CA2042406A1 - Rail for a magnetic levitation vehicle - Google Patents
Rail for a magnetic levitation vehicleInfo
- Publication number
- CA2042406A1 CA2042406A1 CA002042406A CA2042406A CA2042406A1 CA 2042406 A1 CA2042406 A1 CA 2042406A1 CA 002042406 A CA002042406 A CA 002042406A CA 2042406 A CA2042406 A CA 2042406A CA 2042406 A1 CA2042406 A1 CA 2042406A1
- Authority
- CA
- Canada
- Prior art keywords
- rail
- track
- railhead
- rail according
- fastened
- 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.)
- Abandoned
Links
Classifications
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B25/00—Tracks for special kinds of railways
- E01B25/30—Tracks for magnetic suspension or levitation vehicles
- E01B25/32—Stators, guide rails or slide rails
Abstract
ABSTRACT
In magnetic levitation vehicles, the supporting and driving forces are generated by a long stator on the track and permanent magnets on the vehicle. The underside of a rail serves for the attachment of the long stator; the rail further makes available two oppositely disposed horizontal running surfaces for pairs of spacer rollers on the vehicle and a vertical running surface for lateral guide rollers on the vehicle. For a particularly simple and inexpensive production of the rail it is proposed to make the one end section of the railhead of the rail the horizontal running surfaces and a lateral guide profile fastened to the under-side of the railhead the vertical running surface (Figure 3).
In magnetic levitation vehicles, the supporting and driving forces are generated by a long stator on the track and permanent magnets on the vehicle. The underside of a rail serves for the attachment of the long stator; the rail further makes available two oppositely disposed horizontal running surfaces for pairs of spacer rollers on the vehicle and a vertical running surface for lateral guide rollers on the vehicle. For a particularly simple and inexpensive production of the rail it is proposed to make the one end section of the railhead of the rail the horizontal running surfaces and a lateral guide profile fastened to the under-side of the railhead the vertical running surface (Figure 3).
Description
20~2406 SPECIFICATION
The invention relates to a rail as defined in the preamble of claim 1. Such a rail has obviously been employed by the f,irm AEG-Magnetbahn GmbH in the maglev commuter train system in Berlin.
The obviously prior art maglev commuter train system employs primarily elevated tracks which are composed of individual prefabricated track elements. These track elements are configured as single field carriers or as multiple field carriers. The vehicles of this commuter train system travel over this track without the danger of derail-ment and are based on the following operational principle:
by way of permanent magnets fastened to height adjustable magnet carrier strips on both longitudinal sides of a rectangular vehicle undercarriage frame, the vehicle weight is dissipated substantially as a load distributed over the surface area through the rails to the supporting structure of the track. In order to stabilize the actually unstable state between magnets and rails and to avoid a complete interrup-tion of the magnetic attraction forces but also maintain a minimum air gap, a residual load of the vehicle weight is transferred by way of guide and spacer rollers running on the '' , . ': ' ' . ' . ' ' ' " ' ~
. ' ~ ., ~ ' ' ' 20~2406 rails. The distance, that is, the air gap between the surfaces of the permanent magnets of the vehicle undercar-riage and the rails and the surfaces of the long stator fastened to the rail is regulated as a function of the respective vehicle weight (static and dynamic loads). The vehicle is driven by the cooperation of the permanent magnets of the vehicle undercarriage with the traveling electrical field of the long stator on the track (linear motor drive).
As can be seen from the cross-sectional view of the track of the obviously prior art commuter traffic system shown in Figure 1, the track elements are composed of two mutually parallel track carriers 21 which are connected with one another by way of transverse connectors 12. The trans-verse connectors 12 are structurally arranged at such a depth that an upwardly open trough appears as the cross section of the track. On both sides of the track carriers, rails 13 are fastened in the longitudinal direction. Rails 13 form a functional component of the track and serve to support, guide and drive the magnetic levitation vehicles.
As further evident from Figure 1, the track is configured as a completely welded structure in which a railhead 131 is welded at a right angle to the ends of each track carrier 11, with a specially developed and fastened supporting and guide :- :- : . -""
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20~2406 angle rail 132 being welded to the end faces of the railhead.
