Hyperloop Transportation System: Control, and

Drive System Design

Jawwad M. Sayeed
Deperatment of Electrical, Computer, and
Software engineering University of Ontario
Institute of Technology, Oshawa, Ontario
jawwad.sayeed@uoit.ca
Ahmed AbdelRahman
Deperatment of Electrical, Computer, and
Software engineering, University of Ontario
Institute of Technology, Oshawa, Ontario
ahmed.abdelrahman@uoit.ca
Mohamed Z. Youssef
Deperatment of Electrical, Computer, and
Software engineering, University of Ontario
Institute of Technology, Oshawa, Ontario
mohamed.youssef@uoit.ca

Abstract— This paper presents a novel methodology on
the design and analysis, performed from basic principles,
with an optimized cost for a magnetic levitation
Hyperloop system. It uses permanent magnets and
electromagnets to levitate, propel, and control a pod. A
comprehensive investigation with the help of a detailed
finite element analysis on the effects of the magnetic
field distribution, due to the alternating current being
applied to the propulsion and levitation system, was
provided. Simulations from ANSOFT Maxwell are
given. A short-rotor linear synchronous motor (LSM)
was designed as a small pod with permanent magnets at
the bottom to emulate the electrodynamic suspension
system. Furthermore, the effects of the magnetic field
force, exerted on the permanent magnet rotor, were also
examined. The whole magnetic levitation system
prototype was implemented experimentally, as a proof of
concept prototype, in order to verify the simulation
results. The results are given to assure the validity of the
magnetic analysis, design procedure, simulation results,
and experimental results.
Nomenclature
B The magnetic field in Tesla
Br The remanence magnetic field in Tesla
z the distance
L Length of the pod in inches
W Width of the pod in inches
H Height of the pod in inches
Fs The magnetic force produced by a solenoid in
Newton
N The number of turns
I The current in Amps
ߤ଴ The permeability of free space
A The cross sectional area of the solenoid
FPM The force of repulsion
FGravity The gravitational force on the levitating magnet
d The thickness of the magnet
Ȝ The wavelength of one unique iteration of the
Halbach array in inches
Nm The number of magnets used to create one unique
iteration
I. INTRODUCTION
There exists a need for a system that allows everyday
commuters the ability to travel from one point to another
using a faster, safer, and cheaper mode of transportation.
978-1-4799-7312-5/18/$31.00 ©2018 IEEE
In order to fulfill this need, the Maglev system was
developed. The maglev system uses the basic magnetic
properties of attraction and repulsion to propel and
levitate a pod forwards and backwards at high speeds. By
using magnetic levitation, the vehicles avoid the need for
wheels, therefore eliminating friction forces from the
track. Therefore, the active levitation and propulsion
system (ALPS) continues to extensively progress as a
means of futuristic innovative high speed land
transportation. There are several different means of
levitating and propelling the vehicle platform centered
on the principles of attraction and repulsion of magnets
[1]. Not all methods or designs are equally effective.
However, each of them has some associated advantages
and disadvantages. The first method that is used to
achieve magnetic levitation is the electromagnetic
suspension (EMS) system [2]. EMS operates solely
through attractive forces rather than attractive and
repulsive. The train is designed with two C-shaped legs
which wrap around a cone shaped track. The attractive
force between the underside of the track and the legs
overwhelms the force of gravity and thus allow the pod
to levitate [3], [4]. Naturally magnets will want to get as
close to each other as possible, this results in the
complexity of EMS, as to avoid the legs from actually
touching the track above, a sophisticated control system
is required to be put in place to always maintain distance
between the train and the track. This allows the train to
exhibit levitation even at low speeds. It should be noted
that, on either side of the track, there exists additional
magnets that assist in the guidance, and propulsion of the
train [5], [6]. By having the need to design and
implement a more sophisticated control system, the
overall cost of implementation goes up. The second
method that is utilized to achieve magnetic levitation is
the electrodynamic suspension (EDS) systems shown in
Fig. 1. This is the technology that is currently used in the
Japanese SC Maglev train. Contrary to the EMS system
this technology relies on the law of magnetic repulsion
as a basis for levitation [7], [8]. The train has
superconducting magnets installed in its chassis and
guide paths containing metal coils. When current is
applied through the guide paths, the train and the guide
paths exert a traveling magnetic field. Within the guide
path are also passive coils. These passive coils are meant
2767
for levitation purposes. As the pod moves over the
passive coils, the magnets embedded in the chassis of the
pod induce a current onto the passive coils.
Subsequently, the train is able to levitate and propel
because of the repulsive and attractive forces of the north
and south poles. Because the system requires induced
current to power the passive coils for levitation, the pod
