Passive lateral stability of a magnetic levitation vehicle

Abstract

A passive lateral stability system maintains the position of a vehicle relative to a guideway. The system includes a first guide assembly and a second guide assembly that force the vehicle away from electrically conductive first and second guide walls, respectively. The first guide assembly includes a wheel configured to reciprocate toward and away from the first guide wall. A biasing element biases the wheel toward the first guide wall. The system also includes a magnetic element associated with the wheel, wherein movement of the magnetic element relative to the first guide wall generates a magnetic force that biases the wheel away from the first guide wall. The second guide assembly is mounted to the vehicle and forces the vehicle away from the second guide wall.

Description

BACKGROUND

[0001] Magnetic levitation transportation systems, such as Hyperloop vehicles, offer the potential to move passengers and cargo at faster speeds and with improved efficiency compared to currently used transportation modes. These systems employ vehicles that include one or more pressurized cabins to transport passengers and / or cargo through a vacuumed (i.e., low pressure) tube. When traveling at high speeds, the vehicles are levitated by magnetic fields, compressed air, or other suitable means. By reducing / eliminating high speed air resistance and the friction inherent in the wheels of known vehicles, magnetic levitation systems are able to provide higher travel speeds and improved efficiency.

[0002] When traveling at low speeds or stopped, the vehicles are not levitated, but are supported by a support system that includes a plurality of independently controlled landing gear assemblies. Similar to aircraft landing gear, the magnetic levitation support system reciprocates between an extended (deployed) position and a retracted (stowed) position by extending and retracting the individual landing gear assemblies. When the vehicle is levitated, the support system is retracted and the wheels of the landing gear assemblies do not contact the ground. When the vehicle is traveling at low speeds or stopped, the support system is extended so that the wheels of the landing gear assemblies contact the ground to support the vehicle. An example of an extendable and retractable landing gear assembly suitable for use as part of a wheeled support system for a magnetic levitation vehicle is disclosed in U.S. Patent Application Publication 2018 / 0312245 to Klim et al., filed April 26, 2017, and now assigned to SkyPeak Landing Gear Systems Canada Inc., the disclosure of which is expressly incorporated herein.

[0003] In high speed transportation systems consisting of passive levitated vehicles traveling along a guideway, there is a need to reliably stabilize the high speed vehicles over the range of transportation speeds. The need for stabilization of such vehicles changes with the speed of the vehicle. At high speeds, the stabilization equipment will experience higher dynamic loads, which can result in greater stress and fatigue. The vehicle can also operate under mechanisms where wheel-based stabilization is not suitable. At low speeds, the stabilization of the vehicle can not be able to rely on the same working principles as at high speeds. For example, the magnetic force caused by the movement of a magnetic array on the vehicle past a stationary conductor along the guideway is proportional to the speed of the vehicle and the distance between the magnets and the conductor. Therefore, such a system can be used efficiently at high speeds but not at low speeds.

[0004] There is a need to develop a passive stabilization system that operates reliably and efficiently over the entire range of transportation speeds for such vehicles. SUMMARY

[0005] The subject matter disclosed herein provides a passive lateral stabilization system for a magnetically levitated vehicle. In some embodiments, the system includes a first guide assembly and a second guide assembly that interact with guide walls to maintain the vehicle in a predetermined position. When the vehicle moves toward the first guide wall, the first guide assembly generates a force that urges the vehicle away from the first guide wall. Similarly, when the vehicle moves toward the second guide wall, the second guide assembly generates a force that urges the vehicle away from the second guide wall. The force is generated by a biasing element (e.g., a "spring") when the vehicle is traveling at low speeds and by a magnetic element when the vehicle is traveling at high speeds.

[0006] A first representative embodiment of a passive lateral stabilization system in accordance with aspects of the present disclosure maintains a position of a vehicle relative to electrically conductive first and second guide walls. The system includes a first guide assembly mounted to the vehicle and urging the vehicle away from the first guide wall. The first guide assembly includes a first wheel and a first mount coupled to the vehicle, where the first wheel is rotatably coupled to the first mount about a first axis. The first mount is configured to reciprocate the first wheel toward and away from the first guide wall. A first biasing element is configured to bias the first wheel toward the first guide wall. A first magnetic element is associated with the first wheel, where movement of the first magnetic element relative to the first guide wall generates a force biasing the first wheel away from the first guide wall. The system also includes a second guide assembly mounted to the vehicle and urging the vehicle away from the second guide wall.

