• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    An electromagnetic guide or suspension system for a magnetically supported vehicle having at least two rows of electromagnets extending along the vehicle in the direction of travel thereof and cooperating with respective armature rails upon the supporting track. Each row of electromagnets consists of two subrows of electromagnets, the electromagnets of at least one subrow being in a magnetic circuit with a respective armature rail at all times. The rows of electromagnets are designed to receive armature rails extending into the magnetic paths of the electromagnets symmetrically from opposite sides so that the vehicle may travel between a pair of outer armature rails along one track, can be switched to a second track in which the armature rails are flanked by the rows of electromagnets, or the electromagnets can be disposed to the same side of the respective armature rails in an asymmetrical arrangement.
    公开号:SU727124A3
    申请号:SU731939593
    申请日:1973-07-06
    公开日:1980-04-05
    发明作者:Шверцлер Петер；Валкнер Кристиан；Бон Герхард；Брайтлинг Ульрих；Симон Клаус
    申请人:Краусс-Маффай Аг (Фирма)；
    IPC主号:
    专利说明:

    one
    This invention relates to magnetic suspension transport technology.
    An electromagnetic carrier and a guide device for sub-train crews is known, containing arrays of electromagnets fixed symmetrically with respect to its longitudinal axis outside the horizontal surface bounding case of the horizontal surface and interacting with the latter front busbars 1.
    The design of this device does not allow for a branching path.
    The purpose of the invention is to expand the functionality - to ensure the use of the device on the branching paths.
    The goal is achieved by the fact that in the described device each series of electromagnets consists of two groups of electromagnets arranged
    In order to reduce the weight of a pair of replaceable electromagnets of various groups, it can be performed with a common field winding.
    In order to increase lateral stabilization, said pairs of adjacent electromagnets can be alternately
    shifted in different directions relative to the axis of the yes.
    In the transmission zone of the carrier and guide functions from the electromagnets of one group to the electromagnets of the adjacent group of a Kornysvina, interacting with the first of the mentioned groups of electromagnets, can be made upward deviating from the interaction zone, the busbars interconnect. and the reacting electromagnets in the second of the aforementioned groups — deviating downward into the interaction zone. .
    In zones where the electromagnets of adjacent groups are located at a given distance from the corresponding main tires, the latter can be provided with excitation windings of the magnetizing force opposite to the magnetizing force of the electromagnets of the equipment.
    FIG. Figure 1 shows the magnetic suspension crew with two external beams, cross section; in fig. 2 — a series of electromagnets, top view in FIG. 3 - end section of the root of the tire with diminutive tsimis at the end of the tire lateral shoulders; in fig. 4 - end section
    crust splint with track beam decreasing by the end; in fig. 5 - branching path, top view, the path with two external beams; in fig. 6 - the same, the path with one central track beam; in fig. 7 - crew on a magnetic suspension in the zone of entry into the fork, cross-section; in fig. 8 shows the location of the excitation windings of the crustal tire, cross section, on the base arm; in fig. 9 - the same on the side shoulders.
    Outboard crew 1 shown in FIG. 1, on its bottom side, there are two T-shaped support frames 2 and 3 along the crew, carrying, respectively, rows of electromagnets 4 and 5, consisting respectively of two groups of adjustable electromagnets b and 7 or
    A: 8 and 9 in such a way that the magnetic contact with the bus root can be arbitrarily set on the right or left side. The crew of 1 is magnetically suspended from the crust tires 10 and 11 of the path 12 {see FIG. 1) which pass in the zone of influence of both external groups of electromagnets 6 and 9 rows
    : electromagnets 4 and 5. Each tire is mounted on the bottom surface
    ; side track beams 13 and 14. Equally permissible is the track arrangement on the track beam 15, carrying on the underside two main tires 17 and 17, which are in magnetic contact with both internal groups of electromagnets 7 and 8, rows of electromagnets 4 and 5.
    Each electromagnet on the outboard carriage 1 has a longitudinal core 18 of a V-shaped profile, the inner space of which is filled with one side of the excitation coil 1 whose side arms are designed as cores of poles 20 and 21, bent upwards to the root tires 10 and 11 of the path 12. Second side, each excitation coil 19 fills (see Fig. 2) the inner space of the core of a neighboring electromagnet belonging to another group of electromagnets of the row. Therefore, checking the excitation coil 19 continuously excites a pair of electromagnets of neighboring groups, so that it does not matter to control which of the two groups of electromagnets is given to the main busbar. Due to this, a change in the direction of the path can be provided anywhere in the transport network.
    The electromagnets 6 and 7 make it possible for each group of electromagnets to create and control the first directional force, as well as all the electromagnets of one group and all the electromagnets to the right, which are located to the left
    The profile of the root tires 10, 11, 1b and 17 of the path 12 also has a V-shaped foma and is coordinated in its dimensions with the profile of the core 18 of the electromagnet. Anchor tires with their base arm are mounted on the track beams 13-15, with their side shoulders 22 protruding downwards towards the poles 20 and 21 of the electromagnet cores 18. The plane of the magnetic circuit thus formed under the core tire is perpendicular to the tire's longitudinal axis and electromagnet. The air gap between the core bus and the core of the electromagnet, which must be kept constant, is fixed with a large number of test leads 23, the difference between the actual and the required distance being used to regulate the electromagnets.
