INTRODUCTION TO ELECTROMAGNETIC LEVITATION

SYSTEM

Dr. [Link]
HoD and Assistant Professor
NIT Mizoram

1
 INTRODUCTION

➢ Suspension of objects with no visible means of support due to magnetic force is

called magnetic levitation,

➢ If a magnet is used to ‘float’ a ferromagnetic object in a stable position, it is

necessary to balance the gravitational force by the attractive force developed
between the magnet and object.
➢ DC electromagnetic levitation system (EMLS) was first demonstrated by Kemper
in 1932.
➢ Maglev system are inherently unstable and uncertain non linear dynamical system.

➢ Maglev is the means of floating one magnet over another.

➢ Levitation due to magnetic field interaction.

➢ Magnetic forces of attraction or repulsion.

2
➢Magnetic levitation broadly classified into two types
(a) Electromagnetic levitation system (EMLS): EMLS based on attractive
principle. This is inherently unstable [Link] the high-power solid-state
controls to regulate the current in an electromagnet, and achieves stability through
active feedback.

(b) Electro-dynamic levitation system (EDLS): EDLS based on repulsive

principle. This is inherently stable system. Uses high speed super-conducting
magnets. Produces the repulsive force due to eddy currents in the aluminum guide
ways. Causes levitation beyond a certain threshold speed.

3
• Attraction type:
➢ In this type suspended part (such as train) attracts the fixed part (such as
rail).

➢ Realization of this type is possible by ferromagnetic and / or permanent

magnet.

➢This type of EMS system has one significant advantage in that it provides
attraction force at zero speed, but such a system is inherently unstable

• Repulsion type
➢ In this type of the electromagnetic suspension system, suspended part (such
as train) repulses the fixed part (such as rail).

➢ This type is realizable with materials of permeability (µr) less than unity
(diamagnetic material) and with superconductors with ( µr=0).

➢ A disadvantage of this type of suspension systems is that an auxiliary

wheeling suspension is needed for operation below the critical speed (typically
80Km/h ) specially at zero speed. i.e. when the suspended object is stationary.

➢These systems are naturally stable with small damping ratio.

➢ Attraction system is currently being
favored in many cases, due to its design
simplicity, operational flexibility,
suitable for low and high-speed systems.

➢ Four major components of EMLS: (i)

Actuators and rail (ii) power amplifier
(iii) controller (iv) sensor.

➢ Different applications : Levitation of Simplified closed loop system of DC

electromagnetic levitation system
models in a wind tunnel, Vibration
isolation of sensitive machinery,
Levitation of molten metal in induction
furnaces, Levitation of metal slabs
during manufacture, Bio-medical
instrumentation, Trains are fast, ➢Most important applications are
comfortable and energy efficient etc. in Active magnetic bearing (AMB)
and Railways systems.

5
 History of Maglev
➢ Mile Bachelet in France and Frank Goddard in the United States discussed the
possibility of using magnetically levitated vehicles for high speed transport.
Hermann Kemper in Germany pioneered attractive-mode (EMS) Maglev and
received a patent for magnetic levitation of trains in [Link] August 14, Hermann
Kemper of Germany receives a patent for the magnetic levitation of trains.

➢ The first person to propose a frictionless form of travel was the famous American
rocket scientist Robert Goddard. His 1904 paper briefly outlined how magnets could
be used to levitate a train above the track and thus remove the limiting factor of the
wheels ‘adhesion (which affects both traction and braking) on the speed of the train

➢ In 1984, the first commercial maglev came on line in Birmingham, England. From
1984 to 1995, a low-speed maglev connected Birmingham International Airport to
Birmingham International railway station. It only traversed 600 meters and traveled
slowly. While it was popular at first, lack of upgrades led to unmet potential and
eventual obsolescence.

