WO2012101535A2

WO2012101535A2 - A magnetic levitation or suspension vehicle

Info

Publication number: WO2012101535A2
Application number: PCT/IB2012/050139
Authority: WO
Inventors: Andries Auret LOUW
Original assignee: Louw Andries Auret
Priority date: 2011-01-24
Filing date: 2012-01-11
Publication date: 2012-08-02
Also published as: WO2012101535A3

Abstract

This invention relates to a magnetic levitation or suspension vehicle (10), a track arrangement (100), a system, and to an associated method. The magnetic levitation or suspension vehicle (10) includes a vehicle body (12) which comprises a load-carrying compartment (42) and which includes a pair of support couplers (16), one at each end, and a pair of magnetic support units (14). Each magnetic support unit (14) includes a vehicle coupler (18) operable to interface with the support coupler (14) of the vehicle (10), thereby to couple the magnetic support unit (14) to the vehicle body (12) and a plurality of magnetic track elements (19) directed in at least three directions, namely upwardly or downwardly, and laterally on each side, the magnetic track elements (19) being operable to interact with a fixed track (110), such that the upwardly or downwardly directed magnetic track elements (106, 108) are operable to levitate or suspend the vehicle (10) while the lateral magnetic track elements (110) are operable to urge the vehicle (10) sideways.

Description

A magnetic levitation or suspension vehicle

FIELD OF INVENTION

This invention relates broadly to vehicles and more specifically to a magnetic levitation or suspension vehicle (particularly a mass transit vehicle), a track arrangement, a system, and to an associated method.

BACKGROUND OF INVENTION

Rail systems, whether conventional rail systems or magnetic levitation systems, of which the Inventor is aware, provide a fixed track on which a vehicle (such as a rail car or locomotive) is guided. An advantage of rail systems is that they provide an energy efficient mechanism for conveying or transporting, especially in bulk. This can be applied to mass transit systems for conveying people or to freight systems for conveying freight or other goods/products.

A feature of these systems is that the vehicles have a limited range of movement as they are bound to follow the tracks or rails. To address this limitation (at least partially), track switches have been introduced into rail systems. Thus, converging or diverging tracks can be switched to direct the course of a vehicle on the track. This does not completely alleviate the problem of limited movement range because the vehicle is still bound to the tracks, but it does enable a mesh or network of tracks to be used.

This problem of limited range of movement is however exacerbated at stations or junctions where it may be desired for vehicles to gain access to a platform or track. Currently, if insufficient switching facilities are available, vehicles are slowed or stopped and then queued until platforms or tracks become available. As a result, conventional rail systems are not suitable for enabling Personal Rapid Transportation (PRT) where a large number of small units move rapidly along the same stretch of track without stopping or being delayed.

Various existing designs of which the Inventor is aware, such as the Magnemotion M3 system, Skyweb Express and SkyTran have been put forward over the years to enable Personal Rapid Transportation (PRT), and some, like the ULTRa system in Heathrow, London, have been deployed on a small scale already. However, none of the conventional designs cater for the mass transportation of people and goods in densely populated areas. To be suitable for densely populated areas, a mass transportation PRT system has to cater for high speed runs over medium and long distances, fast loading and offloading of high volumes of people and goods, trustworthy consistency, high energy efficiency, variability in the types of loads and volumes it must be able to handle, have very low maintenance costs, and it will have to utilise the least amount of land possible.

Speed especially is very important, since the higher the speed, the fewer vehicles would be required, the quicker the vehicles would be re-used, the fewer the required tracks or total track length would be and the faster services will be delivered. Typically PRT solutions use single tracks where one vehicle runs behind the other on the same single lane track. By being limited to single lane tracks, the higher the speed and the tighter the vehicles run one behind the other, the more vehicles per hour would be serviced along the same piece of track. Vehicles running very fast, very close to each other mean that mechanical switching of the track when there are splits in the track will be difficult. For such a solution to work effectively for mass transit, vehicles must be able to switch left or right without the track physically having to move towards the left or the right for the vehicle to move in that direction.

