EP0059443A2 - Véhicule qui peut être retenu par rapport à une voie à l'aide d'un dispositif magnétique d'attraction - Google Patents

Véhicule qui peut être retenu par rapport à une voie à l'aide d'un dispositif magnétique d'attraction Download PDF

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Publication number
EP0059443A2
EP0059443A2 EP82101459A EP82101459A EP0059443A2 EP 0059443 A2 EP0059443 A2 EP 0059443A2 EP 82101459 A EP82101459 A EP 82101459A EP 82101459 A EP82101459 A EP 82101459A EP 0059443 A2 EP0059443 A2 EP 0059443A2
Authority
EP
European Patent Office
Prior art keywords
vehicle
spring element
spring
vehicle according
supporting part
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.)
Granted
Application number
EP82101459A
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German (de)
English (en)
Other versions
EP0059443A3 (en
EP0059443B1 (fr
Inventor
Götz Dipl.-Phys. Heidelberg
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Magnetbahn GmbH
Original Assignee
Magnetbahn GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Magnetbahn GmbH filed Critical Magnetbahn GmbH
Priority to AT82101459T priority Critical patent/ATE22849T1/de
Publication of EP0059443A2 publication Critical patent/EP0059443A2/fr
Publication of EP0059443A3 publication Critical patent/EP0059443A3/de
Application granted granted Critical
Publication of EP0059443B1 publication Critical patent/EP0059443B1/fr
Expired legal-status Critical Current

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Classifications

    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/04—Bolster supports or mountings

