EP1725441B1 - Magnetic levitation vehicle comprising a pneumatic spring control system - Google Patents

Magnetic levitation vehicle comprising a pneumatic spring control system Download PDF

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Publication number
EP1725441B1
EP1725441B1 EP05715083A EP05715083A EP1725441B1 EP 1725441 B1 EP1725441 B1 EP 1725441B1 EP 05715083 A EP05715083 A EP 05715083A EP 05715083 A EP05715083 A EP 05715083A EP 1725441 B1 EP1725441 B1 EP 1725441B1
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EP
European Patent Office
Prior art keywords
magnetic levitation
levitation vehicle
support
vehicle according
magnet
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EP05715083A
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German (de)
French (fr)
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EP1725441A1 (en
Inventor
Olaf Huber
Siegbert Kunz
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ThyssenKrupp Transrapid GmbH
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ThyssenKrupp Transrapid GmbH
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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
    • 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
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies

Definitions

  • the invention relates to a magnetic levitation vehicle of the type specified in the preamble of claim 1.
  • Known magnetic levitation vehicles of this type include in the vehicle longitudinally extended floating point, which are connected on the one hand with the magnetic levitation enabling carrier and on the other hand supported by air springs, the actual car body with the passenger compartment.
  • the air springs are doing with a preselected desired air pressure of z. B. 8 bar operated and are coupled to an air spring control in the form of a level control, which is used in operation for controlling the air pressure in such a way that no banking of the vehicle occur. It is customary for reasons of redundancy, to provide the floating point at those points at which the air springs are mounted, each with two adjacent, formed by corresponding frame parts support points and support with these on each a separate support magnet.
  • a disadvantage of this structure is that the non-failed support magnet, since he has to take over the full load, is operated for the duration of the disturbance with a significantly higher current than the rated current in order to comply with the predetermined support gap. This requires such a strong design of the supporting magnets that they can survive without thermal overload even a longer incident easily. Although it would also be conceivable venting the affected by the failure of the air spring, but it would mean that then no load would be transferred from her to the associated pair of supporting magnet.
  • the invention has the advantage that or pressure in the air spring in case of failure of one of the two associated supporting magnets can be reduced to such a pressure, as the nominal load capacity of the non-failed support magnet corresponds. Since the pressure in the air spring is a measure of the force transmitted to the supporting magnet, it is generally sufficient to halve the usual air pressure. This results in the further advantage that the load not picked up by this support magnet can be distributed to a plurality of other of the numerous (eg 16) air springs of the magnetic levitation vehicle, so that in the event of a fault, no excessive loads occur on any of the support magnets.
  • the support magnet 35 not only provides the field of excitation, but also fulfills the function of carrying and levitating, by the operation of the magnetic levitation vehicle 31 a predetermined gap 37 of z. B. 10 mm between the support magnet 35 and the track or the stator 34 is maintained.
  • the track plate 33 For tracking the magnetic levitation vehicle 31, the track plate 33 has laterally mounted guide rails 38, which are also mounted on the frame brackets 36 guide magnets 39 facing each other, which serve in operation to maintain between themselves and the guide rail 38 a gap 37 corresponding gap 40.
  • the magnetic levitation vehicle 31 contains a car body 2, on the underside of which a plurality of air springs 4 spaced apart in the direction of a vehicle longitudinal axis 3 are mounted.
  • a plurality of air springs 4 spaced apart in the direction of a vehicle longitudinal axis 3 are mounted.
  • Schwebetestellabitesen 5 which form a carbody 2 supporting floating frame and between which articulated points shown as gaps 6 are provided, which serve that the Schwebeschestellabitese 5 the required longitudinal and transverse movements can execute.
  • the floating frame sections 5 are od at their ends with support elements 5a in the form of frame parts. The like. Provided, which are supported on the support magnet 35.
  • each support element 5a has two support points 5b lying one behind the other in the direction of the longitudinal axis 3 (FIG. Fig. 3 ), which are fastened with additional springs 8 to an associated support magnet 35.
  • the arrangement is such that at each support point 5b of a support element 5a depending on a supporting magnet 35 engages in Fig. 2 and 3 designated 35A and 35B.
  • Fig. 3 still shown a slide 9, which on the in Fig. 1 shown guideway 32, 33 is mounted for the magnetic levitation vehicle 31 and on which the magnetic levitation vehicle 31 by means of skids 10, which are attached to the Schwebestestababitesen 5, is discontinued, when the support magnets 35 are de-energized and therefore can not serve the function of "carrying".