For reasons of its supporting and driving function, riding comfort and wear of the guide and spacer rollers, high tolerance demands must be placed on the supporting structure which is connected with high and expensive manufacturing efforts. For example, the railheads 131, particularly if the track curves, must be burnt with great accuracy out of steel plates. Additionally, the angle rails 132 are relatively thin and thus bendably soft so that their ends yield under the vehicle load which results in comfort reducing jolts and adversely affects the service life of the guide and spacer rollers.
In view of this, it is the object of the invention to create a rail of the above-mentioned type which, in spite of high tolerance requirements for the supporting structure, can be manufactured more easily and less expensively and which, although of a comparable weight, additionally exhibits fewer elastic deformations from the vehicle load, particular-ly in the region of the rail joints.
This is accomplished according to the invention by the characterizing features of patent claim 1.
-~ 20~2406 Advantageous features and modifications of the rail according to the invention will become evi~ent from patent claims 2 to 19.
The invention is based on the consideration that, with respect to economical industrial prefabrication of the complete rails including their railhead, lateral guide profile and long stator components, a track structure is provided which permits a change in manufacturing technology from the customary, relatively rough supporting structure to a precise structural unit. The invention does without complicated special angle rails which pose engineering problems and instead uses the railhead of the rail which is employed in any case and which is supplemented by a lateral guide profile fastened to the underside of the railhead to serve as the vertical travel rail. The long stator is fastened to the underside of the railhead preferably not by the conventional welded connection but with the aid of a screw connection. The screwable long stator offers con-siderable advantages for the operation of a commuter traffic system particularly for reasons of being more easily repaired and maintained. If the rail according to the invention, which is configured as a functional unit, is damaged it is not necessary to exchange the entire track element. If ::: ~ . : . . . :: .
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necessary, the encasing of the long stator, which is neces-sary in the conventional welded method of fastening the long stator in order to avoid crevice corrosion, may also be omitted. The sufficient thickness of the railhead employed as the rail permits the configuration of a simple, form-locking connection at the joints with the aid of slide pins that are introduced into the respective upper face of the adjoining railheads. In this way, a level and thus jolt-free transition can be ensured at the ends of the rails. The rails which are preferably fastened in the track carrier as deeply as possible result in greater rigidity of the track structure which, in turn, leads to a reduction of traveling and drive noises since it reduces vibrations. In addition, the structural configuration with the deep-set track profile brings considerable advantages for the realization of a simple, cost-effective switch which, for compatibility with existing commuter traffic systems may possibly be equipped with a passively driven center switch member (frog) which supports the vehicle by way of magnetic forces. This center switch member, composed of two structurally interconnected rails, is mounted around a pivot point or more precisely, a displacement point. The switch frog is set for the desired direction of travel by means of a conventional switch drive.
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PCT/EP90~01598 The reduction in track height due to the low lying track profile leads to considerable savings of material particular-ly in track sections that are embedded in ballast in tunnels or on bridges.
With the aid of the rail according to the invention, functional, manufacturing and operational advantages can be realized over the obviously prior art maglev commuter train system, leading to a significant reduction in costs.
The invention will now be described in greater detail with reference to embodiments thereof that are illustrated in the drawing figurès. It is shown in:
Fig. 2, a cross-sectional view of the low lying track profile of a maglev commuter train system;
Fig. 3, a cross-sectional view of one of the two rails of the track profile according to the inven-tion as shown in Figure 2; and Fig. 4, a cross-sectional view of the fastening means of the rail according to Figure 3 at the supporting structure of the track.
As can be seen in Figure 2, the track profile shown there includes two mutually parallel track carriers 21 in the form of a double-T profile whose lower, inwardly oriente,d base is reconfigured into a box profile 24. Each box profile .
20~2~0~
serves as a support for a rail 23 according to the invention which is connected with the respective track carrier 21 or, more precisely, with its box-shaped profile 24.