Definitions

  • the invention relates to a vehicle according to the preamble of claim 1.
  • the spring device In a known vehicle of this type (DE-PS 27 11 994), the spring device consists of helical springs arranged between the payload carrier and the supporting part.
  • the coupling means are connected to the payload carrier and are effective between the payload carrier, a support structure of the vehicle part of the magnetic device and the position-defining device.
  • the coupling means detect the load condition of the vehicle through the changes in length of the springs.
  • the invention has for its object to provide a vehicle of the type mentioned, in which one can align the vehicle suspension overall more favorable to the respective needs despite the described need to maintain a certain spring characteristic for the current gap width adjustment of the magnetic device.
  • the vehicle is designed according to the invention as specified in the characterizing part of claim 1.
  • the invention thus realizes the principle of only using the change in length of one of two spring elements connected in series for the current gap width adjustment of the magnetic device, while there is complete freedom in the design of the other spring element.
  • the other spring element can be made very soft, which prevents sound transmission to the payload carrier, or equipped with additional functions such as level control.
  • the position-defining device can be implemented in particular by wheels that can be unrolled on the travel path and / or electromagnets that can be changed in their magnetic force and / or by means of assemblies consisting of at least one electromagnet and at least one wheel.
  • electromagnets When working with electromagnets as a position-defining device, these are normally regulated with the aid of a gap width sensor by changing the current flowing through to a substantially constant gap width to the corresponding travel path areas, so that the position-defining device is guided at a substantially constant distance from the travel path.
  • a gap width sensor In the case of wheels, there is no need for such a regulation, so that the wheel axles are guided at a constant distance from the track without any additional measures.
  • the term “guided at an essentially constant distance from the guideway” is also intended to include the case of the exactly constant distance, for example from wheel axles, to the guideway or the case of wheel circumferences rolling along the guideway.
  • the coupling means which are preferably force-transmitting, can be implemented in particular by mechanical or hydraulic connecting links.
  • the coupling means are preferably designed such that the induced by them altweiten S p are smaller than the detected at the spring means deformation paths.
  • the attractive magnetic device is preferably constructed with permanent magnets on the vehicle part and laminated, ferromagnetic parts on the track part. In addition to the holding forces, the magnetic device preferably also provides the propulsive forces for the vehicle according to DE-PS 23 39 060. Holding the vehicle against the guideway means essentially vertical holding against weight and possibly inertial forces and disturbing forces and / or essentially horizontal holding , understood, for example, against inertial forces when cornering or disturbing forces, such as wind forces, and / or holding against any other forces which could bring the vehicle from the intended relative position to the route.
  • the la g edefinierende device thus acts as a support for the Kopplun g skar, zoom bring the vehicle part of the magnetic device closer to the track part or can be removed from the track member.
  • the position-defining device can also be called an additional force device.
  • the setting of the gap width of the magnetic device with the aid of the coupling means has the sense of adapting the holding force supplied by the magnetic device as well as possible to the size of the holding force required in each case.
  • the vehicle according to the invention there are preferably a plurality of successive arrangements of a first spring element and a second spring element;
  • the paired arrangement of two such successive arrangements is particularly preferred, the one being assigned to the left-hand side of the vehicle in the direction of travel and the other to the right-hand side of the vehicle in the direction of travel.
  • Such pairs can be provided several times along the vehicle.
  • the provision of two bogie-like support parts along the vehicle and the provision of a pair of rows in a row per bogie-like support part are particularly favorable.
  • a particularly favorable connection point for the coupling means is the area between the two spring elements, so that the load state of the vehicle distant spring element detected at the skraftfluß in Federun g from the payload support.
  • the spring element on which the load state of the vehicle is not recorded, is preferably designed as a pneumatic spring element, for example in the form of a gas or air-filled bellows.
  • a pneumatic spring element for example in the form of a gas or air-filled bellows.
  • the invention provides a structurally very simple possibility of being able to build the route without excessive cornering and nevertheless to incline the vehicle in curves relative to the route, which is favorable for the convenience of transportation.
  • additional features of the spring device will, as g Huaweieinstellun and so that the desired adjustment of the gap width effected inclination of the load carrier when cornering, available without that the coupling means are affected thereof, the magnetic device to the respectively required holding force to unaffected as before and can.
  • the further developments of the invention according to claims 5, 6 and 7 are favorable in terms of space requirement or adaptation to the special room conditions that exist in magnetic levitation vehicles.
  • Arranging the first spring elements on the left and right as far outside as possible on the payload carrier is advantageous in the interest of stabilizing them against rolling movements of the payload carrier.
  • the first spring elements can advantageously have a low height, which is advantageous with regard to the overall vehicle height and the investment costs for tunnel structures.
  • the second spring elements can be arranged further to the left and right further inside of the vehicle, where there is sufficient space available.
  • the coupling means are preferably provided in pairs for the left and right side of the vehicle.
  • the principle can be realized that increases and decreases in the lateral areas of the payload carrier relative to the vehicle caused by rolling motion lead to different gap width changes compared to increases and decreases in the payload carrier relative to the vehicle relative to the translational motion. Further details can be found in the description of a preferred embodiment example below and in the DE-OS. 29 33 447, the content of which is expressly made part of the disclosure of the present application by reference.