  • the support magnets 35A, 35B is each associated with a control loop 11A, 11B, which serves to provide the between the track 2, 3 or its Statorvolen 34 and the associated poles of the support magnets 35 supporting gap 37 a size of z. B. 10 mm, which establishes the floating state of the magnetic levitation vehicle 31.
  • the movement of the magnetic levitation vehicle 31 in the direction of the longitudinal axis 3 takes place z. B. by means of the basis of Fig. 1 described long stator linear motor.
  • Magnetic levitation vehicles 31 and their magnet arrangements are the expert z. B. from the pamphlets U.S. Patent 4,698,895 .
  • DE 30 04 704 C2 DE 39 28 277 A1 and PCT WO 97/30504 A1 well known.
  • the air spring 4 is associated with a control device 14 according to the invention, which the following reference to the Fig. 4 has described function and is connected to those two control circuits 11A, 11B, which engage at the two support points 5B of the air spring 4 associated Schwebeschestellabschmtts 5.
  • the line 16 two pressure switches 25, 26 are assigned to monitor the air pressure in the line 16 and deliver a switching signal upon reaching a preselected air pressure. Both pressure switches 25 and 26 are connected both to the control circuit 11A and to the control circuit 11B. Finally, in the line 16 still serving a ventilation control valve 27 is connected to a likewise connected in the line 16 pressure switch 28 is assigned and can be switched via a control line 29 either to passage or the line 16 can shut off. Other, not important to the invention components are not shown for simplicity.
  • the air spring 4 is set after opening the control valve 27 and connected to passage control valves 17, 18 via the line 16 to a preselected desired air pressure. Is this achieved, which is signaled by the pressure switch 28, the control valve 27 is closed again.
  • the magnetic levitation vehicle can now be put into operation.
  • the support magnet 35A at the levitation landing section 5 normally receives the support magnet 35B twice the bearing capacity from the state before failure by correspondingly increasing the electric current through its unillustrated winding from the associated control circuit 11B.
  • the venting of the air spring 4 is continued until the associated pressure switch 25 indicates that in the conduit 16 between the closed control valve 27 and the air spring 4 and thus also in the air spring 4 itself only a fraction of the original air pressure is present.
  • the control valve 17 is again switched to passage via the control line 23 and thus the line 16 is separated from the vent line 21.
  • the air spring 4 is now operated at a reduced pressure relative to the desired air pressure. Since this value is preferably chosen so that the now transmitted via the air spring 4 load in Substantially corresponds to the carrying capacity of the support magnet 35B, which applies this at the rated current, the proportion of load then not on the support magnet 35B is preferably distributed as evenly as possible to the remaining support magnets 35 of the magnetic levitation vehicle 1 ( Fig. 1 ). An overload of the supporting magnets 35 is thereby largely avoided.
  • control circuit 11B If there is no venting of the air spring 4 due to the described malfunctions, the current through the winding of the non-failed carrying magnet 35B is automatically increased by the control circuit 11B beyond the nominal current. This leads in the control loop 11B to a corresponding increase z. B. at the output of the relevant actuator.
  • the control circuits 11A, 11B are therefore additionally provided with limit value monitors in the form of threshold switches or the like which, when a preselected limit value is reached or exceeded, in particular with respect to the current in the winding of the carrying magnet 35B, via the control line 24 in FIG Fig. 4 bring the control valve 18 in that position in which it connects the line 16 with the vent line 22.
  • control valve 27 If the pressure in the line 16 is to be increased again to the desired air pressure, this can be achieved by actuation of the control valve 27, which then connects the compressed air source 15 with the air spring 4 until it reaches the desired setpoint air pressure has. Subsequently, the control valve 27 is closed again.
  • the procedure is similar when the support magnet 35B fails instead of the support magnet 35A.
  • the invention is not limited to the described embodiment, which can be modified in many ways.
  • this load distribution can be provided in an analogous manner on both longitudinal sides of the magnetic levitation vehicle 1, if this is provided to the right and left with corresponding supporting magnet.
  • the load distribution on the support magnets 35 takes place with the aid of the air springs 4 can be decided in principle depending on the needs of the case.
  • the exemplified air pressures can be replaced by others.
  • the design of the control device 14 may be different than in Fig. 4 is shown, in particular, the various control operations od with microprocessors. The like. Can be controlled. It is also clear that all present in the magnetic levitation vehicle 1 air springs 4 can be controlled in a corresponding manner.
  • the various features may be applied in combinations other than those illustrated and described.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Vehicle Body Suspensions (AREA)
  • Fluid-Damping Devices (AREA)