will only levitate when the force of the magnetic field
produced by the passive coils equals the gravitational
force of the pod. Thus this system is self- controlling and
therefore there is no need for an additional sophisticated
control system. However since the passive coils require
induced current, the pod must already be moving at a
certain speed before the forces can cancel out, due to this
the pod is EDS systems are equipped with wheels that
are required for slow speeds before levitation can take
place [2], [9]. This study set out to investigate an
alternative method of applying the EDS system.
Traditionally EDS systems take advantage of passive
levitation coils, where a moving magnetic field induces
a current on the passive coils which then produces a
magnetic field. The traditional EDS system can be
modelled as a LSM for the propulsion system, and a
linear induction motor (LIM) for the levitation system
and peak force control [10], [11]. Conceptually, a linear
motor is a rotary motor where its rotor and stator have
been cut open and laid out flat. The purpose of this paper
is to substitute the LIM of the levitation system with a
LSM, so that both the propulsion system and levitation
system utilize a LSM. The reason for this change is to
establish levitation at standstill and at low speeds, thus
eliminating the need for wheels attached to the pod. For
the prototyping purposes the LSM is implemented using
windings going across the track which are powered using
AC power, the track is modeled as a long stator, and the
pod as a permanent magnet short rotor as shown in Fig.
2. The pod acts like a short rotor where the permanent
magnets are the equivalent of a DC power supply in
series with a winding.
II. DESIGN AND ANALYSIS
a. ALPS Principle
The proposed active levitation and propulsion system
for the Hyperloop is quite advantages towards building a
faster and cleaner form of transport. As the proposed
ALPS system has an active levitation system, while
maintaining the repulsive properties of magnetism, it
becomes relatively simpler to design a control system. In
order to properly begin modeling and analyzing the
levitation and propulsion system, it must be made clear
what the proposed system would look like. In the new
proposed ALPS system, the track consists of solenoids
going along the side and along the bottom of the track to
resemble the windings of a long stator, whereas the
2768
vehicle would have permanent magnets embedded at the
bottom, and magnets embedded on each side to interact
with the windings. The vehicle would resemble a short
rotor for the LSM. The long stator of the LSM requires
AC power to flow through the windings to create
electromagnets with alternating polarity, and the
permanent magnets embedded in the pod are the
equivalent of a dc excitation winding [8]. Interaction
between the magnetic field and armature currents
produces the thrust force. Therefore we can effectively
model the ALPS system as a permanent magnet linear
synchronous motor (PMLSM). A PMLSM is simply as a
variation on an already existing variation of a
synchronous motor. A regular synchronous motor has
three phase current windings along the stator, which are
powered by AC current. While the fixed rotor, has its
own winding along it, however it is powered by DC
current. Now the variation of a synchronous motor is the
permanent magnet synchronous motor. The difference
between the two mentioned motors is that in a permanent
magnet synchronous motor the rotors windings are
replaced by permanent magnets, as they are equivalent of
a DC excitation winding [8]. Finally the second variation
is that the ALPS system is linear as opposed to rotary.
Therefore this is the same as if someone had cut open a
permanent magnet synchronous motor and laid it out
along its stator, and let the rotor move freely on top. The
speed of the vehicle is determined by the speed of
traveling magnetic wave, which depends on the power
supply’s frequency [9].
Since a linear motor is being used now, a more
complex control and drive system is required. This is due
to the fact that the rotor is no longer fixed to moving in
only rotary motions, now it has the freedom to move
about the x, y, and z axis freely. So for the purpose of this
paper, only the levitation system will be modeled and
controlled for regulating in the z direction. In order to
accomplish this, a three phase inverter will need to be
used, employing the space vector pulse width modulation
(SVPWM) technique. Along with field oriented control
(FOC) for the purposes of this drive system.
b. Model of PMLSM
A PMLSM is a nonlinear system. However through
coordinate transformation one can simplify the
mathematical modelling of a PMLSM. A typical
mathematical model of a PMLSM is in the two axis d-q
synchronous rotating reference frame. In the d-q
reference frame, if the current on the d axis is set to zero,
then controlling the thrust force of the PMLSM is the
only requirement needed to control the current in the q
axis. Thus the coordinate transformation is a very
important step in achieving a control system for a
PMLSM which is non-linear. In Fig. 1, a block diagram
is given as to the general methodology of achieving FOC.
 The electromagnetic thrust force assuming ݅ௗ is zero, is
as follows:
ଷగ
‫ܨ‬௘௠ ൌ  ߖ௙ ݅௤ ൌ ‫ܭ‬௣ ݅௤ (7)
ଶఛ