➢ Germany began testing maglev train technology as early as 1979. In July 1989
Berlin opened the M-Bahn, an elevated one-mile low-speed maglev line with three
stations designed to fill transportation network gaps created by the building of the
Berlin Wall. However, the M-Bahn was rendered redundant a mere two years later
6
with the reunification of Germany.
• New York, United States, 1968
In 1959, while delayed in traffic on the Throgs Neck Bridge, James Powell, a
researcher at Brookhaven National Laboratory (BNL), thought of using magnetically
levitated [Link] and BNL colleague Gordon Danby worked out a
maglev concept using static magnets mounted on a moving vehicle to induce
electrodynamic lifting and stabilizing forces in specially shaped loops, such as figure-
of-8 coils on a guideway.
• Japan, 1969–present
➢ Japan operates two independently developed maglev trains. One is High Speed
Surface Transport (HSST) (and its descendant, the Linimo line) by Japan Airlines
and the other, which is more well known is Superconducting Maglev (SCMaglev) by
the Central Japan Railway Company.
➢ The development of the latter started in 1969. Maglev trains on the Miyazaki test
track regularly hit 517 km/h (321 mph) by 1979. After an accident which destroyed
the train, a new design was selected. In Okazaki, Japan (1987), the SCMaglev was
used for test rides at the Okazaki exhibition. Tests in Miyazaki continued throughout
the 1980s, before transferring to a far longer test track, 20 km (12 mi) long, in
Yamanashi in 1997. The track has since been extended to almost 43 km (27 mi).
The current 603 km/h (375 mph) world speed record for manned trains was set
there in 2015.
➢ Development of HSST started in 1974. In Tsukuba, Japan (1985), the HSST-03
(Linimo) became popular at the Tsukuba World Exposition, in spite of its low 30
km/h (19 mph) top speed. In Saitama, Japan (1988), the HSST-04-1 was revealed
at the Saitama exhibition in Kumagaya. Its fastest recorded speed was 300 km/h 7
(190 mph)
➢ Construction of a new high-speed maglev line, the Chuo Shinkansen, started in
2014. It is being built by extending the SCMaglev test track in Yamanashi in both
directions. The completion date is currently unknown, with the most recent
estimate of 2027 no longer possible following a local governmental rejection of a
construction permit.
• Hamburg, Germany, 1979
➢ Transrapid 05 was the first maglev train with longstator propulsion licensed for
passenger transportation. In 1979, a 908 m (2,979 ft) track was opened in
Hamburg for the first International Transportation Exhibition (IVA 79). Interest was
sufficient that operations were extended three months after the exhibition finished,
having carried more than 50,000 passengers. It was reassembled in Kassel in
1980.
• Ramenskoye, Moscow, USSR, 1979
➢ In 1979 the USSR town of Ramenskoye (Moscow oblast) built an experimental
test site for running experiments with cars on magnetic suspension. The test site
consisted of a 60-metre ramp which was later extended to 980 metres. From the
late 1970s to the 1980s five prototypes of cars were built that received
designations from TP-01 (ТП-01) to TP-05 (ТП-05). The early cars were
supposed to reach the speed up to 100 km/h.

8
 SCMaglev (superconducting maglev) Experimental car TP-01 (ТП-01) in
Ramenskoye built in 1979

The Birmingham International Maglev shuttle Experimental car TP-05 (ТП-05) in

Ramenskoye built in 1986 9
• Birmingham, United Kingdom, 1984–1995
➢ The world's first commercial maglev system was a low-speed maglev shuttle that
ran between the airport terminal of Birmingham International Airport and the nearby
Birmingham International railway station between 1984 and 1995. Its track length
was 600 m (2,000 ft), and trains levitated at an altitude of 15 mm [0.59 in], levitated
by electromagnets, and propelled with linear induction motors.
➢ It operated for 11 years and was initially very popular with passengers,but
obsolescence problems with the electronic systems made it progressively unreliable
as years passed, leading to its closure in 1995. One of the original cars is now on
display at Railworld in Peterborough, together with the RTV31 hover train vehicle.
Another is on display at the National Railway Museum in York.

The RTV 31 at Earith, Cambridgeshire, during testing in May 1973

10
➢ Tracked Hovercraft was an experimental high speed train developed in the United
Kingdom during the 1960s. It combined two British inventions, the hovercraft and
linear induction motor, in an effort to produce a train system that would provide 250
mph (400 km/h) inter-city service with lowered capital costs compared to other
high-speed solutions.