  • the vehicle according to the invention is equipped with a braking device, then it is favorable to arrange the braking device on the supporting part in such a way that it is essentially constant in position with respect to the travel path, i.e. regardless of the load condition of the vehicle, the deformation condition of the spring device and the position of the vehicle part magnetic device relative to the travel path always maintains essentially the same relative position to the travel path, so that the brake ventilation clearance to be traversed by the brake pads remains essentially the same and also remains essentially the same in the case of brake pads acting on multiple sides of the travel path.
  • the simplest way to achieve this is to attach the braking device to the position-defining device, which already has the essentially constant relative position to the travel path.
  • the vehicle according to the invention preferably has a spring brake device.
  • a spring brake device With this spring-loaded brake device, a cylinder-piston unit counteracting the spring-loaded device can be provided, the residual pressure of which can be adjusted via a pressure reducing valve. In this way you can ensure, for example, with a lower load on the payload carrier that the are applied with the spring brake pad pressure forces, and vice versa.
  • the vehicle 2 has a payload carrier 4, for example in the form of a passenger cabin, and a support part 6.
  • a payload carrier 4 for example in the form of a passenger cabin
  • a support part 6 for example in the form of a passenger cabin
  • the travel path 8 can also be seen in cross-section, while the travel path 8 in Fig. 2 is omitted for reasons of clarity.
  • the entire support part 6 of the vehicle 2 consists of two bogie-like parts, one of which is arranged near the front end of the vehicle 2 and one near the rear end of the vehicle 2; Fig. 2 shows one of these bogie-like parts.
  • the two Bogie-like parts have the same structure, so that only one is described below.
  • Each bogie-like part consists essentially of a support structure 10 for the vehicle part 12 of the magnetic device 14.
  • the support structure 10 consists essentially of two side members 16, a series of cross members 18 distributed along the side members 16, which are fastened to the underside of the side members 16 and protrude outwards on both sides beyond the side members 16, two further side members 19, each of which is connected to the free ends of the cross members 18, and a cross member 20 which - with respect to the longitudinal direction of the vehicle 2 - in the middle of the side members 16 at right angles to them and is arranged parallel to the cross beams 18.
  • the crossbeam 20 is fastened to the upper sides of the longitudinal beams 16 and projects outward on both sides thereof.
  • two crossbeams 22 are rotatably mounted about an axis 24 lying in the vehicle longitudinal direction, namely a crossbeam 22 in the vehicle longitudinal direction in front of the crossbeam 20 and a crossbeam 22 in the vehicle longitudinal direction behind the crossbeam 20.
  • the two crossbeams 22 are on each side of the vehicle connected to one another in the end region of their outer arms 26 by a horizontal plate 28 and thus functionally together constitute a (common) transverse lever 22, as is addressed in the claims. From the inner arm 30 of each cross lever 22 leads a rod 32 down, which is fixedly connected to a horizontal disc 34 below.
  • a helical spring 38 is arranged in each case.
  • a compressed air-filled bellows 40 rests on the plate 28 on the outer arm 26 of each pair of transverse levers 22.
  • the payload carrier 4 rests on top of the two bellows 40.
  • the payload carrier 4 is with the support member 6 or the two bogie-like parts of the support member 6 by a handlebar, not shown, and / or by a vertical pin, not shown, which - with respect to the transverse direction of the vehicle - through the center of the crossbar 20 leads, connected.
  • Each bogie-like part of the support part 6 is symmetrical with respect to a plane running transversely to the vehicle 2 through the center of the crossmember 20 and with respect to a plane running in the longitudinal direction of the vehicle 2 through the centers of the cross members 18.
  • the bellows 40 When the payload carrier 4 is deflected relative to the supporting part 6, the bellows 40 are deformed in a compressive manner and the coil springs 38 are compressed due to the action of the respective rod 32 between the respective disk 34 and the respective plate 36.
  • the parallel arrangement of two coil springs 38 functionally represents a (common) spring element.
  • a first spring element in the form of a bellows 40 and a second spring element in the form of two parallel coil springs 38 there is a series arrangement of a first spring element in the form of a bellows 40 and a second spring element in the form of two parallel coil springs 38.
  • a longitudinal lever 42 leads from each (single) cross lever 22 just outside the respective longitudinal member 16 in the vehicle longitudinal direction to the front or to the rear.
  • Each longitudinal lever 42 is articulated on the associated (single) transverse lever 22 in the area between the axis 24 and the connection point of the rod 32.
  • Each longitudinal lever 42 is further articulated on the associated longitudinal beam 16 in the end region thereof so as to be pivotable about a horizontal axis.
  • the front ends of the two longitudinal levers 42 which extend forward from the transverse levers 22 lying in front of the crossbar 20 in the longitudinal direction of the vehicle, are articulated on a support body 44 extending transversely to the longitudinal direction of the vehicle.
  • the support bodies 44 are located in front of or behind the ends of the longitudinal beams 16.
  • Each support body 44 carries left and right an upper wheel 46 with a horizontal axis, a lower wheel 48 with a horizontal axis and a side guide wheel 50 with a vertical axis.
  • the guideway 8 constructed from steel girders has a substantially U-shaped cross-section, the open side of the U pointing upwards and a girder 52 extending along the guideway 8 projecting inward from the vertical legs of the U.
  • a stator 54 composed of upright, longitudinally extending sheets laminated from ferromagnetic material.
  • the stator 54 has transverse grooves, not shown, into which a, for example three-phase, traveling field winding is inserted in a meandering manner.
  • a magnetic device 14 is thus formed by the respective stator 54 with the traveling field winding inserted and the opposite row of permanent magnets running in the longitudinal direction. which at the same time exerts holding or carrying forces as well as propulsive forces on the vehicle 2.
