WO2011034530A1 - Système maglev pour fortes charges - Google Patents

Système maglev pour fortes charges Download PDF

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Publication number
WO2011034530A1
WO2011034530A1 PCT/US2009/057184 US2009057184W WO2011034530A1 WO 2011034530 A1 WO2011034530 A1 WO 2011034530A1 US 2009057184 W US2009057184 W US 2009057184W WO 2011034530 A1 WO2011034530 A1 WO 2011034530A1
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WO
WIPO (PCT)
Prior art keywords
halbach array
levitation
track
inductrack
force
Prior art date
Application number
PCT/US2009/057184
Other languages
English (en)
Inventor
Richard F. Post
Original Assignee
Lawrence Livermore National Security, Llc
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Lawrence Livermore National Security, Llc filed Critical Lawrence Livermore National Security, Llc
Priority to PCT/US2009/057184 priority Critical patent/WO2011034530A1/fr
Publication of WO2011034530A1 publication Critical patent/WO2011034530A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L13/00—Electric propulsion for monorail vehicles, suspension vehicles or rack railways; Magnetic suspension or levitation for vehicles
    • B60L13/04—Magnetic suspension or levitation for vehicles
    • B60L13/06—Means to sense or control vehicle position or attitude with respect to railway
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles

Definitions

  • the present invention relates to magnetic levitation, and more
  • Inductrack is a completely passive, fail-safe magnetic levitation system, using only unpowered loops of wire in the track and permanent magnets (arranged into Haibach arrays) on the vehicle to achieve magnetic levitation.
  • the track can be in one of two configurations, a "ladder track” and a “laminated track”.
  • the ladder track is made of unpowered Litz wire cables, and the laminated track is made out of stacked copper or aluminum sheets.
  • Inductrack was invented by a team of scientists at Lawrence Livermore National Laboratory, headed by physicist Richard F. Post, for use in maglev trains. The only power required is to push the train forward against air and electromagnetic drag, with increasing levitation force generated as the velocity of the train increases over the loops of wire.
  • inductance or inductor an electrical device made from loops of wire.
  • magnet array with alternating magnetic field orientations
  • the current creates its own magnetic field which repels the permanent magnets.
  • the Inductrack II variation uses two Haibach arrays, one above and one below the track to double the levitating magnetic field without substantially increasing the weight or footprint area of the Haibach arrays, while having lower drag forces at low speeds.
  • Inductrack III A new Inductrack configuration, herein referred to as "Inductrack III is described and is especially suited for use in transporting heavy freight loads. Inductrack III addresses a problem associated with the cantilevered track of the Inductrack II configuration. The use of a cantilevered track could present mechanical design problems in attempting to achieve a strong enough track system such that it would be capable of supporting very heavy loads. In
  • the levitating portion of the track can be supported uniformly from below, as the levitating Halbach array used on the moving vehicle is a single-sided one, thus does not require the cantilevered track as employed in Inductrack II.
  • the new configuration also provides additional advantages over the Inductrack I configuration in that it makes it possible to increase the levitation efficiency (Newtons levitated, per Watt of drag power) by factors of two or three for high-loads, and by even larger factors (four or five in typical cases) in low- load situations. Such a situation would occur in transporting loaded containers from a container ship to an inter-modal distribution center, and then returning the unloaded containers to the seaport.
  • the Inductrack III configuration permits a major reduction in the gap increase at low load. A large increase in gap is endemic to the Inductrack I configuration when it experiences a large reduction in the load it is carrying, such as would be the case for the container-ship service function described in the previous paragraph.
  • a further advantage of the new configuration is that it allows the dual- use of the "generator" section of the Inductrack III Halbach arrays. That is, the necessary windings for a linear synchronous motor (LSM) drive system could be piggy-backed on either side of the track assembly, where they would couple tightly to the strong transverse field component of the dual Halbach array that comprises the generator section.
  • LSM linear synchronous motor
  • Another embodiment of the present invention employs mechanically adjustable bias permanent magnets to levitate a controlled portion of the load, thereby still further reducing the drag power compared to a simple Inductrack I system.
  • the concept could also be employed to further increase the levitation efficiency of an Inductrack II system, with the adjustability feature being employed to optimize the performance.
  • Figure 1 A shows a prior art Inductrack II dual-Halbach-array
  • Figure IB shows an embodiment of the present invention in which the polarization of the vertically oriented dual Halbach array "generator" can be arranged either to reduce, or to increase, the current induced in the track relative to that which would be induced by the horizontally oriented Halbach arrays acting alone.
  • Figure 2 shows an embodiment of the present invention that uses two sets of "single-sided” Inductrack III arrays.
  • Figure 3 shows a "linear" embodiment having no bend in the track portions which overhang their respective support structure on the inboard side.
  • Figure 4A shows a plot of drag power versus velocity for an
  • Figure 4B shows a plot of drag power versus velocity for an Inductrack
  • Figure 5A shows a plot of drag power versus velocity for an
  • Figure 5B shows a plot of drag power versus velocity for an Inductrack
  • Figure 6 A is a plot of the gap versus velocity for the 8000 kg load for the same Inductrack I configuration as used in figures 4A and 5A.
  • Figure 6B is a plot of the gap versus velocity for the 8000 kg load for the same Inductrack III configuration as used in figures 4B and 5B.
  • Figure 7 illustrates an aspect of the present invention that involves the use of an adjustable set of "bias" permanent magnets (in the form of magnet bars or truncated Halbach arrays).