Where R is the resistance, ݅ௗ is the d axis current, ݅௤ is the

q axis current, and ‫ܮ‬ௗ and ‫ܮ‬௤ are the d and q axis
inductances, respectively.
Fig. 1. FOC Schematic Diagram

I. Clark transformation c. Model of SVPWM

Stationary abc frame to stationary Įȕ frame. Space vector pulse width modulation aims to generate
a voltage vector that is close the reference voltage
ଵ ଵ required through various combinations of switching
ͳ െ െ ܸ௔
ܸఈ ଶ ଶ ଶ
൤ܸ ൨  ൌ  ට ቎ ቏൥ ܸ௕ ൩ (1) modes from the inverter. Typically in a SVPWM system
ఉ ଷ ξଷ ξଷ
Ͳ െ ܸ௖ a switch closing is denoted by a “1” and an open switch
ଶ ଶ
as a “0”, so as to represent the respective on and off
II. Park transformation states. A typical single level three phase inverter has six
Stationary Įȕ frame to synchronously rotating dq frame. switches, usually insulated gate bipolar transistors
(IGBTs). When taking into consideration the various
ܸௗ …‘• ߠ ‫ܸ ߠ݊݅ݏ‬ఈ switching states of the three phase inverter it is important
൤ ܸ ൨  ൌ  ቂ ቃ൤ ൨ (2) to note that only the top three switches are considered.
௤ െ‫ߠ݊݅ݏ‬ ܿ‫ܸ ߠݏ݋‬ఉ
This is due to the fact that having both switches open on
the same leg of the inverter means it is an open circuit
III. Park inverse transformation and therefore of no interest, similarly having both the
Synchronously rotating dq frame to stationary Įȕ frame. switches on the same leg be closed is of no interest as
that would result in a puff of smoke, i.e. blown
components, likely. Based on the two scenarios
ܸఈ …‘• ߠ െ‫ܸ ߠ݊݅ݏ‬ௗ
൤ܸ ൨  ൌ  ቂ ቃ൤ ൨ (3) mentioned, it can be said that switches on the same leg
ఉ ‫ߠ݊݅ݏ‬ ܿ‫ܸ ߠݏ݋‬௤
should be the opposite of one another. Fig. 2 illustrates a
IV. Clark inverse transformation typical three phase inverter with an AC motor as a load.
Stationary Įȕ frame to stationary abc frame.

ͳ Ͳ
ܸ௔ ‫ ۍ‬ଵ ‫ې‬
ξଷ ܸఈ
൥ܸ௕ ൩  ൌ  ට  ‫ێ‬െ ଶ
ଶ
ଶ ‫ ۑ‬൤ ൨ (4)
ଷ ‫ێ‬ ܸ
ξଷ ‫ۑ‬
ఉ
ܸ௖ ଵ
‫ ۏ‬െଶ െ
ଶ ‫ے‬

