МОДЕРНІЗАЦІЯ ПЕРЕДОВИХ ТРАНСПОРТНИХ ТЕХНОЛОГІЙ ДЛЯ ЗАБЕЗПЕЧЕННЯ СТАЛОГО РОЗВИТКУ СУСПІЛЬСТВА
Вступ. Сучасними трендами у розвитку транспорту є підвищення його енергоефективності з одночасним зменшенням негативного впливу на екосистеми.Проблематика. Діючим магнітолевітаційним системам притаманні «історичні» особливості, що суттєво обмежують їхню енергоефективність, точність управління режима...
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Science and Innovation| _version_ | 1868294485517008896 |
|---|---|
| author | PLAKSIN, S. MUKHA, A. USTYMENKO, D. PLAKSINA, O. SHKIL, Yu. POGORILA, L. |
| author_facet | PLAKSIN, S. MUKHA, A. USTYMENKO, D. PLAKSINA, O. SHKIL, Yu. POGORILA, L. |
| author_institution_txt_mv | [
{
"author": "S. PLAKSIN",
"institution": " Institute of Transport Systems and Technologies of the National Academy of Sciences of Ukraine"
},
{
"author": "A. MUKHA",
"institution": "Ukrainian State University of Science and Technology"
},
{
"author": "D. USTYMENKO",
"institution": "Institute of Transport Systems and Technologies of the National Academy of Sciences of Ukraine"
},
{
"author": "O. PLAKSINA",
"institution": "Ukrainian State University of Science and Technology"
},
{
"author": "Yu. SHKIL",
"institution": "Institute of Transport Systems and Technologies of the National Academy of Sciences of Ukraine"
},
{
"author": "L. POGORILA",
"institution": "Institute of Transport Systems and Technologies of the National Academy of Sciences of Ukraine"
}
] |
| author_sort | PLAKSIN, S. |
| baseUrl_str | https://scinn-eng.org.ua/ojs/index.php/ni/oai |
| collection | OJS |
| datestamp_date | 2026-06-17T11:30:42Z |
| description | Вступ. Сучасними трендами у розвитку транспорту є підвищення його енергоефективності з одночасним зменшенням негативного впливу на екосистеми.Проблематика. Діючим магнітолевітаційним системам притаманні «історичні» особливості, що суттєво обмежують їхню енергоефективність, точність управління режимами роботи тягового лінійного двигуна тощо.Мета. Створення безінерційної системи управління тягово-левітаційною системою магнітоплану, щопоєднує в собі переваги електромагнітного і електродинамічного способів підвішування та отримує живлення від екологічно раціональної енергетичної системи.Матеріали й методи. Використано теорії та методики електричної тяги, електричних машин, електротехніки, електроніки та теорії автоматичного управління для модифікації структури та параметрів системи електропостачання, тягового лінійного приводу, системи підвішування та способів управління тяговолевітаційною системою магнітоплану.Результати. Значного поліпшення магнітолевітаційної технології можливо досягти завдяки взаємо узгодженій комбінації двох способів магнітної левітації — електромагнітної та електродинамічної, шляхом використання принципово іншої архітектури побудови маглев-траси — не з «довгих» секцій з трифазнимисиловими обмотками, а з дискретних базових модулів, що мають можливість електронного реконфігурування їхньої структури та режиму роботи. Це дозволяє змінювати режими роботи котушок модулів у будьякому порядку за заданим алгоритмом та подавати енергію тільки в ті котушки, що покриваються проєкцією магнітоплану на шляхову структуру. Енергоефективність такої системи досягається локальним живленням однотипних модулів від розподіленої мережі фотоелектричних перетворювачів.Висновки. Обґрунтовано концепцію тягово-левітаційної системи другого покоління на основі синхронізованого використання електродинамічного і електромагнітного способів левітації, суть якої у створенні підйомної та тягової сил однотипними дискретними модулями, що працюють у різних режимах завдякивідповідному управлінню. |
| doi_str_mv | 10.15407/scine22.03.056 |
| first_indexed | 2026-06-18T01:01:06Z |
| format | Article |
| fulltext |
ISSN 2409-9066. Sci. innov. 2026. 22(3)56
https://doi.org/10.15407/scine22.03.056
PLAKSIN, S. V. 1 (https://orcid.org/0000-0001-8302-0186),
MUKHA, A. M. 2 (https://orcid.org/0000-0002-5629-4058),
USTYMENKO, D. V. 1, 2 (https://orcid.org/0000-0003-2984-4381),
PLAKSINA, O. I. 2 (https://orcid.org/0000-0003-2830-8229),
SHKIL, Yu. V. 1 (https://orcid.org/0000-0002-8684-5906),
and POGORILA, L. M. 1 (https://orcid.org/0000-0002-3718-0733)
1 Institute of Transport Systems and Technologies
of the National Academy of Sciences of Ukraine,
5, Pysarzhevsky St., Dnipro, 49005, Ukraine,
+380 56 746 4282, itst@westa-inter.com
2 Ukrainian State University of Science and Technology,
2, Lazaryan St., Dnipro, 49010, Ukraine,
+380 56 373 1505, offi ce@ust.edu.ua
MODERNIZATION OF ADVANCED
TRANSPORT TECHNOLOGIES TO ENSURE
SUSTAINABLE SOCIETAL DEVELOPMENT
© Publisher PH “Akademperiodyka” of the NAS of Ukraine, 2026. Th is is an open access article
under the CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0/)
Citat ion: Plaksin, S. V., Mukha, A. М., Ustymenko, D. V., Plaksina, O. I., Shkil, Yu. V., and Pogori-
la, L. M. (2026). Modernization of Advanced Transport Technologies to Ensure Sustainable Societal
Development. Sci. innov., 22(3), 56—65. https://doi.org/10.15407/scine22.03.056
Introduction. Contemporary trends in transport development emphasize increasing energy effi ciency
while simultaneously reducing adverse environmental impacts.