  • Figure 8A shows a plot of drag power ys velocity for an Inductrack I configuration having an 8000 kg load.
  • Figure 8B shows a plot of drag power ys velocity for an inductrack ill configuration for an 8000 kg load.
  • Figure 9A shows a comparison of drag power vs velocity comparing a modified Inductrack III configuration with a Davis formula for steel wheels on steel rails with a 35000 kg load.
  • Figure 9B shows a comparison of drag power vs velocity comparing a
  • the invention is a new Inductrack maglev configuration that is especially adapted for use with a laminated track when heavy loads are to be carried.
  • the use of the dual-Halbach-array of the Inductrack II configuration some embodiments of which are described in U.S. Patent Nos. 6,633,217 and 6,664,880, both incorporated herein by reference, which requires a cantilevered track, presents mechanical-support problems associated with that track configuration.
  • Cantilevering requires that the track be supported entirely by clamps applied to one of its edges. The track itself thus must be stiff enough to resist the bending moment that would be caused by its carrying a heavy load.
  • Inductrack II one can vary the parameters of the lower Halbach array relative to the upper one in order to optimize the levitation efficiency.
  • the Inductrack III configuration permits the use of a single-sided Halbach-array, while at the same time providing a means of controlling the levitation current in such a way as to optimize the levitation efficiency.
  • Another feature of this invention enhances the levitation efficiency when the load is reduced substantially below the normal (high) load that is to be carried. This feature will be particularly valuable in cases where a maglev system is used to shuttle heavily loaded containers from a container freight ship to an inter-modal station, after which the train then returns empty or loaded only with empty containers. In such a case the overall energy efficiency of the round-trip is substantially enhanced. Examples of laminated tracks are described in U.S. Patent No. 6,758,146 incorporated herein by reference.
  • Figure 4 of U. S. Patent No. 6,664,880 reproduced here as Figure 1 A, there is shown a modification of the normal Inductrack II / dual-Halbach-array configuration.
  • a vertically oriented dual Halbach array "generator" (100, 102) is provided as a means of controlling the current level induced in the laminated track sections (104, 106) shown in the drawing.
  • An embodiment of the present invention closely resembles the configuration shown in Figure 1 A, except that the horizontal (levitating) dual-Halbach arrays are replaced by single-sided arrays, thereby allowing the laminated track to be supported from below, rather than being cantilevered, as in Figure 1A.
  • the polarization of the vertically oriented dual Halbach array "generator” can be arranged either to reduce, or to increase / the current induced in the track relative to that which would be induced by the horizontally oriented Halbach arrays acting alone. Reducing the current would increase the levitation efficiency; increasing it would allow a given area of array to carry a higher load than otherwise would be possible (at an increased drag power).
  • the present invention is mainly concerned with the former case, i.e., increasing the levitation efficiency by reducing the induced current.
  • Figure IB the horizontal (levitating) portions 112 and 112' of the track are supported by a uniform support structure 110, which is presented as just one example of a type of support that could be used. While Figure IB shows a case where the levitating arrays 116 and 116'are horizontal, there are cases where the angle between the "generator" arrays 118 and 118' and the levitating arrays 116 and 116' would differ from 90° so as to provide
  • FIG. 2 shows an embodiment of the present invention that uses two sets of "single-sided" Inductrack III arrays 120 and 122; one is on the right side of the train car, and one is on the left side, to provide both levitation and lateral stabilization.
  • This alternate configuration possesses improved constructional and operational advantages relative to the double-sided array show in Figure 1 A.
  • the angle between levitation arrays 120 and 122 provides stabilization against lateral motion.
  • the track portions 124 and 124' that are beneath the levitation arrays are uniformly supported by support structure 126.
  • Dual Halbach arrays (128, 128' and 130, 130') are attached to the train car (not shown) and each dual array surround the vertically extending portion of track (124, 124').
  • the dual-Halbach- Array "generator" Since the dual-Halbach- Array "generator" has a strong transverse field, it is ideally suited to couple to an appropriately designed set of LSM windings. If the gap between the two Halbach arrays of the dual array allows, the LSM windings can be collocated with the track itself by forming two zig-zag patterns of windings, on either side of the "generator" end of the track and spaced far enough from the track surfaces to limit the inductive coupling between the LSM windings and the track circuits.
  • Another embodiment extends the dual Halbach array in length and locates the LSM windings so that they are coplanar with the track but lie at the far end of the array. To minimize eddy current losses in the return-circuit portion of the track, the dual Halbach array could be broken into two arrays, with a gap between them where the return-circuit portion of the track is located.
  • Figure 4A shows a plot of drag power versus velocity for an
  • Inductrack I configuration for a levitated load of 35,000 kg.
  • Drag acts to oppose the motion of an object.
  • Figure 4B shows a plot of drag power versus velocity for an inductrack III configuration (such as that shown in Figure 3) for a levitated load of 35,000 kg.
  • Figure 5A shows a plot of drag power versus velocity for an Inductrack I configuration for a levitated "return trip" load of 8000 kg.
  • Figure 5B shows a plot of drag power versus velocity for an Inductrack III configuration for a levitated "return trip” load of 8000 kg.