• Emsland, Germany, 1984–2012

➢ Transrapid, a German maglev company, had a test track in Emsland with a total
length of 31.5 km (19.6 mi). The single-track line ran between Dörpen and Lathen
with turning loops at each end. The trains regularly ran at up to 420 km/h (260
mph). Paying passengers were carried as part of the testing process. The
construction of the test facility began in 1980 and finished in 1984.

➢ In 2006, the Lathen maglev train accident occurred, killing 23 people. It was found
to have been caused by human error in implementing safety checks. From 2006
no passengers were carried. At the end of 2011 the operation licence expired and
was not renewed, and in early 2012 demolition permission was given for its
facilities, including the track and factory.

➢ In March 2021 it was reported the CRRC was investigating reviving the Emsland
test track. In May 2019 CRRC had unveiled its 'CRRC 600' prototype which is
designed to reach 600kph.

11
 DIFFERENT COMPONENTS OF DC EMLS

Block diagram of single loop EMLS

ACTUATOR AND RAIL

The electromagnet acts as an ‘actuator’ which provides the basic suspension force.
When the electric current is passed through a wire wrapped around a core of
ferromagnetic material, magnetic flux is generated. This flux produces an attractive
force on any nearby ferromagnetic material. The magnetic force produced by the
coil shown in Fig. can be written as
2
μ0 N 2 A  i(t) 
F(i, x) =  
4  x(t)  12
➢ The magnet configuration is chosen on the basis of required pole face area and the
necessary window area to house the excitation coils. There are various magnet and
rail geometries; i.e., magnet with U and E profiles and various winding arrangements
with flat and U-profile rails as shown in Fig

Different configurations of suspension systems

13
➢ The important variables which influence the dynamic characteristics of
electromagnets are the electrical time constant (L/R) and the nonlinear
electromagnetic field distribution which becomes more dominant at higher
frequencies. The inductance of the coil under some simplifying assumptions is given
by the following equation.

μ0 N 2 A
L(x) =
2 x(t)

➢ Selecting small number of turns, smaller pole face area and larger air gap
between magnet pole-face and guide-way can reduce the magnet electrical time
constant but all these factors simultaneously will reduce the lift force.

➢ By increasing the input DC link voltage the rate of rise of current through the
coil increases which in turn reduces the effective value of time constant. This
method is called voltage forcing .

➢
14
POSITION SENSOR
Some of the important position sensors used in EMLS have been described below.
Optical Sensor
➢ A simple yet efficient sensor that is widely used for laboratory magnetic levitation is
the analog opto-sensor based on obscuration. The levitated object is positioned
between two collimating lenses where it influences the intensity of incident light on
the opto-receiver (a high speed photodiode).

➢ As the object obscures more and more light (indicating that the object is getting
closer to the electromagnet) the electromagnet controller limits the current more and
more. As the object drops away from the electromagnet, more light is exposed to the
sensor, and the current to the electromagnet is increased.

➢ In order to reduce the effect of ambient light the wavelength of the sensor radiation
is in the infrared or is pulsed. Laser light is also being used. The photodiode enables
the sensor to be very fast acting, typically 0.05 micro-secs.

15
Capacitive Sensor
➢ The position can also be sensed by using capacitive sensor. A small metal plate can be
placed between the levitating object and the electromagnet.
➢ The capacitance between the levitating object and the metal plate can be sensed and
used to determine the distance between the two.
➢ The advantage of this system is that the capacitance between the plate and the object is
always linear regardless of the shape of the levitating object. The capacitance is given
by the following equation.
ε0 ε r
C=A
d

Hall Sensor
➢ The functioning of this sensor depends on the Hall Effect. It means a voltage is
generated transversely to the current flow direction in an electric conductor (Hall
Voltage), if the magnetic field is applied perpendicularly to the conductor.

➢ As the Hall-Effect is most pronounced in semiconductors, the most suitable element is

a small platelet made of semi- conductive material. In a packaged form of Hall sensor,
the Hall plate with the current terminals and the taps for the high voltage are
arranged on the surface of the crystal. 16
Eddy Current Sensor
➢ A sensor which is widely used for magnetic levitation, mainly for small air gaps, is the
eddy current sensor. It is a special type of an inductive sensor and it consists of a wire
coil (plus conditioning electronics) that oscillates at a high, constant frequency,
typically between 0.5 - 2 MHz, and is thus surrounded by an electromagnetic field.