[0007] In any embodiment, the second guide assembly includes a second wheel and a second mount coupled to the vehicle, where the second wheel is rotatably coupled to the second mount about a second axis. The second mount is configured to reciprocate the second wheel toward and away from the second guide wall. A second biasing element is configured to bias the second wheel toward the second guide wall, and a second magnetic element is associated with the second wheel, where movement of the second magnetic element relative to the second guide wall generates a force biasing the second wheel away from the second guide wall.

[0008] In any embodiment, the first mount includes a link rotatably coupled to the vehicle at a first end, and the first wheel is rotatably mounted to a second end of the link.

[0009] In any embodiment, a first end of the first biasing element is rotatably coupled to the vehicle, and a second end of the first biasing element is rotatably coupled to the link.

[0010] In any embodiment, the first biasing element is an oil-gas strut rotatably coupled to the vehicle at a first end and rotatably coupled to the first mount at a second end.

[0011] In any embodiment, the first magnetic element includes a magnetic array coupled to the first wheel.

[0012] In any embodiment, the magnetic array comprises a radial magnetic array extending about the first axis.

[0013] In any embodiment, the first mount comprises a four-bar linkage comprising: a first link rotatably coupled to the vehicle at a first end; a second link rotatably coupled to the vehicle at a first end; and a third link rotatably coupled to the first link at a first end and to the second link at a second end.

[0014] In any embodiment, the first magnetic element forms at least a portion of the third link.

[0015] In any embodiment, the first magnetic element comprises a linear array of permanent magnets, such as a Halbach array.

[0016] In any embodiment, the third link remains parallel to the first guide wall as the first wheel reciprocates toward and away from the first guide wall.

[0017] In any embodiment, the first guide assembly further comprises a second wheel and a second mount coupled to the vehicle, wherein the second wheel is rotatably coupled to the second mount about a second axis. The second mount is configured to reciprocate the second wheel toward and away from the first guide wall. A second biasing element is configured to bias the second wheel toward the first guide wall. The first magnetic element is coupled to the first mount and the second mount.

[0018] In any embodiment, the first magnetic element is an elongate element, a first end of which is coupled to the first mount by a first attachment link and a second end of which is coupled to the second mount by a second attachment link.

[0019] In any embodiment, the first magnetic element comprises a linear Halbach array.

[0020] This Summary is provided to introduce a selection of concepts in a simplified form that are further described below in the DETAILED DESCRIPTION. This Summary is not intended to identify key features of the claimed subject matter, nor is it intended to be used to determine the scope of the claimed subject matter. BRIEF DESCRIPTION OF DRAWINGS

[0021] The foregoing aspects and many of the attendant advantages of this disclosure will become more readily appreciated as the same become better understood by reference to the following detailed description, when taken in conjunction with the accompanying drawings, wherein:

[0022] Figure 1 A plan view schematic of a magnetic levitation vehicle is shown with a first representative embodiment of a passive lateral stabilization system having a plurality of guide assemblies in an extended state in accordance with aspects of the present disclosure;

[0023] Figure 2 A plan view schematic of the magnetic levitation vehicle of Figure 1 is shown, with the guide assemblies in a retracted state;

[0024] Figure 3 A plan view of one of the guide assemblies shown in Figure 1 is shown;

[0025] Figure 4 A rear view of the guide assemblies shown in Figure 3 is shown;

[0026] Figure 5 Stabilizing forces generated by the lateral stabilization system of Figure 1 are shown when the magnetic levitation vehicle is off-center in a first direction;

[0027] Figure 6 Stabilizing forces generated by the lateral stabilization system of Figure 1 are shown when the magnetic levitation vehicle is off-center in a second direction;

[0028] Figure 7 Stabilizing forces generated by the lateral stabilization system of Figure 1 are shown when the magnetic levitation vehicle is off-center in a second direction;

[0029] Figure 8 A plan view schematic of the magnetic levitation vehicle of Figure 1 is shown, with the guide assemblies in an extended state having a second representative embodiment of a passive lateral stabilization system according to aspects of the present disclosure;

[0030] Figure 9 A plan view schematic of the magnetic levitation vehicle of Figure 8 is shown, with the guide assemblies in a retracted state;

[0031] Figure 10 A plan view of one of the guide assemblies shown in Figure 8 is shown;

[0032] Figure 11 A plan view schematic of the magnetic levitation vehicle of Figure 1 is shown, with the guide assemblies in an extended state having a third representative embodiment of a passive lateral stabilization system according to aspects of the present disclosure;

[0033] Figure 12 A plan view schematic of the magnetic levitation vehicle of Figure 11 is shown, with the guide assemblies in a retracted state;

[0034] Figure 13 An end view of a magnetic levitation vehicle is shown. Figure 1 An end view of a magnetic levitation vehicle is shown.

