Magnetic Leviation Train
Maglev train, magnetic guidance, magnetic levitation, magnetic propulsion,advantages,working principle,advanvanced technology.
Abstract— A high-speed magnetic levitation vehicle
(MAGLEV), promises a high-speed transportation system of
500 mph speed with low cost for maintenance and operation.
The proposed system is also said to be environmentally
friendly. The goal of this paper is to investigate whether
MAGLEVs is feasible and safe to use. The concept of
MAGLEV is already introduced in several countries, Maglev
trains use magnetism to levitate above the tracks on which they
travel. They are faster, more efficient, and more
environmentally friendly than modern wheeled trains. It may
be that one day soon, maglev technology will be commonplace
throughout the world. This article reviews the history of these
trains, how they work, as well as their benefits and drawbacks.
It also discusses the importance of electrical engineering in
developing maglev, and how electrical engineers can make this
technology the next transportation revolution. As we progress
further, we will know more about MAGLEV and its operation.
I. INTRODUCTION
MAGLEV is a transport system, which uses magnetic
fields to transport vehicles and other people without any
physical contact with the ground. This uses lift and
propulsion to reduce friction and to travel faster in a short
time. They are noiseless and are not affected by the
weather. The power needed to operate these vehicles are
relatively low compared to traditional wheeled trains.
Magnetic Levitation trains overcome air resistance due to
their design. The problem with the wheeled vehicle is that,
because of the friction, wear and tear occurs at the wheels,
thus reducing the speed with the ‘hammer effect’. Therefore,
1710994/1610315/1720912-Autumn-2021/EEE 313$XX.00 ©20XX IEEE
MAGLEV is more preferred, although the cost of
manufacturing is more the maintenance cost is low.
MAGLEV TRANSPORT SYSTEM IN WORLDWIDE
The proposed MAGLEV system in Korea uses LIM as the
thrust and electric suspension as the levitation. It is stated to
have a semi-high speed of 200 km/h, a high speed of 550
km/h, and a low speed of 110 km/h in urban areas.
Maintaining the Integrity of the Specifications. Since the
Maglev train has been studied and developed from
the 1960s, both German and Japanese Maglev trains have
reached industrial levels and test tracks are experienced. In
the1990s, the USA Inductrack, the Swiss Swissmetro, and
Korea’s UTM have been intensively studied and some
component prototypes have been built. The Transrapid in
Shanghai, China and the HSST (High Speed Surface
Transport) in Nagoya, Japan, have been in public service
since December 2003 and March2005, respectively. Some
projects (Pittsburgh or Baltimorein USA, Seoul in Korea,
London in England, and so on) area waiting approval, and
the Munich project in Germany was approved in September
2003 with public service possible from 2009.
Figure: Levitation and guidance system for semi high speed
MAGLEV train
Figure: Two systems of MAGLEV semi high speed
 The magnet is placed near the Electromagnetic levitation,
for which the power applied is distributed among the magnet
and the electromagnetic levitation, and the mutual magnetic
flux interference provides the overlapping of the rail. As the
magnet and the levitation is placed closer to each other, there
is a coupling effect between these two.

The figure below shows the levitation and guidance

system of the semi high-speed MAGLEV train. This is
classified into two steps depending on the direction of the
current exerted by the electromagnet.

Figure: Levitation electromagnet with LSM core

MAGNETIC LEVITATION AND PROPULSION SYSTEM

The development concept of the magnetic
levitation and propulsion system is

Figure: Two types of system

STRUCTURE OF LEVITATION ELECTROMAGNET

The coils are made under levitation current and,

made up of aluminum sheets for less weight and better
heat dissipation ability. These coils carry DC-excitation
current under levitation control and, for the levitation
sheet; coils are preferred because, in the case of round
coils, insulation materials are not suitable for heat
release and the heat will be gathered instead. The stator
is set along the guideway. This stator has 3 phase
waveform coils. The propulsion is the main component
for providing levitation and is related to the levitation
force and thrust force. The force ripples should be kept
relatively low to stabilize the levitation and propulsion.
Force ripples are created from the differences between The electromagnets are located on each side of the vehicle.
the fiber core and the stator coil. If there are gaps Each of the electromagnets contained a permanent magnet
between two force fields, irregularities show up which that generated a nominal magnetic flux for the required
levitation force and a coil that perturbed the magnetic flux
causes less cogging force and levitation ripple. This also
and varied the magnetic force to adjust the air gap length.
softens the end effect. On the other hand, if the cores are There are slots and coils for the linear generator on the top
close to each other, the flux density is more, which of the core. Long-stator LSM core and windings are
results in high flux density due to the end effect. This arranged along the double-side track. Table I lists the
effect produces core saturation and unbalanced flux specifications and design parameters of the small-scale
density distribution. magnetic levitation and propulsion system.