➢ The amplitude of oscillation is also kept constant. An electrically conductive material

close to this coil carries induced eddy currents which in turn change the impedance of
the coil. Hence information regarding the coil distance is gained.

Laser Sensors
➢ Another optical sensor is the laser displacement sensor, based on the triangulation of a
light beam. A laser beam is emitted from a laser diode and this beam is reflected
diffusely by the levitated object.

➢ A linear position sensor element is focused onto this point and, depending at what
location on this element the reflected light hits the sensor, a distance-dependent signal
is obtained.

17
Ultra Sonic Sensor
➢ Another means of position sensing is via ultra sonic sound transmitters. These work
on the concept of sonar. A chirp sound signal is transmitted and the time taken for the
signal to return after bouncing off the levitating object is used to determine its
distance. Also because of the very short distance over which the ultrasonic sensors
would have to transmit, this solution becomes unfeasible.
➢ Ultrasonic sensors have an acoustic transducer which is vibrating at ultrasonic
frequencies. The pulses are emitted in a cone-shaped beam and aimed at a target
object. Pulses reflected by the target to the sensor are detected as echoes.

➢The device measures the time delay between each emitted and echo pulse to accurately
determine the sensor-to-target distance. All materials sensing Ultrasonic Position
Sensors solve the toughest sensing problems and detect targets made of virtually any
material, regardless of color.

➢They detect clear, transparent and shiny targets as easily as dark and opaque
materials. Ultrasonic sensors also work well in tough environments like in fumes, dust,
noisy.

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POWER AMPLIFIER
➢ The coil current for the magnets used in levitation needs to be precisely controlled to
meet the attractive force demand. This calls for a fast DC to DC power amplifier
that can be controlled in a closed loop fashion. Different kinds of power amplifiers
have been proposed for electro-magnetic levitation.

➢ The schematic diagram of linear power supply is given Fig.. The overall efficiencies
of linear power supplies are usually in a range of 30-60%. For high power magnets,
use of linear amplifier will mean un-practically large switch ratings and heat sink
ratings.
➢ A combination of switched supply and linear amplifier circuit may be thought of to
further improve the efficiency of linear amplifier circuits. The switched mode DC to
DC power supply is energy efficient (70-90% range).

➢ Increased switching speeds, higher voltage and current ratings and relatively lower
cost of power devices are the factors that have contributed to the emergence of
switching power supplies.

19
➢ A simple Buck type DC-to-DC chopper (class-D) circuit of Fig. (using a controlled
switch and a freewheeling diode) will not be suitable to feed the levitation magnet as
this chopper circuit can apply only unipolar voltage to the magnet coil.
➢ By adding suitable value of series resistance to the magnet coil one can make the coil
voltage negative as the resistance drop applies negative voltage across the coil during
freewheeling mode of the class-D chopper.
➢ However, the resistance will be dissipating significant amount of power and the
energy efficiency will thus be low. But for multi-magnet based EMLS the total power
circuit utilizing class-D chopper may be simpler and cost-effective.

20
➢ A split DC supply for exciting the magnet-coil allows freewheeling and regeneration.
It applies equal amount (half of the input supply voltage) of positive and negative
voltage to the actuator.
➢ In this topology two equal capacitors are connected in series across the DC input and
care has to be exercised in balancing the charge by proper design measures. This
power amplifier has the disadvantage of de-rating the supply DC voltage by utilizing
only half its value any time.

Half Bridge switched mode power amplifier

21
➢ A full bridge circuit having four controlled switches (Fig.) can apply equal amount of
positive and negative voltage to the load (magnet coil) while allowing coil current to
be bi-directional.

➢ Electromagnetic attraction force is, however, independent of the coil-current

direction and hence one may as well go for a cheaper asymmetrical bridge circuit
that allows only one direction of load (coil) current.

➢ Moreover for the multi-magnet based levitation system the use of full bridge circuit
requires many numbers of isolated power supply as well as gate drivers and the
overall control circuit will be complicated.