Problem Statement. Existing magnetic levitation (maglev) systems retain a number of legacy (“his-
torical”) design features that constrain their energy effi ciency and limit the precision of traction linear
motor control, etc.
Purpose. Th is study aims to develop an inertia-free control system for the traction–levitation system
of a maglev vehicle that integrates the advantages of both electromagnetic and electrodynamic suspen-
sion methods and operates using an environmentally sustainable energy supply.
Material and Methods. Th e study draws upon theories and methods from electric traction, electrical
machines, electrical engineering, power electronics, and automatic control theory. Th ese approaches are
applied to redesign the architecture and parameters of the power supply system, traction linear motor,
levitation subsystem, and control strategies governing traction and suspension.
RESEARCH AND ENGINEERING
INNOVATION PROJECTS
OF THE NATIONAL ACADEMY
OF SCIENCES OF UKRAINE
57ISSN 2409-9066. Sci. innov. 2026. 22(3)
Modernization of Advanced Transport Technologies to Ensure Sustainable Societal Development
Results. Th e fi ndings have demonstrated that substantial improvements in maglev technology can be achieved through
the coordinated integration of electromagnetic and electrodynamic levitation methods within a fundamentally new sys-
tem architecture. Specifi cally, the conventional “long-stator” track design with continuous three-phase windings is re-
placed by discrete modular units capable of dynamic electronic reconfi guration. Th is approach enables fl exible reconfi gu-
ration of the operating modes of module coils according to a specifi ed control algorithm, with energy supplied exclusively
to those coils aligned with the projection of the maglev vehicle onto the guideway. Th e system’s energy effi ciency is en-
hanced through localized power supply to standardized modules from a distributed network of photovoltaic converters.
Conclusions. Th e study has substantiated a second-generation traction–levitation system concept based on the
synchronized application of electromagnetic and electrodynamic levitation principles. Th e proposed approach enables
the generation of both lift and propulsion forces using standardized modular units operating in diff erent modes under
coordinated control.
Keywords: magnetolevitative vehicle, electromagnetic levitation, electrodynamic levitation, traction-levitation system,
coil, photoelectric converter.
The advancement of transport and energy tech-
nologies in the twenty-first century must adhere
to the principles of sustainable development. This
implies, on the one hand, reducing the energy
consumption of transport systems while simulta-
neously minimizing their negative impact on re-
gional ecosystems, and, on the other hand, meeting
societal needs for reduced travel time for both pas-
sengers and goods. Achieving these objectives wi-
thin the framework of conventional transport and
energy technologies appears increasingly prob-
lematic. Transport systems account for more than
one-third of total energy consumption, while air
transport — the fastest mode — remains one of
the leading sources of atmospheric pollution.
One of the most promising approaches to add-
ressing these challenges is the integration of re-
newable energy technologies with magnetic levi-
tation (maglev) transport within a unified system.
Such integration has the potential to generate a
positive synergistic effect, enhancing both energy
efficiency and environmental performance.
Magnetic levitation transport is widely regarded
as the most перспективний (promising) form of
high-speed ground transportation [1—3]. Its ad-
vantages are particularly evident when it operates
in conjunction with environmentally sustainable
energy systems, as recommended by the European
Union’s Framework Programmes for Research and
Innovation [4]. Scholars and philosophers in lea-
ding countries emphasize that adherence to these
principles is essential for achieving sustained prog-
ress in line with the concept of sustainable socie-
tal development [5—6].
All existing maglev systems are based on two
principal methods of levitation — electrodynamic
and electromagnetic — and a single method of pro-
pulsion, namely the linear motor, which is dep-
loyed (“unfolded”) along the guideway [1].
The first method of levitation is implemented
in electromagnetic suspension (EMS) systems, such
as those used in the Transrapid trains (Germany).
In this type of suspension, no mechanical support
systems are engaged during motion, as the vehi-
cle remains continuously in a state of levitation.
Propulsion is provided by a linear motor with a
“long stator,” whose windings are embedded in spe-
cially designed slots within the guideway struc-
ture. The interaction between the magnetic field
of the stator and the magnetic field of the onboard
magnets generates the traction force. To ensure
lateral stability during operation, additional sta-
bilizing magnets are incorporated into the lower
part of the maglev vehicle, arranged transversely
relative to the track.