    Depending on the design of the track, both root tires are usually in contact in the inner 7 and B or outer 6 and 9 groups of electromagnets of rows 4 and 5. The change in the direction of the track 12 determines the places of change in the direction of the root tires, i.e. the places in which the carrier function is transmitted from the terminating, attached to one group of electromagnets, the root busbar to the starting one, attached to another group of electromagnets, the root bus. The beginning and end of both root busbars 10, 16, 11, and 17 can fit exactly one to the other. If the electromagnets 6 and 9 reach the ends of the root tires 10 and 11 attached to them and continue to move away from them, their influence through these root tires decreases due to increasing magnetic resistance. However, the electromagnets 7 and 8, excited by the same excitation coil 19, simultaneously reach the beginning of the other main tires 16 and 17 and enter into an increasing degree in magnetic contact with them, so that the total force excited by the pairs 6 and 7 or 8 and 9 during the magnets the transit time of the change in direction of the root tire remains essentially constant.
    The transfer of the carrier function from one root tire to another occurs relatively slowly, so that both root tires 10 and 16 or 11 and 17 overlap at a certain length. The effective working surface of the root tire pole continuously departs upwards, and, as shown in FIG. 3, the height of the side arms of the root splint is continuously reduced or, as shown in FIG. 4, the root bus retains its profile, but entirely departs from the plane of the working surface of the poles of the crew magnets. In this way. The magnetic contact of one group of electromagnets with the terminating core bus is gradually quenched, and to the same extent is created between the neighboring group of electromagnets and the originating core bus, so that inside such a zone of change in the direction of the root busbars the total force perceived by the magnetic system does not change. While the outer track beams 13 and 14, on which the root tires are located on the outer side of the branch or on the inner side of the gauge curve (the gauge system is shown in FIG. 5 and 6 with a dotted line) of the carrier and guide system, in the branch zone according to FIG. 5 is not interrupted, three separate track beams 24-26, each carrying two sections of the front tire, are provided for the root of the tires located inside the branch or on the outer side of the track curve. FIG. 5 it is clear that on both external curves the wheels x are located in four places where the direction of the root splints changes, before the branching ends. When the crew enters the S branch (see Fig. 5, area A), the main tires 27 and 28 on the track beam 24, which are connected to the magnetic contact of the group of electromagnets 6 and 9 of the crew, are attached to the main tires 10 and 11. opposes the group of electromagnets 7 and 8 of the approaching crew, and the working surface of the poles of which in zone A-B gradually continues from the position in A to their desired level, which they reach in B. In FIG. 7 crew is represented in a position within zone AB. The lateral shoulders of the crustal tires 27 and 28 in this place of the path do not yet reach their required height, and the electromagnets of the crew 7 and 8 are still relatively weak. In zone B-B, all four groups of crew electromagnets are located at a nominal distance from the main tires, which, without the intervention of the control, should lead to a doubling of the traction force between the crew and the route, and at the start of the start of the main tires 10, 17 or 11, 28 at point B inevitably leads to unstable crew travel. In order to provide a certain shock-free drive in such a branching system of the gauge, all the main tires in zones B-B-H are provided with windings 29, which, if necessary, can excite an equally strong and equally polarized magnetic field, like the one created by the electromagnets of the crew. Unwanted pulling force can be switched off by this, or with a very strong counter-stimulation of the root tires, turns into a repulsive force. The device works as follows. If the crew is driving right, then the tire 10 acts on the left track, and the tire 11 is left without action. The latter must be anti-excited in the zone B-D, and the distance to the tire 10, determined by the measuring probe 23, must be maintained throughout the branching zone. On the right track, the root tire 28 must reverse the bearing and guiding functions, for which the root tire 11 acting in the BG zone of the branching branch is counter-energized. The crew, supported by tires 10 and 28, reaches zone D, in which the carrier and guide functions of the root tire 30 on the track beam 26 and the assigned group of electromagnets 9 are forcibly received, and the probes 23 of the group of electromagnets 9 are turned on. The nearest place to change the direction of the crustal tire is in zone G. Here again electromagnets 8 under the root bus 31 and attached measuring probes 23 take over their functions in order to exclude any undesirable influence of those given to other rut tires 32 and 33 in the area of this intersection of gauge between zones E and 3. In zone I, tire 34 is connected to the root tire 31 on track 35, the working surface of the pole of which is at first still lowered, and in zone K it reaches its optimum level, while from the gap. The working surface of the pole of the root tire 31 gradually descends to its end in zone L, so that in the zone NL the carrier and guiding functions are continuously transferred from the group of electromagnets 8 to the group of electromagnets 9 or from the root tire 31 to the root bus 34, and in zone K, the probes of the group of electromagnets 9 are switched. Fundamentally, direction also occurs along a curve in the branching zone (see Fig. 5). In this case, the root busbar 11, attached to the right or inner curve of the track, retains its functions, on the exterior curve of the track, the root tire 27 in zone B first bears the bearing and guiding functions, while the root tire 10 in zone B-D is anti-sabotage Finally, the following active tires are installed: tire 32 - in zone D, tire 33 - in zone W, tire 36 in zone K. It is recommended core tires 10 and 26 in zone B-D to be anti-excited so strongly that a repulsive force occurs. between these sections of tires and a group of electromagnets 6 and 8, since it has components that act on the centrifugal forces of the crew, which reduce the driving force excited by groups of electromagnets 7 and 9. The switching of the measuring probes of the r da electromagnets 4 corresponds to the achievement of zones B, D, W and K.
