Apparatus, systems and methods for levitating and moving objects

SYSTEM AND METHOD FOR LEVITING AND MAGNETICALLY MOVING TO AN OBJECT, AND WAGON FOR LEVITING AND MOVING ABOVE

A LANE SECTION

BACKGROUND OF THE INVENTION

Field of the Invention

The invention relates to apparatus, systems and methods for moving objects. More particularly, the invention relates to the levitation, acceleration and deceleration of objects with reduced friction and increased efficiency.

Description of Related Art

Trains, transport systems and magnetically related related transport have been tried many times in recent decades, in an effort to provide more efficient means of transport for people and cargo. A few examples of such systems can be seen in US Patent No. 4,356,772 in the name of van der Heide; US Patent No. 4,805,761 in the name of Totsch; and US Patent No. 5,601,029 in the name of Geraghty et al. These systems operate based on the general property that magnets that have equal polarities repel each other and magnets that have opposite polarities attract each other. Although patent applications for such systems have been filed for decades, a system for moving people and loads that is viable under real-world conditions has not yet been developed. SUMMARY OF THE INVENTION

The present invention relates to apparatus, systems and methods for levitating and accelerating objects. In particular, the forms of the present invention allow the objects to be magnetically levitated and magnetically accelerated with respect to the rails, such as rail rails.

In one form, the system incorporates a number of lower rails spaced laterally spaced from one another and an object that has a certain number of upper rails aligned with the lower ones. The lower rails have permanent magnets coupled together and aligned so that the upper surface of the lower rail has a polarity

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uniform along its length. The bottom rail also has a ferrous support plate that electro-conductively engages permanent magnets along the rail. The upper rails have a certain number of permanent magnets aligned to oppose the magnitudes of the lower rails in order to levitate the object. The upper rails also have a ferrous support plate that electro-conductively engages permanent magnets.

Another form of the invention comprises a number of primary rails, an object to be transferred, a third rail and a drive disk. The primary rails each have a certain number of permanent magnets aligned near their upper surface. The permanent magnets are oriented to create a uniform polarity along a section of each of the primary rails. The object being transported has secondary rails that are configured to align with the primary rails. The secondary rails have permanent magnets mounted on them that are oriented to oppose the polarity of the magnets on the primary rails. Consequently, the Levitical object above the primary rails. The third rail extends along the primary rails. The third rail is made of an electroconductive material such as copper or aluminum. The disk is connected to the object that is being transported and rotates with respect to the latter. The disc has a certain number of permanent magnets. The disk is positioned in such a way that permanent magnets are in close proximity to the third rail during operation. The rotation of the disk and, more importantly, the permanent magnitudes near the third rail result in parasitic currents that accelerate the object along the third rail in a direction opposite to the relative rotation of the disk.

BRIEF DESCRIPTION OF THE DRAWINGS

Figure 1 is an isometric view of a carni and wagon that levitates above the latter according to a form of the present invention.

Figure 2 is an isometric view of the car of Figure 1.

Figure 3 is an isometric view of the car of Figure 2 with a platform

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Withdrawal from it.

Figure 4 is a terminal view of a portion of the rail and car of Figure

1.

Figure 5 is a terminal view of the rail and carriage of Figure 1.

Figure 6 is an isometric view of a wagon drive assembly of Figure 1.

Figure 7 is a sectional elevation view of a disk of the drive assembly of Figure 6, coupled with a third rail of the rail of Figure 1, illustrated along a diametral section.

Figure 8 is a side view of one of the discs of Figure 7.

Figure 9 is a terminal view of a rail and car of an alternate form of the present invention.

Figure 9A is an enlarged view of a portion of the car of Figure 9.

Figure 10 is a cross-sectional view of the car of Figure 9, seen along Section 10-10.

Figure 11A is a schematic view of the carriage portion of Figure 10, illustrated in an uncoupled configuration.

Figure 11B is the portion of the car of Figure 11A, illustrated in a coupled configuration.

Figure 12 is a terminal view of a portion of the rail and carriage of Figure 9, illustrating a brake system in an uncoupled configuration.