The principal advantages of transport systems
based on electromagnetic suspension include the
high responsiveness of magnetic interaction, ope-
rational efficiency when using ferromagnetic ma-
terials, and smooth ride quality. At the same time,
this type of suspension has several limitations, inc-
luding the complexity of the control system and
58 ISSN 2409-9066. Sci. innov. 2026. 22(3)
Plaksin, S. V., Mukha, A. M., Ustymenko, D. V., Plaksina, O. I., Shkil, Yu. V., and Pogorila, L. M.
the small air gap between the vehicle and the gui-
deway (approximately 10 mm), which imposes
stringent requirements on the precision of guide-
way construction, installation, and maintenance.
The second type of suspension — electrodyna-
mic suspension (EDS) — is employed in the Japa-
nese JR-Maglev system. The distinguishing feature
of this approach is that the constant magnetic flux
generated by superconducting magnets onboard
the maglev vehicle intersects with the coils embed-
ded in the guideway, inducing an electromotive
force and generating a secondary magnetic field.
The interaction between these magnetic fields pro-
duces the levitation force [7]. Consequently, levita-
tion occurs only during motion, and operational
experience indicates that a minimum speed of app-
roximately 120 km/h is required. For this reason,
trains equipped with EDS systems incorporate
auxiliary support mechanisms (bogies or wheels),
which maintain the vehicle in a stable position du-
ring acceleration and deceleration phases. Another
key feature of this suspension type is the use of su-
perconducting magnets capable of generating ext-
remely strong magnetic fields, enabling high travel
speeds and overall system energy efficiency.
The linear propulsion motor constitutes the com-
mon component of existing maglev transport sys-
tems, regardless of the suspension type. The active
windings of the three-phase linear traction motor
are grouped into traction sections whose length
significantly exceeds that of the maglev vehicle;
these are often referred to as “long stator” win-
dings. These sections are installed along the guide-
way within specialized slots and are powered by
dedicated substations via multi-kilometer high-
voltage cable lines.
The control of maglev train motion is essentially
reduced to the timely supply of electrical power of
the required frequency to the appropriate sections
of the linear traction motor, in accordance with the
well-established method of frequency control of
torque and speed in electric machines. This cont-
rol approach is well developed and is considered
sufficiently reliable for passenger transportation.
Nevertheless, it should be noted that the current
implementation of control systems largely repre-
Maglev
Superconducting
magnets
Path structure
Power unit SRPPPosition
sensor
Operations
teamControl unit SRPP
Solar panel
Levitation coil
Traction
coil
Fig. 1. Power unit control system Maglev
59ISSN 2409-9066. Sci. innov. 2026. 22(3)
Modernization of Advanced Transport Technologies to Ensure Sustainable Societal Development
sents incrementally modernized versions of clas-
sical approaches that were already available in the
1970s. As a result, these systems retain certain “le ga-
cy” characteristics. These include the need to supp ly
high currents (on the order of hundreds of amperes)
to traction sections due to losses in long cable lines;
limited control precision associated with the swit-
ching speed of power thyristors in cycloconverters;
and the technical complexity of bringing the linear
traction motor into synchronous operation during
the initial phase of motion, among others.
The stator windings of the traction motor desc-
ribed above are responsible solely for train propul-
sion, whereas a separate subsystem of windings is
required to provide suspension (levitation). In the
JR-Maglev system, which is the focus of this stu-
dy, train levitation is achieved using a secondary
system of short-circuited coils — levitation coils
(Fig. 1) — which are installed in the sidewalls of
the guideway structure alongside the traction
coils (traction sections).
All of these features impose a number of relia bi-
lity constraints on such a complex, multi-level cy-
ber-physical system as the motion control system
of a maglev vehicle. At the same time, advances in
microelectronics, radio navigation, and renewable
energy over recent decades have created a foun-
dation for the development of a new generation
of control systems. In parallel, there has been a gro-
wing interest in organizing transport operations
at hypersonic speeds within evacuated gui deways
[8]. Accordingly, the development of a novel iner-
tia-free control system for the traction–levitation
system (TLS) of a maglev vehicle — one that integ-
rates the advantages of both electromagnetic and
electrodynamic levitation — represents a highly
relevant research objective.
HIGH-SPEED GROUND TRANSPORT
BASED ON AN ENVIRONMENTALLY
SUSTAINABLE ENERGY SYSTEM
The solution to the aforementioned problem is
struc tured into several stages. At the first stage, it
is proposed to integrate two technologies — mag-
ne tic levitation and photovoltaic energy conver-
sion — into a unified transport and energy sys-
tem [9]. This approach предусматривает (envi-
sions) the pla ce ment of photovoltaic converters
(solar panels) ba sed on amorphous silicon along
the entire external surface of the sidewalls of the
guideway (Fig. 2).
As a result of this integrated interaction be-
tween the two subsystems, it becomes possible to
fundamentally transform the structure of the li-
near traction motor. Under this approach, the tra-
ditional “long” motor sections are replaced by
“short” sections (approximately 2 meters in length)
in the form of solar road power plants (SRPPs). In
such units, the traction coil (TC) of the motor ser-
ves as the load, to which electrical energy is supp-
lied at specific time intervals via an inverter (Inv).
