Technology and Development of High Temperature Superconducting Linear Motors

Lu H. Zheng1, Jian X. Jin1, You G. Guo2, Hai Y. Lu3, and Jian G. Zhu2 School of Automation and Engineering, University of Electronic Science and Technology of China, Chengdu 610054, China Email: jxjin@uestc.edu.cn Faculty of Engineering, Faculty of Information Technology, University of Technology, Sydney, PO Box 123, Broadway, NSW 2007, Australia Email: youguang@eng.uts.edu.au
3 2 1

ABSTRACT
With the development of high temperature superconducting (HTS) materials, linear motor driving systems made using the HTS materials become available for practical applications. The HTS linear motor technology, especially structures and function characteristics, will be introduced in this paper. Comparison of the HTS linear motors with the conventional linear motors is also made and summarized with the potential HTS applications in the future.

2.

DEVELOPMENT OF HTSLM

The practical HTS material research has made significant progress, and the HTS practical electric application has become available gradually, and applying the HTS material into linear motors has also made achievements. Prototype design and fabrication, as well as experiments and simulations have been well conducted. The development of HTSLM in recent years is introduced as follows. 2.1. DEVELOPMENT OF HTSLM IN JAPAN

1.

INTRODUCTION

The development of linear machines has experienced more than 160 years. The linear machine has entered the practical commodity stage since the 1970's after a longterm exploration and experimental stages. The linear motor is a kind of equipment for converting electrical energy into linear movement directly without any inbetween transferring formation. Therefore, compared to the traditional drive mode, a linear motor has advantages such as simple structure, no abrasion, low noise, high accuracy, easy to maintain and so on. The appearing of new magnetic materials, control and coolant technology, creates a solid condition for the economical application of the linear motors with high speed and high power. In 1990s, the low temperature superconducting (LTS) technology was applied to a linear synchronous motor as to be the drive power of a maglev train in Japan, which increased train speed significantly. Since the discovery of high temperature superconductor (HTS), the HTS technology has achieved a fast development as well as a great progress on the HTS materials applied to conventional rotating machines [1]. Applying the HTS materials into the linear motors becomes attractive. Now, some model HTS linear motors (HTSLM) have been designed in some countries like America and Japan, and experience on the HTSLM technology has been well obtained. This paper will explore the HTSLM development status in the world and summarizes the HTSLM techniques and advantages; and application prospects will also be discussed.

Japan applied LTS technology into the linear synchronous motor for maglev train propulsion, and had attained a world speed record of 581 km/h in December 2003 [2]. In 2000, Japan Waseda University developed a HTS bulk linear actuator propelled by a HTSLM, which was integrated with a HTS magnetic levitation system [3]. In 2002, it again fabricated a double-sided HTS bulk linear synchronous actuator [4-5]. In addition, Japanese Kyushu University also proposed some conceptual models of HTSLM, for instance (i) HTS bulk linear synchronous motor (LSM) used for rope-less elevator [6], (ii) HTS bulk linear reluctance motors (LRM) [7], and (iii) a kind of HTS bulk synchronous motor combined with self-guidance and self-levitation system [8-9]. It also has carried out a series of dynamic simulations which were effective but necessary to be verified by practical models. 2.1.1. HTS SINGLE-SIDED LINEAR ACTUATOR

In 2000, Japan Waseda University designed and fabricated a HTS bulk single-sided linear actuator [3], which can realize levitation and propulsion. The primary and the secondary of the linear actuator were composed of copper windings with iron core and HTS bulks, respectively. As shown in Figure 1, permanent magnets, the same pole in longitudinal direction, and the alternating poles of N and S in transverse direction, are located at both sides of the primary windings to levitate and guide the secondary. Two types of HTS bulks were used in the linear actuator. A zero-field-cooled HTS bulk

plate was located at the center of the secondary to generate thrust, and four field-cooled HTS bulks located above the permanent magnets play a role of levitation and guidance of the secondary. In order to improve the linear actuator, the starting thrust force and magnetic field distribution in the air gap was measured, and a simulation program was developed based on the finite element method (FEM) taking the voltage-current (E-J) characteristics of the HTS bulk into consideration to investigate electromagnetic behaviors within the bulk exposed to a time-varying magnetic field. Using the simulation program, the dependency of nvalue and critical current density (Jc) of the bulk material on the magnetic flux density in the air gap and the starting thrust force was investigated. Experiments have good agreements with analyses, and the conclusions are given as follows: The characteristics of a HTS bulk linear actuator are almost independent on the HTS bulk Jc and n-value; both of the magnetic flux density beneath the bulk and the starting thrust increase with n-value and decrease with Jc; and the influence of Jc on the thrust force was much greater than that of n-value. Based on the numerical analysis results of magnetic flux density and thrust force, a larger n-value is preferable for the linear actuator.