The more types of cargo a PRT solution caters for, the more useful it would be as the main transportation system in densely populated areas, so the ideal mass transit PRT solution will have to cater for inter changeable vehicles. Small vehicles could be used for the transportation of small loads and few people and larger vehicles could be used for the transportation of large loads and more people. To be effective over the long term for use in densely populated areas, a PRT solution for mass transit should consume as little energy as possible, and air pollution resulting from the deployment of the system will have to be limited to make it appealing for cities and regions to adopt.

To be predictable and stable, the ideal mass transportation PRT solution will also have to be able to have vehicles run at a consistent speed across all fixed and variable speed sections, irrespective of the atmospheric conditions such as rain and wind which might cause queues and jams in the system if not managed properly. Ideally, a PRT system for densely populated areas will assist in increasing productivity in a region by being able to move any person or load from almost anywhere in a city to almost anywhere else in the city in a predictable time period of less than 20 minutes, any time of day, irrespective of the conditions.

As far as the Inventor is aware, no such solution exists at present and there is a dire need for such a solution that meets all of these requirements. All known or existing solutions fall short in some or many of the above criteria, and where they do meet all of the criteria they meet some of them only crudely and not effectively as a long term solution. The Inventor wishes to address this problem. Further, the Inventor desires an improved system and specifically an improved magnetic levitation or suspension vehicle and system which overcomes or alleviates the abovementioned problems and lends itself to energy-efficient, conveniently controllable and customisable transport for both people and goods in densely populated areas or regions of the world.

SUMMARY OF INVENTION

Accordingly to a first aspect of the invention, there is provided a magnetic levitation or suspension vehicle, the vehicle including:

an elongated vehicle body which comprises a load-carrying compartment and which includes a pair of support couplers, one at each end; and

a pair of magnetic support units, each magnetic support unit including: a vehicle coupler operable to interface with the support coupler of the vehicle, thereby to couple the magnetic support unit to the vehicle body; and

a plurality of magnetic track elements directed in at least three directions, namely upwardly or downwardly, and laterally on each side, the magnetic track elements being operable to interact with a fixed track, such that the upwardly or downwardly directed magnetic track elements are operable to levitate or suspend the vehicle while the lateral magnetic track elements are operable to urge the vehicle sideways.

Each magnetic support unit may include a plurality of magnetic track elements directed in at least four directions, namely upwardly and downwardly, and laterally on each side.

The couplers may be operable to couple the magnetic support units pivotally to the vehicle body, with a pivot axis being co-axial with a longitudinal axis of the vehicle body, the vehicle body thus being operable to pivot or roll relative to the magnetic support units.

The magnetic support units may be fixed permanently to specific vehicle bodies. I nstead, the respective couplers may render the vehicle body and the magnetic support units interchangeable and modular relative to each other. In such case, people-carrying vehicle bodies may be changed for dedicated goods carrying vehicle bodies, and dedicated liquid transportation vehicle bodies may for instance be changed for container-carrying vehicle bodies. As requirements for transporting different types of loads change during the day and between day and night and over time, the vehicle bodies and the overall track as well as the required storage or parking space for vehicle bodies may thus be used optimally. Modularity further lowers the overall management and maintenance cost by allowing for modular replacement of broken or redundant components as opposed to replacement of completed units. Vehicle bodies may for instance be modernised over time and replaced with newer or better suited vehicle bodies using the latest materials and comforts, while the modular magnetic support units may remain the same year after year without having to be replaced. Each magnetic support unit may include a central hub incorporating the vehicle coupler and a plurality of radially extending arms fixed at their inner ends to the hub and having fixed to their outer ends the magnetic track elements. Each magnetic support unit may include four obliquely extending arms angularly spaced in an X-shape, each arm having:

either an upwardly or downwardly directed magnetic track element; and

a lateral magnetic track element

fixed thereto.

In one embodiment, the arms may be fast with the hub. In another embodiment, the arms may be displaceable, e.g. tiltable or pivotable, relative to the hub.