This energy is generated by solar panels (SP) and
temporarily stored in rechargeable batteries (RB),
which are also part of the SRPP system [10, 11].
The structure of the solar track po wer plant is il-
lustrated in Fig. 3.
An analysis of average statistical data on solar
energy input across the territory of Ukraine in di-
ca tes that the annual total solar radiation per squa-
re meter ranges from approximately 1,070 kWh/
m² in the northern regions to nearly 1,400 kWh/
m² in the southern regions [12]. In practical app-
lications, taking into account panel orientation
Fig. 2. Integration of a magneto-levitation highway and
a distributed solar power plant
60 ISSN 2409-9066. Sci. innov. 2026. 22(3)
Plaksin, S. V., Mukha, A. M., Ustymenko, D. V., Plaksina, O. I., Shkil, Yu. V., and Pogorila, L. M.
and conversion efficiency, the effective usable ener-
gy can be estimated at an average level of app ro-
ximately 50 kWh/m². A key advantage of solar
energy is its near-universal availability, which
enables energy generation directly at the point
of consumption without the need for long-dis-
tance transmission. This characteristic supports
the design of distributed energy systems, which
underpins the structure of the SRPP presented
in Fig. 3.
These modifications enable a transition to re-
newable energy sources and fundamentally alter
the control algorithm for maglev vehicle motion.
In this configuration, the traction sections are po-
wered not by a centralized three-phase alterna-
ting current generator, but by discrete direct cur-
rent sources distributed along the guideway. This
allows each “short” traction section of the linear
motor to be controlled independently, signifi-
cantly improving control precision. However, this
approach requires highly accurate spatial posi-
tioning of the maglev vehicle, given that its speed
may reach 500 km/h or higher. This challenge is
addressed through the development of a micro-
wave radio navigation system [13], the integra-
tion of which into the combined maglev–photo-
voltaic system completes the first stage in the de-
velopment of a high-speed ground transportation
system based on an environmentally sustainable
energy framework.
Fig. 3. Structural diagram of the solar track power plant: SP — solar panel; EL — electrolyzer; НST — hydrogen
storage tank; FC — fuel cell; RB — rechargeable battery; Ion — ionistor; Inv — inverter; TC — traction coil;
IEM — incoming energy meter; CC — charge counter; FM — flow meter; CDC — charge-discharge counter
SP EL
EIM CC
HST FC RB 1 RB 2
FM
Charge-discharge swithc
Data bus
Controller
External interface
CDC 1 CDC 2
from SP,
RB, FC
Control unit SRPP
Ion Inv TC
Power unit SRPP
61ISSN 2409-9066. Sci. innov. 2026. 22(3)
Modernization of Advanced Transport Technologies to Ensure Sustainable Societal Development
SECOND-GENERATION CONTROL SYSTEM
FOR THE TRACTION–LEVITATION SYSTEM
Whereas earlier maglev systems required two se-
parate and independent windings — one for pro-
pulsion and another for suspension — installed
in the sidewalls of the guideway (Fig. 1), the pro-
posed approach enables the development of a trac-
tion–levitation system composed of standardized,
unified modules (Fig. 3). These modules are capab-
le of performing both levitation and propulsion
functions, depending on control signals genera-
ted by a specially programmed microprocessor.
It is well established that, in electrodynamic
suspension (EDS) systems, the levitation effect is
achieved through short-circuited loops (Fig. 1, le-
vitation coils), in which current is induced by a
superconducting magnet moving relative to them.
The induced current generates a secondary mag-
netic field which, through interaction with the
magnetic field of the superconducting magnet,
produces the levitation force required to suspend
the maglev vehicle [14].
The guideway suspension winding sections con-
sist of two individual coils arranged vertically and
connected in series (Fig. 4, a), forming an “8-sha-
ped” configuration. When the superconducting
magnet (Fig. 4, b) moves along the guideway such
that its longitudinal axis of symmetry does not
coincide with the longitudinal axis of symmetry
of the coil sections — i.e., when a vertical displa-
cement occurs — an electric current is induced in
the suspension circuit windings. The magnitude
of this current is proportional to the displace-
ment. As a result, a levitation force FL is genera-
ted, which supports the maglev vehicle.
In addition, the suspension circuit coils located
on both sides of the vehicle are connected in op-
position, forming a null-flux loop that compen-
sates for lateral displacement of the maglev vehic-
le, thereby enhancing stability during motion.
It is well known that a key limitation of the elect-
rodynamic suspension (EDS) method is the insuffi-
cient magnitude of the levitation force FL at low ve-
hicle speeds (below approximately 100—150 km/h).
However, the proposed power supply architecture
for the “short” sections of the linear traction mo-
tor, based on standardized SRPP modules, enab-
les the implementation of an electromagnetic sus-
pension mode in the low-speed range (from 0 to
100—150 km/h). This is achieved by supplying
electrical power to the guideway winding sec-
tions of the accelerating vehicle. In this way, the
first function of the second-generation traction–
levitation system is realized.
