between thrust and levitation force. The wide
range of field excitation fluctuation caused by severe or continuous externalinterference can make the performance of the propulsion bad. Therefore, theinterference from the levitation system must be considered when the
propulsion system is designed.
It is a convenient and feasible scheme to verify the propulsion control
strategy of maglev train on Rotating synchronous motor. Considering theinfluence of field excitation fluctuation on propulsion control, a special
excitation system of the Rotating synchronous motor is introduced in thispaper.
The electromagnetic force that makes the train suspend upon the track is
produced by the excitation current. The suspension system of high speed
maglev train must adjust the exciting current to sustain the given air gap in
actual operation. Therefore, no matter the fluctuating air gap or the change oflevitation force can be reflected by the fluctuation of the excitation current.
The excitation system is designed to generate the direct current for the field
excitation, it also can generate the alternating current at different frequencies
to imitate the fluctuation of the exciting current during the actual operation. By
this way, the complex coupling relationship between thrust and levitation force
can be simplified.
Keywords
Maglev train, Coupling characteristics, Levitation force, Thrust force

The Maglev 2018 is supported by

Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201826

1 High-Speed Maglev, Poster Session

Research on Speed Sensorless Control of Maglev
Train with Double-End Power Supply
Sun Pengkun
Co-Authors: Qiongxuan Ge, Xiaoxin Wang, Bo Zhang

Short Description / Abstract

The core technology of stable operation of the maglev train is
how to accurately obtain the train speed, position and linear motor
angle information. In the double-end power supply mode of maglev
train, the principle of the extended electromotive force (EEMF) of the
AC motor is extended to the control of the long stator permanent
magnet synchronous linear motor. The mathematic model of longstator permanent magnet synchronous linear motor and converter isconstructed; Suitable EEMF observer is designed based on themathematic model.
The speed of the maglev train and the rotor angle are obtainedby the method of phase locked loop (PLL). Through the semi-physicalsimulation experiment, the speed sensorless control method is force(EEMF); double-end power supply.
Keywords

Maglev train, Long stator permanent magnet synchronous linear
motor, Speed sensorless control, Extended electromotive force(EEMF), Double-end power supply

The Maglev 2018 is supported by

Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201827

1 High-Speed Maglev, Poster Session

Design and Implementation of a New Kind of
Hybrid Permanent Magnet and Electromagnetic
High Speed Maglev Train Levitation System
Wang Zhiqiang
Co-Author: Zhiqiang Long
Short Description / Abstract

Hybrid permanent magnet and electromagnetic high speed
maglev train is innovative compared with normal electromagnetic
type maglev train in that there is an existing permanent magnet
added inside the yoke of the electromagnet, which will reduce thelevitation energy consumption and alleviate the adverse effects
caused by the over-heating of the electromagnet.
To make this hybrid maglev system work, new systemarchitectures and safety protection strategies are to be proposed.
This article is focused on the design and implementation of hybrid
high speed maglev train levitation system, firstly the design andmanufacturing of hybrid electromagnets are introduced, then themodification of the driving chopper module together with its control
strategy and the design of an absorption-prevention module arepresented in detail, at the end a complete two-carriage maglev train
is upgraded with the modified hybrid electromagnets, choppers andabsorption modules, and an experiment is made on a 1.5-km highspeed maglev test line.
Keywords

High speed maglev train, Levitation system, Hybrid permanent
magnet and electromagnetic, Chopper, Absorption prevention

The Maglev 2018 is supported by

Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201828

1 High-Speed Maglev, Poster Session

Ultra High Cycle Fatigue of the High-Speed Maglev Train
Levitation Frame Arm Based on Damage Tolerance
Yin Long
Co-Authors: Guoxin Sun, Chunjiang Guo, Jie Hu
Short Description / Abstract

This paper aims to study the safety of levitation frame arm on
ultra-high cycle fatigue.
Levitation frame arm is the main part in the levitation frameand plays a very important role in the safe operation of high-speed
maglev system.
Because the frequency of alternating load on levitation frame
arm is so high, and the materials have a great possibility ofdestruction under the ultra-high cycle fatigue cycle, that the paper
study the influence of the defect on the part.
In the high stress area of the levitation frame arm, the initialdefect simulation, such as material defects, structural damage that is
added according to the NASA standards. At the same time, the actual
appearance defects of existing parts are also added to the part, inorder to calculate the crack initiation stress intensity factor forresidual strength curve under the condition of linear elastic fracture
mechanics.
Through the simulation and calculation, the time that thestandard defect in high stress zone extend to allowable crack length
is to be calculated. When the dispersion coefficient is given, the safe
maintenance period in which the defect extend to the maximum
allowable crack is also calculated, which provides the maintenancereference of the Shanghai maglev demonstration line.
Keywords

High-speed maglev train, Ultra-high cycle fatigue, Damage tolerance
The Maglev 2018 is supported by

Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201829

1 High-Speed Maglev, Poster Session

Fault Diagnosis of High Speed Maglev Train
Yuan Jianjun
Co-Authors: Yu yi, Cui Weiqi

Short Description / Abstract

Fault diagnosis plays an important role for guaranteeing theefficient and safe operation of high speed maglev train.
This paper studies the fault trees and fault detection technology
of maglev train, analyses the fault types and the effect on system
operation, and then studies the fault location technology to theminimal replaceable unit.
The fault information management system and fault recovery
are discussed at the end.

Keywords

Fault diagnosis, High speed maglev train, Fault detection, Fault
location, Fault recovery

The Maglev 2018 is supported by

Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201830

1 High-Speed Maglev, Poster Session

Study on Energy Saving Optimization of High
Speed Maglev Train
Yun Lanying
Co-Authors: Xiaochun Zhang, Siyuan Mu, Jinsong Kang

Short Description / Abstract

Maglev train is a new kind of urban rail transit, which runs
smoothly, is safe and comfortable, and has excellent climbing ability.
However, the running energy consumption is an important aspectthat restricts the large-scale application of maglev.
Therefore, from the perspective of the dynamics, this paper
analyzes the operating energy consumption of the vehicle bydesigning the traction calculation algorithm suitable for high-speed
maglev train. Firstly, the traction calculation model of the maglev
train is established, then a hybrid optimization strategy is proposed,in order to achieve optimal energy-saving operation of the train, thepaper applies the intelligent algorithm to the strategy for
optimization, which will improve the selection of the point ofoperating mode transition.
Finally, the simulation software is developed and by it wecalculate the operating energy consumption of the Shanghai maglev
train. The result shows that the algorithm can reduce the operatingenergy consumption and provide a reference for the actual energysaving operation of the maglev train.
Keywords

High-speed maglev train, Energy-saving optimization, Intelligent
algorithm

The Maglev 2018 is supported by

Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201831

1 High-Speed Maglev, Poster Session

Research on Suppression Strategy of Short Wave
Irregularity in High Speed Maglev Train
Zhai Mingda
Co-Authors: Mingda Zhai, Zhiqiang Long, Xiaolong Li

Short Description / Abstract

The high speed maglev train is through the electromagnetic
force to levitate the vehicle upon the track contactless at a certain
height and run the train by the linear motor. Compared with theairplane, it is generally believed that it must have a solid support andguidance system, that is, track system.
However, due to the existence of steps between the track
beams and the irregularity of the track, the geometric factors of the
track will inevitably affect the suspension of the high speed maglev
train. This paper focuses on the analysis of the influence of the track
steps on the suspension control system of the high speed maglev
train.
Moreover, the suspension control algorithm is improved torestrain the vibration induced by the orbital step, so that the highspeed maglev train passes through the above sections moresmoothly.

Keywords

High speed maglev, Track, Irregularity, Vibration

The Maglev 2018 is supported by

Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201832

2 Urban Maglev, Presentation

Innovations and Performance of Italian UAQ4 Superconducting
Magnetic Levitated System
Gino D'Ovidio
Co-Author: Giovanni Lanzara
Short Description / Abstract
This article illustrates the technological innovations of the UAQ4 (University of
L’Aquila model 4) maglev train project that aims to greatly reduce energy consumption.
The project is the outcome of the Italian research activities, started in 1976, on thefield of non-conventional high-speed transportation systems.
The technological feasibility of the UAQ4 suspension and propulsion devices has been
patented and successfully laboratory tested.
The train architecture and the work principles of suspension and propulsion devices
are all innovative, with concepts very close to the aeronautical standard.
Compared to Electro Magnetic and Electro-Dynamic maglev systems (mostly alreadymature to be operative), the experimental UAQ4 system allows to:- Eliminate any ordinary resistance to motion (magnetic drag included), except the
aerodynamic drag;- Avoid electric power consumption for levitation, except the negligible amountneeded for cooling the superconductors.
The suspension device uses superconducting magnetic levitating method based on
passive, self-balancing interaction between on board superconducting skater devices(consist of “V” shaped assembled close arrays of melt textured YBa2Cu3OX bulks kept at LH2
temperature in a suitable cryogenic vessel) and Nd2Fe14B permanent magnets distributed
along the track.
As consequence the train stably floats with a large air gap in all phases of motion,
zero speed included, without control devices.
Propulsion and braking are provided by an innovative direct current linear stepper
motor, safely operating along the whole speed range.
Even if the work criteria are valid for both low-speed and high-speed transportation
applications, the UAQ4 system is particularly suitable for urban environment that involves
short distances between stops, the ability to overcome longitudinal gradients, large
accelerations, and low operating speed. In this context, the UAQ4 operates with negligible
power consumption since the ordinary resistance to the motion is almost zero.
In the international scenario of maglev technologies, the UAQ4 system introduces thefollowing significant innovations: i) self-balancing three axes suspension, ii) a high-efficiency
DC linear motor with a large air gap iii) near-zero energy consumption at low and constant
speed iv) light-weight vehicle architecture very close to aeronautical standard (lightmaterials, big size, and high comfort level).
The system innovations, technologies, performance and applications are illustrated indetail and discussed in the full version of the paper.

Keywords
Urban maglev system, Superconducting magnetic levitation, Free magnetic resistancemaglev system
The Maglev 2018 is supported by

Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201833

2 Urban Maglev, Presentation

Research on Dynamic Characteristic of MultiSpan Continuous Steel Turnout Beam in Medium
Maglev Transportation System
Gao Shangkang
Co-Authors: Liang Xiao, Wang Wuliang
Short Description / Abstract
Medium speed maglev transportation has proposed new requirements
on maglev turnout, the maglev turnout used in the medium/low speed maglev
express cannot meet the demand. For the study on dynamic characteristics ofmulti-span continuous steel turnout beam in medium maglev transportation
system, the dynamic simulation model of the continuous steel structure wasestablished, and the dynamic characteristics of the turnout were analyzed
numerically.
In view of the speed and dynamic performance requirements of a
medium-speed maglev vehicle, the dynamic response of the lateral position is
calculated at the speed of 40km/h and 60km/h, and the direct position at the
speed of 160km/h.
The calculation results can be used as reference for the adaptive
research of the multi-span steel structure continuous beam in the mediumspeed maglev turnout.

Keywords
Medium speed maglev, Continuous steel structure, Turnout beam, Dynamic
characteristics

The Maglev 2018 is supported by

Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201834

2 Urban Maglev, Presentation

Latest Advancements in the Urban Maglev
ECOBEEHan Hyung-Suk
Co-Authors: Chyung-Hyn Kim, Jaewon Lim, Chang-Wan Ha
Short Description / Abstract

This paper introduces recent advancements in the Urban
Maglev ECOBEE to improve the reliability and lower O & M costs.
The first is the redundancy of the controller to increase thereliability of magnetic levitation. The second is improvement ofmotor control algorithm to reduce propulsion energy consumption.
The third is the improvement of the braking control algorithm tominimize the mechanical braking operation.

Keywords

ECOBEE, O&M costs, Energy consumption, Reliability

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Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201835

2 Urban Maglev, Presentation

Multifunctional Maglev Transport System "ELTRO"
Vladimir Komarov
Co-Authors: V.A. Glushenkov, M.A. Sleptsov
Short Description / Abstract
Evaluation of current transport technology to create reliable and effective
innovative system of the integrated communications for transport, powerengineering and information maintenance of any city infrastructure was performed.
This analysis has shown the essential discontinuity in transport infrastructure andinformation technologies interfering with new post-industrial technological pattern ofmunicipal economy. Following this evaluation, the strategy of integrated
communications that forms the kernel of new technological wave was founded.
Practical base of this strategy is the current technology of electric transport and thedetermined vehicle traffic that is seamlessly associated with modern information andpower engineering technologies and maglev technologies.
Based on simulated computer-aided engineering prototypes of key technicalsolutions of the innovative transport system, the preliminary engineeringdevelopment was performed that allows to estimate practical feasibility of thesystem.
The current phase of the system creation is the tests and researches ofexperimental prototypes of key technical solutions.
The tasks completed by the ELTRO system were:- the availability and multifunctionality which are specific for the motortransport, providing the required high traffic capacity and lack of environmental
damage;- safety of people’s lives;- minimization of necessary land allocation for system communications;- independence from environmental conditions;- minimization of power engineering and operational costs;- power supply of adjacent territories;- highly reliable and uninterrupted information support of adjacent territories
with the expanded range of services, such as remote equipment control (IoT), theautomatic systems of remote logistics (IoL) and parking (IoP), distance selling anddelivery (IoM), safe management of finance and transactions (IoF), remote control ofbusiness processes, or Internet Business (IoB).

Keywords
ELTRO, Maglev, Transport system, IT technology, Integrated communication
The Maglev 2018 is supported by

Abstract for
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Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201836

2 Urban Maglev, Presentation

Characteristic Research for Collector-Contact Line
Relation of Lateral Current Collection for the
Medium Speed Maglev Train
Li Ye
Co-Authors: Liang Xiao, Wang Wu-Liang, Gao Shang-Kang
Short Description / Abstract

The collector-contact line relation of lateral current collection
mode for maglev train is always the emphasis research content in thefield of power supply system of the medium-low speed maglev train.
Typical conditions in low speed are integrated in the paper, largescale finite element universal software ANSYS was used to establish
models of current collector and the third rail coupling and dynamic
responses computation methods, dynamic responses computation of
coupling process was launched and verified the simulation methods
by experimental data of real train test.
And on that basis dynamic responses computation methods ofthe medium speed maglev train coupling process was emerged andcharacteristic research for collector-contact line relation weresummarized in the paper, which provided references for the
reliability of lateral current collection mode of the medium speed
maglev train.
Keywords

Medium-low speed maglev train, Collector-contact line relation,
Lateral current collection mode, Dynamic responses

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Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201837

2 Urban Maglev, Presentation

Construction and Equipment Configuration of
Beijing Urban Maglev Commercial Line (S1 line)
Li Jie
Co-Authors: P. Wang, Y.G. Wang, G.B. Zeng, P. Cui, D.F. Zhou, P.C. Yu

Short Description / Abstract

Beijing urban maglev commercial line (Beijing S1 line) connects
Pingguoyuan Subway Station and Shichang Station of the Mentougou
district, it is the world’s first medium and low speed maglev line
equipped with the type A vehicles and has a large transportation
quantity.
This paper introduces the whole project construction situations,the development history of the key technologies, the configurationand main parameters of vehicles, track, power supply, velocity
measurement and positioning etc.
At last some new technologies and further applications ofmaglev system in China is prospected.

Keywords

Urban maglev, Beijing S1 line, Construction situation, System
configuration

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Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201838

2 Urban Maglev, Presentation

Suspension Gap Fluctuation Suppression Methodof Low Speed Maglev Train Considering Sensor
LayoutLi Ya Jian
Co-Authors: Peng Cui, Dan Feng Zhou, Pei Chang Yu, Jie Li
Short Description / Abstract

Magnetically levitated (maglev) train achieves non-contact
operation by maintaining a constant suspension gap between theelectromagnet and the track. The gap is generally 8-10mm. Such asmall suspension gap makes a limited range of the suspension gap,
which affects the riding comfort and stability of the vehicle. At
present, the suspension gap sensors of the low-speed maglev train
are installed at both ends of the electromagnet respectively, whichleads to differences in suspension gap responses between the twosuspension points in one module.
It is found that the rear suspension point has greater gap
fluctuation than that of the front suspension point. In order to findout the relationship between the sensor layout and the suspension
gap responses, a coupled model of rigid rail and suspension module is
proposed in this paper.
According to the analysis of the gap responses of coupledsystem with different sensor layout under the conditions of track
steps, periodic irregularity and random irregularity, it is found that
placing the gap sensors to the center of the outer wire package canreduce the difference of gap responses between two suspension
points and the amplitude of gap fluctuation.
Keywords

Maglev train, Coupled system, Track irregularity
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2 Urban Maglev, Presentation

Operating Cost of Incheon Airport Maglev Line
Park Doh
Co-Authors: B.C. Shin, K.B. Lee, S.K. Ma
Short Description / Abstract
In December 2006, the Ministry of Land, Infrastructure and Transport initiated Urban
Maglev Program to finalize the previous maglev R&D projects and to prove that thedeveloped system is ready for revenue service. The Center for Urban Maglev Program was
set up to lead the program.
In the first stage of Urban Maglev Program, R&D activities to improve performance ofmaglev train were successfully completed. In December 2009, the prototype maglev vehicles
were built and transferred to 1.3 km test track in KIMM, Daejon, Korea. Various tests were
performed until May 2013 including long-term reliability test. Also various guideway related
technologies were developed, including the articulated type turnout switches. In the second
stage of Urban Maglev Program, the focus has been shifted to the construction ofDemonstration Line at Incheon International Airport and various test and commissioning
required by the regulations for urban railway.
The commercial service of Incheon Airport Maglev Line started from February 3, 2016
after all system interface tests required by the regulations. Commercial service of Incheon
Airport Maglev Line started with four trainsets of permanently coupled two Urban Maglev
vehicles. The vehicle, which is called EcoBee, specifications are listed in Table 1. Figure 1
shows the Incheon International Airport Maglev Line with six stations and a depot. The
construction cost was 37.4 million US Dollars (1 USD = 1,150 KRW).
Incheon Airport Maglev Line provided 71 trips per day from 9 am to 6 pm with aheadway of 15 minutes from Feb. 4, 2016 until Oct. 19, 2016. The number of trips per day
increased to 79 from Oct. 20, 2016 until Apr. 19, 2017 with the operating hours from 09:00
to 19:00. Since Apr. 20, 2017 the passengers can enjoy 103 trips per day from 07:30 to 20:30
every day.
In this paper, the operating cost of Incheon Airport Maglev Line including
maintenance cost for the period of one year is analyzed. Also the comparison of operating
cost per km with three metro lines and one light rail line in Korea. The analyzed operating
cost of Incheon Airport Maglev Line consists of four major components: labour cost,
operation and maintenance cost, electrical power cost and general overhead cost. The
analysis shows that the operating cost of Incheon Airport Maglev Line is 64.78% of that of amonorail type light rail transit system per year per km basis.
The successful commercial operation of Incheon Airport Maglev Line will prove thatan urban maglev system based on EMS technology is a new eco-friendly alternative withsuperior ride quality and low Life-cycle-cost for the worldwide light rail system applications.

Keywords
Urban maglev, EcoBee, Passenger Service, Operating Cost
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2 Urban Maglev, Presentation

Speed Increasing Scheme by Using 3000V DC
Power Supply for Low-Speed Maglev
Wang Xiaohua
Co-Authors: Jin Yu, Lin Ying, Lu Diqiang, Qin Feng
Short Description / Abstract

Low-speed Maglev is usually designed to run at a maximum
speed of about 100~110km/h., it does not get any advantage to the
traditional urban railway transportation system nowadays at the
aspect of running speed. This paper presents a scheme using 3000V
DC power supply instead of original 1500V DC.
So the max output voltage of propulsion inverter could be
doubled. For reason that the insulation of linear induction motor hasenough margin and enhancing potential, only small adjustment ofmotor is needed to adapt the doubled voltage, a model of shortprimary linear induction motor is built to calculate the performanceof new running mode, and the result shows that the max runningspeed could be increased at least to 160km/h, so it's an easy andeconomical approach to enhance competitiveness of low-speed
maglev, and will further promote the popularization of low-speed
maglev.
Keywords

3000V DC, Power supply, Low speed maglev, Speed increasing

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2 Urban Maglev, Presentation

Measurement of the Residual Stress for the Bogie
Frame of Maglev Vehicle Based on Barkhausen EffectZeng Jiewei
Co-Authors: Long Zhiqiang, Liang Xiao
Short Description / Abstract
The effect of residual stress resulted from the manufacturing process on
the performance of bogie frame has been attracting more and more attention
with the increasing of running speed of maglev vehicle, which could develop
cracks on the frame and compromise the operational safety. It is necessary to
determine and understand the distribution rules of residual stress on the bogie
frames.
Barkhausen effect is one of the effective methods used to measureresidual stress. This paper presents a confirmatory experiment system that isdesigned for residual stress detection and the measuring principles with
Barkhausen effect. Finite element simulation analysis on magnetization device
is carried out using Ansoft, and the effect of magnetization under different
excitation conditions is analyzed.
The confirmatory experiment system is designed for residual stressdetection bogie frame, and an excitation module and fast signal processing
system of dynamic online detection based on the principle of inverse
magnetostriction are developed in this paper. Moreover, the test system of
new methods for detecting strip shape is constructed in the laboratory.
The feasibility of the online magnetic detection method of internal
stresses in strip is verified through the experiment, which would be provided
the basis for bogie frames internal stresses detection.
Keywords
Bogie

frames,Maglev

vehicle,Barkhausen

Nondestructive examination
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2 Urban Maglev, Presentation

Application of Low-Dynamic-Interaction Levitation
Frame to Medium-Low Speed Maglev Vehicle
Zhang Min
Co-Authors: Ma Weihua, Gao Chang, Luo Shihui
Short Description / Abstract
For the low-dynamic-interaction levitation frame, the interaction force
between this levitation frame and guideway is lower than that of HSST-type levitation
frame. In this paper, the structure and the advantages of low-dynamic-interaction
levitation frame were introduced. Similarities and differences of the structure of thetwo types of levitation frames were analysed. Specifically, the installation method,
the levitation adjustment mode and the operation mode of the two frames werecompared. One levitation frame consists of two modules. By vertical coupling motion
equation of one levitation module, the vertical degree of coupling of the two frames
and the release condition of degree of freedom at the end of module were analysed.
In order to explain the effect of decoupling at the end of frame on levitation
performance, a multi-body dynamics vehicle model was developed. Vibration
accelerations of the two types were compared. By energy method, the mechanism of
low-dynamic-interaction levitation frame was analysed; the work in each adjustment
process was theoretically calculated; the energy consumptions were calculated andcompared based on the adjustment process in the dynamics analysis. Tests about
vehicle-guideway coupling vibration were carried out to verify the levitation capacityof low-dynamic-interaction levitation frame. Running tests were carried out to test
the levitation stability at the maximum running speed. The result indicates that:
because of the mid-set mode of air springs, the vertical degree of decoupling of thelevitation module is higher, which makes it easier to adapt the changes of guideway.
The energy method indicates that in all levitation adjustment process, the energy
consumption of levitation system of the low-dynamic-interaction levitation frame islower than that of HSST-type levitation frame. The above tests verify that the lowdynamic-interaction levitation frame has larger carrying capacity and better guideway
adaptability, which further confirms the validity of its low dynamic.