    As shown in FIG. 6, when analyzing on the way of one central track beam 15, two additional track beams 37 and 38 are required at the fork. Regardless of the direction of the path, two places of change of the direction of the root tires must be constantly passed on each track. They are on the right track on the left track in zones B and E, and on the right track in zones E and I, when turning Right, on the right track in zones B and E and on the left track in zones E and I; Also, the star in each place of change of the direction of the initial pin follows the switching of the measuring probes 23 to each group of electromagnets that become active. In a similar way, the B-B-D zones of branching of the gauge and the 3-I-K zones of crossing of the gauge on the main tires are provided with excitation windings 29.
    权利要求:
    Claims (5)
    [1]
    1. Electromagnetic carrier and guiding device for outboard crews, containing a series of electromagnets fixed symmetrically on the equipment symmetrically located relative to its longitudinal axis outside the horizontal surface bounding the hull and interacting with the latter on the way - e with the fact that, in order to expand the functionality of ensuring the use of the device at the branches of the path, each row of electromagnets consists of two rows electromagnets groups.
    [2]
    2. The device according to claim 1, characterized in that, in order to reduce weight, pairs of adjacent electromagnets of different groups are made with a common excitation winding.
    [3]
    3. The device according to paragraphs. 1 and 2, characterized in that, in order to increase lateral stabilization, said pairs of adjacent electromagnets are alternately shifted in different directions relative to the row axis,
    [4]
    4. Device on PP. 1-3, characterized in that in the area of transmission of the carrier and guiding functions from electromagnets of one group
    to the electromagnets of the adjacent group, the core tires interacting with the first of the mentioned groups of electromagnets are made deflecting upward from the interaction zone, and the main tires interacting with the second of the mentioned groups of electromagnets deflecting downward to the interaction zone.
    [5]
    5. Device on PP. 1-4, differing from the fact that in zones where electromagnets of adjacent groups are located at a given distance
    from the corresponding root tires, the latter are supplied with the excitation windings of the magnetizing force opposite to the magnetizing force of the electromagnets of the crew.
    Sources of information taken into account in the examination
    1, German Patent I 707032, cl. 30 K, 3, published, 1953 (prototype
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    Fig
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    同族专利:
    公开号 | 公开日
    BE799478A|1973-08-31|
    BR7305080D0|1974-08-22|
    US3851594A|1974-12-03|
    NL7307246A|1974-01-10|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE707032C|1938-08-17|1941-06-11|Hermann Kemper Dipl Ing|Suspension railway|
    US3750803A|1971-11-11|1973-08-07|L Paxton|Rapid transportation system|DE2408071A1|1974-02-20|1975-09-04|Krauss Maffei Ag|CIRCUIT ARRANGEMENT FOR EXCITING MAIN AND AUXILIARY ELECTROMAGNETS OF A LIFTING VEHICLE|
    DE2411434A1|1974-03-09|1975-09-11|Krauss Maffei Ag|TRAFFIC SYSTEM WITH A VARIETY OF SWITCHING ROAD|
    JPH0691683B2|1985-03-25|1994-11-14|株式会社東芝|Floating carrier|
    US4900962A|1989-01-18|1990-02-13|Satcon Technology Corporation|Magnetic translator bearings|
    WO1995006949A1|1993-09-01|1995-03-09|Grumman Aerospace Corporation|Superconducting electromagnet for levitation and propulsion of a maglev vehicle|
    US6182576B1|1996-05-07|2001-02-06|Einar Svensson|Monorail system|
    US5845581A|1996-05-07|1998-12-08|Svensson; Einar|Monorail system|
    US6450103B2|1996-05-07|2002-09-17|Einar Svensson|Monorail system|
    AU2018302260A1|2017-07-21|2020-01-30|Hyperloop Technologies, Inc.|Vehicle-based guided switching|
    CN111201384A|2017-07-27|2020-05-26|超级高铁技术公司|Enhanced permanent magnet system|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    DE19722233631|DE2233631C3|1972-07-08|Electromagnetic support and / or guidance system for levitation vehicles|
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