4.7 HTS bulk Maglev train Ë 109Fig. 4.14:A 45 m-long HTS Maglev ring test line developed by ASCLab of SWJTU, China, in March
- The whole scene of the ring line (left) and a close-up of the second-generation HTS Maglev
vehicle (right) [71] (with permission).
by an induction linear motor with a maximum running speed of 50 km/h. This second-
generation HTS Maglev vehicle system was highlighted by the cost-performance and
multi-parameter on-board monitoring function. The maximum load capacity was
over 1000 kg at a levitation gap of 10 mm, but the cross-sectional area of the PMG
was 3000 mm^2 and the total length of the linear motor was 3 m composed of four
motors installed at one straight section of the track. The parameters of the levitation
weight, levitation height, running speed, acceleration, lateral offset, and total running
distance of the vehicle are in monitored in real time and displayed on the on-board
tablet computer [71].
4.7.3Ultra-high-speed HTS Maglev trains
When the speed of the normal ground traffic transportation is higher than 350 km/h,
not only the running noise of the ground traffic vehicle is higher, but also 90% of the
driving power is dissipated in the aerodynamic resistance. However, people hope to
achieve higher speed, for example, over 3000 km/h. The high speed may be realized
when a HTS Maglev vehicle runs in the evacuated tube transportation (ETT).
The long-term stability in both the vertical and the lateral directions of HTS
Maglev vehicle is a guarantee for an ultra-high-speed train in the ETT without a
control system. Oster [103] was convinced that “automated, silent ETT will work by
removing resistance. Ultra lightweight, pressurized cabins travel in tubes on thin
wheels, or Maglev. No air is in the tube to cause resistance. Energy is recovered when
slowing. Propulsion fuel is not carried on board. High capacity at low cost is achieved
using frequent vehicles instead of huge vehicles.” Okano et al. [104] proposed a HTS
Maglev vehicle in a vacuum passage. The combination of the ETT and the HTS Maglev
will bring both advantages into full play, and it may be develop into a new kind of
high-speed or ultra-high-speed ground transportation.
On January 12, 2004, Jia-Su Wang and Su-Yu Wang proposed an ultra-high-speed
ETT HTS Maglev train project with a maximum speed of more than 600 km/h. The
research program and design specifications were similar to those in Tab. 4.3, the