For the purposes of this paper, there will be a few

assumptions made. The first assumption is that iron core Fig. 2. 3-phase inverter with an AC motor
saturation is neglected; the second assumption is that
hysteresis isn’t taken into account, and finally the last Note how there are six switches in the circuit however
assumption is that the end effects will not be considered. only the top three switches have unique labels, namely a,
With those assumptions in mind, a typical PMLSM in the b, c. The lower switches being just an inversion of the
synchronous rotating dq frame can be represented by the top switches. Based on this simplification it can be
following set of equations: inferred that there will be eighth different switching
combinations. Of the eight possible switching
Stator voltage is given by: combinations six combinations are considered active,
ௗ௜೏ గ
whereas two of the combinations are considered non
ܷௗ ൌ ܴ݅ௗ ൅ ‫ܮ‬ௗ െ ‫ܮݒ‬௤ ݅௤  (5)
ௗ௧ ఛ

ௗ௜೜ గ
ܷ௤ ൌ ܴ݅௤ ൅ ‫ܮ‬௤ ൅ ‫ݒ‬ሺ‫ܮ‬ௗ ݅ௗ ൅ ߮௙ ሻ (6)
ௗ௧ ఛ

2769
active or zero switching states, namely states “111” and W V U Phase
“000”. ܸ଴ 0 0 0 0 vector
ܸଵ 0 0 1 +U
The relationship between the switching variables a, b, ܸଶ 0 1 0 +V
and c, with respect to the line to line voltage is given by ܸଷ 0 1 1 -W
the following equation. ܸସ 1 0 0 +W
ܸହ 1 0 1 -V
ܸ௔௕ ͳ െͳ Ͳ ܽ
ܸ଺ 1 1 0 -U
൥ ܸ௕௖ ൩ ൌ ܸ஽஼ ൥ Ͳ ͳ െͳ൩ቈܾ ቉ (8)
ܿ ܸ଻ 1 1 1 0 vector
ܸ௖௔ െͳ Ͳ ͳ

The relationship between the switching variables a, b, An example of what these switching values mean is
and c, and the line to neutral (phase) voltage can be further illustrated in Fig. 4, where switching state “101”
represented by the following equation. is realized which corresponds to vector ܸହ .

ܸ௔௡ ʹ െͳ െͳ ܽ
௏
൥ܸ௕௡ ൩ ൌ ವ಴ ൥െͳ ʹ െͳ൩ቈܾ ቉ (9)
ଷ
ܸ௖௡ െͳ െͳ ʹ ܿ

Based on equations (8) and (9) a truth table can be

developed to highlight the state of the switches as well as
the corresponding output. It may be noted that since both
switches on the same leg can’t have the same state, for
simplicities sake each leg could be represented with a
single pole double throw (SPDT) switch as opposed to
two IGBTs. In Fig. 3, it can be evidenced that the circuit
looks simpler now as a result and the legs can be named.
Fig. 4. 101 Switching state of the SVPWM
Based on the images and tables before, it is shown that
the converter can output a DC voltage to the terminals,
and what the effects or of each of the eight vectors on
current and voltage direction. The advantage that
SVPWM gives to a drive system is the ability to
synthesis any voltage vector, with any angle, and
magnitude, using the eight vectors, and a little timing to
do so. Fig. 4 illustrates a reference vector that a user
would output to the terminals of the inverter.

Fig. 3. 3-ph inverter with a 3-phase balanced motor load

The above figure shows a transistor combination

represented through a SPDT switch, where a “1”
indicates the switch being closed to the top, while a “0”
indicates that the switch is closed to the bottom of the
leg. In the figure above we can observe the leftmost leg
(W) has its upper transistor closed and bottom transistor
open, therefore the switch is pulled up to the top of the
leg. The two other legs (V and U) have their upper
transistors open and lower transistors closed. This will
correspond to a positive voltage being applied to the W- Fig. 5. Space vector modulation
phase while the two other phases are negative. The
current arrows illustrate the current path from the In Fig. 5, it can be seen that the reference voltage to
positive DC link to the negative DC link. The following achieve is 91.3% of the motor nominal terminal voltage,
table illustrates the eight possible switching states of the and it is also required that the reference voltage have an
three phase inverter circuit. angle of 38.3o. In order to achieve the desired reference,

2770
an alternation between four vectors can be used. By
utilizing the two zero, or non-active vectors, we can
inject dead time into the converter to help mitigate some
switching losses, and by also utilizing the two active
vectors, vector one and vector three. To put this into
mathematical terms, the following equation can be used.