The magnetic levitation or suspension vehicle may include auxiliary wheels or rollers. Although these wheels or rollers are intended to support the magnetic levitation units in case of magnetic lift failure or partial failure, the wheels may also be driven, in which case the vehicle may include a motor or other mechanical drive arrangement. The wheels may be provided on, in or adjacent to the magnetic track elements.

The magnetic track elements on the arms of the magnetic support unit may be in the form of permanent magnets, high temperature superconductors or electromagnets. The magnetic track elements may be operable to be urged by an external linear motor thereby to propel the vehicle. These magnetic track elements may be matched to complemental tracks (further defined below) having corresponding strips of permanent magnets, electromagnets, or material that can be manipulated to induce a magnetic field on the track. This may enable the magnetic support units, and hence the entire vehicle, to be suspended in the air when opposing magnetic forces on the tracks and the magnetic track elements are active or activated. By changing and manipulating the electric current running through the tracks or the magnetic track elements, the opposing magnetic forces between the magnetic track elements and the tracks may enable magnetic levitation (maglev) as well as linear motor movement (linear motor) of the vehicle. I nstead, or in addition, the vehicle may include a magnetic propulsion arrangement, such an as electromagnet or a linear synchronous motor. At least some of the magnetic track elements may include a Halbach array.

The vehicle body may be specifically configured for a designated purpose. A large number of vehicle body designs may be used. To be useful as the main transportation system in a city, however, the solution may be used with a standard dual purpose body that can carry both people and goods, with various other specialised types of vehicle bodies being used for speciality purposes as and when required. The use of a standard dual purpose body as the main body type will limit the number of times which the bodies will need to be interchanged, lessening downtime and increasing productivity.

The invention extends to a track arrangement for use with a magnetic levitation or suspension vehicle, the track arrangement including:

a plurality of magnetic tracks or strips including:

at least one upper track which is downwardly directed; at least one lower track which is upwardly directed; and at least a pair of opposed lateral tracks which are inwardly directed;

the tracks together defining a guide path which is operable to accommodate the magnetic levitation or suspension vehicle therein.

The track arrangement may include a propulsion arrangement. The propulsion arrangement may include at least one linear motor arrangement along a length of the track arrangement. The linear motor may be realised by, or embodied by, one or more of the tracks. The linear motor may be a linear synchronous motor. As mentioned above, the magnetic tracks may be in the form of, or at least include, permanent magnets, electromagnets, or high- temperature super conductors. The tracks may be shaped and dimensioned to match the magnetic support elements of the vehicle as defined above.

The track arrangement may be enclosed thereby to form a tunnel or tube. Atmosphere may be at least partially evacuated or driven thereby to reduce drag of the vehicle within the tunnel. By using tracks enclosed in tubes or tunnels as opposed to other track solutions, a number of advantages may be gained. Inside a tunnel or tube the vehicles may be protected from atmospheric conditions such as wind, rain and snow. Both upper and lower magnetic strips may easily be deployed on the inside of the tube for increased maglev safety and stability. The surface area required for tracks may be greatly reduced by putting the tunnels underground, in the air, on the ground or under water, and debris damage to the tracks and vehicles may be limited as opposed to when it is open or in the open air.

The track arrangement may include a junction from a single path to a double path, or vice versa. A lateral track from one side of the single path may continue to an outer side of one of the double paths, with the inner side of that path initially being trackless. Similarly, a lateral track from the other side of the single path may continue to an outer side of the other of the double paths, with the inner side of that path again being trackless. Lateral tracks may be provided at inner sides of the double paths after the junction, the double path then forming two separate fully-fledged single paths.

The invention extends further to a magnetic levitation or suspension system which includes:

a magnetic levitation or suspension vehicle as defined above; and

a track arrangement as defined above.

