Hilary Sizemore

EGN 186 – Sharber

10/28/10
Mid-Term Paper

Throughout time, the world improved technology beyond anything that could have been
imagined for the present day. In the past decades, innovative thinking spurred extreme amounts of
scientific breakthroughs and was highly encouraged. In the 1930’s, Herman Kemper discovered that
magnetic levitation was possible through the repulsion forces of magnets. This was an invention never
used before, and it could not compare to any technology available at the time (Janic 496). Magnetic
levitation became the key concept for Trans-Rapid Maglev (TRM). Today, there are TRMs being studied
across the world, mostly in Japan, Germany, and the United States (Adler 26).

Maglev trains are being still being tested in multiple areas, but the conversion to make an
experiment into a reality has posed to be slightly more difficult. Although there were many constraints
on cost efficiency and environmental effects for creating a TRM, high-speed mass transportation was in
great demand because of the growth in population and suburban cities (Montebello 1). Even though
TRMs are not commercialized yet, experimental data proves that building a Maglev, initially, would be
expensive to implement, but the repair and maintenance cost would be relatively low (Montebello 2).
The majority of the maintenance would stem from the vehicle rather than the Maglev technology. The
low cost for maintenance of technology is environmentally sustainable because magnetic fields do not
emit byproducts. It would eliminate dependency on fossil fuels used for individual vehicle transportation
(Adler 24). Society has grown to be conscientious about cost and continual use of fossil fuels. Maglev
technology accommodates these concerns to a large degree, making it high in demand.

Not only is the idea of Maglevs energy efficient, but also due to the technology, mass transit
speed and comfort-ability increases dramatically. Magnetic levitation uses the forces between two
magnets to levitate an object. This repulsion between the magnets keep the train in a stable position
since the force of the bottom magnet is great enough to repel the force applied by the train. Although
the gravitational force can be considered a constant it needs to be taken into account for levitation. The
peak levitation force must be over 100% when compared to the weight of the moving vehicle in order to
successfully levitate (Takao 886). The aerodynamics of the vehicles is also considered into the resistance
of the moving train. The sharp nosed vehicles (Samavedam 12) are designed for maximum speed
reaching 400/500 km/hr with low strain on the guide-way (Montebello 1) and for passenger comfort of
reduced noise (Samavedam 1). As a result of the space between the guide-way rail and the train, all
vibrations that would occur in any other method of transportation would be eliminated (Sasaki 985). The
combination of speed and comfort is appealing to the public. As a result Maglev technology is a popular
concept to master and build.

There have been multiple theories on how to arrange the vehicle and the guide-way, but a
standard design emerged. The guide-way and the vehicle are situated to where the vehicle is securely
straddled around the guide-way rail, also known as an upside down hang-type system (Takao 884).
Connected to the vehicle are a permanent magnet and a high-temperature (HTS) bulk. The design and
accessories for the bottom of the vehicle vary in size, amount of modules, and/or arrangement
(Samavedam 6). The guide-way consists of a ferromagnetic rail that has been put to the test for
optimum thickness for magnetic force repulsion. Ferromagnetic rails are an alloy mixture of iron, nickel,
and cobalt. This specific alloy is capable of enduring extreme amounts of magnetic permeability, often
referred to as magnetic hysteresis (WordIQ).
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The design for the guide-way heavily influences how the bottom of the train is designed as well.
For magnetically levitated trains, a HTS bulk is used in between the permanent magnet and the
ferromagnetic rail (Takao 884). An HTS bulk is typically YBCO (Yttrium-Barium-Copper-Oxide), which
distorts the magnetic field by creating tube-like cylinders throughout the interior of the bulk that makes
the area sustain a larger magnitude of field pressure created by the permanent magnets (WordIQ). This
type II bulk uses liquid nitrogen as a coolant due to its ability to sustain of increased temperature. Liquid
nitrogen is poured directly and applied to the HTS Bulk to decrease the temperature. Stable levitation
without control is achieved through the magnetic shielding effect also known as being zero-field cooled
(Takao 885). The HTS bulk is the main factor which increases the Gap between the ferromagnetic rail
and the bulk. The distortion on the magnetic field increases the repulsion force which can dramatically
increase the levitation.