Abstract

A magnetic levitation vehicle is described, which comprises a car body (2), being mounted by means of pneumatic air springs (4) on a suspension frame (5), said suspension frame (5) being supported by means of supporting points (5b) on pairs of carrying magnets (35A, 35B). According to the invention a control device (14) is assigned to said pneumatic springs (4) in such a manner that on failure of one of the two carrying magnets (35A, 35B) the pressure in the pneumatic springs (4) can automatically be reduced to a pre-selected fraction of the nominal air pressure (FIG. 3).

Description

Die Erfindung betrifft ein Magnetschwebefahrzeug der im Oberbegriff des Anspruchs 1 angegebenen Gattung.The invention relates to a magnetic levitation vehicle of the type specified in the preamble of claim 1.

Bekannte Magnetschwebefahrzeuge dieser Art enthalten in Fahrzeuglängsrichtung erstreckte Schwebegestelle, die einerseits mit den das magnetische Schweben ermöglichenden Tragmagneten verbunden sind und andererseits über Luftfedern den eigentlichen Wagenkasten mit der Fahrgastzelle abstützen. Die Luftfedern werden dabei mit einem vorgewählten Soll-Luftdruck von z. B. 8 bar betrieben und sind mit einer Luftfedersteuerung in Form einer Niveauregelung gekoppelt, die beim Betrieb zur Steuerung des Luftdrucks in der Weise dient, daß keine Querneigungen des Fahrzeugs auftreten. Dabei ist es aus Redundanzgründen üblich, die Schwebegestelle an denjenigen Stellen, an denen die Luftfedern angebracht sind, mit je zwei benachbarten, durch entsprechende Rahmenteile gebildeten Abstützstellen zu versehen und mit diesen auf je einem separaten Tragmagneten abzustützen. Dadurch ergibt sich der Vorteil, daß die vom Wagenkasten über die Luftfedern auf das Schwebegestell übertragene Last an jeder Abstützstelle normalerweise von zwei Tragmagneten aufgenommen wird, während beim Ausfall eines der beiden Tragmagnete der den anderen Tragmagneten durchfließende Strom so stark erhöht wird, daß dieser den auf den ausgefallenen Tragmagneten entfallenden Lastanteil mit übernimmt.Known magnetic levitation vehicles of this type include in the vehicle longitudinally extended floating point, which are connected on the one hand with the magnetic levitation enabling carrier and on the other hand supported by air springs, the actual car body with the passenger compartment. The air springs are doing with a preselected desired air pressure of z. B. 8 bar operated and are coupled to an air spring control in the form of a level control, which is used in operation for controlling the air pressure in such a way that no banking of the vehicle occur. It is customary for reasons of redundancy, to provide the floating point at those points at which the air springs are mounted, each with two adjacent, formed by corresponding frame parts support points and support with these on each a separate support magnet. This has the advantage that the transmitted from the car body via the air springs on the floating frame load at each support point is normally absorbed by two supporting magnet, while failure of one of the two supporting magnets of the other supporting magnet flowing through current is increased so much that this on with the failed support magnet attributable load share with.

Ein Nachteil dieses Aufbaus besteht darin, daß der nicht ausgefallene Tragmagnet, da er die volle Last übernehmen muß, für die Dauer der Störung mit einem erheblich höheren Strom als dem Nennstrom betrieben wird, um den vorgegebenen Tragspalt einzuhalten. Das erfordert eine so starke Auslegung der Tragmagnete, daß sie ohne thermische Überlastung auch einen längeren Störfall problemlos überstehen können. Denkbar wäre zwar auch eine Entlüftung der vom Ausfall betroffenen Luftfeder, doch hätte das zur Folge, daß dann von ihr keine Last mehr auf das zugehörige Tragmagnetpaar übertragen würde.A disadvantage of this structure is that the non-failed support magnet, since he has to take over the full load, is operated for the duration of the disturbance with a significantly higher current than the rated current in order to comply with the predetermined support gap. This requires such a strong design of the supporting magnets that they can survive without thermal overload even a longer incident easily. Although it would also be conceivable venting the affected by the failure of the air spring, but it would mean that then no load would be transferred from her to the associated pair of supporting magnet.

Dieser Nachteil kann auch nicht dadurch beseitigt werden, daß der Druck in den Luftfedern nach Art einer üblichen Niveauregelung in Abhängigkeit von der Last im Fahrzeug, d. h. z. B. in Abhängigkeit von der Zahl der Passagiere gesteuert wird, indem der Druck in den Luftfedern bei Lasterhöhung (bzw. Lasterniedrigung) vergrößert bzw. (reduziert) wird, um den Abstand zwischen dem Wagenkasten und dem Schwebegestell konstant zu halten. Das gilt selbst dann, wenn dabei außerdem weitere Luftfedern vorgesehen sind, um auch den Abstand zwischen dem Schwebegestell und den Tragmagneten konstant zu halten, wenn beispielsweise einer der Tragmagnete ausfällt ( DE 27 14 282 A1 ).Nor can this disadvantage be eliminated by controlling the pressure in the air springs in the manner of a conventional level control as a function of the load in the vehicle, ie, for example, as a function of the number of passengers, by increasing the pressure in the air springs when the load increases ( or laser depression) is increased or (reduced) to keep the distance between the car body and the floating frame constant. This is true even if there are also other air springs are provided to keep the distance between the floating frame and the supporting magnet constant, for example, if one of the supporting magnets fails ( DE 27 14 282 A1 ).

Demgegenüber besteht das der Erfindung zugrunde liegende, technische Problem darin, das Magnetschwebefahrzeug der eingangs bezeichneten Gattung so auszubilden, daß der beim Auftreten eines Störfalls funktionsfähig bleibende Tragmagnet auch weiterhin einen Teil der über die Luftfeder übertragenen Last aufnehmen kann, ohne jedoch überlastet zu werden, selbst wenn er nicht für einen Störfall ausgelegt ist.In contrast, there is the invention of the underlying, technical problem is the magnetic levitation vehicle of the type described in such a way that the functioning of the occurrence of an accident permanent magnet can continue to absorb part of the transmitted via the air spring load, but without being overloaded, even if it is not designed for a major accident.

Zur Lösung dieses Problems dienen die kennzeichnenden Merkmale des Anspruchs 1.To solve this problem serve the characterizing features of claim 1.

