IEEE TRANSACTIONS ON APPLIED SUPERCONDUCTIVITY, VOL. 15, NO.

2, JUNE 2005 2273

Design Consideration of a High Temperature

Superconductor Maglev Vehicle System
Jiasu S. Wang, Suyu Y. Wang, Changyan Y. Deng, Youwen W. Zeng, Honghai H. Song, Jun Zheng, Xinzhi Wang,
Haiyu Y. Huang, and Fu Li

Abstract—The design consideration of the superhigh speed HTS

Maglev vehicle system of 1000 m test line is presented on the basis
of the experiment results of HTS Maglev vehicle in the years before
last. The gross weight of NdFeB of test line guideway is 6750 kg. The
low temperature rectangle-shape liquid nitrogen vessel on board
has high mechanical strength at 77 K of the temperature. The vessel
has 5 mm of bottom thickness and 12 hours of continuous working
time. There are two seats in the HTS Maglev vehicle. The total load
of the Maglev vehicle is 500 kg including 150 kg of weight of two
passengers in the weight. The vehicle body is the quasiellipsoidal
shape, and the outside outline size of the vehicle with shell is about
2.3 m of length 0.95 m of height, and 1.2 m of width. The vehicle

ms
is driven by a linear motor which is controlled by a ground con-
2
trolling system. Drive acceleration is 5 g (about 49 ), and the
acceleration section length is 300 m. The maximum speed of the
vehicle is over 600 km/h when there is no onboard man, and the
manned speed is still up to 100 km/h.

I. INTRODUCTION
Fig. 1. Levitation forces of HTS bulk on guideway in terms of single onboard

T HE highest speed of ground traffic transportation is the

low temperature superconducting (LTS) Maglev vehicle in
Japan. The top speed of the train reached 517 km/h in 1979. It
HTS Maglev device.