As can be seen in detail in Figure 3, each rail 23 is S composed of a railhead 31 on* whose free end projecting inwardly toward the track profile forms an upper running surface 311 and a lower running surface 312 for the non-illustrated guide and spacer rollers of the undercarriage of the above-described magnetic levitation vehicle. A lateral guide profile is fastened to the underside of railhead 31 -offset relative to its free end - preferably at a right angle. The surface of this lateral guide profile forms the running surface 321 for the track guidance of the undercar-riage and its vertical rollers within the maglev train track. ~ailhead 31 is composed of a rectangular steel profile having a thickness of at least 30 mm, a width of about 500 to 600 mm and a length which is adapted to the respective length of the individual supporting structure elements. Railhead 31 may be straight in its longitudinal extent or appropriately bent for horizontal curves. In transitional sections of the track where the track goes *Translator's note: appears as such in the Ger~an text.
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uphill or downhill, the railhead is also bent concavely or convexly about its transverse axis.
The connection of the railhead 31 with longitudinal carriers 21 of the supporting structure is effected by a weld connection or, as shown in Figure 4, by a special screw connection. The height position of rail 23 is selected so that a minimum distance is maintained from transverse connectors 22 (Figure 2) between longitudinal carriers 21.
The running surfaces 311 and 312 formed by railhead 31 at its free ends and the running surface 321 formed by the interior surface of lateral guide profile 32 may be worked further after installation in order to reduce waviness. The ends of adjoining railheads 31 may be provided with form-locking connecting elements, particularly sliding pins, which are displaceably mounted in associated longitudinal bores in the end faces of the adjacent railheads 31. The lateral guide profile 32 for guiding the track of the magnetic levitation vehicles by means of the horizontal rollers on its undercarriage also has a rectangular cross section, as shown in Figure 3, and is preferably welded at a right angle to the underside of railhead 31.
Between the longitudinal track carriers 21 and the lateral guide profile 32 of the associated rail 23, a long ~: ., ; ' . ~ ~ . . .; ,, . . . ,,. -; . : ... : ~" , . :
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-stator 33 is fastened to the underside of the railhead 31, in particular, screwed on with the aid of angle rails 25 as shown in Figure 3. Long stator 33 is composed of sheet metal packets which are bundled in the longitudinal direction and whose individual metal sheets are insulated while the entire sheet metal packet is coated with an elastic insulating material. The downwardly oriented face of each long stator 33 must be oriented very precisely in parallel with the upper running surface 311 of the railhead 31 so that a uniform air gap is ensured between the long stator and the non~
lustrated permanent magnets of the undercarriage of the magnetia levitation vehicle which must be guided in parallel therewith.
As already mentioned, track carriers 21 are either, steel carriers or concrete carriers with steel reinforcements and steel coverings. If concrete carriers are employed, the fastening structure shown in Figure 4 between rail 23 and concrete track carrier 21 is preferably suitable. In this case, a metal anchor plate 41 is fixed to, for example, cast into a horizontal platform (which may be a component of the box profile 24 shown in Figure 2) of concrete track carrier 21. The free upper face of anchor plate 41 is proYided with a spherical cap-shaped rounded portion and has a length, for .
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` 2042~0~
PCT/EP90/01598 :
example, of about 150 to 200 mm. The flange-shaped regions at both sides of the spherical cap-shaped rounded portion are welded to fastening pins 45 which project vertically upward.
An adjustment rocker 43 is placed onto anchor plate 41 and is provided with a spherical cap-shaped recess which corresponds to the spherical cap-shaped rounded portion of the anchor plate. Rocker 43 is provided with corresponding passage bores for the passage of pins 45. Due to its spherical cap-shaped support on anchor plate 41, adjustment rocker 43 is able to tip down on both sides relative to the anchor plate and track carrier 21, thus compensating for deviations from the horizontal on the part of track carrier 21. By using different thicknesses, rocker 43 further permits a height adaptation in the case of dimensional inaccuracies. The end 15 section 46 of railhead 31 of rail 23 is placed onto adjust-ment rocker 43, with end section 46 passing through appropriate passage bores in pins 45. By means of an adjusting gauge, rail 23 is aligned with the oppositely disposed rail of the track profile, with this alignment possibly being effected in the longitudinal and transverse directions as well as in height and slope. Upon completion ; of the alignment of rail 23, rail 23 is fixed by means of fastening nuts 44 which are screwed onto the ends of .
