CA1113555A - Transportation device with an electrodynamic suspension - Google Patents
Transportation device with an electrodynamic suspensionInfo
- Publication number
- CA1113555A CA1113555A CA317,761A CA317761A CA1113555A CA 1113555 A CA1113555 A CA 1113555A CA 317761 A CA317761 A CA 317761A CA 1113555 A CA1113555 A CA 1113555A
- Authority
- CA
- Canada
- Prior art keywords
- end portions
- exciting coils
- transportation device
- coils
- transverse
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L13/00—Electric propulsion for monorail vehicles, suspension vehicles or rack railways; Magnetic suspension or levitation for vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
- B61B13/00—Other railway systems
- B61B13/08—Sliding or levitation systems
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K11/00—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection
- H02K11/01—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection for shielding from electromagnetic fields, i.e. structural association with shields
- H02K11/014—Shields associated with stationary parts, e.g. stator cores
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K41/00—Propulsion systems in which a rigid body is moved along a path due to dynamo-electric interaction between the body and a magnetic field travelling along the path
- H02K41/02—Linear motors; Sectional motors
- H02K41/03—Synchronous motors; Motors moving step by step; Reluctance motors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2200/00—Type of vehicles
- B60L2200/26—Rail vehicles
Landscapes
- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Electromagnetism (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Linear Motors (AREA)
- Control Of Vehicles With Linear Motors And Vehicles That Are Magnetically Levitated (AREA)
Abstract
Abstract of the Disclosure Disclosed is a transportation device with an electrodynamic suspension, comprising a motor system, a suspension system, and a transverse stabilization system, the system being provided with exciting coils of the motor, levitation and transverse stabiliza-tion, arranged on a vehicle, and with a three-phase armature wind-ing mounted horizontally along a track bed and consisting of acti-ve portions formed as plates up to one third of the pole pitch of the armature winding in width, and of end portions formed in two layers and made as rectangular plates mounted parallel to the track axis. The end portions of the three-phase armature winding are used as reactive buses of transverse stabilization. At least one layer of the end portions is mounted parallel to the planes of the exciting coils of transverse stabilization. The proposed device requires less expenses in its manufacture and assembling and has a higher operating reliability as compared to the known transportation devices.
Description
5~ ' TRANSPORTATION DE~IC~ WITH AN ELECTRODYNAMIC
SUSP~SION
The present invention relates to transportation engineering, and more particularly to transportation devices with an electro-dynamic suspension.
The invention can be most advantageously used in high speed land transportation systems with vehicle running speeds of over 350 kms/hr.
It has been known various device~ for high speed la~d trans-portation, employing electromagnetic or eleGtrodynamic vehicle suspension (levitation) and propulsio~ by a linear synchronous or linear ssynchronous motor, and having a system of transverse stabilization.
Transportation de~ices with an electrodynamic suspe~sion and linear synchro~ous motors are the most promising ones. ~he advantages of the transportation devices with an electro~y~amic suspension and li~ear synchronous motors, as compared to other construction~ of high speed land transportation systems, are:
firstly, a high levitation clearance determined by a large dis- i!
tance of exciting coils mounted on the vehicle o~ a transporta-tion device to a track bed and ranging ~rom 10 to 30 cm, while in the tranæportation devices with an electromsgnetic suspension it ranges from 1 to 3 cm, and secondly, no need to supply elec-ric current to the vehicle. It should be noted that the problem of electric current supply to a linear synchronous motor mounted on the vehicle with running speeds of over 350 kms/hr is not de-finitely ~olved up to now.
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There are known transportation devices with an electrodgna-mic suspension and linear synchronous motors, including three self-contained systems:
- the system of a linear synchronous motor, comprising al-ternate pole systems of exciting coils arranged on the vehicls, and multiphase armature windings mounted on the track bed; -.
- the system of an electrodynamic suspension, comprising exciting coils arranged on the vehicle and reactive buses mounted on the track bed and formed as metal strips; and - the s~stem of transverse stabilization of the vehicle, comprising exciting coils arranged on the ~ehicle and reactive buses mounted on the track bed, shorted circuits made eight--shaped being the elements of these buses (cf. a paper "Canadian development in superconducting Maglev and linear synchronous mo-tors; in "Crio~enics,"1975 3uly~
There are some other ways of forming individual systems of transportation devices with an electrodynamic suspension and li-near synchronous motors, and specifically, forming the reactive bus o~ a suspension system as a number of qhorted circuits, employing vertical b mounted metal strips as the reactive buses of the system of transverse stabilization9 etc.
In the systems of transverse stabilization, mentioned above, :
the exciting coils either may be located on one side of each reactive bus, i.e. the system is constructed according to so called normal flux scheme, or may surround the reactive buses on both sides thereof. In the second case, the coils surrounding the reactive bus on both sides thereof are electrically connected in ~.
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opposition, and the reactive bu~es, when the vehicle i8 symmetric relative to the track bed, lie in the neutral of the magnetic flu-xes of the opposite connected exciting coils, i.e. the sy~tem ~f transverse stabilization is constructed accordi~g to a zero flux scheme.
The main disadvantage of such transportation device~ is a complex construction of the track structure due to three self--contained systemR each of them requiring mounting of its own elements o~ the track bed. ~urthermore, mounting of every addi-tional system on long length tracks increases considerably its cost.
The aforementioned disadvantages of transportation devices with an electrodynamic suspension and linear ~ynchronous motors are partly overcome by combining the s~stems of a linear synchro-nous motor and transverse stabilization, of an electrodynamic suspension and transverse ~tabilization, or of a linear synchro-nous motor and an electrodynamic su~pen~ion.
~ here are known transportation devices in which the propul-sion system and the ~ystem o~ transverse stabilization are combi-ned, and which include two parallel alternate pole excitation systems arranged along the bottom of the vehicle and two paral-lel armature windiDg~ and shorted circuit~, mou~ted horizontal-ly along the track bed. ~aid shorted circuits are ~ormed by electrical connection o~ equipotential points of the parallel armature windings. The shorted circuits are simultaneously tra-versed by magnetic fluxes directed upwards and downwards from ~he exciting coils of alternate polarities, mounted nearby in a transverse direction (~RG Patent ~o.2,607,261).
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The aggregate o~ these circuits forms the reactive bus ~or the system of vehicle transverse stabilization.
It has been known a combined system of an electrodynamic suspension and transverse stabilization~ comprising exciting coils arranged on the vehicle and common to suspension and stabi-lization, and inclined reactive buses mounted on the track bed parallel to the exciting coils (U.S. Patent No. 3,768,417). In that combined system of an electrodynamic suspension and trans-verse stabilization, a levitation force i~ applied to the vehic-le at an angle and comprises two components: a vertical one pro-viding electrodynamic suspension and a horizontal one directed transversely to the vehicle and providing vehicle stabilization relative to the track axis.
It has been known transportation devices in which a linear synchronous motor and an electrodynamic suspension are combined, which devices comprises an alternate pole system o~ exciting coils, mounted along the vehicle bottom, and a single-layer three--phase armature winding arranged horizontally along the track bed, active portions of the turns being formed as plates up to one third of the pole pitch in width. The active portions of the armature wi~ding turns, formed as plates, are simultaneously employed as a reactive bus for the electrodynamic suspension of the vehicle.
Thîs combined arrangement is the closest in its construc-tion to the present invention.
However, transportation de~ices with an electrodynamic sus-pension, i~ ~hich the systems of a linear synchronous motor and transverse stabilization, o~ an electrodynamic suspension and ., . - ~ .
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transverse stabilization, or a linear synchronous motor and an electrodynamic suspension are combined, do not provide complete combination of all three system~, for it is only some two systems that are combined.~ence, it is required to mount component parts of two different systems on the track bed and on the vehicle, which complicates the construction and assembling of transporta-tion devices and reduces their operating reliability.
~ `urthermore, in transportation devices with an electrodyna-mis suspension and linear synchronous motors, in which the sys-tems of a linear synchronous motor are combined with the systems of stabilization or suspension, there is a great number of elec-trical connections between active elements of the armature wind-ing. A great number of electrical connections complicates as-sembling of the device and reduces its operational reliability.
It is an ob~ect of the present invention to provide a traps-portation device with an electrodynamic suspension, which i8 sim-ple in design and easy in assembling.
Another object of the present invention is to provide a transportation device having an increased operational reliabili-ty by reducing a number o~ component elements and a number of electrical connections.
With these and other obaects in view, there is provided a transportation device with an electrodynamic suspension, com-prising a motor system, a suepension system, and a tran~verse stabilization system, the systems being provided with exciti~g coils mounted on a vehicle, and reactive buses of transverse stabilization, mounted along a track bed, and a three-phase arma-ture windlng horizontally mounted along the track bed and consist-: - , . .
ing of active portions of turns formed as plates up to one third of the armature winding~ pole pitch in width, and of end portions, wherein, according to the invention, the end portions of the three-phase armature winding are formed in two layers and made as rectangular plates mounted in parallel with the track axis, at least one layer of' the end portions being parallel to the exciting coils of transverse stabilization and the end portions being used as the reactive buses.
~ a~ing the three-phase armature winding with two-la~er end portions provides uniform length destribution of the plates of the end portions in a ~orm of two layers with small clearances between separate plates, and enables the end portions to be used as the reactive buses of the system of transverse stabilization, thus providing a reliable stabilization of the vehicle in the transverse direction.
~ aking the plates of the end portions rectangular and mount-in~ them in parallel with the track axis provide straight xeac-tive buses arranged along the track bed and formed by the plates of the end portio~s.
Combining the functions of the armature winding and reactive buses of transverse stabilization in the same elements of the track structure permits ma~imum simpli~ication of the track struc-ture due to integration of the armature winding o~ the linear synchronous motor with the reactive buses of the electrod~namic suspension and transverse stabilization.
Mounting at least one layer of the end portions parallel to the exciting coils of transverse stabilization is required to provide equal i~ magnitude but opposite directed forces of inter-- -,, .