The second function consists in enabling, using
the same hardware components — including the
traction motor section — the propulsion (trac tion)
Fig. 4. Levitation system with discrete circuits: a — ge ne-
ral view; b — currents and suspension force; 1 — super-
conducting magnet; 2 — suspension track circuit
2
1
Fig. 5. Schematic representation of the implementation
of a section with coil switching: 1 — traction mode;
2 — suspension mode
1
2
Switching node
a b
FL
22
1
1
62 ISSN 2409-9066. Sci. innov. 2026. 22(3)
Plaksin, S. V., Mukha, A. M., Ustymenko, D. V., Plaksina, O. I., Shkil, Yu. V., and Pogorila, L. M.
operating mode. To achieve this, a high-speed swit-
ching unit is installed between the upper and lo-
wer coils of each section (Fig. 5), providing two ope-
rating configurations:
In the first switch position, the section operates
in traction mode; the resulting configuration re-
sembles a “0”-shaped loop.
In the second switch position, the section ope-
rates in levitation mode, corresponding to a
8-shaped configuration.
The guideway structure of the maglev track com-
prises two lateral sidewalls, between which the mag-
lev vehicle travels. Two “short” sections, each con-
sisting of a pair of coils and a high-speed switching
unit, are electrically interconnected and mounted
on opposite sidewalls of the guideway, thereby
forming a fundamental module of the guideway
structure (Fig. 6) [15].
The switching unit, in response to control sys-
tem commands, transitions the section between
traction and levitation operating modes, depen-
ding on the state of the transport system and the
requirements of the operating schedule.
Figure 7 illustrates one possible implementa-
tion of the electrical circuit for connecting the
coils of the basic guideway module. High-speed
switching elements are realized using IGBT tran-
sistors (VT1—VT20, Fig. 7). Although this con-
figuration increases the complexity of the control
system, it is technically justified, as it ensures the
required control algorithm for regulating the di-
rection of current in the coils.
a b
Fig. 6. Basic module of the road structure: a — module; b — mutual arrangement of
modules and vehicle
VT8 VT1
VT7
i
i
i
i
i
VT6
VT5 VT4
VT3
VT2
VT9
VT10
VT11
VT12
VT18
VT19
VT20VT13
VT14
VT15
VT16VT17
i
i
i
i
i
Fig. 7. Electrical diagram of the coils of the basic track structure module
63ISSN 2409-9066. Sci. innov. 2026. 22(3)
Modernization of Advanced Transport Technologies to Ensure Sustainable Societal Development
COMBINED SYSTEM
FOR SYNCHRONIZED CONTROL
OF MAGLEV MOTION AND SUSPENSION
The construction of the linear traction motor using
such discrete modules enables the transition to
the final stage of solving the stated problem. This
dual-function module makes it possible to imple-
ment a fundamentally new hybrid control system
that simultaneously governs both the motion and
suspension of the maglev vehicle, thereby fulfil-
ling the primary objective of this study. The con-
cept of hybrid control for the traction–levitation
system (TLS) is based on the following principles.
At the initial moment, when the maglev vehicle
is located at the starting point of the route, direct
current of sufficient magnitude is supplied to all
guideway coils within the length of the vehicle
that are configured in the “0” mode. This gene-
rates a levitation effect, raising the vehicle above
the guideway surface by a small clearance (app-
roximately 5—10 mm). The levitation force arises
from the repulsive interaction between the mag-
netic fields of the guideway coils and those of the
onboard superconducting magnets.
At any given time, only the guideway coils loca-
ted within the interaction zone of the maglev ve-
hicle are active. This active region (referred to as the
“activity zone”), with a length slightly exceeding
that of the vehicle, moves along the guideway at the
same speed as the vehicle. Relative to the maglev
vehicle itself, this “activity zone” exhibits a quasi-
static structure, as the guideway modules forming
it are rapidly switched between opera ting modes
in strict accordance with the movement schedule.
Simultaneously with supplying the guideway
coils with direct current, the coils located near the
front section of the vehicle at a given moment (two
on each side) are additionally fed with a low-amp-
litude, low-frequency three-phase voltage (not ex-
ceeding several tens of hertz), which is sufficient
to initiate the motion of the maglev vehicle. This
three-phase voltage is generated by a pulse-width
modulation (PWM) inverter incorporated into
the guideway module, using the DC voltage pro-
vided by the onboard energy storage system [13].
The analysis of the operating modes of the gui-
deway coils, the calculation of their design para me-
ters, and the corresponding current values were car-
ried out using a simulation model based on the con-
cept of a locally commutated synchronous li near
motor (LCSLM) as described in [16]. The results
indicate that, by the end of the first ti me interval, the
vehicle advances a distance equal to the length of
one traction coil. At the same ti me, the guideway
coils located near the front and rear sections of the
vehicle are switched to opposite operating modes.
Specifically, the coil positioned near the front of the
vehicle is switched to traction mode, while the adja-
cent coil in the direction of motion (previously in-
active) is switched to levitation mode. The operating
modes of the remaining coils remain unchanged.