[0035] Figure 14 An end view of a magnetic levitation vehicle is shown. Figure 13 An end view of a magnetic levitation vehicle is shown with an alternative embodiment of the disclosed passive lateral stabilization system. DETAILED DESCRIPTION

[0036] A passive lateral stabilization system is provided for a passive levitation vehicle traveling along a guideway having a first guide wall and a second guide wall. The lateral stabilization system includes first and second guide assemblies located on the vehicle that interact with the guide walls to maintain the vehicle in a predetermined position, e.g., a "centered position," relative to the first and second guide walls. When the vehicle, and thus the first guide assembly, moves toward the first guide wall, the first guide assembly generates a force that urges the vehicle away from the first guide wall. Similarly, when the vehicle moves toward the second guide wall, the second guide assembly generates a force that urges the vehicle away from the second guide wall. The force is generated by a biasing element, e.g., a "spring," when the vehicle is traveling at low speeds and by a magnetic element when the vehicle is traveling at high speeds.

[0037] Figure 1 and Figure 2 A first representative embodiment of a vehicle 30 having a passive lateral stabilization system 40 in accordance with aspects of the present disclosure is shown. The vehicle 30 includes a main body 32 that travels along a guideway 20. A plurality of landing gear assemblies 34 are positioned along the bottom of the vehicle 30. The landing gear assemblies 34 extend and support the vehicle when the vehicle 30 is traveling at low speeds or is stopped. When the vehicle 30 is moving at higher speeds, i.e., when the vehicle is levitating, the landing gear assemblies 34 retract and do not support the levitating vehicle.

[0038] The guideway 20 includes a first guide wall 22 and a second guide wall 24 that are positioned opposite one another. In the illustrated embodiment, the main body 32 of the vehicle 30 is positioned between the first guide wall 22 and the second guide wall 24. It can be appreciated that other embodiments are possible in which only a portion of the vehicle 30 is positioned between the first guide wall 22 and the second guide wall 24. In alternative embodiments, a narrower lower portion of the vehicle 30, e.g., a frame member or landing gear bogie, is positioned between the first guide wall 22 and the second guide wall 24, and a wider upper portion of the vehicle laterally extends above the guide walls.

[0039] At least a portion of each of the guide walls 22 and 24 is electrically conductive. In the illustrated embodiment, each of the guide walls 22 and 24 includes one or more electrically conductive materials that form a circuit along the length of the wall. When these circuits, as used in some known magnetic levitation guideways, are exposed to a changing magnetic field, an induced current is generated in the circuit. The induced current, in turn, generates a second magnetic field in the guide wall. In some embodiments, metal plates or other suitable forms are used in place of or in addition to the circuits. These plates or other forms can be formed of aluminum or any other suitable electrical conductor.

[0040] In some embodiments, the guide walls are formed of a first material, such as reinforced concrete, and the electrically conductive circuits are embedded in the concrete. In some embodiments, the guide walls and electrically conductive circuits are formed of any suitable material to provide sufficient structural properties and electrical conductivity properties. In this regard, the construction of the guide walls is not limited to any particular construction, and alternative constructions should be considered to be within the scope of the present disclosure.

[0041] As best shown in Figure 1 and Figure 2 , a plurality of guide assemblies 50 are mounted to the vehicle 30 proximate the guide walls 22 and 24. In the illustrated embodiment, two guide assemblies 50 are mounted on each side of the vehicle 30, with the guide assemblies 50 positioned such that each guide assembly on one side of the vehicle corresponds to a similarly positioned guide assembly on the opposite side of the vehicle. The number and location of the guide assemblies 50 is not limited to the illustrated embodiment. In some embodiments, additional guide assemblies are provided along either or both sides of the vehicle 30. In some embodiments, each guide assembly need not correspond to a similarly positioned guide assembly on the opposite side of the vehicle. In some embodiments, the guide assemblies on one side of the vehicle are staggered relative to the guide assemblies on the opposite side of the vehicle. In some embodiments, the guide assemblies are positioned proximate the front end of the vehicle 30, while other embodiments include positioning the guide assemblies proximate the rear end of the vehicle. In other embodiments, as shown in the illustrated embodiment, the guide assemblies are positioned proximate both the front and rear ends of the vehicle. Figure 1 and Figure 2