  • Inductrack III as compared to Inductrack I, there is another aspect of their relative performance that can be important in those cases where, as in the examples given, there is a large ratio between the loaded and unloaded weights. As noted previously, this would be the case when transporting loaded containers from a sea port to their destination depot, and then returning the containers, unloaded, to the port. In the case of Inductrack I, the levitation gap would be much larger on the return trip than that for the loaded trip. Such a large gap difference between the loaded and unloaded cases could result in problems that would complicate the design. In Inductrack III, the levitation gap change between high-load and low-load conditions can be made to be much less than is possible with Inductrack I.
  • Figure 6A is a plot of the gap versus velocity for the 8000 kg load for the same Inductrack I configuration as used in figures 4A and 5A.
  • Figure 6B is a plot of the gap versus velocity for the 8000 kg load for the same Inductrack III configuration as used in figures 4B and 5B. Note that the gap in the Inductrack III case rises to only about 50 percent of that for Inductrack I, which rises from a high-load value (not shown) of 2.5 cm. to 8.0 cm in the low- load case.
  • levitation efficiency can be improved substantially over that of an Inductrack I system by incorporating a dual-Halbach array alongside the single Halbach array of an Inductrack I system.
  • the added Halbach array is polarized so that its transverse field is maximized, acting to reduce the current induced in the track and resulting in a higher levitation efficiency. It also acts to limit the change in gap with change in load. This latter feature aids in the implementation of a further improvement to the system described below,
  • Figure 7 illustrates an aspect of the present invention that involves the use of an adjustable set of "bias” permanent magnets (in the form of magnet bars or truncated Halbach arrays). These magnets, typically mounted alongside the Halbach arrays of the Inductrack III system, are attracted upward to a steel plate that comprises an element in the maglev "track” assembly.
  • the word “adjustable” as applied to this new set of magnets refers to the fact that by adjusting the gap between the bias magnets and the iron plate, the fraction of the levitated load can be set and optimized, either in the "high-load” or the "low- load” case.
  • car body 160 is supported by suspension springs 162 and 164 which are each attached to a levitating Halbach array 166 or 168.
  • a rigid member 170 such as a rod or plate is attached at one end to array 166 and at the other end to array 168.
  • Two rigid members 172 and 174 are attached to rigid member 170 (in this embodiment, about equidistant from the center of rigid member 170).
  • Another rigid member 176 with vertically extending ends is attached to the ends of rigid members 172 and 174; however, this attachment allows some relative movement, e.g., a slight rotational movement, between the ends of rigid members 172, 174 and rigid member 176.
  • Another rigid member 178 is attached to the bottom of car body 160 and rigid member 176. In this embodiment, rigid member 178 is located at about the center of the underside of the car body 160. Attached at the ends of rigid member 176 are bias permanent magnets 180 and 182. A cross-sectional or end view of the track and supporting structure are also shown in Figure 7.
  • Tracks 184 and 186 are supported by support structure 188 and 190 respectively.
  • rigid support members 192 and 194 are attached to support structures 188 and 190 respectively.
  • Rigid support members 192 and 194 support iron plates 196 and 198 respectively.
  • Adjustment of the gaps of the biasing magnets could be accomplished in various ways. For example, it could be automatic, in the sense that a spring- loaded lever arm built into the "bogies" carrying the levitation magnets would move in response to the imposition (or removal) of a heavy load.
  • FIG. 7 illustrates schematically this embodiment of the alternatives.
  • the drawing shows how the depression of the suspension springs as a result of heavier loading results, through lever action, in reducing the gap between the bias permanent magnets and the iron plate in the track assembly to which they are attracted.
  • the greater the loading on the car the further down the bottom of the car body pushes rigid member 176, resulting in a lever action that forces the bias magnets up, increasing the levitating force.
  • an Inductrack I Halbach array is shown, rather than the Inductrack III configuration; however, the concepts involved in this aspect of the invention can be applied to any one of the three versions of Inductrack.
  • Another embodiment makes these adjustments by a hydraulic (or electromagnetic) system activated by the engineer or another member of the train crew, at the time of loading or unloading the train cars.
  • the basic principle involved here is to assign a portion of the lifting force to a set of bias permanent magnets, thereby reducing the drag losses associated with the currents induced in the track of the Inductrack system, of whatever type.
  • Levitation stability is maintained by insuring that the effective positive stiffness of the inductrack system exceeds the negative stiffness of the bias permanent magnets over the allowed range of displacement of the levitating magnets (as set by the guide wheels that operate to support the load before levitation occurs).
  • bias permanent magnets can be employed to
  • Figures 4A and 4B respectively plot the calculated drag power losses as a function of speed for a loaded (35,000 kg) Inductrack I system and an unmodified inductrack III system, showing a factor-of-two improvement in levitation efficiency achieved in this case.
  • Figures 5A and 5B show similar comparison plots for unloaded (8000kg) cases.
  • Figure 8A and 8B respectively show plots of loaded and unloaded cases for the modified Inductrack ill configuration.
  • Inductrack III system is compared to the simple Inductrack I configuration, a reduction in drag losses by a factor of order 20 is achieved, with, in this case, a corresponding major reduction in drive power electrical costs and drive system capital costs, whether the drive is provided through LSM motors on each car or through the use of a locomotive to drive many cars.
