Note: Descriptions are shown in the official language in which they were submitted.
O 94/23965 ~ ~ ~ PCT/LJS94/04010
- 1 -
~FVITATION AND PROPULSION SYSTEM USING
~T''RMANENT MAGNETS AND INTERLEAVED IRON OR STEEL
~ackaround of the Invention
This invention relates to a movable vehicle,
such as a train, which uses a plurality of magnetic
units, each comprising a plurality of permanent magnets
and interleaved iron or steel members, for both levita-
tion and for acting as a linear or rotary motor. More
particularly, this invention relates to a levitated train
using such magnetic units arranged to repel or attract
each other, thus to lift the train off of a track while
being laterally supported. More particularly, this
invention relates to a levitated train which uses such
magnetic units as a basis for a linear motor for propel-
ling the train. Still more particularly, this invention
relates to the magnetic units themselves, each having a
plurality of permanent ceramic or ferrous magnets inter-
leaved between associated sheets of malleable steel or
malleable or molded iron.
Description of the Prior Art
In U. S. Patent No. 3,791,309 to Baermann, it
was recognized that it has been known to suspend vehicles
such as trains along a supporting line or track by air
cushions, or along a track made from a magnetically
attracted material. In one such vehicle, the vehicle has
electromagnets mounted thereon and the vehicle is sus-
pended with respect to the track by utilizing the attrac-
tive forces between the electromagnets and the track.
Some means are provided for maintaining an intermediate
air gap between the electromagnets and the track. How-
ever, such an arrangement requires a relatively high
amount of energy to energize the magnets in order to
achieve the strong magnetic forces necessary.
Baermann also recognized that the use of super-
conductivity has been studied for this purpose. However,
that use suffered from the difficulty of maintaining the
WO 94/23965 . . PCTIUS94/04010
- 2 -
low temperatures required by superconductivity along the
entire track.
Baermann thus proposed a magnetic levitation ,
system using electromagnets arranged in a repulsive force
arrangement with lateral support structures for the vehi-
cle. However, it remained a problem to avoid the need
for providing power to such electromagnets. Thus, Baer-
mann shows main permanent magnets and additional perma-
nent magnets that span spaces between the main magnets
which have like poles facing like poles, thus to increase
the available suspension forces.
In the U.S. patent to Minovitch, No. 4,148,260,
the use is disclosed of ceramic ferrite brick magnets
placed in an end to end relationship along a steel chan-
nel, with a similar grouping opposed thereto, thus to
eliminate flux leakage while providing lateral stability
and an increased repulsive force.
It has, however, continued to be a problem in
this art to effectively utilize permanent magnet systems
for levitation, and to provide simple propulsion means
for such levitated systems.
It has also been a continuing problem in this
art to provide a basic ceramic magnet unit to act as a
building block for levitation systems which do not
require electromagnetics.
These and other shortcomings of the prior art
will become apparent from a review of the detailed
description of this invention which follows.
Brief Summary of the Invention
It is an overall object of this invention to
provide a magnetic unit suitable for use in levitating a ,
vehicle, such as a train, which unit uses permanent mag-
nets, such as ceramic or ferrous magnets.
It is another overall object of this invention
to provide such a magnetic unit using a plurality of
permanent magnets, such as ceramic or ferrous magnets
individually using malleable steel or malleable or molded
~O 94/23965 ~ ~ ~ ~ ~ ~ ~ PCTIUS94/04010
- 3 -
iron between the magnets, and a plurality of such mag-
netic units connected together with such magnetically
permeable members therebetween.
It is another overall object of this invention
to use such magnetic units on opposing portions of a
support member for a train and a support member on a
track system and arranged to controllably attract each
other thus to cause levitation of the train relative to
the track.
It is still another overall object of this
invention to use such magnetic units in a linear motor
having commutators on the fixed portion of the track and
a movable core secured to the train.
These and other objects of this invention will
become also become apparent from a detailed description
of the invention which follows.