, -action between the armature winding current flowing in the platesof the end portions and the oppositely directed currents in the lateral sides of the exciting coils o~ transverse stabilization.
If the second layer of the end portions therewith does not serve as a reactive bus of transverse stabilization, it must be mount-ed at such a distance from the exciting coils of transverse sta- -bilization that electromagnetic interaction between the armature winding current in that la~er and the exciting coils of transver-se stabilization may be neglected.
It is advisable to arrange the end portions of the three--phase armature winding in parallel planes.
The arra~gement of the armature winding end portions in pa-rallel pla~es provides electromagnetic interaction of the excit-ing windings of transver~e stabilization with both layers of the armature winding end portions, which results in an increase of the interaction force between the exciting coils and end portions and in improvement o~ stabilization rigidity.
~ he end portions of the three-phase armature winding may be inclined relative to the track bed.
Such construction of the e~d portions provides producing of the electromagnetic interaction forces directed transversally at an angle to the track bed. Said electromagnetic forces can be resolved into a vertical component en~ouraging an increase of levitation ~orces and a horizontal component providi~g transver-se stabilization of the vehicle.
~ 'he end portions of the three-phase armature winding may be inclined at an angle approximately equal to 90 degrees with respect to the track bed.
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Inclination of the end portions at an angle approximately equal to 90 degrees ~ith respect to the track bed provides ma-ximum of the ~orce o~ transverse stabilization of the vehicle.
The exciting coils of transverse stabilization may be mount-ed on the side of the like surfaces o~ the end portions.
~ ounting the excitin~ coils of trans~erse stabilization on the side of the like surfaces of the end portions pro~ideæ the least number of the exciting coils employed for stabilization, ~astening o~ the end portionæ to the track bed and mechanized snow removal therewith being ~acilitated, i~ the exciting coils are mounted on the side of outer surfaces of the armature wind-ing end portions. If the exciting coils are mounted on the side of inner sur~aces, it simpli~ie~ the vehicle construction and reduces it~ dimensions. According to the requireme~ts imposed upo~ the transportation devicej one may choose one of these ver-sions of mounting the e~citing coils relative to the armature winding end portions.
The exciting coils of transverse stabilization may be also mounted ~o as to surround the armature winding end portions on both ~ide~ thereof symmetrically, the exciting coils therewith should be connected in opposition.
The opposition of the exciting cGils and mou~ting the arma-ture winding end portions i~ the plane of symmetry o~ these coils pro~ide ab~ence o~ the magnetic flu2 traversing the end portions.
Such electrodynamic system is termed a zero flux system~
With this mutual arrangement of the exciting coils and end portions, electromagnetic interaction therebetween is eliminated, and hence, the vehicle beinB on the track axi~, decelerating for-_ 9 _ ces are not produced. Such mutual arrangement of the excitingcoils and end portions is possible only when the layers of the end portions are in maximum proximity to each other, and the dis-tance between the exciting coils surrounding the end portions exceeds the distance between the layers of the armature winding end portions at least ten times.
It is advisable that the exciting coils of transverse stabi-lization should symmetrically surround only the upper layers o*
the armature winding end portions. For example, when the distan-ce between the layers of the end portions is sufficiently large, with the exciting coils of transverse stabilizationi being mounted symmetrically relative to the outer surfaces of both layers of the end portions, these layers o~ the end portions may be ~ound at such a distance ~rom the neutral plane of the exciting coil magnetic fields that eddy currents will be constantly induced in the end portions, which will reduce the rigidity of vehicle trans-verse stabilization and cause parasite decelerating forces as the vehicle moves straightforward.
In these cases, the use of only the upper layer of the end portions as a raactive bus and its symmetric mounting between the exciting coils of transverse stabilization eliminate of the parasite decelerating force~ a~d increase the rigidity of vehicle transverse stabilization~
It is advisable besides two exciting coils of transverse stabilization, mounted simmetrically relative to the outer surfa-ces o~ both layers of the end portions, to mount additional exci-tin~ coils between the layers of the end portions in the plane of symmetry thereof, the end coils therewith must be connected in . . . . :
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opposition to the middle coil and mounted at such a distance the-refrom that the end portions are found in the neutral plane of the magnetic field of the adjacent coils.
Mou~ting the additional exciting coils between the layers of ~le end portions in the plane of symmetry thereof and connect-ing the last coils in opposition to the middle one cause an in-crease of the stabilizing force~
Mounting the end exciting coils at such a distance from the middle one that the end portions are found in the neutral pla~e of the magnetic field of the opposite connected excitiDg coils, makes it possible to form a double zero flux system, which pre-vents the production of decelerating forces as the vehicle moves straightforward, and increase~ the rigidity of its transverse stabilization.
It is possible to make openings in the end portions of the three-phase armature winding, which are used to form shorted cir-cuits. ~he openings must be located within the zones o~ project-ions of lateral sides of the exciting coils on the track bed at such a di~tance from the track axis that a total flux linkage produced by the inter,~ction of the exciting coil field with the ~horted circuits formed by means of the openings provided in the end portions i8 equal to zero.
Making the openings which are used to form the shorted cir-cuits, in the armature winding end portions within the zones of projections of lateral side~ of the exciting coils on the track bed provides location of the shorted circuits within the area of change in the directio~ of the normal component of the exciting coil magnetic flux, i.e. at the intersections of the curve of ,- . ~ .
- . , the normal component of the exciti.ng coil magnetic induction with the zero abscissa axis.
With this arrangement of the shorted circuits, each o~ them is traversed by the exciting coil magnetic fluxes directed upwards and downwards simultaneously~ When the vehicle is symmetric rela-tive to the track axis, the sum of the magnetic fluxes travers-ing the circuit upwards and downwards is equal to zero, the shorted circuit axis therewith being not coincident with the in-tersection of the curve of the normal. component of the exciting coil magnetic induction with the zero axis of absGissas (a zero point of the magnetic i~duction ~ormal component), since the cur-ve of the magnet^~c induction normal component is unsymmetric~al with respect to the zero poi~t, andtas known, the shorted cir-cuit is symmetric relativs to its own a~is.
The distance of the track axis to the zero point o~ the mag-netic induction normal component is chie~ly determined by two values: ~irstl~, by the distance between the exciting coils and the shorted circuits, i.e. by the clearance of the vehicle levi- :
tation (flight), and secondly, by the shape and number of excit-ing coil turns. ~urthermore, that distance to a le~ser extent depends on other secondary factors: availability of a screen between the exciting coils and the vehicle pas~enger compartment, magnetic permeability of vehicle and track materials and their homogeneity, etc.
~ or currently used levitation clearances with electrodyna-mic suspension in the ra~ge of 10 to 30 cm and for various exciting coil shapes~ the zero point of the magnetic induction normal component may deviate from the section vertical axes of - . , . . : - . . ~ . : . .
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the lateral sides of the exciting coils at a magnitude of 3 to 5 cm, yet remaining within the zone of projections of the late-ral sides of the exciting coils on ths track bed.
The amount of current excited in the shorted circuits, as the vehicle moves, iæ determined by the difference o~ the down-ward~ and upwards directed exciti~g coil magnetic fluxes travers-ing th~se circuits. With the total flux produced, current is excited in the shorted circuit. Interaction of this current with the exciting coil field causes an electromagnetic interaction force directed towards the vehicle. When the total ~lux is equal to zero, current is not induced in the shorted circuit, and, hen-ce, the electromagnetic interaction force is also equal to zero.
It should be noted that current in the shorted circuit is deter-mined not only by the exciting coil field within the zone o~
projection of which this circuit is disposed, but also by the ~ields of the other adjacent exciting coils, i.e. by the total flux linka~e o~ the circuit with all the exciting coils.
Maki~g the openings in the end portion~ of the three-phase armature winding at such a distance from the track axis that the total flux linkage of the exciting coil field with the shorted circuit~ formed by the openings in the end portions is equal to zero, provides absence of stabilizing and deceleratin~ forces, as the vehicle travels alon~ the track without deviations from it~ axis, and production of stabiliziDg ~orces, as the vehicle deviates from the track axis, which brings the vehicle back to the track axis.
It is advis~ble that the openings in the end portions of the three-phase armature winding should be ~ormed rectangular.
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Such a shape of the openings provides complete absence of current in the shorted circuits formed by these openings when the botal flux linkage of each circu~t with all the exciting coils is equal to zero. The autho~rs found that, when the shorted circuits of a variable width are used (such as of a circular or oval shape), var~i~g the distance between the axes of the track and the short-ed circuits, it is impossible to obtain such a position of the shorted circuits on the track bed that the sum of the magnetic fluxes directed upwards and downwards through each circuit should be completely equal to zero.
This derives ~rom the fact that, as mentioned hereinabove, to provide the current in the circuit e~ual to zero, it is ne-cessary to mount that circuit at different distances of its axis to the zero point according to the width of the shorted circuit.
When the circuit o~ a variable width i5 used, these distances will be different for a variety of sections of the circuit. As a result, it i~ impossible to select such a distance of the track axis to the axis of the shorted circuit of a variable width that the total flux li~kage of this circuit with all the exciting coils should be exactly equal to zero, and, consequently, elec~
tric currents are not induced in the circuit at all, and electro-magnetic forces of interaction with the exciting coils are not produced. It is only possible to select such a distance of the track axis to the shorted circuit axis that a minimum current is induced therein.
Since with the decrease of minimum value of the current in the shorted circuit, sensitivity o~ the arrangement for trans-- . ~ ' - : ........................ . . -, ~
verse stabilization is increased, the use of ~he shorted circuit of a rectangular shape is the most advisable.
One la~er of the end portions with the openings made therein may be displaced with respect to the other layer of the end por-tions in the direction perpendicular to the track a~is.
The displacement of one layer of the end portions with res-pect to the other layer ma~es it possible to use an additiona area ~ormed by this displacement as additional reactive buses of levitation system, an extra metal being not re~uired to form these additional reactive buses.