Accordingly, once a vehicle comprising a vehicle body and two magnetic support units is assembled and on the track arrangement, so that the magnetic track elements engage with or interact with the magnetic track, goods and people may be picked up at various stations along the track, the track layout and station design itself not being part of this invention, and dropped off at any other station. By using, for example, both electromagnetic levitation and linear motor movement, no or limited friction takes place while the vehicles may move fairly freely along the track and the energy consumed to enable movement is reduced. To reduce atmospheric friction or air resistance when these vehicles move along the track inside a tunnel, the tunnel may be perforated when above ground to let air in and out along the length of the tunnel (to release air pressure build-up). Instead, wind may be generated in the direction of movement of the vehicles when the tunnels are not perforated, or the tunnels may be partially or fully evacuated of air, or speeds at which the vehicles move can be limited to generate economically viable air resistance levels.

The invention extends still further to a method of operating a magnetic levitation or suspension system, the method including guiding a magnetic levitation or suspension vehicle as defined above within or on a track arrangement as defined above.

BRIEF DESCRIPTION OF DRAWINGS

The invention will now be further described, by way of example, with reference to the accompanying diagrammatic drawings.

In the drawings:

Figure 1 is a three-dimensional view of a magnetic levitation or suspension vehicle in accordance with the invention;

Figure 2 is a three-dimensional view of a body of the vehicle of Figure 1 ;

Figure 3 is a three-dimensional view of a magnetic support unit of the vehicle of Figure 1 ;

Figure 4 is a plan view of the vehicle of Figure 1 ;

Figure 5 is an end view of the vehicle of Figure 1 ;

Figure 6 is a three-dimensional view of a track arrangement in accordance with the invention;

Figure 7 is an axial view of the track of Figure 6;

Figure 8 is an end view of a system including the vehicle of Figure 1 on the track arrangement of Figure 6;

Figure 9 is a three-dimensional view of the system of Figure 8;

Figures 10 to 12 show axial views of the track of Figure 6 illustrating various propulsion options; Figures 13 and 14 each show a three-dimensional view of a track arrangement incorporating a track junction, in accordance with the invention.

DETAILED DESCRIPTION OF EXAMPLE EMBODIMENT

Referring initially to Figures 1 to 5, reference numeral 10 generally indicates a magnetic levitation or suspension vehicle in accordance with the invention. The vehicle 10 includes a vehicle body 12 and a pair of magnetic support units 14, one arranged at each end of the body 12.

The body 12 of the vehicle 10 includes a pair of support couplers 16, one at each end, while each magnetic support unit 14 includes a complemental vehicle coupler 18, thereby to couple the magnetic support unit 14 to the vehicle body 12. In this embodiment, the support coupler 16 is in the form of a short, stubby axle (refer to Figure 2) while the vehicle coupler 18 is a bush or bearing configured to interface with the axle 16 of the body 12 to mount the body 12 pivotally between the magnetic support units 14. The body 12 is thus pivotable about a pivot or roll axis 16.1 . The body 12 can be rotated to counter centrifugal force, whether actively by a mechanical drive means, or passively by centrifugal force itself.

The body 12 and the magnetic support units 14 are modular and are thus relatively easily decoupled and re-coupled. This can facilitate customisation of the vehicle 10, allowing a particular body 12 to be matched with particular magnetic support units 14. This can also facilitate upgrade, repair and servicing of the vehicle 10 allowing for removal and then repair or replacement of a damaged or otherwise undesired component.

Each magnetic support unit 14 includes a plurality of magnetic track elements 19 directed in at least four directions, namely upwardly, downwardly, and laterally on each side. The magnetic track elements 19 are operable to interact with fixed tracks (refer to Figures 6 to 9), such that the upwardly and/or downwardly directed magnetic track elements 19 are operable to levitate or suspend the vehicle 10 while the lateral magnetic track elements 19 are operable to urge the vehicle 10 laterally. The action of the magnetic track elements 19 is described in more detail below. The magnetic track elements 19 in this example are in the form of electromagnets.