A main feature of the invention relates to a
magnetic unit comprising a plurality of groups of perma-
nent magnets such as ceramic or ferrous magnets arranged
in a side-by-side relationship, each plurality being
separated from an adjacent plurality by a magnetically
permeable member, such as a malleable steel member or a
malleable or molded iron member to focus the lines of
magnetic flux. Preferably, each of the ceramic magnets
within a group is also separated by an interleaved sheet
of malleable steel. Such a plurality of groups of cer-
amic magnets are secured together and to a supporting
member through fastening members, and are separated from
the support by a non-magnetic member, such as a non-fer-
rous plate. A second plurality of groups of permanent
magnets, such as ceramic or ferrous magnets, are posi-
tioned adjacent to a first plurality of such groups of
ceramic magnets with like or opposite poles of the mag-
nets facing each other so that the first and the second
pluralities of such groups of magnetics respectively
repel or attract one another. Those forces of repulsion
or attraction are used to cause levitation of a vehicle
such as a train.
WO 94/23965 PCT/US94104010
., . .
- 4 -
A second feature of the invention relates to a
combination of a plurality of such groups of magnetic
units so arranged relative to a support member of a train
and an adjacent track member. A pair of such plurality
of such groups of magnetic units are preferably posi-
r
tinned on opposed sides of the vehicle for balance and
for increased levitation strength. A hydraulic unit,
which may be microprocessor controlled, is used to adjust
the air gap between respective pairs of such units.
A third main feature of the invention relates
to the use of such units to provide a main component of a
linear motor for propelling the train along the track.
By initially energizing a prime mover on the train to
initiate movement, the train is aided in its travel by a
plurality of such magnetic units providing repeated
alternating zones of attraction and repulsion. By use of
a brush arrangement, the momentum of the train, once
movement is initiated, is aided by travel through the
zones wherein the magnetic forces of attraction aid move-
went of the train by attracting the train toward an
attraction zone, and magnetic forces of attraction also
aid movement of the train by repelling the train away
from a repulsion zone.
These and other features of the invention will
be seen in the detailed description of the invention
which follows.
Brief Description of the Drawings
In the drawings:
Fig. 1 is a perspective view of a train incor-
porating the invention travelling on a rail supported
above the terrain;
Fig. 2 is a cross sectional view of the train
taken along the line 2-2 of Fig. 1;
Fig. 3 is a front cross sectional view of a
portion of Fig. 2 showing a portion of a hydraulic system
used to control distance between magnetic fields;
~O 94/23965 PCT/US94/04010
~1~~~'~1
- 5 -
Fig. 4 is a lateral view of the same portion as
shown in Fig. 3;
Fig. 5 is a front view, partially in cross
section, showing a portion of the magnetic levitation
system of Fig. 2;
Fig. 6 shows an upper portion, partially cut-
away, and viewed from above, of a linear motor used for
propelling the train;
Fig. 7 shows the electrical connections between
the windings and the brushes for the linear motor of Fig.
6;
Fig. 8 shows a transverse cross sectional view
of the linear motor of Figs. 6 and 7;
Fig. 9 shows a core rotor for a generator and
motor using magnetic units of the type described; and
Fig. l0 shows a stator for a generator and
motor using magnetic units of the type described and
suitable for use with the core rotor of Fig. 9.
petailed Description of the Preferred Embodiments
In Fig. 1, a train 10 incorporating the inven-
tion is supported on an elongated concrete beam member 11
supported above the terrain by a plurality of stanchions
12. The beam member 11 includes a pair of spaced,
opposed horizontal members 13, 14 extending generally
horizontally at the top of the beam member 11, and a
similar pair of spaced, opposed horizontal members 15, 16
extending generally horizontally at the bottom of the
beam member li. The beam member thus defines a pair of
opposed, generally horizontally-extending channels 17, 18
each receiving magnetic rails for the train 10 as will be
discussed in greater detail. The channel 17 is defined
between the upper horizontally-extending member 13 and
the lower horizontally-extending member 15, while the
channel 18 is defined between the upper horizontally-
extending member 14 and the lower horizontally extending
member 16.