Full Bridge switched mode power amplifier

22
➢ The asymmetrical bridge circuit shown in Fig. requires only half the number of
switches and diodes than the full bridge circuit and is capable of applying bi-directional
load voltage similar to the full bridge circuit.

➢ Within each high frequency cycle when the switches are ON, positive voltage across the
coil causes the coil current to raise and during OFF duration, coil current decays due to
application of negative voltage.

➢ During current decay, through the diodes, part of the magnet energy is fed back to the
supply and is not required to dissipate through any external resistance and thus the
circuit is quite energy efficient.

Asymmetrical bridge Converter

23
Considering asymmetrical bridge circuit, one need to have three bridge circuits for
three electromagnets, each having two controlled switches and two diodes (Fig.). So
the overall power circuit will require six numbers of isolated gate drivers. Since many
numbers of hard switching devices are to be used, a careful design for the layout is
required to limit the EMI.

The asymmetrical H-bridge converter for three

coils

24
Single switch based power converter for three coils
25
CONTROLLER
➢ The electromagnetic suspension system is an interesting problem from the control
system point of view. It is an unstable plant with changing parameters, having
nonlinearities and un-modeled dynamics. Selection and proper design of controller to
maintain the overall closed loop stability as well as performance is of paramount
importance.

➢ The primary task of the controller is to generate the actuating control current as per
the control algorithm. Another important objective of controller design is to maintain
robustness under different operating conditions and disturbances.

➢ The controller can be analog, digital, or hybrid. With either analog or digital
hardware, a control algorithm can be implemented. From the survey, many different
control laws have been applied to magnetic suspension applications.

➢ Both linear and non-linear controllers have been used for magnetic levitation
applications. If the design is accomplished by using linear analysis, then classical
control based cascade compensation or state feedback control can be implemented.
Lead-Lag and PID controllers are mostly used in EMLS because of its simplicity, ease
of design and robustness

26
 MATHEMATICAL MODELLING OF EMLS
The simplified diagram of the proposed single axis EMLS is shown in Fig. The
mathematical equations of any EMLS are complex and strongly nonlinear. It is aimed
to determine a simplified linear model for the EMLS from the basic governing
equations.

While deriving the governing equations for the mathematical model of the proposed
systems, the following simplifying assumptions have been made:

The overall magnetic circuit is assumed to be linear. Hysteresis and eddy current
effects have been neglected.

Leakage flux has been neglected and it is assumed that all magnetic flux generated
by the electromagnet passes through the object.

The iron permeability of the magnetic material has been assumed to be very high so
that the complete magnetizing ampere-turns are spent in the air-gap.

Coil inductance is constant about the operating point, and any electromotive force
due to motion of the ferromagnetic object can be neglected.
27
 ➢ Force of attraction between a
ferromagnetic object and the magnet is non-
linear

d 1 2
F(i, x ) = − L ( x )i ( t ) (1)
dx  2 

➢ The overall inductance may be modeled as

L0x 0
Simplified diagram of EMLS L( x ) = L C + (2)
x
Now putting the inductance value (1) from
equation (2) into the force equation (ne can
write:
2
 i (t ) 
F (i, x) = C   (3)
 x(t ) 
Lx
where, C = 0 0
Typical inductance profile of DC 2
2
electromagnetic levitation system 8
 Dynamics of the suspended system is given by the following equations

d 2 x(t )
F (i, x) = mg − m (4)
dt 2
2
 i (t )  d 2 x(t ) (5)
or , C   = mg − m dt 2
 x (t ) 
Under levitation the force given by equation (4) is in equilibrium with the gravitational
downward pull,

So, at the equilibrium position (i0,x0)the normalized force equation is

2
 i0 
F0 (i0 , x0 ) = C   = mg (6)
 x0 
Using perturbation technique, the equation becomes
2
 i0 + i (t )  d 2 ( x0 + x(t ))
C   = mg − m (7)
 x0 + x(t )  dt 2
i (t ) 
2

2 1+ 
 i0   i0  d 2 ( x0 + x(t ))
 C   = mg − m (8)