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, 204240~
fastening pins 45. The adjustment elements composed of components 41, 43, 44 and 45 are fastened to the supporting structure at longitudinal intervals and form support points for the rail 23 fastened thereto; in order to reduce noise, a damping layer may be provided between each anchor plate 41 and the associated adjustment rocker 43.
The length of the track carriers 21 shown in Figure 2 is selected so that the upper, free ends of track carriers 21 project over the rails attached thereto at approximately the illustrated ratio so that current rails and/or line conduc-tors can be fastened to the vertical flanks of one of the two parallel track carriers 21 in the region above the respective rail 23. The illustrated height of track carriers 21 cor-responds to the given height for an elevated construction.
In the case where the track carriers 21 are embedded in ballast in tunnels or on bridge structures, the height of track carriers 21 can be reduced, relative to the height shown in Figure 2, down to the fastening location of rails 23 without this worsening the strength of the track profile.
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The invention relates to a rail as defined in the preamble of claim 1. Such a rail has obviously been employed by the f,irm AEG-Magnetbahn GmbH in the maglev commuter train system in Berlin.
The obviously prior art maglev commuter train system employs primarily elevated tracks which are composed of individual prefabricated track elements. These track elements are configured as single field carriers or as multiple field carriers. The vehicles of this commuter train system travel over this track without the danger of derail-ment and are based on the following operational principle:
by way of permanent magnets fastened to height adjustable magnet carrier strips on both longitudinal sides of a rectangular vehicle undercarriage frame, the vehicle weight is dissipated substantially as a load distributed over the surface area through the rails to the supporting structure of the track. In order to stabilize the actually unstable state between magnets and rails and to avoid a complete interrup-tion of the magnetic attraction forces but also maintain a minimum air gap, a residual load of the vehicle weight is transferred by way of guide and spacer rollers running on the '' , . ': ' ' . ' . ' ' ' " ' ~
. ' ~ ., ~ ' ' ' 20~2406 rails. The distance, that is, the air gap between the surfaces of the permanent magnets of the vehicle undercar-riage and the rails and the surfaces of the long stator fastened to the rail is regulated as a function of the respective vehicle weight (static and dynamic loads). The vehicle is driven by the cooperation of the permanent magnets of the vehicle undercarriage with the traveling electrical field of the long stator on the track (linear motor drive).
As can be seen from the cross-sectional view of the track of the obviously prior art commuter traffic system shown in Figure 1, the track elements are composed of two mutually parallel track carriers 21 which are connected with one another by way of transverse connectors 12. The trans-verse connectors 12 are structurally arranged at such a depth that an upwardly open trough appears as the cross section of the track. On both sides of the track carriers, rails 13 are fastened in the longitudinal direction. Rails 13 form a functional component of the track and serve to support, guide and drive the magnetic levitation vehicles.
As further evident from Figure 1, the track is configured as a completely welded structure in which a railhead 131 is welded at a right angle to the ends of each track carrier 11, with a specially developed and fastened supporting and guide :- :- : . -""
- - :.,. " .. ,-.. ~ , . . . . .. .
- .: . ::
- -: .. ~ ,: ::
20~2406 angle rail 132 being welded to the end faces of the railhead.
For reasons of its supporting and driving function, riding comfort and wear of the guide and spacer rollers, high tolerance demands must be placed on the supporting structure which is connected with high and expensive manufacturing efforts. For example, the railheads 131, particularly if the track curves, must be burnt with great accuracy out of steel plates. Additionally, the angle rails 132 are relatively thin and thus bendably soft so that their ends yield under the vehicle load which results in comfort reducing jolts and adversely affects the service life of the guide and spacer rollers.
In view of this, it is the object of the invention to create a rail of the above-mentioned type which, in spite of high tolerance requirements for the supporting structure, can be manufactured more easily and less expensively and which, although of a comparable weight, additionally exhibits fewer elastic deformations from the vehicle load, particular-ly in the region of the rail joints.
This is accomplished according to the invention by the characterizing features of patent claim 1.
-~ 20~2406 Advantageous features and modifications of the rail according to the invention will become evi~ent from patent claims 2 to 19.