Figure 13 is the rail and carriage portion of Figure 12, illustrated with the brake system in a coupled configuration.

Figure 14 is a pianta view of a magnetic assembly of the carriage of Figure 9.

Figure 15 is a cross-sectional view of the magnet assembly of Figure 14, seen along Section 15-15.

Figure 16 is a plan view schematically illustrating a car

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which has magnificent lines to move around a corner.

Figure 17 is a plan view schematically illustrating a car that has aligned magnets for linear travel.

DETAILED DESCRIPTION OF ILLUSTRATED FORMS

The present description generally refers to systems, apparatus and methods for levitating a car or other object above a rail, and for accelerating the object with respect to the rail. Several forms of the present invention may allow a person to levitate an object above a lane and accelerate or decelerate it, all without making contact with the lane. Therefore, such forms can provide highly efficient means of transport for people or cargo. In the following description and in Figures 1-17 many specific details of certain forms of the invention are presented, to allow a better understanding thereof. However, one skilled in the art will understand that the present invention may have additional forms or may be brought into practice without several of the details described below.

Figure 1 illustrates a system 10 for levitating or accelerating objects. The system 10 incorporates a rail 12 and a carriage 14 configured to move longitudinally in any direction with respect to the rail. The rail 12 incorporates a pair of support rails 16 and a drive rail 18.

In the manner illustrated, the support rails 16 and the drive rail 18 are supported by a number of shoes 20 spaced apart along a section of the rail 12. The shoes 20 are anchored to the ground as is generally known in the art. . The drive rail 18 in the illustrated form is mounted directly on the shoes 20, for example by means of a flap formed on the lower edge of the drive rail. The illustrated drive rail 18 is centrally located along each of the shoes 20. Depending on the particular design of the carriage 14, it is contemplated however that the drive rail 18 may be arranged at other sites inside, outside, above and above under support rails 16, as will be appreciated by experts in the

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Λ ?; N3Ï.VA art.

In the manner illustrated, the support rails 16 are coupled to the shoes 20 by a certain number of posts 22 and clamps 24 and extend along the opposite ends of the shoes. However, as in the case of impeller 18 different configurations are possible as will be appreciated by those skilled in the art.

The upper surface of each of the support rails 16 carries a number of permanent magnets 26 that extend along the operative portion of its length. In the illustrated form, the permanent magnets 26 on the support rails 16 all have a common length. The permanent magnets 26 engage each other along the rail 12 to provide a magnetic force that is constant enough so that the carriage 14 can move smoothly along it. The permanent magnets 28 are oriented so that each of them along the respective support rail 16 has its polarity vertically aligned with the adjacent permanent magnets. The inventor appreciates that it is not necessary that each permanent magnet 26 be aligned for the invention to work. However, the illustrated form is given as an example of a preferred form.

Figures 2 and 3 best illustrate carriage 14 in accordance with this particular form of the present invention. The carriage 14 incorporates a pair of opposite side rails 28 spaced to align generally with the support rails 16 in the rail 12. In the illustrated manner, the side rails are made of a ferrous material such as steel. This steel can be replaced by other materials with similar qualities.

Attached to the underside of each of the side rails 28 there is another set of permanent magnets 30 that align with the permanent magnets 26 on the support rails 16 when the carriage is coupled with the rail 12. In the illustrated manner, the magnets permanent 30 on the side rails 28 all have a common length. The length of each permanent magnet 26 on the support rail is different, in this case longer, than the length of the permanent magnet 30 on the rail

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Lateral 28. One skilled in the art, after reviewing this description, will immediately appreciate that the difference in length prevents two adjacent seams in the permanent magnets 26 of the support rail from being simultaneously aligned with two adjacent seams in the permanent magnets 30 of the rail. lateral, thus avoiding magnetic coupling. The permanent magnets 30 in the wagon 14 are oriented with their polarities opposite to those of the permanent magnets 26 of the

Λ support rails 16. As a result, the wagon 14 levitates above the carni 12. In the illustrated manner, the permanent magnet 30 coupled to the side rails 28 couples with the subsequent magnet. However, the inventor appreciates that these permanent magnets do not necessarily have to be in contact with each other in order for the carriage 14 to move smoothly over the carni 12.