 0  1+
x x (t )  dt 2

 x0 

2
9
 2
 i0   2i(t ) 2x(t ) 4i(t )x(t )  d 2 x(t )
 C   1 + − −  = mg − m (9)
 x0   i0 x0 i0 x 0  dt 2
Neglecting higher order terms,
  i 2  
2
2i (t )  
2
2x(t )  d 2 x(t )
 0 i
 C   + C   .
0 i
− C   .
0
= mg − m
  x0   x0  i0  x0  x0  dt 2 (10)
 
By eqn.(6) , the eqn.(10)
becomes,
i (t )i0 x(t ).i02 d 2 x(t )
 2C 2
− 2C. 3
= −m (11)
x0 x0 dt 2
Taking Laplace transform on both sides of equation and after rearranging, the transfer
function of the magnetic levitation system is,

i0 Ka Ka
2C
X (s) m.x 02 m m
= = = (12)
I(s)  2 2   K   K X  KX 
 s − 2C. .i 0   s 2 − X   s + s− 
 m.x 30   m   m   m 
  
i0 .i 02
where, K a = 2C and K X = 2C. 3 , are the two force constants which are
x 02 x0
basically slopes of force vs. current and force vs. air-gap characteristics .
30
Equation (12) represents the linearised plant transfer function of the levitated system, when the
magnet-coil is excited by the controlled current source.
K
X
The transfer function shows that the system is open loop unstable having one pole at m
the
RHS of s-plane.

The dynamic model of the coil (winding) (modeled as a resistor and inductor in series) is given as
by taking the instantaneous voltage,

dI (t ) (13)
V (t ) = RI (t ) + L
dt d (I (t ) + I (t ) )
Taking small perturbation model, V (t ) + V (t ) = R(I (t ) + I (t ) ) + L (14)
dt
dI (t )
 V (t ) = R.I (t ) + L (15)
dt
taking Laplace transform of
eqn.(15),
(16)
 V ( s) = R.I ( s) + L.s.I ( s)
I ( s ) 1
the transfer function of the actuator is,  = (17)
V ( s ) ( R + Ls )
When the magnet-coil is excited by a controlled voltage source the transfer function of the
magnetic levitation system becomes:  Ka 
 
X(s)  m 
G p (s) = = (18)
V(s)  K 
(R + sL ) s 2 − X 
 m  31
The linearised state space model considering three different state variables: object Position
 dx(t ) 
x(t) , object velocity  ,  and coil-current i(t) is given as follows:
 dt 
 dx(t )   
 dt   
 d 2 x(t )   K0 1 0   x(t )   0 
   x K a   dx(t )   
= 0 −   +  0  v(t ) (19)
 dt 2   m m   dt   1 
 di (t )   Kx R  i (t )   
 dt   0 −  L
   Ka L

 x (t ) 
 dx (t ) 
y = 1 0 0  (20)
 dt 
 i (t ) 

The transfer function of the open-loop system then becomes:

   Ka 
0  
X ( s ) Adj ( sI − A)    mL 
= 1 0 0 0
= −  
V ( s ) det( sI − A)  1  R K R
  s3 + s2 − x
L L m L 32
ELECTROMAGNETIC ANALYSIS OF MAGNETIC LEVITATION SYSTEMS

➢Generally electromagnetic analysis is based on finite element method (FEM).The finite element
method (FEM) is a numerical technique for finding approximate solutions of partial differential
equations (PDE) as well as integral equations.

➢The finite element method is comprised of three major phases:

• pre-processing, in which the analyst develops a finite element mesh to divide the subject geometry
into sub domains for mathematical analysis, and applies material properties and boundary
conditions
• solution, during which the program derives the governing matrix equations from the model and
solves for the primary quantities, and
• post-processing, in which the analyst checks the validity of the solution, examines the values of
primary quantities (such as displacements and stresses), and derives and examines additional
quantities

➢ The finite element method (FEM) as a tool for solution of magneto static problems. In this
method, the solution region is discretized into simple geometric shapes called finite elements.

➢ For each element, a stiffness matrix is calculated so as to relate the material properties and
applied loads to the values at the nodes of the element as: [Ke] [x] = [f] where, [Ke] is the element
stiffness matrix, [x] is the vector of unknown nodal values and [f] is the element’s force vector. The
element stiffness matrix depends on the geometry and properties of the element.

