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Magnetically Levitated Train Using Berdut Poles

. Magnetic Force Corporation. Maglev Design Based On Berdut Pole Technology . . Figure [1] Figure [2]. Platform . Skate. Skate. Linear motor. . Linear motor. Rail. Skate. . . . . Skate and Linear Motor Illustrations. Figure [3] Linear Motor Figure [4] Skate.

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Magnetically Levitated Train Using Berdut Poles

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    1. Magnetically Levitated Train Using Berdut Poles Dr. David Serrano d_serrano@me.uprm.edu Mechanical Engineering Department Dr. Agustin Irizarry agustin@ece.uprm.edu Electrical and Computer Engineering Department Dr. Frederick Just-Agosto fjust@me.uprm.edu Mechanical Engineering Department University of Puerto Rico at Mayagüez Mayagüez, Puerto Rico 00681 Magnetic Force Corporation San Juan, Puerto Rico The work presented is sponsored by Magnetic Force Corporation under a grant to the University of Puerto Rico – Mayagüez. An interdisciplinary team from the Departments of Mechanical Engineering and Electrical Engineering are participating in the effort. The team consists of 3 professors, 3 graduate students and six undergraduate students. The work presented is sponsored by Magnetic Force Corporation under a grant to the University of Puerto Rico – Mayagüez. An interdisciplinary team from the Departments of Mechanical Engineering and Electrical Engineering are participating in the effort. The team consists of 3 professors, 3 graduate students and six undergraduate students.

    2. Animation of Berdut Technology applied to Maglev Trains. The low cost technology is appropriate for both passenger transportation and cargo. The following presentation highlights the fundamental issues of the technology and its implementation.Animation of Berdut Technology applied to Maglev Trains. The low cost technology is appropriate for both passenger transportation and cargo. The following presentation highlights the fundamental issues of the technology and its implementation.

    3. Figure [1] Shows a cross section for the Maglev Train. The track consists of two skates that provide the levitation using Berdut technology. The skates provide vertical constraint in both directions. The car is moved by means of a linear permanent magnet DC motor The linear motor is also based on the Berdut technology. Figure [2] Shows a working prototype of the platform with skates and a linear motor (center). Figure [1] Shows a cross section for the Maglev Train. The track consists of two skates that provide the levitation using Berdut technology. The skates provide vertical constraint in both directions. The car is moved by means of a linear permanent magnet DC motor The linear motor is also based on the Berdut technology. Figure [2] Shows a working prototype of the platform with skates and a linear motor (center).

    4. The linear motor, figure [3], uses an array of alternating north and south “super poles” or Berdut poles located in the stator of the motor. These Berdut poles act as magnetic lenses focusing the magnetic flux lines and creating a high density magnetic field into the coils located in the “rotor”, the moving structure, of the motor. The coils receive DC current that is commutated to obtain force (thrust) along the axis of the permanent magnets rail. The skate, figure[4], uses two arrays of alternating north and south Berdut poles. One array is located on the permanent magnet rail, the other is attached to the train car skate. The focusing ability of the Berdut poles produce an extraordinary force of attraction and repulsion that properly combined levitates the train. The linear motor, figure [3], uses an array of alternating north and south “super poles” or Berdut poles located in the stator of the motor. These Berdut poles act as magnetic lenses focusing the magnetic flux lines and creating a high density magnetic field into the coils located in the “rotor”, the moving structure, of the motor. The coils receive DC current that is commutated to obtain force (thrust) along the axis of the permanent magnets rail. The skate, figure[4], uses two arrays of alternating north and south Berdut poles. One array is located on the permanent magnet rail, the other is attached to the train car skate. The focusing ability of the Berdut poles produce an extraordinary force of attraction and repulsion that properly combined levitates the train.