Keywords
Medium-low speed maglev, Low dynamic interaction, Energy method, Coupledvibration, Levitation performance

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2 Urban Maglev, Presentation

Modeling and Simulation of Coupling Vibration
between Medium-Low Speed Maglev Vehicle andSwitch Beam
Zhao Chunfa
Co-Authors: Zhao Chunfa, Feng Yang, Ren Xiaobo, Luo Yingkun
Short Description / Abstract
A railroad switch (turnout) is an important infrastructure enabling trains to be guided
from one track to another. For the medium-low speed EMS maglev trains, because the onboard levitation bogies wrap around the track, the switch is make up of multi-span moveable
beam, and whose stiffness is weaker than the standard concrete girder. So, excessive
vibration and deformation often occurs when maglev trains levitate over or pass through theswitch. In engineering practice, TLMD (tuned liquid mass damper) technology is adopted toreduce vibration response of the switch beam, but the TLMD damper is to be specific to acertain resonance frequency.
If the actual resonant frequency is remarkably less or greater than the predictedresonant frequency, TLMD could not achieve good vibration damping effect. In fact, theswitch beam on the Changsha Maglev Express Line once appeared excessive vibration in trial
operation period, which seriously affected running safety of maglev trains. In order tounderstand vibration characteristics of maglev switch beam and develop effective measuresof vibration reduction, a finite element model of the switch beam used on Changsha Maglev
Express Line is built, and its vibration modes and natural frequencies are analyzed.
Furthermore, dynamic interaction model between maglev vehicle and switch beam isbuilt to calculate vibration responses of maglev train-switch beam system, which considers
the completed PD active electromagnetic levitation controllers. The numerical simulation
program for maglev vehicle-switch beam dynamic interaction is developed by using the APDL
language in ANSYS. Numerical results show that the vertical resonance frequency of switch
beam is about 16.5 Hz.
The simulation results of maglev vehicle-switch beam system can meet well with themeasured results, which indicate the coupling vibration model is reasonable. The
acceleration and displacement response of the flange are larger than that of the bottom of
the main beam, it shows that the flange have violent local vibration especially when themaglev vehicle passes through the switch beam with a low speed.

Keywords
Maglev vehicle, Switch beam, Dynamic interaction, Vibration attenuation, Feedback control,
Mode analysis, Numerical simulation

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2 Urban Maglev, Presentation

Adaptive Vibration Control of the ElectromagnetTrack Coupled High Frequency Resonance for an
Urban Maglev System
Zhou Danfeng
Co-Authors: Peichang Yu, Jie Li, Peng Cui, Mengxiao Song

Short Description / Abstract
The commercial operations of the Beijing S1 urban maglev line and theChangsha maglev express symbol that the urban maglev technology is welldeveloped in China. However, during the operation, it was found that highfrequency resonances between the electromagnet and the steel track would be
encountered in some spots along the track, especially at those locations where
the F-rail was not well supported.
In this paper, the model of the electromagnet-track coupled system isfirstly established, in which some special cases, which correspond to thesituations when the screws that fasten the F-rail to the sleepers are fatigue, orthe stiffness of the rubber plates beneath the sleepers weaken for temperature
reasons, are studied; and the reason that leads to the coupled resonance are
explained as well. Secondly, an adaptive vibration control algorithm, which
consists of a vibration observer and a tunable adaptive filter, is designed tosuppress the high frequency electromagnet-track coupled resonance. Using thisalgorithm, when the train arrives at the spots where the coupled resonancemay occur, the vibration observer will detect the occurring of the vibration andestimates its frequency, and then activate the adaptive filter and tune it toabsorb the vibration.
The test indicates that this algorithm is practical for use, and it is simple
and can be easily integrated into the levitation control code in a digital
levitation control system.
Keywords
Vibration, Resonance, Track, Control, Adaptive, Urban maglev

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2 Urban Maglev, Poster Session

A New Concept of Modular Magnetic Levitation Train for Urban
Transport
Vincenzo Delle Site
Co-Author: Maurizio Cavagnaro
Short Description / Abstract
Maglev systems have some features that make them still very interesting,especially for urban transport: the lack of contact between the vehicle and the track
reduces maintenance costs; the reduction of noise generated by running trains inurban areas is also very important. Therefore, the development of Maglev systems
cannot be abandoned, but we need to focus on a new generation, custom-madesolution for urban transport, characterized by simple construction, lightweight, lowenergy consumption, small cross-section, full automation, low cost of construction
and operation. Taking advantage of the important evolution in performance of thepermanent magnets and on the basis of studies conducted over the past few years on
the optimization of the technology of magnets operating in opposition (among themthose conducted by the National Research Council of Italy), an original solution of anurban suspended Maglev system (where the vehicle is suspended from a fixed track)
was developed in recent years in order to meet these requirements of simplicity andlow cost. The first version of this system, already presented at the Maglev 2016
Conference in Berlin, adopted original vehicle levitation and guidance systems basedon repulsive forces between permanent magnets of particular shape and dimensions.
In this paper we now present an updated version of this system, which uses
superconductors installed on a frame joined to the vehicle that interact withpermanent magnets placed on the suspended track. Propulsion and operatingbraking are assured by a linear synchronous motor, whose armature is placed on the
ground along the whole track, while the permanent magnet inductor is joined to thevehicle. In this paper the proposed maglev system and its components are fully
described, also focusing on the advantages of this solution for urban use (modular
design of the train consisting of very short modules, infrastructure, optimal design ofthe components, etc.), and emphasizing the versatility of the system, which allows
innovative links in future metropolitan areas.

Keywords
Maglev, Urban transport, Suspended system, Modular construction, Cost saving

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2 Urban Maglev, Poster Session

The Battery Management System of Urban
Maglev Train
Ji WenCo-Authors: Xu Junqi, Rong Lijun
Short Description / Abstract

It is well-known that the battery plays a significant role in theurban maglev system, so how to charge or discharge battery is
especially important to urban maglev train. This paper aims to designa charge and discharge management system for battery of urban
maglev train. This system employs raspberry Pi as the principal
computer. Raspberry Pi has many general purpose inputs/outputs(GPIO) which is easy to control the charge circuit. Then raspberry pi
records the changes of current and voltage in the process of charging
and discharging, calculates the SOC of the battery, detects
temperature, and shows the battery state on the screen in thedriving cab.
The battery management system mentioned in this paper has
been applied in our experiment. It proved to be beneficial for
improving the maintenance efficiency of battery of urban maglev
trains.
Keywords

Battery management system, Raspberry Pi, Urban maglev system

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2 Urban Maglev, Poster Session

Research on Key Technologies of Medium Speed
Maglev Transportation System
Liang Xiao
Co-Authors: Wang Wuliang, Chen Feng, Fu Qingxiang
Short Description / Abstract

Maglev transportation systems are put into commercial
operation at medium-low speed (100km/h) or high speed. There is norecord showing that medium speed (160 km/h) maglev
transportation system has been applied in any engineering projectyet. From the year 2016, Maglev Technology Research Center of
Hunan Province in China has been conducting the research anddevelopment of medium speed maglev transportation system aimed
at 160km/h.
The structure of traction system is adopted from the operating
medium-low speed maglev transportation systems, which is theshort-stator liner induction motor. But the liner motor, power supply
rail, current collector, light weighted car body and some other subsystems/parts are optimized for speed increase. Also, solving
schemes are proposed to improve traction performance and power
supply efficiency. Furthermore, the pilot production of medium
speed maglev train is completed by now.
The success of researching and developing medium speed
maglev transportation system has great significance to strengthen
the vitality of maglev transportation systems.
Now, Maglev Technology Research Center of Hunan Province
has the ability to put the medium speed maglev transportation
system into engineering application.
Keywords
Medium speed maglev transportation, Key technologies, Engineering
application
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2 Urban Maglev, Poster Session

The Simulation and Analysis for a New Conceptof the Stator Power Supply Mode of a Medium
Speed Maglev System
Lin Ying
Short Description / Abstract

This paper introduces a new concept of the stator power supply
mode which is proposed in a medium speed project supported by
Ministry of Science and Technology of China in “The 13th Five-yearplan”. Basically, the structure of the propulsion system is a longstator synchronized linear motor, which is the same as that ofTransrapid Maglev system.
The difference is that each stator section of the long stator
motor is divided into sub-sections according to the length of two
carriages. Several such sub-section stators are serially connected ininterval to form a group and is excited by a trackside converter. As aresult, each stator section consists of several groups of sub-sections,and the number of the groups equals to half of the number of the
train carriages. The trackside converter requires no feeder line
cables, and thus no voltage loss occurred on the cables. The medium
speed, for example 200km/h, of the project means relatively low
voltage requirement for the motor.
Both of these two features make the application of medium
power converters, for example 4.5MVA, possible. In this paper thesimulation results of the new power supply mode based on the same
motor parameters as Shanghai Maglev Project are presented. Thenthe advantage and disadvantage is analyzed, and some conclusions
are drawn at the end of the paper.
Keywords
Medium speed transport, Power supply mode, Medium power converter,
Simulation, Long stator synchronized linear motor
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2 Urban Maglev, Poster Session

Study on Bogies Anti-rolling and Decoupling
Characteristics of 160km/h Medium-speed
Maglev Train
Xiang Xianglin
Co-Authors: Long Zhiqiang, Liang Xiao, Wang Wu-Liang
Short Description / Abstract

Anti-rolling and decoupling performance are basic requirements
for the kinematics performance of maglev vehicles. In order toanalyze bogies anti-rolling and decoupling characteristics of 160km/h
medium-speed maglev train, a single suspension dynamic simulation
model of a medium-speed maglev train was established based on thevirtual prototype technology.
Meanwhile, anti-rolling stiffness and decoupling stiffness areproposed as evaluation indexes. With existing low-speed maglev train
anti-rolling and decoupling ability as a reference, the paper has
analyzed the medium-speed maglev bogies anti-rolling anddecoupling performance, and provided references for parametersoptimization of the medium-speed maglev bogies.
Keywords
Anti-rolling stiffness, Decoupling stiffness, Medium-speed maglev train, Maglev
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2 Urban Maglev, Poster Session

Analysis and Solution of Eddy Current Induced inRail for Medium and Low Speed Maglev
Transportation System
Zhang Wenyue
Co-Authors: Ying Yang, Wenyue Zhang, Laisheng Tong,
Qibiao Peng, Huajun Luo, Xiaochun Li, Jianguo Suo
Short Description / Abstract

For Medium and low speed maglev transportation system, theeddy current will be induced in rail, which is made of solid steel,while the train is running. The levitation force of electromagnets ofthe train will be weakened by the magnetic field generated by eddy
current in the rail, especially at the position of the forefront
electromagnets. Experiment results show that the current of aforefront electromagnet of the train is more than 1.3 times of theaverage value of others, when the train speed is up to 90km/h, whichmeans that the forefront electromagnet will be heated seriously.
In order to solve the above-mentioned problem, two solutions
are proposed here. One is using two smaller air springs above theforefront electromagnets, so that the loads applied on the forefront
electromagnets can be decreased with the pressure of air springs
being constant. The other method is to lengthen the forefront
electromagnets, and increase the number of windings, as a result thelevitation ability of the forefront electromagnets will be enhanced,
and the needed current of windings can be reduced with same load.
The analysis, calculation process and the experiments of above
solutions will be presented in this paper.
Keywords
Medium and low speed maglev, Eddy current, Electromagnet, Air spring

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3 Cargo Maglev, Presentation

Prospects of Establishment of East-West Transport Transit
Corridor with Application of Magnetic Levitation Technology
Anatoly А. Zaitsev
Co-Author: Iana V. Sokolova
Short Description / Abstract
According to the Economist Klaus Schwab, the society of today is on thethreshold of the Fourth Industrial Revolution. It will especially influence thetransport branch, where the cardinal changes of the assessment of the place
and the role of transport in the world progress, as well as the requirements to
its characteristics are being observed. At the national level the tasks have been
determined, which are connected with the necessity of realising big transport
projects in order to strengthen positions of Russia in the world transportation
market, including the container transportation, to increase the transit potentialof Russia, to develop the speed and improve the quality, service of passengers
and freight.
The options of solving the tasks, based on the implementation of cuttingedge maglev technology for transport while establishing the East-WestTransport Transit Corridor, are suggested by the authors. The magnetic
levitation technology is competitive with the existing transport modes in termsof speed, sustainability, energy efficiency, and safety.
The main purpose of the establishment of the transit corridor is toprovide a new transport service with a unique set of properties. At that, thetransport and technology tasks are solved, which are connected with theconstruction and modernisation of means of communication, terminals andhubs, information systems, etc. The project of establishment of the East-WestTransit Transport Corridor deploying magnetic maglev technology is suggested
to perform in three stages. The assessment of the Russian containertransportation market and the comparable analysis of properties of maglev andrailway transport prove efficiency of the project. To commence the realisationof the project, the decision at the state level is required.
Keywords
Transit transport
Innovations

corridor, Magnetic

levitation,

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3 Cargo Maglev, Presentation

High-Speed Container Transport System
Alexander Kireev
Co-Authors: Nikolay Kozhemyaka, Gennadiy Kononov
Short Description / Abstract
The new scope of application for vehicles equipped with magnetic suspension is thefright container transportation. In order to realize the transit potential of the country, theincrease in mean speed of the container trains is required.
Purpose. The present work aims to explore the possibilities to develop the highspeed transport system equipped with magnetic suspension for container transportation
along Euro-Asian land bridge.
Methodology. As the research tools used methods of situational analysis, computermodeling, transport geography, technical and economic analysis.
Results. The market analysis results of the transit container transportation haveshown that the major challenge for Russian transit development is the constrained traffic
capacity of the existing transport corridors. The drastic solution to the problem can be theconstruction of a new high-speed transport system. The following factors determining theconditions for the creation of the new transport system have been identified: use oftransport possibilities of the Azov-Black Sea basin; ensuring accessibility of the northern
territories; development of technical solutions for the creation of a transport system with
low-cost infrastructure. The combined traction levitation system has been developed basedon the extremely simple design of the linear switched reluctance motor. The experimental
researches of the full-functional physical model of the transport platform have been
performed. The assessment of investment project efficiency has shown that despite thelarge start-up investment in the track infrastructure, the project has positive economic
effect.
Practical importance. The computer model of the combined traction levitation
system based on the linear switched reluctance motor has been designed. The concept of
constructing a new transport system is proposed, taking into account the characteristics ofthe proposed operational region in poorly developed territories. The high-speed route has
been proposed connecting the Azov-Black sea basin with the Pacific coastline andcompletely passing through the territories of Russia including some northern regions. The
transit potential assessment has shown that due to the transit time reduction it is possible toattract the container freights with traffic volume of 1.52 million in twenty-foot equivalentunit.
The work has been carried out with the financial support of Russia’s Ministry of
Education and Science. The unique identification code of studies RFMEFI57916X0132.

Keywords
Container traffic, Conveyor container transport, Maglev freight train, Transport corridors,
Linear switched reluctance motor
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3 Cargo Maglev, Presentation

Maglev Freight - One Possible Path Forwardin the U.S.A.
Arthur Wolek
Short Description / Abstract
As high-speed rail and other transportation technologies are moving forward andgaining funding in the United States, the push for MAGLEV is not receiving the necessary
support that would make it viable for the near future. Major changes in the approach could
make a better case for MAGLEV, specifically for carrying freight. One alternative that has
been considered in the past is the modification of existing freight rail lines to support
MAGLEV. For this to be economically feasible and practical, such a solution had to be able tosupport both conventional freight trains and MAGLEV freight.
The dual use of rail lines has substantial cost advantages when compared to building
new dedicated MAGLEV freight corridors. However, there are many limitations anduncertainties that would cause policy makers to reject such proposals. Essential rail
installations such as switches are difficult to modify in a way that would ensure reliable
functionality for both MAGLEV and conventional freight trains, and grade crossings poseserious safety concerns. It is difficult to envision the tremendous leap forward of merging
MAGLEV with existing freight rail lines when much more basic technologies such as positive
train control are not even fully implemented. Consequently, it is a challenge to advance
MAGLEV in the United States where new dedicated freight corridors are too cost-prohibitiveand dual use rail lines pose risks and uncertainties that rail companies simply do not want totake. However, there is one more solution which is a partially levitated freight train.
Modifying existing freight rail with magnetic quasi-lift technology is a much lower
cost alternative that will provide very important benefits and could even enhance safety inthe rail industry. The proposed system will levitate a significant portion of the weight of the
train but still utilize the existing steel rails for traction and guidance. The most evident
advantages include reduced wear on rail and other supporting elements, and a significant
reduction in friction and energy use. Locomotives and all other mechanical components may
be made lighter and travel speeds could increase due to less impact. Most importantly, theacceptance and success of this partially levitated system will lead to the future
implementation of fully levitated freight transport technology. Sometimes it is necessary totake smaller steps to achieve the desired future.

Keywords
MAGLEV Cargo, Partially levitated freight

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3 Cargo Maglev, Poster Session

Design and Analysis of PMLSM Based on
Halbach Array for Freight Maglev
Lin Guobin
Co-Author: Yan Sun
Short Description / Abstract

This paper presents a design of permanent magnet linear
synchronous motor (PMLSM) for freight linear driving with rail-wheel
system, especially for container transportation. The parameters ofthe motor have been defined in accordance with the specifications of
the standard containers. Halbach array of permanent magnet
installed on the vehicle is used for magnetic field excitation. The
concentrated and distributed forms of three-phase armature winding
are compared and discussed. 2D finite element method is used formodeling and simulation of PMLSM.

Keywords

PMLSM, Halbach array, Freight maglev, Finite element method

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4 Magnetic Levitation and Guidance in Transport, Presentation

Influence of Electromagnet Eddy Current on
Electromagnetic Force Characteristics of EMS
Medium Speed Maglev Systems
Dang Ning
Co-Authors: Zhiqiang Long, Xiao Liang, Wuliang Wang
Short Description / Abstract

The electromagnet in the EMS system is the executive part of
the train suspension, to analyze the characteristics of the eddy
current produced by the end electromagnets, the article takes asingle car and a single train as the research object, established thecorresponding

electromagnet

model. Throughcomparingandanalyzing the data from the magnetic field simulation and theexperimental data of the Changsha maglev train, we can gain thecharacteristics of the eddy current at the speed of 160km/h and put
forward the corresponding solutions.
Keywords
Electromagnet, Eddy current, EMS, Medium speed, Maglev

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4 Magnetic Levitation and Guidance in Transport, Presentation

Characterization of Levitation Force for a Superconducting Magnetic
Levitation Vehicle
Dos Santos Costa Felipe
Co-Authors: Rubens de Andrade, Richard M. Stephan

Short Description / Abstract
In Superconducting Magnetic Levitation (SML) transportation systems, such as the
MagLev-Cobra prototype, the levitation force plays an important role, both for efficiency andsafety reasons. To determine how much load the magnetic suspension system supports,
numerical simulations, based on computational models, and laboratory experimental tests
are normally used.
The most common way for characterization of a SML bearing is the measurement of
the levitation force as a function of distance between a Superconductor and a Permanent
Magnet Guideway (PMG). The measurement of levitation as a function of distance, thebanana curve, has a hysteretic behavior with the results depending of the history ofmeasurement: whether the distance between the superconductor and the PMG isdecreasing the force is higher than when the distance is increasing, the force is higher withfaster movements and so on. A new approach of levitation force test will be proposed as analternative to the banana curve. This method, applied to characterize the levitation
dynamics of the Maglev-Cobra vehicle, provided more reliable and consistent data with thelevitation dynamics observed during the operation of the real scale prototype in thetransportation of passengers.
The bench-top levitation test emulates the behavior of the vehicle along its
operation, regardless of the position history between the magnets and the superconductormaterials. The test consists in placing the superconductor, refrigerated inside cryostats, in apredetermined Field Cooling (FC) position, and slowly move the cryostat above the PMG to alower high, for example 15mm, and wait 10 minutes. After that, the high is decreased 1 mm
and again hold there for 10 minutes. The procedure is repeated until a high of 10mm isreached. The hole process is repeated at least 5 times. This routine replicates the loadcondition during the vehicle operation when passengers board the train and the load stay
constant until the end of the journey. After that, another group of passengers takes place
inside the vehicle and is carried to the next station.
This kind of test shows the creep of the levitation force over time with slow dynamics
and gives the average load over height of levitation along the given time of operation,
helping engineers to predict the load capacity of the vehicle and design a more reliablelayout.
Three FC positions were investigated. The position currently used by the MagLevCobra (35mm) and other 2 positions (45mm and 55mm) of initial height between the
superconductor and the permanent magnet guideway.
The results of these dynamic tests will be compared with the quasi static levitation
force measurements and the different outcomes will be pointed out.

Keywords
Maglev Cobra, Quasi static levitation force measurements, Magnetic suspension,
Superconductivity, Bench-top levitation test.
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4 Magnetic Levitation and Guidance in Transport, Presentation

Experimental Confirmation of Thrust and Attractive Forceof Linear Induction Motor
Sannomiya Kenta
Co-Authors: Toshimitsu Morizane, Noriyuki Kimura, Hideki Omori

Short Description / Abstract
In this paper, a maglev transportation system with a Linear Induction Motor (LIM) is
introduced. Linear motors and Electro Magnetic Suspension (EMS) are used in the maglev system.
Linear Induction motors (LIMs) have simple structure, flexible mechanism, and direct drive. LIMs areused to control the traction in transportation and carrier systems. High Speed Surface Transport(HSST) is one of the maglev carrier system using LIMs and EMS. In this system, the traction iscontrolled by LIMs, and the levitation is controlled by EMS. In this system, however, the attractive
force generated by LIMs interferes to levitation. Therefore, we have proposed the maglev systemusing only LIMs. In this system, LIMs generates not only the thrust force but also the attractive force.
The proposed system is expected to have a low cost, a compact structure and easy maintenancesince levitation magnets are unnecessary.
It is proposed that two different frequency components are used to achieve thesimultaneous and independent control of the thrust and attractive force of LIM. One of thefrequency components is synchronous with the motor speed (fm). The other frequency is drive
frequency (fd) that generates the thrust and attractive force. This proposed control method
simplifies the design of the controller more easily, because the fm frequency component generates
only an attractive force. Therefore, the controllers for thrust and attractive force can be separated
and independent. In addition, this system has other merits. In the typical levitation system, the DC
current is used in the levitation magnets for the levitation control. However, these levitation magnets
generate the eddy-current brake, since the dc component has a minus slip. On the other hand, in the
proposed control system, the frequency component synchronous with motor speed fm doesn’t
generate the brake force at all. The thrust force of LIM can be effectively used for propulsion.
We use a LIM with a disk-shaped secondary side to verify the dynamic characteristics. It is
possible to measure characteristics of the LIM over a longer span of time by using a disk-shaped
secondary side. We provide the torque to the secondary side via the timing belt with an additionalrotary assist induction motor. It can control the rotational speed of the secondary side to asynchronous speed for the no-load test to identify the LIM parameters. In addition, it is possible tocontrol the load torque with the secondary side in order to measure the power running andregenerative characteristics of the LIM. The load cells are implemented on the primary side andmeasure the thrust and attractive forces directly.
The LIM experimental equipment using a disc-shaped secondary side was used to verify thecontrol performance. As result, it is confirmed that LIM speed control can be achieved and the thrustforce and the attractive force of LIM are also able to be controlled simultaneously and independently
by the proposed control method. In this paper, we control only the attractive force. It means that the
primary side is not levitated because it is difficult to measure the attractive force of the levitatedprimary side.
In future experiments, we will control the speed and levitation of the LIM. First, we willcontrol levitation at stop. Second, we will control speed and levitation.