[0042] Referring now to Figure 3 and Figure 4 , a representative embodiment of a guide assembly 50 suitable for use with the disclosed passive roll stabilization system 40 will be described. The illustrated guide assembly 50 will now be described, with the understanding that the remaining guide assemblies of the passive roll stabilization system 40 shown in Figure 1 and Figure 2 are similarly constructed. Further, while the described guide assembly 50 corresponds to the second guide wall 24, it should be understood that the guide assemblies 50 on the other side of the vehicle interact similarly with the first guide wall 22. ​

[0043] The guide assembly 50 includes a wheel 52 rotatably coupled to the mounting member 70 about an axis 90. The mounting member 70 is configured to allow the axis 90 and thus the wheel 52 to be in an extended position ( Figure 1 ) and retraction position ( Figure 2 The reciprocating motion between the components. In the illustrated embodiment, the mounting member 70 includes an elongated link 72 rotatably coupled to the vehicle body 32 about an axis 92. A wheel 52 is rotatably mounted to a second end of the link 72 about the axis 90. When the mounting member 70 is in the extended position, the wheel 52 rolls into engagement with the guide wall 24. When the mounting member 70 is in the retracted position, the second end of the link 72 rotates away from the guide wall 24 to disengage the wheel 52 from the guide wall.

[0044] A biasing element 60 is rotatably connected to the vehicle at its first end about axis 94. A second end of the biasing element 60 is rotatably connected to a mounting member 70. In the illustrated embodiment, the biasing element 60 is connected to the mounting member 70 (link 72) about the axis of rotation 90 of the wheel 52. In other embodiments, the second end of the biasing element 60 is connected to the link 72 about an axis offset from axis 90.

[0045] The biasing element 60 acts as a damping compression spring, preloaded to maintain contact between wheel 52 and the second guide wall 24 when vehicle 30 is stopped. In one embodiment, the biasing element is a hydraulic strut, typically used on known aircraft landing gear, i.e., an air-hydraulic shock absorber. Figure 3 As shown in the optimal configuration, the bias element 60 pushes the wheel 52 against the second guide wall. The bias element 60 also suppresses unwanted oscillations of the wheel 52 to provide smoother, more stable lateral movement.

[0046] Alternative configurations of the biasing element 60 are possible. In some embodiments, the biasing element is a combination of one or more undamped springs and one or more discrete dampers. In some embodiments, the spring is a gas spring, helical spring, leaf spring, or any other suitable biasing element that forces the wheel 52 toward the guide wall 24. In some embodiments, the biasing element is a linear spring, wherein the force provided by the spring is proportional to the displacement of the spring. In some embodiments, the biasing element is a nonlinear spring.

[0047] Refer again Figure 3 and Figure 4 Magnetic element 54 is coupled to wheel 52. In the illustrated embodiment, magnetic element 54 is a radial magnetic array concentric with wheel 52. In some embodiments, magnetic element 54 is a Heilbeck array extending circumferentially around axis 90 of wheel 52. In some embodiments, magnetic element 54 is a magnetic array coupled to the interior of wheel 52, to the exterior of wheel 52, or adjacent to wheel 52.

[0048] During operation, the passive lateral stabilization system 40 provides a centering force that keeps the vehicle 30 in a neutral, centered position on the guide rail 20 throughout the entire operating speed range, without requiring an external energy supply or external control. The stabilization system 40 also suppresses unwanted oscillations from the system to provide a smoother, safer journey.

[0049] When vehicle 30 is traveling at low speed, i.e., when the passive magnetic repulsion is small, bias element 60 forces wheel 52 into contact with second guide wall 24. The contact force F between guide wall 24 and wheel 52... W The reaction force is applied to the vehicle body 32 via the mounting element 70 (i.e., the linkage) and the biasing element 60, forcing the body away from the guide wall. For example... Figure 1 As shown in the optimal configuration, the guide component 50 is positioned such that the sum of the forces applied to the side of the vehicle body 32 at low-speed equilibrium (ΣF) W Keep the vehicle body in a neutral, centered position. Because force F W The undesirable oscillations are reduced or eliminated in part by the reaction of the damping bias element 60.