WO 94/23965 PCTlUS94104010
- 6 -
A second channel 20 is defined at the upper
portion of the beam 11 for receiving a horizontally
extending linear motor, referred to generally with the ,
reference numeral 19. The linear motor 19 will be dis-
cussed in greater detail later in this specification.
Fig. 2 is a transverse cross sectional view
of the train 10 taken along the line 2-2 of Fig. 1. The
train 10 comprises, in simplified detail, an outer skin
member 21 defining an interior compartment 22 having a
plurality of seats 23 and overhead luggage compartments
24. An ingress/egress door is shown at 25. The interior
compartment is supported on a structural bearing member
26. It should be understood that the depiction of the
train -10 is representative and that the actual construc-
tion can assume a number of different forms well known in
the public transportation arts.
The structural bearing member 26 extends trans-
versely to the beam 11 and has a spring-like structural
bearing member 27 secured at its opposed ends to the
bearing member 26. A portion of the bearing member 27 is
spaced from the bearing member 26 and contacts a massive
C-shaped train support member 30 having a transversely
extending surface portion 28, merging with opposed down-
wardly extending legs 29, 31 spaced apart wider that the
upper surface of the beam 11 at its generally horizon-
tally extending upper members 13, 14. Inwardly-turned
horizontally extending bearing members 32, 33 are respec-
tively secured at the opposed lower ends of the
downwardly extending legs 29, 31 so as to define upper
surfaces 29a, 31a which are normally spaced from lower
surfaces 13a, 14a of the generally horizontally extending
members 13, 14 of the beam 11. The inwardly-turned hori-
zontally extending members 32, 33 thus extend inwardly
within the channels 17, 18 for traveling along the beam.
A plurality of magnetic units shown generally
at the reference numeral 34 are secured to the lower
surfaces 13a, 14a of each of the horizontally extending
members 13, 14 while a plurality of mating magnetic units
~O 94/23965 ~ ~ PCT/US94/04010
- 7 -
shown generally at the reference numeral 35 are secured
to the upper surfaces 32a, 33a of the members 32, 33.
The magnetic units are arranged in pairs and their mag-
netic poles selected so that magnetically attractive
forces are generated thus to attract the arms 32, 33
toward the members 13, 14. Thus, the downward weight of
the train 10 can be controllably attracted to the lower
surfaces 13a, 14a within limits sufficient to define an
appropriate gap, as will be discussed. When so levita-
ted, the train 10 can then be propelled longitudinally
along the beam 11 by a minimal amount of force sufficient
to overcome air friction and grade forces.
Figs. 3 and 4 show an at-rest roller mechanism
for the train, as shown generally at the reference num-
eral 36, having a hydraulic adjustment capability. Each
of a pair of generally L-shaped members 37 has a gener-
ally vertical leg 38 secured to an outer surface 15a,16a
of the lower, generally horizontally extending members
15, 16. The leg merges to a horizontally extending leg
39 spaced intermediate the outer horizontally extending
surfaces of a pair of roller members 40, 41, each of
which is respectively secured to a roller support bracket
42 which is C-shaped in cross section. The roller
bracket 42 includes a horizontally extending upper sur-
face 42a, a generally horizontally extending lower sur-
face 42b spaced from the upper surface 42a, each of which
respectively merges with a generally vertical member 42c.
A pair of spaced vertically extending members 42c respec-
tively merge at their ends with respective opposed ends
of the members 42a, 42b. Thus, the rollers 40 are
respectively rotationally mounted about axles 42a, 42b
between the legs 40d and 40c, for the roller 40, and
between the legs 40e and 40c. Securing nuts 43a, and 43b
are secured at the opposed ends of the axles 42a and 42b.