Keywords
Linear drive, Linear induction motor, Motor drive, Maglev system, Motion control
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58

4 Magnetic Levitation and Guidance in Transport, Presentation

Passively Stable Energy Efficient MAGLEV System
Based on Quantum Levitation: The SupraTrans
Schultz Ludwig
Co-Authors: Oliver de Haas, Bernhard Holzapfel, Dietmar Berger,
Guenter Fuchs
Short Description / Abstract
Superconducting magnetic levitation is passively stable without any
electronic control, but with attracting and repelling forces to suspend a vehicle
hanging or standing upright. Due to this intrinsic stability, the levitation itself
does not consume any energy. These are perfect conditions for a rail-boundmass transport system like Hyperloop or for an individual transport with cabins
for 4 to 5 passengers, requested call by call. The vehicles will levitate without
noise over a track made of rare-earth permanent magnets. We made a big step
forward in this vision by setting up the world largest research and test facility
for transport systems using bulk high-temperature superconducting material in
the levitation and guidance system in combination with a permanent magnet
track. A vehicle for 2 passengers, equipped with linear drive propulsion, noncontact energy supply, second braking system and various test andmeasurement features is running on an 80 m long oval driveway. In thepresentation, the principle of passively stable superconducting levitation byflux pinning in bulk high-temperature superconductors will be described. Basedon this, an overview of the SupraTrans II research facility and future directionsof superconductivity-based magnetic levitation and bearing for automation
technology, transportation, and medical treatment under enhanced gravity will
be given. Also the physics behind the “Back to the Future II” superconducting
hoverboard, presented by Lexus in 2015, will be described.
Keywords
Passively stable levitation, Hyperloop, Urban transportation, SupraTrans,
Superconducting levitation

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Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201859

4 Magnetic Levitation and Guidance in Transport, Poster Session

Nonlinear Suspension Controller Design for EMS
Maglev Train Considering Track Periodical
Irregularity
Ni Fei
Co-Authors: Junqi Xu, Wen Ji, Guobin Lin
Short Description / Abstract

The design of suspension controller is one of the key
technologies of EMS maglev train. Considering periodical
irregularities of the rail track, a new nonlinear controller was
proposed in this paper. Firstly, the nonlinear mathematical model ofa single magnetic levitation system was derived. Secondly, a pseudolinear system of this nonlinear model was obtained by the exact
linearization approach. Then, the sources of rail track irregularity are
discussed, and the irregularity models are presented. Finally, basedon the pseudo linear model, a nonlinear suspension controller which
can track the predefined suspension gap, was designed using state
feedback. The effectiveness of the control rule is evaluated bynumerical simulations.
Keywords

Maglev train, Suspension control, Nonlinear feedback, Rail track,
Periodical irregularity

4 Magnetic Levitation and Guidance in Transport, Poster Session
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A New Type of Levitation Chopper for MiddleLow Speed Maglev Train
Xu Junqi
Co-Authors: Guo Yuhua, Lin Guobin, Ji Wen, Ren Linjie
Short Description / Abstract
At present, Changsha maglev express line and Beijing S1 line middle-low
speed maglev train which have been put into operation are all constructed by
H-bridge type levitation chopper consisting of IGBT power module. This type oflevitation chopper has the advantages of simple control, stability and reliability,
but there are many problems such as large volume and weight, large switching
loss, low conversion efficiency, poor electromagnetic compatibility, severe heatand the need of additional heat dissipation fans.
Having adopted new technologies and devices and aiming at reducing
the weight and volume, reducing the noise and improving the electromagnetic
compatibility, a systematic optimization scheme is put forward. To increase fast
discharge circuit, reduce switching loss and reduce the volume, the high-power
MODFET and SIC which substitute IGBT are used in the main circuit, and four
small capacity parallel capacitors are used as the supporting capacitor. Besides,
the electronic switch substitutes the charge contactor to increase the output
common mode suppression circuit. In this paper, the performance test of single
suspension rack and suspension operation test of a single car are carried out by
using a prototype. The maximum running speed of maglev train reaches
100km/h, and the suspension performance is stable and reliable.
The final test results show that the weight, volume and loss of thedeveloped prototype are 25%,35% and 25% of the original and there is no needof the heat dissipation fan, so that the mute operation is realized.
Keywords
Middle-low speed maglev train, Levitation, Chopper, MOSFET, SIC, IGBTThe Maglev 2018 is supported by

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61

6 Linear Motors, Presentation

An Approach to Research the Fringing Flux inTransverse Flux Linear Induction Motors
Rolando Caicedo
Co-Authors: Ernesto Ruppert Filho, Carlos A. Baldan
Short Description / Abstract

This work shows a study of the magnetic fringing flux which ispresent in the air-gap of an E-shape transverse flux linear-induction
motor. The distribution of the fringing flux was modeled assuming
exponential functions in the transverse and longitudinal directions.
An analytical method was developed to evaluate the influence of thefringing flux in the linear force produced by the transverse flux linear
induction motor. The results obtained from the analytical method arecompared with a model developed with the finite element method.
Comparison results show that the fringing flux has an important rolein the total force developed by the transverse flux linear induction
motor, thus it cannot be neglected.
Keywords

Linear induction motor, Fringing flux, Finite element method,
Transverse flux, Linear force

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62

6 Linear Motors, Presentation

Concentrated Winding Linear Synchronous Machines
for Transport
Stephen Colyer
Co-Authors: J.F. Eastham, A. Foster
Short Description / Abstract
Concentrated winding Linear Synchronous Machines for Transport
The paper is concerned with the winding configurations for an air-gap wound linear
synchronous machine for transport applications. The machine uses a long track winding in
the form of a coreless vertical fin. This cooperates with a vehicle mounted excitation systemusing double-sided permanent magnets with backing core. This configuration has usefulattributes:• There are no current pick-up problems.
• There is a relatively small lateral force on the vehicle even when the fin is notcentrally disposed.
• The inductance of the winding outside the vehicle is low which minimises the
supply volt amp requirements.
The most compact form of winding for the machine uses a set of 3 non-overlapping
planar race track coils connected in sequence to a 3-phase supply. This 3-coil set principally
produces 2 and 4 pole harmonic fields. Either of these fields may be used for force
production by using a matching magnet array. The other field then drives airgap flux, but noforce is produced. The disadvantages of the unused field are:
• In the vehicle permanent magnet region, it increases the synchronous reactanceand therefore reduces the power factor. It also induces permanent magnet eddy current
losses.
• More importantly it increases the reactance of the winding outside the excited
region and can produce a considerable increase in the power supply volt amps.
The unwanted field can be cancelled by dividing the airgap winding into two
longitudinal sections and offsetting one of them in the direction of motion. This principle has
been used for linear induction machines and other applications. (1)(2).
The offsetting principle can also be applied to the other common forms ofconcentrated winding connection, namely the 9-coil set to produce 8 and 10 pole harmonic
fields, and the 12-coil set to produce 10 and 14 pole harmonic fields.
A new comprehensive harmonic winding analysis is used to compare and contrast thedifferent possibilities with the 3 coil/4 pole and 12 coil/14 pole arrangements down selected
for further attention. Designs analysed by both algebraic layer theory (3) and 3D finite
element models, are compared with results from a test rig.
The results obtained confirmed that the offset windings produce benefits in ripple
force, force density, and VA/N. However, the outstanding benefit is shown in the inactive
region of the machine where the supply voltage required is of the order of 60 % of the single
layer case. This is of great system benefit.

Keywords
Linear, Synchronous, Windings, Permanent magnet, Concentrated
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63

6 Linear Motors, Presentation

Linear Motors for High Precision Applications
Chris Cook
Co-Author: Philip Commins
Short Description / Abstract
The consistent need for increased accuracy and speed of machine tool
linear axes has lead industry and researchers to look for alternatives to thecommon ball screw mechanism. Direct drive linear motors can exhibit lessposition dependent force variations and smoother velocity control at low speed
compared to ball screws due to reduced friction and zero backlash. This paper
presents three different types of linear motor technologies, namely apermanent magnet tubular motor, a synchronous reluctance tubular motor anda double-sided flat induction motor. Each motor has been designed andsimulated with Finite Element methods to minimise cogging forces while
maximising thrust. The motors were built and experimentally tested to validate
the simulated results.
The manufacturability of these motors has been investigated and novel
techniques to construct the motors will be presented. Given the nature of thetubular design, the synchronous reluctance motor presents a unique topology
of structuring the layers of permeable material in the stator. Optimal geometryof the permanent magnet motor results in minimising cogging forces and anovel technique of winding is presented. The cogging forces of a double sided
linear induction motor with a ladder array in the stator is analysed. Algorithms
for increased precision motion control are discussed for the linear motors,
taking into account compensation for cogging forces.
The three linear motors are experimentally tested and compared tosimulated results with good comparisons.
Keywords
High precision linear motors

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64

6 Linear Motors, Presentation

Design of a SLIM for HTS Magnetic Levitation and Propulsion System
Guo Youguang
Co-Authors: Jianxun Jin, Jianguo Zhu, Gang Lei
Short Description / Abstract
The single-sided linear induction motor (SLIM) may be classified into two categories
based on the relative length of the primary and the secondary, short-primary (longsecondary) SLIM and long-primary (short-secondary) SLIM. Currently, the short-primary SLIM
is widely applied to industrial equipment and transportation systems, especially inintermediate speed range for its lower manufacturing and operating cost. However, incertain applications where higher force density or acceleration is required to be provided in
short operating time, the latter would be the preferred type due to its lightweight secondary
conductive sheet. These applications include electromagnetic aircraft launching and carcrash testing systems. In order to keep stable and unchangeable air gap, slide rails arecommonly used on both-sides of SLIM, which will cause sliding friction force to degrade
performance of motor. Because stable levitation force can be generated between NdFeB
permanents magnets (PMs) and high temperature superconducting (HTS) bulks, HTS-PM
repulsion levitation system composed of PM-guideway and HTS bulks can be integrated into
the SLIM to replace the slide rails. The main advantage of HTS levitation propulsion system isthe strong levitating force with passive and self-stabilizing feature, leading to the removal of
the sophisticated control system for regulating the air gap between guideway and levitatedmoving secondary, which is necessary for other types of levitation transportation systems.
In this work, an HTS magnetic levitation and propulsion system having a long-primary
SLIM and an HTS bulks-PM guideway repulsion levitation sub-system is developed. The
performance and characteristics of the SLIM are studied using analytical method andnumerical method like finite element analysis (FEA). The performance includes the start-up
characteristic and load capacity, taking into account the influence of exciting frequency andlength of air-gap. Based on the analysis, and other correlation techniques previously
developed, an optimal design for the SLIM secondary is carried out, and the influences on
the SLIM performance from its structure, material and dimensions of the SLIM secondary
have been identified forming the basis for practical developments.
The results confirm that the linear motor with the compound material secondary has
better thrust performance than that of the single material secondary. For the compound
secondary, it has an optimal thickness of conductive plate, and an optimal thickness of theback iron plate according to the exciting voltage to reach the biggest force, and the length ofsecondary with even poles has better thrust performance than that with the odd ones.
Comprehensive analytic results obtained verify the design principle of a SLIM to bepractically applied in HTS maglev and propulsion systems.
More detailed analyses and results will be presented in the full paper.

Keywords
Single linear induction motor (SLIM), High temperature superconducting (HTS), Magnetic
levitation, HTS propulsion
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65

6 Linear Motors, Presentation

Design of Single-Sided Linear Induction Motor for Low
Speed Maglev Vehicle in 160km/h and Variable Slip
Frequency Control
He Yun-Feng
Co-Authors: Wang You-Sheng, Lu Qin-Fen, Zhang Lei, Fang Liang
Short Description / Abstract
The low-speed Maglev vehicle adopts the single-sided linear induction
motors (SLIMs) as driven part, which design and control method become
research hots along with the increasing of velocity. This paper introduces thedesign scheme of SLIMs for 160km/h low-speed maglev vehicle and proposes anovel variable slip frequency control method. SLIM uses low slip frequency atstarting to produce large starting traction force, and high slip frequency duringhigh velocity area to obtain a greater power. In the same time, the normal
force is also changed. With this method, the capacity of the system can beeffectively reduced and the lightweight design of SLIM is realized, which meetsthe requirement of both high starting acceleration and the residual
acceleration requirements for 160km/h low-speed maglev vehicle.

Keywords
Medium and low speed maglev vehicle, Linear induction motor, Slip frequency,
Traction force, Normal force

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66

6 Linear Motors, Presentation

Linear Vernier Actuator with Two Movers
Heya Akira
Co-Authors: Katsuhiro Hirata, Noboru Niguchi
Short Description / Abstract
Linear motion mechanisms for industrial machines and robots are
expected to realize their high drive efficiency and structural simplification.
Usually, a feed screw mechanism composed of a rotary motor and a ball-screw
or slide-screw is employed, however, it has some problems such as thedecrease of the drive efficiency, flexibility against external forces, noise and soon. Then, various linear actuators and motors have been developed utilizing
the feature of direct drive.
In this study, we propose a novel linear actuator which can be
independently controlled the two movers for decreasing the size and weight ofthe system. The actuator is driven by the operating principle of a Vernier motor
which is expected to achieve a high thrust force density per volume ofpermanent magnets. The movers can be independently driven using 3-phaseand 6-phase superimposed currents. Firstly, the basic structure and operating
principle of the proposed actuator are described. Next, the static thrust force
characteristics are analyzed by the electromagnetic field analysis using 3-D
finite element method, and the dynamic characteristics under position
feedback control are also analyzed. Finally, the effectiveness of the proposed
actuator is verified.
Keywords
Linear actuator, Vernier motor, Electromagnetic actuator, 3-D FEM,
Superimposed current
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67

6 Linear Motors, Presentation

Constant Switching Frequency Model Predictive Control for
Permanent Magnet Linear Synchronous Motor
Ma Zhixun
Co-Authors: Yuanzhe Zhao, Yan Sun, Zhiming Liao, Guobin Lin
Short Description / Abstract
Constant switching frequency model predictive control (CSF-MPC) for apermanent magnet linear synchronous motor (PMLSM) is proposed in thispaper. The conventional finite control set model predictive control (FCS-MPC)
can be combined with a pulse width modulation (PWM) modulator due to aneffective cost function optimization algorithm which is from the idea of
dichotomy. In the algorithm, all the voltage vectors in the constrained vector
plane are dynamically selected and calculated through iteration. With themodern digital processors or control hardware such as digital signal processors(DSPs) or field programmable gate arrays (FPGAs), the algorithm can be easily
executed in less than 10 microseconds. This is very proper for industrial
applications. The proposed CSF-MPC for PMLSM not only keeps the same
dynamic transient performance as FCS-MPC but also greatly decreases thetorque ripple in steady state. Furthermore, CSF-MPC is also robust to
parameter variations. Simulation and experimental results illustrate that CSFMPC has an attractive performance for PMLSM drives.

Keywords
Permanent magnet linear synchronous motor (PMLSM), Model predictive
control (MPC), Optimal control, Cost function, Digital control

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68

6 Linear Motors, Presentation

Multifunctional Linear Asynchronous Motor with
Longitudinal-Transverse Magnetic Flux for Magnetic
Levitation Transport
Vladimir Solomin
Co-Authors: Andrey Solomin, Viktor Koledov, Nadezhda Trubitsina
Short Description / Abstract
The traction linear motors (TLM), at the present stage of the development of the society, arethe most promising for the high-speed magnetic levitation transport (MLT) and are already being
operated in a number of commercial projects. The linear asynchronous motors (LAM) may bearranged with a longitudinal, transverse and longitudinal-transverse magnetic flux and have a large
number of constructive options. Apart from traction force, LAM reach magnetic levitation and lateralstabilisation (self-stabilisation) forces. The magnetic levitation forces with the longitudinal andtransverse magnetic fluxes are highly significant in the zones of sliding (at low speed of running) andthey decrease as the speed of the maglev transport increases. To a lesser extent, the decrease ofsliding (at high speed of running) influences the magnetic levitation forces, reached by a number of
constructive options of the linear asynchronous motors with the longitudinal-transverse magnetic
flux, where magnetic fields running towards each other in transverse direction are additionally used.
This is explained by the fact that both at low and high speeds of MLT, the sliding of LAM relative tothe magnetic fields running towards each other in transverse direction, will equal to one, and themagnetic suspension effort will be maximum. The magnetic fields running towards each other in the
direction transverse to that of the MLT, cross the electroconducting secondary element (which is theguideway of the high-speed transport system) and induce electromotive forces there, underinfluence of which the currents will run. As a result, the transverse counter-directed mechanicalefforts arise, which, provided that the MLT vehicle is symmetrically located relative to the guideway,
are mutually balanced and exert no influence on the running of the MLT. At lateral (transverse)
displacement of the high-speed maglev transport relative to the guideway, the balance of thetransverse mechanical efforts will break, with the MTL vehicle automatically returned to the initialsymmetrical position under the action of the difference of efforts.
The distribution of the magnetomotive forces (MMF) of the linear asynchronous motor withthe longitudinal-transverse magnetic flux, the magnetic system of which is arranged by virtue of the
combination of longitudinally and transversely laminated core, on the teeth of which the three phase
concentric winding coils are located, has been considered. The relationship in the form of double
Fourier series for calculation of the resulting value of the EMF in the air gap of the linear
asynchronous motor with the longitudinal-transverse magnetic flux has been presented.

Keywords
Linear asynchronous
Magnetomotive force

motor,

Longitudinal-transverse

magnetic

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6 Linear Motors, Presentation

New Technology of Manufacture of Linear
Asynchronous Motor Inductors for Magnetic
Levitation Transport
Vladimir Solomin
Co-Authors: A. Solomin, L. Zamshina, N. Trubitsina, A. Chekhova
Short Description / Abstract
The magnetic levitation transport (MLT) has prospects of becoming widely used in passenger
and freight transportation in the foreseeable future. As the traction electric machines of the MLT the
linear motors are used, which may be either asynchronous (LAM) or synchronous (LSM). In the
combination with the electromagnetic levitation of high-speed trains (successfully used in China) it isreasonable to use the linear asynchronous motors. The maglev which is operated in China has a 30
km long guideway, arranged of the inductors of the LAM.
Given the increasingly wide operation of the high-speed MLT, the issues of manufacturetechnology of the LAM (LSM as well) inductors are becoming acute. The conventional technology of
the LAM inductors, just like that of other electric machines, involves manufacturing individualjunctions and details with their subsequent assembling into a finished product.
The authors suggest a new technology of manufacturing the inductors for the LA, which
excludes the intermediate manufacture operations of individual elements of construction of theelectric machine and their subsequent assembly operation. The basis of the new, cutting-edge
technology is constituted by the well-known methods of spraying of materials: the flame spraying(thermal spraying) and the plasma spraying. The LAM inductor is manufactured by virtue of analternate spraying onto the pre-fabricated “substrate” of the ferromagnetic (forming of the magneticcore), isolation (laying of the slot insulation, minor insulation and inter-coil insulation) andelectroconducting (manufacture of the winding) materials. Laying of the materials onto the substrateis performed with the help of the pre-prepared stencils.
First, by either the thermal or plasma spraying, the yoke of the core in the LAM is sprayed,then using another stencil, the tooth area of the LAM inductor is made. The next replacement of thestencil allows laying the slot insulation, whereas to make the winding, a set of stencils should bemade which will enable a layer-by-layer spraying of the coil, separated by the layers of the insulationmaterial, and forming coils of the winding before the final product, the LAM inductor, is obtained.
The proposed integrated technology of manufacturing the LAM inductors may be automated, andthe industrial robots are suitable for its realisation.
The materials suitable for the application in the new, integrated technology of the
manufacture are considered in this paper. The details on the types of the stencils for spraying thematerials and the relation for the determination of their sizes are presented.

Keywords
Magnetic levitation transport, Inductor of linear asynchronous motor, New technology of
manufacture, Material spraying, Stencils
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6 Linear Motors, Poster Session

The Variable Slip-Frequency Control of Linear
Induction Motor Applied in Fast Speed Maglev Train
Deng Jiangming
Co-Authors: Ying Yang, Laisheng Tong, Qibiao Peng, Xiaochun Li, Jianguo Suo

Short Description / Abstract
The equivalent circuit model (ECM) based on d-q rotary reference frame
for linear induction motor (LIM) applied in fast speed maglev train wasestablished. The related control parameters including variable slip-frequency
were theoretical analyzed. The overall performance of LIM was calculated
according to given top indicators. Three-dimensional finite element analysis(3D-FEA) was carried out, and the results were compared to the actual tests toverify their consistency.
Keywords
Equivalent circuit model (ECM), Linear induction motor (LIM), Variable slipfrequency, Three-dimensional finite element analysis (3D-FEA), Fast speed
maglev train

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71

6 Linear Motors, Poster Session

The Linear Motor Driven Container Transport System
Fang Jiarong
Co-Authors: Bruce Montgomery, Guobin Lin
Short Description / Abstract

The MagCargo container transport system using newgeneration permanent magnet linear synchronous motors will be
developed by Magplane Technology, Inc. and China Railway Rolling
Stock Corporation in 2018. The MagCargo system is designed to carrythe containers from the seaport to the cargo distribution center inorder to resolve the congestion of the seaport transportation.
Based on the successful cycling running of 1km linear motor
driven MagTrack system using the linear synchronous motors in
Zhangjiakou demonstrated since 2013, a series of innovations had
been made to increase the transport capacity from 10 to 50 million
ton/year, which presents a challenge for the motor deign andguideway structure.
The MagCargo consists of 12m-long standard modules which
can contain one to four 3m-long standard non-continuous motor
winding modules. The 350m demoline has totally 36 modules tosimulate the straight section with switch, horizontal and verticalcurves, and an artificial hill to fully demonstrate slope-climbing
capability. Upon completion of the 350m demoline, a 6km-longcommercial MagCargo system is expected to be constructed.
Keywords

Cargo transport, Linear synchronous motor, Propulsion, Permanent
magnet

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6 Linear Motors, Poster Session

Control of Three-Degree-of-Freedom Resonant
Actuator Driven by Novel Vector Control
Kato Masayuki
Co-Author: Katsuhiro Hirata
Short Description / Abstract
Linear resonant actuators (LRAs) have been used in a wide range ofapplications because they can reciprocate in a comparatively short stroke inspite of their compact size and lightweight. In order to broaden the application
range of LRAs, various kinds of multi-degree of freedom (DOF) resonant
actuators have been developed. Authors have also proposed a two degree-offreedom resonant actuator that was able to be independently driven in x- andz-axes by vector control. Additionally, authors have designed a three-DOF
resonant actuator driven by conventional vector control. However, theprevious control method did not completely control the thrusts in three
directions (x, y, and z) because the magnetic circuit for each axis was notindependent.
In order to improve controllability of the thrust, this paper proposes anovel vector control method using a four-phase system. Four fundamental
voltage vectors (Vx, Wx, Vy, and Wy phases) are defined in a stationary threedimensional (3-D) coordinate systems. 3-D rotation using Euler angles achieveda spatial dq transformation. Electromagnetic field analysis by 3-D finite element
method suggested that x- and y-axes thrust did not affect each other strongly
when the proposed vector control was applied. Additionally, the higher
controllability of the thrust contributed to a precise amplitude control in thethree directions under three axes oscillation. Finally, the effectiveness of the
proposed method was verified by comparing with the conventional method.

Keywords
Resonant actuators, linear actuators, vector control, electromagnetic actuators,
amplitude control

The Maglev 2018 is supported by

Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201873

6 Linear Motors, Poster Session

Investigation of Linear Induction Motor System with
Matrix Converter for High Efficiency Operation
Kubota Aiko
Co-Authors: Toshimitsu Morizane, Noriyuki Kimura, Hideki Omori

Short Description / Abstract
Linear induction motors (LIMs) are a kind of linear motor which have asimple structure and an easy maintainability. On the other hand, they are
generally less energy efficient than normal rotary motors.
A matrix converter is a convenient device to compensate the high loss of
LIMs. It is a direct AC-DC converter, thus it can return power to the input powerline when the motor decelerates. And it can connect to the input power line
directly without conversion when the output frequency and voltage match thatof the input. In addition, it has advantages including more compact size andlonger lifespan than usual inverters. A linear motor system with a matrix
converter has the potential to utilize under a various condition and to increase
the efficiency of the entire system.
In our previous experiments, it was confirmed that the matrix converter
can operate LIMs both in the powering and regenerative state. Although thematrix converter has more switches than a usual inverter, there is no large
difference between two conversion efficiency in the case of the powering state.
Moreover, when the output frequency of the matrix converter matches the
input frequency, the matrix converter switches to the direct connect mode.
Under this mode, the efficiency was increased compared to the normal
conversion mode. However, a current shock causes by abrupt increase ofvoltage utilization factor when the direct connect mode was switched. We will
evaluate the stability and efficiency of a LIM system by using a matrix
converter.
Keywords
Linear induction motor, Matrix converter, Direct connect, Conversion device,
Efficiency

The Maglev 2018 is supported by

Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201874

6 Linear Motors, Poster Session

The Influence of the Secondary Construction on the
Harmonic Air-Gap Magnetic Field in the Linear
Induction Motor
Lyu Gang
Co-Authors: Tong Zhou, Dihui Zeng

Short Description / Abstract

The high-order space harmonics exist in the air-gap magnetic
felid of the linear induction motors, and the large harmoniccomponents could lead to increase of the vibration and noise in the
motors. The secondary conduction is a very important factor which
influences the harmonic components of the air-gap magnetic felid. In
this paper, the 3-D finite element method is adopted to calculate the
air-gap flux densities of the linear induction motors with the flat
secondary. The distribution of the harmonic in the air-gap magnetic
felid is given, and the harmonic distortions with the different reaction
plate thickness and are calculated and compared, as well as theinfluence of the reaction plate with different materials and thedifferent frequencies are presented.