[0050] When the magnetic element 54 of each guide assembly 50 moves relative to the corresponding guide wall 22, 24, an induced current is generated in the conductive portion of the guide wall. For example... Figure 2 As shown, the induced current generates a force F M The magnetic field of the repulsive magnetic element 54 is repelled. This repulsive force F M This forces wheel 52 away from the corresponding guide walls 22 and 24.

[0051] At low speeds, according to Faraday's law of induction, the induced magnetic field generated in the conductive rail is relatively small, providing little resistance to horizontal displacement. As the vehicle's speed increases, the generated force F... M The increased size of the bias element 60 compresses the wheel 52, causing it to disengage from the corresponding guide walls 22 and 24. Force F M The reaction force, via mounting element 70 (i.e., link 72) and compressed bias element 60, is applied to the vehicle body 32 to force the body away from the guide wall. For example... Figure 2 As shown in the optimal configuration, the guide component 50 is positioned such that the resultant force (∑F) applied to the side of the vehicle body 32 during high-speed equilibrium is such that... M Keep the vehicle body in a neutral, centered position. Force F M The damping bias element 60 partially acts as a counteracting element, thereby reducing or eliminating unwanted oscillations due to the damping characteristics of the bias element.

[0052] The magnetic elements 54 are secured to the wheels 52 so that the magnetic elements rotate with the wheels, providing rotational acceleration of the wheels due to the magnetic interaction between the electrically conductive guide walls and the magnetic elements. This rotational acceleration reduces abrasive skidding between the wheels 52 and the guide walls.

[0053] Figures 5 to 7 A representative embodiment of the passive lateral stability system 40 is shown as to how the variable forces F cooperate to keep the vehicle 30 centered in the guideway 20. Figure 6 The vehicle 30 is shown positioned in the guideway 20 so that the vehicle centerline 26 is aligned with the guideway centerline 36. When the vehicle 30 is traveling at low speeds, the wheels 52 of each guide assembly 50 are in contact with the corresponding guide walls 22, 24, and the biasing elements 60 of the guide assemblies are equally compressed (see Figure 3 ). With the biasing elements 60 equally compressed, the guide assemblies 50 produce equal centering forces F acting on the vehicle 30 to urge the vehicle toward the center of the guideway 20.

[0054] If the vehicle 30 is moving at high speeds so that the wheels 52 of each guide assembly 50 are out of contact with the corresponding guide walls 22, 24, the centering forces F are provided by the repulsive forces between the magnetic elements 54 of each guide assembly 50 and the magnetic fields induced in the corresponding guide walls 22, 24. For similar magnetic elements passing by similar electrically conductive element guide walls, the repulsive force F generated increases with increasing speed and decreases with increasing distance. The magnetic elements 54 are traveling at the same speed and are equidistant from the corresponding guide walls 22, 24. Therefore, the repulsive forces F generated by the guide assemblies are equal.

[0055] Due to the positions of the guide assemblies along the vehicle 30, the centering forces applied to the vehicle balance, and the net force applied to the vehicle is zero. That is, the forces Fl and F2 applied to the left side of the vehicle 30 in Figure 6 are equal in magnitude and opposite in direction to the forces F3 and F4, respectively, applied to the right side of the vehicle.

[0056] Referring to Figure 5When the vehicle 30 moves to the left of the center of the guideway 20, the forces Fl and F2 on the left side of the vehicle 30 increase and the forces F3 and F4 on the right side of the vehicle decrease, thereby the net force applied to the vehicle forces the vehicle to move to the right, i.e., back toward the neutral centered position. When the vehicle 30 is traveling at low speed, the increase in forces Fl and F2 is due to additional compression of the biasing element 60 of each guide assembly 50 on the left side of the vehicle and the decrease in forces F3 and F4 is due to decreased compression of the biasing element 60 of each guide assembly 50 on the right side of the vehicle. When the vehicle is traveling at high speed, the increase in forces Fl and F2 is due to the magnetic element 54 of each guide assembly 50 on the left side being closer to the corresponding electrically conductive guide wall and the decrease in forces F3 and F4 is due to the magnetic element of each guide assembly on the right side being further from the corresponding electrically conductive guide wall.