The wagon 14 has a platform 32 (figure 2) for carrying people or objects. The present invention can be configured to carry cargo or people and, as a result, platform 32 can have a wide variety of configurations. For example, platform 32 may be in the form of a railroad car or a cargo container. Similarly, platform 32 and carriage 14 may have a size suitable for carrying only small objects.

The sides of the carriage 14 have a certain number of longitudinally spaced rollers along it. The rollers 36 are arranged to make contact with the support rails 16 if the car moves out of alignment with the carriage! 12. The rollers 36 revolve around vertical axes and, consequently, do not significantly affect the movement of the carriage 14 along the carni 12. The inventor contemplates that rollers 36 can be replaced with a wide variety of means in order to keep the carriage 14 centered along the carni 12.

As illustrated in Figure 3, a battery 38, an engine 40 and a drive disk are housed within this particular carriage 14. The battery illustrated is a 12-volt battery similar to that used in automobiles. However, the inventor appreciates that the battery 38 can be replaced by a wide variety of power sources, such

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as a fuel cell.

The motor 40 is coupled to the drive disk 42 by a belt 44. However, the inventor similarly appreciates that the motor 40 and the belt 44 can assume other configurations, as long as the drive disk 42 can rotate in a controllable manner to accelerate or decelerate to carriage 14 with respect to rail 12. A control system 45 is incorporated on board (figure 6) to allow the user to accelerate and

Λ Slowly decelerate the rotation of the drive disc 42 in order to control the speed and acceleration of the wagon 14.

Figure 4 illustrates the relative orientation of the permanent magnets 30 on the side rails 28 of the carriage 14 when coupled with the rail 12. As noted above, the polarity of the permanent magnets 30 is opposite to the polarity of the permanent magnets 26. In addition, in this particular way, the lateral dimension of permanent magnets 30 is larger than the lateral dimension of permanent magnets 26. The inventor appreciates that these permanent magnets 26, 30 may have the same lateral dimensions or the former could be longer than the latter. However, one skilled in the art will appreciate that when the permanent magnets have the same width, as was appreciated in the prior art, additional lateral supports and / or contrails are required to maintain the ideal lateral stability between the magnets. On the contrary, in the illustrated form, the magnetic footprint of the upper magnet 30 is wider than that of the lower magnet 26, naturally offering additional lateral stability.

There is a ferrous support material 46 under the permanent magnets 26 on the support rail 16. As in the case of the side rails 28, the ferrous support material 46 can be steel or an equivalent material. The support 46 extends along the side rail 16.

As best illustrated in Figure 5, a drive pulley 48 in the motor 40 operates to the belt 44 to rotate a driven pulley 50 coupled to the drive disk.

42 The motor 40 is mounted on a transverse member 52, which is mounted on

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in turn in the carriage 14. Similarly, the drive disk 42 is mounted on the underside of the cross member 52. The drive disk 42 is rotatably mounted on a pair of bearings 54 to rotate with respect to the carriage 14.

As illustrated in Figure 7, the third rail 18 has a neck 56 and a fin 58.

The latter is mounted on the shoe 20 in order to retain the third rail 18 in fine alignment with respect to the rail 12. The neck 56 is in the form of a flat plate!

extending along the rail 12. The drive disk 42 in the illustrated manner has a pair of magnetic rotors 60, spaced one on each side of the neck 56 of the third rail 18. Each of the magnetic rotors 60 has a disk 62 non-ferrous mounting backed by a ferrous disc of support 64, preferably of mild steel. The mounting discs 42 can be made of aluminum or a suitable non-magnetic compound and each one is made with a certain number of permanent magnets 66 spaced apart and arranged in a circle around an axis 68 leading to the drive disk 42. Each of permanent magnets 66 engage in the outer part of drive disk 42 against respective support disk 64. Adjacent permanent magnets 66 can have their polarities reversed. The permanent magnets 66 are each spaced apart by an empty space 70 from the neck 56.