Referring particularly to Figure 3, the magnetic support unit 14 has a hub and arm (or spoke) configuration. The magnetic support unit 14 includes a central hub 20 which incorporates the vehicle coupler 18. Four arms 22 extend radially between the hub 20 and the magnetic track elements 19. More specifically, the arms 22 are fixed at their inner ends to the hub 20 and they have the magnetic track elements 19 fixedly mounted to their outer or distal ends. In this embodiment, the magnetic support unit 14 includes four obliquely extending arms 22 evenly angularly spaced, thus forming an X- shape. Each arm 22 has two magnetic track elements 19, namely an upwardly or downwardly directed magnetic track element 19.1 and a lateral magnetic track element 19.2 fixed thereto.

In this example, and referring specifically to Figures 3 and 5, the lateral magnetic track elements 19.2 are oblique with a slight curvature. The oblique track elements 19.2 are arranged such that they form arcs or portions of a single imaginary circle extending around the magnetic support unit 14. Outer surfaces of the lateral elements 19.2 are radially outwardly directed. The top and bottom magnetic track elements 19.1 are operatively horizontal and flat.

The magnetic support unit 14 optionally includes wheels 23 (only illustrated in Figure 3). The wheels 23 may be used only as a safety mechanism, e.g. as a backup if the magnetic levitation fails, and hoped never to be needed. Instead, the wheels 23 may be intended to supplement the lift and/or lateral movement of the magnetic levitation vehicle and carry a partial load under normal operating conditions.

The vehicle body 12 may take on various configurations to suit its designated application. In fact, because it is the magnetic support units 14 which enable the displacement characteristics (e.g. levitation, propulsion) of the vehicle 10, the specific and internal configurations of the vehicle body 12 may be largely irrelevant. In Figure 4, the body is illustrated to include a door 40, an internal load-carrying compartment 42 accommodating a plurality of seats 44. The load-carrying compartment 42 is accessed via, and closed by, the door 40. The body 12 may be generally oval or oblong.

If electromagnets are used for the magnetic track elements 19, a plurality of these electromagnets can be managed individually to change the overall magnetic force of parts of the individual magnetic track element 19. If permanent magnets are used, super strong rare earth magnets arranged in a Halbach array arrangement should ideally be considered to maximise their potential force. Superconducting materials can also be used, but then the design should include the ability to keep these at the low temperatures they require to be at, at all times they are in operation.

Referring now to Figures 6 and 7, a track arrangement 100 is illustrated. In this example, the track arrangement 100 is to be used with the vehicle 10, but it is to be understood that the track arrangement 100 could be used with a different vehicle while the vehicle 10 could be used with a different track arrangement.

The track arrangement 100 is enclosed by a tunnel or tube 102. The tunnel 102 is dual purpose in that it serves as a support for tracks 104 and it allows control of the atmospheric environment therein. The tracks are collectively indicated by reference numeral 104 but individual tracks 106, 108, 1 10 are described in more detail below.

The track arrangement 100 includes a pair of upper tracks 106 which are downwardly directed and a pair of lower tracks 108 which are upwardly directed. The individual tracks 106, 108 within a pair are laterally spaced apart, while the pairs themselves are vertically spaced apart and they oppose each other. Lateral tracks 1 10 are inwardly directed. In this example, the lateral tracks 1 10 are oblique (being inclined at roughly 45°) and have a slight curvature, matching that of the tunnel 102. Effectively, an upper track 106 or a lower track 108 and its adjacent lateral track 1 10 form a corner and four such corners are thus formed.

The tracks 104 together define a guide path 1 12 which is operable to accommodate the magnetic levitation or suspension vehicle 10 therein. The track arrangement 100 need not include all eight tracks 104 at all times. For example, a roofless portion of the tunnel may not have the upper tracks 106. Similarly, a turn or bend may not have lateral tracks 1 10 on one side. Similarly, during a straight section of the track all of the lateral tracks 1 10 may be dispensed with. Thus, the eight track arrangement is by way of example only, and other configurations may be practicable. Further, the track arrangement 100 may include electronic controllers and user interfaces (not illustrated) to control the operation thereof, e.g. to control and direct the magnetic field of the tracks 104. Conduits may be provided above the upper tracks 106 and below the lower tracks 108 for cabling or other functional/maintenance purposes.