is presented with the experiment results of HTS Maglev vehicle

was increased to 580 km/h in 2003.
When the speed of the normal railway traffic transportation is
higher than 350 km/h, i.e. the speed limit, not only the running
noise of the ground traffic vehicle is higher, but also 90% driving
power is dissipated in the aerodynamic resistance.
The first man-loading high temperature superconductor
(HTS) Maglev vehicle in the world was tested successfully
at 2:26 pm, Dec. 31 2000 in Applied Superconductivity Lab-
oratory, Southwest Jiaotong University, China [1], [2]. High
speed may be realized when the HTS Maglev vehicle runs
in low-pressure tube or evacuated tube transport (ETT). The
HTS Maglev vehicle in a vacuum passage is described in
outline theoretically by M. Okano et al. [3]. The new ground
transportation system of superhigh speed HTS Maglev vehicle
Manuscript received October 5, 2004. This work was supported by the
National High Technology Research and Development Program of China
(2002AA306361; National 863 Program), by the Specialized Research Fund
for the Doctoral Program of Higher Education (0613009), and by the National
Natural Science Foundation in China (50377036).
J. S. Wang, S. Y. Wang, C. Y. Deng, Y. W. Zeng, and H. H. Song
are with the Applied Superconductivity Laboratory, Southwest Jiaotong
University, Chengdu 610031, China (e-mail: jswang@home.swjtu.edu.cn;
asclab@home.swjtu.edu.cn).
H. Y. Huang is with the College of Computer and Communications Engi-
neering, Southwest Jiaotong University, Chengdu 610031, China.
F. Li is with the National Power Traction Laboratory, Southwest Jiaotong
University, Chengdu 610031, China.
Digital Object Identifier 10.1109/TASC.2005.849629
1051-8223/$20.00 © 2005 IEEE
[4].
In this paper, the design consideration of the superhigh speed
HTS Maglev vehicle system in low-pressure tube (LPT) or ETT
is discussed on the basis of the experiment results of HTS Ma-
glev vehicle in the years before last.
II. ONBOARD HTS MAGLEV DEVICE
The onboard HTS Maglev device is a heart component part
of HTS Maglev vehicle. There are eight HTS Maglev devices
in the vehicle body. The onboard Maglev devices is composed
of YBaCuO bulks and rectangle-shape liquid nitrogen vessel
[5]. There are 43 pieces of YBaCuO bulks in each vessel. The
YBaCuO bulks are 30 mm in diameter and 17–18 mm in thick-
ness. The YBaCuO bulks are arranged on the bottom of the
liquid nitrogen vessel. The YBaCuO bulks are sealed by a spe-
cial technology in order to protect the superconductors. All the
YBaCuO bulks are fixed firmly in the liquid nitrogen vessel. The
vessels are connected rigidly to the two sides of vehicle body.
There are 43 pieces of YBaCuO bulks in the HTS Maglev de-
vice. The YBaCuO bulks are 30 mm in diameter and 17–18 mm
in thickness. The YBaCuO bulks are sealed by a special tech-
nology in order to preserve the superconductors [5]. A HTS
Maglev device has been operating for 43 months. Fig. 1 shows
experiment results of levitation force of HTS bulk on guideway
on July 22, 2004. This long-term stability since Jan. 2001 has
confirmed the device reliability. Moreover, the levitation force
2274 IEEE TRANSACTIONS ON APPLIED SUPERCONDUCTIVITY, VOL. 15, NO. 2, JUNE 2005
TABLE I
LEVITATION FORCES OF A SINGLE ONBOARD HTS MAGLEV DEVICE ON THE
GUIDEWAY (EXPERIMENT RESULTS ON JULY 22, 2004)
TABLE II
LEVITATION FORCES OF A SINGLE ONBOARD HTS MAGLEV DEVICE ON THE
GUIDEWAY (THEORETIC RESULTS OF RECENT HIGH QUALITY HTS BULK)
will increase by several times if using recent high quality HTS
bulk whose property are much better than the bulks used four
years ago.
Part of the experimental levitation forces of single onboard
HTS Maglev device are listed in Table I. The levitation force is
781 N and 1005.8 N with levitation gap of 20 mm and 15 mm,
respectively, which can satisfy a need of HTS Maglev system
design. These data are conservative, because all the bulks were
fabricated four years ago.
The comparison between experiment and numerical calcula-
tion shows that the agreement between the experimental and
simulated results confirmed the validity of this numerical cal-
culation after the primary program was improved [6]. The pa-
rameters of different HTS bulk will be different for its numerical
calculation.
The levitation forces on the basis of high quality HTS bulk on
new guideway is calculated by above program. The theoretical
calculation results [7] of the levitation forces of single onboard
HTS Maglev device are listed in Table II and shown in Fig. 2.
The calculation results of levitation force are much higher.
There are many reasons. The HTS bulks in the calculation are
quadrate and not circular. Maglev effective area of HTS bulks
is larger than that in old experiment, because the quadrate HTS
bulks have not the spaces of the array of the circular samples. It
is important that the difference of the parameters between new
high quality HTS bulk and old bulk is much larger.