To ensure the openings in the armature winding end portions, with the end portion layers displaced with respect to each other, to be located within the zones of projections of lateral sides of the exciting coils on the track bed, it is required that the width of these openings should be considerably smaller than that one of the e~d portions, a maximum allowable width of the addi-tional reactive buses of the levitation system being proportional to the distance of the openings in the armature winding end por-tions to the spaced out~sides of these end portions.
~ he amount of displaceme~t of one layer of the armature win-din~ end pox~ions relative to the other one may exceed the width of the end portion plates, the openings in the end portions the-rewith must be formed only i~ one layer.
~ he displacement of one layer of the end portions in excess o~ the ~idth of the end portion plates provides utilization of all the areas of the end portion plates as the reactive buses.
In doi~g so, the openings must be formed only in one layer of the end portions, since the layers of the end portions in that - 15 ~
case do not overlap each other and the openingR in the end por-tions must be located within the zones of projections of lateral sides of the exciting coils of transverse stabilization on the track bed.
It is advisable to make each four end and four active por-tions of the armature winding turns of solid material.
Making a few active and end portions of the turns as similar armature winding elements of solid material reduce~ the number of electrical connections of the three~phase armature winding, formed in its assembling on the track bed, thu~ ~acilitating the assembling and increasing the operating reliability.
It should be noted that the similar elements of the armatu-re winding may include no ~ore than four active and four end por-tions to provide assembling of the three-phase single-layer ar-mature winding with double-layer end portions by means of such elements by sequential superimposing of the turns of each phase.
The proposed transportation device with an electrodynamic suspension and linear synchronous motors has an extremely simple trac~ structure requiring less expenses in its manu~acture and assembling and having a higher operating reliability, as compar-ed to other transportation devices of that kind.
Aforementioned and other ob~ects and advantages of the pro-posed invention will become more apparent upon consideration of the ~ollowing detailed description of its preferred embodiments taken in ~,onjunction with the accompanying drawings in which:
Fig. l is a schematic cross section~al view of a transporta-tion device and mutual arrangement o~ an exciting coil and arma-ture winding, according to the invention;
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~ ig. 2 is a diagrammatic representation o~ a three-phase a~mature winding,according to the invention;
Fig. 3 is a view of a phase element of the armature winding, according to the invention, ~ ig. 4 is a cross section~al view of a transportation de-vice with one-sided arrangement of the exciting coils of trans-verse stabilization with respect to the armature winding end portions,according to the invention;
~ ig. 5 is a cross section,al view of another embodiment of a transportation device with one-sided arrangement of the excit-ing coils of trans~erse stabilization with respect to the armatu-re winding end portions, according to the invention;
~ i~. 6 is a cros~ section~al view of still another embodi-ment of a transportation device with o~e-sided arrangement of the exciting coils of transverse stabilization with respect to the armature winding end portions,according to the invention;
~ ig. 7 is a cross section~al view yet another embodiment o~ a transportation device with two-sided arrangement of the exciting coils of transverse stabilization with respect to the armature winding end portions, according to the invention;
Fig. 8 is a cross section,al view a further embodiment of a transportation device with two-sided arrangement of the exciting coils of transverse stabilization with respect to the upper layer of the armature winding end portions, according to the invention;
~ ig. 9 is a cross section,al view o~ a transportation de-vice with three exciting coil~ of transverse stabilization on either side of the vehicle, according to the invention;
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Fig. 10 is a schematic cross section,al view of mutual arrang~ement of the exciting coils mounted on the vehicle and shorted circuits disposed on the track bed, and also a curve of distribution of the magnetic induction normal component of the exciting coil along the width of the track at the bed le-vel thereof, according to the inventionj Fig 11 is a view of a track structure of the transporta-tion device with openings provided in the end portions of the three-phase armature winding 9 according to the invention;
~ ig. 12 is another embodiment of the openings provided in the end portions of the three-phase armature winding, accord-ing to the invention~
Fig. 13 is another embodiment of the track structure of the transportation device with openings provided in the end portions of the three-phase armature winding, according to the invention, -and ~ ig. 14 i~ still another embodiment of the track structure of the tran~portation device with openings pro~ided in the end portions o~ the three-phase armature winding.
Referring now to the accompanying drawing~ and initially ~ he to ~ig. 1, transportation device with an electrodynamic suspen-sion and a linear synchronous motor comprises a track structure -I (Pig. 1) arranged on a track bed 2 and a vehicle 3 disposed above the track structure 1 and arranged symmetrically with res-pect to the longitudinal axis thereof.
Arranged on the vehicle 3 along the bottom thereof are exci-ting coils 4 of` a linear s~nchronou~ motor and of a suspensions of the vehicle 3, and exciting coils 5 of transverse stabiliza-.
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tion of the vehicle 3. The windings of the exciting coils 4 and 5 are made of superconductive material, specifically of the Nb~i allo~. It is also possible to make the windings of the exciting coils 4 and 5 of other superconductive materials such as Nb3Sn, NbZr, etc. The exciting coils 4 of the linear synchronous motor and of the electrodynamic suspension of the vehicle 3 are mounted parallel to the track bed 2, and the exciting coils 5 for trans-~erse stabilization of the vehicle are mounted at ~n angle in the transverse direction to the track bed 2. The exciting coils 4 and 5 are secured inside a thermally insulated cry~stat (not shown in the drawing) and cooled by liquid helium. The exciting coils 4 and 5 are energized with direct current.
The track structure 1 represents a three-phase armature winding 6 (~ig~ 2) made according to the diagram of a single--layer wave winding with double-plane end portions. Each phase o~ the armature winding 6 consists of similar elemsnts 7 (~ig.3) fabricated by stamping. The elements 7 are made of high conduc-tive material, specifically an aluminium sheet. It is also pos-sible to make the elements 7 of other high conductive materials such as copper, brass, bronze, etc.
Making a few active and end portions of the turns as simi-lar armature winding elements of solid material reduces a number o~ electrical connections of the three-phase armature winding, formed when assembling the armature winding on the track bed, thus facilitating the assembly and increasing the device opera-tional reliability.
It should be noted that the similar elements of the armatu-re winding may include no more than four active portions and . : .
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four end portions to provide as~embling of the three-phase arma-ture winding with double-layer end portions by means of said ele-ments, by sequential superimposing o~ the turns of each phase.
The elements 7 contain four active portions 8 formed as plates and four end portions also formed as plates. ~nds 10 (~ig. 2) of the elements 7 of the same phase are interconnected by welding (not shown). Other connections o~ the elements of the same phase such as bolting, soldering, etc. are also possible.
~ he width of the plates of the active portions 8 is smaller than 1/3 of the pole pitch of the armature winding 6. The e~d portions 9 are formed in two layers. 'rhe upper layers 91 of the end portions 9 (Fig. 1) are mounted parallel to the exciting coils 5 of transverse stabilization, and the lower layers 92 f`
t~e end portions 9 are arranged horizontally on the track bed 2.
In that embodiment of the transportation device, only the upper layers 91 of the end portions 9 act as reactive buses for the sus-pension and transverse stabilization.
~ he exciting coils 4 taken in conjunction with the three--phase armature winding 6 (~ig. 2) make up a motor system, the exciting coils 4 (Fig. l) and the eleme~ts ? (Fig. 3) ma~e up a suspension system, while the exciting coils 5 (Fig. 1) used in comblnation with the end portions 9 make up a transverse stabi-lization s~stem.
Fig. 4 shows the embodiment of the transportation de~ice with an electrodynamic suspension, in which both the upper and the lower layers 91 and 92~ respectively, o~ the end portions 9 are mounted parallel to the exciting coils 5 o~ transverse sta-bilization.
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_ 20 -There are possible embodiments of the device, in which the end portions 9 (Figs 5 to 9) of the armature winding 6 are nor-mal to the horizontal surface of the track bed 2.
Such an embodiment provides for maximum of the force of transverse stabilization.
~ he exciting coils 5 of transverse stabilization in these cases are mounted vertically on the vehicle 3.
In one embodiment, the exciting coils 5 are mounted on the outside of the end portions 9 (~`ig. 5), and in another embodi-ment, the exciting coils 5 (~ig. 6) are mounted on the inside of the end portions 9.
There is a possible embodiment in which two exciting coils 5 (Fig. 7) surround symmetrical b both layer~ of the end portions 9, the exciting coils 5 being connected in opposition. The oppo-site connection of the exciting coils 5 as well as the arrange-ment of the end portions 9 of the armature winding 6 in the pla-ne of symmetry of said coils lead~ to the absence of the magnetic ~lux traversing the end portions 9~
In another embodiment, the exciting coils 5 (~ig. 8) surround symmetrically the upper layer 91 of the end portions, are con-nected in opposition, and mounted at a distance therebetween smaller than one in the previouæ embodiment. ~his derives from the fact that one layer of the end portions 9 may be positioned exactly in the neutral plane of the magnetic fluxes of two excit-ing coils 5. ~he lower layer 92 of the end portions 9 is bent do~n-wards and does ~ot participate in transverse stabilization of the -vehicle, its width being smaller than that of the upper layer 91 .
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, '. ," ~ ,~ . ~ -~3S~i~
There i5 still another embodiment of the transportationdevice, in which the end portions 9 (Fig. 9) are symmetrically surrounded by two exciting coils 5 of transverse stabilization on either ~ide thersof, and furthermore, the additional exciting coils 51 are mounted between the layers of the end portions 9 in the plane of their symmetry~ The exciting coils 5 surrounding the end portions 9 are co~nected in agreement and the middle coil 5~ is connected in opposition thereto, the end portions 9 being disposed in the neutral plane of the magnetic field of the adaacent coils 5 and 51.