Referring now to Figures 8 and 9, reference numeral 150 generally indicates a magnetic levitation or suspension system which includes the vehicle 10 and the track arrangement 100. The magnetic track elements 19 of the magnetic support units 14 are complemental to tracks 104. More particularly, each magnetic track element 19 is accommodated slightly inwardly of a respective corner of the tracks 104. There is a slight gap (typically an air gap) to realise frictionless or very low friction travel of the vehicle 10.

While the exact control mechanisms may be adapted as desired, in this example, the upper tracks 106 exert an upward force on the upper track elements 19.1 and similarly the lower tracks 108 exert an upward force on the lower track elements 19.1 . Thus, the magnetic support units 14, and hence the vehicle body 12, are both suspended and levitated. The lateral tracks 1 10 exert an inward force on the lateral magnetic track elements 19.2 to stabilise and align the vehicle 10 within the track arrangement 100, and in fact to hold the vehicle 10 captive within the guide path 1 12. The inward lateral forces from the four corners cancel each other out, resulting in no net lateral or vertical displacement.

In order to propel the vehicle 10 longitudinally, the upper tracks 106 include a series of linear synchronous motors (not illustrated) which impart a longitudinal thrust to the vehicle 10 via the upper magnetic track elements 19.1 . The bottom tracks 108 and lateral tracks 1 10 are responsible for levitation and stabilisation during longitudinal displacement, and not actual propulsion. The width of the magnetic tracks 104 and the strength of the magnetic fields on the tracks 104, as well as the relation between permanent magnets, electro magnets, magnetic materials and/or superconductors can differ in different parts of the track arrangement 10, depending on the requirements for elevation and speed on that section of the track 104 as well as the maximum load of the vehicle 10 at a specific point. The relationship and positioning of the magnetic strips in the track 104 are such that the electromagnets can alter the magnetic field dramatically along every section of each of the eight tracks 104, thereby increasing or decreasing lift, pull and push based on weight differences in load or weight of the vehicle 10, and causing strong attractive and repulsive forces to control directional movement of the vehicle 10 when desired.

A magnetic field can be generated by running a controlled electric current through electromagnets positioned on the magnetic track elements 19, or on the tracks 104, or both, and the combined magnetic field between the two must be such that either the upper magnetic track elements 19 or the lower magnetic track elements 19 can lift the entire weight of the vehicle 10 to suspend it in the air, at least a few millimetres away from the closest track 104. For added security and safety purposes all tracks 104 may be able to lift and propel under almost all conditions. The lateral tracks 1 10 need not be used everywhere along the track arrangement 100 but only where required. Usefully, the bottom two arms 22 alone can support and propel the body 12 so that the track arrangement 100 can include open-topped sections (i.e. without upper tracks 106).

Movement and electromagnetic force changes on both the vehicle 10 and the track arrangement 100 can be induced and controlled electronically through a centralised computer system (not illustrated) that controls and monitors movement of all vehicles 10 travelling on the tracks 104. The centralised system bases its actions on where the vehicle 10 is to be moved to, what the conditions and traffic on the tracks 104 are like, and what the weight and weight changes on the vehicle 10 are like. The principle of linear motor technology is to create fewer opposing forces (repelling magnets), or even pulling forces (attracting magnets) in front of the magnetic track elements 19, relative to the forces enabling the magnetic levitation between the vehicle 10 and the track arrangement 100. By moving these altered magnetic forces forward along the length of the track arrangement 100, the vehicles 10 should move forward in that direction. It will be appreciated to one skilled in the art that existing or future linear motor technology can be used to realise levitation and/or propulsion in accordance with the example embodiment.

The vehicle 10 may include a local controller, which is a slave to the centralised controller of the track arrangement 100, but which can act autonomously in the event of a failure of the master centralised controller.