Keywords

Harmonic, Air-gap flux density, Linear induction motor, Secondary,
Finite element method

The Maglev 2018 is supported by

Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201875

6 Linear Motors, Poster Session

A Method of Thrust Ripple Suppression for Long
Stator Linear Synchronous Motor
Mu Siyuan
Co-Authors: Wang Shuo, Liu Yusong, Kang Jinsong
Short Description / Abstract

With the advantages of high speed, low noise and highefficiency, the EMS maglev train has a good prospect in railway
transportation. It is based on the long stator linear synchronous
motor (LSLSM). However, due to the harmonic in the stator current
and flux density distribution around the air-gap the thrust generated
by the LSLSM fluctuates. The thrust ripple brings noise, drop ofcontrol accuracy, even with the resonance of train. In this paper, thethrust ripple produced by the harmonic current is analyzed. Then amethod of harmonic injection is proposed to reduce the harmonic of
the stator current and reduce the thrust ripple. Meanwhile, becauseof the decrease of the harmonic of the stator current, the iron loss instator core is reduced, and the traction and suspension system canbe better decoupled. Finally, the validity of the method is verified bysimulation on Simulink.
Keywords

Maglev, Long stator linear synchronous motor, Thrust ripple,
Harmonic current injection

The Maglev 2018 is supported by

Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201876

6 Linear Motors, Poster Session

Current Mode Performance of a Traction Linear
Induction Motor Driven from the Voltage Converter
Ryszard Palka
Co-Authors: Konrad Woronowicz, Jan Kotwas

Short Description / Abstract

Traction Linear Induction Motor (LIM) has been deployedworldwide in driver-less transit systems requiring very shortheadways for all weather conditions. The systems based on LIMs
have proven to be, by far, the least expensive in operations andmaintenance (including energy consumption). Electromagnetic FEA(Finite Element Analysis) calculations are crucial to optimize the LIM
system performance as they provide information about its
mechanical characteristic, force versus speed, shaped by the socalled end effect, and allow for the most efficient controls. To
simplify the FEA model and to minimize time to numerical solution,
the symmetrical three phase current can be used, however, this does
not reflect the reality when LIM is driven from the voltage inverter.
This paper shows differences in slip versus thrust characteristics
between the simplified FEA approach and the one where asymmetryof phase currents arises naturally from real supply conditions.
Keywords

Linear induction motors, Electromagnetic FEA, Power supply

The Maglev 2018 is supported by

Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201877

7 Superconductors, Application of Superconductivity, Presentation

Competition between the Antiferromagnetic
Phase and the Superconducting Phase and the
Effect of the Magnetic Fluctuations in the
Underdoped BaFe2-xNixAs2
Abbassi Abdellatif
Co-Authors: M. Saint-Paul, C. Guttin, M. R. Britel, R. Dkiouak, Zhao-Sheng
Wan, Huinqian Luo, Xingye Lu, Cong Ren, Hai-Hu Wen, K. Hasselbach
Short Description / Abstract
We report a comparison between the results obtained by three different
measurements of the temperature and RF frequency dependence. The resultsof the relative change of the ultrasonic attenuation and the electricalconductivity show respectively the competition between the antiferromagnetic
and superconducting states and the effect of magnetic fluctuations in theunderdoped superconducting BaFe2-xNixAs2.
These results concern the measurement of the surface impedance in theunderdoped superconducting BaFe2-xNixAs2 crystal in the 5<T<30K
temperature range using two methods based on the radiofrequency reflection
technique and by Ultrasound technique. The measurements by induction weredone with LC resonant circuit at 92 MHz and with impedance measurement
using impedance and network analyzers in the frequency range 10 MHz–1.5
GHz.

Keywords
Superconductivity, Iron superconductors, Surface impedance, Ultrasonicattenuation, Electronic conductivity

The Maglev 2018 is supported by

Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201878

7 Superconductors, Application of Superconductivity, Presentation

Recent Activities of HTS Maglev in ASCLab
Deng Zigang
Co-Authors: Jun Zheng, Ruixue Sun, Hengpei Liao,
Xinxin Zheng, Jianghua Zhang
Short Description / Abstract
New superconductor materials have been constantly found since thediscovery of superconductivity in 1911. With the critical temperature andinherent flux-pinning property improved continually, the practical hightemperature superconducting (HTS) magnetic levitation (maglev) technology inrail transit became possible. The development history and the current state of
the HTS Maglev in Applied Superconductivity Laboratory (ASCLab) areelaborated in detail. On the basis of the test vehicle “century” born in 2000,
improvements and new technologies need to be investigated. First of all, a 45m-long HTS Maglev ring test line, named “Super-Maglev”, was successfully
developed focusing on the high-efficiency and low-cost. Then, aiming toeliminate the obstacle of air resistance, a test platform for HTS MaglevEvacuated tube transport (HTS Maglev-ETT) was established in June 2014, in
which the HTS Maglev and the ETT had been successfully combined. Recently, ahybrid maglev vehicle with both permanent magnetic levitation (PML) andsuperconducting magnetic levitation (SML) was proposed for enhancing load
capacity. We continue to promote the HTS Maglev technology, and offer a newrail transit tool with high speed, energy efficiency, environmental friendly andlow cost.
Keywords
Bulk high-temperature Superconductors, Superconducting maglev, Evacuatedtube, Low pressure, Hybrid maglev

The Maglev 2018 is supported by

Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201879

7 Superconductors, Application of Superconductivity, Presentation

Next Generation Transportation System for
Istanbul
Metin Guenes
Short Description / Abstract
The project is designed as a superconducting maglev, which is defined as a next generationtransportation system with very good energy performance compared to similar transportation
systems, which is mainly suitable for non-contact transportation, capable of stable operation at highspeeds, capable of moving within very sensitive tolerances and controllable.
In the project, it was considered to use Niobyum-Titanium alloy superconducting material,
which is superconductive by being cooled to 269 ° C, with Helium, which is a ready-made technology
developed by the Japanese.
With its unique tunnel technology, its own station design, its own vehicle design and its own
operation design, it can be said that this project which is prepared for Istanbul with the features ofbeing able to go horizontally and vertically in the vehicles used in the system, is a first in the world.
The total line length of the project is 240 Km and consists of 19 stations.
With this project, Sabiha Gökçen Airport is connected directly with İstanbul 3rd Airport which
is one of the pride projects of our country. The two international airports of Istanbul can be reachedin 19 minutes by this project.
The project can be completed within 5 years after the feasibility study project preparations
are made and the place has been delivered.
This can be said to be very ambitious compared to similar projects, but we can easily say thatthe progeny may be dependent on the content and construction technology.
In order to give an idea of this, it is only necessary to open a tunnel with a cross-sectional
area of only 12 m2 for a single-tube tunnel in this project, for example, if the single-tube tunnel
excavation in the existing subway systems is carried out at a cross-sectional area of 36 m2. This alsomeans that the cost of tunnel excavation is reduced by three times.
In the project, 6 tube tunnel between Altunizade and Mecidiyekoy and throat passage isplanned as a tunnel. It can also be operated as a second line between Mecidiyeköy and Altunizade
for 15 seconds at frequent intervals.
If the system is operated completely for 15 seconds, the daily passenger carrying capacity
reaches 21,168,000 passengers in 18 hours’ operation. This capacity is currently a passenger carrying
capacity well above the daily total passenger carrying capacity of all public transport systems.
Currently, the number of vehicles planned for the system is 900 units. The vehicles defined as
F100 are 100 passenger capacity.
All of the vehicles will be designed as intelligent and special design suitable for the system. It
is thought that the vehicle body material is equivalent to the airframe material. Vehicles used in thesystem can move horizontally and vertically.
Every vehicle will have an ID registered with the system. It will automatically serve on routes
and stations where it is registered to the system.
Thanks to the dedicated station design and operation system, vehicles can transit between
stations.
For example, Sabiha Gökçen Airport Station is directly towed to Istanbul Airport 3, and thevehicle can go without waiting in any interstate.
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Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201880

Tunnel excavation is planned to be done with TBM and it is considered to be made as atunnel coated with insulation prepared modularly in the fabrication environment.
Tunnel drainage and many other issues have been resolved during the project design phase.
For example, there are no water leaks in the tunnels. Since there is no contact, there are no
problems such as noise and vibration.
One of the most important features of the project is that the boarding and landing of vehicles
is designed from the passenger compartment (Ticket Hall)
In addition, the riding and descending passengers do not meet each other because of thespecial station design.
There are no passengers on the vehicle floor at the station where the line passes through thesystem.
Thanks to the special station design, there is no need to build thousands of m2 stations as it
is in existing subway stations
The location of the passenger floors will be planned after the clearance of the station
locations. My desire is that if the proper place for the station construction is provided, the floors of
the passengers are completely on the earth.
Passengers will drive on the ground and will land on the ground in the passenger station. Thismeans that there is no need to install dozens of stairs, escalators, elevators and walkways andenvironmental control systems at the stations.
Another important feature of the project is that the main lines are constantly open except forvery short time periods, as passenger lowering, lapping and waiting are not done in the main lines.
One of the important features of the project is that there are no cross passes at any point in
the tunnels. All transitions and directions are planned as modular depending on the automation on
the truck floor. Possible cross lines due to tunnel cross section and modular structure can be done
without intersection with difference of elevation.
Another different feature of the project is that the tools are individual. The tools are not usedin any way as 4 or 8 li. If necessary, 2,3,4,5,6,7,8 vehicles in the same direction can be sent insequential order with intervals of 15 seconds. Another important feature of the project is that theentire system is connected to automation. It can be said that the system has a kind of artificial
intelligence. All operations can be controlled twice at the moment and can be commanded twice at
the moment.
In addition, all movements in the system move within 0.1 mm tolerances and can becontrolled. This is a zero error in the system of a different meaning. The human factor is the only
surveillance position. In short, the system as a whole can be described as a transportation robot.
The project can return the investment cost within 7 years. The end result is that if the
project is given by build-operate-transfer model, the project content can easily find the necessaryfinancing with 25 years lease time without putting our state under any financial obligation and also
without the need for a guarantee of the number of passengers. In addition, due to taxation
throughout the enterprise, our state will also have a significant income gain.

Keywords
Superconducting, Maglev, Next generation transportation system, Istanbul, Cryotech, Magnet

The Maglev 2018 is supported by

Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201881

7 Superconductors, Application of Superconductivity, Presentation

Design of a Superconducting Electromagnet with
2G HTS Wire for the Propulsion and Levitation of
the Subsonic Transportation System
Lim Jungyoul
Co-Author: Changyoung Lee
Short Description / Abstract
We are developing core technology of the transportation system that
operates vacuum tube above 1000 km /h. For the subsonic propulsion anddynamic stability magnetic levitation techniques are essential, andconsequently the subsonic capsule train requires superconducting
electromagnets (SCMs) to be used for efficient propulsion, levitation andguidance. In the design of the superconducting electromagnet (SCM), 2G HTS
wire operating around 35K is aimed for developing detachable cryocooler
system. While operating temperature and current can be improved by using 2G
HTS wire, there remains a relatively high price for the HTS wire and the
securing stability of the mechanical structure.
The purpose of this study is to design multi-pole SCM for the propulsion
and levitation of a subsonic capsule train. Specifically, for the SCM designs withvarious shapes and sizes, the critical magnetic field and the critical current are
analyzed, and then an efficient design is determined in the view of optimal
magnetic field distribution on target space. In addition, an effective supporting
structure which limits the strain of the SCM wire to a certain level can be
determined by analyzing the deformation of the SCM wire due to the self andexternal magnetic fields under operating conditions.

Keywords
Superconducting Electromagnets, Hypertube, Hyperloop, 2G HTS design,
Magnetic levitation

The Maglev 2018 is supported by

Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201882

7 Superconductors, Application of Superconductivity, Presentation

Multilayer Superconducting Nb50Ti Tape Made of Cu/Nb/Ti
Composite by Solid-Phase Method
Valery P. Korzhov
Co-Author: V.N. Zverev
Short Description / Abstract
By virtue of the diffusion welding and pack rolling, in two cycles the test samples of themultilayer superconducting tape of the Nb‒50%Ti alloy were fabricated. In the first cycle, amultilayer Nb/Ti pack, assembled of Nb and Ti foils, was exposed to the diffusion welding at
1050 °С during 10 minutes at a pressure of 16.5 MPa and was rolled to an 0.2 mm thick tape.
In the second cycle, the pack was assembled of the patches of the tape from the first cycle,
several Cu plates and thin (≤100 mm) Nb foils, serving as the diffusion barriers between thetitanium and the copper during the next heating of the pack. The temperature of the
diffusion welding in the second cycle was sustained at approximately 1000 °С.
Then the package rolled to a tape thickness of 0.1 mm. The stratified laminate
structure of the tape formed after two cycles consisted of (•) layers of the Nb50Ti alloy that
had inherited the Ti-foil, which alternated with (•) layers of the Ti solid solution in niobium(Nb), which inherited Ti layers, (•) several copper layers stabilising the superconducting thestate of the tape, and (•) Nb interlayers bordering the Cu layers and the Nb50Ti/(Nb) arrays.
Measurements of the critical current of the IC tape were carried out in a cryostat withliquid helium in a magnetic field H produced by a superconducting solenoid for parallel H ||(ab) and perpendicular H  (ab) orientations of the direction H and the plane of the tape(ab). The transport current I running through the sample in both cases was perpendicular to
H. At H  (ab) IC sharply fell with the field increase already in the range from 0 to 1 T. Whileat H || (ab), it gradually decreased, remaining at 5 T at ~ 30 A, which corresponded to theengineering critical current density of 3·104 A/cm2.
The anisotropy of IC, equal to the ratio IC/IC at H = 1 T, was 82. This indicates thatthe pinning of superconducting vortices localised in the NbTi alloy occurs at the boundariesof the (Nb)-NbTi, i.e. nonsuperconducting layers (Nb) and the NbTi alloy carrying thesuperconducting current.
The resulting conductor did not require a long, ~300 hours, low-temperatureannealing at 280‒300°C, which is necessary for the deposition of the α-phase in the Nb‒Tialloy, which serves as the centres for pinning of superconducting vortices in wires and tapes
fabricated using traditional technology. The second advantage and novelty of the method isthe exclusion of energy-consuming the garnisazh smelting of the NbTi alloy.

Keywords
Superconducting tape, NbTi alloy, Diffusion welding, Layered structure, Composite, Criticalcurrent, Superconducting vortex, Pinning
The Maglev 2018 is supported by

Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201883

7 Superconductors, Application of Superconductivity, Poster Session

Magnetic Fluctuations in BaFe2-xNixAs2
Superconductors
Abbassi Abdellatif
Co-Authors: M. Saint-Paul, C. Guttin, M. R. Britel, R. Dkiouak, Zhao-Sheng
Wan, Huinqian Luo, Xingye Lu, Cong Ren, Hai-Hu Wen, K. Hasselbach
Short Description / Abstract
Anomalies found in the electronic conductivity and the elastic constants
C33 and C44 around the superconducting phase transition in the underdoped
BaFe1.93Ni0.07As2 compounds are re-examined.
The large anomalies in the elastic constant C33 and C44 modes theunusual temperature dependence of the real part of the electric conductivity
found around the superconducting phase transition Tc ~16 K are attributed tomagnetic fluctuations.
The establishment of a magnetic order at TM~21 K results in a marked
decrease of the scattering of electronic carriers.
Such a magnetic ordering at TM=21 K has an effect on theelectrodynamic properties in the superconducting state below Tc=16 K.
A similar anomaly in C33 was observed in the optimally doped Ba(Fe0.94Co0.06)2As2 crystal around the superconducting phase transition by theJapanese team of M. Yoshizawa.

Keywords
Iron superconductors, Superconductivity, Surface impedance, Ultrasonicattenuation, Electronic conductivity

The Maglev 2018 is supported by

Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201884

7 Superconductors, Application of Superconductivity, Poster Session

Design and Experiments of Cryocooler-Free High-Tc
Superconducting Electromagnet for Linear
Synchronous Motor
Lee Chang Young
Co-Authors: Jeong-Min Jo, Su-Yong Choi, Jungyoul Lim, Kwan-Sup Lee
Short Description / Abstract
Korea Railroad Research Institute (KRRI) has researched on GdBCO-based
High-Tc superconducting linear synchronous motor (HTS LSM) applicable fromhigh-speed Maglev to Hyperloop of 1000 km/h. In our previous research, asmall-scale HTS LSM of 10 m was successfully demonstrated and proved thereliability of HTS electromagnet in which non-insulated GdBCO HTS coils wereused. Based on the test results, about 150 m-length LSM test track with amoving vehicle, which is able to test at the speed of over 100 km/h, is planned
to build in 2020. A prototype HTS electromagnet was newly designed for the
LSM track.
This paper introduces the prototype designed and experimental results
to prove its design feasibility. The prototype consists of a pair of non-insulated
HTS coil and a vessel containing LN2 in cryostat. Helium gas blower is used as
the cooling system to initially cool LN2 to solid state of below 35K and thenremoved from the HTS electromagnet. The cooling temperature to operate HTS
coils is maintained only by thermal capacity of solid nitrogen. In order toextend the maintaining time below the operating temperature of HTS coil, we
embodied persistence-current mode operation for HTS coil which makes it
possible to eliminate joule heat by disconnecting current leads from HTS coil.
With this operation scheme, the HTS electromagnet can be operated without
on-board cryocooler and power supply system, which is also advantageous indesigning vehicle bogies lightly.
Keywords
Linear synchronous motor, High-Tc superconductor, Cryocooler-free

The Maglev 2018 is supported by

Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201885

7 Superconductors, Application of Superconductivity, Poster Session

Optimization of HTSC Suspension under Permanent
Magnet Guideway
Grigorii Lenkov
Co-Authors: A.E. Shitov, M.P. Volkov
Short Description / Abstract
To create reliable transport systems based on magnetic levitation (Maglev) using
high-temperature superconductors (HTSC), it is necessary to solve a number of technicalproblems. One of them is increasing of clearance between the magnet guideway andsuperconducting unit (levitation gap). This levitation gap increasing can be achieved byreplacing the levitation of the superconductor over the guideway with the suspension of theunit under the guideway.
The magnitude of the levitation gap depends on the magnetic moment of thesuperconductor and on the magnetic field configuration [1]. Analysis of magnetization oftype II superconductors shows that a large value of the magnetic moment can be obtained insmall magnetic fields. This situation can be realized by HTSC suspension [2]. We analyze
factors that allow increase of the levitation gap when we suspend the superconductor undera magnetic track assembled from permanent magnets:
1) The assembling of permanent magnets in a magnetic track that creates optimal
configuration of a magnetic field;
2) The magnetic and thermal prehistory of a superconductor that leads to a large
magnetic moment.
For magnetic guideways with different configuration of NdFeB permanent magnets,
distributions of magnetic fields were measured by Hall probe scanning. Magnetic properties
of YBaCuO were measured by VSM magnetometer at liquid nitrogen temperature. The
levitation gap measurements were performed for each magnet guideway design for both
levitation over guideway and suspension under guideway. The magnetic behavior of thesuperconductor was analyzed on the base of the critical state model.
Optimal configurations of the magnetic track and the magnetic-thermal history of thesuperconductor were determined, leading to a maximum levitation gap. This levitation gap
was substantially larger when the superconductor was suspended under the track than in
the case of levitation over the track.

Keywords
Magnetic guideway, Superconducting suspension and levitation, Permanent magnets,
Levitation gap

The Maglev 2018 is supported by

Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201886

7 Superconductors, Application of Superconductivity, Poster Session

An Improved Halbach Electromagnetic Turnout Designfor HTS Maglev System
Liu Xiaoning
Co-Authors: Yanxing Li, Shijie Bao, Changhu Liang, Ruixue Sun, Zigang Deng
Short Description / Abstract

The turnout is a crucial track junction device of the hightemperature superconducting (HTS) Maglev System. Due to thespecial permanent magnet guideway (PMG), the non-mechanicalelectromagnetic turnout is a good choice. Therefore, it is vital toinvestigate the electromagnetic turnout. In this paper, a splayedelectromagnetic turnout based on the Halbach PMG is completed inorder to prove its continuous operation capability. And then, a new
type of electromagnet is designed, which could achieve a better
magnetic field. Magnetic field adjustment electromagnets are
introduced into Halbach PMG, so as to eliminate sharp turning inelectromagnetic turnout to improved vehicle passing stability. Finally,a new turnout method for double Halbach PMG is proposed. These
works provide significant references for future Halbach PMG
electromagnetic turnout design in the HTS maglev transportation
practical application.
Keywords

Electromagnetic turnout, High temperature superconducting maglev,
Halbach, Magnetic field, Bulk high temperature superconductors

The Maglev 2018 is supported by

Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201887

7 Superconductors, Application of Superconductivity, Poster Session

Progress in the Research of Copper-Oxide
Superconductors
Pan Hongliang
Co-Authors: Tang Shaoqiang, Xu Zhao
Short Description / Abstract

Since H·Carvalin·Onnesse discovered the superconductivity of
mercury in 1911, we have made progress in the research of thesuperconductor and the superconductor have evolved from single
element, alloy to complex compounds with multiple elements. With
the development of the research about new superconducting
materials, the research of iron based superconductors, copper-oxide
superconductor and magnesium boride superconductor is the latest
research trend. So far the proved highest superconducting transition
temperature of copper-oxide superconductor is 130K under normalpressure and could reach more than 160K under high pressure. Basedon the experience accumulated in past decades, we propose some
general introduction about the main structure type, thesuperconducting principle and the application of copper-oxide
superconductor. It is expected that a positive effect would be madein the research of copper-oxide superconductor.
Keywords

High temperature superconductors, Copper-oxide superconductor,
Superconducting principle, Application

The Maglev 2018 is supported by

Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201888

8 Permanent Magnets, Presentation

Modeling and Controller Design for Permanent
Magnet-Electromagnetic Hybrid Suspension
Yu Peichang
Co-Authors: Cui Peng, Li Jie, Zhou Danfeng
Short Description / Abstract

Nowadays, our team is developing the medium-speed maglev
train with 160km/h adopts permanent magnet-electromagnetic
hybrid suspension (PEMS). With the addition of permanent magnet,
the suspension energy consumption can be reduced significantly. This
paper discussed the modeling of PEMS system with uncertain
parameters and disturbance. Firstly, the linear model of PEMS isbuilt, in order to investigate the uncertain range of the model
parameters, some experiments are designed. Furthermore, based on
the preliminary designed controller, the static environment
disturbance range is also measured by experiments and theoretical
calculations. With the linear model with uncertain range, the robust
controller is designed and tested.
Keywords

PEMS, Medium-speed, Maglev train

The Maglev 2018 is supported by

Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201889

8 Permanent Magnets, Presentation

Experimental Researches on Magnetic Levitation
Forces in Permanent Magnet-Based Suspension
SystemTatyana Zimenkova
Co-Authors: Viktor V. Nikitin, Sergey A. Kaznacheev,
Anton S. Krasnov, Nikita A. Aksenov
Short Description / Abstract
The development of the manufacture technology of permanent magnets has revived
interest to the creation of systems employing them. At Emperor Alexander I St. Petersburg
State Transport University, a test stand was created for conducting researches that model
the interaction between a movable guideway, made of a conductive material, and thesuspension system employing permanent magnets. On this test stand, a number ofexperiments was conducted to assess the levitation, braking and lateral shift forces, whicharise during movement of the guideway along the Hallbach array at various speeds,
levitation gaps and location of the magnet array relative to the guideway. During the test
following results were obtained.
At low speeds (V<8 m/s) the braking force arises, which intensively increases with theincrease of speed. The maximum force was detected in the diapason of V=(6…12) m/s. At
speeds V>12 m/s, the braking force decreases as the speed increases. The increase of thelevitation gap in the diapason δ=(6…16) mm results in the decrease of the maximum value ofthe braking force and shift of this extremum towards the area of greater values of speed.
At low speeds (V<8 m/s) and a fixed levitation gap of δ=16 mm, the attraction of theguideway to the magnet array takes place. At increase of speed of more than 8 m/s, thesteady increase of the levitation force was observed, which, as it was mentioned above, wasaccompanied by the decrease of the braking force at the speed of V>12 m/s, which indicatesat the improvement of the levitation quality of the system at high speeds.
Apart from this, the influence of the location of the magnet array relative to theguideway on the transverse forces was investigated. During the test, at a fixed levitation gap,
the magnet array was rotated around its vertical axis by the angle α=(0…45)º and shifted in
the transverse direction along the longitudinal axis of the guideway. It was found out thatthe greatest transverse force would arise at the angles of α=(25…35)º. This circumstance
may be used during the creation of the combined magnetic and dynamic levitation andstabilisation system on the basis of the twin magnet arrays, symmetrically displaced relative
to the guideway.