Die Erfindung bringt den Vorteil mit sich, daß oder Druck in der Luftfeder bei Ausfall eines der beiden ihr zugeordneten Tragmagnete auf einen solchen Druck reduziert werden kann, wie der Nenn-Tragkraft des nicht ausgefallenen Tragmagneten entspricht. Da der Druck in der Luftfeder ein Maß für die auf den Tragmagneten übertragene Kraft ist, genügt in der Regel etwa eine Halbierung des üblichen Luftdrucks. Dadurch ergibt sich der weitere Vorteil, daß die nicht von diesem Tragmagneten aufgenommene Last auf mehrere andere der zahlreichen (z. B. 16) Luftfedern des Magnetschwebefahrzeugs verteilt werden kann, so daß im Störfall an keinem der Tragmagnete zu hohe Belastungen auftreten.The invention has the advantage that or pressure in the air spring in case of failure of one of the two associated supporting magnets can be reduced to such a pressure, as the nominal load capacity of the non-failed support magnet corresponds. Since the pressure in the air spring is a measure of the force transmitted to the supporting magnet, it is generally sufficient to halve the usual air pressure. This results in the further advantage that the load not picked up by this support magnet can be distributed to a plurality of other of the numerous (eg 16) air springs of the magnetic levitation vehicle, so that in the event of a fault, no excessive loads occur on any of the support magnets.

Die Erfindung wird nachfolgend in Verbindung mit den beiliegenden Zeichnungen an einem Ausführungsbeispiel näher erläutert. Es zeigen:

  • Fig. 1 einen schematischen Teilschnitt durch ein übliches Magnetschwebefahrzeug und einen zugehörigen Fahrweg;
  • Fig. 2 schematisch die Seitenansicht eines üblichen Magnetschwebefahrzeugs;
  • Fig. 3 eine vergrößerte Einzelheit X des Magnetschwebefahrzeugs nach Fig. 2 mit weiteren Komponenten; und
  • Fig. 4 ein Schaltbild einer elektropneumatischen Steuereinrichtung für die Luftfeder des Magnetschwebefahrzeugs nach Fig. 3.
  • Fig. 1 zeigt schematisch einen Querschnitt durch ein Magnetschwebefahrzeug 31, das in üblicher Weise auf einem in Längsrichtung einer Trasse verlaufenden Fahrweg fahrbar montiert ist, der aus Stahl und/oder Beton hergestellte Träger 32 und auf diesen montierte Fahrwegplatten 33 enthält. Der Antrieb des Magnetschwebefahrzeugs 31 erfolgt z. B. mittels eines Langstatormotors, der unterhalb der Fahrwegplatte 33 befestigte, in deren Längsrichtung aufeinander folgende Statorpakete 34 aufweist. Die Statorpakete 34 weisen abwechselnd aufeinander folgende, nicht dargestellte Zähne und Nuten auf, in die Wicklungen eingelegt sind, die mit Drehstrom variabler Amplitude und Frequenz gespeist werden. Das eigentliche Erregerfeld des Langstatormotors wird durch wenigstens eine erste, als Tragmagnete 35 wirkende Magnetanordnung erzeugt, die mit wenigstens einem seitlichen Gestellbügel 36 am Magnetschwebefahrzeug 31 befestigt ist und den in Fig. 1 nach unten offenen Nuten der
The invention will be explained in more detail below in connection with the accompanying drawings of an embodiment. Show it:
  • Fig. 1 a schematic partial section through a conventional magnetic levitation vehicle and an associated track;
  • Fig. 2 schematically the side view of a conventional magnetic levitation vehicle;
  • Fig. 3 an enlarged detail of the magnetic levitation vehicle X after Fig. 2 with other components; and
  • Fig. 4 a circuit diagram of an electro-pneumatic control device for the air spring of the magnetic levitation vehicle according to Fig. 3 ,
  • Fig. 1 schematically shows a cross section through a magnetic levitation vehicle 31, which is mounted in a conventional manner on a running in the longitudinal direction of a route track, which contains support made of steel and / or concrete 32 and mounted on these Fahrwegplatten 33. The drive of the magnetic levitation vehicle 31 is z. B. by means of a long-stator motor, which is fastened below the track plate 33, in the longitudinal direction of which consecutive stator 34 has. The stator packets 34 have alternately successive, not shown, teeth and grooves, in which windings are inserted, which are fed with three-phase variable amplitude and frequency. The actual exciting field of the long stator motor is generated by at least one first, acting as a support magnet 35 magnet assembly which is attached to at least one side frame bracket 36 on the magnetic levitation vehicle 31 and the in Fig. 1 downwardly open grooves of the

Statorpakete 34 zugewandte Magnetpole aufweist. Der Tragmagnet 35 stellt nicht nur das Erregerfeld bereit, sondern erfüllt auch die Funktion des Tragens und Schwebens, indem er beim Betrieb des Magnetschwebefahrzeugs 31 einen vorgegebenen Spalt 37 von z. B. 10 mm zwischen dem Tragmagneten 35 und dem Fahrweg bzw. dessen Statorpakete 34 aufrecht erhält.Stator packages 34 facing magnetic poles. The support magnet 35 not only provides the field of excitation, but also fulfills the function of carrying and levitating, by the operation of the magnetic levitation vehicle 31 a predetermined gap 37 of z. B. 10 mm between the support magnet 35 and the track or the stator 34 is maintained.