An upper surface of the leg 42a is secured to a
leg member 45a of a hydraulic actuator unit 45 secured to
the member 29. The hydraulic actuator is controlled by
microprocessors to maintain a predetermined air gap
WO 94/23965 PCT/US94/04010
8
between the adjacent magnetic units 35. The computer
will take into account such data as the current weight
load of the train, the current air gap, the desired air
gap, and the maintenance history of the rail. Starting
with the units in juxtaposition, the hydraulic actuators
will cause the units to separate to the desired degree of
separation, e.g. about 1/8 to 1/4 in. or so.
Fig. 5 shows in greater detail the construction
of each of the magnetic units 35. Each magnetic unit
comprises a plurality of bar-shaped permanent magnets 51,
such as ceramic or ferrous magnets separated by a plural-
ity of generally T-shaped magnetically permeable members
52, such as malleable steel rails or malleable or molded
iron members, wherein the end members 52a are generally
L-shaped. A sandwich like construction unit 55 is formed
by alternating an end member 52a, a permanent magnet 51,
a magnetically permeable member 52, another permanent
magnet 51 or a plurality of such magnets, and so forth.
Each of the sandwich like construction units is secured
together as by a non-magnetic bolt 53, secured at its
opposing ends by a non-magnetic fastener 54. Preferably,
each group of permanent magnets is separated by a magnet-
ically permeable member located between adjacent perma-
nent magnets, and each of a plurality of such groups is
separated by a magnetically permeable member, such as
malleable steel plate or a malleable or molded iron
plate.
Ceramic magnets are readily commercially avail-
able and are selected for their magnetic strength and
physical sizing from commercial sources. At present,
ferrous permanent magnets are preferred because of their
greater force capabilities. A suitable ferrous permanent
magnet developed by Delco-Remy is known as a Magnequench
brand permanent magnet and can attain an effective force
of 12 to 14 kilogauss compared to ceramic magnets that
can develop a force of 7 to 9 kilogauss. In contrast,
the invention develops about 100 kilogauss when using the
CA 02156271 2004-04-08
- WO 94/23965 PCTIUS94104010
- g _
Magnequench brand permanent magnet and the magnetically
penaeable members.
The construction units 55 are respectively
secured to the horizontally extended member 13 and to the
support member 29 by a pair of opposed L-shaped members
56 respectively secured to both the members 13, 29 and to
the construction units 55. The space between the con-
struction units 55 is shown generally by the reference
numeral 57 and is the space controlled by the hydraulic
system shown in Fig. 4. A construction unit 55 is
secured to the horizontally extending member 13 through a
non-ferrous metal protector 58. Similarly, a second
construction unit 55 is secured to the support unit 29
through a non-ferrous metal protector 59.
The poles of the ceramic units are arranged to
alternate linearly transversely across the unit 51. That
is, the arrangement of magnets is S-N-N-S-S-N-N and so
forth, zn contrast, the adjacent unit 51 is arranged
according to the scheme N-S-S-N-N-S-S and so forth. When
placed adjacently, opposite poles are in register creat
ing magnetic forces of attraction between the two units.
The construction units 55 thus use passive
energy produced by a combination of ceramic magnets 51
and malleable steel members 52. This_ combination. mate-
rials provides the same results as conventional copper
wire wound around a malleable steel core and electricity.
An advantage of such a unit is that it does not create
thermal energy to become hot and does not produce elec-
tromagnetic energy which may be harmful. Nor does it use
energy except what is required to be applied to the
ceramic magnets to produce permanent magnetic force.
The construction units 55 with an air gap 57 of
1/2~~ to 1/8~~ using the forces of attraction can levitate
a great amount of weight at very low costs. A rail 1
1/4" thick can levitate 5 lbs. per sq. in. and a 3n rail
can levitate 10 lbs, per sq. in. with an air gap of 1/8p.
Thus, vehicles traveling by this means of levitation
effectively float above the travel rail with friction
WO 94/23965 , ~ ~ PCT/US94104010
~156~'~~ - 10 -
markedly reduced, thus producing little wear on the
equipment. Energy consumption is limited to a start
movement and displacing air drag and any grade changes on
the track, and to operation of brakes (not shown).