    5. Until today all Maglev systems either are based on attraction (Animation [1]) or repulsion (Animation [2]). The force is either provided by permanent magnets, electromagnets or superconducting technology. Under current systems the magnetic levitation force is a function of the air gap distance between the magnetic elements. This air gap must be carefully controlled in order to maintain stability across the air gap. When the system is based on electromagnets or superconducting technology energy is required not only for the control mechanism but to levitate the system as well. Until today all Maglev systems either are based on attraction (Animation [1]) or repulsion (Animation [2]). The force is either provided by permanent magnets, electromagnets or superconducting technology. Under current systems the magnetic levitation force is a function of the air gap distance between the magnetic elements. This air gap must be carefully controlled in order to maintain stability across the air gap. When the system is based on electromagnets or superconducting technology energy is required not only for the control mechanism but to levitate the system as well.

    6. Magnetic Repulsion Force Between Permanent Magnet Arrays Effect of stacking permanent magnets on the repulsion force. As shown the force will not increase significantly. Beyond four magnets system saturates. Effect of stacking permanent magnets on the repulsion force. As shown the force will not increase significantly. Beyond four magnets system saturates.

    7. Figure [3] Shows the skate based on the Berdut patented technology. The system is modular. The levitation force is dependent on the number of modules stacked. The displacement associated with the restraining force is parallel to the magnet surface (along air gap) not perpendicular to (across air gap) as in the attraction/repulsion mechanisms. Figure [4] Shows the lines of magnetic flux for a Berdut pole. As the magnet displaces in the vertical direction potential energy is stored in the field and a restoring force is generated counteracting any vertical displacement such that the potential energy is minimized. The system is stable in the vertical direction uses no energy for levitation nor stability. Electromagnetic emissions outside the unit (to the left of the Berdut Pole) are minimum. Figure [3] Shows the skate based on the Berdut patented technology. The system is modular. The levitation force is dependent on the number of modules stacked. The displacement associated with the restraining force is parallel to the magnet surface (along air gap) not perpendicular to (across air gap) as in the attraction/repulsion mechanisms. Figure [4] Shows the lines of magnetic flux for a Berdut pole. As the magnet displaces in the vertical direction potential energy is stored in the field and a restoring force is generated counteracting any vertical displacement such that the potential energy is minimized. The system is stable in the vertical direction uses no energy for levitation nor stability. Electromagnetic emissions outside the unit (to the left of the Berdut Pole) are minimum.

    8. Validation Of Finite Element Analysis We have taken considerable effort to validate our simulations against measured readings on physical prototypes. The levitation skate based on the Berdut Poles where modeled using Finite Elements and the results compared with experimental values obtained from the prototypes. For the skate geometry shown the graph shows the agreement between the Finite Element Model and the experimental values to be within 3% error. The graph shows the stiffness for the 6 magnet skate. We have taken considerable effort to validate our simulations against measured readings on physical prototypes. The levitation skate based on the Berdut Poles where modeled using Finite Elements and the results compared with experimental values obtained from the prototypes. For the skate geometry shown the graph shows the agreement between the Finite Element Model and the experimental values to be within 3% error. The graph shows the stiffness for the 6 magnet skate.

    9. Different magnets arrays with Berdut Technology As part of the design research the number of magnets used in a Berdut pole was studied. The graph shows the effect of gap distance within a Berdut pole. This results shows the excellent agreement between the FEA simulation results and the measured values of force. Berdut poles are constructed using ceramic 5 magnets and structural steel. Both are low cost materials readily available.As part of the design research the number of magnets used in a Berdut pole was studied. The graph shows the effect of gap distance within a Berdut pole. This results shows the excellent agreement between the FEA simulation results and the measured values of force. Berdut poles are constructed using ceramic 5 magnets and structural steel. Both are low cost materials readily available.