The invention is based on the consideration that, with respect to economical industrial prefabrication of the complete rails including their railhead, lateral guide profile and long stator components, a track structure is provided which permits a change in manufacturing technology from the customary, relatively rough supporting structure to a precise structural unit. The invention does without complicated special angle rails which pose engineering problems and instead uses the railhead of the rail which is employed in any case and which is supplemented by a lateral guide profile fastened to the underside of the railhead to serve as the vertical travel rail. The long stator is fastened to the underside of the railhead preferably not by the conventional welded connection but with the aid of a screw connection. The screwable long stator offers con-siderable advantages for the operation of a commuter traffic system particularly for reasons of being more easily repaired and maintained. If the rail according to the invention, which is configured as a functional unit, is damaged it is not necessary to exchange the entire track element. If ::: ~ . : . . . :: .
- - .,: - : . -.:
.. . . . . . .. . .. ...
- 2042~0~
necessary, the encasing of the long stator, which is neces-sary in the conventional welded method of fastening the long stator in order to avoid crevice corrosion, may also be omitted. The sufficient thickness of the railhead employed as the rail permits the configuration of a simple, form-locking connection at the joints with the aid of slide pins that are introduced into the respective upper face of the adjoining railheads. In this way, a level and thus jolt-free transition can be ensured at the ends of the rails. The rails which are preferably fastened in the track carrier as deeply as possible result in greater rigidity of the track structure which, in turn, leads to a reduction of traveling and drive noises since it reduces vibrations. In addition, the structural configuration with the deep-set track profile brings considerable advantages for the realization of a simple, cost-effective switch which, for compatibility with existing commuter traffic systems may possibly be equipped with a passively driven center switch member (frog) which supports the vehicle by way of magnetic forces. This center switch member, composed of two structurally interconnected rails, is mounted around a pivot point or more precisely, a displacement point. The switch frog is set for the desired direction of travel by means of a conventional switch drive.
- :.: -.
, ~ ,., :. .
.
2042~0~
PCT/EP90~01598 The reduction in track height due to the low lying track profile leads to considerable savings of material particular-ly in track sections that are embedded in ballast in tunnels or on bridges.
With the aid of the rail according to the invention, functional, manufacturing and operational advantages can be realized over the obviously prior art maglev commuter train system, leading to a significant reduction in costs.
The invention will now be described in greater detail with reference to embodiments thereof that are illustrated in the drawing figurès. It is shown in:
Fig. 2, a cross-sectional view of the low lying track profile of a maglev commuter train system;
Fig. 3, a cross-sectional view of one of the two rails of the track profile according to the inven-tion as shown in Figure 2; and Fig. 4, a cross-sectional view of the fastening means of the rail according to Figure 3 at the supporting structure of the track.
As can be seen in Figure 2, the track profile shown there includes two mutually parallel track carriers 21 in the form of a double-T profile whose lower, inwardly oriente,d base is reconfigured into a box profile 24. Each box profile .
20~2~0~
serves as a support for a rail 23 according to the invention which is connected with the respective track carrier 21 or, more precisely, with its box-shaped profile 24.
As can be seen in detail in Figure 3, each rail 23 is S composed of a railhead 31 on* whose free end projecting inwardly toward the track profile forms an upper running surface 311 and a lower running surface 312 for the non-illustrated guide and spacer rollers of the undercarriage of the above-described magnetic levitation vehicle. A lateral guide profile is fastened to the underside of railhead 31 -offset relative to its free end - preferably at a right angle. The surface of this lateral guide profile forms the running surface 321 for the track guidance of the undercar-riage and its vertical rollers within the maglev train track. ~ailhead 31 is composed of a rectangular steel profile having a thickness of at least 30 mm, a width of about 500 to 600 mm and a length which is adapted to the respective length of the individual supporting structure elements. Railhead 31 may be straight in its longitudinal extent or appropriately bent for horizontal curves. In transitional sections of the track where the track goes *Translator's note: appears as such in the Ger~an text.
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, . . .: ~ , . .
2042~0~
uphill or downhill, the railhead is also bent concavely or convexly about its transverse axis.
The connection of the railhead 31 with longitudinal carriers 21 of the supporting structure is effected by a weld connection or, as shown in Figure 4, by a special screw connection. The height position of rail 23 is selected so that a minimum distance is maintained from transverse connectors 22 (Figure 2) between longitudinal carriers 21.