The discs 62 are mounted on the axis 68 to rotate simultaneously with it. Rotation of the drive disk 42 with respect to the neck 56 results in relative movement between the permanent magnets 66 and the neck in a direction generally tangential to the drive disk. This tangential direction aligns with the length of the carni. As they are generally known in the industry, the relative movement between a permanent magnet and an electroconductive material results in a parasitic current that pushes the electroconductive material to follow the permanent magnets. However, in the present case, because the electroconductive material in the neck 56 is fixed to the shoe 20, the electroconductive material cannot follow the permanent magnets. Instead, an equal and opposite force is exerted on the wagon that leads to permanent magnets 66. This opposite force jjDE the FFQP ^ tDhD ik'D'JSTRIAL (| Rê? 9Îteôo K^s X f)

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accelerates the car in a direction opposite to the movement of permanent magnets 66. Therefore, the controlled rotation of the drive disk 42 with respect to the neck 56 can accelerate or decelerate the car 14 with respect to the rail 12.

It will also be understood in the industry that adjustable gap coupling can be used to increase or decrease the resulting forces between permanent magnets 66 and neck 56. The inventor incorporates here by way of reference to t

U.S. Patent No. 6,005,317, U.S. Patent No. 6,072,258 and U.S. Patent No. 6,242,832 fully to describe various structures that can be used to graduate the spacing between permanent magnets 66 and neck 56. In addition, the inventor It is appreciated that a single magnetic rotor 62 can be used instead of a pair of magnetic rotors.

The forms of the present invention have numerous advantages over the prior art transport systems. For example, the polarities aligned on the rails and ferrous support material combine to create a powerful and consistent magnetic force that allows to support an essential weight and allows smooth movement as the weight is transported along the rail. Similarly, the ferrous support material incorporated in the side rails of the car offers similar advantages.

In addition, the magnetic propulsion disc contained in the car allows efficient and tightly controlled acceleration and deceleration. Because the drive disc does not make contact with the third rail, there is no wear between the two parts. In addition, because the drive disk is contained in the car, each car can be independently controlled to accelerate and decelerate along the lane.

Figures 9 and 9A illustrate a rail 112 and a wagon 114 according to another form of the present invention. In general, the carriage 114 and the rail 112 illustrated in Figure 9 operate in a manner similar to that described above and illustrated in Figures 18. However, in particular, the guide system and the drive system are different from those described above. . Therefore, to the point where the elements,

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characteristics and advantages are not studied further, it can be assumed that they are identical to those described above.

In the illustrated manner, the drive rail 118 incorporates a fin 158 and a neck 156, similar to those described above. In addition, there is a cover plate 157 arranged on opposite sides of the neck 156 and extends along the drive rail Ì18. In this particular way, the neck 156 and the fin 158 are made of zacero, while the cover plate 157 is made of aluminum. However, the inventors appreciate that the cover plate 157 may be made of any other conductive material, the neck 156 may be made of any other material, preferably a ferrous material such as steel, and the fin 158 may be made of any material appropriate. In the illustrated manner, the aluminum in the cover plate 157 serves as a conductor for a set of lower magnetic rotors 142 and the steel in the neck 156 serves as a ferrous support plate for each of the opposite cover plates.

As in the case of the previous form, the lower magnetic rotors 142 are arranged on opposite sides of the drive rail 118 and operate to accelerate and decelerate the carriage 114 with respect to the carni 112. However, in this particular form two pairs of rotors Opposite lower magnetic 142 are arranged one pair ahead of the other along the drive rail 118 (best illustrated in Figure 10). Each of the lower magnetic rotors 142 rotates around a lower axis 168 to create a relative movement between the lower magnetic rotor 142 and the drive rail 118 and accelerate or decelerate the carriage 114 with respect to the carni 112.