The guidance forces of the old entire (8 Maglev devices) HTS
Maglev vehicle at displacement 20 mm are 4407 N, 2908 N, and
1980 N for 12 mm, 26 mm, and 42 mm of field cooling height,
respectively [8]. The lateral guidance force of each Maglev de-
vice is about 248 N for field cooling height of 42 mm (the prac-
tical levitation gap is 20 mm). The guidance forces of single
HTS Maglev device is large enough.
III. LOW TEMPERATURE VESSEL
The low temperature assembly on board must have high me-
chanical strength with the working temperature below 77 K.
The temperature can be provided with a low temperature vessel
Fig. 2. The calculation results of the onboard HTS Maglev device levitation
forces on the basis of high quality HTS bulk on new guideway.
and/or cooler. The liquid nitrogen vessel is simple and applied,
and the old onboard rectangle-shape liquid nitrogen vessel with
thin bottom can operate continuously for more than 6 hours [5].
The outside size of the low temperature vessel is 150 mm 516
mm, the inside size is 102 mm 470 mm, and the height is 168
mm. The vessel whose bottom thickness is only 3 mm, is used
successfully in HTS Maglev vehicle system. The vessel was in-
tact after it had been operated for about 40 months on vehicle
body.
In point of the engineering applications, the continuous op-
eration period must exceed 12 hours. The outside size of the
new low temperature vessel is 150 mm 516 mm, the inside
size is 102 mm 470 mm, and the height is 170 mm. The
vessel bottom thickness is 5 mm in order to increase mechanical
strength. The vessel capability is about 6 besides the thickness
of the vessel cover board. Total liquid nitrogen capability of en-
tire HTS Maglev vehicle is about 36 .
IV. THE HTS MAGLEV VEHICLE BODY
The new entire HTS Maglev vehicle is composed of 6 HTS
Maglev devices, and 3 HTS Maglev devices on each side. Ac-
cording to the above experiment data, the levitation force of
old entire HTS Maglev vehicle is about 6036 N and 4686 N at
15 mm and 20 mm of levitation gap. On the basis of the theo-
retic calculation results, the levitation force of new entire HTS
Maglev vehicle is large enough. This design assumes the levi-
tation force of entire HTS Maglev vehicle is about 5000 N at
20 mm of levitation gap. The levitation force can be reached
using recent high quality HTS bulks.
The lateral guidance force of new entire HTS Maglev vehicle
with 6 HTS Maglev devices is inferred from the above exper-
imental results, and it is about 1488 N for field cooling height
of 42 mm (the practical levitation gap is 20 mm). The guidance
force is about 1000 N at 20 mm of the practical levitation gap.
Levitation gaps in above theoretic calculation and experiment
results of levitation force and guidance force discuss are the gap
between HTS bulk bottom and guideway surface. Practical net
levitation gap must include the bottom thickness (about 5 mm)
of liquid nitrogen vessel. So, final design results of the Maglev
WANG et al.: DESIGN CONSIDERATION OF A HIGH TEMPERATURE SUPERCONDUCTOR MAGLEV VEHICLE SYSTEM
Fig. 3. The schematic structure for the low-pressure tube (LPT) or evacuated tube transport (ETT) with a superconducting levitation and guidance: (a) tube.
(b) Vehicle body. (c) Connector. (d) Low temperature part (with superconductor inside). (e) Permanent magnet guideway. (f) Linear motor.
vehicle body are 5000 N of levitation force and 1000 N of guid-
ance force at 15 mm of net levitation gap.
The vehicle body is the quasiellipsoidal shape, and the outside
outline size of the vehicle with shell is about 2.3 m of length
0.95 m of height, and 1.2 m of width.
V. PERMANENT MAGNET GUIDEWAY
The permanent magnet guideway consists of two parallel
tracks, 1000 m long. The gross weight of NdFeB of test line
guideway is 6750 kg. The guideway is composed of normal
permanent magnets NdFeB, iron plate and stainless steel plate.
The concentrating magnetic flux density is 0.347 T at 20 mm
of height on the surface the guideway. The cross section size
of the new permanent magnet guideway has decreased to 50
percent of that of original magnetic guideway. Besides the
guideway weight has decreased by 50% too. The magnetic field
of the new permanent magnet guideway is smaller than that of
original magnetic guideway (0.432 T at 20 mm of height on the
surface the guideway).
Data in Fig. 1 and Table I are obtained on the original perma-
nent magnetic guideway; but Fig. 2 and Table II are calculated
by the new magnetic guideway.
Not only the new NdFeB magnetic guideway has lighter
weight and smaller size, but also the magnetic field satisfies the
needs of this design.
VI. HTS MAGLEV VEHICLE SYSTEM
Heretofore, about 30 000 passengers took the HTS Maglev
vehicle, and it has been operated back and forth on guideway
about 400 km in past years. The total levitation force of the
old entire Maglev vehicle [2] was 10 431 N at the levitation gap
of 10 mm, and 8486 N at the levitation gap of 15 mm, respec-