    10. Magnetic Levitation Force Expected For 6 To 12 Berdut Poles (Finite Element Analysis) In order to study the modularity of the system, the stacking of Berdut poles was modeled in Finite Elements. The results in figure [10] show the restraining force (used for both levitation and holding) as it varies with the number of magnets used in the skate. The number of magnets in the skate equals the number of Berdut poles used. For an air gap of 0.125 inches the restraining force is plotted for vertical displacement of 0.125 in, 0.1875in and 0.25in. As expected, as the number of poles increase, so does the restraining force. It can also be seen that as the vertical displacement increases so does the restraining force. This effect is fundamental to the systems stability in the vertical direction. For this case the force varies from close to 300lbf per ft of skate to over 600lbf per ft when the number of Berdut Poles increase from 6 to 12 for a vertical displacement of 0.25 inches. Figure [11] Shows the skate stiffness as function of the number of Berdut poles. The skate stiffness increases with the number of Berdut poles used. In order to study the modularity of the system, the stacking of Berdut poles was modeled in Finite Elements. The results in figure [10] show the restraining force (used for both levitation and holding) as it varies with the number of magnets used in the skate. The number of magnets in the skate equals the number of Berdut poles used. For an air gap of 0.125 inches the restraining force is plotted for vertical displacement of 0.125 in, 0.1875in and 0.25in. As expected, as the number of poles increase, so does the restraining force. It can also be seen that as the vertical displacement increases so does the restraining force. This effect is fundamental to the systems stability in the vertical direction. For this case the force varies from close to 300lbf per ft of skate to over 600lbf per ft when the number of Berdut Poles increase from 6 to 12 for a vertical displacement of 0.25 inches. Figure [11] Shows the skate stiffness as function of the number of Berdut poles. The skate stiffness increases with the number of Berdut poles used.

    11. Optimization of the steel T at Rail Various simulations were preformed in order to optimize the skate/rail performance. The width of the T in the Berdut pole was varied and the levitation force optimized. Animation 6 shows the magnetic flux of the Berdut pole as it changes with the width of the T.Various simulations were preformed in order to optimize the skate/rail performance. The width of the T in the Berdut pole was varied and the levitation force optimized. Animation 6 shows the magnetic flux of the Berdut pole as it changes with the width of the T.

    12. Magnetic Levitation Force For 12 Magnets Skate vs. T width The results of the force optimization as a function of the T width is shown in the figures. Figure [13] shows the optimum value for a one pole system. The 12 pole skate was used in the optimization. The dot shows the operating point for our prototype as constructed and the optimum T – width dimension is 0.53in as shown in the figure [14] which produces 775lbf/ft. An improvement of 23.6% over our prototype.The results of the force optimization as a function of the T width is shown in the figures. Figure [13] shows the optimum value for a one pole system. The 12 pole skate was used in the optimization. The dot shows the operating point for our prototype as constructed and the optimum T – width dimension is 0.53in as shown in the figure [14] which produces 775lbf/ft. An improvement of 23.6% over our prototype.

    13. Optimization of the magnets height at Rail A parametric simulation was performed in order to study the effect of the rail magnet height on the restraining (levitation) force.A parametric simulation was performed in order to study the effect of the rail magnet height on the restraining (levitation) force.

    14. Magnetic force vs. rail Magnet height for a skate of 6 magnets The results show that as the height of magnet is increased the effectiveness of the skate decreases. Therefore smaller magnets are better, lowering system cost and weight. Other studies currently underway include the modeling of skates using neodymium magnets and rails using ceramic magnets. Preliminary finite element optimization results indicated that the restraining force may be double for a given number of Berdut Poles. A prototype has been built which verifies the finding. The implication is that the cost of rails may be reduced significantly!The results show that as the height of magnet is increased the effectiveness of the skate decreases. Therefore smaller magnets are better, lowering system cost and weight. Other studies currently underway include the modeling of skates using neodymium magnets and rails using ceramic magnets. Preliminary finite element optimization results indicated that the restraining force may be double for a given number of Berdut Poles. A prototype has been built which verifies the finding. The implication is that the cost of rails may be reduced significantly!

    15. This animation shows how the Berdut poles can be used to produce a linear DC motor of extraordinary force. By commuting the current in the moving section of the motor we alternate the north–south of the electromagnet created on each coil. This way we can produce an average positive or negative repulsion force along the axis of the rail. This controlled and directed force is used to accelerate on decelerate the train. We are currently modeling the linear motor using Ansoft’s Maxwell 2D software. This animation shows how the Berdut poles can be used to produce a linear DC motor of extraordinary force. By commuting the current in the moving section of the motor we alternate the north–south of the electromagnet created on each coil. This way we can produce an average positive or negative repulsion force along the axis of the rail. This controlled and directed force is used to accelerate on decelerate the train. We are currently modeling the linear motor using Ansoft’s Maxwell 2D software.