The running surfaces 311 and 312 formed by railhead 31 at its free ends and the running surface 321 formed by the interior surface of lateral guide profile 32 may be worked further after installation in order to reduce waviness. The ends of adjoining railheads 31 may be provided with form-locking connecting elements, particularly sliding pins, which are displaceably mounted in associated longitudinal bores in the end faces of the adjacent railheads 31. The lateral guide profile 32 for guiding the track of the magnetic levitation vehicles by means of the horizontal rollers on its undercarriage also has a rectangular cross section, as shown in Figure 3, and is preferably welded at a right angle to the underside of railhead 31.
Between the longitudinal track carriers 21 and the lateral guide profile 32 of the associated rail 23, a long ~: ., ; ' . ~ ~ . . .; ,, . . . ,,. -; . : ... : ~" , . :
20~2~0~ ~
-stator 33 is fastened to the underside of the railhead 31, in particular, screwed on with the aid of angle rails 25 as shown in Figure 3. Long stator 33 is composed of sheet metal packets which are bundled in the longitudinal direction and whose individual metal sheets are insulated while the entire sheet metal packet is coated with an elastic insulating material. The downwardly oriented face of each long stator 33 must be oriented very precisely in parallel with the upper running surface 311 of the railhead 31 so that a uniform air gap is ensured between the long stator and the non~
lustrated permanent magnets of the undercarriage of the magnetia levitation vehicle which must be guided in parallel therewith.
As already mentioned, track carriers 21 are either, steel carriers or concrete carriers with steel reinforcements and steel coverings. If concrete carriers are employed, the fastening structure shown in Figure 4 between rail 23 and concrete track carrier 21 is preferably suitable. In this case, a metal anchor plate 41 is fixed to, for example, cast into a horizontal platform (which may be a component of the box profile 24 shown in Figure 2) of concrete track carrier 21. The free upper face of anchor plate 41 is proYided with a spherical cap-shaped rounded portion and has a length, for .
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PCT/EP90/01598 :
example, of about 150 to 200 mm. The flange-shaped regions at both sides of the spherical cap-shaped rounded portion are welded to fastening pins 45 which project vertically upward.
An adjustment rocker 43 is placed onto anchor plate 41 and is provided with a spherical cap-shaped recess which corresponds to the spherical cap-shaped rounded portion of the anchor plate. Rocker 43 is provided with corresponding passage bores for the passage of pins 45. Due to its spherical cap-shaped support on anchor plate 41, adjustment rocker 43 is able to tip down on both sides relative to the anchor plate and track carrier 21, thus compensating for deviations from the horizontal on the part of track carrier 21. By using different thicknesses, rocker 43 further permits a height adaptation in the case of dimensional inaccuracies. The end 15 section 46 of railhead 31 of rail 23 is placed onto adjust-ment rocker 43, with end section 46 passing through appropriate passage bores in pins 45. By means of an adjusting gauge, rail 23 is aligned with the oppositely disposed rail of the track profile, with this alignment possibly being effected in the longitudinal and transverse directions as well as in height and slope. Upon completion ; of the alignment of rail 23, rail 23 is fixed by means of fastening nuts 44 which are screwed onto the ends of .
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, 204240~
fastening pins 45. The adjustment elements composed of components 41, 43, 44 and 45 are fastened to the supporting structure at longitudinal intervals and form support points for the rail 23 fastened thereto; in order to reduce noise, a damping layer may be provided between each anchor plate 41 and the associated adjustment rocker 43.
The length of the track carriers 21 shown in Figure 2 is selected so that the upper, free ends of track carriers 21 project over the rails attached thereto at approximately the illustrated ratio so that current rails and/or line conduc-tors can be fastened to the vertical flanks of one of the two parallel track carriers 21 in the region above the respective rail 23. The illustrated height of track carriers 21 cor-responds to the given height for an elevated construction.
In the case where the track carriers 21 are embedded in ballast in tunnels or on bridge structures, the height of track carriers 21 can be reduced, relative to the height shown in Figure 2, down to the fastening location of rails 23 without this worsening the strength of the track profile.