was formed in the air gap, and the synchronous thrust force can be measured by a load cell which was connected to the secondary. They prepared two special power sources for the starting section and the synchronous section individually. The starting section of the primary was energized by a high-frequency source (in the range of 50-100 Hz) and the synchronous section was energized by a low-frequency source (2 Hz). Important conclusions have been drown through the experiments and the simulations, and which are significant for designing HTSLM with larger propelling forces. The main conclusions are (i) Thrust force was influenced by load angle, spacing and size of two YBCO bulks. Thrust force was changed sinusoidal when load angle shifts from 0 to 360 degrees, and peak of thrust force shifted from 60 to 120 degrees as decreasing the interval of two bulks from 28 mm to 2 mm. The maximum of the thrust force decreased mostly linearly as the interval of the bulks becomes large. The thrust force of the single 56 mm large bulk was twice as great as that in two 28 mm bulks. (ii) While the secondary can be pulled into synchronism in the case of interval was very small such as 2 mm, it was failed in the case of big interval such as 28 mm. (iii) The amplitude of speed became larger with increasing the thrust force.

Figure 2: Schematic drawing of a model linear actuator [4] Figure 1: Experimental setup of linear actuator [3]

2.1.2.

HTS DOUBLE-SIDED LINEAR ACTUATOR

2.2.

DEVELOPMENT OF HTSLM IN USA

In 2002, Japan Waseda University constructed a doublesided and short-secondary type of linear synchronous actuator [4-5] with a field-cooled YBCO bulk plate as the secondary, as the structure shown in Figure 2. The primary can be divided into two sections: (i) The starting section in which the secondary was accelerated as an induction machine; and (ii) The synchronous section in which the secondary moved with a specified synchronous speed. The secondary of the linear actuator consisted of two plate-shaped field-cooled YBCO bulks had some intervals and two copper plates placed at both sides of the YBCO bulks. To move the secondary smoothly, bearings were attached on both sides of the secondary. The YBCO bulk was immersed in a liquid nitrogen (LN2) bath during experiments. The primary windings were excited by DC power sources so that a momentary sinusoidal travelling field

In 2004, America designed and fabricated a linear bulk superconducting magnet synchronous motor (LBSCMM) for an electromagnetic aircraft launch system (EMALS) [10]. The permanent magnets used in conventional design of linear permanent magnet synchronous motors were replaced by the HTS bulk magnets. The complete motor consisted of four independent motors, and each of the four motors was closed loop controlled and supplied by an independent converter. In the case of fault the motor associated with the fault was switched off, and the remaining three motors were sufficient to produce the required thrust force of 2 MN to finish the launch process. One of the motors is shown in Figure 3, and the coordinate z is assumed to be the direction of motion. (i) Flux Density Distribution. The flux density distribution produced by a bulk superconductor (BSC) was determined numerically by the sand-pile model in

combination with the BiotSavart law. The sand-pile model of the BSC is schematically shown in Figure 4.

where Bav is the flux density vector averaged with respect to the axis y, Js is the current density in the stator conductor, Y is the conductor length in the y direction, es is the unity vector pointing in the direction of flowing current in the stator conductor, and dA is a differential element of the stator conductor cross section. The total force vector F produced by two poles of the LBSCMM can be calculated by integration over cross sections of all stator conductors. The physical, operational, and equivalent circuit parameters of the linear motor with HTS bulk magnets have been compared with those of a linear permanent magnet synchronous motor and linear induction motor designed for the same application. Results show that utilizing superconducting magnets is only superior at temperatures below 40 K. It is very likely that technological developments will generate new materials that can trap higher magnetic fields, while the cost of cryogenic operations will continue to be reduced. In this case, the LBSCMM combined with a suitable power electronic converter may be the best candidate for electromagnetic aircraft launch system in a long term. 2.3. DEVELOPMENT OF HTSLM IN CHINA

Figure 3: One motor of the complete LBSCMM [10]

Figure 4: Sand-pile model of a BSC [10]

It was assumed that the currents flow along the edges so that square current loops were formed; the cross section of each current loop was given by the height h and width w. The current in one current loop was given by
I = J c hw