    16. Linear motor sketch The figure [18] shows the basic levitation principle using Berdut Poles as applied to the linear motor. As in levitation, the ingenious arrangement of magnets and metal T’s provide the magnetic lens that focuses the magnetic flux lines. A suitable rearrangement of the same principle produces a set of repulsion and attraction forces which when allowed to alternate in the coil thrust the center piece. The same arrangement is used as a regenerative brake to recover energy. The figure [18] shows the basic levitation principle using Berdut Poles as applied to the linear motor. As in levitation, the ingenious arrangement of magnets and metal T’s provide the magnetic lens that focuses the magnetic flux lines. A suitable rearrangement of the same principle produces a set of repulsion and attraction forces which when allowed to alternate in the coil thrust the center piece. The same arrangement is used as a regenerative brake to recover energy.

    17. The graph shows the average force, in lbf, obtained from each one of 16 coils with dimensions as shown. We have measured 3.3lbf per coil 1 inches long (the unshown dimension is into the page) when applying 10Amps. of DC current. The graph shows the average force, in lbf, obtained from each one of 16 coils with dimensions as shown. We have measured 3.3lbf per coil 1 inches long (the unshown dimension is into the page) when applying 10Amps. of DC current.

    18. Using the un-optimized results from the prototype we can produce an estimate of how many coils, copper and electrical losses will be required to move a train car weighting 60000lbf. If we desire to accelerate a train to 200km/hr we will need a 5.3MW generator. This generator could be purchased in the form of a Diesel-Electric Locomotive. Using the un-optimized results from the prototype we can produce an estimate of how many coils, copper and electrical losses will be required to move a train car weighting 60000lbf. If we desire to accelerate a train to 200km/hr we will need a 5.3MW generator. This generator could be purchased in the form of a Diesel-Electric Locomotive.

    19. Electric commutation at high speeds (frequency) while transferring considerable electric power is an important issue in our design. We can achieve the desired speed and energy transfer by using power electronics driven brushless commutation. Hall effect sensors will be used to accurately trigger the commutation.Electric commutation at high speeds (frequency) while transferring considerable electric power is an important issue in our design. We can achieve the desired speed and energy transfer by using power electronics driven brushless commutation. Hall effect sensors will be used to accurately trigger the commutation.

    20. This block diagram shows the interaction between the most important elements of the computer controlled linear motor. Hall effect sensors monitor position activating the commutator and triggering signals to the computer to decrease or increase the electric power output from the electric power source (in this case a modified locomotive engine). This block diagram shows the interaction between the most important elements of the computer controlled linear motor. Hall effect sensors monitor position activating the commutator and triggering signals to the computer to decrease or increase the electric power output from the electric power source (in this case a modified locomotive engine).

    21. Comparison with Existing Technologies. Key Issues: Others require control strategy for stability. Berdut Technology requires no additional control mechanisms. Fail safe operation, works counteracting any disturbance in the vertical direction. Inexpensive off the shelf components used in Berdut Technology. VERY SIMPLE Technology. Comparison with Existing Technologies. Key Issues: Others require control strategy for stability. Berdut Technology requires no additional control mechanisms. Fail safe operation, works counteracting any disturbance in the vertical direction. Inexpensive off the shelf components used in Berdut Technology. VERY SIMPLE Technology.

    22. Comparison with Existing Technologies. Key Issue: Berdut Technology uses no energy for levitation. Comparison with Existing Technologies. Key Issue: Berdut Technology uses no energy for levitation.

    23. Summary Extremely simple technology Modular: propulsion and levitation Bi-directional stability “Safety is paramount” FRA Minimum maintenance Most environmentally friendly solution Zero levitation operational costs !!! First class travel at coach cost

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