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Claims (19)
RAIL FOR A MAGNETIC LEVITATION VEHICLE
PATENT CLAIMS
1. A rail for a magnetic levitation vehicle whose supporting and driving forces are generated by way of a long stator (33) on the track and permanent magnets on the vehicle, the rail including (a) a railhead (31) to whose underside the long stator (33) is fastened;
(b) two oppositely disposed horizontal running surfaces (311, 312) for pairs of spacer rollers on the vehicle; and (c) a vertical running surface (321) for lateral guide rollers on the vehicle, characterized in that the horizontal running surfaces (311, 312) are formed by an end section of the railhead (31) and the vertical running surface (321) is formed by a lateral guide profile (32) fastened to the underside of the railhead (31).
(b) two oppositely disposed horizontal running surfaces (311, 312) for pairs of spacer rollers on the vehicle; and (c) a vertical running surface (321) for lateral guide rollers on the vehicle, characterized in that the horizontal running surfaces (311, 312) are formed by an end section of the railhead (31) and the vertical running surface (321) is formed by a lateral guide profile (32) fastened to the underside of the railhead (31).
2. A rail according to claim 1, characterized in that the other end section (46) of the railhead (31) is fastened to a track carrier (42).
3. A rail according to claim 2, characterized by an adjustable screw connection (41, 43, 44, 45) between the other end section (46) of the railhead (31) and the track carrier (42).
4. A rail according to one of claims 1 to 3, charac-terized in that, before being fastened to the track carrier (42), the railhead (31) is connected with the long stator (33) in the sense of a pre-assembly.
5. A track carrier according to one of claims 1 to 4, characterized in that the long stator (33) is screwed to the underside of the railhead (31).
6. A track carrier according to one of claims 1 to 5, characterized in that, before being fastened to the underside of the railhead (31), the long stator (33) is provided with an insulating and corrosion protection coating.
7. A rail according to one of claims 1 to 6, charac-terized in that the lateral guide profile (32) is screwed to the underside of the railhead (31).
8. A rail according to one of claims 1 to 6, charac-terized in that the lateral guide profile (32) is welded to the underside of the railhead (31).
9. A rail according to one of claims 1 to 8, charac-terized in that form-locking connection elements are provided at the joints of adjacent rails (23).
10. A rail according to claim 9, characterized in that the connecting elements are composed of slide pins which are mounted so as to be displaceable in associated longitudinal bores in the end faces of adjacent rails (23).
11. A rail according to one of claims 1 to 10, charac-terized in that the running surfaces (311, 312, 321) of the rail (23) are worked further when assembled in order to reduce waviness.
12. A rail according to one of claims 1 to 11, charac-terized in that a plurality of adjusting elements (41, 43) are disposed between the track carrier (21) and the rail (23).
13. A rail according to claim 11, characterized in that each adjusting element includes an anchor plate (41) which is fastened to the track carrier (21) and is provided with a spherical cap-shaped raised portion as well as a rocker (43) which is disposed between the anchor plate (41) and the rail.
(23) and is provided with a spherical cap-shaped recess, with the thickness of each rocker (43) being dimensioned to cor-respond to the required height compensation; and vertical threaded bolts (45) are fastened to the anchor plate (41) so as to penetrate long hole bores in the rocker (43) and in the rail (23) and together with securing nuts (44) fix the position of the rail (23).
(23) and is provided with a spherical cap-shaped recess, with the thickness of each rocker (43) being dimensioned to cor-respond to the required height compensation; and vertical threaded bolts (45) are fastened to the anchor plate (41) so as to penetrate long hole bores in the rocker (43) and in the rail (23) and together with securing nuts (44) fix the position of the rail (23).
14. A rail according to claim 13, characterized in that a damping layer is disposed between the anchor plate (41) and the rocker (43).
15. A rail according to one of claims 1 to 14, charac-terized in that steel carriers are provided as track carriers (21).
16. A rail according to one of claims 1 to 14, charac-terized in that concrete carriers with steel reinforcing inserts and steel coverings are provided as track carriers (21).
17. A rail according to one of claims 1 to 16, charac-terized in that, with the track carrier (21) at a given height, the rail (23) is fastened as closely as possible to the lower end of the vertical flanks of the track carrier (21) at a given minimum distance from a transverse connector (22) between the two track carriers (21) that extend parallel to the longitudinal direction of the track (Figure 2).