Keywords
Permanent magnets, Halbach array, Dynamic levitation system, Dynamic stabilisation system
The Maglev 2018 is supported by

Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201890

8 Permanent Magnets, Poster Session

Analysis of Inductance Due to Improved Power of Spoke Type
Permanent Magnet Synchronous Motor for Electric Bicycle by
Applying Non-Magnetic Material
Lee JuHyungkwan Jang, E-mail: julee@hanyang.ac.kr
Co-Authors: Gang Seok Lee, Jaehan Suh, Hyunwoo Kim
Short Description / Abstract
In this paper, the inductance change was analyzed from spoke-type
permanent magnet synchronous motor (PMSM) which torque was improved byusing non-magnetic material, without any changes of motor parameters.
Magnetic flux leakage occurs from the permanent magnets (PMs) where
inserted into rotor of a 330W spoke-type PMSM for electrical bicycle. In orderto minimize the magnetic flux leakage, ribs and barriers are necessary.
However, stainless steel was chosen as non-magnetic material. Also, it was
substituted to outer ribs and barriers at the end of rotor to reduce magnetic
flux leakage.
As applying stainless steel to ribs and barriers, magnetic torque wasenhanced because magnetic flux leakage decreased and magnetic flux linkage
increased due to increase in magnetic flux flowing to the airgap. At 1325 rpm,
Torque was 4.3% improved from 2.379 Nm to 2.482 Nm after applying stainlesssteel at the same constraint condition of the spoke-type PMSM. However,inductance of d-axis and q-axis were changed from 0.281 mH to 0.302 mH andfrom 0.242 mH to 0.231 mH, respectively. Also, current phase angle was moved
5.9 degree to 4.9 degree and saliency of inductance was decreased from 0.862
to 0.765.
Even though saliency of inductance decreases, stainless steels thosewere inserted into outer barriers and ribs prevented magnetic flux leakage andenhanced magnetic flux linkage from 0.023 Wb to 0.024 Wb resulting
increasing magnetic torque. Finally, power was increased from 330 W to 344 W
with inserted stainless steel to outer barriers and ribs.
Keywords
Rare-earth magnet, Inductance, Non-magnetic material, Magnetic flux linkage,
Magnetic flux leakage
The Maglev 2018 is supported by

Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201891

8 Permanent Magnets, Poster Session

Mathematical Modeling Non Circular Tampering
Structure of Permanent Magnet
Lee Gang Seok
Co-Authors: Hyeong Gwan Jang, Won-ho Kim, Ju Lee
Short Description / Abstract
BLDC Motor (Brushless DC Motor) is used in various applications likescientific studies, industrial and many applications. BLDC Motor has many
advantages over other motors- high torque to weight ratio, constant power,
low maintenance cost, control simplicity and high efficiency. BLDC motor has
trapezoidal back EMF and harmonic waves are included in back EMF. But, incase of small electric motor, there are many restrictions. Small BLDC motor ishighly sensitive to each parameter. So, effect of harmonic wave to small BLDC
motor is bigger than effect to big BLDC motor. As effect of harmonic wave
increase, performance of BLDC motor decrease. Analysis of harmonic wave
reduction is underway. This paper shows mathematical modeling techniqueconsidering permanent magnet and tampering structure for harmonic wave.
Tampering structure of permanent magnet Tampering structure has many
types (step-type, non-circular-type, segmentation-type). Each type has eachmathematical modeling technique. This paper presents non-circular-type
tampering structure. This paper shows SPMSM which has non-circular-type
tampering structure. Mathematical modeling of permanent magnet tampering
structure Non-circular type tampering structure consists of curve. Curve isdifficult to be divided in section. To divide curve, very small section division isused. Curve is aggregate of very small section and can be divided in very small
section. If length of very small section is defined L. L can be calculated bynumber of very small section. With a permanent magnet symmetrically,
permanent magnet is divided into n sections. Total number of permanent
magnet section is 2n+1. Magnetization direction of permanent magnet defines
magnetization direction of very small section permanent magnet. Considering
very small section permanent magnet and magnetic electric equivalent circuit,mathematical technique modeling and analysis can be defined.
Keywords
Mathematical modeling, Tampering, Permanent magnet
The Maglev 2018 is supported by

Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201892

8 Permanent Magnets, Poster Session

Comparison of Interior Permanent Magnet Motor withDifferent Permanent Magnet Topologies for Traction
Applications
Li Weili
Co-Authors: Cao Zhaobin, Li Dong, Li Jinzhou, Li Qiusheng,
Guo Xiaoming, Tian Dashan, Wang Jiajun
Short Description / Abstract
Reluctance torque is a common problem of permanent magnet motor, and it is oneof the most important problems to be considered in the design of this kind of motor. The
permanent magnet in the permanent magnet traction motor is built in the rotor core, whichcauses the salient pole effect caused by the asymmetrical magnetic flux between the d-axis
and the q-axis. The protruding rate of Xad/Xaq directly affects the starting performance ofthe motor. In this paper, by analyzing the shape of the permanent magnets to adjust thesalient pole ratio, the analytical expressions of the armature reaction reactance of the d-axis
and the q-axis are deduced, respectively. The armature reaction reactance values of the daxis and the q-axis with different rotor structures are given. The starting torque multiples,
starting current multiples. The influence of the salient pole rate on the starting torquemultiplier and the starting current multiplier is obtained. The results of finite element
calculation show that the above-mentioned different rotor structures have different starting
performance parameters in the starting process. The conclusions obtained are references topromote the practical application of permanent magnet traction motors.
Permanent magnet traction motor (PMTM) in actual use to achieve high starting
torque and maintain speed operation, rotor structure design is more complicated. The
existing literatures on permanent magnet traction motor research includes: the rotor
magnetic circuit topology, starting performance and pull-in performance, armature reaction
reactance calculation, traction motor loss calculation and so on.
This paper studies the influence of rotor magnetic circuit change on the starting
performance of permanent magnet traction motor from the angle of rotor magnetic circuit
topology. First, the analytical expressions of the d-axis and the q-axis armature reaction
reactance of the permanent magnet traction motor are given. Then, by changing thearrangement of permanent magnet and the presence or absence of the cage inside rotor,
the influence of different rotor magnetic circuits on the motor's armature reaction reactanceof the d-axis and the q-axis and salient pole ratio are studied. The influence of rotor
magnetic circuit changes on motor starting performance is obtained. Finally, two permanent
magnet traction motors with different magnetic circuit structure are used as the prototype,the validity of the above measures is verified by the finite element method.

Keywords
Permanent magnet traction motor, Armature reaction reactance, Protruding rate; Starting
performance
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Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201893

8 Permanent Magnets, Poster Session

Influence of Solid Rotor Alloy Material on
Starting Performance of Permanent Magnet
Traction Motor
Li Weili
Co-Authors: Cao Zhaobin, Li Dong, Li Jinzhou, Li Qiusheng,
Guo Xiaoming, Tian Dashan, Wang Jiajun
Short Description / Abstract
Solid Rotor Permanent Magnet Traction Motor (SRPMTM) have a goodstarting ability and synchronization capability in heavy load starting, frequent
stops, repeated short-term work and other occasions. In this paper, the starting
process of SRPMTM is theoretically analyzed. The two-dimensional
electromagnetic field equation is solved by the time stepping finite element
method, and the starting current multiplier and starting torque multiplier
under the rated load are obtained. On this basis, the influence of different solid
rotor alloy materials (conductor for electric and magnetic) on the starting
performance of the SRPMTM are studied and the change law of starting
performance of the motor under different solid rotor alloy material are
obtained. Through the comparison of schemes, the reasonable rotor material isselected to verify the validity of the 315kW, 6-poles SRPMTM prototype.
The SRPMTM is widely used in various industrial fields. However, thestarting cages and permanent magnets exist in the rotor of SRPMTM, whichmakes the starting process of the motor more complicated. At the same time,
the starting performance of SRPMTM is related to the resistivity andmagnetization curve of solid rotor material. In order to obtain better starting
performance, the 315kW, SRPMTM as an example, the theoretical research on
the different permeability alloy material (conductor for electric and magnetic),
BH curve and resistivity of solid rotor are carried out. The influence of the alloymaterial on the starting performance of SRPMTM are compared and studied. It
provides a reference for the design and optimization of this type of motor.

Keywords
Alloy material, Conductor for electric and magnetic, Permanent magnet
traction motor
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94

8 Permanent Magnets, Poster Session

A Model Predictive Direct Torque Control fora New Kind of PMLSMLin Guobin
Co-Authors: Zhao Yuanzhe, Liu Xiufei
Short Description / Abstract

In this paper, a new kind of permanent magnet linear
synchronous motor (PMLSM) with concentrated windings for freighttrain is introduced. For this PMLSM, the model predictive direct
torque control (MPDTC) based on a cost function is proposed. The
discrete-time state-space prediction model of PMLSM is establishedin the dp reference frame. By evaluating the cost function
considering the torque error and the stator flux error for eachswitching state in a two level inverter, the voltage vector andswitching state are selected and set for the following sampling
period. The simulation results validate the performance of the
proposed control scheme.
Keywords

Freight maglev, PMLSM, MP-DTC, Cost function

The Maglev 2018 is supported by

Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201895

9 Guideway and Infrastructure Technologies, Presentation

Influence of Track Irregularities on Ride Comfort
of Low-Speed Maglev System
Huang Jingyu
Co-Authors: Xiong Zhou, Zhewei Wu
Short Description / Abstract

Track irregularities of low-speed maglev line have great
influence on the vibration of vehicle, and the ride comfort will be
reduced. In this paper, by using the method of dynamic simulation, a
EMS low-speed maglev model with multi-degree of dynamic freedom
was established. The track irregularities are taken into considerationin the model to calculate the vibration acceleration of vehicle. Thenby analysing the comfort index, the impact of track irregularities onride comfort is investigated. The results can be a great significance on
the vibration control of vehicle in the subsequent researches.
Keywords

Track irregularity, Comfort, Line maintenance, Vibration control,
Dynamic simulation

The Maglev 2018 is supported by

Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201896

9 Guideway and Infrastructure Technologies, Presentation

Parametric Analysis in Dynamics of Structures with
Uncertain Damping
Arkady Livshits
Short Description / Abstract
Damping is an important parameter that has significant influence on dynamic
behaviors of the structures. Actual damping of the structures is not known for certain and insome cases may depend on applied dynamic loads. To obtain a feasible solution of the real
problem, parametric analysis, where structural damping serves as one of variables, is often
used in engineering practice. Two examples of parametric analysis application for different
structural dynamics problems are discussed.
The first problem is dynamic stability of the Maglev main beam torsional vibrations.
Equations of torsional as well as torsional-bending vibrations of the concrete beam loaded
by controlled electromagnetic forces are obtained. Electromagnetic suspension system
consists of two kinematic chains (built of rigid pinned-connected modules with twoelectromagnets and two sensors mounted on each one), that was developed in historical“VNIIPI Transprogress” for the first Soviet magnet levitation vehicle, is taken into
consideration. The modified torsional vibrations equations are reduced to ordinary
differential equations (ODE) system using the Bubnov-Galerkin method. Dynamic stability of
the closed non-conservative system “concrete beam – electromagnets – control
automation” is investigated by an approximate method, which was originally developed forspace craft stability analysis. The area of instability in plane “fundamental torsional vibration
frequency – logarithmic decrement of torsional vibrations” is obtained by parametricanalysis. It allows the possibility to establish requirements for structural damping of theconcrete beam that serves as the main member in Maglev system infrastructure.
The second problem is across-wind load for grouped chimneys due to vortex
shedding. The Israel Electric Corporation Ltd (IEC) equipped existing Units 1-2 at Rutenberg
Power Station [which is named after Pinhas (Peter) Rutenberg – vice-mayor of Petrograd in
July-October 1917 and later founder of the IEC] with FGD (Flue Gas Desulfurization) system.
The new concrete chimney is located in close proximity to two existing concrete chimneys of
250 m height. Wind tunnel testing for 3 grouped chimneys has been performed by RWDI in
Canada. It has been found that bending moment at grade due to across-wind load issignificantly greater than the code-prescribed value, especially for existing Units 1-2
chimney. Height reduction and other structural modifications of the new designed chimney
are described. Interference effect investigation by RWDI semi-empirical model is presented.
Parametric study of bending moment as function of damping ratio and wind speed (10-min
average) is provided. Results of full-scale measurements of existing Units 1-2 chimney
vibrations are used for verification of actual damping ratio.

Keywords
Concrete beam, Electromagnetic forces, Structural damping, Concrete chimney, Acrosswind, Grouped chimneys effect
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Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201897

9 Guideway and Infrastructure Technologies, Presentation

The Design of the New Transport System
Evgenya Milovanova
Short Description / Abstract
The vehicle is offered the body of which it is made to create during the
movement an aerodynamic elevating force, and is supplied with mechanicalmeans of communication with a motionless carrying track. The distinguishedfeature of this vehicle is that it uses current conducting track being on highspeed sections of the track as a unit of transport system suspended to thevehicle in the function of cable-current conductor.
The aim of the work is the creation of the monorail-based, suspended
cable-way and air transport of essentially new type of transport combining
their best properties and strengthening them: - reliability, weatherproof,
opportunity of complete automation of management transportation process
and cargo handling works; - high carrying capacity, speed and range of action
without increasing capacity of bearing(carrying) ways; - meeting the highrequirements with regards to ecology and profitability in an expenditure ofenergy carriers, arising from the application of various means from the electric
power up to energy of natural gas; - flexibility of formation of structure oftransport.
The new vehicle, uses a monorail as track; its body can be made to create
the elevating force in it on the basis of aerostatics, and in addition it is suppliedwith constructive elements, to create aerodynamic elevating force during the
movement. Thus the track can be made as a combination of powerful sections
for an acceleration and facilitated mid-flight sites. The monorail of a transit canbe supplied with current conductor, feeding power installation, and on midflight sections of a way it can be made, as a cable-current conductor. The
power(force) installation can be made as a combination of engines of electrical
draft with engines of jet draft or draft of the air screw, to change the positionof a vector of draft in planes from horizontal up to vertical.

Keywords
New transport system, Mainline transportation, Aerodynamic elevating force

The Maglev 2018 is supported by

Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201898

9 Guideway and Infrastructure Technologies, Presentation

Bimodal Maglev Interoperable with Conventional
Rail Infrastructure
John Van Rosendale
Short Description / Abstract
One major obstacle to maglev deployment is the large amount of
infrastructure required. Maglev infrastructure is completely different thanexisting rail infrastructure—maglev trains cannot operate on conventional track
nor can conventional trains operate on maglev guideways. Given theestimated 1,370,000 km of rail right-of-way worldwide this is a real issue, and is
especially acute in urban areas where obtaining new right-of-way is difficultand expensive.
Addressing this issue, we are developing a high-speed train designed tooperate on both maglev guideways and conventional track. The heart of thisdesign is an articulated undercarriage component we call a “bimodal truck.” Abimodal truck consists of a conventional powered bogie surrounded by twomaglev bogies. When the train is operating on conventional track, theconventional bogie carries the load and the maglev bogies play no role. Whenthe train is operating on a maglev guideway, the maglev bogies carry the load
while the conventional bogie functions as a span bolster; the bimodal truck
functions like the undercarriage of a Schnabel car. The planned maglev bogies
are based on our MagFlite permanent-magnet-based maglev technology.
Bimodal trains of this new design will be compatible with existing rail
infrastructure and would satisfy a standard passenger load gauge. Transition
from conventional rail to maglev and back is done at speed by running througha special transition section. This transition section, US Patent 41817123,
contains parallel rail and maglev guideway components. Running through thissection to transition from rail to maglev, the maglev system gradually lifts thetrain off the rails. Conversely, running in the other direction, the maglev bogies
gradually set the train back on the rails. This paper outlines some of theengineering issues involved in high-speed transition between modes. A shortvideo illustrating the operation of this system will also be included.
Keywords
Interoperability, High-speed transition, Conventional rail infrastructure
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Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 201899

9 Guideway and Infrastructure Technologies, Poster Session

A Dynamic Detection Method for the
Guideway of Middle-Low Speed Maglev Train
Yang Ming
Co-Author: Guobin Lin
Short Description / Abstract

According to the irregularity of the guideway on middle-low
speed maglev train, this paper brings forward an irregularity
measurement system based on the levitation gap sensor and theacceleration sensor. Hardware system, including sensor
communication module, GPS module, signal acquisition board, isdesigned to collect data. By processing and analyzing the data, thegeometric shape of guideway is obtained.
Keywords

Middle-low speed maglev train, Guideway, Irregularity, Detection

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Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 2018100

9 Guideway and Infrastructure Technologies, Poster Session

Preliminary Study on Vertical Rigidity of Guideway for
Medium Speed Maglev Transportation System
Fu Qingxiang
Co-Authors: Liang xiao, Wang wuliang, Li Ye
Short Description / Abstract

Rigidity of guideway for maglev transportation system is an
important issue. The guideway with proper rigidity not only ensure
the operation safety and riding comfort, it’s also the key to the costof the maglev transportation system. The preliminary study onvertical rigidity of guideway for medium speed maglev transportation
system is conduct by means of finite element analysis on guideway ofoperating low speed maglev transportation. Also, the load anddynamic characteristics of medium speed maglev vehicles are
considered. Finally, the reference limit of vertical deflection androtation angle at beam end is proposed.
Keywords

Medium speed maglev transportation, Guideway, Rigidity

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101

9 Guideway and Infrastructure Technologies, Poster Session

Analysis of the Substructure Deformation of Shanghai
Maglev Line Due to Urban Municipal Engineering
Ye Feng
Co-Authors: Wanyu Tang, Guoqiang Wang
Short Description / Abstract

Shanghai Maglev Demonstration Line is the first and exclusive
commercial operation line with conventional-conductive high-speed
maglev technology in the world. Due to rapid urban development,
the construction activities in the protection zone of maglev line are
increasing frequently. Affected by various construction activities,
deformations of the substructure may happen, thus result in bad
influence on the operation of maglev train, so it is necessary toevaluate such kind of influence quantitatively. In this paper, amunicipal project near Shanghai maglev line is illustrated and finite
element analysis software is used to estimate the additional
deformations of the substructure during the construction andoperation. The deformation results are compared with the preset
threshold values, in order to provide a reference for the monitoringand protection of maglev line.
Keywords

High-speed maglev, Urban municipal engineering, Protection zone,
Finite element analysis, Deformation

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Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 2018102

9 Guideway and Infrastructure Technologies, Poster Session

Girder Type Selection in the Test Line of MediumSpeed Maglev Transportation
Ye Feng
Co-Authors: Zhihui Wu, Wanyu Tang
Short Description / Abstract

New medium-speed maglev transportation is being developed
by CRRC Zhuzhou Locomotive Co., Ltd, who is planning and preparing
a test line longer than 4 km. Guideway girder type selection is an
important work in the construction of test line. Overview of thegirder history and discussion for medium-speed maglev
transportation are introduced in this paper. Concept design for theselection has been developed and the key technologies in the
manufacture are analyzed. The works abovementioned are valuablefor the development of infrastructure of maglev transportation.
Keywords

Medium-speed maglev transportation, Girder type, Concept design,
Key technology, Manufacture

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Abstract for
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 2018103

9 Guideway and Infrastructure Technologies, Poster Session

Stress Analysis and Structural Comparison of Local
Position for Elastic-Bending Guideway Switch
Zhu Zhiwei
Co-Authors: Feng Ye, Laisheng Tong, Zhihui Wu, Guofeng Zeng
Short Description / Abstract

In high- and medium- speed maglev transportation field, elasticbending guideway switch is getting more and more attention becauseof its smooth line and high permitted maximum speed value. The
special function of elastic-bending guideway switch leads to complex
force of steel beam and regular maintenance of welding seam. It isnecessary to carry on detailed analysis on steel beam, especially on
local position. In this paper, guideway switch of SHA is taken as an
example to analyze the local stress and maintenance condition ofsteel beam. Through the analysis, different local structural schemes
are put forward and compared. And, the analysis results provide
guidance for the future engineering application of the elastic-bending
guideway switch.
Keywords

Elastic-bending, Guideway switch, Local stress, Schemes comparison,
SHA

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104

10 Reliability, Safety and Operational Control, Presentation

Non-Stationary Reliability Models of Elements andNodes of the Magnetic-Levitation Transport System
Vladimir Bubnov
Co-Authors: Sergey Sergeev, Valeria Solovyova
Short Description / Abstract
The report presents non-stationary models for determining the reliability indicatorsof elements and nodes of the magnetic-levitation transport system. The use of such models
is due to the uniqueness of the magnetic-levitation transport system and the inability toobtain a sufficient number of statistical data. Mathematical models are represented in theform of a system of Chapman-Kolmogorov differential equations. The system of ChapmanKolmogorov homogeneous differential equations describes the behavior of a non-stationary
service system in vector-matrix form:(1)
where x (t) is the vector of probabilities of finding non-stationary service system in one of
the states at time t; A is a square matrix that depends on the arrival intensity of the failure
flow and the parameters of the distribution law of time intervals for fault diagnosis andconnection of reserve facilities. Setting the initial conditions, we can solve the system (1).
The questions of forming a matrix of coefficients of a system of equations for various models
are discussed. Using a specially developed recurrent numbering of states of a non-stationarymodel, a numerical-analytic solution of system (1) is possible. For a numerical-analyticalmethod, the accuracy of a solution is compared with existing integrators, for example, with
Matlab. Table 1 shows the probability of an operative condition calculated using Matlab,
analytical method and the Runge-Kutta method implemented in Java with a different valueof step h on the time grid.
Table 1. Comparison of accuracy

MatlabAnalytical method
The Runge-Kutta method()
The Runge-Kutta method()
The report presents the structure and features of the implementation of the software
package for calculating the reliability indicators of elements and nodes of the magnetic-levitationtransport system.

Keywords
Non-stationary reliability model, Differential equations, Probability of operative condition
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105

10 Reliability, Safety and Operational Control, Presentation

Operational Breakdown and Performance Measure of
the Transcontinental High-Speed Maglev – a Recipefor Service Safety and Reliability
Chao Eugene
Co-Author: Jim Venturi
Short Description / Abstract
Magnetic Levitation (Maglev) systems have a noticeable operating track recordin about a dozen countries. Higher speed maglev technology has been built for many
intercity and regional lines in China, Germany, Japan, South Korea, United States,
Brazil, and other countries. Maglev developers claim that the transcontinental highspeed system can outperform the existing HSR and air transport and can achieve
higher speed, have lower energy consumption and life cycle costs, attract morepassengers, and boost regional economy. The article presents a systematic
breakdown of the proposed transcontinental high speed Maglev system andpinpoints critical operational components and implementation measures. The
analyses reach the following discussions on the three most important systemcharacteristics. First. The economic gravity and productivity of the transcontinental
high speed Maglev station must serve as the multimodal transportation hub. To
attract passengers; therefore, increase the ridership and farebox recovery, a unified
transfer service on schedule coordination has to be incorporated into the system.
Timed Transfer Systems (TTS) had the proven capability of increasing service
reliability across different modes. Second, the transcontinental high speed Maglev
had to make many trade-offs among area coverage to ridership attraction, station
density to daily maximum operating speed, and operating strategy to daily skip-stop,
partial express, as well as other accelerated services. The planning, design, andoperation of the entire network efficiency has to be openly discussed. Third, thecorrelation between systems capacity management and vehicle interior space design(e.g. seats) has a serious impact on operators’ long-term financial condition. The
involvement of identifying the equilibrium between these two factors in a linear
algebra method is substantial. Based on these discussions, the framework anddirection of transcontinental high speed Maglev strategic planning methodology is
becoming sensible.