At this stage, the vehicle speed is still insuffi-
cient for transitioning to electrodynamic levita-
tion, as the Lorentz force has not yet reached the
required magnitude. However, it is already suffi-
cient to enable, by the end of the next time inter-
val, the activation of 12 coils in traction mode
instead of 4, as in the previous interval. Corres-
pondingly, the number of coils operating in static
levitation mode decreases from 16 to 12. The cal-
culations assume that along a vehicle of standard
length (approximately 40 m), there are 20 trac-
tion coils on each side, each with a length of about
2 m. This coil length is derived from the condi-
tion of maximum energy efficiency [11].
During the subsequent time interval, the speed
remains insufficient for a full transition to elect-
rodynamic levitation; however, it is already ade-
quate to switch 20 coils to traction mode while
leaving only 8 in levitation mode. As the speed
increases further, a point is reached at which it
becomes sufficient to achieve full electrodynamic
levitation of the maglev vehicle. At this stage, all
coils forming the moving “activity zone” are swit-
ched to traction mode, and none remain in static
levitation mode. Thereafter, the vehicle continues
to accelerate to the target speed defined by the
operational schedule for the given route segment.
The “long stator” sections used in systems such
as Transrapid (Germany, China) and SC Maglev
64 ISSN 2409-9066. Sci. innov. 2026. 22(3)
Plaksin, S. V., Mukha, A. M., Ustymenko, D. V., Plaksina, O. I., Shkil, Yu. V., and Pogorila, L. M.
(Japan) limit traction motor control to force and
speed components only. In such systems, all in-
ductors and gui deway coils operate in identical
modes along the en tire section; that is, while the
vehicle remains within a given section, the motor
operates under a uniform regime. An exception
occurs when the maglev vehic le passes the junc-
tion between adjacent sections, whe re the supp-
lied power must be decreased in one section and
increased in the other during the transition.
The concept proposed by the authors enables
arbitrary reconfiguration of the operating modes
of individual guideway coils according to a speci-
fied control algorithm. This allows electrical ener-
gy to be supplied exclusively to the coils covered
by the projection of the maglev vehicle onto the
guideway structure, with operating modes assig-
ned only along the vehicle length through dyna-
mic electronic reconfiguration.
The results of the study have substantiated the
development of a control system for maglev mo-
tion and suspension, which integrates the advan-
tages of both levitation methods: electromagnetic
levitation (at zero speed during start and stop)
and electrodynamic levitation at high speeds, with
a large clearan ce between the guideway and the
vehicle, achieved through the use of supercon-
ducting magnets.
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(Last accessed: 02.12.2024).
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way and a distributed solar power plant: monograph. Kyiv [in Ukrainian].
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near Synchronous Motor. SAE Transactions, 104, 59—65. https://doi.org/10.4271/951919
Received 09.03.2025
Revised 03.02.2026
Accepted 05.02.2026
С.В. Плаксін 1 (https://orcid.org/0000-0001-8302-0186),
А.М. Муха 2 (https://orcid.org/0000-0002-5629-4058),
Д.В. Устименко 1, 2 (https://orcid.org/0000-0003-2984-4381),
О.І. Плаксіна 2 (https://orcid.org/0000-0003-2830-8229),
Ю.В. Шкіль 1 (https://orcid.org/0000-0002-8684-5906),
Л.М. Погоріла 1 (https://orcid.org/0000-0002-3718-0733)
1 Інститут транспортних систем та технологій НАН України,
вул. Писаржевського, 5, Дніпро, Україна, 49005,
+380 56 746 4282, itst@westa-inter.com
2 Український державний університет науки і технологій,
вул. Лазаряна, 2, Дніпро, Україна, 49010,
+380 56 373 1505, offi ce@ust.edu.ua
МОДЕРНІЗАЦІЯ ПЕРЕДОВИХ ТРАНСПОРТНИХ ТЕХНОЛОГІЙ
ДЛЯ ЗАБЕЗПЕЧЕННЯ СТАЛОГО РОЗВИТКУ СУСПІЛЬСТВА
Вступ. Сучасними трендами у розвитку транспорту є підвищення його енергоефективності з одночас-
ним зменшенням негативного впливу на екосистеми.
Проблематика. Діючим магнітолевітаційним системам притаманні «історичні» особливості, що суттєво об-
межують їхню енергоефективність, точність управління режимами роботи тягового лінійного двигуна тощо.
Мета. Створення безінерційної системи управління тягово-левітаційною системою магнітоплану, що
поєднує в собі переваги електромагнітного і електродинамічного способів підвішування та отримує жив-
лення від екологічно раціональної енергетичної системи.
Матеріали й методи. Використано теорії та методики електричної тяги, електричних машин, електро-
техніки, електроніки та теорії автоматичного управління для модифікації структури та параметрів систе-
ми електропостачання, тягового лінійного приводу, системи підвішування та способів управління тягово-
левітаційною системою магнітоплану.