  • the travel path 8 is also symmetrical with respect to a vertical longitudinal plane through its center.
  • each support 52 On the inner edge of each support 52, a longitudinal angle support 56 is fastened with its vertical leg, the horizontal leg projecting inwards in each case.
  • the horizontal leg of each angle bracket 56 serves with its top as a rolling surface for the upper wheels 46 and with its underside as a rolling surface for the lower wheels 48.
  • the inner surface of the vertical leg of each angle bracket 56 serves as a rolling surface for the side guide wheels 50.
  • the support member 6 or each bogie-like part of the support member 6 has a cross-section - roughly speaking - a double T-shaped shape, in which the upper flange, given by the crossmember 20 and extended outwards by the cross lever 22, extends laterally over the Angle bracket 56 and the bracket 52 protrude outwards, the central region, given by the side members 16, extends between the two bracket beams 56, and the lower flange, given by the cross member 18, extends on both sides outward below the bracket 52 and on both sides Stators 54 extends.
  • the coil springs 38 are each arranged just inside the side members 16.
  • the respective lever arm length ratio of the longitudinal levers 42 namely the distance between the connection point on the transverse lever 22 and the connection point on the support body 44 to the distance between the connection point on the side member 16 and the connection point on the support body 44, is approximately 5 : 1, so that the swiveling path taking place at the connection point 58 is converted into a reduction in the gap width of the magnetic device 14 with path reduction in the ratio 5: 1.
  • the longitudinal levers 42 with their articulation on the transverse levers 22, the support structure 10 and the supporting bodies 44 of the position-defining device represent a total of coupling means which adjust the gap width s of the attracting magnetic device 14 as a function of the load state of the vehicle 2 such that when the load increases, a Lowering the gap width s results and vice versa. In this way, it is ensured that the magnetic device 14 always applies the vast majority of the total holding or carrying capacity required, while the wheels 46, 48 only have to apply a small amount of residual force.
  • a pivoting of the longitudinal levers 42 depends only on the pivoting state of the transverse levers 22, that is to say a deformation of the coil springs 38.
  • Deformation of the bellows 40 alone does not lead to a pivoting of the transverse levers 22 and thus also not to a pivoting of the longitudinal levers 42.
  • a change in the length of the bellows 40 alone in the vertical direction can occur, for example, by pumping in additional air quantities or by discharging air quantities. This is done, for example, when adjusting or regulating the level of the payload carrier 4 in order, for example, to keep the payload carrier 4 at the same height relative to platforms, regardless of the number of people being transported.
  • Another possibility is to pump certain amounts of air from the inside bellows 40 to the outside bellows 40 by means of a pump device, not shown, when cornering.
  • the payload carrier 4 can be inclined relative to the support part 6 and the travel path 8 about a roll axis lying in the longitudinal direction of the vehicle, even if the travel path 8 or - more precisely - the two stators 54 remain aligned horizontally.
  • This pumping around can be controlled by suitable sensors which, for example, detect the pivoting of the bogie-like parts of the support part 6 by cornering.
  • FIG. 1 represents risch.
  • the cross lever outer ends are each lowered by 6 cm by persons getting in, there is, for example, a reduction in the gap width s by 1 cm because of the lever length relationships described on the cross levers 22 and on the longitudinal levers 42.
  • the left outside of the cross lever goes down by 6 cm and the right outside of the cross lever goes up by 6 cm
  • a braking device 60 is shown schematically in FIG. 2 and in more detail in FIG. 3.
  • the braking device 60 consists essentially of a support body 62 and an upper one B remsarm 64 and a lower brake arm 66, which each extend transversely to the vehicle longitudinal direction and carry brake pads 68 at their ends.
  • the brake pads of the upper brake arm 64 interact when braking with the tops of the horizontal legs of the angle bracket 56, and the brake pads of the lower brake arm 66 interact with the underside of the horizontal leg of the angle bracket 56 during braking.
  • the brake body 62 is articulated on two brake device longitudinal levers 70, which each run just within the longitudinal beams 16 to the respective transverse lever 22.
  • the braking device longitudinal levers 70 are also articulated on the respective longitudinal beam 16 at a point which is substantially closer to the braking device 60 than the associated transverse lever 22.
  • the braking device 60 is overall relatively close to a support body 44. If For example, the payload carrier 4 is lowered by increasing the load and consequently, as described, the support structure 10 and thus also the side members 16 are lifted away in a reduced size, the articulation points of the brake device longitudinal lever 70 are also raised. However, the articulation points of the braking device longitudinal levers are much more raised 70 to the cross-levers 22.
  • the two brake arms 64, 66 are separated by two compression springs 72, which are arranged on the upper brake arm 64 and are connected to the lower brake arm 66 in connection with the lower brake arm 66 via disks 74 arranged on top of the compression springs 72 and rods leading from the disks 74 to the lower brake arm 66.
  • a cylinder-piston unit 78 is arranged between the two brake arms 64, 66 and acts on the two brake arms 64, 66 in the direction of pushing apart. By means of a pressure reducing valve, not shown, the residual pressure remaining in the cylinder-piston unit 78 after the braking device has been released by releasing the pressure can be determined.
  • the pressure reducing valve sets the residual pressure lower, and vice versa.
  • This setting can be made, for example, with the aid of one of the transverse levers 22, which indeed reflects the load state of the vehicle 2.
EP82101459A 1981-02-26 1982-02-25 Véhicule qui peut être retenu par rapport à une voie à l'aide d'un dispositif magnétique d'attraction Expired EP0059443B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT82101459T ATE22849T1 (de) 1981-02-26 1982-02-25 Fahrzeug, das gegenueber einem fahrweg mit hilfe einer anziehenden magnetischen einrichtung gehalten werden kann.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3107341A DE3107341C2 (de) 1981-02-26 1981-02-26 Magnetschwebe-Fahrzeug mit gegenüber dem Tragteil abgefedertem Nutzlastträger
DE3107341 1981-02-26