33
➢ The ANSYS electromagnetic product suite contains both general purpose and
application specific products to address a broad array of industry applications,
different engineering disciplines.

➢ Electromagnetic simulation from ANSYS provides industry leading analysis tools

that enable the accurate simulation of electromagnetic fields. ANSYS
electromagnetic solutions enable engineers and designers to accurately predict the
behavior of electrical and electromechanical devices

➢ ANSYS mechanical technology incorporates both structural and material non-

linearity. ANSYS multi-physics software includes solvers for thermal, structural,
CFD, electromagnetic, and acoustics and can sometimes couple these separate
physics together in order to address multidisciplinary.

➢ While doing ANSYS simulation the magnetic flux produced by the coil current is
assumed to be so small that no saturation of the iron occurs. This allows a single
iteration linear analysis. The flux leakage out of the iron at the perimeter of the
model is assumed to be negligible.

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 ➢ The procedure for doing a static magnetic analysis using ANSYS consists of five main steps:
• Creation of the physics environment.
• Building and meshing the model and assign physics attributes to each region within the model.
• Applying boundary conditions and loads (excitation).
• Obtaining the solution.
• Reviewing the results.

➢ The Maglev system works on DC current that is why a static magnetic field problem has been
analyzed by the Finite Element Method (FEM). The static magnetic field problem can be
described by the following Maxwell’s equations

XH = J Where H, B, J and μ are the magnetic field intensity, the

.B = 0
magnetic flux density, the source current density, and the
permeability, respectively. The permeability is supposed to
.J = 0 be constant, μ = μ0 in air.
B
H=


➢ The 2D and 3D problem has been solved by FEM applying the ANSYS Multi-
physics software. The basic laws of such fields are Ampere’s law:

 [Link] =  [Link]
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Where dS are the surface element and dl is the length element. The law of conservation of
magnetic flux (also called Gauss’s law for magneto statics) is given as:

Where H is the magnetic field intensity (in amperes/meter), J is the electric current density (in
amperes/meter2) and B is the magnetic flux density (in Tesla or Wb/meter2).

The differential forms of Maxwell’s equation

XH = J
and,
.B = 0
The vector fields B and H are related through the permeability μ (in Henries/meter) of the
medium as
B = H
In terms of the magnetic vector potential A (in Wb/meter)
B = XA
Applying the vector identity for an arbitrary vector F

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When J = 0, in above equation becomes Laplace’s equation:

In the absence of currents (J = 0), the magnetic flux density H can be expressed in
term of magnetic scalar potential Vm (in amperes/meter) as:

The use of magnetic scalar potential reduces the three components of magnetic field H
into one component Vm making computations easier and more time efficient.

− XVm = 0

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There are various magnet and rail geometries; i.e. magnet with I, U and E profiles
and various winding arrangements with flat and projected rail

Two-dimensional FEM simulation has been carried out to determine flux pattern,
flux density, field intensity, force etc. for six different structures of actuator and rail .

Different configurations of suspension systems

Simplified diagram of DC electromagnetic levitation

system
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The objective is to determine a comparative study in terms of electromagnetic properties for the
aforesaid models of vehicle systems and to find a suitable combination of actuator and rail for a
class of electromagnetically levitated vehicle systems. For the present simulation study all the
six structures have been put as input for ANSYS model.

Diagram of U-I Structure with two different winding positions used in ANSYS simulation

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Flux pattern of U-I structure for 5mm and 20mm air-gap

Flux pattern of U-U structure for 5mm and 20mm air-gap 41

 Flux pattern of U-I structure with two coils (upper side) for 5mm and 20mm air-gap

Flux pattern of U-U structure with two coils (upper side) for 5mm and 20mm air-gap 42
Flux density for U-I structure for 5mm and 20mm air-gap

Flux density for U-U structure for 5mm and 20mm air-gap 43
Fig.1.17. Flux density for U-U structure for 5mm and 20mm air-gap

Flux density for U-I structure for 5mm and 20mm air-gap

Fig.45 Flux density for U-U structure for 5mm and 20mm air-gap 44
Field intensity for U-I structure for 5mm and 20mm air-gap