Zur Spurführung des Magnetschwebefahrzeugs 31 weist die Fahrwegplatte 33 seitlich angebrachte Führschienen 38 auf, denen ebenfalls an den Gestellbügeln 36 montierte Führmagnete 39 gegenüberstehen, die beim Betrieb dazu dienen, zwischen sich und der Führschiene 38 einen dem Spalt 37 entsprechenden Spalt 40 aufrechtzuerhalten. Nach Fig. 2 enthält das Magnetschwebefahrzeug 31 einen Wagenkasten 2, an dessen Unterseite mehrere, in Richtung einer Fahrzeug-Längsachse 3 beabstandete Luftfedern 4 montiert sind. Je eine Luftfeder 4 wirkt auf das vordere bzw. hintere Ende von Schwebegestellabschnitten 5 ein, die ein den Wagenkasten 2 tragendes Schwebegestell bilden und zwischen denen als Zwischenräume dargestellte Gelenkpunkte 6 vorgesehen sind, die dazu dienen, daß die Schwebegestellabschnitte 5 die erforderlichen Längs- und Querbewegungen ausführen können.For tracking the magnetic levitation vehicle 31, the track plate 33 has laterally mounted guide rails 38, which are also mounted on the frame brackets 36 guide magnets 39 facing each other, which serve in operation to maintain between themselves and the guide rail 38 a gap 37 corresponding gap 40. To Fig. 2 The magnetic levitation vehicle 31 contains a car body 2, on the underside of which a plurality of air springs 4 spaced apart in the direction of a vehicle longitudinal axis 3 are mounted. Depending on an air spring 4 acts on the front and rear end of Schwebetestellabschnitten 5, which form a carbody 2 supporting floating frame and between which articulated points shown as gaps 6 are provided, which serve that the Schwebeschestellabschnitte 5 the required longitudinal and transverse movements can execute.

Die Schwebegestellabschnitte 5 sind an ihren Enden mit Abstützelementen 5a in Form von Rahmenteilen od. dgl. versehen, die auf dem Tragmagneten 35 abgestützt sind. Dabei weist jedes Abstützelement 5a zwei in Richtung der Längsachse 3 hintereinander liegende Abstützstellen 5b (Fig. 3) auf, die mit weiteren Federn 8 an einem zugehörigen Tragmagneten 35 befestigt sind. Insbesondere ist die Anordnung so getroffen, daß an jeder Abstützstelle 5b eines Abstützelementes 5a je ein Tragmagnet 35 angreift, der in Fig. 2 und 3 mit 35A und 35B bezeichnet ist. Außerdem ist es möglich, je zwei Tragmagnete (z. B. 35A und 35C in Fig. 2) starr miteinander zu verbinden, wie in Fig. 2 durch gestrichelte Linien angedeutet ist. Schließlich ist in Fig. 3 noch eine Gleitschiene 9 dargestellt, die an dem in Fig. 1 gezeigten Fahrweg 32, 33 für das Magnetschwebefahrzeug 31 angebracht ist und auf der das Magnetschwebefahrzeug 31 mittels Gleitkufen 10, die an den Schwebegestellabschnitten 5 befestigt sind, abgesetzt wird, wenn die Tragmagnete 35 stromlos sind und daher nicht der Funktion "Tragen" dienen können.The floating frame sections 5 are od at their ends with support elements 5a in the form of frame parts. The like. Provided, which are supported on the support magnet 35. In this case, each support element 5a has two support points 5b lying one behind the other in the direction of the longitudinal axis 3 (FIG. Fig. 3 ), which are fastened with additional springs 8 to an associated support magnet 35. In particular, the arrangement is such that at each support point 5b of a support element 5a depending on a supporting magnet 35 engages in Fig. 2 and 3 designated 35A and 35B. In addition, it is possible to use two support magnets each (eg 35A and 35C in FIG Fig. 2 ) rigidly connect with each other as in Fig. 2 indicated by dashed lines. Finally, in Fig. 3 still shown a slide 9, which on the in Fig. 1 shown guideway 32, 33 is mounted for the magnetic levitation vehicle 31 and on which the magnetic levitation vehicle 31 by means of skids 10, which are attached to the Schwebestestababschnitten 5, is discontinued, when the support magnets 35 are de-energized and therefore can not serve the function of "carrying".

Den Tragmagneten 35A, 35B ist je ein Regelkreis 11A, 11B zugeordnet, der dazu dient, dem zwischen dem Fahrweg 2, 3 bzw. dessen Statorpaketen 34 und den zugeordneten Polen der Tragmagnete 35 vorgesehenen Tragspalt 37 eine Größe von z. B. 10 mm zu geben, der den Schwebezustand des Magnetschwebefahrzeugs 31 herstellt. Die Bewegung des Magnetschwebefahrzeugs 31 in Richtung der Längsachse 3 erfolgt z. B. mittels des anhand der Fig. 1 beschriebenen Langstator-Linearmotors.The support magnets 35A, 35B is each associated with a control loop 11A, 11B, which serves to provide the between the track 2, 3 or its Statorpaketen 34 and the associated poles of the support magnets 35 supporting gap 37 a size of z. B. 10 mm, which establishes the floating state of the magnetic levitation vehicle 31. The movement of the magnetic levitation vehicle 31 in the direction of the longitudinal axis 3 takes place z. B. by means of the basis of Fig. 1 described long stator linear motor.

Magnetschwebefahrzeuge 31 und deren Magnetanordnungen sind dem Fachmann z. B. aus den Druckschriften US-PS 4,698,895 , DE 30 04 704 C2 , DE 39 28 277 A1 und PCT WO 97/30504 A1 allgemein bekannt.Magnetic levitation vehicles 31 and their magnet arrangements are the expert z. B. from the pamphlets U.S. Patent 4,698,895 . DE 30 04 704 C2 . DE 39 28 277 A1 and PCT WO 97/30504 A1 well known.