In a design where electromagnets are used (as opposed to permanent magnets) each magnetic track element 19 will have a battery for running the electromagnets and onboard electronics, as well as communication devices for connection to the central computer managing the entire system. The batteries can be recharged using various methods, including onboard generators for generating electricity when the vehicle 10 is being slowed down using magnetic drag, replacement during stops, recharging during stops at stations or recharging from a larger central battery. The method for charging the batteries and keeping them charged is not part of the present invention and various other inventions and techniques can be used for this.

Figures 10 to 12 show various propulsion scenarios. In Figure 10, the vehicle 10 is propelled in general linearly. The upper track 106 (shown in black) is electrified for linear synchronous motor propulsion which the remaining lower and lateral tracks 108, 1 10 (shown in light grey) are electrodynamic (e.g. Inductrack-type) conductors, such as aluminium or copper strips.

In Figure 1 1 (with Figure 12 being a mirror image), the tracks 104 are configured to direct the vehicle 10 to make a right turn. As with Figure 10, the upper track 106 provides propulsion while the lower track 108 provides levitation. However, the left lateral track 1 10 (illustrated in white) is deactivated or absent while the right lateral track 1 10 (illustrated in dark grey) includes electromagnetic strips which are selectively operable to attract or repel the proximate lateral magnetic track element 19.2 thereby to guide the vehicle around the right-hand bend. Figure 12 illustrates a left-hand bend.

A track junction 200 (refer to Figures 13 and 14) is realised by using the track bend configuration of Figures 1 1 and 12. It is further described with reference to a split (i.e. a junction from one track to two) but the reverse would apply to a merge (i.e. a junction from two tracks to one).

A single path 201 widens until it is about twice its original width. The upper track 106 spans the entire width of the roof and not just two spaced apart strips (as in the previous Figures). Similarly, the lower track 108 spans the entire width of the floor.

The lateral track 1 10 from the left-hand of the single path 201 continues to an outer side (also the left-hand side) of one of the double paths 202. Initially, the double path 202 is trackless on its inner side until there is sufficient space for an inner lateral track 210 to begin. Similarly, the right- hand lateral track 1 10 forms the outer lateral track of the right-hand path 204, with a new lateral track 212 forming the inner lateral track.

Once the new inner lateral tracks 210, 212 are present, it can be said that the double paths 202, 204 have formed two separate fully-fledged single paths.

A vehicle travelling along the single path 202 which is to follow the right split (for example) is initially controlled as though it was making a right-hand turn (refer to Figure 1 1 ). It thus follows the right path 204 and once the new inner lateral track 212 is present, the vehicle is controlled as for linear propulsion (Figure 10). In this fashion, high speed splitting and merging can be realised, without slow mechanical switching of tracks, while retaining the frictionless maglev nature of the vehicle 10.

The invention as exemplified has numerous advantages. The system 150 provides for stable vehicles 10 which can be driven and stabilised both forwardly and laterally. The vehicle bodies 12 are modular and can be conveniently de-coupled from the magnetic support units 14. The system 150 allows for high speed magnetic switching of tracks 104.

The system 150 does not prescribe or limit the track mesh, the station types, the loading facilities or atmospheric conditions within which the special vehicles must travel or be used. Different of these PRT or Automated Guided Transit (AGT) track designs can enable the vehicle 10 to move at different speeds, sometimes in some designs extremely fast high and in others sometimes relatively slow. Most PRT or ATG designs should be able to use the vehicle 10 as their transportation component. The system 150 can be used to move very large numbers of people at very fast speeds across large areas of land or regions, or to service smaller communities with less of a requirement for speed or high volumes. Ultimately, the design of the loading facilities and stations will determine how many people or loads can be serviced by the system 150. The solution incorporated in the deployment of the invention for managing air resistance in the tunnels 202 will help determine the speed at which the vehicle 10 can run.

If deployed optimally and in densely populated areas, the system 150 should enable cities to replace roads and road based transportation as the main transportation solution in the city, air pollution could be reduced dramatically by replacing fossil fuel based transportation for electricity based transportation, and productivity levels should be increased dramatically by introducing the ability to move people and goods quickly and effectively from any station in the city to any other station, any time of day, irrespective of the weather conditions. Road accidents and the resultant loss of life will further be reduced greatly, and the overall cost of transportation of people and goods will be reduced to a fraction of what it is today in any large city.

