DE19738444A1 - Side guide for TRANSRAPID (RTM) magnetic suspension railway - Google Patents

Abstract

The guidance is carried out from only one of the two vertical side planes of the travel path out of the side guidance of the railway. Changes to the travel path (travel plane must have a maximum degree of flatness and smoothness) and vehicle (air gap magnetic sensors are only necessary still on the side to the travel plane; the guidance magnets travel there with constant current) are undertaken.

Description

In the applicant's own ride on June 4, 1997 in Emsland, despite all the ingenuity of the "Transrapid" construction (simplified front view, see Fig. 1) from Thyssen-Henschel, the side stability of the vehicle could not be satisfied. The carrying capacity of the system is - like almost everything else - extremely successful. As can be seen from Fig. 2, there is a constant air gap s of nominal size 10 mm between the double-sided magnet. The synchronous long-stator linear motor along the entire travel path (above) and the supporting magnet (underneath) on the vehicle itself work great together. All the more striking; that the lateral guidance with the air gap there does not fit into this picture of a completed development. Rather, the harmony that this masterpiece of technology actually hoped for seemed disturbed.

The "Special print from electrical railways eb 7/95" concerning "Magnetic rapid transit system Trans rapid system representation" of the company Thyssen-Henschel on page 11 (middle column below) indicates the probable cause of this deficiency occurring during lateral guiding, from which I quote here :
"The difference to carrying is the track center control, in which the guiding magnets are not regulated to a constant gap, but on both sides of the vehicle at the same distance from the guide rail".

If you look at the straight ahead and assume that the side Guide rails have surfaces that are flat and smooth no higher quality than the rolling mill grade, that is still the case today their appearance in the real existing practice is quite understandable.

The immeasurably exaggerated representations ( Fig. 3 and Fig. 4) show two extreme cases of the resulting infinitely many resulting lane deviations from the straight line ideal lane according to the above quote. The case in FIG. 3 even shows the certainly very rare instantaneous situation of the ideal case with exact mirror equality of both guide rails. The other extreme is shown in FIG. 4: The unevenness or smoothing of the guide rail surfaces are also assumed with symmetry symmetry, so to speak, by a "half wavelength".

My suggestion to improve the lateral guidance of the "Transrapid" comprises two measures:

• 1. Of the previously common two-sided guide levels ("... On both sides... On the same Distance to the guide rail. . . ") should be removed and reduced to a leading level be decorated. The sensors, controllers and Solenoid current controllers continue to be used as before, even in reduced numbers Number, since there is only one leading level. The opposite leader magnet only has a corresponding function with that on the guide make page.
• 2. So far, the side faults (unevenness and smoothness), which can never be completely avoided with only rolled rails, have been conveyed (... Same distance...). However, in order to actually achieve the minimum of errors in the guide plane, it must be designed to be level and smoother than before. The applicant for the patent sees the way to this goal solely in the reworking of this one management level. Since too after the assembly of the track, an assembly car (see Fig. 5) drive the entire route. With a suitable tool (milling cutter or grinding wheel - possibly in several stages - or e.g. neodymium solid-state laser, which is suitable for machining steel), the guide plane is brought to optimum flatness and smoothness. The support (tool holder), which can be moved transversely to the direction of travel, must be guided precisely using a laser beam. The reworking of curve sections requires the additional use of curvature measuring devices, directed by specially trained geodesists.

The future lateral guidance of the "Transrapid" double sections would then look as follows: On the side of the guide level, the air gap a is kept constant. For the guide magnets acting there, for the same magnetic forces F this also means constant flow Θ of the magnetic windings and unchangeable magnetic resistances: R _mag = R _{mag Fe} + R _{mag L.}

Other things are done on the opposite side: Here the magnetic forces are constant dig changed so that they are the same on the guide level side.

So: Not equal distances a (see above), but equal forces F!

However, since the air gap a changes permanently on this side, the forces must be adapted to it. For variable a this results in a variable flow according to the formula: Θ = H _Fe L _Fe + H _L a.

Magnetic sensors, control systems with high switching frequency (e.g. 100 kHz) and magnetic Current actuators (similar to the support system) ensure the same magnetic forces on both sides.

Finally, Fig. 6 indicates a possibility of reducing the "grinding surface" at the air gap a.

description

Insiders and attentive passengers (Emsland test facility) are aware that oversized game in the side guidance of the magnetic track rather one of the outdated ones rail-guided wheel train fits as the ingenious "Transrapid". This creates harmony in the Overall appearance of the maglev train is permanently disrupted, possibly even one of the Causes of the rather hesitant sale so far.

The applicant sees the cause of this defect described by the Thyssen-Henschel company in "Special print from electrical railways eb 7/95" on page 11 (section 3.3):
"The guidance system is... Largely identical to the support system... The difference... Consists in the lane center control..." where "not regulated to a constant gap, but on both sides of the vehicle at the same distance from the guide rail ..." becomes. The applicant considers this to be a mistake, because only in the case of level and smoothing errors of both guide rails having the same mirror would the total error compensation be complete. Practice can never achieve this.

Therefore the full reversal of the guidance system:
One side of the carriageway (A) becomes the leading level.

From an assembly carriage that travels on the track, the guide level is extremely flat and smoothness reworked (milling or grinding or laser flame cutting). The Support movable across the direction of travel by a constant laser beam. The other Road side (B) remains unprocessed, retains rolling mill quality.

The vehicle itself is equipped differently according to A and B.

The magnetic sensors for the air gap B can be omitted, since only the air gap A is regulated becomes.

On side A there is no variance of the side guide magnet current; a stream of constant Strength keeps the air gap of z. B. s = 10 mm.

The A-side magnetic sensors control the current via high-frequency control and positioning systems the B-side guide magnets so that the size of s is always maintained.

Claims (2)

1. Improved (side) guidance of the "Transrapid" magnetic levitation railway, characterized in that the lateral guidance of the web takes place from only one of the two vertical side planes of the guideway, the guide plane. 2. One-sided magnetic path guide according to claim 1, characterized, that changes to the route (the leading plane must have the highest level of flatness and smoothness) and driving stuff (air gap magnetic sensors are only required on the side to the guide level; the guide magnets there drive with constant current).