(1)

where Jc was the critical current density in the BSC. The complete volume of the BSC was divided into NL layers with NC current loops in each layer. Each current loop was approximated with an infinitely thin conductor in the middle of the current loop carrying current I. The differential of flux density vector generated by the current carrying element of conductor dB was given by the BiotSavart law
dB =

By integrating conventional linear motor and HTS magnetic levitation technology, China has fabricated a HTS maglev model vehicle in 1997 [11]. In December 2000, the first man-loading HTS maglev test vehicle was tested successfully in Southwest Jiaotong University [12-13], even it is not a comprehensive HTSLM. Since 2005, the University of Electronic Science and Technology of China has designed a HTSLM aimed for universal applications [14]. The model combined with HTS magnetic levitation system is composed of the single domain YBCO bulks as the secondary and 3 primary copper windings, as the conceptual model is shown in Figure 5. According to the Maxwell equations, electromagnetic phenomena in HTS bulks are described by using the magnetic vector potential A as [15]
1

0 I 1 ds r 4 || r ||3

(2)

where 0 is the permeability of free space, r is the position vector of the current element vector ds to the point of observation. while ||r|| denotes the length of the vector r. The flux density B at the point of observation is calculated by integration along all closed current loops in all layers. (ii) Force Calculation. The force vector dF, acting on an infinite thin stator conductor element vector ds carrying stator current Is, is given by
dF = I s ds B

( A) = SC A +
t

(5) (6)

A SC + = 0 t

where SC is electrical conductivity in a HTS bulk and is electric potential, and a HTS bulk is simulated by using E-J characteristic as follows
J E = Ec J c
n

(7)

(3)

If the stator conductor can not be considered as infinite thin and the flux density vector B is averaged along the axis y, then (3) becomes to
dF = J sYes Bav dA

where the critical current density Jc=5.0104 A/cm2, Ec=1.010-4 V/m, and n=30. Ohms law is applied in the HTS bulk, and SC is expressed by using (7) as

SC

(4)

J = c E

E E c

(8)

SC in (8) is applied to (5) and (6), and thrust and normal forces are calculated numerically from solving numerical non-linear eddy-current FEM problems.
Block 3 is three-phase transducer, and instantaneous three phase armature currents iu, iv and iw are given by
iu = 2 I 1 cos

where VSC is the HTS bulk volume, BPM is the permanent magnet magnetic induction intensity.
2.4. DEVELOPMENT COUNTRIES
OF

HTSLM

IN

OTHER

(9) (10)

2 i v = 2 I 1 cos 3

4 i w = 2 I 1 cos 3

(11) (12)

(x 2 + x 0 )

In 2001, Korea fabricated a HTS linear synchronous motor [16]. The primary and the secondary were composed of six HTS racetrack double pancake coils and one module with four permanent magnets respectively. A primary coil pitch is about 60 mm, and the secondary permanent magnet pitch is 45 mm. Configurations of the primary coils and secondary permanent magnets are shown in Figure 6. The field coil was made of Bi-2223 HTS wire with one pole of 40 turns, and the total length of the coil was about 9.8 m. During testing, the operation current and operation temperature were 150 A and 33 K respectively.

Figure 6: Configurations of primary and secondary (secondary shows just one module) [16] Figure 5: The sketch map of a HTS linear motor combined with HTS magnetic levitation system

Electromagnetic force is calculated independently in each side of the model, because both side armature windings are arranged with enough distance between them, so as not to be influenced by each others magnetic fields. M is the mass of the moving secondary [7]. Fx formulas are as follows, and the coordinate x is assumed to be the direction of motion. (i) The efficiency optimal model

The operation temperature of 33 K was achieved by conduction cooling method with a GM-cryocooler. This kind of cooling system was contained in a vacuum chamber to diminish penetration of convection heat, in which the pressure should be maintained below 10-3 Torr. In order to reduce the radiation heat penetration, there was a thermal shield made of aluminium was located between the chamber wall and the primary coils. The shield was connected thermally to the first stage of GMcryocooler and cooled down to about 70 K. Terminals of the primary coils were connected to the second stage of the cooler and the HTS coils were cooled down to operation temperature through them. In order to measure static thrust force and normal force, two load cells were attached to both sides of the extension of the secondary module, and the other side of the load cells was fixed at the block of the linear bearing. The two load cells can measure the thrust force and normal force applied to the secondary module at specific position by fixing the block to the linear guide. Finally, the static maximum thrust force was measured as 500 N. The inductance, the electromotive force (EMF) constant, and the force constant of the HTSLM were much lower than those of the conventional one, because of small number of turns and high current density of primary windings. Germany has also finished a conceptual design of a round HTS linear motor [17], and the stator windings of which will be made of YBCO coated conductors in the shape of double pancake coils. The frequency will be limited to approximately 10 Hz, and the actuator will be provided with NdFeB permanent magnets. The calculated force of this HTS linear motor is 10,000 N, and the force density will be 2-3 times more than the normal conducting counterpart of the same dimensions.