Keywords
Transcontinental maglev, Strategic planning and implementation measures,
Operation design, System performance

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106

10 Reliability, Safety and Operational Control, Presentation

Optimization of Assistant-stop Area Planning in the
Middle-to-high Speed Maglev with Energy-Saving
Liu Jun
Co-Authors: Qingying Lai, Lingyun Meng, Qunyan Wang, Yazhi Xu

Short Description / Abstract

The assistant-stop area (ASA) is the special section thatpossesses power supply rail and personnel evacuation facilities,
whose quantities and locations in a line are of great significance toreduce construction cost and improve transportation efficiency forthe middle-to-high speed maglev. This paper focuses on the
optimization problem of ASA quantities and locations in a line of
middle-to-high speed maglev. The influence mechanism of the ASA
on the two-dimension speed-protection curve for the maglev isanalyzed, and a mathematical model of the ASA and train trajectory
is constructed, in which energy-saving, time-saving of the train
trajectory, and construction costs are considered. Furthermore, thegenetic algorithm is used to solve the nonlinear model. Numericalexamples are given to illustrate the effectiveness of the proposed
methods.
Keywords

The middle-to-high speed maglev, Energy-saving, Assistant-stop area,
Genetic algorithm

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Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 2018107

10 Reliability, Safety and Operational Control, Presentation

Risk Assessment Model of the Guideway Switch
System of the High Speed Maglev System
Zeng Guofeng
Co-Authors: Xingtai He, Zhiwei Zhu

Short Description / Abstract
High speed maglev system is a highly complex transportation systemcomposed of four tightly coupled subsystems, which are vehicle, guideway,
propulsion and power supply, and operation control. In order to makereasonable evaluation on the reliability of high speed maglev system, especiallyafter years of operation, it is indispensable to build risk assessment model ofthe four tightly coupled subsystems, and then the whole system. However,there are still no applicable assessment model and corresponding codes forhigh speed maglev system at present. In this passage, risk assessment model
based on the operation experience of Shanghai maglev line was discussed,
taking guideway switch system as an example. Based on the analytic hierarchy
process (AHP) and fault tree model (FTA) method, a multi-layer structure model
for assessment of guideway switch was proposed. Factors of man, machine,
environment and management are considered. Effects of system redundancy
design, balance and state maintenance are also taken into account. Consideringinteraction between guideway switch and other systems, interfaces wereconsidered as special assessment units. Because the assessment of the four
subsystems is logically similar, the model and corresponding method can easily
apply to the assessment of the whole high speed maglev system.
Keywords
High speed maglev system, Risk assessment model, Guideway switch system

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Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8, 2018108

10 Reliability, Safety and Operational Control, Poster Session

Information Flow Analysis on Data Transmission ofHigh-Speed Maglev Operation Control System Basedon Data Priorities
Chen Yijun
Co-Authors: Zhiming Liao, Hongliang Pan
Short Description / Abstract

Operation control system is a large complex train control
system which involves a large number of operational data during theoperation. If the same transmission strategy is adopted for therunning data of the operation control system, the real-time
performance of the core control data will not be guaranteed. Firstly,
the operation data of the high-speed maglev operation control
system is systematically analyzed. Next, the classification and priority
are built up. And then the information flow is analyzed to meet thetransmission of high-speed maglev operation control system
requirements of real-time and safety data transmission. Finally, abrief conclusion is given.
Keywords

High-speed maglev, Operation control system, Data transmission,
Data priority, Information flow

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109

10 Reliability, Safety and Operational Control, Poster Session

Recognition of Obstacles on High-Speed Highways inReal Time by Intelligent Vision System
Anatoly Khomonenko
Co-Author: Evgeny Yakovlev
Short Description / Abstract
There is a large number of technical systems that improve safety on
Railways. However, these systems cannot prevent collisions of trains in thesame and opposite directions. There are no technical systems on high-speed
Railways able to identify the barriers and the degree of danger in real time. Thistask is mainly assigned to the driver, and the quality of its solution depends
greatly on his care and fatigue, weather conditions and day and night light.
Intelligent vision systems are suitable for solving the problem of detecting andassessing the degree of danger of obstacles at a distance that will make itpossible to take measures to prevent a collision.
The algorithm of detection and recognition of obstacles in the system oftechnical vision with the use of convolutional neural networks, with thesubsequent assessment of the degree of danger on the basis of fuzzy inference
is proposed. Detection and recognition of obstacles includes a pre-trained
convolutional neural network that can recognize objects in images obtained bycameras mounted on motion composition. Information about the object
obtained from the neural network and containing such information as: the typeof object, its velocity vector, position relative to paths, dimensions serve as
input to the fuzzy rules base, on the basis of which the optimal solution is
proposed.
Keywords
Convolutional neural networks, Object recognition, Machine vision system

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10 Reliability, Safety and Operational Control, Poster Session

Research on the Medium and Low Speed Maglev
Suspension System Based on Unified Utility Model
Pan Hongliang
Co-Authors: Xu Zhao, Tang Shaoqiang
Short Description / Abstract
In order to ensure the cost and efficiency of medium low speed maglev
transportation system during its entire operation life, we need to make adecision balance between the reliability and maintainability of the system.
Therefore, maintainability is used to get the best cost effect, so that maglev
train can repair at the shortest time to meet the requirements of stable andsafe operation of the system, and consume the minimum guarantee resources.
In this paper, in the low-speed maglev train system as an example, to build a
unified utility model, the number of components of suspension system of fullcycle value relationship, the complex value problem in a unified scale, decisionutility function to get the full cycle cost suspension system. The MATLAB is used
to simulate the simulation, so that all the alternatives can form a full order on
the basis of the utility function, and then get the best solution.
Keywords
System maintainability, Unified utility model, Utility function, Suspension
system, Medium and low speed maglev train

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111

10 Reliability, Safety and Operational Control, Poster Session

Study on Reliability Analysis of Suspension Controllerof the Medium and Low Speed Maglev Vehicle
Pan Hongliang
Co-Authors: Xu Junqi, Hao Yiwei, Xu Zhao
Short Description / Abstract
Suspension controller is the core device of suspension system of themedium and low speed maglev vehicle, its reliability directly affects thestability, reliability and safety operation of the whole medium and low speed
maglev train. Reliability analysis is of great theoretical and practical value for
improving the performance of the suspension controller.
Taking Hunan Changsha maglev express as an application case, based on
the mechanism and functional structure of the suspension controller, thereliability of the suspension controller is analyzed and studied. According to theChinese standard GJB/Z 299C, the reliability prediction handbook for electronicequipment, the reliability of the suspension controller is calculated andanalyzed by synthesizing the stress analysis method, the component counting
method and the RBD reliability block diagram method. The reliability weak
points of the suspension controller are analyzed, and the design optimization
proposal is suggested to improve the suspension controller reliability.
Keywords
Medium and low speed maglev vehicle, Suspension controller, Reliability
analysis, Reliability prediction, Maglev transportation

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10 Reliability, Safety and Operational Control, Poster Session

Gray Relational Analysis between the MaglevStructural Deformation and Construction Parametersof the Shield Tunnel Crossing the Shanghai Maglev
Protected Area
Wang Guo Qiang
Co-Authors: Song-Tao Hu, Feng Ye, Guo Feng Zeng, Wen-Li Xu
Short Description / Abstract
Shanghai maglev has been running safely for 15 years, during which
multiple external construction entered into the maglev protected area. If
effective measures could not be taken to do the comprehensive technicalmonitoring, it would cause severe deformation of the maglev structures andserious effect on the safe operation of Shanghai Maglev. On the background of
the project shanghai metro line 13 shield tunnel crossing the shanghai maglev,
from the cause of the deformation of maglev and for the deformation
requirements of the maglev structures, this thesis has studied the gray relation
between deformation and shield parameters (earth pressure, thrusting speed,
grouting volume, cutterhead torque and so on) and has found sensitive
parameter sequences, therefore, shield parameters can be optimized andadjusted to control the deformation actively. In this paper gray correlation
degrees are calculated between the deformation of the maglev structures andshield parameters, then the sequences of the correlation degree between
parameters and deformation are given to direct the construction. Practice has
proved that the method in this thesis has guiding effects on the control of themaglev deformation caused by the shield construction and the results have acertain reference value for similar projects.
Keywords
High-speed maglev, Deformation monitoring, Protected area, Gray correlation
degree, Shield construction parameters

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113

10 Reliability, Safety and Operational Control, Poster Session

UML Based Test Cases Generation for the Centralized
System of High Speed Maglev
Zhao Wenwen
Co-Author: Lun Zhang
Short Description / Abstract
The high speed maglev Centralized Control System (CCS) is very critical as
an assurance for the safety of maglev train, so it is necessary to test the systembefore put into use. Currently, according to the knowledge of authors, there islimited systematic test cases for CCS. In the light of this, the generation of test
case of CCS using Unified Modeling Language (UML) is proposed in this paper,and the scenes of operation process of CCS are divided based on the function
features. Then the corresponding UML models, use case diagram, state
diagram, activity diagram and sequence diagram, are developed, and according
to these models, the test cases of the specified case are generated. At last, thegenerated test cases are all executed in the developed lab-test system. The
results show that the generated test cases can fully simulate the common
situations of the operation scene, and effectively improve the test efficiency
and test quality.
Keywords
CCS, Function features, UML, Scenes of operation, Test cases generation

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10 Reliability, Safety and Operational Control, Poster Session

Practice of Comprehensive Technical Monitoring andProtection for Shanghai Maglev Line in the Crossing ofMetro Line 13
Ye Feng
Co-Authors: Guoqiang Wang, Feng Ye, Guofeng Zeng,
Zhiwei Zhu, Yihong Yuan, Wanyu Tang
Short Description / Abstract
Shanghai high-speed maglev demonstration line is an importantcomponent of the rail transit network. Range of 30m beside the rail outer edge
is defined as the protection zone. Once there are some construction works inthe protection zone, comprehensive technical monitoring and protection,
which covers the construction target and maglev track, continues from the preconstruction to the post-construction, is necessary to control the influence tomaglev structure and ancillary facilities. Main contents of the comprehensive
technical monitoring and protection are introduced in this paper. As an
example, it was applied in the crossing of Metro Line 13, thus the engineering
practice is illustrated and some key links are analyzed. This practice is valuablefor the reference of future similar engineering.
Keywords
High-speed maglev, Protected zone, Comprehensive technical monitoring andprotection, Deformation monitoring

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11 Maglev Elevators and Escalators; Magnetic Bearings, Maglev Wind Turbines, Presentation

MULTI® - Rope-less Elevator Demonstrator at Test
Tower Rottweil
Appunn Rüdiger
Co-Authors: Jürgen Frantzheld, Friedrich Löser, Markus Jetter
Short Description / Abstract
The world’s first linear motor driven passenger elevator system MULTI®
goes into operation at test tower Rottweil. A full scale showcase has been
installed, the commissioning is finished and extensive testing activities are
performed. The new test tower in Rottweil provides the perfect test andcertification environment to get this ground-breaking product onto the market.
The propulsion of the cabins is based on an ironless long-stator linear
motor with distributed active drive, motor and sensor elements. This
technology allows cars to move individually in the same elevator shaft without
any ropes. The same type of linear motor will also be used to exchange cabins
horizontally from one shaft to another. Herewith a movement of the cabins in aloop or any vertical and horizontal travel path can be realized. Special
horizontal shafts are used for parking and maintenance of cabins. The testingprocedures to characterize the operation of the MULTI® include measurementsof electrical, mechanical and thermal quantities.
Smart energy management distributes power of descending cabins forascending cabins. To overcome the high power demand for acceleration cabins,a high power energy storage system is installed. This paper presents firstmeasurement results of the MULTI® showcase manly focusing on the linear
motor propulsion system.
Keywords
Ropeless elevator system, Distributed linear drive technology, Multiple cabin
operation, Vertical and horizontal movement

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11 Maglev Elevators and Escalators; Magnetic Bearings, Maglev Wind Turbines, Presentation

Empirical Investigation of Possible Concerns Regarding
the Use of Magnetic Levitation Elevators
Kirchner ManuelShort Description / Abstract
This study focuses on an issue regarding an innovation of magnetic
levitation elevators, which is by different media coverage indicated as being
unresolved:
Are potential users of magnetic levitation elevators concerned about thesafe use of these elevators and, if so, what kind of concerns exist? To
contribute a first scientifically sound assessment to this, a three-day face-toface interview at the elevator test tower in Rottweil (Baden-Wuerttemberg),
where aforesaid elevator technology is tested, has been conducted. There,(touristic) visitors of the tower and the observation platform on it have beensurveyed on a standardized questionnaire.
The results have shown that the average tendency of prospective
conceivable users tends to be free of concerns. In addition, a share of about
one-sixth has both expressed and concretized concerns. Those relate mainly to
new characteristics of this elevator technology – absence of ropes, magnetic
levitation, magnetic field presence – partially associated with known aspects
such as power loss.
The study provides an explorative contribution to the topic described
and therefore seems to be particularly interesting for both researchers willing
to look further at this or similar areas and manufacturers or future clients ofthe technology in the context of, for instance, communicating its prospective
implementations.
Keywords
Maglev elevators, Concerns of use, Multi, Prospective use, Safety

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11 Maglev Elevators and Escalators; Magnetic Bearings, Maglev Wind Turbines, Presentation

Analysis on Riding Quality of Maglev Shanghai
Demonstration Line
Yuan Yihong
Co-Authors: Yanyun Luo, Feng Ye, Zhiwei Zhu,
Guoqiang Wang, Guofeng Zeng
Short Description / Abstract

This article made a description on the riding quality test appliedin Shanghai Maglev Demonstration Line in November 2017 and theanalysis of the result. Kept running daily at 300km/h ~ 430km/h forabout 15 years, SMTDC (Shanghai Maglev Transportation
Development Co., Ltd.) wanted to know the riding quality of themaglev train in Shanghai currently and invited NMTC (National
Maglev Transportation Engineering R&D Center) to apply the test.
After the test NMTC made a series of analysis based on the result.
Different operation conditions like running directions, maximum
speeds, different tracks and different measuring points werecompared, also some rules were found during the analysis. The result
showed after those years' operating even with much lessmaintenance than conventional wheel-rail train system thecontactless Transrapid system was still working properly.
Keywords

Riding quality, High speed maglev, Shanghai

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12 New Ideas on Levitating Device Applications, Presentation

Electromechanical Battery with an Electrodynamic
Magnetic Bearing
Brincaepe Campo Alexandre
Co-Authors: Rech E., Soares E., Ferreira L.T., Forte G.M, Costa E.A.
Short Description / Abstract
This work describes a flywheel system designed to use a suspension
based on electrodynamic magnetic bearing. The proposed equipment consistsof an electromechanical battery composed of a motor-generator system, basedon brushless machines. This system is attached to a rotating mass suspended
through electrodynamic magnetic bearings. On the levitation system, theguidance is obtained through magnetic fields induced by currents, produced inmetallic non-ferromagnetic materials, this effect is called electrodynamic
levitation. Permanent magnets with a high superficial magnet field intensity arealso used to suspend the rotating mass.
The system used to control the generator-motor is implemented in FieldProgrammable Gate Array (FPGA) digital device associated to a microprocessed
system. It allows great flexibility on the development of the system used tocontrol the machine. Considering that the kinetic energy stored is proportional
to the square of the speed, the system can be compact, with a high density
energy being stored. The structure of the stator is fixed in the center of thedevice. This way the mass of the rotor will be positioned on the region with thelargest radius in the system, ensuring a greater capacity to store energy. All of
the set will be built inside a structure to allow the removal of the air inside it,
reducing even more the friction forces.
Keywords
Electromechanical battery, Electrodynamic levitation, Brushless motor,
Magnetic bearing

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12 New Ideas on Levitating Device Applications, Presentation

A Bearingless PM Synchronous Machine with a ZeroSequence Current Driven Star Point-Connected Active
Magnetic Thrust Bearing
Dietz Daniel
Co-Author: Andreas Binder
Short Description / Abstract
Common cylindrical bearingless drives require a separate thrust bearing, which is fed
by a DC supply. Here, a technique is presented, which enables the feeding of the thrustbearing by an artificially generated zero-sequence current between the two star-points ofthe two parallel windings of the bearingless PM synchronous machine. This way, no
additional DC supply for an axial active magnetic bearing is needed. It is replaced by two
three-phase inverters as stator winding supply, which are needed in any case to generate
torque and lateral rotor force in the motor.
The principle is shown for the following configuration: A bearingless PM synchronous
motor with a combined winding of two three-phase systems for torque and lateral force
generation is fed by two asymmetrical three-phase current systems. Two standard threephase PWM-inverters are used with field-oriented control. In a first step the time instants of
the active stator voltage vectors, required for torque and lateral force generation, arecalculated. The arbitrary zero voltage time spans can be arranged differently for the twostar-connected three-phase current systems. This way, the difference of potential between
the two star-points during the zero time instants cause a controllable current. This current
feeds the thrust bearing. However, the function depends on the modulation index, which
determines the zero voltage time span. Moreover, the resulting axial force depends on therelation between the bearing impedance and the zero-sequence motor impedance.
Therefore, the aim is to illustrate the feasible inverter operation limits on the one hand andthe special design requirements of the motor and the thrust bearing for efficient axial force
generation on the other hand.
Since each bearingless motor needs two three-phase current systems, either for aseparate drive winding and a suspension winding or for the here considered two parallel
three-phase windings, the principle of a zero-sequence current supply for an axial active
magnetic bearing is generally applicable.

Keywords
Bearingless drive, Combined winding, Zero-sequence current, Star point-connected thrustbearing

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12 New Ideas on Levitating Device Applications, Presentation

High Speed Vacuum Air Cehicle
Mishra Rajat
Co-Authors: Himanshu Sharma, Harshit Mishra
Short Description / Abstract
There is a number of problems in the prior art, those are topics ofresearch inputs like ranges of the drag force generated by the vehicle, lift force
at high vehicle motion velocities for compensation of the vehicle weight,
Aerodynamic aspects of operation of the vehicle, Stream wise stability ofvehicle motion and levitation and breaking of the vehicles and supersonic
speed is not achieved in any mode of transportation.
But this present invention related to high speed magnetic levitatingtransportation. More particularly, present invention is related to high speed
magnetic levitating transportation using compressed air chamber in thetransportation vehicle. The present invention is more particularly related tohigh speed vehicle levitated on a vacuum tunnel by using electromagnetic
levitation.
As this vehicle will move from one place to another in a vacuum
environment and this vehicle will levitate above track with the help ofelectromagnets. And the important thing is its motion, which is possible due toreaction force of high pressure air, coming out from compressed air chamberpresent in vehicle. And it can give us the acceleration as per load requirement.
AND IT CAN ACHIEVE SUPERSONIC SPEED IN FEW SECONDS.
Keywords
Magnetic track, Inlet ports, Outlet ports, Compressed air chamber, C-clamp

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12 New Ideas on Levitating Device Applications, Presentation

The Maglev – Systems on the Basis of Trestleof Arch TypeEvgeny Sundukov
Co-Authors: Leonid Selivanov, Veronika Sundukova
Short Description / Abstract
We will call the overpass having an arch in cross section by trestle of arch
type. The monorail in the city of Wuppertal can serve as prototype of an archtrestle. The trestle of arch type allows to realize various limiters of movements.
In the cargo transport systems various decisions which are directed toreduction of cost of construction and operation of maglev-system can beapplied. In particular, the containers can be transported at their levitation in
the top part of an arch trestle ("the driving on a ceiling"). The liquids or gases incylinders can be transported by means of a levitation concerning of beamtrestle placed under an arch ("the driving along a beam").
For passengers the main thing to ensure safety and comfort. Protection
against electromagnetic radiations can be reached by an arrangement of apassenger cabin at «safe distance» from a stator winding of the overpass.
However, it will lead to increase of trestle height and cost of her construction.
Some actions, for example, installation of protective screen, allow to reduce a«safe distance». As the result the cost of construction of a trestle falls, but thecost of a vehicle increases.
In all cases it is necessary to look for a compromise between
achievement of the goal of functioning of maglev-system and costs of its
construction and service.
Keywords
Maglev systems, Trestle of arch type, Driving on a ceiling, Driving along a beam,
Safe distance

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13 Standardization Issues, Presentation

Standardization of Maglev Transportation
Systems in Russia
Pavel Plekhanov
Co-Author: Vladimir Shmatchenko
Short Description / Abstract
Existing regulatory framework in Russia does not include a full set ofrules and standards needed as the main document is absent – Safety
Regulations on maglev transportation systems. However, in such the case
Russian regulatory framework has the possibility to start the development
through preparation of «project specific technical specifications» (PSTS). PSTS
will include main norms for subsystems of the maglev transportation system
for specific line. The ways of such the norms justification are investigations andexperience analysis. As the result of the works, the following generic PSTS weredeveloped: "General requirements", "Guideway", "Substructure, structures,
junctions and crossings", "Terminals and stations", "Propulsion and power
supply system", "Train control system", "Communication systems", "Vehicles","Integrated safety system". English-Russian (Russian-English) thesaurus became
another result of the works.
Keywords
Standardization, Maglev transportation system, Regulatory framework, Project
specific technical specifications

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123

13 Standardization Issues, Poster Session

Progress Made and Prospect of Maglev Transportation
Standardization in China
Yan Peiliang
Short Description / Abstract
With the development of urbanization in China, the demand for public
transportation is increasing. As a new type of rail transportation, Maglev(including medium and low speed Maglev, high speed Maglev) gradually shows
its technical and economic advantages in improving China's rail transportation
system. Research on related technologies have being deepened and expanded,and engineering applications are accelerating. In order to standardize theconstruction of Maglev transportation engineering and guide the related
technical research and product development, the research and compilation of
the key technical standards for Maglev transportation in China have beengetting the attention of government departments, research institutes, tradeassociations and enterprises. As of the end of 2017, 9 professional standards
and 2 provincial standards related to Maglev transportation technology andproducts have been issued in China.
In this paper, combining with the practice of Maglev transportation
standard development of Tongji University (National) Maglev Transportation
Engineering Research Center (as chief development unit or participating
development unit), summed up the progress made in Maglev technology
standard system research and the development of the key Maglev
transportation technical standards, show the prospect of Maglev
transportation standardization in China.
Keywords
Maglev transportation standardization

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14 Economic Aspects of Maglev, Presentation

Socio-Economic Premises of the Magnetic Levitation Use inTransport Systems
Boris Lapidus
Short Description / Abstract
The creation of new transport systems is an urgent task, the success of which will
largely determine the dynamics of improving the quality of life and the trade and economic
efficiency of regions, cities, states.
Macro- and mega-economic requirements for the transport system are characterized
by factors that have a decisive influence on the evolution of transport. There are five suchfactors:• raising the standard of living of the population;• Increase the value of human capital;• deepening interregional demographic imbalances;• increasing the demographic and production load on the natural environment;• reduction of resource intensity of the economy, deepening of processing of raw
materials, increase in the share of finished products in the structure of transport.
Based on these factors, the global requirements for advanced transportation systems
are increasing speed, reliability, energy efficiency, environmental friendliness.
The growth of population, the increase in the cost of human capital and the value oftime increase the demand and requirements for the development of high-speed passenger
transportation.
In these conditions, the use of magnetic levitation in transport systems is promising,
especially in combination with the use of a vacuum medium.
The existing replacement of railway passenger transportations in the segments from150 to 1000 km can occur due to magneto-levitation transport systems, therefore in the longterm they can occupy almost all existing niches, provided the physical principles of creating
the levitation effect are finalized. These risks are significant, therefore railway science andrailway management should be interested in the introduction of magneto-levitation and,especially, vacuum magneto-levitation transport systems, since otherwise they will replace
the railway business.
Thus, the expediency of using magnetic levitation in transport systems is reinforcedby existing trends in socio-economic development and the evolution of transport.
It is necessary to ensure their convergence with traditional railways, which will makethe introduction of magnetic levitation the most effective and will serve the development of
the railway business.