There is another embodiment of the track structure 1 (Figs 10 and 11) in which the end portions 9 are disposed in a hori-zontal plane. Circular openings 11 are formed in both layers 91 and 92 of the end portion~ 9 and disposed withi~ the zones o~ projections of lateral sides 12 of the excitin~ coils 4 which act ~imultaneously a~ the exciting coils 5 of transverse stabili-zation. ~n exact location of the openings 11 in the upper layer 91 of the end portions 9 from the axis of the track bed 2 is de-termined by a curve 13 of distribution of the magnetic induction normal component o~ the exciting coil 4 over the track width at the level of location of the upper layer 91 of the end portions 9. ~hese ope~ings are arranged at such a distance ~rom the track a~is that an area 14 characterizing the magnitude of the upwards directed magnetic flux is equal to an area 15 characterizing the magnitude of the downward~ directed magnetic ~lux, the fluxes traversing every openings 11. In this case, a total flux linkage produced by the interaction of the field of the excit-ing coil~ 5 with shorted circuits formed by mean~ o~ the ope-ni~gs ll provided in the end portions 9 is equal to zero.
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22 ~ 5~ ~
An exact location of the openings 11 in the lower layer 92 of the end portions 9 from the axis of the track bed 2 is de-termined by a curve (not shown~ of distribution of the magnitude of the magnetic induction normal component of the exciting coil 4 over the track width at the level of location of the lower layer 92 of the end portions 9 on the trac~ bed 2. The distance from the track axis to the openings 11 in the lower layer 92 f the end portions 9 is chosen so as to obtain the magnitudes of the magnetic fluxes directed upwards and downwards through the openings 11, equal to each other.
Another version of making the ope~ings 11 in the end por-tions 9 of the armature winding 6 is shown in ~ig. 12 in which similar element~ are indicated by the same re~erence numerals.
In that version the opening 11 are formed rectangular.
In another embodiment of the trac~ structure the lower lay-er 92 of the end portions 9 (~ig. 13) of the armature winding 6 is displaced in the transverse directioh relative to the upper layer 91~ but in doing so, the openings II formed in both layers 91 and g2 of the end portions 9 remain one above the other within the zones of projections of the lateral sides 12 of the exciting coils, and their exact location in the end portions 9 is defined by the co~dition of absence of the total magnetic flux through the openings II.
Still another embodiment of the track structure I is shown in ~ig. 14. In that embodiment of the trac~ structure the lower layer 92 of the end portions 9 is displaced relative to the pla-tes of the upper layer 91 f the end portions 9 at a distance exceeding the width of the plates, and the openings II are formed only in the upper layer 91 of the end portions 9.
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The proposed transportation device with an electrodynamic suspension operates as ~ollows.
I~teraction of the magnetic field of the exciting coils 4 of the linear synchronous motor, mounted on the vehicle 3, with variable frequency current supplyed to the armature winding 6 provides a required propulsive force.
As the speed o~ the vehicle 3 increases, the magnetic fields of the exciting coils 4 o~ the linear synchronous motor and electrodynamic suspension and o~ the exciting coils 5 o~
transverse stabilization induce eddy currents in the plates of the active portions 8 and end portions 9 of the armature winding 6, arranged along the track bed 2. Interaction forces between the magnetic fields o~ the exciting coils 4 of the linear syn-chronous motor and the eddy currents in the plates of the active portion~ 8 of the armature winding are directed upwards, and elec-tromagnetic interaction forces between the exciting coils 5 of transverse stabilization and the eddy currents in the plates of the end portions 9 are directed at an angle to the vehicle with respect to the track bed 2 and may be resPlved into a vertical component and a horizontal one. The horizontal component is ap-plied to the vehicle 3 in the transverse direction and intended to stabilize vehicle movement. With the vehicle speed of 50 to 80 kms/hr, the electromagnetic interaction force applied to the vehicle 3 in the vertical direction is starting to lift the ve-hicle 3, and with a travelling speed it moves at a predetermined levitation o~arance above the track bed 2. The levitation clea-rance is determined by a current intensity and number of turn~
in the exciting coils 4 and 5 and by electric conductivity and dime~sions o~ the reactive buses.
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SUSP~SION
The present invention relates to transportation engineering, and more particularly to transportation devices with an electro-dynamic suspension.
The invention can be most advantageously used in high speed land transportation systems with vehicle running speeds of over 350 kms/hr.
It has been known various device~ for high speed la~d trans-portation, employing electromagnetic or eleGtrodynamic vehicle suspension (levitation) and propulsio~ by a linear synchronous or linear ssynchronous motor, and having a system of transverse stabilization.
Transportation de~ices with an electrodynamic suspe~sion and linear synchro~ous motors are the most promising ones. ~he advantages of the transportation devices with an electro~y~amic suspension and li~ear synchronous motors, as compared to other construction~ of high speed land transportation systems, are:
firstly, a high levitation clearance determined by a large dis- i!
tance of exciting coils mounted on the vehicle o~ a transporta-tion device to a track bed and ranging ~rom 10 to 30 cm, while in the tranæportation devices with an electromsgnetic suspension it ranges from 1 to 3 cm, and secondly, no need to supply elec-ric current to the vehicle. It should be noted that the problem of electric current supply to a linear synchronous motor mounted on the vehicle with running speeds of over 350 kms/hr is not de-finitely ~olved up to now.
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There are known transportation devices with an electrodgna-mic suspension and linear synchronous motors, including three self-contained systems:
- the system of a linear synchronous motor, comprising al-ternate pole systems of exciting coils arranged on the vehicls, and multiphase armature windings mounted on the track bed; -.
- the system of an electrodynamic suspension, comprising exciting coils arranged on the vehicle and reactive buses mounted on the track bed and formed as metal strips; and - the s~stem of transverse stabilization of the vehicle, comprising exciting coils arranged on the ~ehicle and reactive buses mounted on the track bed, shorted circuits made eight--shaped being the elements of these buses (cf. a paper "Canadian development in superconducting Maglev and linear synchronous mo-tors; in "Crio~enics,"1975 3uly~
There are some other ways of forming individual systems of transportation devices with an electrodynamic suspension and li-near synchronous motors, and specifically, forming the reactive bus o~ a suspension system as a number of qhorted circuits, employing vertical b mounted metal strips as the reactive buses of the system of transverse stabilization9 etc.
In the systems of transverse stabilization, mentioned above, :
the exciting coils either may be located on one side of each reactive bus, i.e. the system is constructed according to so called normal flux scheme, or may surround the reactive buses on both sides thereof. In the second case, the coils surrounding the reactive bus on both sides thereof are electrically connected in ~.
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opposition, and the reactive bu~es, when the vehicle i8 symmetric relative to the track bed, lie in the neutral of the magnetic flu-xes of the opposite connected exciting coils, i.e. the sy~tem ~f transverse stabilization is constructed accordi~g to a zero flux scheme.
The main disadvantage of such transportation device~ is a complex construction of the track structure due to three self--contained systemR each of them requiring mounting of its own elements o~ the track bed. ~urthermore, mounting of every addi-tional system on long length tracks increases considerably its cost.
The aforementioned disadvantages of transportation devices with an electrodynamic suspension and linear ~ynchronous motors are partly overcome by combining the s~stems of a linear synchro-nous motor and transverse stabilization, of an electrodynamic suspension and transverse ~tabilization, or of a linear synchro-nous motor and an electrodynamic su~pen~ion.
~ here are known transportation devices in which the propul-sion system and the ~ystem o~ transverse stabilization are combi-ned, and which include two parallel alternate pole excitation systems arranged along the bottom of the vehicle and two paral-lel armature windiDg~ and shorted circuit~, mou~ted horizontal-ly along the track bed. ~aid shorted circuits are ~ormed by electrical connection o~ equipotential points of the parallel armature windings. The shorted circuits are simultaneously tra-versed by magnetic fluxes directed upwards and downwards from ~he exciting coils of alternate polarities, mounted nearby in a transverse direction (~RG Patent ~o.2,607,261).
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The aggregate o~ these circuits forms the reactive bus ~or the system of vehicle transverse stabilization.
It has been known a combined system of an electrodynamic suspension and transverse stabilization~ comprising exciting coils arranged on the vehicle and common to suspension and stabi-lization, and inclined reactive buses mounted on the track bed parallel to the exciting coils (U.S. Patent No. 3,768,417). In that combined system of an electrodynamic suspension and trans-verse stabilization, a levitation force i~ applied to the vehic-le at an angle and comprises two components: a vertical one pro-viding electrodynamic suspension and a horizontal one directed transversely to the vehicle and providing vehicle stabilization relative to the track axis.
It has been known transportation devices in which a linear synchronous motor and an electrodynamic suspension are combined, which devices comprises an alternate pole system o~ exciting coils, mounted along the vehicle bottom, and a single-layer three--phase armature winding arranged horizontally along the track bed, active portions of the turns being formed as plates up to one third of the pole pitch in width. The active portions of the armature wi~ding turns, formed as plates, are simultaneously employed as a reactive bus for the electrodynamic suspension of the vehicle.
Thîs combined arrangement is the closest in its construc-tion to the present invention.
However, transportation de~ices with an electrodynamic sus-pension, i~ ~hich the systems of a linear synchronous motor and transverse stabilization, o~ an electrodynamic suspension and ., . - ~ .
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transverse stabilization, or a linear synchronous motor and an electrodynamic suspension are combined, do not provide complete combination of all three system~, for it is only some two systems that are combined.~ence, it is required to mount component parts of two different systems on the track bed and on the vehicle, which complicates the construction and assembling of transporta-tion devices and reduces their operating reliability.
~ `urthermore, in transportation devices with an electrodyna-mis suspension and linear synchronous motors, in which the sys-tems of a linear synchronous motor are combined with the systems of stabilization or suspension, there is a great number of elec-trical connections between active elements of the armature wind-ing. A great number of electrical connections complicates as-sembling of the device and reduces its operational reliability.
It is an ob~ect of the present invention to provide a traps-portation device with an electrodynamic suspension, which i8 sim-ple in design and easy in assembling.
Another object of the present invention is to provide a transportation device having an increased operational reliabili-ty by reducing a number o~ component elements and a number of electrical connections.