[0057] As shown in Figure 7 , when the vehicle 30 moves to the right of the center of the guideway 20, the forces Fl and F2 on the left side of the vehicle 30 decrease and the forces F3 and F4 on the right side of the vehicle increase, thereby the net force applied to the vehicle forces the vehicle to move to the left, i.e., back toward the neutral centered position. The applied forces vary for the same reasons described above with Figure 5 regard to the forces Fl and F2 and vary whether the wheels 52 of the guide assemblies 50 are engaged with the guide walls 22, 24 (low speed) or disengaged from the guide walls (high speed).

[0058] Figures 8 to 10 A second representative embodiment of a passive lateral stabilization system 140 in accordance with aspects of the present disclosure is shown. The lateral stabilization system 140 includes guide assemblies 150 similar to the aforementioned guide assemblies 50 shown in Figures 1 to 4 , wherein, unless otherwise noted, the components of the guide assemblies 150 labeled with reference numeral 1XX correspond to like components labeled with reference numeral XX in Figure 3 and Figure 4 , for example, unless otherwise noted, the biasing element 160 shown in Figures 8 to 10 is similar to the biasing element 60 shown in Figure 3 and Figure 4 .

[0059] As best shown in Figure 10 , the guide assemblies 150 are similar to the aforementioned guide assemblies except that (1) the magnetic elements 154 are elongated rods rather than radial magnetic arrays and (2) the mounting 170 is a four-bar linkage in which the magnetic elements 154 form at least a portion of one of the links.

[0060] Mount 170 includes a first link 172 rotatably coupled to vehicle 30 about axis 192 at a first end. A second link 174 is rotatably coupled to vehicle 30 about axis 194 at a first end. First and second links 172 and 174 are rotatably coupled to first and second ends of elongate magnetic element 154 about axes 190 and 196, respectively. The resulting four-bar linkage is configured such that when guide assembly 150 is reciprocated between an extended position Figure 8 ) and a retracted position Figure 9 ), elongate magnetic element 154 remains substantially parallel to the corresponding guide wall.

[0061] Still referring to Figure 10 , biasing element 160 is rotatably coupled to vehicle 30 about axis 194 at one end and to elongate magnetic element 154 about axis 190 at the other end. Wheel 152 is rotatably coupled to mount 170 about axis 190. It should be understood that the particular geometry of the disclosed guide assembly 150 is exemplary only and should not be considered limiting. In some embodiments, one or both ends of biasing element 160 are coupled to different portions of vehicle 30 / mount 170. In some embodiments, wheel 152 is mounted to different portions of elongate magnetic element 154 or forms a different portion of one of links 172, 174 of mount 170. These and other variations are possible and should be considered within the scope of the present disclosure.

[0062] In some embodiments, optional wear strips 156 are mounted to a side of elongate magnetic element 154 proximate the corresponding guide wall. In some embodiments, one or more rollers 158 are mounted to elongate magnetic element 154 proximate the corresponding guide wall. In the event of a wheel 152 failure (e.g., tire blowout), wear strips 156 and / or rollers 158 will protect magnetic element 154 by preventing contact between the magnetic element and the guide wall.

[0063] When vehicle 30 is traveling at low speeds, as shown in Figure 8 , guide assembly 150 is extended and each wheel 152 is in contact with its corresponding guide wall. Guide walls 22 and 24 exert centering forces F W , which are reacted through biasing element 160 and mount 170 to keep vehicle 30 centered in rail 10 in a manner similar to that of guide assembly 150 shown in Figures 1 to 4 .

[0064] When vehicle 30 is traveling at high speeds, as shown in Figure 9 , guide assembly 150 is retracted and each wheel 152 is spaced from its corresponding guide wall. Guide walls 22 and 24 exert magnetic centering load forces F Munder the action of the guide walls. In this regard, the movement of each elongate magnetic element 154 relative to the corresponding guide wall generates a repulsive force that acts as a distributed load F M across the length of the elongate magnetic element M is reacted by the biasing element 160 and the mount 170 to cause the vehicle 30 to be maintained centered in the guideway 10 in a manner similar to Figures 1 to 4 the guide assembly 150 shown.

[0065] Figure 11 and Figure 12 A third representative embodiment of a passive roll stability system 240 is shown in accordance with aspects of the present disclosure. The roll stability system 240 includes a guide assembly 250 similar to the aforementioned guide assembly 50 shown in Figures 1 to 4 , wherein components of the guide assembly 250 labeled with reference number 2XX correspond to similar components labeled with reference number XX in Figure 3 and Figure 4 , unless otherwise noted. For example, unless otherwise noted, the biasing element 260 shown in Figure 11 and Figure 12 is similar to the biasing element 60 shown in Figure 3 and Figure 4 .