Keywords
Perspective transport systems, Quality of life, Value of time, Magnetic levitation, Vacuum
environment, Transport evolution, Railway business

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14 Economic Aspects of Maglev, Presentation

Theoretical Base and Methods of the Complex Optimizationof Maglev
Arkadij Lascher
Short Description / Abstract
Currently, with the ever-growing competition in the world market oftransport services and dynamically developing new transport technologies, will
be able to compete only those maglev-systems that will use their technical andeconomic advantages. And if we take into account that modern maglevsystems are complex and high-tech multi-functional designs, which isconstantly updated with new developments, then the existing evaluation
methods were not always able to identify the maximum benefits of theaforesaid transport technologies.
Thus, a new tool has been proposed in this paper, which allows
scientifically based methods to find the most optimal solution for maglevsystem, depending on its application. This scientific instrument, as a full virtual
model of the entire maglev-system, allows you to simulate any work processesof such a transport system, taking into account the introduction into it of newtechnical developments. As a result, at the lowest cost maglev-system ensures
its maximum performance and the required traffic safety, which ultimately
creates a good preconditions for considered maglev-system not only maintain agood position in the competition with other transport systems, but also to
expand its scope of application.
Keywords
Maglev system, Optimization, System analysis

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14 Economic Aspects of Maglev, Presentation

Results of the Complex Optimizationof MAGLEV
Arkadij Lascher
Co-Authors: Evgeni Frishman, Mark UmanovShort Description / Abstract

Maglev-systems are regarding expensive and have low
profitability to investment costs what substantially restricts the useof such systems in existing transport infrastructure.
Therefore, in this paper the usefulness of the technology ofcomplex optimization of transport to reduce costs of maglev-systems
is justified. This will improve their chances in competition withtraditional modes of transport on the existing transport market.
Keywords

Maglev system, Function model, Optimization

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14 Economic Aspects of Maglev, Presentation

Analysis on Economic Benefit of Shanghai
Maglev Line
Zhang Xiyu
Co-Author: Lun Zhang
Short Description / Abstract

A huge economic influence has been carried in Shanghai wheremaglev train as a new alternative of public transport. Attracting
passengers efficiently is the key to increase passenger volume forstable operation. In the background of Longyang road stationShanghai Pudong International Airport maglev line, firstly, this paper
analyzes the distribution rate of passenger flow between metro line2
and maglev line after a multinomial Logit model has been established
to research factors about travelers’ mode choice behavior. Then, it
has the important practical significance to have a study on economic
benefit of maglev train operation condition. The study results showthat income and on-time requirement are the most influential factors
on traveler’ mode choice. Although maglev is somewhat little inferior
to metro in terms of fares and awareness, maglev traffic indeed plays
a positive role of economic development in Shanghai.
Keywords

Maglev line, Metro line2, Multinomial logit model, Travel behavior,
Economic benefit

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14 Economic Aspects of Maglev, Presentation

Assessment Methodology for Intermodal Effects ofHigh-Speed Magnetic Levitation Transportation Systems
Natalia Zhuravleva
Short Description / Abstract
Actual transport systems, the distinguishing feature of which is the high speed,
significantly affect the formation of a new technological wave. According to new 4.0 industry
requirements, modification of these systems forms a new economy of high speeds, in which
the main effect is detected through estimating the cost of time as the main non-renewable
resource.
It should be considered that in the near future a value of traditional transport as themediator will be reduced in favour of consumer appeal for goods, technological rent, andpopulation mobility growth.
The economy tends to high production and travel speeds; therefore, in themethodology for estimation of speed growth effect, the significant changes in waiting
process for new goods and services should be taken into account as well. Within thisframework, high-speed transportation systems development projects based mainly onmagnetic levitation acquire other properties and, accordingly, require fundamental changes
in approach for assessing their value.
The research objective is to describe the procedure of measurement of intermodal
economic effects of high-speed transportation based on magnetic levitation. Speedassessment is the key of cost determination procedure for the transportation as a part ofhigh-speed economy infrastructure, i.e. an aggregate of effects arisen in production andconsumption of high-speed transport services, and in multiplication effect to be achieved aswell.
In terms of actions directly related to consumption of high-speed transportation
services, a theoretical background of this research is based on the theory of consumer
behavior and marginal utility.
Assessment methodology for effects of high-speed transportation utilizing magnetic
levitation is based on the fact that this traffic type is included into optimum transportation
chain by different means of transport: combined and multimodal. In this case, there is aninterspecific competition of different means of transport and uniform value oftransportation for consignor and passenger.
Income effect of magnetic levitation transportation is formed as the result offluctuations in level of costs for transportation in overall consumer income associated withthe preference for high speed. The transport modes substitution effect in multimodaltransportation is to increase in growth of magnetic levitation transportation, while reducing
the consumption of other types of transport if the price of transportation decreases.

Keywords
Intermodal economic effects, High-speed transport, Magnetic levitation
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15 Health and Environmental Issues (Electromagnetic Fields, Noise, Vibrations), Presentation

Environmental Issues Related toHigh Speed Transportation Systems
Roland Kircher
Co-Authors: Johannes Kluehspies, Kenji Eiler, Ryszard Palka,
Michael Witt, Eckert Fritz
Short Description / Abstract

As a side effect of the increasing speed of mass transportation
systems environmental concerns in the society are rising. Stray fields
along the path of electromagnetic systems may not be neglected
anymore. Another concern is the emission of noise due to the highspeed.
The presentation compares the electromagnetic fields and theemission of noise of different high speed transportation systems
based on available data.
Keywords

Electromagnetic compatibility, Noisetransportation, Maglev, Railway systems

emission,

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15 Health and Environmental Issues (Electromagnetic Fields, Noise, Vibrations), Presentation

The Biological Model Provides the Studyof the Negative Effects of Magnetic Fields(for the Project " Russian MAGLEV»)
Artemy Rubinskiy
Co-Authors: Timur Vlasov, Natalya Chalisova
Short Description / Abstract
In the modern, extensive scientific literature devoted to operational developments
and problems of Maglev, the main attention is paid to the energy analysis of the applied anddeveloped technologies, search of optimum technical solutions on safety, however, amongof problems questions of medical safety are paid much less attention.
The purpose of this work is to establish locations and levels of field characteristics
around the development of "Russian Maglev" (RM), carrying out model biomedical researchto establish the impact of non-radiation physical fields on various systems of the human
body, the development of scientifically based proposals and recommendations for theestablishment of regulatory standards in this form of transport, to protect against harmful
anthropogenic field effects on passengers and service personnel.
To achieve the goals have been studied and presented characteristics of the main
sources of magnetic fields (MF) used in the technology of the RM that can affect the humanbody. The differentiated estimation of influence of a MF in organotypic culture of various
tissues of mammals is carried out. This method has the advantages that there are noneurohumoral effects. It turned out that the constant magnetic field (CMF), relevant with
the induction in the cabin of the RM, has different effects on various cells and tissues (usedtissue rats Vistar line). CMF inhibits proliferation of cells of spleen, brain, kidneys, while inliver, heart, prostate and some other explants the activity of cells does not change.
The obtained data are compared with the current regulatory and technicaldocuments in the Russian Federation to ensure electromagnetic safety in various industries(unfortunately, regulatory norms in the Russian Federation on transport have not yet beendeveloped).
Based on the preliminary analysis, it can be assumed that weak PMP selectively
affects various tissues of the body. In the applied aspect system RM needs protection fromits own man-made magnetic fields and the development of methods and measures of
medical prevention for passengers and staff.

Keywords
Russian Maglev, Magnetic fields, Organotypic culture of various tissues

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16 Influence on Regional and Urban Development, Architecture, Presentation

Applicability and Future Development Prospect ofMedium-Speed Maglev Technology in Suburb of
Shanghai Metropolitan Area
Hong Shaozhi
Co-Authors: Wanming Liu, Xiaohong Chen
Short Description / Abstract
In 2016, Shanghai released its "Global City" strategic plan, which aims to build acomprehensive transportation system of "safety, convenience, green, high efficiency and economy",taking the important traffic corridors as the skeleton to promote the integration of urban and rural
areas by urban town system, and finally form a overall spatial structure of "network, multi-center,group-type and intensive type". Basically, the coverage of rail transit in new towns with more than
100,000 people reaches 100%, and the average commuting time is expected less than 40 minutes. At
the same time, the areas with close ties with Shanghai will be covered as the scope of the Shanghai
Metropolitan area, forming a 90-minute travel circle, actively promoting the development of the
Shanghai Metropolitan area with a view to leading the Yangtze River Delta to a world-class urban
cluster with global influence. Therefore, Shanghai plans to build more than 1000 kilometers of railtransit lines respectively among urban area, suburban area and regional area, and to improve the bus
priority strategy dominated by multi-mode rail transit. Among them, the 1000km suburban area lines
will serve the rapid commuting and mid-and long-distance connection among urban center, the newcity, and the cities and towns near Shanghai. Suburban railways in Paris and Tokyo have provided
good examples for this.
Presently, there is only one suburban railway line in Shanghai. The two rail transit lines,
which respectively connect Suzhou in Jiangsu Province, and Lingang area in the coastal areas, arewidely criticized since they adopted urban subway technology. Therefore, it is urgent to plan andbuild a rapid rail transit network linking the suburbs and surrounding areas with urban areas. The
Medium Speed Maglev(MSM) technology, which has a speed of about 160-200km/h, will be the very
suitable technology meeting the requirements of the above-mentioned suburban rail lines. It is
suitable to replace the suburban railway technology used in other metropolitan areas such as in Parisand Tokyo, and to provide rapid and environmentally friendly transportation requirements within arange of 50-80 km to urban area.
The MSM system has the advantages of low noise, low electromagnetic radiation and otherenvironment-friendly characteristics. This also makes it possible to make full use of the existing
highway corridors in the suburbs, adopt the elevated guideway structure forms, and thus greatly
reduce the engineering costs compared with subway systems. The technologies related to thevehicles, the propulsion & power supply system and operation control system have very goodtechnical accumulation of the existing maglev and railway technology and industrial foundation. In
addition, the general characteristics of maglev system such as simpler operation & maintenance, andlow cost etc., also provide MSM lower life cycle costs, so that MSM has better financial advantages.
Meanwhile, the rapid development of MSM will enable China to gain the technological and industrial
opportunities in this field.

Keywords
Maglev technology, Medium speed maglev, Global city, Maglev industry, Life cycle cost
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17 Transport Policy Issues, Marketing, Aspects of Transport Psychology, Presentation

Environmental Safety Issues of High-Speed Ground
Transport
Stanislav Apollonsky
Short Description / Abstract
Over the last years, an increasing number of highly developed states (Japan, China,etc.) have been developing and operating different modes of high-speed ground transport(HSGT), including maglev transport, in order to unload the airlines and ground mainlines andaccelerate the travel time of the workforce to the employment sites. For instance, Israel is
now planning to launch a transport line for carrying passengers at a hypersonic speed in theyears to come.
The expansion of the area of the use of HSGT sets new tasks for ecologists, to ensure
environmental safety both on the transport itself and in the area it runs through.
Ensuring environmental safety of the operation HSGT is feasible on the condition thatboth the physical fields and radiation, created by the transport, and ecological features of
the area where this transport operates, are considered.
Unfortunately, at present the environmental safety on electrified railway transport(including HSGT) is considered in the context of the environmental safety problems inelectrical power engineering. Despite the similarity of the problems on transport and inelectrical power engineering which are caused by pollution of technosphere by physicalfields and radiation, there are significant differences which are necessary to be considered:at high speed the significant increase of diapason of high-frequency and non-stationary
fields and radiation is observed. Consequently, when considering environmental safety on
HSGT (including maglev transport), much more attention should be directed to the researchof non-stationary fields and radiation, than to stationary electrical power engineering. It is
not sufficient to create HSGT. On the contrary, it is necessary to develop technologies byvirtue of which ecological safety might be ensured for passengers and the personnel, and forthe environment.
This article deals with the types of physical fields and radiation of maglev transport,
their impact on the environment. The article also deals with the problems of monitoring,
prognosis and survey of these fields, in order to decrease their impact on the technosphere(industrial objects and the people).

Keywords
High-speed rail transport, Transport of MAGLEV, Electromagnetic interference and radiationin the technosphere, Rational layout of the elements of the MAGLEV transport system

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17 Transport Policy Issues, Marketing, Aspects of Transport Psychology, Presentation

Reactive and Personal Anxiety when Making
Management Decisions on the Transport
Nikolay Grigorev
Short Description / Abstract
The issue of reducing transport accidents, continues to be relevant. Efforts aimed at
the reduction of accidents are of a multidimensional nature.
Experts rightly perceive the solution to the problem of reducing accidents in the designand commissioning of automated control systems.
The current level of the current state of automation in transportation is at a high level.
But any automation requires control of the person, in the event of extraordinary situations.
Not today, there is an urgent need to know the strengths and weaknesses of man ingeneral and, as a consequence, projecting to them the physiological parameters of thespecific person who makes the decisions, which is especially important for the operator in
the standby mode, which generates a state of uncertainty. Uncertainty will introduce toaccidents.
First, you need to conduct research on the problems of human factor that lead to theadoption of inadequate solutions.
Of course, the human factor issues need to be addressed comprehensively. Only ananalysis of synthetic data can yield results, to isolate the problem and thoroughly exploringit.
The human factor is a function of many variables, among which are such as anxiety.
Under psychology anxiety understand the emotional states personal and reactive
anxiety.
Personal anxiety represents a stable tendency to perceive the surrounding world withsuspicion. Both low and high levels of personal anxiety contribute to the manifestation of
inappropriate responses to the situation. Very high personal anxiety is positively correlatedwith the presence of neurotic conflict and neurotic emotional outbursts and psychosomatic
diseases.
Reactive anxiety is characterized by mental state of high tension, due to the specificsituation. High level of reactive anxiety contributes to deterioration of operational ofmemory, attention and so on.
Charlis D. Spielberger method of testing among sea captains showed that normal(average) level of reactive anxiety is 62,7%, and trait anxiety – 52,6%
There is no doubt that measures to control the anxiety may lead to the reduction of
accidents in transport.

Keywords
Нuman factor, Transport accidents, Reactive and personal anxiety

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17 Transport Policy Issues, Marketing, Aspects of Transport Psychology, Presentation

Perspectives and Major Barriers to an Innovationof Maglev Transport Systems
Johannes Kluehspies
Short Description / Abstract
The idea of considering Maglev systems challenges established ways ofthinking on how to deal with an increasing transport demand. Today, therailway industry seems focused on traditional business models that profit fromfriction, wear and tear of established conventional transport systems. Maglev
Systems have begun to challenge those traditional business concepts. Maglev isa fundamentally different concept of transport – which might explain the
reluctance, even ignorance, which Maglev systems continue to face. Sooner orlater, a paradigm shift in transport in favour of Maglev seems more than likely.
High speed ground transport requires a wide-ranging and interdisciplinary
discussion in order to promote a sufficiently broad spectrum of opinion. Today,
a realization of any kind of high-speed transport infrastructure cannot bejustified anymore just through system technical advantages alone, if they are tofind acceptance with the general public and politics.
Keywords
Innovation barriers, Transport policy, Acceptance, Business case, Market forces

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17 Transport Policy Issues, Marketing, Aspects of Transport Psychology, Presentation

Perspectives and Limitations of Maglev
Technologies: Results of an International Survey
Among Experts and Transport Professionals
Matthias Wenk
Co-Authors: Larry Blow, Eckert Fritz, Martina Hekler,
Roland Kircher, Johannes Kluehspies, Michael Witt
Short Description / Abstract
Between March and July 2018, an international study will be conductedon the trends and prospects of Maglev technologies. For this purpose, experts
and interested transport professionals will be asked about their opinions about
relevant Maglev technologies in a worldwide survey. Main topics are thesuitability of certain Maglev systems, acceptance aspects and realization
periods. How do the experts see the coming developments? Which systems dothey prefer? For example, how do international experts rate current Hyperloop
projects? What prospects do cargo maglevs have? And what is seen as
limitations or barriers to relevant Maglev projects?
The survey is internet-based and uses the newsletter address pool of theInternational Maglev Board. The study is being carried out by scientific staff
and students at Deggendorf University of Applied Sciences and accompanied byexperts from the International Maglev Board.

Keywords
Experts' opinions, Survey, Maglev technology trends, Acceptance issues,
Maglev image

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17 Transport Policy Issues, Marketing, Aspects of Transport Psychology, Poster Session

Fare Sensitivity of Passengers on Changsha
Maglev Express LineFu Ji
Co-Authors: Wanming Liu, Guoxin Sun
Short Description / Abstract
Urban maglev, as a public transport mode, its ticket pricing is a cautious
decision-making process. The fare sensitivity is one of the important factor forconsideration.
Changsha Maglev Express Line, open on May 2016, is in China the firsturban maglev line in commercial operation. As it connecting Changsha South
Railway Station with Changsha Huanghua International Airport, the maglev line
is mainly taken by air passengers of Huanghua International Airport, while theytransfer to or from the high-speed rail and other modes of transport at
Changsha South Railway Station. Except staffs working at the airport, urban
commuters rarely take the maglev line.
Before the opening of Changsha Maglev Line, we conducted a sample
survey on air travellers in Huanghua International Airport, taking them as themain target passengers of Changsha Maglev Express Line. In this paper, basedon the survey results and informed the travellers’ willingness of taking themaglev line, we analyzed the fare sensitivity of passenger demand, which
provided an important reference for ticket pricing of Changsha Maglev Express
Line.

Keywords
Fare sensitivity, Urban maglev, Target passenger

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18 History of Development of Maglev Transport, Presentation

The 18-year Course of Maglev in China and the
New Spring: Enlightenment for Future
Development
Hong Shaozhi
Co-Authors: Wanming Liu, Xiaohong Chen
Short Description / Abstract
So far, the most important and practical application and development ofMaglev technology, including high-speed maglev technology and low-speed
maglev technology, took place in China. Japan and South Korea are respectively
operating a low-speed maglev technology commercial line. From now on,
Japan's Central Shinkansen Project, which adopts superconducting high-speed
maglev technology, is expected to operate at least 10 years later. Although
China has over 30 years experience in maglev technology research area since
early 1980s, the historic milestone in maglev development should begin in
August 2000 when the company of Shanghai Maglev Transportation
Development Co. Ltd.(SMTDC), and National Maglev Transportation R&D
Center(NMT) were founded one after another. Since then, it can be divided
into four stages for maglev technology development in China.
During the period, the two of teams STMDC and NMT, which are coreteams of maglev technology development in China, have abundant experienceof success, delightfulness, long-term awaiting as well as depression, especiallyconcerning the project of Shanghai-Hangzhou High-speed Maglev Project.
Therefore, it is of great practical value and significance for China and othercountries who intend to promote and develop maglev transportation
technology in the future. The authors are proud and fortunate to haveexperienced the whole above-mentioned process, and would like to extend
comprehensive discussions which focus on strategic, technical, economical andsocial aspects in the paper.
Keywords
Maglev technology, Strategic development, Technology innovation, Maglev
industry, System optimization
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18 History of Development of Maglev Transport, Presentation

Retrospective and Perspectives of theSuperconducting Magnetic Levitation (SML)
Technology Applied to Urban Transportation
Richard Stephan
Co-Authors: Felipe Costa, Elkin Rodriguez, Zigang Deng
Short Description / Abstract
A review of the Superconducting Magnetic Levitation (SML) technology applied to urban
transportation will be presented. The historical time line will be highlighted, pointing out thepioneering efforts at Southwest Jiatong University (SWJTU), China, followed by the Supra Transproject in IFW-Dresden, Germany, and the MagLev-Cobra project in UFRJ, Brazil.
Details of the MagLev-Cobra project, the first, and until today the single one, applying the
SML technology that counts with a real scale prototype, operating regularly in open air, will be
disclosed. The inauguration of the MagLev-Cobra project was on the 1st October 2014, the last day of
the “22nd International Conference on Magnetically Levitated Systems and Linear Drives (MAGLEV)”
held in Rio de Janeiro. Curiously, this day coincides with the 50th anniversary of the successful
operation of the Shinkansen in Tokyo. On the 1st October 1964, the first high-speed wheel and rail
train in the world was inaugurated in time for the first Olympic Games that took place in Asia. Thishistorical coincidence is a good omen for the MagLev-Cobra project. In fact, since October 2014, thesystem operates regularly for demonstration at the UFRJ Campus, every Tuesday. More than 9.000
visitors have already had the opportunity to take a test ride.
The Proceedings of the MAGLEV conferences, which first edition dates back to 1977
(http://www.maglevboard.net), are the documentary files of the importance of this achievement.
Initially, the methods named Electromagnetic Levitation (EML) and Electrodynamic Levitation (EDL)
were considered. At the end of last century, due to the availability of Rare Earth Permanent Magnets
and High Critical Temperature Superconductors (HTS), an innovative levitation method, called
Superconducting Magnetic Levitation (SML), started to be considered. This method is based on the
diamagnetic property of HTS in the proximity of magnetic fields given by rare earth permanent
magnets. The first experiments with SML, asexpected, were small scale prototypes, or laboratory
vehicles for one, two or four passengers, proposed mainly by researchers from Germany, China andBrazil. The Proceedings of the 16th MAGLEV, held in year 2000, confirms this fact. After 14 years of
research and development, the team of the Laboratory of Applied Superconductivity (LASUP) of UFRJ
achieved the construction of the first real scale operational SML vehicle in the world.
This retrospective will be followed by a comparison with the Electromagnetic Levitation(EML) technology, that has already four urban commercial systems, will be presented and theapplication niches delimited.
The perspectives of the MagLev-Cobra project and the cooperation efforts to turn it acommercial experience will finish the paper. As will be explained, before the commercial applicationof the MagLev-Cobra technology, the system must be certified and the technical, economic andenvironmental viability for a first deployment concluded.

Keywords
Superconducting magnetic levitation, Superconductors, Rare earth magnets, Maglev-Cobra
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18 History of Development of Maglev Transport, Presentation

Professor Weinberg and his Installation for"Motion without Friction"(Siberia, Tomsk University, 1911)
Mikhail Volkov
Short Description / Abstract
The university in the city of Tomsk was the first university established in the Russian Empire in
the territory of Siberia. In 1909, an employee of the St. Petersburg University Boris Petrovich
Weinberg was invited to the Tomsk University as a professor of physics. B.P. Weinberg distinguished
the breadth of scientific interests - he dealt with issues of terrestrial magnetism, ice properties, solidstate physics and problems of using solar energy. One of the first works of Professor Weinberg at
Tomsk University was the creation of an experimental installation for electromagnetic transport.
In 1911, Weinberg builds an installation with a 10-kilogram iron carriage moving along a 20meter ring road from a copper pipe 32 centimeters in diameter. In order to get rid of aerodynamic
drag, the air from the pipe was pumped out and the movement of the carriage was in a vacuum.
Movement along the pipe the carriage began, receiving a push from the system of solenoids. To get
rid of the friction on the rails, the carriage was suspended in space using a system of solenoids placed
on top of the copper pipe, which in turns attracted the carriage. An important part of the installation
was the switch system, which enabled the current to be turned on in the next solenoid, when thenose of the carriage approached this solenoid, and turned off the current when the carriage stern
passed past the solenoid. Thus, the carriage was transferred from one solenoid to another.
Two years later, the installation was successfully completed - it was possible to organize theoperation of switches so that the carriage flew inside the pipe without touching the walls andreached a speed of 6 km per hour.
In his work "Motion without friction," published in 1914, Professor Weinberg described thesuccessful experiments with this vacuum magneto-levitation unit and proposed a draft route forpassenger traffic at a speed of 800-1000 km per hour.
The route was an evacuated pipe, along which the carriage moved, representing a cigarshaped steel cylinder with a diameter of 0.9 meters and a length of 2.5 meters, in which thepassenger (in a lying position) and a supply of oxygen for breathing were placed. At each station, thecarriage was accelerated or braked by linear induction solenoids of about 3 km in length, which,according to Weinberg, would led to the carriage speeds of about 800 km per hour.
The World War, which began in 1914, interrupted work on this installation. Professor
Weinberg was sent to the United States as a military representative for the acceptance of artillery
shells for Russian army. During his stay in the USA, Weinberg published the results of his studies in
American journals in the article "500 miles per hour", which aroused great interest among American
engineers.