Field intensity for U-U structure for 5mm and 20mm air-gap 45
 Vector plot of Force for U-I structure for 5mm and 20mm air-gap

Vector plot of Force for U-U structure for 5mm and 20mm air-gap 46
Vector plot of Force for U-I structure for 5mm and 20mm air-gap

Vector plot of Force for U-U structure for 5mm and 20mm air-gap 47
Flux vs. air gap curve for different structures

Flux density vs. air gap curve for different

structures
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Force vs. air gap curve for different structures

Field intensity vs. Air-gap of different

structures
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Field intensity for U-I structure for 5mm and 20mm air-gap

Field intensity for U-U structure for 5mm and 20mm air-gap 50
 EFFECT FOR CHANGING DIFFERENT PARAMETERS
➢The characteristics and dynamics of levitated system will also depend on some basic parameters of
rail and actuator other than air-gap.

➢It is expected that the generated flux, flux-density, field intensity, lift and guidance force will
depend on size of actuator and rail, current density of magnet-coil, no of turns of coil, winding
dimension etc.

➢ANSYS based simulation study has been carried out to see the effect on dynamics on EMLS
varying above parameters one at a time keeping others constant.

Magnetic properties vs. Air gap for U-I structure

• Effect of Change in Coil-turns

➢ Below figure represents flux, flux density, field intensity and vector plot of force for U-I
structure using ANSYS simulation plot with two different numbers of turns of coil (500 and 700)
at 10mm air-gap keeping other parameters constant. 51
 Flux pattern for U-I structure where N=500 and N=700 and z=1 cm

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Flux density for U-I structure where No. of coil-turns=500 and 700 and air-gap=1 cm
Field intensity for U-I structure where No. of coil-turns=500 and 700 and air-gap=1 cm

Force for U-I structure where No. of coil-turns=500 and 700 and air-gap=1 cm
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 Magnetic properties vs. No. of turns for U-I structure

Effect of Change in Rail-thickness

➢ The selection of rail-thickness is important for levitated vehicle system. It is aimed to

see the effect of rail-thickness on electromagnetic properties of maglev system.

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Flux pattern for U-I structure where rail thickness3cm and 1.5cm

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Flux density for U-I structure where rail thickness 1.5 cm and 3cm
Field intensity for U-I structure where rail thickness (td= 1.5 cm and 3cm) and air-gap=1 cm

Force for U-I structure where rail thickness (td= 1.5 cm and 3cm) and air-gap=1 cm 56
 Magnetic properties vs. Thickness of Rail for U-I structure

Flux pattern for U-I structure where back iron thickness 2cm and 3cm
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Flux pattern for U-I structure where wide rail length Flux density for U-I structure where wide rail length
10cm and z=1 cm 10cm and z=1 cm

Magnetic properties vs. Length of Rail for U-I structure 58

• Effect of Change in Coil-current

Flux pattern for U-I structure where coil-current= 2A and 4A and air-gap=1 cm

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Flux density for U-I structure where coil-current= 2A and 4A and air-gap=1 cm

Field intensity for U-I structure where coil-current= 2A and 4A and air-gap=1 cm 60
Force for U-I structure where coil-current= 2A and 4A and air-gap=1 cm

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ANALYSIS OF LEVITATION AND GUIDANCE FORCES IN ELECTROMAGNETIC
LEVITATION SYSTEM

➢In magnetically levitated vehicle the guidance force needed to keep it on the track is obtained
with the levitation electromagnets.

➢This part of work shows a simple magnetic model for the study of the levitation and guidance
forces produced by an electromagnet coupled with an iron rail.

Levitation and guidance forces with a flat or I- Levitation and guidance forces with a projectile
shaped guide way or U-shaped guide way

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ANSYS SIMULATION RESULTS AND DISSCUSIONS

Flux pattern for U-I structure with shifting distance (x=1 )cm(left and right shifting)

Flux pattern for U-U structure with shifting distance (x=1 cm) (left and right shifting) 63
Flux density for U-I structure for N=500,z=1 and x=1(left and right shifting)

Flux density for U-U structure for N=500, z=1 and x=1(left and right shifting) 64
Force vs. Shifting distance for U-I structure

Force vs. Shifting distance for U-U structure

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