Alternately, the respective magnet units can be
positioned in supporting structures to repel one another
when the forces of repulsion provide levitation for the
unit.
Such units have many uses and may be used, for
example, for high speed passenger trains traveling over
300 mph and for low speed innercity transportation, as
well~as for transporting freight. Thus, systems using
such units save time and fuel, while protecting the envi-
ronment from fuel emissions.
Figs. 6 shows an upper partially cutaway view
of the linear motor 19 located in the channel 20 of the
beam 11, as best seen in Fig. 1. A motor chassis 71 is
disposed beneath the train 10 in a manner suitable for
the particular installation. The opposed inner wall
surfaces 20a of the channel 20 receive a channel member
72 for contacting the lateral guides 73 of the mobile
train chassis. Each guide 73 comprises a guide support
74 secured to the chassis 71, such as by bolt fasteners,
which house a plurality of guide rollers 75 secured to
the guide support 74 so as to be rotatable, such as on
roller bearings. The opposed guides 73 provide lateral
stability for the train when traversing the linear motor,
and help prevent side-to-side sway. The chassis 71 is
representatively shown as being suspended from the train
through a support 76 secured to the chassis 71 and
receiving a pair of suspension straps 77 in a pivotable
relationship. .
A brush support member 78 is also secured to
the chassis 71 for securing brushes 79, 79a contacting
associated electrically-charged rails 79', 79a'. A sup-
port member 78 is mounted on each side of the chassis so
that its associated brush 79, 79a can make contact with
an electrical connection to the magnetic linear motor, in
~O 94/23965 ~ ~ PCT/US94/04010
- 11 -
a matter which will be discussed, acting effectively as a
commutator for a DC motor. Specifically, brushes 79, 79a
are secured to the chassis, while associated brushes 81,
81a are connected to the windings of the motor, as seen
in Fig. 7. A positive commutator pickup 82 is linearly
spaced from a negative commutator pickup 83 and separated
therefrom by a commutator neutral zone 84.
Once movement of the train is initiated, the
travel of the train along alternately spaced positive and
to negative zones 82, 83 assists in maintaining traveling
speed while minimizing or eliminating the need for power
to the prime mover for the train which initiated such
movement. Thus, the train in motion has a magnetically
positive portion attracted to a forthcoming magnetically
negative portion and is repelled by a just-passed magnet-
ically positive portion. By such alternations, the com-
mutation system acts like a rotary commutator, except
that it is aligned along the rail.
Fig. 7 thus represents the electrical connec-
tions between the windings and the brushes. The diagram
shows the position of the entrance and exit of electric-
ity into each coil with about 50 % of power in one posi-
tion and the other 50 % of power in another to create
attraction or rejection depending on the relative posi-
tion of the brushes.
In a manner similar to the levitation arrange-
ment described in connection with Fig. 5, the linear
motor 19 includes a plurality of magnetic units 51 each
having permanent magnet members 85, such as ceramic or
ferrous magnetic members, spaced by intermediate magnet-
ically permeable members 86, such as malleable steel
members, or malleable or molded iron, each unit being
separated from an adjacent unit by a T-shaped magnet-
ically permeable member 87 of the types described con-
nected to a non-ferrous metal support 88.
Intermediate the generally parallel extending
legs of the T-shaped members 87 is a channel 89 in which
are positioned a plurality of metallic cores 90 about
CA 02156271 2004-04-08
WO 94/Z3965 PCTlUS94/04010
- 12 -
which are wound a plurality of turns 91 of conductive
wire, such as copper. Such structure is best seen in
Fig. 8.