Fx = (2.2195 + 27.578) sin (ii) The thrust maximum model Fx = (2.7976 + 31.597 ) sin

x0

(13)

x0

(14)

where is the distance between secondary and armature guideway. In order to follow the demand propulsion patterns, the control law for x0 based on PID regulator is given by

x 0 = K P (v 20 v 2 ) + K I (x 20 x 2 ) + K D (a 20 a 2 ) (15)
where x20, v20, a20 and x2, v2, a2 represent the demand and the actual position, speed, and acceleration of secondary. Levitation force FLav between the HTS conductor and permanent magnet can be expressed as
FLav = dVJ c B PM
VSC

(16)

3.

ADVANTAGES AND APPLICATIONS OF HTSLM

Compared to conventional linear motors, HTSLMs have a number of advantages, and the main ones are summarized as follow (i) Smaller volume and less weight. Table 1 is the compare of size and weight between the LBSCMM and linear permanent magnet synchronous motor (LPMSM), linear induction motor (LIM) designed for the same application, and the connection of the stator coils of the conventional ones is the one phase per pole (OPP) stator structure. From the Table 1, it can be seen that LBSCMM not only has smaller volume, but also the weight is 43.5% and 44.2% of the two other ones respectively.
Table 1: Comparison of important data for LBSCMM,
LIM and LPMSM designs to obtain a thrust of 2 MN [10]

intensity, which are unable to achieve by the low temperature superconductor. Using the HTS linear synchronous motor in the maglev train propulsion is more scientific and feasible. (iii) In industry domain, HTSLM can be used in producing transportation lines, as well as some mechanical devices move horizontally or vertically, such as the transports system for the semiconductor production line, the wireless linear elevator and so on. (iv) In military field, HTSLM can be applied into electromagnetic aircraft launch systems and some kinds of electromagnetic guns, as well as the launch of missiles and rockets. (v) Because of the subtle, HTSLM also equipments, such as machines, avionic equipments. characteristics of low speed and may be applied into many precise disk drives of computers, medical devices and various automatic

Rotor length in z (m) Rotor height in y (m) Total rotor mass (kg)

LBSCMM (40 k) LIM LPMSM 2.35 7.8 7.38 2.14 3.96 2.13 916 2070 2104

4.

CONCLUSIONS

(ii) Bigger propulsion. When the HTS wires are applied into primary, the linear motor can produce bigger propulsion than conventional linear motor and rotating motor, because large current can flow in the HTS primary coil. Moreover, with increasing of the linear speed, the propulsion of a HTSLM influenced by the speed is much smaller than that of the conventional one, so that superconducting motor can be applied at higher speed condition. When the HTS bulk magnets replace the permanent magnet as to be secondary, HTSLM can produce bigger propulsion with the same rotor mass compared with that of conventional one, because HTSLM has better ratio thrust/(rotor mass) or Newtons per kilogram. (iii) Obtaining unity power factor. Through testing, the power factor of the LBSCMM constructed in USA reached 0.999 at speed of 103 m/s, which was close to unity power factor and much higher than that of the conventional linear motor, and which would result in a dramatic reduction in the size and cost of the power electronic converters. Because of having unique superiorities, HTSLM has widespread application scopes and good development prospects (i) Accelerating airplanes, ships and automobiles. HTSLM can accelerate the airplane into higher speed in shorter time compared with that of conventional linear motor, because of having the higher power factor, the smaller volume and quality, and the sinusoidal distribution of thrust. (ii) Driving maglev train. Japan developed LTS linear synchronous motor applied into the maglev train pushing, and attained a world speed record of 581 km/h in December 2003. But HTS material has better performances at low temperature region (<30 K) compared to LTS material, and can load larger current and has a better stability even if under the high magnetic

The HTS material technology has entered the phase of practical development and been used more and more in industrial applications. Some countries have developed different types of HTSLM for various applications with valuable experiences obtained. Because of having superior performances and advantages compared to the conventional linear motors, HTSLM becomes very attractive and has a broader application prospect.

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