[0066] As shown in Figure 11 , the mount 270 of the guide assembly 250 shown is configured and functions similarly to the mount 70 of the guide assembly 50 shown in Figures 1 to 4 . Specifically, when the vehicle 30 is traveling at low speeds and the wheels 252 are engaged with the corresponding guide walls, the guide assembly 250 provides a centering force F W in the same manner as the aforementioned guide assembly 50. For the sake of brevity, the low speed functionality of the guide assembly 250 of Figure 11 and Figure 12 will not be described, and it should be understood that this functionality can be understood with reference to the foregoing description of the guide assembly 50 of Figures 1 to 4 .

[0067] The passive roll stability system 240 functions in a manner similar to the passive roll stability system 40 shown in Figures 1 to 4The system 40 shown differs in that, in addition to (or instead of) each guide assembly 50 having its own magnetic element 54, an elongate magnetic element 254 extends between adjacent guide assemblies 250. The elongate magnetic element 254 is supported at each end by a link 276. Each link 276 is rotatably coupled to the elongate magnetic element 254 about an axis 300, and is rotatably coupled to the associated guide assembly 250 about an axis 298. In the embodiment shown, the links 276 are shown as links 272 coupled to the mounts 270. However, it should be understood that the links (or the elongate magnetic element 254) can be coupled to any suitable portion of the guide assembly 250 using various links or combinations of links or other suitable configurations, and such embodiments should be considered to be within the scope of the present disclosure.

[0068] When the vehicle 30 is traveling at high speeds, as Figure 12 shown, the guide assemblies 250 retract under the influence of the magnetic centering load force F M . In this regard, the movement of each elongate magnetic element 254 relative to the corresponding guide wall creates a repulsive force that acts as a distributed load F M over the length of the elongate magnetic element. M These loads F Figures 1 to 4 are reacted by the biasing elements 160 and mounts 170 of the adjacent guide assemblies 250 to maintain the vehicle 30 centered in the guideway 10 in a manner similar to the guide assemblies 50 shown.

[0069] Figure 13 An end view of the vehicle 30 is shown with the guide assemblies 50 positioned between the guide walls and creating a force toward the centerline of the vehicle to provide lateral stability. Figure 14 An alternative embodiment is shown in which the guide walls 22 and 24 are positioned between the guide assemblies 50 to create an outward force, i.e., a force away from the centerline of the vehicle 30 to provide lateral stability. It should be understood that various guide assemblies within the scope of the present disclosure can be arranged in any of the embodiments shown in Figure 13 and Figure 14 .

[0070] It should be understood that the disclosed embodiments are merely exemplary and that numerous variations can be made to the disclosed embodiments. In some embodiments, the number and location of the guide assemblies can vary. In some embodiments, multiple guide assemblies can be stacked vertically. In some embodiments, the strength of the stabilizing force of the system is adjusted for different use cases by varying the characteristics of the system, such as the magnetic strength of the magnetic elements, the motion of the mounts, and the strength of the spring force and / or the damping capacity of the biasing elements. These and other suitable variations are contemplated and should be considered to be within the scope of the present disclosure.

[0071] The detailed description set forth above exemplifies specific implementations of the disclosure, wherein like numerals indicate like elements, and is intended to be a description of various embodiments of the disclosure, and is not intended to represent the only embodiments in which the disclosure can be practiced. Each embodiment described in the present disclosure is provided merely as an example or illustration of the disclosure, and should not be construed as superior or advantageous over other embodiments. The illustrative examples provided herein are not intended to exhaust or limit the disclosure to the precise forms disclosed. The detailed description set forth above is intended to exemplify the disclosure, and is not intended to represent the only embodiments in which the disclosure can be practiced. The disclosure is intended to include all modifications and alterations to this disclosure that fall within the scope of the appended claims.

[0072] In the foregoing description, specific details are set forth to provide an understanding of illustrative embodiments of the disclosure. However, it will be apparent to one skilled in the art that embodiments disclosed herein can be practiced without embodying all of the specific details.

[0073] The present application can refer to quantities and numbers. Unless specifically stated, these quantities and numbers should not be considered limiting, but rather as examples of possible quantities or numbers related to the present application. Moreover, in this regard, the present application can use the term "a plurality" to refer to a quantity or number. In this regard, the term "a plurality" refers to any number greater than 1, such as 2, 3, 4, 5, etc. The terms "about," "approximately," and the like mean plus or minus 5% of the stated value.