tively in May 2002. The levitation force decreased by 5.1% at
the levitation gap of 15 mm and 4.7% at the levitation gap of
10 mm, respectively, after operating for about one year. The
changes of levitation forces are small during the extended pe-
riods of operation.
As the quality of HTS bulk improves, the long-term stability
will increase in both the vertical and the lateral directions of
2275
HTS Maglev vehicle, which provides the scientific evidence of
this design. Furthermore, both levitation and guidance of HTS
Maglev vehicle do not need extra control, and the control system
is only used for linear motors driving devices. Therefore, it is
possible to design the superhigh speed vehicle system in low-
pressure tube (LPT) or evacuated tube transport (ETT).
The new total load of the Maglev vehicle is 500 kg, and it
includes 150 kg of weight of two passengers in the weight. The
vehicle body is the ellipsoidal shape, and the outside outline
size of the vehicle with shell is about 2.3 m of length 0.95 m of
height, and 1.2 m of width. There are 2 seats in the HTS Maglev
vehicle. Maximum speed of the vehicle is over 600 km/h when
there is no man in vehicle, but the manned speed is still up to
100 km/h.
The vehicle is driven by a linear motor and is controlled by a
ground controlling system. There is no controlling device in the
vehicle. The vehicle mass is 500 kg, and it needs a maximum
drive force of 24 500 N. The drive acceleration of the linear
motor is 5 g (about 49 ). The speedup and speed-down is
obtained by control current of linear motor. When the vehicle
is run by this drive acceleration the speed of the HTS Maglev
vehicle will reach 600 km/h over the 300 m long guideway. The
brake system of HTS Maglev vehicle is started after the vehicle
is moved 300 m distance by uniform speed motion at 600 km/h
of speed.
Fig. 3 illustrates the main components of the designed LPT
or ETT system, which consists of tube, vehicle body, connector,
low temperature part, permanent magnet guideway and linear
motor. The connector is used to transfer the force from the low
temperature part to the vehicle body.
The real-time parameters of the moving vehicle are detected
by a ground detect system. The measured parameters of the en-
tire vehicle body include levitation gap, running speed, accelera-
tion, real-time position, oscillation and so on. The measured pa-
rameters in the vehicle body include inside noise, temperature,
humidity, air pressure, content of oxygen and carbon dioxide
etc. The measured parameters in the low temperature vessel in-
clude height of liquid level and temperature alarm signal. The
measured parameters in the LPT or ETT include noise of inside
and outside tube, air pressure and oscillation.
2276 IEEE TRANSACTIONS ON APPLIED SUPERCONDUCTIVITY, VOL. 15, NO. 2, JUNE 2005
Total liquid nitrogen capability of the entire HTS Maglev ve-
hicle is about 40 . The general machine vacuum pump can sat-
isfy the need of the low-pressure tube (LPT) or the evacuated
tube transport (ETT), because rate of machine pump is larger
than one of total vapor rate of liquid nitrogen.
VII. CONCLUSION
The design consideration of the superhigh speed HTS Maglev
vehicle system in low-pressure tube (LPT) or evacuated tube
transport (ETT) is presented. The design on the basis of the ex-
periment results of HTS Maglev vehicle in the years before last,
besides the design has considered the theoretical calculation re-
sults of the levitation forces of single onboard HTS Maglev de-
vice on the basis of high quality HTS bulk on new guideway.
The low temperature rectangle-shape liquid nitrogen vessel
on board has high mechanical strength at 77 K of temperature.
The continuous operating period is 12 hours. The outside size
of the low temperature vessel is 150 mm 516 mm, the in-
side size is 102 mm 470 mm, and the height is 170 mm. The
vessel bottom thickness is 5 mm in order to increase mechanical
strength.
The total load of the Maglev vehicle including two seats is
500 kg, and it includes 150 kg of weight of two passengers in
the weight. The vehicle body is the quasiellipsoidal shape, and
the outside outline size of the vehicle with shell is about 2.3 m
of length?0.95 m of height, and 1.2 m of width. The final design
results of the Maglev vehicle body are 5000 N of levitation force
and 1000 N of guidance force at 15 mm of net levitation gap.
The guideway length is 1000 m. The maximum speed of the
vehicle is over 600 km/h when there are not men in vehicle, but
the manned speed is 100 km/h.
The vehicle is driven by a linear motor and is controlled by
a ground controlling system. Drive acceleration is 5 g (about
49 ). Vehicle running states include the acceleration in
300 m of the length, the uniform speed motion in 300 m, and
brake section in 400 m.
ACKNOWLEDGMENT
The authors would like to thank all the persons who con-
tributed to the project.
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