With these and other obaects in view, there is provided a transportation device with an electrodynamic suspension, com-prising a motor system, a suepension system, and a tran~verse stabilization system, the systems being provided with exciti~g coils mounted on a vehicle, and reactive buses of transverse stabilization, mounted along a track bed, and a three-phase arma-ture windlng horizontally mounted along the track bed and consist-: - , . .
ing of active portions of turns formed as plates up to one third of the armature winding~ pole pitch in width, and of end portions, wherein, according to the invention, the end portions of the three-phase armature winding are formed in two layers and made as rectangular plates mounted in parallel with the track axis, at least one layer of' the end portions being parallel to the exciting coils of transverse stabilization and the end portions being used as the reactive buses.
~ a~ing the three-phase armature winding with two-la~er end portions provides uniform length destribution of the plates of the end portions in a ~orm of two layers with small clearances between separate plates, and enables the end portions to be used as the reactive buses of the system of transverse stabilization, thus providing a reliable stabilization of the vehicle in the transverse direction.
~ aking the plates of the end portions rectangular and mount-in~ them in parallel with the track axis provide straight xeac-tive buses arranged along the track bed and formed by the plates of the end portio~s.
Combining the functions of the armature winding and reactive buses of transverse stabilization in the same elements of the track structure permits ma~imum simpli~ication of the track struc-ture due to integration of the armature winding o~ the linear synchronous motor with the reactive buses of the electrod~namic suspension and transverse stabilization.
Mounting at least one layer of the end portions parallel to the exciting coils of transverse stabilization is required to provide equal i~ magnitude but opposite directed forces of inter-- -,, .
, -action between the armature winding current flowing in the platesof the end portions and the oppositely directed currents in the lateral sides of the exciting coils o~ transverse stabilization.
If the second layer of the end portions therewith does not serve as a reactive bus of transverse stabilization, it must be mount-ed at such a distance from the exciting coils of transverse sta- -bilization that electromagnetic interaction between the armature winding current in that la~er and the exciting coils of transver-se stabilization may be neglected.
It is advisable to arrange the end portions of the three--phase armature winding in parallel planes.
The arra~gement of the armature winding end portions in pa-rallel pla~es provides electromagnetic interaction of the excit-ing windings of transver~e stabilization with both layers of the armature winding end portions, which results in an increase of the interaction force between the exciting coils and end portions and in improvement o~ stabilization rigidity.
~ he end portions of the three-phase armature winding may be inclined relative to the track bed.
Such construction of the e~d portions provides producing of the electromagnetic interaction forces directed transversally at an angle to the track bed. Said electromagnetic forces can be resolved into a vertical component en~ouraging an increase of levitation ~orces and a horizontal component providi~g transver-se stabilization of the vehicle.
~ 'he end portions of the three-phase armature winding may be inclined at an angle approximately equal to 90 degrees with respect to the track bed.
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Inclination of the end portions at an angle approximately equal to 90 degrees ~ith respect to the track bed provides ma-ximum of the ~orce o~ transverse stabilization of the vehicle.
The exciting coils of transverse stabilization may be mount-ed on the side of the like surfaces o~ the end portions.
~ ounting the excitin~ coils of trans~erse stabilization on the side of the like surfaces of the end portions pro~ideæ the least number of the exciting coils employed for stabilization, ~astening o~ the end portionæ to the track bed and mechanized snow removal therewith being ~acilitated, i~ the exciting coils are mounted on the side of outer surfaces of the armature wind-ing end portions. If the exciting coils are mounted on the side of inner sur~aces, it simpli~ie~ the vehicle construction and reduces it~ dimensions. According to the requireme~ts imposed upo~ the transportation devicej one may choose one of these ver-sions of mounting the e~citing coils relative to the armature winding end portions.
The exciting coils of transverse stabilization may be also mounted ~o as to surround the armature winding end portions on both ~ide~ thereof symmetrically, the exciting coils therewith should be connected in opposition.
The opposition of the exciting cGils and mou~ting the arma-ture winding end portions i~ the plane of symmetry o~ these coils pro~ide ab~ence o~ the magnetic flu2 traversing the end portions.
Such electrodynamic system is termed a zero flux system~
With this mutual arrangement of the exciting coils and end portions, electromagnetic interaction therebetween is eliminated, and hence, the vehicle beinB on the track axi~, decelerating for-_ 9 _ ces are not produced. Such mutual arrangement of the excitingcoils and end portions is possible only when the layers of the end portions are in maximum proximity to each other, and the dis-tance between the exciting coils surrounding the end portions exceeds the distance between the layers of the armature winding end portions at least ten times.
It is advisable that the exciting coils of transverse stabi-lization should symmetrically surround only the upper layers o*
the armature winding end portions. For example, when the distan-ce between the layers of the end portions is sufficiently large, with the exciting coils of transverse stabilizationi being mounted symmetrically relative to the outer surfaces of both layers of the end portions, these layers o~ the end portions may be ~ound at such a distance ~rom the neutral plane of the exciting coil magnetic fields that eddy currents will be constantly induced in the end portions, which will reduce the rigidity of vehicle trans-verse stabilization and cause parasite decelerating forces as the vehicle moves straightforward.
In these cases, the use of only the upper layer of the end portions as a raactive bus and its symmetric mounting between the exciting coils of transverse stabilization eliminate of the parasite decelerating force~ a~d increase the rigidity of vehicle transverse stabilization~
It is advisable besides two exciting coils of transverse stabilization, mounted simmetrically relative to the outer surfa-ces o~ both layers of the end portions, to mount additional exci-tin~ coils between the layers of the end portions in the plane of symmetry thereof, the end coils therewith must be connected in . . . . :
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opposition to the middle coil and mounted at such a distance the-refrom that the end portions are found in the neutral plane of the magnetic field of the adjacent coils.
Mou~ting the additional exciting coils between the layers of ~le end portions in the plane of symmetry thereof and connect-ing the last coils in opposition to the middle one cause an in-crease of the stabilizing force~
Mounting the end exciting coils at such a distance from the middle one that the end portions are found in the neutral pla~e of the magnetic field of the opposite connected excitiDg coils, makes it possible to form a double zero flux system, which pre-vents the production of decelerating forces as the vehicle moves straightforward, and increase~ the rigidity of its transverse stabilization.
It is possible to make openings in the end portions of the three-phase armature winding, which are used to form shorted cir-cuits. ~he openings must be located within the zones o~ project-ions of lateral sides of the exciting coils on the track bed at such a di~tance from the track axis that a total flux linkage produced by the inter,~ction of the exciting coil field with the ~horted circuits formed by means of the openings provided in the end portions i8 equal to zero.
Making the openings which are used to form the shorted cir-cuits, in the armature winding end portions within the zones of projections of lateral side~ of the exciting coils on the track bed provides location of the shorted circuits within the area of change in the directio~ of the normal component of the exciting coil magnetic flux, i.e. at the intersections of the curve of ,- . ~ .
- . , the normal component of the exciti.ng coil magnetic induction with the zero abscissa axis.
With this arrangement of the shorted circuits, each o~ them is traversed by the exciting coil magnetic fluxes directed upwards and downwards simultaneously~ When the vehicle is symmetric rela-tive to the track axis, the sum of the magnetic fluxes travers-ing the circuit upwards and downwards is equal to zero, the shorted circuit axis therewith being not coincident with the in-tersection of the curve of the normal. component of the exciting coil magnetic induction with the zero axis of absGissas (a zero point of the magnetic i~duction ~ormal component), since the cur-ve of the magnet^~c induction normal component is unsymmetric~al with respect to the zero poi~t, andtas known, the shorted cir-cuit is symmetric relativs to its own a~is.
The distance of the track axis to the zero point o~ the mag-netic induction normal component is chie~ly determined by two values: ~irstl~, by the distance between the exciting coils and the shorted circuits, i.e. by the clearance of the vehicle levi- :
tation (flight), and secondly, by the shape and number of excit-ing coil turns. ~urthermore, that distance to a le~ser extent depends on other secondary factors: availability of a screen between the exciting coils and the vehicle pas~enger compartment, magnetic permeability of vehicle and track materials and their homogeneity, etc.
~ or currently used levitation clearances with electrodyna-mic suspension in the ra~ge of 10 to 30 cm and for various exciting coil shapes~ the zero point of the magnetic induction normal component may deviate from the section vertical axes of - . , . . : - . . ~ . : . .
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the lateral sides of the exciting coils at a magnitude of 3 to 5 cm, yet remaining within the zone of projections of the late-ral sides of the exciting coils on ths track bed.
The amount of current excited in the shorted circuits, as the vehicle moves, iæ determined by the difference o~ the down-ward~ and upwards directed exciti~g coil magnetic fluxes travers-ing th~se circuits. With the total flux produced, current is excited in the shorted circuit. Interaction of this current with the exciting coil field causes an electromagnetic interaction force directed towards the vehicle. When the total ~lux is equal to zero, current is not induced in the shorted circuit, and, hen-ce, the electromagnetic interaction force is also equal to zero.
It should be noted that current in the shorted circuit is deter-mined not only by the exciting coil field within the zone o~
projection of which this circuit is disposed, but also by the ~ields of the other adjacent exciting coils, i.e. by the total flux linka~e o~ the circuit with all the exciting coils.
Maki~g the openings in the end portion~ of the three-phase armature winding at such a distance from the track axis that the total flux linkage of the exciting coil field with the shorted circuit~ formed by the openings in the end portions is equal to zero, provides absence of stabilizing and deceleratin~ forces, as the vehicle travels alon~ the track without deviations from it~ axis, and production of stabiliziDg ~orces, as the vehicle deviates from the track axis, which brings the vehicle back to the track axis.
It is advis~ble that the openings in the end portions of the three-phase armature winding should be ~ormed rectangular.
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Such a shape of the openings provides complete absence of current in the shorted circuits formed by these openings when the botal flux linkage of each circu~t with all the exciting coils is equal to zero. The autho~rs found that, when the shorted circuits of a variable width are used (such as of a circular or oval shape), var~i~g the distance between the axes of the track and the short-ed circuits, it is impossible to obtain such a position of the shorted circuits on the track bed that the sum of the magnetic fluxes directed upwards and downwards through each circuit should be completely equal to zero.