‫ݒ‬௦௨ ൌ  ܸ෡ௌ ൏ ߠ ൌ ‫ݒݔ‬௡ ൅ ‫ݒݕ‬௠

ሬሬሬሬԦ (10)
Rearranging equation (10):
௏ೝ೐೑ ୱ୧୬ሺఏሻି௬௏ವ಴ ୱ୧୬ሺ௏ಾ ሻ
‫ݔ‬ൌ (11)
௏ವ಴ ୱ୧୬ሺ௏೙ ሻ

௏ೝ೐೑ ୱ୧୬ሺఏሻୡ୭ୱሺ௏೙ሻ
௏ೝ೐೑ ୡ୭ୱሺఏሻି ൘
ୱ୧୬ሺ௏೙ሻ
‫ݕ‬ൌ ௏ವ಴ ୡ୭ୱሺ௏೙ሻୱ୧୬ሺ௏೘ ሻ (12)
௏ವ಴ ୡ୭ୱሺ௏೘ ሻି ൘ୱ୧୬ሺ௏ ሻ Fig. 6. Flowchart of SVPWM
೙

Where x and y are weighting factors to determine how III. SIMULATION RESULTS
long each of the vectors will remain on, and ‫ݒ‬௡ ǡ ƒ†‫ݒ‬௠
As with all proposed new system, and technologies,
are the next and prior vectors, respectively. By using the
simulations must be conducted to validate the
equations above, the user will likely get a weighting
practicality of the technology, or system, as well as to
factor for the two active vectors, if those weighting
design a successful system. Firstly, a three phase voltage
factors were converted to a percentage, that percentage
fed inverter will be simulated using the space vector
would represent the amount of time the converter is
pulse width modulation technique; this way the inverter
conducting during one period. Most likely the percentage
subsystem can be fine-tuned before applying it to drive
will not add up to 100% if the maximum voltage is not
the PMLSM. After having completed the simulation of a
being used, and thus the user will need to pad the rest of
successfully working three phase voltage fed inverter
the missing percentage with the non-active or zero
with SVPWM, the PMLSM motor will be added as the
vectors. Rule of thumb when employing the SVPWM
load, and the field oriented control system technique will
technique is to only make one switch change at a time.
be applied to correctly control the motors speed, and
Thus the following equation can be used to effectively
linear position,
break down the switching scheme.
a. SVPWM Simulation Model
ܶ ൌ ܶ௩೘ ൅  ܶ௩೙ ൅  ܶ௩బ ൅  ܶ௩ళ (13) For the purposes of this paper, and the authors’
Based on the above equation, it can be inferred that every preference, power simulator (PSIM) was used to
switching period T will have four cases. However as simulate this system. The first step of simulating the
mentioned earlier, due to the presence of switching three phase voltage fed inverter with SVPWM was to
losses, the aim should be to minimize them. Due to that create the circuit on PSIM. The following figure shows
condition each switching period will have seven the full three phase voltage fed inverter circuit, along
switching events occur, each event causing only one with all the control elements required to achieve
switch to actuate at that moment. The switching pattern, SVPWM control.
then, at every switching period, T, will be as follows:
Leg Switching State
W 0 1 1 1 1 1 0
V 0 0 1 1 1 0 0
U 0 0 0 1 0 0 0

Fig. 6 depicts the general flow chart for the process of

developing a SVPWM system.