As can be seen in Figure 10, each lower shaft 168 has a pulley 159 fixed thereto to rotate the lower magnetic rotor 142 in response to the movement of a horizontal belt 161. The horizontal belts 161 are driven by a central pulley 163, which is in turn driven by a vertical belt 165. Unlike the previous form, when the belt is driven directly by the motor 40, the vertical belt 165 in the present form is driven

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P. \ · by a pair of upper magnetic rotors 167, which share an upper shaft 169 and an upper pulley 171, which drives the vertical belt 165.

The rotation of the upper magnetic rotors 167 around the upper axis 169 results in the rotation of the upper pulley 171, which in turn drives the vertical belt 165 by rotating the central pulley 163. The rotation of the central pulley 163 drives opposite horizontal belts 161, each of which drives a

Λ pulley 159 in one of the pairs of lower shafts 168. The rotation of the lower shaft 168 results in the rotation of both pairs of lower magnetic rotors 142. As previously seen, the rotation of the magnetic rotors 142 with respect to the drive rail 118 results in the acceleration or deceleration of the car 114 with respect to the rail 112.

The speed and power of the magnetic rotors 167 is adjusted by the axial movement of an opposite pair of conductive rotors 173 arranged to look at the upper magnetic rotors 167 from opposite sides. Conductive rotors 173 and opposite upper magnetic rotors 167 function similarly to the adjustable gap couplings known in the art. As taies, the torque transferred from the conductive rotors 173 to the upper magnetic rotors 167 can be varied by changing the size of a gap 175 between them. In the manner illustrated in Figure 9, the gap 175 in the coupling at the left end of the upper shaft 169 is larger than the gap at the right end of the upper shaft. The inventors appreciate that the two couplings cooperate to drive the upper shaft 169 and that the opposite couplings can be adjusted independently or in combination to increase or decrease the torque transferred from the conductive rotors 173 to the upper magnetic rotors 167.

The gap 175 is adjusted by moving a motor 140 to or from the upper magnetic rotor 167. The motor 140 has a drive shaft 177 that projects from it and is coupled to the driving rotor 173. The engine 140 is mounted in the carriage 114 in a sliding bushing 179 that moves laterally along a rod of

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adjustment 181. The sliding bushing 179 can be moved back and forth along the adjustment rod 181 by a double-acting pneumatic cylinder 183. The pneumatic cylinder 183 moves the sliding bushing 179 along the adjustment rod 181 between a pair of inner stops 185 and a pair of opposite outer stops 187. Because the driving rotors 173 are mounted on the motors 140, the axial movement of the motors results in the axial movement of the rotors t

conductors and, as a result, adjusting the gap 175.

The motors 140 are operated with an actuator, such as a switch 185 illustrated in Figure 9. The illustrated switch 185 is coupled between a source of electricity, such as a battery 187, and the motors 140 and can be operated to rotate the engines in any direction to accelerate or decelerate the car 114 with respect to the rail 112.

Figures 11A and 11B illustrate the lower magnetic rotors 142 decoupled from the drive rail 118 and coupled with the drive rail respectively. Each lower magnetic rotor 142 is connected to the carriage 114 by an oscillating arm 189 that is rotatably mounted to swing the magnetic rotor around an essentially horizontal axis so that the magnetic rotor moves vertically to couple and disengage from the drive rail. 118. A pair of cables 191 pass from a winch 193 on the pulleys 195 and are controlled by an actuator 197 in order to adjust the height of each of the lower magnetic rotors 142.

These magnetic rotors 142 can be raised or lowered to compensate for the weight of the useful load in the car 114. In particular, with a heavier useful load, the car 114 can run lower on the rail 112 and, to compensate, the rotors magnetic 142 could be uploaded or vice versa.

Figures 12 and 13 illustrate a particular brake assembly 202 in accordance with a form of the present invention. The brake assembly 202 is illustrated in the decoupled configuration in Figure 12 and in the configuration coupled in Figure

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Raioüaôo N^to

13.

The brake assembly 202 incorporates a pneumatic piston 204, an actuator 206 and a pair of opposite brake levers 208. The pneumatic piston 204 is connected by a pair of pneumatic ducts 210 to a control unit 212. The latter directs the compressed air through pneumatic ducts 210 to or from the pneumatic piston 204 to compress an inner chamber in the latter (not shown)

Λ and to move a piston (not illustrated) axially with respect to the latter. Actuator 206 is coupled to the internal piston to move along with it as it is controlled by control unit 212.