The main experiments on magnetic levitation are testing the arrangement of the HTS bulk
against the permanent magnet. Increasing the amount of HTS bulk under a vehicle increases the Gap,
but does not become cost efficient. HTS bulk, if excessively arranged, increases the cost of the train
production. The stability of the train can be negatively affected as well if HTS bulk is not appropriately
used; therefore, the arrangement of the bulk is crucial (Sasaki 988). In the experiment on
superconducting seismic isolation devices by S. Sasaki et al, the Halbach Array was used. The Halbach
Array is the specific arrangement of permanent magnets and HTS bulk that will ultimately increase the
magnetic field on one side, while concurrently cancelling the magnetic field generated on the opposite
side (Jae Choi 2361). This method can generate a strong magnetic field which can be detected from a far
distance. While testing the Halbach Array, the group discovered that the levitation force generated was
approximately 7.5 times higher than that of the opposite array; a simple orientation of the magnets
without the HTS bulk distorting the field. The differences of the forces were calculated through the
magnetic stiffness, which is evaluated through the following equation:

−S2 ∂
Fz= ¿ (Sasaki 986)
2L ∂ z
S and L in the equation indicate the area of self-inductance of a super-current loop in an infinitesimally
small section of an HTS bulk. Bi and Bio are the change in density of the magnetic flux after
displacement in each x, y, and z planes (Sasaki 986).

A different experiment on increased levitation force using the magnetic shielding effect of HTS
bulk run by Tomoaki Takao et al, concluded that added ferromagnetic bars and plates to the HTS Bulk
turn the magnetic field around, ultimately increasing the levitation and force exerted. The results of this
experiment showed that a ferromagnetic bar of 0.5mm or larger will peak the force of levitation;
therefore, increasing the size will increase the force. Although the increased size of the ferromagnetic
plate increases force, it decreases the stable region between the HTS bulk and the ferromagnetic rail
(Takao 886). The balance between Gap and stability is considered the biggest problem to establish in
commercializing TRMs.

Commercializing Maglev trains is in the near future. Although the stability between the HTS bulk
and ferromagnetic rail is still in an experimental process, the stability and reliability of the train is not in
question (Janic 506). Maglev technology did not mature in development for years, but is now
increasingly becoming the most referred to high-speed mass transit solution (Adler 26).
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References

ADLER, BEN. "Ticket to Ride." Nation 288.6 (2009): 24-26. Academic Search Complete. EBSCO. Web. 19 Oct. 2010.

Janic, Milan. "Multicriteria evaluation of high-speed rail, transrapid maglev and air passenger transport in
Europe." Transportation Planning & Technology 26.6 (2003): 491-512. Academic Search Complete. EBSCO. Web. 19
Oct. 2010.

Lorin, C.; Mailfert, A.. Journal of Applied Physics, Nov2008, Vol. 104 Issue 10, p103904, 12p, 2 Diagrams, 13 Graphs;
DOI: 10.1063/1.3000633

Montebello, Joseph S. Automated Wireless Preventive Maintenance Monitoring System For Magnetic
Levitation (Maglev) Trains and Other Vehicles. LA, Ca. 29 Aug. 1995. 19 Oct. 2010.

Optimization of Magnetization Directions in a 3-D Magnetic Structure,  Jae Seok Choi  Jeonghoon Yoo 
Nishiwaki, S.  Izui, K.  Magnetics, IEEE Transactions on On page(s): 1603 - 1606 ,  Volume: 46 Issue:
6, June 2010

Samavedam, G; Raposa, F; Feder, R. Applicability of CHSST Technology for U.S. Urban

Transportation. June 2003. 19 Oct. 2010.

Sasaki, S.; Shimada, K.; Yagai, T.; Tsuda, M.; Hamajima, T.; Kawai, N.; Yasui, K. . IEEE Transactions on Applied
Superconductivity, Jun2010, Vol. 20 Issue 3, p985-988, 4p; DOI: 10.1109/TASC.2010.2042159

Takao, Tomoaki; Saito, Sho; Doi, Takahiko; Kameyama, Souichiro; Kamijo, Hiroki . IEEE Transactions on Applied
Superconductivity, Jun2010, Vol. 20 Issue 3, p884-887, 4p; DOI: 10.1109/TASC.2010.2040163