Результати. Значного поліпшення магнітолевітаційної технології можливо досягти завдяки взаємо узго-
дженій комбінації двох способів магнітної левітації — електромагнітної та електродинамічної, шляхом ви-
користання принципово іншої архітектури побудови маглев-траси — не з «довгих» секцій з трифазними
силовими обмотками, а з дискретних базових модулів, що мають можливість електронного реконфігуру-
вання їхньої структури та режиму роботи. Це дозволяє змінювати режими роботи котушок модулів у будь-
якому порядку за заданим алгоритмом та подавати енергію тільки в ті котушки, що покриваються про-
єкцією магнітоплану на шляхову структуру. Енергоефективність такої системи досягається локальним
живленням однотипних модулів від розподіленої мережі фотоелектричних перетворювачів.
Висновки. Обґрунтовано концепцію тягово-левітаційної системи другого покоління на основі синхро-
нізованого використання електродинамічного і електромагнітного способів левітації, суть якої у створенні
підйомної та тягової сил однотипними дискретними модулями, що працюють у різних режимах завдяки
відповідному управлінню.
Ключові слова: магнітолевітаційний транспортний засіб, електромагнітна левітація, електродинамічна ле-
вітація, тягово-левітаційна система, котушка, фотоелектричний перетворювач.
|
| id | oai:ojs2.scinn-eng.org.ua:article-1041 |
| institution | Science and Innovation |
| keywords_txt_mv | keywords |
| language | English |
| last_indexed | 2026-06-18T01:01:06Z |
| publishDate | 2026 |
| publisher | PH “Akademperiodyka” |
| record_format | ojs |
| resource_txt_mv | scinn-engorgua/32/96ed0b7da34dde2f9b6fe53bc21eab32.pdf |
| spelling | oai:ojs2.scinn-eng.org.ua:article-10412026-06-17T11:30:42Z МОДЕРНІЗАЦІЯ ПЕРЕДОВИХ ТРАНСПОРТНИХ ТЕХНОЛОГІЙ ДЛЯ ЗАБЕЗПЕЧЕННЯ СТАЛОГО РОЗВИТКУ СУСПІЛЬСТВА MODERNIZATION OF ADVANCED TRANSPORT TECHNOLOGIES TO ENSURE SUSTAINABLE SOCIETAL DEVELOPMENT PLAKSIN, S. MUKHA, A. USTYMENKO, D. PLAKSINA, O. SHKIL, Yu. POGORILA, L. magnetolevitative vehicle electromagnetic levitation electrodynamic levitation traction-levitation system coil photoelectric converter магнітолевітаційний транспортний засіб електромагнітна левітація електродинамічна левітація тягово-левітаційна система котушка фотоелектричний перетворювач Вступ. Сучасними трендами у розвитку транспорту є підвищення його енергоефективності з одночасним зменшенням негативного впливу на екосистеми.Проблематика. Діючим магнітолевітаційним системам притаманні «історичні» особливості, що суттєво обмежують їхню енергоефективність, точність управління режимами роботи тягового лінійного двигуна тощо.Мета. Створення безінерційної системи управління тягово-левітаційною системою магнітоплану, щопоєднує в собі переваги електромагнітного і електродинамічного способів підвішування та отримує живлення від екологічно раціональної енергетичної системи.Матеріали й методи. Використано теорії та методики електричної тяги, електричних машин, електротехніки, електроніки та теорії автоматичного управління для модифікації структури та параметрів системи електропостачання, тягового лінійного приводу, системи підвішування та способів управління тяговолевітаційною системою магнітоплану.Результати. Значного поліпшення магнітолевітаційної технології можливо досягти завдяки взаємо узгодженій комбінації двох способів магнітної левітації — електромагнітної та електродинамічної, шляхом використання принципово іншої архітектури побудови маглев-траси — не з «довгих» секцій з трифазнимисиловими обмотками, а з дискретних базових модулів, що мають можливість електронного реконфігурування їхньої структури та режиму роботи. Це дозволяє змінювати режими роботи котушок модулів у будьякому порядку за заданим алгоритмом та подавати енергію тільки в ті котушки, що покриваються проєкцією магнітоплану на шляхову структуру. Енергоефективність такої системи досягається локальним живленням однотипних модулів від розподіленої мережі фотоелектричних перетворювачів.Висновки. Обґрунтовано концепцію тягово-левітаційної системи другого покоління на основі синхронізованого використання електродинамічного і електромагнітного способів левітації, суть якої у створенні підйомної та тягової сил однотипними дискретними модулями, що працюють у різних режимах завдякивідповідному управлінню. Introduction. Contemporary trends in transport development emphasize increasing energy efficiencywhile simultaneously reducing adverse environmental impacts.Problem Statement. Existing magnetic levitation (maglev) systems retain a number of legacy (“historical”) design features that constrain their energy efficiency and limit the precision of traction linear motor control, etc.Purpose. This study aims to develop an inertia-free