The brake levers 208 are coupled to the actuator 105 in a pair of elongated grooves 214. When the actuator 206 moves down, a pin 216 on the brake lever 208 slides inward along the groove 214. According to the pin 216 moves inward along the groove 214, the brake lever 208 rotates around a pivot point 218 and the brake plate 220 rotates from the drive rail 118. Similarly, when the actuator 206 moves upwards as can be seen in Figure 13, the pins 216 move outward along the slots 214 and the brake levers 208 rotate around the pivot points 218 to compress the brakes against the drive rail 118. Because the brake assembly 202 is rigidly coupled to the car 114, when the brake pads 220 are compressed against the drive rail 118, the car can be stopped with respect to the rail 112.

Figures 14 to 16 illustrate a magnet assembly 300 and a carriage 314 configured with such magnet to facilitate maneuvering the car around steep corners. As best illustrated in Figure 15, the magnet assembly 300 incorporates a permanent magnet 302 housed within a slide truck 304 to move laterally within a support 306. The slide truck 304 incorporates a body 308 that receives the magnet 303 facing down and which has a ferrous support plate 310 arranged above the body 308. The magnet

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permanent 302 makes contact with the ferrous support plate 310 to increase the effect of the forces exerted by the permanent magnets on the opposite magnet in the rail (not shown). A pair of arms 312 connect the slide truck 304 to a transverse axis 314. A hub 316 is configured to allow the slide truck'304 to move along the transverse axis 314. There are a pair of rollers.

318 coupled to the slide truck 304 by means of respective mounting rods /

320. The rollers 318 are secured by compression bearings 322 to their respective mounting rods 320, which are in turn held to the slide truck 304 by respective nuts 324. The compression bearings 322 allow the rollers 318 to freely rotate around the mounting rods 320. A sleeve 326 disposed between the body 308 and the roller 318 maintains a desired spacing between the body and the roller.

Such a horn is illustrated in Figure 16, the magnet assemblies 300 are mounted by means of clamps 306 to longitudinal structural members 328 on the car 313. The transverse axes 314 are oriented essentially perpendicular to the longitudinal structural members 328, so that the assemblies of Magnificent 300 are. free to move laterally with respect to the car. The wagon 313 illustrated in Figure 16 is configured to move around a corner. As well, the magnetic sets 300 have moved laterally to accommodate the curved shape of the lane 330. Because each magnetic set 300 is free to move independently of the other magnetic sets, the rollers 318 move to each set of Magnificent as necessary to adapt to the particular shape of the rail. Magnet assemblies 300 may be pushed, for example by springs or other means, so that they move towards a suitable configuration for their drive along a straight section of the rail. Similarly, magnet sets 300 may be configured to move without any restrictions.

Figure 17 schematically illustrates carriage 313 in this alternative way.

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«ΪΝ ^ ΠτΰτΟΚΑΟΟΚ'Α'ι-„ | OF THE PROPERTY

Sp. N³ set to move to. along a straight section of carni. The magnets 302 are all aligned with the longitudinal structural members 328 to allow the carriage 313 to move along the rail in a desired alignment.

The applicant appreciates that many modifications and variations can be made in the ways discussed above, without departing from the spirit of the invention. For example, wagons can be manufactured with one, two or more t-disks.

drivers to accelerate or decelerate independently or collectively to the carriage forward and backward. Similarly, more or less support rails can be incorporated to modify the levitation forces and weight distribution characteristics of a particular system. As seen above, the drive disk and the third rail can be placed in other places, such as in the wagon of the previous case for suspended configurations. Other modifications and variations could be apparent to those skilled in the art. Therefore, the scope of the invention should be interpreted based only on the final claims.

All North American Patents, North American patent application publications, North American patent applications, foreign patents, foreign patent applications and publications not related to patents referred to in this specification and / or listed in the Application Data Sheet, are incorporated herein in their entirety. by way of reference.