This derives ~rom the fact that, as mentioned hereinabove, to provide the current in the circuit e~ual to zero, it is ne-cessary to mount that circuit at different distances of its axis to the zero point according to the width of the shorted circuit.
When the circuit o~ a variable width i5 used, these distances will be different for a variety of sections of the circuit. As a result, it i~ impossible to select such a distance of the track axis to the axis of the shorted circuit of a variable width that the total flux li~kage of this circuit with all the exciting coils should be exactly equal to zero, and, consequently, elec~
tric currents are not induced in the circuit at all, and electro-magnetic forces of interaction with the exciting coils are not produced. It is only possible to select such a distance of the track axis to the shorted circuit axis that a minimum current is induced therein.
Since with the decrease of minimum value of the current in the shorted circuit, sensitivity o~ the arrangement for trans-- . ~ ' - : ........................ . . -, ~
verse stabilization is increased, the use of ~he shorted circuit of a rectangular shape is the most advisable.
One la~er of the end portions with the openings made therein may be displaced with respect to the other layer of the end por-tions in the direction perpendicular to the track a~is.
The displacement of one layer of the end portions with res-pect to the other layer ma~es it possible to use an additiona area ~ormed by this displacement as additional reactive buses of levitation system, an extra metal being not re~uired to form these additional reactive buses.
To ensure the openings in the armature winding end portions, with the end portion layers displaced with respect to each other, to be located within the zones of projections of lateral sides of the exciting coils on the track bed, it is required that the width of these openings should be considerably smaller than that one of the e~d portions, a maximum allowable width of the addi-tional reactive buses of the levitation system being proportional to the distance of the openings in the armature winding end por-tions to the spaced out~sides of these end portions.
~ he amount of displaceme~t of one layer of the armature win-din~ end pox~ions relative to the other one may exceed the width of the end portion plates, the openings in the end portions the-rewith must be formed only i~ one layer.
~ he displacement of one layer of the end portions in excess o~ the ~idth of the end portion plates provides utilization of all the areas of the end portion plates as the reactive buses.
In doi~g so, the openings must be formed only in one layer of the end portions, since the layers of the end portions in that - 15 ~
case do not overlap each other and the openingR in the end por-tions must be located within the zones of projections of lateral sides of the exciting coils of transverse stabilization on the track bed.
It is advisable to make each four end and four active por-tions of the armature winding turns of solid material.
Making a few active and end portions of the turns as similar armature winding elements of solid material reduce~ the number of electrical connections of the three~phase armature winding, formed in its assembling on the track bed, thu~ ~acilitating the assembling and increasing the operating reliability.
It should be noted that the similar elements of the armatu-re winding may include no ~ore than four active and four end por-tions to provide assembling of the three-phase single-layer ar-mature winding with double-layer end portions by means of such elements by sequential superimposing of the turns of each phase.
The proposed transportation device with an electrodynamic suspension and linear synchronous motors has an extremely simple trac~ structure requiring less expenses in its manu~acture and assembling and having a higher operating reliability, as compar-ed to other transportation devices of that kind.
Aforementioned and other ob~ects and advantages of the pro-posed invention will become more apparent upon consideration of the ~ollowing detailed description of its preferred embodiments taken in ~,onjunction with the accompanying drawings in which:
Fig. l is a schematic cross section~al view of a transporta-tion device and mutual arrangement o~ an exciting coil and arma-ture winding, according to the invention;
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~ ig. 2 is a diagrammatic representation o~ a three-phase a~mature winding,according to the invention;
Fig. 3 is a view of a phase element of the armature winding, according to the invention, ~ ig. 4 is a cross section~al view of a transportation de-vice with one-sided arrangement of the exciting coils of trans-verse stabilization with respect to the armature winding end portions,according to the invention;
~ ig. 5 is a cross section,al view of another embodiment of a transportation device with one-sided arrangement of the excit-ing coils of trans~erse stabilization with respect to the armatu-re winding end portions, according to the invention;
~ i~. 6 is a cros~ section~al view of still another embodi-ment of a transportation device with o~e-sided arrangement of the exciting coils of transverse stabilization with respect to the armature winding end portions,according to the invention;
~ ig. 7 is a cross section~al view yet another embodiment o~ a transportation device with two-sided arrangement of the exciting coils of transverse stabilization with respect to the armature winding end portions, according to the invention;
Fig. 8 is a cross section,al view a further embodiment of a transportation device with two-sided arrangement of the exciting coils of transverse stabilization with respect to the upper layer of the armature winding end portions, according to the invention;
~ ig. 9 is a cross section,al view o~ a transportation de-vice with three exciting coil~ of transverse stabilization on either side of the vehicle, according to the invention;
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Fig. 10 is a schematic cross section,al view of mutual arrang~ement of the exciting coils mounted on the vehicle and shorted circuits disposed on the track bed, and also a curve of distribution of the magnetic induction normal component of the exciting coil along the width of the track at the bed le-vel thereof, according to the inventionj Fig 11 is a view of a track structure of the transporta-tion device with openings provided in the end portions of the three-phase armature winding 9 according to the invention;
~ ig. 12 is another embodiment of the openings provided in the end portions of the three-phase armature winding, accord-ing to the invention~
Fig. 13 is another embodiment of the track structure of the transportation device with openings provided in the end portions of the three-phase armature winding, according to the invention, -and ~ ig. 14 i~ still another embodiment of the track structure of the tran~portation device with openings pro~ided in the end portions o~ the three-phase armature winding.
Referring now to the accompanying drawing~ and initially ~ he to ~ig. 1, transportation device with an electrodynamic suspen-sion and a linear synchronous motor comprises a track structure -I (Pig. 1) arranged on a track bed 2 and a vehicle 3 disposed above the track structure 1 and arranged symmetrically with res-pect to the longitudinal axis thereof.
Arranged on the vehicle 3 along the bottom thereof are exci-ting coils 4 of` a linear s~nchronou~ motor and of a suspensions of the vehicle 3, and exciting coils 5 of transverse stabiliza-.
... . . . . . . - . - .
. . .
- ~ - . -: , . :
- . . , . . .: : -- - . . . - :
- - , . . . . . . . . .. . .
. ' - ' '' " ''' ' ', " . ' ' ' : - ', ., , . . . . . . . . .. . ~ - .
tion of the vehicle 3. The windings of the exciting coils 4 and 5 are made of superconductive material, specifically of the Nb~i allo~. It is also possible to make the windings of the exciting coils 4 and 5 of other superconductive materials such as Nb3Sn, NbZr, etc. The exciting coils 4 of the linear synchronous motor and of the electrodynamic suspension of the vehicle 3 are mounted parallel to the track bed 2, and the exciting coils 5 for trans-~erse stabilization of the vehicle are mounted at ~n angle in the transverse direction to the track bed 2. The exciting coils 4 and 5 are secured inside a thermally insulated cry~stat (not shown in the drawing) and cooled by liquid helium. The exciting coils 4 and 5 are energized with direct current.
The track structure 1 represents a three-phase armature winding 6 (~ig~ 2) made according to the diagram of a single--layer wave winding with double-plane end portions. Each phase o~ the armature winding 6 consists of similar elemsnts 7 (~ig.3) fabricated by stamping. The elements 7 are made of high conduc-tive material, specifically an aluminium sheet. It is also pos-sible to make the elements 7 of other high conductive materials such as copper, brass, bronze, etc.
Making a few active and end portions of the turns as simi-lar armature winding elements of solid material reduces a number o~ electrical connections of the three-phase armature winding, formed when assembling the armature winding on the track bed, thus facilitating the assembly and increasing the device opera-tional reliability.
It should be noted that the similar elements of the armatu-re winding may include no more than four active portions and . : .
.. : . . . . . . - .
- . , . , . ............. . . - . . ..
. .. . . . . . .
four end portions to provide as~embling of the three-phase arma-ture winding with double-layer end portions by means of said ele-ments, by sequential superimposing o~ the turns of each phase.
The elements 7 contain four active portions 8 formed as plates and four end portions also formed as plates. ~nds 10 (~ig. 2) of the elements 7 of the same phase are interconnected by welding (not shown). Other connections o~ the elements of the same phase such as bolting, soldering, etc. are also possible.
~ he width of the plates of the active portions 8 is smaller than 1/3 of the pole pitch of the armature winding 6. The e~d portions 9 are formed in two layers. 'rhe upper layers 91 of the end portions 9 (Fig. 1) are mounted parallel to the exciting coils 5 of transverse stabilization, and the lower layers 92 f`
t~e end portions 9 are arranged horizontally on the track bed 2.
In that embodiment of the transportation device, only the upper layers 91 of the end portions 9 act as reactive buses for the sus-pension and transverse stabilization.
~ he exciting coils 4 taken in conjunction with the three--phase armature winding 6 (~ig. 2) make up a motor system, the exciting coils 4 (Fig. l) and the eleme~ts ? (Fig. 3) ma~e up a suspension system, while the exciting coils 5 (Fig. 1) used in comblnation with the end portions 9 make up a transverse stabi-lization s~stem.
Fig. 4 shows the embodiment of the transportation de~ice with an electrodynamic suspension, in which both the upper and the lower layers 91 and 92~ respectively, o~ the end portions 9 are mounted parallel to the exciting coils 5 o~ transverse sta-bilization.
.
_ 20 -There are possible embodiments of the device, in which the end portions 9 (Figs 5 to 9) of the armature winding 6 are nor-mal to the horizontal surface of the track bed 2.
Such an embodiment provides for maximum of the force of transverse stabilization.
~ he exciting coils 5 of transverse stabilization in these cases are mounted vertically on the vehicle 3.
In one embodiment, the exciting coils 5 are mounted on the outside of the end portions 9 (~`ig. 5), and in another embodi-ment, the exciting coils 5 (~ig. 6) are mounted on the inside of the end portions 9.