  • the present invention includes a system, comprising a movable object; a first Halbach array attached to said object; a second Halbach array attached to said object; a first track comprising a first levitation portion in operative proximity to said first Halbach array such that upon movement of said object, a first levitation force with be generated between said first Halbach array and said first levitation portion; a second track comprising a second levitation portion in operative proximity to said second Halbach array such that upon said movement of said object, a second levitation force with be generated between said second single-sided Halbach array and said second levitation portion; a substantially uniform support structure supporting said first levitation portion and said second levitation portion such that they are substantially uniformly supported; and means for adjusting said first levitation force and said second levitation force.
  • the first track may further comprise a first current portion electrically connected to said first levitation portion
  • said second track may further comprise a second current portion electrically connected to said second levitation portion.
  • the means comprises a third Halbach array and a fourth Halbach array, wherein said third Halbach array and said fourth Halbach array are in a parallel spaced orientation and are each attached to said object and configured such that said first current portion of said first track and said second current portion of said second track are located between said third Halbach array and said fourth Halbach array.
  • the means comprises a third Halbach array, a fourth Halbach array, a fifth Halbach array and a sixth Halbach array, wherein said third Halbach array and said fourth Halbach array are in a parallel spaced orientation and are each attached to said object and configured such that said first current portion of said first track is located between said third Halbach array and said fourth Halbach array, wherein said fifth Halbach array and said sixth Halbach array are in a parallel spaced orientation and are each attached to said object and configured such that said second current portion of said second track is located between said fifth Halbach array and said sixth Halbach array.
  • the uniform support structure may comprise a first uniform support structure and a second uniform support structure, wherein said first uniform supports said first levitation portion, wherein said second uniform support structure supports said second levitation portion, wherein said first current portion overhangs said first uniform support structure and said second current portion overhangs said second uniform support structure, wherein there is substantially no angle between said first levitation portion and said first current portion and wherein there is substantially no angle between said second levitation portion and said second current portion.
  • the means comprises a first biasing magnet and a second biasing magnet, wherein said first biasing magnet and said second biasing magnet are attached to said movable object, wherein said means further comprises a first iron piece and a second iron piece both fixedly attached relative to said support structure and respectively are proximately and operatively positioned near said first biasing magnet and said second biasing magnet.
  • the first biasing magnet and said second biasing magnet are mechanically adjustable to move toward or away from said first iron piece and said second iron piece respectively as a load on said movable object increases or decreases to add to or subtract from said first levitation force and said second levitation force respectively.
  • said first biasing magnet together with said first iron piece and said second biasing magnet together with said second iron piece are configured to provide lateral centering forces, wherein said first iron piece comprises a dimension sized to insure that edge effects between said first biasing magnet and said first iron piece give rise to a centering force and wherein said second iron piece comprises a dimension sized to insure that edge effects between said second biasing magnet and said second iron piece give rise to a centering force.
  • Embodiments provide that said first levitation portion and said second levitation portion are oriented at a dihedral angle with respect to each other to provide a centering force when said object is in motion.
  • said first track is laminated and wherein said second track is laminated and further, that a linear synchronous motor (LSM) drive system can be attached to at least one of said first track or said second track, wherein said LSM comprises LSM windings and said first track and said second track comprises track windings, wherein said LSM winding are collocated with said track windings and further, wherein said LSM windings are spaced far enough from said track windings to limit inductive coupling between said LSM windings and said track windings.
  • LSM linear synchronous motor
  • Various mechanisms are described for adjusting said first levitation force and said second levitation force.
  • said means can produce a current upon said movement, wherein said means can reduce said drive current relative to at least one of said first levitating force and said second levitation force in order to optimize levitation efficiency.
  • said means can vary a parameter at least one of said third Halbach array and said fourth Halbach array to optimize levitation efficiency.
  • said means can vary a parameter at least one of said third Halbach array, said fourth Halbach array, said fifth Halbach array and said sixth Halbach to optimize levitation efficiency.
  • said means can change the relative magnetic field polarization directions of said third Halbach array and said fourth Halbach array either to reduce, or to increase, the current induced in at least one of said first track and said second track relative to that which would be induced by at least one of said first Halbach array and said second Halbach array acting alone.
  • said means can change the relative magnetic field polarization directions of said third Halbach array and said fourth Halbach array either to reduce, or to increase, the current induced in said first track relative to that which would be induced by said first Halbach array acting alone, and wherein said means can change the relative magnetic field polarization directions of said fifth Halbach array and said sixth Halbach array either to reduce, or to increase, the current induced in said second track relative to that which would be induced by said second Halbach array acting alone.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Vehicles With Linear Motors And Vehicles That Are Magnetically Levitated (AREA)