Claims

1 . A magnetic levitation or suspension vehicle, the vehicle including:

a pair of magnetic support units, each magnetic support unit including:

a vehicle coupler operable to interface with the support coupler of the vehicle, thereby to couple the magnetic support unit to the vehicle body; and

2. A magnetic levitation or suspension vehicle as claimed in claim 1 , in which each magnetic support unit includes a plurality of magnetic track elements directed in at least four directions, namely upwardly and downwardly, and laterally on each side.

3. A magnetic levitation or suspension vehicle as claimed in claim 1 or claim 2, in which the couplers are operable to couple the magnetic support units pivotally to the vehicle body, with a pivot axis being co-axial with a longitudinal axis of the vehicle body, the vehicle body thus being operable to pivot or roll relative to the magnetic support units.

4. A magnetic levitation or suspension vehicle as claimed in any of the preceding claims, in which each magnetic support unit includes a central hub incorporating the vehicle coupler and a plurality of radially extending arms fixed at their inner ends to the hub and having fixed to their outer ends the magnetic track elements.

5. A magnetic levitation or suspension vehicle as claimed in claim 3, in which each magnetic support unit includes four obliquely extending arms angularly spaced in an X-shape, each arm having:

either an upwardly or downwardly directed magnetic track element; and

a lateral magnetic track element

fixed thereto.

6. A magnetic levitation or suspension vehicle as claimed in any of the preceding claims, which includes auxiliary wheels or rollers.

7. A magnetic levitation or suspension vehicle as claimed in any of the preceding claims, in which the magnetic track elements are in the form of permanent magnets, high temperature superconductors or electromagnets.

8. A magnetic levitation or suspension vehicle as claimed in any of the preceding claims, in which the magnetic track elements are operable to be urged by an external linear motor thereby to propel the vehicle.

9. A magnetic levitation or suspension vehicle as claimed in any of the preceding claims, in which at least some of the magnetic track elements include a Halbach array.

10. A track arrangement for use with a magnetic levitation or suspension vehicle, the track arrangement including:

a plurality of magnetic tracks or strips including at least:

1 1 . A track arrangement as claimed in claim 10, which includes a propulsion arrangement.

12. A track arrangement as claimed in claim 1 1 , in which the propulsion arrangement includes at least one linear motor arrangement along a length of the track arrangement.

13. A track arrangement as claimed in claim 12, in which the linear motor is realised by, or embodied by, at least one of the tracks.

14. A track arrangement is claimed in any of claims 10 to 13 inclusive, which is enclosed thereby to form a tunnel or tube.

15. A track arrangement as claimed in claim 14, in which atmosphere is at least partially evacuated or driven thereby to reduce drag of the vehicle within the tunnel.

16. A track arrangement as claimed in any of claims 10 to 15 inclusive, which includes a junction from a single path to a double path, or vice versa.

17. A track arrangement as claimed in claim 16, in which a lateral track from one side of the single path continues to an outer side of one of the double paths, with the inner side of that path initially being trackless, and similarly in which a lateral track from the other side of the single path continues to an outer side of the other of the double paths, with the inner side of that path again initially being trackless.

18. A track arrangement as claimed in claim 17, in which lateral tracks are provided at inner sides of the double paths at or after the junction, the double path then forming two separate fully-fledged single paths.

19. A magnetic levitation or suspension system which includes:

a magnetic levitation or suspension vehicle as claimed in any of claims 1 to 9 inclusive; and a track arrangement as claimed in any of claims 10 to 18 inclusive.

20. A method of operating a magnetic levitation or suspension system, the method including:

guiding a magnetic levitation or suspension vehicle as claimed in any of claims 1 to 9 inclusive within or on a track arrangement as claimed in any of claims 10 to 18 inclusive.