There is a possible embodiment in which two exciting coils 5 (Fig. 7) surround symmetrical b both layer~ of the end portions 9, the exciting coils 5 being connected in opposition. The oppo-site connection of the exciting coils 5 as well as the arrange-ment of the end portions 9 of the armature winding 6 in the pla-ne of symmetry of said coils lead~ to the absence of the magnetic ~lux traversing the end portions 9~
In another embodiment, the exciting coils 5 (~ig. 8) surround symmetrically the upper layer 91 of the end portions, are con-nected in opposition, and mounted at a distance therebetween smaller than one in the previouæ embodiment. ~his derives from the fact that one layer of the end portions 9 may be positioned exactly in the neutral plane of the magnetic fluxes of two excit-ing coils 5. ~he lower layer 92 of the end portions 9 is bent do~n-wards and does ~ot participate in transverse stabilization of the -vehicle, its width being smaller than that of the upper layer 91 .
. . ~
- ~ ,,..... . -., - :' .
, '. ," ~ ,~ . ~ -~3S~i~
There i5 still another embodiment of the transportationdevice, in which the end portions 9 (Fig. 9) are symmetrically surrounded by two exciting coils 5 of transverse stabilization on either ~ide thersof, and furthermore, the additional exciting coils 51 are mounted between the layers of the end portions 9 in the plane of their symmetry~ The exciting coils 5 surrounding the end portions 9 are co~nected in agreement and the middle coil 5~ is connected in opposition thereto, the end portions 9 being disposed in the neutral plane of the magnetic field of the adaacent coils 5 and 51.
There is another embodiment of the track structure 1 (Figs 10 and 11) in which the end portions 9 are disposed in a hori-zontal plane. Circular openings 11 are formed in both layers 91 and 92 of the end portion~ 9 and disposed withi~ the zones o~ projections of lateral sides 12 of the excitin~ coils 4 which act ~imultaneously a~ the exciting coils 5 of transverse stabili-zation. ~n exact location of the openings 11 in the upper layer 91 of the end portions 9 from the axis of the track bed 2 is de-termined by a curve 13 of distribution of the magnetic induction normal component o~ the exciting coil 4 over the track width at the level of location of the upper layer 91 of the end portions 9. ~hese ope~ings are arranged at such a distance ~rom the track a~is that an area 14 characterizing the magnitude of the upwards directed magnetic flux is equal to an area 15 characterizing the magnitude of the downward~ directed magnetic ~lux, the fluxes traversing every openings 11. In this case, a total flux linkage produced by the interaction of the field of the excit-ing coil~ 5 with shorted circuits formed by mean~ o~ the ope-ni~gs ll provided in the end portions 9 is equal to zero.
. ~ - . - - . . - . . - - , ~:
: . . ~ . . . ~,. .
22 ~ 5~ ~
An exact location of the openings 11 in the lower layer 92 of the end portions 9 from the axis of the track bed 2 is de-termined by a curve (not shown~ of distribution of the magnitude of the magnetic induction normal component of the exciting coil 4 over the track width at the level of location of the lower layer 92 of the end portions 9 on the trac~ bed 2. The distance from the track axis to the openings 11 in the lower layer 92 f the end portions 9 is chosen so as to obtain the magnitudes of the magnetic fluxes directed upwards and downwards through the openings 11, equal to each other.
Another version of making the ope~ings 11 in the end por-tions 9 of the armature winding 6 is shown in ~ig. 12 in which similar element~ are indicated by the same re~erence numerals.
In that version the opening 11 are formed rectangular.
In another embodiment of the trac~ structure the lower lay-er 92 of the end portions 9 (~ig. 13) of the armature winding 6 is displaced in the transverse directioh relative to the upper layer 91~ but in doing so, the openings II formed in both layers 91 and g2 of the end portions 9 remain one above the other within the zones of projections of the lateral sides 12 of the exciting coils, and their exact location in the end portions 9 is defined by the co~dition of absence of the total magnetic flux through the openings II.
Still another embodiment of the track structure I is shown in ~ig. 14. In that embodiment of the trac~ structure the lower layer 92 of the end portions 9 is displaced relative to the pla-tes of the upper layer 91 f the end portions 9 at a distance exceeding the width of the plates, and the openings II are formed only in the upper layer 91 of the end portions 9.
,~ .~. . ,, . ~
- 23 - ~ 5~
The proposed transportation device with an electrodynamic suspension operates as ~ollows.
I~teraction of the magnetic field of the exciting coils 4 of the linear synchronous motor, mounted on the vehicle 3, with variable frequency current supplyed to the armature winding 6 provides a required propulsive force.
As the speed o~ the vehicle 3 increases, the magnetic fields of the exciting coils 4 o~ the linear synchronous motor and electrodynamic suspension and o~ the exciting coils 5 o~
transverse stabilization induce eddy currents in the plates of the active portions 8 and end portions 9 of the armature winding 6, arranged along the track bed 2. Interaction forces between the magnetic fields o~ the exciting coils 4 of the linear syn-chronous motor and the eddy currents in the plates of the active portion~ 8 of the armature winding are directed upwards, and elec-tromagnetic interaction forces between the exciting coils 5 of transverse stabilization and the eddy currents in the plates of the end portions 9 are directed at an angle to the vehicle with respect to the track bed 2 and may be resPlved into a vertical component and a horizontal one. The horizontal component is ap-plied to the vehicle 3 in the transverse direction and intended to stabilize vehicle movement. With the vehicle speed of 50 to 80 kms/hr, the electromagnetic interaction force applied to the vehicle 3 in the vertical direction is starting to lift the ve-hicle 3, and with a travelling speed it moves at a predetermined levitation o~arance above the track bed 2. The levitation clea-rance is determined by a current intensity and number of turn~
in the exciting coils 4 and 5 and by electric conductivity and dime~sions o~ the reactive buses.
. . .. .
, .
.. . . ~ .
- 2~ -With deviations of the vehicle 3 from the track axis, as the excitin~ coils 5 of transverse stabilization mounted on the vehicle at an inclination approach to the end portions 9 mounted parallel thereto on the track bed 2 (~igs 1 and 4 to 6), the opposite directed transverse component of electromagnetic inter-action forces is sharply increased bringing the vehicle back in-to the position symmetric to the track axis.
In the embodiments of the transportation device with an electrodynamic suspension and a linear s~nchronous motor, shown in ~igs 5 to 9, in which the end portions 9 are rotated relati-ve to the longitudinal axis through 90 degrees, the electromag-netic interaction forces between the e~citing coils 5 of trans-verse stabilization and the end portions 9 of the armature wind-ing 6 are disposed in the plane parallel to the track bed 2 and do not participate in production of the levitation force.
In the embodiments of the transportation device~ shown in ~ig~ 5 and 6, these electromagnetic interaction forces, as the vehicle 3 moves, act constantly, and transverse stabilization of the vehicle 3 is perfo~med due to a sharp increase of repul-sive forces between the exciting coils 5 of transverse stabili-zation and the end portions 9 as they are brought closer toget-her when the vehicle 3 deviates from the track axis.
In the embodiments of the transportation device with an electrodynamic suspension and a linear synchronous motor, shown i~ Figs~ 7 to 9, in which transveræe stabilization of the vehic-le 3 is performed according to a zero flux scheme, as the vehic-le 3 moves straight along the track axis, eddy currents in the end portions 9 of the armature winding 6 are not practically .. . . .. .. - , . . . .
- .. .. . . .......... , - .
- . . - - ~ .
.: ; - . ::
. - . ~ ' induced since the end portions 9 are located in the neutral of' the opposite connected exciting coils 5. Upon deviation of the ,, vehicle 3 from the track axis, the end portions 9 move away ~rom the neutral of the opposite connected exciting coils 5 and eddy currents are induced in the plates of' the end portions 9. In-teraction of the eddy currents with the field of the exciting coils produces a repulsive force which brings the vehicle 3 back into the position symmetric to track axis.
When the reactive buses of' transverse stabilization are made as the end portions 9 (~ig. 10) with the openings 11 used to form the shorted circuits, the transportation device operates as follows.
As the vehicle moves along the track axis, the magnetic field of` the exciting coils 5, The di'stribution of the magnetic induction norma,,l component of which over the track width being characterized by the curve 13, induces a total emf in the shorted circuits formed by the circular openings II, close to zero. In that case the area 14 characterizing the magnitude o~ the magne-tic flux directed upwards is ver~ close to the area 15 charac-teriæing the magnitude of the magnetic ~lux directed downwards, which fluxes traversing each circuit. With the openings II form-ing the shorted circuits being made rectangular in the end por- -tions 9, when the vehicle 3 is on the track axis, the areas 14 and 15 are equal and the forces of` electromagnetic interaction o~ the exciting coils 5 with each shorted circuit are not pro-duced.
When the vehicle 3 deviates f'rom the track axis, the excit-ing coils 5 are displaced in the transverse direction with res-..
. .
- 26 ~
pect to the shorted circuits formed by means of the openings II, the areas 14 and 15 becoming unequal, as a result of which the total magnetic flux traversing the shorted circuit3 is produced.
~he resultant magnetic flux induces in the shorted circuits an em~, thus causing Gurrent therein. Interaction o~ the current in the shorted circuits with the magnetic field of the exciting coils ~ causes stabilizing ~orces bringing the vehicle 3 back to the track axis.
When the upper and lower la~ers 91 and 92 of the end por-tionæ are spaced from each other (~igs 13 and 14), the exciting coils 4 of the linear synchronous motor and electrodynamic sus-pension, mounted on the vehicle 3, induce eddy currents not only in the plates of the active portions 8 and end portions 9 of the upper layer, but also in the plate of the end portions 9 of the lower layer pulled out from undsr the upper one. Interaction forces between the magnetic fields of the exciting coils 4 of the linear synchronous motor and the edd~ currents in the plates of the end portio~s 9 of the lower layer represent additional for-ces improving levitation.
While particular embodiments of the present invention have been shown and described, variouæ modifications thereof will be apparent to those ~illed in the art, and therefore it is not in-tended that the invention be limited to the disclosed embodiments or to the details thereof and the departure~ may be made there-from within the spirit and scope of the present invention as set forth in the appended claims.
- . . . . .
- - - . - .
