29-06-2012, 05:34 PM
MAGNETIC LEVITATION VEHICLES
[attachment=26194]
INTRODUCTION
Magnetic levitation, or “maglev,” is a technology used for high-speed trains in which the vehicle
is lifted from the roadway or “guideway” by a magnetic field. Propulsion is by means of a
moving magnetic field. This paper discusses the development of magnetic levitation vehicles in
Germany, Japan, and the United States.
BACKGROUND
The first patent for a magnetically levitated vehicle was granted in 1968 to U.S. scientists
Gordon Danby and James Powell [1]. Funding for their project lasted only a few years, allowing
Japan and Germany to take the lead in maglev development. U.S. interest was revived in the
1980s but funding was lost around 1992. Interest in maglev transportation is again on the rise in
the U.S. as evidenced by a recent $1 billion appropriation bill. $55 million is designated for
feasibility studies in 1999. This sum will be divided among five project teams presenting the
best proposals. Based on the results of these studies, the Department of Transportation will
designate one project eligible for $950 million in funding [2].
THE GERMAN SYSTEM
In 1979, the German Ministry of Research and Technology produced the Transrapid
International TR05, the first magnetic levitation vehicle licensed to carry passengers. In 1988,
the model TR06 (see Figure 1) set a speed record of 257 mph. In 1989 a prototype commercial
service vehicle, the TR07, set a new speed record of 271 mph. The Transrapid vehicle frame
wraps around the guideway and the car is levitated by magnetic attraction to the underside of the
guideway. A closed-loop control system maintains a clearance of 3/8” from the guideway. The
power for levitation is supplied by on-board batteries charged by linear generators. Propulsion is
by syncronous linear induction using active long-stator coils mounted on the guideway, and
passive rotors on board [3, p. 2; 4, p. 87].
THE JAPANESE SYSTEMS
Japan has two principle maglev development projects. The Yamanashi system uses on-board
superconducting electromagnets and a guideway with coils in the base and the side beams [10,
p.56]. The HSST system is similar to the German Transrapid system.
HSST Development Corp.
Japan Airlines initiated the High Speed Surface Transport (HSST) project in 1974. JAL was
seeking a solution to the problem of transporting airline passengers between large urban areas
and distant airports. In 1975, JAL began testing the HSST-01, a two-passenger magnetic
levitation vehicle, which achieved a speed of 191 mph. The next model, the HSST-02, was an
eight-passenger vehicle. The 50-seat HSST-03 carried passengers at the Tsukuba Science Expo
in 1985, and at the Vancouver Transportation Expo in 1986. It continues to operate near Nagoya
as a tourist attraction [11; 12, p. 80].
The HSST Development Corporation was formed in 1985. In 1987, the HSST-04, a 70-seat
model, was built. It operated at the 1988 Saitama Expo near Tokyo. The first commercial
service began in 1989 at the Yokohama Expo with the HSST-05, a 158-seat, two-car train (see
Figure 1. Trial run of the Transrapid TR06, near
Lingen, Germany [9]
Figure 2). From March to October, 1.26 million passengers were carried. The planned HSST-
200 will use the HSST-05 as its two end cars with additional cars in the middle. Maximum
operating speed for the HSST-05/HSST-200 is 143 mph [11; 12, p. 80-82].
[attachment=26194]
INTRODUCTION
Magnetic levitation, or “maglev,” is a technology used for high-speed trains in which the vehicle
is lifted from the roadway or “guideway” by a magnetic field. Propulsion is by means of a
moving magnetic field. This paper discusses the development of magnetic levitation vehicles in
Germany, Japan, and the United States.
BACKGROUND
The first patent for a magnetically levitated vehicle was granted in 1968 to U.S. scientists
Gordon Danby and James Powell [1]. Funding for their project lasted only a few years, allowing
Japan and Germany to take the lead in maglev development. U.S. interest was revived in the
1980s but funding was lost around 1992. Interest in maglev transportation is again on the rise in
the U.S. as evidenced by a recent $1 billion appropriation bill. $55 million is designated for
feasibility studies in 1999. This sum will be divided among five project teams presenting the
best proposals. Based on the results of these studies, the Department of Transportation will
designate one project eligible for $950 million in funding [2].
THE GERMAN SYSTEM
In 1979, the German Ministry of Research and Technology produced the Transrapid
International TR05, the first magnetic levitation vehicle licensed to carry passengers. In 1988,
the model TR06 (see Figure 1) set a speed record of 257 mph. In 1989 a prototype commercial
service vehicle, the TR07, set a new speed record of 271 mph. The Transrapid vehicle frame
wraps around the guideway and the car is levitated by magnetic attraction to the underside of the
guideway. A closed-loop control system maintains a clearance of 3/8” from the guideway. The
power for levitation is supplied by on-board batteries charged by linear generators. Propulsion is
by syncronous linear induction using active long-stator coils mounted on the guideway, and
passive rotors on board [3, p. 2; 4, p. 87].
THE JAPANESE SYSTEMS
Japan has two principle maglev development projects. The Yamanashi system uses on-board
superconducting electromagnets and a guideway with coils in the base and the side beams [10,
p.56]. The HSST system is similar to the German Transrapid system.
HSST Development Corp.
Japan Airlines initiated the High Speed Surface Transport (HSST) project in 1974. JAL was
seeking a solution to the problem of transporting airline passengers between large urban areas
and distant airports. In 1975, JAL began testing the HSST-01, a two-passenger magnetic
levitation vehicle, which achieved a speed of 191 mph. The next model, the HSST-02, was an
eight-passenger vehicle. The 50-seat HSST-03 carried passengers at the Tsukuba Science Expo
in 1985, and at the Vancouver Transportation Expo in 1986. It continues to operate near Nagoya
as a tourist attraction [11; 12, p. 80].
The HSST Development Corporation was formed in 1985. In 1987, the HSST-04, a 70-seat
model, was built. It operated at the 1988 Saitama Expo near Tokyo. The first commercial
service began in 1989 at the Yokohama Expo with the HSST-05, a 158-seat, two-car train (see
Figure 1. Trial run of the Transrapid TR06, near
Lingen, Germany [9]
Figure 2). From March to October, 1.26 million passengers were carried. The planned HSST-
200 will use the HSST-05 as its two end cars with additional cars in the middle. Maximum
operating speed for the HSST-05/HSST-200 is 143 mph [11; 12, p. 80-82].