Keywords
Boris Weinberg, Vacuum train, Magnetic suspension, Electromagnetic acceleration

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19 Project Status Reports, Presentation

Axial Force and Rotation in the Electrodynamic
Bearing
Alves da Costa Eduardo
Co-Authors: Gaspar M.B., Hansen V.M.A, Junior R.G.S, Rech E., Campo A. B.
Short Description / Abstract
This work presents the experimental results concerning the homopolar
low-loss electrodynamic bearing characterization. The system configuration
represents part of the structure of a patent pending electromechanical battery
being developed at the Instituto Federal de São Paulo – Brasil. The objective of
the experiment was to characterize the axial forces acting between a corecomposed of a ring-shaped neodymium magnets set, corresponding to thestationary part of the battery, and a cooper metallic body which is the rotating
component of the battery. The experiment consists on fixing the two parts thatcompose the system in a machine tool. The copper cup was fixed to thespindle, allowing its rotating speed to be controlled, and the aluminum rod
containing the magnets was fixed to the table, allowing the control of its
relative position. The experiment allows the copper cup to rotate up to 5000
rpm.
On the rod, there are two neodymium ring magnets and threeferromagnetic rings. At the beginning of the experiment, the rod was placed
centered in relation to the spinning body. From this initial position it was
moved axially to generate a force, due to the electrodynamic effect of thecurrents induced on the copper cup body. To measure this force, strain gauges
were installed on the rod that holds the magnets set. The voltage measured ona Wheatstone bridge allows quantification of the generated force. The
experiments were conducted after the calibration of the measuring system.
The data collected can be used to generate a precise model that relates thequantities: body rotational speed, axial displacement between the bodies anddimension of the generated force.
Keywords
Electromechanical battery, Electrodynamic levitation, Magnetic bearing,
Magnetic levitation

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19 Project Status Reports, Presentation

Status of Maglev Projects in North America
Larry Blow
Short Description / Abstract

The United States has been a leader in the study and developmentof maglev systems for passenger and cargo transport for many years.
Several speed ranges have been investigated, from so-called “urban”
speeds of 100-160 km/h (60-100 mph) up to regional/intercity speeds
from 240-500 km/h (150-310 mph). Even though no commercial systems
have been installed yet, many technologies continue to be analyzed forpotential commercial readiness and construction around the country.
 The overview will cover the following topics:
 High-speed intercity maglev projects
 Low-speed projects proposed for installation and also those in research Updates to individual company-led technology development efforts
 High-profile efforts involving start-up companies (e.g., ET3, Hyperloop,
Magnovate, etc.)
 Innovative maglev technology applications (military use, consumer
products, etc.)
Keywords

Urban maglev, High speed maglev, United states

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19 Project Status Reports, Presentation

The New Status of 1km MagTrack Demoline
Fang Jiarong
Co-Authors: Bruce Montgomery, Guobin Lin
Short Description / Abstract
One 1km-long MagTrack demoline using permanent magnet linear
synchronous motors was built at the campus of Zhangjiakou Mining Machinery
Co. Ltd. by Magplane Technology, Inc. and China Coal since 2013. After four
years of manufacture, construction, and testing, two trains of coal-loaded sixcapsules can be operated independently and fully demonstrated with all thefunctions of MagTrack systems, including loading, unloading, starting/stopping,switching, and 10 degree slope climbing.
The Zhangjiakou Demonstration Line has the objectives of demonstrating
all systems operations necessary for a commercial system, including the initialstartup, a restart after an unplanned shutdown following a power failure andmanagement of all fault conditions identified in commercial operation bysimulated faults on the demonstration. It also contributes to a determination ofdemo system operating cost projected to a commercial system, including
power consumption, scheduled maintenance, and necessary operating
personnel. The test results of 1km demoline will be described and analyzed in
the full paper. The projected operating cost needs to have a satisfactory returnon investment and successful market penetration against both truck and railtransport.
Keywords
MagTrack system, Linear synchronous motor, Permanent magnet, Propulsion,
Demoline

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19 Project Status Reports, Presentation

Status of Two Key Maglev Projects in the USA
Husam Gurol
Co-Authors: David O'Loughlin, Miller Hudson, Mike Riggs
Short Description / Abstract
This paper discusses the status of two key U.S. projects using the General Atomics (GA)maglev technology: 1) The Advanced Guideway System (AGS) in Colorado, and 2) The Hazelwood
Green Maglev Shuttle System in Pittsburgh, Pennsylvania. These projects have been in the planningstages for several decades and are recently showing promise of moving forward. This paper willsummarize the on-going efforts to bring these projects to commercialization and the status of the GA
maglev technology.
Since 1998 the Colorado Department of Transportation (CDOT) has spent more than $50
million on studies that analyzed alternatives for reducing the persistent and expanding congestion on
the I-70 freeway (which serves major resorts) during skiing season. All five reports concluded that
only an Advanced Guideway System, utilizing maglev technology, could provide the capability andcapacity required to restore ready access to Colorado’s world-class recreational facilities. CDOT’s
2014 AGS Feasibility Study specifically identified a medium speed (120-150 mph) maglev system asbest suited to the demanding topography of the corridor while producing minimal environmental
impacts. Twenty proposals were submitted and evaluated. Only project funding was identified as an
obstacle to deployment. While an initial operating segment from Denver’s western suburbs to
Breckenridge would be 60 miles in length, the eventual 150-mile system would connect Denver
International Airport (DIA) with the Eagle County Airport (ECA).
The city of Pittsburgh has been at the forefront of changing its image from a steel town to ahigh technology center for many years. Over $100 M has been invested in building new
infrastructure and cleaning up industrial waste that was created from its days as a LTV coke and steel
making facility. The proposed Hazelwood Green Maglev Shuttle System is approximately 2 miles inlength and designed to connect key medical, research, university, and tourist sites. These include
Carnegie Mellon University, University of Pittsburgh, University of Pittsburgh Medical Center, and theHazelwood Green development. The 178 acre Hazelwood Green site, along the Monongahela River isundergoing development with over 6,500 housing units proposed. The proposed maglev system willconsist of 100-passenger vehicles, traveling at speeds up to 80 mph, with ridership estimated at
10,000 passengers per day.
Maglev is an “enabling” technology for these two diverse applications. The technology
provides high speeds, ability to climb long, steep grades, creates no local pollution, has a small footprint, and is quiet. These features make maglev ideal for implementation in environmentallysensitive areas. GA has been working on these two projects since their inception. The technology has
been undergoing testing for a number of years at the GA test track site in San Diego, California. All
the key technologies involving the levitation, propulsion, and control systems have been successfully
tested and are ready to transition to commercialization.

Keywords
General Atomics, Colorado AGS, Pittsburgh shuttle system

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19 Project Status Reports, Presentation

Application and Further Development of Maglev
Transportation Technology in China
Lin Guobin
Co-Author: Sheng Xiongwei
Short Description / Abstract
Since the Shanghai Maglev Demonstration Line was put into operation at
the beginning of 2003, it has been running safely for 15 years, keeping therecord of public ground traffic of 430km/h top speed and 99.8-99.9%
punctuality. Since 2001 China Ministry of science and technology has been
supporting the research and development of high speed Maglev transportation
technology. In 2016, under the support of the Ministry of science andtechnology, the China Railway Rolling stock Corporation started to lead theengineering research of Maglev program, the goal the program is thedevelopment of 600km/h high speed Maglev system and 200km/h medium
speed Maglev system till 2020.
Since the Changsha Maglev Airport Express Line in May 2016, Hunan
province has planned to build more than 1000km long Maglev line with the
maximum speed 100 or 160km/h till 2030. Following the operation of urban
Maglev in Changsha and Beijing, the third urban Maglev line in China, began to
be built in Guangdong province at the end of 2017. The new Maglev line willconnect the downtown of Qingyuan city and the theme amusement park insuburban in 2019.
With the promotion of Hyperloop R & D activities in the United States,
China has also started the research and development of the vacuum pipeline
Maglev system above the speed of 1000km/h. Several units are planning tobuild vacuum pipeline test systems with the highest speed of 1200km/h2000km/h.
This paper introduces the application and construction of Maglev
transportation, recent R&D achievements and further plans in China.
Keywords
Shanghai Maglev, Changsha Maglev, Superconductor, Linear drive, EMS, EDS

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19 Project Status Reports, Presentation

Development of a Closed Loop Energy Control
with a Hardware-in-the-Loop Flywheel
Evandro Rech
Co-Authors: Ferreira L.T., Forte G.M., Campo A.B., Costa E.A.
Short Description / Abstract
This work describes the design of a Hardware-in-the-Loop (HIL) system that isbeing developed to evaluate the drive of a brushless motor-generator in anelectromechanical battery. Electric regenerative systems have been applied in various
modern technologies, such as trains, elevators and especially in electric vehicles. HIL
Systems also has wide application in the simulation of power systems, enabling a
rapid prototyping of control systems without risk of their exposure to high energies
and their validation in different operating conditions, adjustable by software. The
present system is intended for use in a steering wheel, electromechanical device thathas as main characteristic and great dimension of the energy that is developed. The
system in development consists of two main modules.
The first one consisting of a program implemented in a reconfigurable logic
device (Field Programmable Gate Array - FPGA) called Single-Board RIO, coded in
LabVIEW language. This system implements a logic circuit control for the electricmotor.
The second module also consists of a electronic circuit, based on areconfigurable logic device, which implements a first-order solver for differential
equations. It is a program that works like a generator-motor and a dynamic
electromechanical battery device itself, making use of analog and digital inputs andoutputs to receive control and response signals with simulated signals such as electric
currents, position of the rotor and counter-electromotive force generated. The
second module can be modeled to represent as dynamics and non-linearity present
in the electromechanical battery, enabling the development of the drive system
implemented without first module for those who deal with different operating
situations.
In this work, we present a structure developed as experimental results with aprototype of small dimensions used to validate the model.

Keywords
Electromechanical battery; Brushless motor, Hardware-in-the-Loop, Magnetic
levitation
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146

Additional Proceedings of the International
Conference Maglev 2018

12 New Ideas on Levitating Device Applications, Presentation

Hyperloop as an evolution of Maglev
Andrea Santangelo

Short Description / Abstract

Hyperloop is often described as the "fifth node oftransportation" but, as the race between competitors around theworld becomes harsh, investors, governments and scientists remain
cold and cautious. An educated guess from one of the first civilengineers dealing with the design of an Hyperloop infrastructure in
the real world tries to give some direction between hype andpragmatic design.
Keywords

Hyperloop, Vacuum transportation, Future transportation, Tube,
Pump

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147

4 Magnetic Levitation and Guidance in Transport, Presentation

A study on a design method of EDS and LSM of asuperconducting Maglev system
Yonezu Takenori
Co-Authors: Watanabe Ken, Suzuki Erimitsu, Sasakawa Takashi
Short Description / Abstract
There are many characteristics that must be assessed in order to design superconducting
Maglev systems. There are also many design parameters to be considered. As a fundamental study,
case studies to evaluate the characteristics of EDS and LSM are described in this paper. In this study,
characteristics of EDS and LSM are evaluated by changing the two design parameters; the electricalgap (lateral distance between the center of the conductor of the superconducting coil and that of theground coil) and magnetomotive force of the SCM (superconducting magnet). Two case studies aredescribed in this paper.
In the first case study, only the electrical gap is treated as the design parameter and themagnetomotive force of the SCM is treated as a constant value. When the electrical gap is reduced,
magnetic flux linkage between the superconducting coils and ground coils becomes larger. Basicallyspeaking, this is treated as improvement of the characteristics of electromagnetic force. Twoadvantages, smaller magnetic drag and smaller required power of LSM, are described. However,there are also disadvantages when only electrical gap is reduced. Two disadvantages, larger tensile
force on the levitation/guidance coil and larger voltage of LSM, are described in this paper.
In the second case study, both the electrical gap and the magnetomotive force of the SCM
are treated as the design parameters. By reducing the electrical gap along with reducing themagnetomotive force of the SCM, the advantages are reduced. Two factors, magnetic drag andrequired power of LSM, become larger by reducing the electrical gap along with reducing themagnetomotive force of the SCM than by reducing only the electrical gap. However, by reducing theelectrical gap along with reducing the magnetomotive force of the SCM, the disadvantages are also
reduced. Two factors, tensile force on the levitation/guidance coil and voltage of LSM, become
smaller by reducing the electrical gap along with reducing the magnetomotive force of the SCM thanby reducing only the electrical gap. In the case studies described in this paper, by adjusting theelectrical gap and magnetomotive force of the SCM to appropriate values, there is a condition inwhich only advantages exist and no disadvantages exist. The case studies described in this paper are
the results when the parameters for the Maglev system are the values described in the paper. These
results do not indicate that in all conditions, there are results for which only advantages exist and no
disadvantages exist.
The two case studies described in this paper are examples of design methods of EDS and LSMof the superconducting Maglev system. There are many characteristics and design parameters to beconsidered in order to design the actual Maglev system. Further studies will be performed with an
aim to establish a more optimized design method for the Maglev system.

Keywords
Superconducting maglev system, EDS, LSM, Electrical gap, Magnetomotive force of SCM

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148

6 Linear Motors, Poster Session

The Field Oriented Based Thrust Control of
Double Sided Linear Induction Motor with
Parallel Connection
Shi Liming
Co-Authors: SUN Xiao, Qiongxuan Ge, Yaohua Li
Short Description / Abstract
1. Introduction
Long primary double sided linear induction motor (DSLIM) connected inparallel and powered by a single inverter is an effective linear drive mode. To
improve the thrust performance of the motors, a secondary flux orientation based
control strategy is proposed. First, the dynamic model of parallel linear induction
motor is established, and the calculation method of total excitation current andthrust current is deduced in the control process. The secondary field oriented control
is achieved in thrust control of the motors according to the coupling factor of every
linear induction motor and the secondary real-time speed. The simulation analysis
and experimental results show that the proposed secondary field oriented control
method can effectively overcome the thrust fluctuation and improve the stability ofthe overall thrust of parallel motor modules. Meanwhile, the method can improve
the power factor of parallel linear induction motors and reduce the required inverter
capacity.
2. Analysis and experiments
The equivalent circuit of parallel connected DSLSIMs is shown in Fig.1. The
weighted excitation magnetic current isd* can be derived as shown in (1) by every
excitation current isnd and coupling factor an.
The thrust current reference is derived.
The secondary flux estimation value of every DSLIM is given as (3) and thesecondary orientation angle is expressed.
3. Conclusions
The simulation and experiments on a platform of the multiple parallel
connected DSLIMs proves that the proposed control method can realize the smooth
control of thrust. Details will be given in the full paper.

Keywords
Double sided linear induction motor, Parallel connected long primary, Secondary flux
orientation, Thrust fluctuation
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11 Maglev Elevators and Escalators; Magnetic Bearings, Maglev Wind Turbines, Poster Session

Verification test of superconducting flywheel
energy storage system
Ogata Masafumi
Co-Authors: Miyazaki Yoshiki, Yamashita Tomohisa, Nagashima Ken

Short Description / Abstract
The flywheel energy storage system (FESS) which does not deteriorate withcharge/discharge like a chemical battery, is a power storage system suitable for highfrequency input/output of electric power. The FESS can stabilize the fluctuation of
the output of the photovoltaic power generation system. Using the FESS
demonstration machine which was modified from CFRP rotor to iron rotor for the
improvement of rotational stability, the test was executed from the sunrise to sunset
to verify smoothing effect of photovoltaic power and high-frequency input/output ofelectric power. The key technology of FESS is the high temperature superconducting
magnetic bearing (SMB). The SMB is a non-contact type bearing, and there is no
mechanical loss and maintenance is easy. The SMB consists of the high-temperature
superconducting coils used for its stator and the high-temperature superconducting
bulks used for its rotor. The test results of SMB under the condition of the levitation
time of more than 9,000 hours, 120 times of magnetization and 24 times of heat
cycles between the room temperature and the cooling temperature verified thereliability of the SMB. Furthermore, we succeeded in the demonstration test of the
SMB to generate the large load of 15 tons for the large energy storage capacity.
Based on the test results at the photovoltaic power plant, we consider that there aremany application needs according to the various railway circumstances including aneffective countermeasure against lapse of regenerative electric power of the railway
system, a countermeasure against a voltage drop for ensuring stabilization of the
supply capability of the overhead trolley, and the urgent run to the nearest station
when the electricity goes out. We are planning to advance a design of FESS for the
railway system, making use of the high degree of freedom of the design by which theenergy storage capacity and the output of FESS can be set independently.

Keywords
Flywheel, Magnetic bearing, Superconducting coil, Superconducting bulk, Railway

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150

7 Superconductors, Application of Superconductivity, Poster Session

Liquid-Phase Synthesis, Surface Morphology and Electrochemical Properties
of Electrode Material Based On Mno2
Alexandra G. Ivanova
Co-Authors: Maria S. Masalovich, Oleg A. Zagrebelnyy,
Olga A. Shilova, Irina Y. Kruchinina
Short Description / Abstract
Background: The problems of creating pseudocapacitors and microbiological fuel cells aredescribed in the article. The effect of a synthesis method and fabrication technology on theelectrochemical performance of a MnO2-based electrode for a model electrochemical device isconsidered.
Aim: In this paper, we report on the effect of a synthesis method and fabrication technology
on the electrochemical characteristics of a MnO2-based electrode for a model electrochemical
device. These devices have a prospect for the use in a variety of vehicles including the sector ofmagnetic levitation transport as an alternative to low-speed movement.
Introduction: Transition metal oxides, especially manganese (IV) oxide, are promising
electrode materials for electrochemical devices such as pseudocapacitors (PCs) and microbiologicalfuel cells (MFCs), which can be used to power Maglev trains. As a rule, properties of a materialindicate its perspectives. Manganese dioxide is prospective owing to a number of excellent
electrochemical characteristics (wide potential window - up to 0.9V in aqueous electrolyte, highspecific capacity and charge-discharge rate), high catalytic activity, cheapness and facility of its
manufacturing process.
Nevertheless, electrodes based on MnO2, as well as a number of other transition metaloxides (Fe2O3, Ni2O3, WO3-x, V2O5, Co2O3, etc.) lose in stability of electrochemical characteristics. They
have low electrochemical reversibility and a high degree of self-discharge (one of the most importantelectrical parameters of PCs). Moreover, low electronic conductivity with the order of magnitude of
10-5-10-6 S/cm is another significant drawback of MnO2 which limits its practical application.
Meanwhile, the selection of an appropriate synthesis method and conditions may affect electricalactivity and electrochemical stability of an electrode material.
In this paper, we report on the effect of a synthesis method and fabrication technology on
the electrochemical characteristics of a MnO2-based electrode for a model electrochemical device.
Materials and Methods: Manganese (IV) oxide was obtained by the following methods ofliquid-phase synthesis: electrochemical deposition (ED) and chemical deposition (CD).
The ED on a conductive support (steel mesh) was carried out in a solution of manganese
sulfate (II), at a constant current of 15 mA with deposition time of 170 s. After the synthesis, thesupport was washed several times in distilled water and dried at room temperature until it reached aconstant weight.
Chemical deposition of MnO2 was a result of а 6-hour reaction between 0.15 M manganese
sulfate (II) and 0.1 M potassium permanganate under constant stirring and a temperature of 25 ° C.
Then, the precipitate was filtered off, washed with distilled water and ethyl alcohol, and dried at 60 °C in the oven for 3 hours.
The MnO2 obtained by ED is the finished electrode material because it is deposited on a steel
mesh as a homogeneous film with thickness of about 200-300 nm, and does not require additional
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processing. In this regard, the developed electrode – "MnO2/steel mesh" was tested in a model
electrochemical device as a working one.
Whereas MnO2 produced by CD is a ceramic non-conductive powder, it was first necessary to
prepare an electroactive composite paste for covering the electrode (steel mesh). For this purpose,the following components were taken: electroactive material - MnO2 (75 wt.%); conductive material superconducting carbon black (20 wt.%) and binding material – fluoroplastics (5 wt.%). These
components were ground to pasty state with the addition of a few drops of n-propyl alcohol.
The resulting paste was ultrasonically processed (22 kHz) for 1 hour and then applied to a
conductive support (steel mesh). Thus, composite electrodes were fabricated and further examinedin electrochemical tests.
Results: Regardless of synthesis method, the obtained oxides are X-ray amorphous. Analysis
of IR spectra indirectly confirmed the composition of manganese (IV) oxide by the absorption band in
the 600 cm-1 region reflecting the Mn-O bond vibration. Surface morphologies of the obtained oxides
are significantly different. MnO2 (ED) forms agglomerates with length of 2 μm and thickness of 0.5
μm whereas MnO2 (CD) forms spheres of about 100 nm in diameter. Results of electrochemical testsof the composite electrodes are shown in Table 1.
Table 1. Electrochemical parameters of the developed electrode materials
Type of electrode*Specific capacity , The equilibrium electrode**С/m, F/g
potential , U, mV

Electrochemical***
reversibility , %Self-discharge****
rate ,%

MnO2/steel mesh

200

245

13

87

Electroactive paste /steel mesh

70

170

35

65

*С/m, where С - capacitance (F), m - mass of electroactive film consisting of MnO2 or mass ofelectroactive paste, (g); **The equilibrium potential of the electrode was measured in a threeelectrode cell in the voltmeter mode; ***Electrochemical reversibility was determined by the cyclic
voltammetry method from the ratio of the values of -Q and + Q per a cycle; ****Self-discharge rate
was determined by the previously developed method [2].
As seen from the table, the electrochemical parameters of the developed electrodes dependon the method of synthesis and fabrication. It should be noted that although capacity of the second
type of electrodes (electroactive paste/steel mesh) is inferior to the specific capacity of the first type,their electrochemical stability is significantly better (based on the values of reversibility and selfdischarge rate). This is probably due to the fact that composite paste stabilizes electrochemicalparameters of pseudocapacitive electrodes.
Conclusion: Thus, electrodes of the "electroactive paste/steel mesh" type based on
manganese dioxide obtained by chemical precipitation, possess higher electrochemical stability
compared to electrodes of "MnO2/steel mesh" type, where MnO2 is obtained by electrochemical
deposition. In the nearest future, we expect to improve the technology of manganese (IV) oxide
synthesis and fabrication of electrodes for PCs as well as approbate the developed electrodematerials not only in experimental PCs, but also in experimental MFCs in presence of the bacterium
Geobacter sulfurreducens.

Keywords
Pseudocapacitor, Microbiological fuel cells, Electrode, Manganese dioxide, Electrochemical
deposition, Chemical deposition

The research is supported by Russian Foundation for Basic Research - 17-03-01201 А.

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2 Urban Maglev, Presentation

Evaluation of Public Efficiency of The Strategy for Development ofHigh-Speed Urban Transport
Maria V. Fiodorova
Short Description / Abstract
Evaluation of the public efficiency of the strategy of high-speed urban transport is the
final stage in the formation of the strategy for the development of high-speed transport.
The strategy for the development of high-speed urban transport is characterized by
the following main characteristics: significant initial investment, which in some cases is
considered as an objective obstacle to the adoption and implementation of the strategy,
long duration of the implementation of the strategy and the timing of the achievement of
the goals and the use of financial resources make it more important to determine thecurrent value of the project results and compare them with the initial investment, and mostimportantly, the complexity of the process of measuring the results of the introduction of a
new transport product, and often cannot be measured in value terms.
In our opinion, these features prove the urgency of determining the public efficiencyof the strategy for the development of high-speed transport. Taking into account the specificnature of the research object, the comparison of costs and results of the innovativetransport product implementation should take place within the assessment of its social
efficiency.
The aim of the work is to develop a system of indicators for assessing the public
efficiency of the strategy for the development of high-speed urban transport.
Study of existing methods of assessing social efficiency, searching for shortcomings
and advantages, exploring the advantages of magneto-levitation technology.
Of particular importance is the development of this system of indicators for magnetic
levitation transport, which is distinguished by such advantages as the impossibility ofderailment, greater route speed, hence less time travel, less noise and vibration than thoseof light rail transport and metro, and complete absence of dust.
The proposed system of indicators for assessing the public efficiency of the strategy
for the development of high-speed urban transport takes into account all the advantages ofmagnetic levitation technology and makes it a priority when choosing high-speed urban
transport.

Keywords
Social, public efficiency, High-speed urban transport, Magnetic levitation

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