Abstract

L'invention porte sur un système pour le transport de fortes charges de fret. Des configurations Inductrack III conviennent pour l'utilisation dans le transport de fortes charges de fret. Inductrack III résout un problème lié au rail en porte-à-faux de la configuration Inductrack II. L'utilisation d'un rail en porte-à-faux peut poser des problèmes de conception mécanique en tentant de réaliser un système de rail suffisamment solide pour être capable de supporter de très fortes charges. Dans Inductrack III, la partie de lévitation du rail peut être supportée uniformément par le dessous, étant donné que le réseau Halbach à lévitation utilisé sur le véhicule en mouvement est un réseau unilatéral, et n'exige ainsi pas le rail en porte-à-faux tel que celui utilisé dans Inductrack II.
PCT/US2009/057184 2009-09-16 2009-09-16 Système maglev pour fortes charges WO2011034530A1 (fr)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
PL424607A1 (pl) * 2018-02-16 2019-08-26 Politechnika Białostocka Aktywna podpora magnetyczna z magnesami trwałymi w układzie tablic Halbacha

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3791309A (en) * 1971-01-09 1974-02-12 M Baermann Means to guide and suspend a vehicle by magnetic forces
US3885504A (en) * 1971-01-09 1975-05-27 Max Baermann Magnetic stabilizing or suspension system
US5651318A (en) * 1994-12-01 1997-07-29 O'donohue; James P. Straddle and underwrap nebel beam and jimmy electromagnetic technology train prototype mating system
US20070089636A1 (en) * 2003-05-20 2007-04-26 Guardo Jose L Jr Magnetic levitation transport system

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3791309A (en) * 1971-01-09 1974-02-12 M Baermann Means to guide and suspend a vehicle by magnetic forces
US3885504A (en) * 1971-01-09 1975-05-27 Max Baermann Magnetic stabilizing or suspension system
US5651318A (en) * 1994-12-01 1997-07-29 O'donohue; James P. Straddle and underwrap nebel beam and jimmy electromagnetic technology train prototype mating system
US20070089636A1 (en) * 2003-05-20 2007-04-26 Guardo Jose L Jr Magnetic levitation transport system

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
PL424607A1 (pl) * 2018-02-16 2019-08-26 Politechnika Białostocka Aktywna podpora magnetyczna z magnesami trwałymi w układzie tablic Halbacha

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