As shown in Fig. 8, a pair of protective cover
members cover the channel 19 and a portion of the motor
arrangement. As can also be seen, the suspension strap
77 mates with a strap holder 77b on the frame 30 of the
train, similar to the strap hanger 77a on the movable
motor part. As can also be seen, the brush support 78
supports the brushes '79 in a biased relationship to main-
tain contact between a face of each brush, and the adja-
cent commutator section. The copper wire windings 91 are
fixed to a plurality of central steel shields. The lower
portion of the core 100 of windings 91 and metallic
shields 90 is stabilized by a pair of opposed rollers 102
each of which is supported in a C-shaped member 103
secured to a base 104 of the core 100. The rollers 102
thus act as lower guides for the unit as the train and
thus the core 10o traverses the fixed portions of the
structure. The windings 91 are secured through a core
support 94 to the support member 90.
On the other hand, the ceramic units 51 are
fixed to a side support member 106 in the channel 19 so
that the movable core may traverse therebetween.
The linear motor is thus arranged to save~~
energy by using the passive energy of the ceramic magnets
combined with the T-shaped separations made of a malle-
able steel. Thus, the ceramic magnets act like a copper
winding on a nucleus of malleable steel creating a reac-
tion of the steel molecules similar to a copper winding
working with conventional electricity. The linear commu-
tator thus has two rails of alternative live and dead
zones fed by brushes changing negative to positive. The
central nucleus can be grouped in multiples of eight or
more nuclei, but each nucleus has its own sets of brushes
so that each can run singly or jointly depending on the
need.
PCT/US94/04010
'O 94/23965
- 13 -
Thus, returning to Fig. 7, it can be seen that
a magnetically south bus 102 is connected through a lead
104 to the brush 81a, to cause that brush to act as a
magnetic south member. A magnetically north bus 103a is
connected through a lead 105a to the brush 81, to cause
that brush to act as a magtic north member. Note that
the bus 102 is alternately connected to the core and
windings of the magnetic units to assume a magnetically
south orientation, while the bus 103a is oppositely con-
nected.
Thus, a rail vehicle has been described which
operates based on magnetic units of the type which com-
prise a plurality of permanent magnets such as ceramic or
ferrous magnets supported therebetween by magnetically
permeable members, such as malleable steel or malleable
or molded iron, and spaced by such magnetically permeable
T-shaped members. The magnetic units are secured to an
underside of a support member of the train and the top of
a support member of a rail, so that the forces of attrac-
tion between opposing poles, when concentrated by the
malleable steel, effectively lift the train off the sup-
port track. The train is linearly powered by a linear
motor having a commutator structure along a channel along
the track connected to a plurality of such magnetic
units. The motor includes a movable core connected to a
commutator structure. Thus, an efficient levitated train
system with a linear motor propulsion system using
ceramic magnets has been disclosed.
Figs. 9 and 10 respectively show a core rotor
and a stator for a rotating device for a generator and
motor incorporating the principles of the invention. In
Fig. 9, a core 140 is fixedly secured to an axially
extending shaft 142 having a plurality of sector-shaped
permanent members 144 located about the shaft 142. The
members 144 are of the types described in connection with
the prior embodiments. The magnets 144 are spaced by
magnetically permeable members 146. The members 144 and
146 are secured to the shaft by a suitable end plate 148.
WO 94/23965 . PCT/US94/04010
.. .
- 14 -
It should be noted that adjacent magnetic members are
positioned with like magnetic poles adjacent one another
facing intermediate magnetically permeable members 146. ,
The stator 160 of Fig. 10 is similarly con-
s structed of a rotationally spaced plurality of permanent
V
magnetic units 162 of the type described interspersed
about interleaved magnetically permeable members 164 of
the types previously described. The rotational dynamics
of this combination follow the teachings of the prior
discussions.
While the preferred embodiments described
herein set forth the best mode to practice this invention
presently contemplated by the inventor for this applica-
tion, numerous modifications and adaptations of this
invention will be apparent to others skilled in the art.
Therefore, the embodiments are to be considered as illus-
trative and exemplary and it is understood that numerous
modifications and adaptations of the invention as des-
cribed in the claims will be apparent to those skilled in
the art. Thus, the claims are intended to cover such
modifications and adaptations as they are considered to
be within the spirit and scope of this invention.