18. A rail according to claim 17, characterized in that current rails and/or line conductors are fastened above the rail (23) to the vertical flanks of one of the two parallel track carriers (21).
19. A rail according to claim 18, characterized in that, if the track carrier (21) is embedded in ballast in tunnels or on bridge structures, the carrier height is reduced, relative to the height given for elevated struc-tures, down to the location where the rails (23) are fas-tened.
Applications Claiming Priority (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DEP3931794.3 | 1989-09-23 | ||
| DE19893931794 DE3931794A1 (en) | 1989-09-23 | 1989-09-23 | Track with multi-functional rail for magnetic levitation transport - carries underslung stator for linear motor drive with insulating and corrosion-protective coatings applied before assembly |
| DE19893935323 DE3935323C2 (en) | 1989-10-24 | 1989-10-24 | Vehicle and switch for a magnetic track |
| DEP3935323.0 | 1989-10-24 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2042406A1 true CA2042406A1 (en) | 1991-03-24 |
Family
ID=25885445
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002042406A Abandoned CA2042406A1 (en) | 1989-09-23 | 1990-09-20 | Rail for a magnetic levitation vehicle |
Country Status (6)
| Country | Link |
|---|---|
| EP (1) | EP0445259B1 (en) |
| JP (1) | JP2950983B2 (en) |
| CA (1) | CA2042406A1 (en) |
| DE (1) | DE59006233D1 (en) |
| ES (1) | ES2056489T3 (en) |
| WO (1) | WO1991004375A1 (en) |
Families Citing this family (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE4124166A1 (en) * | 1991-07-20 | 1993-01-21 | Magnet Bahn Gmbh | Mfg. longitudinal stator sections for linear traction motors - using stator iron@ packets and windings with longitudinal stators built in modular system |
| DE4132959C2 (en) * | 1991-10-04 | 2002-05-08 | Thyssenkrupp Transrapid Gmbh | Attachment of stators of magnetic track systems screwed on below a route |
| DE4132960C2 (en) * | 1991-10-04 | 2001-11-22 | Thyssenkrupp Transrapid Gmbh | Track for magnetic railway vehicles in steel construction as well as method and device for its production |
| DE10253136A1 (en) | 2002-11-14 | 2004-05-27 | Cbp Guideway Systems Gmbh | Running rail and stator construction for magnetic overhead monorail, has stator packets with arch-shaped cutouts at bottom for stator windings, bolted into inverted U-section rail |
| CN1920173B (en) * | 2006-09-13 | 2010-12-22 | 李岭群 | Transparent drag reduction road bed technique for magnetic suspension train |
| CN115341419B (en) * | 2022-10-14 | 2022-12-30 | 西南交通大学 | Device for improving suspension guide performance of magnetic suspension automobile |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4274336A (en) * | 1978-08-11 | 1981-06-23 | Hendrik Pater | Monorail guideway assembly |
| DE3412401C1 (en) * | 1984-04-03 | 1985-06-27 | Stahlbau Michael Lavis Söhne, 6050 Offenbach | Steel track for magnetic tracks |
-
1990
- 1990-09-20 DE DE59006233T patent/DE59006233D1/en not_active Expired - Fee Related
- 1990-09-20 ES ES90914166T patent/ES2056489T3/en not_active Expired - Lifetime
- 1990-09-20 JP JP2513263A patent/JP2950983B2/en not_active Expired - Fee Related
- 1990-09-20 WO PCT/EP1990/001598 patent/WO1991004375A1/en active IP Right Grant
- 1990-09-20 CA CA002042406A patent/CA2042406A1/en not_active Abandoned
- 1990-09-20 EP EP90914166A patent/EP0445259B1/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| EP0445259A1 (en) | 1991-09-11 |
| DE59006233D1 (en) | 1994-07-28 |
| EP0445259B1 (en) | 1994-06-22 |
| JP2950983B2 (en) | 1999-09-20 |
| WO1991004375A1 (en) | 1991-04-04 |
| ES2056489T3 (en) | 1994-10-01 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| FZDE | Dead |