In the embodiments of the transportation device with an electrodynamic suspension and a linear s~nchronous motor, shown in ~igs 5 to 9, in which the end portions 9 are rotated relati-ve to the longitudinal axis through 90 degrees, the electromag-netic interaction forces between the e~citing coils 5 of trans-verse stabilization and the end portions 9 of the armature wind-ing 6 are disposed in the plane parallel to the track bed 2 and do not participate in production of the levitation force.
In the embodiments of the transportation device~ shown in ~ig~ 5 and 6, these electromagnetic interaction forces, as the vehicle 3 moves, act constantly, and transverse stabilization of the vehicle 3 is perfo~med due to a sharp increase of repul-sive forces between the exciting coils 5 of transverse stabili-zation and the end portions 9 as they are brought closer toget-her when the vehicle 3 deviates from the track axis.
In the embodiments of the transportation device with an electrodynamic suspension and a linear synchronous motor, shown i~ Figs~ 7 to 9, in which transveræe stabilization of the vehic-le 3 is performed according to a zero flux scheme, as the vehic-le 3 moves straight along the track axis, eddy currents in the end portions 9 of the armature winding 6 are not practically .. . . .. .. - , . . . .
- .. .. . . .......... , - .
- . . - - ~ .
.: ; - . ::
. - . ~ ' induced since the end portions 9 are located in the neutral of' the opposite connected exciting coils 5. Upon deviation of the ,, vehicle 3 from the track axis, the end portions 9 move away ~rom the neutral of the opposite connected exciting coils 5 and eddy currents are induced in the plates of' the end portions 9. In-teraction of the eddy currents with the field of the exciting coils produces a repulsive force which brings the vehicle 3 back into the position symmetric to track axis.
When the reactive buses of' transverse stabilization are made as the end portions 9 (~ig. 10) with the openings 11 used to form the shorted circuits, the transportation device operates as follows.
As the vehicle moves along the track axis, the magnetic field of` the exciting coils 5, The di'stribution of the magnetic induction norma,,l component of which over the track width being characterized by the curve 13, induces a total emf in the shorted circuits formed by the circular openings II, close to zero. In that case the area 14 characterizing the magnitude o~ the magne-tic flux directed upwards is ver~ close to the area 15 charac-teriæing the magnitude of the magnetic ~lux directed downwards, which fluxes traversing each circuit. With the openings II form-ing the shorted circuits being made rectangular in the end por- -tions 9, when the vehicle 3 is on the track axis, the areas 14 and 15 are equal and the forces of` electromagnetic interaction o~ the exciting coils 5 with each shorted circuit are not pro-duced.
When the vehicle 3 deviates f'rom the track axis, the excit-ing coils 5 are displaced in the transverse direction with res-..
. .
- 26 ~
pect to the shorted circuits formed by means of the openings II, the areas 14 and 15 becoming unequal, as a result of which the total magnetic flux traversing the shorted circuit3 is produced.
~he resultant magnetic flux induces in the shorted circuits an em~, thus causing Gurrent therein. Interaction o~ the current in the shorted circuits with the magnetic field of the exciting coils ~ causes stabilizing ~orces bringing the vehicle 3 back to the track axis.
When the upper and lower la~ers 91 and 92 of the end por-tionæ are spaced from each other (~igs 13 and 14), the exciting coils 4 of the linear synchronous motor and electrodynamic sus-pension, mounted on the vehicle 3, induce eddy currents not only in the plates of the active portions 8 and end portions 9 of the upper layer, but also in the plate of the end portions 9 of the lower layer pulled out from undsr the upper one. Interaction forces between the magnetic fields of the exciting coils 4 of the linear synchronous motor and the edd~ currents in the plates of the end portio~s 9 of the lower layer represent additional for-ces improving levitation.
While particular embodiments of the present invention have been shown and described, variouæ modifications thereof will be apparent to those ~illed in the art, and therefore it is not in-tended that the invention be limited to the disclosed embodiments or to the details thereof and the departure~ may be made there-from within the spirit and scope of the present invention as set forth in the appended claims.
- . . . . .
- - - . - .
Claims (13)
PROPERTY OR PRIVLEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. A transportation device with an electrodynamic suspen-sion, comprising a vehicle adapted for moving along a track bed, exciting coils of motor, exciting coils of suspension, and excit-ing coils of transverse stabilization, said coils being each mounted on said vehicle, and a three-phase winding mounted hori-zontally along said track bed and consisting of active portions of turns formed as plates up to one third of the pole pitch of said three-phase winding in width, and of end portions made as rectangular plates formed in two layers and arranged in parallel with the track axis, at least one layer of said end portions be-ing mounted parallel to said exciting coils of transverse stabi-lization, said three-phase winding and said exciting coils of mo-tor forming a linear synchronous motor, and said end portions being used as reactive buses of transverse stabilization of said transportation device.
2. A transportation device as claimed in Claim 1, wherein said end portions of said three-phase winding are disposed in parallel planes.
3. A transportation device as claimed in Claim 1, wherein said end portions of said three-phase winding are inclined with respect to said track bed.
4. A transportation device as claimed in Claim 3, wherein the angle of inclination of said end portions of said three--phase winding is aproximately equal to 90 degrees.
5. A transportation device as claimed in Claim 1, wherein said exciting coils of transverse stabilization are mounted on the side of like surfaces of said end portions.
6. A transportation device as claimed in Claim 1, wherein said end portions are symmetrically surrounded on both sides thereof by said exciting coils of transverse stabilization con-nected in opposition.
7. A transportation device as claimed in Claim 6, wherein said upper layer of said end portions is symmetrically surrounded on both sides thereof by said exciting coils of transverse stabi-lization.
8. A transportation device as claimed in Claim 6, wherein additional exciting coils of transverse stabilization are mounted between said layers of said end portions in the plane of symmetry thereof, said additional exciting coils being connected in oppo-sition to said exciting coils surrounding said end portions and being spaced at such a distance therefrom that said end portions are found in the neutral plane of the magnetic field produced by said adjacent coils.
9. A transportation device as claimed in Claim 1, which is further provided with shorted circuits disposed along said track bed and formed by means of openings made in said end portions of said three-phase winding, said shorted circuits being disposed within the zones of projections of lateral sides of said exciting coils on said track bed and being spaced at such a distance from the track axis that a total flux linkage produced by the interac-tion of the field of said exciting coils with said shorted cir-cuits formed by means of said openings in said end portions is equal to zero.
10. A transportation device as claimed in Claim 9, wherein said openings in said end portions are made rectangular.
11. A transportation device as claimed in Claim 9, wherein one said layer of said end portions is displaced with respect to said other layer in the direction perpendicular to the track axis.
12. A transportation device as claimed in Claim II, wherein the displacement of one layer of said end portions with respect to the other layer exceeds the width of said plates of said end portions, said openings being made only in one layer of said end-portions.
13. A transportation device as claimed in Claim 1, wherein each four end portions and four active portions of the turns of said winding are made of solid material.
Applications Claiming Priority (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| SU2552667 | 1977-12-12 | ||
| SU772552667A SU906122A1 (en) | 1977-12-12 | 1977-12-12 | Vehicle with electrodynamic suspension and linear synchronous motor |
| SU782581699A SU941231A1 (en) | 1978-02-20 | 1978-02-20 | Track apparatus for vehicle with electrodynamic suspension and linear synchronous motor |
| SU2581699 | 1978-02-20 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1113555A true CA1113555A (en) | 1981-12-01 |
Family
ID=26665650
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA317,761A Expired CA1113555A (en) | 1977-12-12 | 1978-12-12 | Transportation device with an electrodynamic suspension |
Country Status (4)
| Country | Link |
|---|---|
| CA (1) | CA1113555A (en) |
| DE (1) | DE2853489C2 (en) |
| FR (1) | FR2411500A1 (en) |
| GB (1) | GB2012495B (en) |
Families Citing this family (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3823978A1 (en) * | 1988-07-15 | 1990-01-18 | Skf Linearsysteme Gmbh | LINEAR GUIDE FOR PRECISION MACHINES |
| GB2383473A (en) * | 2001-12-22 | 2003-06-25 | Robert Charles Knowlton | Dual linear induction motor propulsion arrangement |
| GB0617989D0 (en) | 2006-09-13 | 2006-10-18 | Denne Phillip R M | Improvements in electrical machines |
| GB2449871A (en) * | 2007-06-05 | 2008-12-10 | John Stuart Hyslop | Track assembly and magnetic levitating train |
| EP3470925A1 (en) | 2017-10-11 | 2019-04-17 | ASML Netherlands B.V. | Positioning device, magnetic support system and lithographic apparatus |
| CN108045265B (en) * | 2018-01-10 | 2023-06-20 | 西南交通大学 | Forced centering suspension frame of maglev train and track structure thereof |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4820215B1 (en) * | 1969-09-11 | 1973-06-19 | ||
| JPS5619199B2 (en) * | 1972-03-28 | 1981-05-06 | ||
| DE2607261A1 (en) * | 1976-02-23 | 1977-08-25 | Siemens Ag | Magnetic induction supported train - with track loops joined at equipotential points to form differential coils for lateral stability |
| SU624807A1 (en) * | 1976-07-12 | 1978-09-25 | Физико-Энергетический Институт Академии Наук Латвийской Сср | Route device for high-speed ground-supported transportation means with electrodynamic suspension and synchronous linear motor |
-
1978
- 1978-12-12 CA CA317,761A patent/CA1113555A/en not_active Expired
- 1978-12-12 DE DE2853489A patent/DE2853489C2/en not_active Expired
- 1978-12-12 FR FR7834946A patent/FR2411500A1/en active Granted
- 1978-12-12 GB GB7848158A patent/GB2012495B/en not_active Expired
Also Published As
| Publication number | Publication date |
|---|---|
| GB2012495B (en) | 1982-12-22 |
| DE2853489C2 (en) | 1982-09-09 |
| FR2411500B1 (en) | 1981-10-23 |
| DE2853489A1 (en) | 1979-07-05 |
| FR2411500A1 (en) | 1979-07-06 |
| GB2012495A (en) | 1979-07-25 |
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