Translator Part Long-Stator Part

Item Value Item Value
Pole Pitch 78 Slot Pitch 52
mm mm
Num. of 12 Slots/Poles 3/2
Poles
Stack Length 50 Nominal Air 3 mm
mm gap
Initial Air 5 mm Min. Air gap 1 mm
gap

ANALYTICAL DETERMINATION OF ELECTROMAGNETIC
CAPABILITY
Open-Circuit Equivalent Magnetic Circuit Mode lFig. 2 and
3 show the design parameters of the unit module of
magnetic levitation electromagnets at the aligned and
unaligned position, respectively.
The permanent magnet was made from neodymium-iron-
boron alloy and provides the nominal magnetic flux for the
levitation force. The magnetic forces could be calculated
analytically using a magnetic circuit instead of numerical
methods such as the finite element method. However, the
leakage of the flux and the fringing field around the corner
of the iron cores in the air should be considered to obtain
results that are more accurate. The magnetic fluxes around
the magnet were assumed as illustrated in Fig.2. Fig 2 shows
the design parameters of small-scale magnetic levitation and
propulsion system.
WORKING PRINCIPLE OF MAGLEV
A MAGLEV train floats 10 mm above the guide way
of the magnetic field, and is propelled by the guide way
itself. When it reaches to the next station, the magnetism
is changed so that the train is pulled on. The
electromagnets run along the guide way, and the
electromagnets located under the train levitates the train
by pulling it up to the ferromagnetic stators. The magnets
on the side keeps the train stable along the guide way.
toward the rail from below. The system is typically
arranged on a series of C-shaped arms, with the upper
portion of the arm attached to the vehicle, and the lower
inside edge containing the magnets. The rail is situated
inside the C, between the upper and lower edges.
Magnetic attraction varies inversely with the cube of
distance, so minor changes in distance between the
magnets and the rail produce greatly varying forces.
These changes in force are dynamically unstable – a
slight divergence from the optimum position tends to
grow rather, requiring sophisticated feedback systems to
maintain a constant distance from the track,
(approximately 15 millimeters (0.59 in)). The major
advantage to suspended maglev systems is that they
work at all speeds, unlike electrodynamics systems,
which only work at a minimum speed of about 30 km/h
(19 mph). This eliminates the need for a separate low-
speed suspension system and can simplify track layout.
On the downside, the dynamic instability demands fine
track tolerances, which can offset this advantage. Eric
Laithwaite was concerned that to meet the required
tolerances, the gap between magnets and rail would have
to be increased to the point where the magnets would be
unreasonably large. In practice, this problem was
addressed through improved feedback systems, which
support the required tolerances.

A computer changes the amount of current to keep

the train 1 cm from the track. The operation is very
smooth and does not create any noise. Electrodynamics
involving the interaction of electrical currents and
magnetic forces, state-of-art computers, and
microprocessors maintain guidance (vertical and
horizontal spacing) during travel. Low-speed Maglev
travels up to 60 mph. In Pittsburgh's case, the top speed
will be about 40 mph.
Figure: Working Principle
The factors of MAGLEV train, which needs to be
Tracks: The tracks are specifically made for
considered, are as follows:
MAGLEV levitation trains and are not compatible with
traditional wheeled trains. They are designed for
Electromagnetic suspension: Electromagnetic
magnetic levitation and propulsion. As this vehicle runs
suspension (EMS), electronically controlled
to magnetism, uses of wheels are not required as they are
electromagnets in the train attracts it to a magnetically
designed to work as a standalone function.
conductive (usually steel) track. Electromagnetic
suspension (EMS) is used to levitate the Transrapid on
Propulsion: EMS systems such as HSST/Linimo
the track so that the train can be faster than wheeled
can provide both levitation and propulsion using an
mass transit systems. In electromagnetic suspension
onboard linear motor. However, EDS systems and some
(EMS) systems, the train levitates above a steel rail
EMS systems such as Transrapid levitate but not propel.
while electromagnets, attached to the train, are oriented
Such systems need some other technology for
propulsion. A linear motor (propulsion coils) mounted in
the track is one solution. Over long distances, coil costs
could be prohibitive.
Stability: Earnshaw's theorem shows that no
combination of static magnets can be in a stable
equilibrium. Therefore, a dynamic (time-varying)
magnetic field is required to achieve stabilization. EMS
systems rely on active electronic stabilization that
constantly measures the bearing distance and adjusts the
electromagnet current accordingly. EDS systems rely on
changing magnetic fields to create currents, which can
give passive stability. Because maglev vehicles
essentially fly, stabilization of pitch, roll, and yaw is
required. In addition to the rotation, surge (forward and
backward motions), sway (sideways motion), or heave
(up and down motions) can be problematic.
Superconducting magnets on a train above a track made
out of a permanent magnet lock the train into its lateral
position.
Guidance: Some systems use Null Current systems
(also sometimes called Null Flux systems). These use a
coil that is wound so that it enters two opposing,
alternating fields so that the average flux in the loop is
zero. When the vehicle is in the straight-ahead position,
no current flows, but any moves off-line create flux that
generates a field that naturally pushes/pulls it back into
line.
Energy use Energy for maglev trains is used to
accelerate the train. Energy may be regained when the
train slows down via regenerative braking". It also
levitates and stabilizes the train's movement. Most of
the energy is needed to overcome "air drag". Some
energy is used for air conditioning, heating, lighting,
and other miscellanies. At low speeds, the percentage of
power (energy per time) used for levitation can be
significant consuming up to 15% more power than a
subway or light rail service. For short distances, the
energy used for acceleration might be considerable. The
power used to overcome air drag increases with the
cube of the velocity and hence dominates at high speed.
The energy needed per mile increases by the square of
the velocity and the time decreases linearly.) For
example, two and a half times as much power is needed
to travel at 400 km/h than 300 km/h.
Field flux and levitation force analysis:
To analyze the field flux and levitation force, modeling
and FEM analysis are carried out. The fem modeling and
mesh are shown in the figure below. The analyses of the
levitation electromagnet with and without separation of the
core are also performed for comparison.
Figure: FEM Model
Figure: Mesh model
Core flux balance improvement: Unlike a rotary motor, a
linear motor has a limited length of mover and stator along
the air gap. It makes entry and exit end that cause the end
effect. In the entry and exit ends, the flux density is lower
than other poles. This flux unbalances leads to local
saturation of the core and it is transmitted pole by pole.
Electromagnetic field analyses of un-separated cores are
shown in the figure below. The entry and exit area yoke
have a higher flux density in the un-separated cores.
However, the flux density of the separated core shows little
difference. The magnetic circuit of the separated core is
divided throughout the poles. That makes different flux
paths and blocks the propagation of the end effect.