Publications (3)

Publication Number Publication Date
EP0059443A2 true EP0059443A2 (fr) 1982-09-08
EP0059443A3 EP0059443A3 (en) 1983-05-25
EP0059443B1 EP0059443B1 (fr) 1986-10-15

Family

ID=6125862

Family Applications (1)

Application Number Title Priority Date Filing Date
EP82101459A Expired EP0059443B1 (fr) 1981-02-26 1982-02-25 Véhicule qui peut être retenu par rapport à une voie à l'aide d'un dispositif magnétique d'attraction

Country Status (5)

Country Link
US (1) US4516505A (fr)
EP (1) EP0059443B1 (fr)
AT (1) ATE22849T1 (fr)
CA (1) CA1179027A (fr)
DE (2) DE3107341C2 (fr)

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CN104015748A (zh) * 2014-06-23 2014-09-03 北京控股磁悬浮技术发展有限公司 一种磁悬浮车辆及其转向架

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DE4337933C1 (de) * 1993-11-06 1995-02-16 Magnetbahn Gmbh Massengutfahrzeug mit Linearantrieb und Entladevorrichtung hierfür
DE4413898C1 (de) * 1994-04-21 1996-01-18 Magnetbahn Gmbh Schienenstoßverbindung für Fahrwegstoßübergänge, insbesondere für Fahrweg von Magnetschwebefahrzeugen
DE4413899A1 (de) * 1994-04-21 1995-10-26 Magnetbahn Gmbh Linearmotorfahrzeug mit permanentelektromagnetischer Regelung
US5511488A (en) * 1994-04-25 1996-04-30 Powell; James R. Electromagnetic induction ground vehicle levitation guideway
US5503083A (en) * 1994-06-23 1996-04-02 Powell; James R. Electromagnetic induction suspension and horizontal switching system for a vehicle on a planar guideway
US5953996A (en) * 1998-04-03 1999-09-21 Powell; James R. System and method for magnetic levitation guideway emplacement on conventional railroad line installations
US6152045A (en) * 1998-07-24 2000-11-28 Powell; James R. Magnetic levitation system for long distance delivery of water
AU2001241473A1 (en) * 2000-02-15 2001-08-27 Magnetar Technologies Ltd. Eddy current braking apparatus
US6533083B1 (en) * 2000-02-15 2003-03-18 Magnetar Technologies, Inc Eddy current braking apparatus
US6990906B2 (en) * 2001-03-26 2006-01-31 James Russell Powell Electrical power storage and delivery using magnetic levitation technology
US6871597B1 (en) * 2002-07-17 2005-03-29 Lockheed Martin Corporation Magnetically levitated transporter
CN100344485C (zh) * 2003-05-13 2007-10-24 北京控股磁悬浮技术发展有限公司 一种磁悬浮列车走行机构
WO2007005560A2 (fr) * 2005-06-30 2007-01-11 Magnetar Technologies Corp. Frein magnetique rotatif axial presentant une force de freinage reglable
CN103072591A (zh) * 2013-01-20 2013-05-01 西南交通大学 一种中低速磁浮车辆的走行装置
WO2018049804A1 (fr) * 2016-09-15 2018-03-22 中铁第四勘察设计院集团有限公司 Dispositif de démontage et d'assemblage de cadre de suspension amortissant les vibrations pour train à sustentation magnétique
DE102020135037A1 (de) 2020-12-29 2022-06-30 Max Bögl Stiftung & Co. Kg Fahrwerk für ein fahrbahngebundenes Schwebefahrzeug

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FR2385571A1 (fr) * 1977-03-31 1978-10-27 Messerschmitt Boelkow Blohm Vehicule a sustentation magnetique
DE2933446A1 (de) * 1979-08-17 1981-02-26 Heidelberg Goetz Bremseinrichtung fuer magnetschwebefahrzeug

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104015748A (zh) * 2014-06-23 2014-09-03 北京控股磁悬浮技术发展有限公司 一种磁悬浮车辆及其转向架

Also Published As

Publication number Publication date
DE3273762D1 (en) 1986-11-20
CA1179027A (fr) 1984-12-04
DE3107341C2 (de) 1985-08-01
ATE22849T1 (de) 1986-11-15
EP0059443A3 (en) 1983-05-25
US4516505A (en) 1985-05-14
EP0059443B1 (fr) 1986-10-15
DE3107341A1 (de) 1982-09-02

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