Fig. 7. Schematic diagram of the 3-phase inverter

2771
 In Fig. 7, it can be seen that by reading the line Fig. 10 shows that the output voltage is in fact 450V
currents, and then conditioning them to voltage signals, just as desired.
through some manipulation, we can compare that signal
with that of our reference voltage, and desired output
angle. From there an error signal is generated and then
turned back into a sine wave, which is then fed into the
SVPWM block, thus producing the correct switching
patterns.
In this simulation the ܸ௥௘௙ was set to be 450V, and ߠ
was desired to be ʹͳͲ௢ , and setting ܸ஽஼ to 975V. Based
on the desired output it is known that the voltage
Fig. 10. Output voltage of the inverter
reference is in sector 4 based on the above figure X. since
the adjacent vectors of sector four are ‫ݒ‬ସ and ‫ ଺ݒ‬we can
Finally, we will inspect the current of all three phases,
set up our weighting equations. By utilizing equations
the currents waveform will be near sine wave, as this is
(11) and (12), the following values were obtained.
the entire purpose of SVPWM, to minimize harmonics,
‫ ݔ‬ൌ ͲǤʹ͸͹ and to get a wave that looks as sinusoidal as possible.
‫ ݕ‬ൌ ͲǤʹ͸ͷ
Based on the above weighting factors, Fig. 8 shows the
results were obtained through simulation.

Fig. 11. 3-Phase currents obtained by SVPWM

b. PMLSM Simulation Model

Fig. 8. Switching pattern of the inverter The design of PMSLM depends mainly on permanent
magnets which are placed between each adjacent poles
The above image is the switching pattern for each of to provide the field excitation needed. A special attention
the six switches in the inverter circuit. If we zoom in was paid to the location of magnets in order to reduce the
closer to a specific switching cycle, we can analyse the leakage phenomenon as much as possible. Fig. 12 shows
switching pattern to see if it conforms to SVPWM. the schematic diagram of the PMLSM on ANSOFT
Maxwell platform. The air-gap flux density which is a
critical variable in obtaining the thrust and levitation
force can be obtained in terms of the pole pitch, the
MMF, the air permeability, power angle and no. of pair
poles by the following expression
ఓ೚ ௐ೑ ூ೑ ଷఓ೚ ூξଶ గ௫
‫ܤ‬௥ ൌ  ௞೎ ௚೚
൅
గ௞೎ ௚೚
•‹ሺ
ఛ
െ  ߛ௢ ሻ (14)

Fig. 9. Zoomed in switching pattern

Looking at Fig. 9 zoomed in image; we can see that the

pattern followed is clearly correct as the sector four
adjacent vectors are 100 and 110, the full table is as
follows:
Leg Switching State
W 0 1 1 1 1 1 0
Fig. 12. The schematic diagram of the coils
V 0 0 1 1 1 0 0
arrangement on ANSOFT Maxwell
U 0 0 0 1 0 0 0