Figure: Close core
Figure: Separated core
Levitation ripple elimination: Most of the linear motor
has a normal force between mover and stator. LSM has an
attractive force and it is utilized by levitation force.
Analysis of levitation force according to mover position is
shown in the given figure. The un-separated core has
levitation force with huge ripples due to reluctance variation
between LSM core and levitation magnet. Like cogging
force, the levitation ripples have to be minimized to achieve
the stability of the levitation system. Core separation can
reduce the levitation ripples. Separated core changes regular
repetition of pole position. Irregularity of pole position can
reduce the force ripples. The force ripple of the separated
core is only 9.9% of Un-separated core.
Figure: Comparison of levitation force
Cogging force elimination: The principle of cogging force
and levitation force ripple is almost similar. Hence, the
cogging force can be reduced with the separated core. The
analysis result of cogging force according to mover position
is shown in the figure. As in the figure, the cogging force of
the separated core is significantly reduced than that of the
un-separated core. The peak value of the cogging force is
reduced to 8.3%. Core segmentation reduces not only
cogging force but also thrust. Pole position change in the
regular repetition of pole position affects the current angle
in thrust control. However, the amount of thrust loss is
insignificant.
Figure: Comparison of cogging force
ADVANTAGES OF MAGLEV
1) Despite the speeds of up to 500 km/hour, passengers
can move about freely in the vehicles at all times.
2) Maglev vehicle has no fuel
3) The materials used to construct maglev vehicles are
non-combustible, poor transmitters of heat, and able to
withstand fire penetration.
4) In the unlikely event that a fire and power loss
occurred simultaneously, the vehicle is automatically
slowed down so that it stops at a predefined emergency
power station.
5) A collision between two maglev trains is nearly
impossible because the linear induction motors prevent
trains from running in opposite directions or different
speeds within the same power tectonically reduce travel
time.
EXPERIMENT
Levitation force experimental equipment is shown in the
figure below. For the levitation force test, cutoff sized model
with 4 poles are manufactured. The Levitation magnet and
LSM core are placed on a freely movable shelf. For a load of
levitation force, the dummy masses are hanging beneath the
levitation magnet. The four load cells are placed between the
LSM core and the top shelf to measure the force.
 Figure: Levitation force with varying air gap

To verify the experimentation, the 4 poles FEM model is

also analyzed. The flux density distribution of the 4 poles
cutoff model is shown in the next figure.
Figure: Levitation force in position

EXPERIMENT

Maglev trains use magnets to levitate and propel the trains

forward. Since there is no friction, these trains can reach high
speeds. It is a safe and efficient way to travel. Governments
have mixed feelings about technology. Some countries, like
Figure: Magnetization as a function of applied field
China, have embraced it and others like India have balked at
The results are shown in the figures below. The levitation the expense. Other countries, on the other hand, have already
forces are measured according to current, position, and air been working on the project, like Korea.
gap. As in the figure, the finite element analysis result
shows good agreement with the experimental result.
However, in the high current region, the levitation force
shows an even higher force than expected. The levitation
force according to the mover position is measured to verify
the simulation. The experiment results at 10A, 10mm air
gap is shown of fig. 9. 4pole cutoff model still has the
levitation force ripples because it is designed for
minimizing levitation ripple of the full model.

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