[0074] For the purposes of the present disclosure, the phrase "at least one of A and B" is equivalent to "A and / or B," and vice versa, i.e., is equivalent to "A only," "B only," or "A and B." Similarly, the phrase "at least one of A, B, and C," for example, means (A), (B), (C), (A and B), (A and C), (B and C), or (A, B and C), including all further possible permutations when more than three elements are listed.

[0075] In this specification, terms of art can be used and terms of art have the ordinary meanings that they have been given in the art, unless specifically redefined in this document or the context of their use clearly dictates otherwise.

[0076] The principles, representative embodiments, and modes of operation of the present disclosure have been described in the foregoing description. However, aspects of the present disclosure intended to be protected are not to be construed as limited to the particular embodiments disclosed. Furthermore, the embodiments described herein are to be considered in all respects as illustrative and not restrictive. It should also be understood that various changes and modifications in the embodiments described herein will be apparent to others skilled in the art, and that such changes and modifications can be made without departing from the spirit and scope of the present disclosure. Accordingly, it is therefore intended that all such changes and modifications be included within the scope of the present disclosure as claimed.

Claims

1. A passive lateral stability system for maintaining the position of a vehicle relative to electrically conductive first and second guide walls, the system comprising: a first guide assembly mounted to the vehicle and forcing the vehicle away from the first guide wall, the first guide assembly comprising: a first wheel; a first mount coupled to the vehicle, the first wheel being rotatably coupled to the first mount about a first axis, the first mount being configured to reciprocate the first wheel toward and away from the first guide wall; a first biasing element configured to bias the first wheel toward the first guide wall; and a first magnetic element associated with the first wheel, wherein movement of the first magnetic element relative to the first guide wall generates a force biasing the first wheel away from the first guide wall; and a second guide assembly mounted to the vehicle and forcing the vehicle away from the second guide wall.

2. The system of claim 1, wherein, the second guide assembly comprising: a second wheel; a second mount coupled to the vehicle, the second wheel being rotatably coupled to the second mount about a second axis, the second mount being configured to reciprocate the second wheel toward and away from the second guide wall; a second biasing element configured to bias the second wheel toward the second guide wall; and a second magnetic element associated with the second wheel, wherein movement of the second magnetic element relative to the second guide wall generates a force biasing the second wheel away from the second guide wall.

3. The system of claim 1 or 2, wherein, the first mount comprises a link rotatably coupled to the vehicle at a first end, the first wheel being rotatably mounted to a second end of the link.

4. The system of claim 3, wherein, a first end of the first biasing element is rotatably coupled to the vehicle, a second end of the first biasing element being rotatably coupled to the link.

5. The system of claim 1 or 2, wherein, the first biasing element is an oil-gas strut, the oil-gas strut being rotatably coupled to the vehicle at a first end and rotatably coupled to the first mount at a second end.

6. The system of claim 1 or 2, wherein, the first magnetic element comprises a magnetic array coupled to the first wheel.

7. The system of claim 6, wherein, the magnetic array comprises a radial magnetic array extending about the first axis.

8. The system of claim 1 or 2, wherein, the first mount comprises a four-bar linkage, the four-bar linkage comprising: a first link rotatably coupled to the vehicle at a first end; a second link rotatably coupled to the vehicle at a first end; and a third link rotatably coupled to the first link at a first end and rotatably coupled to the second link at a second end.

9. The system of claim 8, wherein, the first magnetic element forms at least a portion of the third link.

10. The system of claim 8, wherein, the first magnetic element comprises a linear Halbach array.

11. The system of claim 8, wherein, the third link remains parallel to the first guide wall as the first wheel reciprocates toward and away from the first guide wall.

12. The system of claim 1, wherein, the first guide assembly further comprises: a second wheel; a second mount coupled to the vehicle, the second wheel being rotatably coupled to the second mount about a second axis, the second mount being configured to reciprocate the second wheel toward and away from the first guide wall; and a second biasing element configured to bias the second wheel towards the first guide wall, wherein the first magnetic element is coupled to the first mount and the second mount.

13. The system of claim 12, wherein, the first magnetic element is an elongate element, a first end of the elongate element coupled to the first mount by a first attachment link, a second end of the elongate element coupled to the second mount by a second attachment link.

14. The system of claim 10, wherein, the first magnetic element comprises a linear Halbach array. the first magnetic element comprises a linear Halbach array.

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