control system for the traction–levitation system of a maglev vehicle that integrates the advantages of both electromagnetic and electrodynamic suspension methods and operates using an environmentally sustainable energy supply.Material and Methods. The study draws upon theories and methods from electric traction, electrical machines, electrical engineering, power electronics, and automatic control theory. These approaches are applied to redesign the architecture and parameters of the power supply system, traction linear motor, levitation subsystem, and control strategies governing traction and suspension. Results. The findings have demonstrated that substantial improvements in maglev technology can be achieved through the coordinated integration of electromagnetic and electrodynamic levitation methods within a fundamentally new system architecture. Specifically, the conventional “long-stator” track design with continuous three-phase windings is replaced by discrete modular units capable of dynamic electronic reconfiguration. This approach enables flexible reconfiguration of the operating modes of module coils according to a specified control algorithm, with energy supplied exclusively to those coils aligned with the projection of the maglev vehicle onto the guideway. The system’s energy efficiency is enhanced through localized power supply to standardized modules from a distributed network of photovoltaic converters.Conclusions. The study has substantiated a second-generation traction–levitation system concept based on thesynchronized application of electromagnetic and electrodynamic levitation principles. The proposed approach enables the generation of both lift and propulsion forces using standardized modular units operating in different modes under coordinated control. PH “Akademperiodyka” 2026-06-17 Article Article Рецензована стаття Peer-reviewed article application/pdf https://scinn-eng.org.ua/ojs/index.php/ni/article/view/1041 10.15407/scine22.03.056 Science and Innovation; Том 22 № 3 (2026): Science and Innovation; 56-65 Science and Innovation; Vol. 22 No. 3 (2026): Science and Innovation; 56-65 2413-4996 2409-9066 10.15407/scine22.03 en https://scinn-eng.org.ua/ojs/index.php/ni/article/view/1041/323 Copyright (c) 2026 Copyright Notice Authors published in the journal “Science and Innovation” agree to the following conditions: Authors retain copyright and grant the journal the right of first publication. Authors may enter into separate, additional contractual agreements for non-exclusive distribution of the version of their work (article) published in the journal “Science and Innovation” (for example, place it in an institutional repository or publish in their book), while confirming its initial publication in the journal “Science and innovation.” Authors are allowed to place their work on the Internet (for example, in institutional repositories or on their website). https://creativecommons.org/licenses/by-nc/4.0/ |
| spellingShingle | магнітолевітаційний транспортний засіб електромагнітна левітація електродинамічна левітація тягово-левітаційна система котушка фотоелектричний перетворювач PLAKSIN, S. MUKHA, A. USTYMENKO, D. PLAKSINA, O. SHKIL, Yu. POGORILA, L. МОДЕРНІЗАЦІЯ ПЕРЕДОВИХ ТРАНСПОРТНИХ ТЕХНОЛОГІЙ ДЛЯ ЗАБЕЗПЕЧЕННЯ СТАЛОГО РОЗВИТКУ СУСПІЛЬСТВА |
| title | МОДЕРНІЗАЦІЯ ПЕРЕДОВИХ ТРАНСПОРТНИХ ТЕХНОЛОГІЙ ДЛЯ ЗАБЕЗПЕЧЕННЯ СТАЛОГО РОЗВИТКУ СУСПІЛЬСТВА |
| title_alt | MODERNIZATION OF ADVANCED TRANSPORT TECHNOLOGIES TO ENSURE SUSTAINABLE SOCIETAL DEVELOPMENT |
| title_full | МОДЕРНІЗАЦІЯ ПЕРЕДОВИХ ТРАНСПОРТНИХ ТЕХНОЛОГІЙ ДЛЯ ЗАБЕЗПЕЧЕННЯ СТАЛОГО РОЗВИТКУ СУСПІЛЬСТВА |
| title_fullStr | МОДЕРНІЗАЦІЯ ПЕРЕДОВИХ ТРАНСПОРТНИХ ТЕХНОЛОГІЙ ДЛЯ ЗАБЕЗПЕЧЕННЯ СТАЛОГО РОЗВИТКУ СУСПІЛЬСТВА |
| title_full_unstemmed | МОДЕРНІЗАЦІЯ ПЕРЕДОВИХ ТРАНСПОРТНИХ ТЕХНОЛОГІЙ ДЛЯ ЗАБЕЗПЕЧЕННЯ СТАЛОГО РОЗВИТКУ СУСПІЛЬСТВА |
| title_short | МОДЕРНІЗАЦІЯ ПЕРЕДОВИХ ТРАНСПОРТНИХ ТЕХНОЛОГІЙ ДЛЯ ЗАБЕЗПЕЧЕННЯ СТАЛОГО РОЗВИТКУ СУСПІЛЬСТВА |
| title_sort | модернізація передових транспортних технологій для забезпечення сталого розвитку суспільства |
| topic | магнітолевітаційний транспортний засіб електромагнітна левітація електродинамічна левітація тягово-левітаційна система котушка фотоелектричний перетворювач |
| topic_facet | magnetolevitative vehicle electromagnetic levitation electrodynamic levitation traction-levitation system coil photoelectric converter магнітолевітаційний транспортний засіб електромагнітна левітація електродинамічна левітація тягово-левітаційна система котушка фотоелектричний перетворювач |
| url | https://scinn-eng.org.ua/ojs/index.php/ni/article/view/1041 |
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