2772
 The mechanical developed power in terms of the power V. REFERENCES
angle, the mutual inductance, and the synchronous speed
can be expressed by the following equation: [1] Hyung-Woo Lee, Ki-Chan Kim, and Ju Lee, “Review of maglev
train technologies,” IEEE Transactions on Magnetics, vol. 42,
ଷ no. 7, pp. 1917–1925, Jul. 2006.
ܲ௠ ൌ  ߱ଵ ‫ܯ‬௙ ‫ߛݏ݋ܿܫ‬௢ (15)
ξଶ [2] L. Songqi, Z. Kunlun, L. Guoqing, and G. Wei, “EMS maglev
vehicles model reference adaptive control,” Proc. of the Control
Also, the thrust force in the x direction can be described Conference (CCC), 2015 34th Chinese, Hangzhou, 2015, pp.
using equation in addition to the levitation force which 2989–2993.
can be expressed by equation: [3] Luguang Yan, “Development and Application of the Maglev
Transportation System,” IEEE Transactions on Applied
௉೘ ଷగ Superconductivity, vol. 18, no. 2, pp. 92–99, Jun. 2008.
‫ܨ‬௫ ൌ  ൌ  ߱‫ܯ‬௙ ‫ߛݏ݋ܿܫ‬௢  (16) [4] “Physics of Maglve Train.” [Online]. Available: http://ffden-
ଶఛ௙ ఛξଶ
2.phys.uaf.edu/212_spring2011.web.dir/Chan_Jeon/physics-of-
డௐ೘ ଷ డெ maglve-train.html.
‫ܨ‬௭ ൌ  =െ ‫ߛ݊݅ݏܫ ܫ‬௢ ሺ ೑) (17) [5] Z. Long, G. He, and S. Xue, “Study of EDS & EMS Hybrid
డ௭ ξଶ ௙ డ௭
Suspension System With Permanent-Magnet Halbach Array,”
The efficiency and the power factor of the system are IEEE Transactions on Magnetics, vol. 47, no. 12, pp. 4717–4724,
Dec. 2011.
given respectively by the following equations: [6] K. Woronowicz and R. Palka, “Optimized thrust control of linear
ிೣ ௨ೣ induction motors by a compensation approach,” International
ߟൌ (18) Journal of Applied Electromagnetics and Mechanics, vol. 19, no.
ிೣ ௨ೣ ାଷூ మ ோ
1–4, pp. 533–536, Jan. 2004.
ிೣ ௨ೣ ାଷூ మ ோ [7] G. Lv, Z. Liu, and S. Sun, “Analysis of Torques in Single-Side
ܲǤ ‫ ܨ‬ൌ  (19) Linear Induction Motor With Transverse Asymmetry for Linear
ଷ௏ூ
Metro,” IEEE Transactions on Energy Conversion, vol. 31, no.
After injection of 20 mA in the coils, Fig. 13 shows the 1, pp. 165–173, Mar. 2016.
[8] U. Hasirci, A. Balikci, Z. Zabar, and L. Birenbaum, “A Novel
forces obtained in the three directions x y z. The x- Magnetic-Levitation System: Design, Implementation, and
direction force is the thrust fore while the z-direction Nonlinear Control,” IEEE Transactions on Plasma Science, vol.
force is the levitation force. 39, no. 1, pp. 492–497, Jan. 2011.
[9] Han-Wook Cho, Ho-Kyoung Sung, So-Young Sung, Dae-Joon
You, and Seok-Myeong Jang, “Design and Characteristic
Analysis on the Short-Stator Linear Synchronous Motor for
High-Speed Maglev Propulsion,” IEEE Transactions on
Magnetics, vol. 44, no. 11, pp. 4369–4372, Nov. 2008.
[10] H.-W. Lee, C.-B. Park, and J. Lee, “Improvement of Thrust
Force Properties of Linear Synchronous Motor for an Ultra-
High-Speed Tube Train,” IEEE Transactions on Magnetics, vol.
47, no. 11, pp. 4629–4634, Nov. 2011.
[11] Y. Yao, Y. Chen, Q. Lu, X. Huang, and Y. Ye, “Analysis of thrust
ripple of permanent magnet linear synchronous motor with
skewed PMs,” Proc. of the Electrical Machines and Systems
(ICEMS), 2015 18th International Conference on, Pattaya, 2015,
pp. 1141–1146.
[12] P. Friend, “Magnetic Levitation Train Technology 1.” Bradley
University, 2003.
Fig. 13. The forces in the 3 directions at an injected [13] B. Kou, L. Zhang, Y. Zhang, and Y. Jin, “Modeling and design
current of 20 mA. of testing platform for permanent magnet linear synchronous
motor,” Proc. of the Electrical Machines and Systems (ICEMS),
IV. CONCLUSION 2014 17th International Conference on, Hangzhou, 2014, pp.
1535–1538.
[14] Z. Zhang, C. Shang, L. She, W. Chang, and L. Zhang, “Structural
The design and prototyping analysis for an active optimal design of a permanent-electro magnetic suspension
levitation and propulsion Hyperloop system (ALPS) is magnet for middle-low-speed maglev trains,” IET Electrical
presented in this paper. A detailed finite element analysis Systems in Transportation, vol. 1, no. 2, pp. 61–68, Jun. 2011.
[15] U. Hasirci, A. Balikci, Z. Zabar, and L. Birenbaum,
is performed on Maxwell ANSOFT and a complete “Experimental Performance Investigation of a Novel Magnetic
simulation schematic is carried out on PSIM. The Levitation System,” IEEE Transactions on Plasma Science, vol.
simulation results are in full agreement with the 41, no. 5, pp. 1174–1181, May 2013.
mathematical analysis which assure the validity of the
design procedure, and the magnetic analysis.

2773