The Canadian high speed magnetically levitated vehicle system

A technically feasible high speed (400–480 km/h) guided ground transportation system, based on the use of the vehicle-borne superconducting magnets for electrodynamic suspension and guidance and for linear synchronous motor propulsion, has been defined as a future modal option for Canadian application. A variety of sophisticated analytical techniques have been developed to establish a comprehensive theoretical base for conceptual design studies. Analysis and design proposals have been validated by large-scale tests on a rotating wheel facility and by modelling system components and their interactions. Thirty tonne vehicles carrying 100 passengers operate over a flat-topped elevated guideway, which minimizes system down-time due to ice and snow accumulation and facilitates the design of turn-outs. A clearance of up to 15 cm is produced by the electrodynamic interaction between the vehicle-borne superconducting magnets and aluminum guideway strips. Propulsion and automatic system control is provided by the superconducting linear synchronous motor which operates at good efficiency (0.74) and high power factor (0.95). The vehicle is guided primarily by the interaction between the LSM field magnet array and flat null-flux loops overlying the stator windings in the guideway. The linear synchronous motor, electrodynamic suspension as well as levitation strip joints, parasitic LSM winding losses and limitations to the use of ferromagnetic guideway reinforcement, have been investigated experimentally on the test wheel facility. Careful consideration has been given to shielding the vehicle passenger compartment from stray fields exceeding 20 mT. Isochoric (sealed) dewars, rather than on-board closed cycle refrigeration, are proposed for a potentially lightweight reliable cryogenic support system. Conceptual design studies indicate the attractive features of this mode of operation, but detailed design and fabrication of tubular test dewars are necessary to demonstrate its operational feasibility. The use of a secondary suspension assures adequate dynamic stability, and good ride quality is achieved by optimized passive components with respect to lateral modes and by an actively controlled secondary suspension with respect to vertical motion. It is concluded that the proposed Maglev system is a sufficiently promising approach to high speed guided ground transport to warrant an assessment of its economic viability in Canada, the development of critical components (particularly lightweight superconducting magnets), and continued technical refinement.