Der Luftfeder 4 ist eine erfindungsgemäße Steuereinrichtung 14 zugeordnet, die die nachfolgend anhand der Fig. 4 beschriebene Funktion hat und mit denjenigen beiden Regelkreisen 11A, 11B verbunden ist, die an den beiden Abstützstellen 5B des der Luftfeder 4 zugeordneten Schwebegestellabschmtts 5 angreifen.The air spring 4 is associated with a control device 14 according to the invention, which the following reference to the Fig. 4 has described function and is connected to those two control circuits 11A, 11B, which engage at the two support points 5B of the air spring 4 associated Schwebeschestellabschmtts 5.

Nach Fig. 4 enthält die Steuereinrichtung 14 eine Druckluftquelle 15, die z. B. ein Kompressor oder auch eine hier nicht interessierende Niveauregeleinheit sein kann und über eine Leitung 16 an die Luftfeder 4 angeschlossen ist. Zwischen der Druckluftquelle 15 und der Luftfeder 4 sind zwei in Serie liegende Steuerventile 17 und 18 in die Leitung 16 geschaltet, die beide über je eine Drossel 19, 20 zu einer Entlüftungsleitung 21, 22 oder auch zur äußeren Atmosphäre führen. Beide Steuerventile 17 und 18 sind über Steuerleitungen 23, 24 zumindest derart steuerbar, daß sie in einer ersten Stellung die Leitung 16 auf Durchgang schalten, aber gegen die Entlüftungsleitungen 21, 22 absperren, oder in einer zweiten Stellung die Leitung 16 zumindest auf der Seite der Luftfeder 4 an die Entlüftungsleitung 21, 22 anschließen. Weiterhin sind der Leitung 16 zwei Druckschalter 25, 26 zugeordnet, die den Luftdruck in der Leitung 16 überwachen und beim Erreichen eines vorgewählten Luftdrucks ein Schaltsignal abgeben. Dabei sind beide Druckschalter 25 und 26 sowohl mit dem Regelkreis 11A als auch mit dem Regelkreis 11B verbunden. Schließlich ist in die Leitung 16 noch ein der Belüftung dienendes Steuerventil 27 geschaltet, dem ein ebenfalls in die Leitung 16 geschalteter Druckschalter 28 zugeordnet ist und das über eine Steuerleitung 29 entweder auf Durchgang geschaltet werden oder die Leitung 16 absperren kann. Weitere, für die Erfindung nicht wichtige Komponenten sind der Einfachheit halber nicht dargestellt.To Fig. 4 the controller 14 includes a compressed air source 15, the z. B. may be a compressor or a level control unit not of interest here and is connected via a line 16 to the air spring 4. Between the compressed air source 15 and the air spring 4, two series control valves 17 and 18 are connected in the line 16, both via a respective throttle 19, 20 lead to a vent line 21, 22 or to the outside atmosphere. Both control valves 17 and 18 are at least so controllable via control lines 23, 24 that they turn the line 16 to passage in a first position, but shut off against the vent lines 21, 22, or in a second position, the line 16 at least on the side of Air spring 4 to the vent line 21, 22 connect. Furthermore, the line 16 two pressure switches 25, 26 are assigned to monitor the air pressure in the line 16 and deliver a switching signal upon reaching a preselected air pressure. Both pressure switches 25 and 26 are connected both to the control circuit 11A and to the control circuit 11B. Finally, in the line 16 still serving a ventilation control valve 27 is connected to a likewise connected in the line 16 pressure switch 28 is assigned and can be switched via a control line 29 either to passage or the line 16 can shut off. Other, not important to the invention components are not shown for simplicity.

Die Wirkungsweise der Steuereinrichtung 14 nach Fig. 4 ist wie folgt:The operation of the control device 14 after Fig. 4 is as follows:

Vor Inbetriebnahme des Magnetschwebefahrzeugs 1 wird die Luftfeder 4 nach Öffnen des Steuerventils 27 und bei auf Durchgang geschalteten Steuerventilen 17, 18 über die Leitung 16 auf einen vorgewählten Soll-Luftdruck eingestellt. Ist dieser erreicht, was durch den Druckschalter 28 signalisiert wird, wird das Steuerventil 27 wieder geschlossen. Das Magnetschwebefahrzeug kann nun in Betrieb genommen werden. Bei Ausfall der Tragkraft z. B. des Tragmagneten 35A am Schwebegestellabschnitt 5 erhält normalerweise der Tragmagnet 35B die doppelte Tragkraft gegenüber dem Zustand vor dem Ausfall, indem der elektrische Strom durch seine nicht dargestellte Wicklung vom zugehörigen Regelkreis 11B entsprechend erhöht wird. Im Gegensatz dazu wird erfingdungsgemäß in dieser Situation eine automatische Entlüftung der Luftfeder 4 auf einen vorgewählten Bruchteil des von der Druckluftquelle 15 gelieferten bzw. zuvor in der Luftfeder 4 hergestellten Soll-Luftdrucks (z. B. von ursprünglich 8 bar auf nur noch 3,5 bar) vorgenommen, um dadurch die ursprüngliche Tragkraft des Tragmagneten 35B wieder herzustellen bzw. die über die Luftfeder 4 auf den Tragmagneten 35B übertragene Teillast auf einen Wert einzustellen, der der Tragkraft des Tragmagneten 35B bei seinem Nennstrom entspricht. Hierzu wird das Steuerventil 17 über die Steuerleitung 23 in eine Stellung gebracht, bei der die Leitung 16 über die Drossel 19 mit der Entlüftungsleitung 21 verbunden ist, so daß die Luft aus der Luftfeder 4 über diesen Pfad entweicht. Die Steuerung des Steuerventils 17 erfolgt dabei mit Hilfe eines Fehlersignals, das der Steuerleitung 14 vom Regelkreis 11A des ausgefallenen Tragmagneten 35A aus zugeführt und z. B. dann erzeugt wird, wenn der Tragmagnet 35A stromlos wird oder ein sonstiger Fehler vorliegt.Before starting the magnetic levitation vehicle 1, the air spring 4 is set after opening the control valve 27 and connected to passage control valves 17, 18 via the line 16 to a preselected desired air pressure. Is this achieved, which is signaled by the pressure switch 28, the control valve 27 is closed again. The magnetic levitation vehicle can now be put into operation. In case of failure of the capacity z. For example, the support magnet 35A at the levitation landing section 5 normally receives the support magnet 35B twice the bearing capacity from the state before failure by correspondingly increasing the electric current through its unillustrated winding from the associated control circuit 11B. In contrast, according to the invention, in this situation, an automatic venting of the air spring 4 to a preselected fraction of the target air pressure delivered by the compressed air source 15 or previously produced in the air spring 4 (eg, from originally 8 bar to only 3.5 bar) to thereby restore the original bearing force of the support magnet 35B and adjust the partial load transmitted to the support magnet 35B via the air spring 4 to a value corresponding to the bearing force of the support magnet 35B at its rated current. For this purpose, the control valve 17 is brought via the control line 23 into a position in which the line 16 is connected via the throttle 19 with the vent line 21, so that the air escapes from the air spring 4 via this path. The control of the control valve 17 takes place with the aid of an error signal, which is supplied to the control line 14 from the control circuit 11A of the failed support magnet 35A and z. B. is generated when the support magnet 35A is de-energized or another error is present.

Die Entlüftung der Luftfeder 4 wird so lange fortgesetzt, bis der zugehörige Druckschalter 25 anzeigt, daß in der Leitung 16 zwischen dem geschlossenen Steuerventil 27 und der Luftfeder 4 und damit auch in der Luftfeder 4 selbst nur noch ein Bruchteil des ursprünglichen Luftdrucks vorhanden ist. Im Anschluß daran wird das Steuerventil 17 über die Steuerleitung 23 wieder auf Durchgang geschaltet und damit die Leitung 16 von der Entlüftungsleitung 21 getrennt. Die Luftfeder 4 wird nun mit einem gegenüber dem Soll-Luftdruck reduzierten Druck betrieben. Da dieser Wert vorzugsweise so gewählt wird, daß die jetzt über die Luftfeder 4 übertragene Last im wesentlichen der Tragkraft des Tragmagneten 35B entspricht, die dieser beim Nennstrom aufbringt, wird der dann nicht auf den Tragmagneten 35B entfallende Lastanteil vorzugsweise möglichst gleichmäßig auf die restlichen Tragmagnete 35 des Magnetschwebefahrzeugs 1 verteilt (Fig. 1). Eine Überlastung der Tragmagnete 35 wird dadurch weitgehend vermieden.The venting of the air spring 4 is continued until the associated pressure switch 25 indicates that in the conduit 16 between the closed control valve 27 and the air spring 4 and thus also in the air spring 4 itself only a fraction of the original air pressure is present. Following this, the control valve 17 is again switched to passage via the control line 23 and thus the line 16 is separated from the vent line 21. The air spring 4 is now operated at a reduced pressure relative to the desired air pressure. Since this value is preferably chosen so that the now transmitted via the air spring 4 load in Substantially corresponds to the carrying capacity of the support magnet 35B, which applies this at the rated current, the proportion of load then not on the support magnet 35B is preferably distributed as evenly as possible to the remaining support magnets 35 of the magnetic levitation vehicle 1 ( Fig. 1 ). An overload of the supporting magnets 35 is thereby largely avoided.

Um zu vermeiden, daß beim Versagen der bisher beschriebenen Steuereinrichtung 14, insbesondere z. B. aufgrund eines Defekts des Steuerventils 17, der Drossel 21 od. dgl., keine Entlüftung der Luftfeder 4 vorgenommen wird, ist erfindungsgemäß eine redundante Einrichtung vorgesehen, die die Teile 18, 20, 22, 24 und 26 umfaßt. Diese Einrichtung arbeitet wie folgt:In order to avoid that in the failure of the previously described control device 14, in particular z. B. due to a defect of the control valve 17, the throttle 21 od. Like., No venting of the air spring 4 is made according to the invention a redundant device is provided which comprises the parts 18, 20, 22, 24 and 26. This facility works as follows:

Findet aufgrund der beschriebenen Fehlfunktionen eine Entlüftung der Luftfeder 4 nicht statt, wird der Strom durch die Wicklung des nicht ausgefallenen Tragmagneten 35B durch den Regelkreis 11B automatisch über den Nennstrom hinaus erhöht. Das führt im Regelkreis 11B zu einem entsprechenden Anstieg z. B. am Ausgang des betreffenden Stellgliedes. Die Regelkreise 11A, 11B werden daher zusätzlich mit Grenzwertüberwachungen in Form von Schwellwertschaltern od. dgl. versehen, die beim Erreichen bzw. Überschreiten eines vorgewählten Grenzwerts, insbesondere hinsichtlich des Stroms in der Wicklung des Tragmagneten 35B, über die Steuerleitung 24 in Fig. 4 das Steuerventil 18 in diejenige Stellung bringen, in der es die Leitung 16 mit der Entlüftungsleitung 22 verbindet. Dadurch wird die Luftfeder 4 analog zur obigen Beschreibung entlüftet, bis der zugehörige Druckschalter 26 wiederum das Erreichen des gewünschten kleineren Luftdrucks anzeigt und das Steuerventil 18 automatisch wieder von der Entlüftungsleitung 22 abtrennt. Über den beschriebenen redundanten Pfad wird somit dasselbe Ergebnis wie mit Hilfe des Steuerventils 17 erreicht.If there is no venting of the air spring 4 due to the described malfunctions, the current through the winding of the non-failed carrying magnet 35B is automatically increased by the control circuit 11B beyond the nominal current. This leads in the control loop 11B to a corresponding increase z. B. at the output of the relevant actuator. The control circuits 11A, 11B are therefore additionally provided with limit value monitors in the form of threshold switches or the like which, when a preselected limit value is reached or exceeded, in particular with respect to the current in the winding of the carrying magnet 35B, via the control line 24 in FIG Fig. 4 bring the control valve 18 in that position in which it connects the line 16 with the vent line 22. As a result, the air spring 4 is vented analogously to the above description until the associated pressure switch 26 again indicates the achievement of the desired smaller air pressure and the control valve 18 automatically disconnects again from the vent line 22. The same result as with the aid of the control valve 17 is thus achieved via the described redundant path.

Soll der Druck in der Leitung 16 wieder auf den Soll-Luftdruck erhöht werden, kann dies durch Betätigung des Steuerventils 27 erreicht werden, das dann die Druckluftquelle 15 mit der Luftfeder 4 verbindet, bis diese den gewünschten Soll-Luftdruck besitzt. Anschließend wird das Steuerventil 27 wieder geschlossen.If the pressure in the line 16 is to be increased again to the desired air pressure, this can be achieved by actuation of the control valve 27, which then connects the compressed air source 15 with the air spring 4 until it reaches the desired setpoint air pressure has. Subsequently, the control valve 27 is closed again.

In entsprechender Weise wird vorgegangen, wenn der Tragmagnet 35B anstatt des Tragmagneten 35A ausfällt.The procedure is similar when the support magnet 35B fails instead of the support magnet 35A.

Die Erfindung ist nicht auf das beschriebene Ausführungsbeispiel beschränkt, das auf vielfache Weise abgewandelt werden kann. Das gilt insbesondere für die beschriebene Lastaufteilung im Bereich der Schwebegestellabschnitte 5 bzw. der Abstützelemente 5a. Insbesondere kann diese Lastaufteilung in analoger Weise auch an beiden Längsseiten des Magnetschwebefahrzeugs 1 vorgesehen werden, wenn dieses dazu rechts und links mit entsprechenden Tragmagneten versehen ist. Wie die Lastverteilung auf die Tragmagnete 35 mit Hilfe der Luftfedern 4 erfolgt, kann im Prinzip in Abhängigkeit von den Bedürfnissen des Einzelfalls entschieden werden. Auch die beispielhaft angegebenen Luftdrücke können durch andere ersetzt werden. Weiterhin kann die Ausbildung der Steuereinrichtung 14 anders, als in Fig. 4 dargestellt ist, vorgenommen werden, wobei insbesondere die verschiedenen Steuervorgänge mit Mikroprozessoren od. dgl. gesteuert werden können. Außerdem ist klar, daß alle im Magnetschwebefahrzeug 1 vorhandenen Luftfedern 4 in entsprechender Weise gesteuert werden können. Schließlich versteht sich, daß die verschiedenen Merkmale auch in anderen als den dargestellten und beschriebenen Kombinationen angewendet werden können.The invention is not limited to the described embodiment, which can be modified in many ways. This applies in particular to the described load distribution in the area of the floating frame sections 5 or the supporting elements 5a. In particular, this load distribution can be provided in an analogous manner on both longitudinal sides of the magnetic levitation vehicle 1, if this is provided to the right and left with corresponding supporting magnet. As the load distribution on the support magnets 35 takes place with the aid of the air springs 4, can be decided in principle depending on the needs of the case. Also the exemplified air pressures can be replaced by others. Furthermore, the design of the control device 14 may be different than in Fig. 4 is shown, in particular, the various control operations od with microprocessors. The like. Can be controlled. It is also clear that all present in the magnetic levitation vehicle 1 air springs 4 can be controlled in a corresponding manner. Finally, it should be understood that the various features may be applied in combinations other than those illustrated and described.

Claims (10)

  1. Magnetic levitation vehicle with a body (2), a suspension frame (5) extended parallel to a longitudinal axis (3) of the vehicle, a number of support magnets (35), which are arranged one behind the other in the direction of the longitudinal axis (3) and which act in pairs (35A, 35B) on adjacent support points (5b) of the suspension frame (5), and with at least one controllable pneumatic spring (4), which is arranged in the region of adjacent support points (5b) and is operated with a preselected set air pressure and by means of which the body (2) is supported on the suspension frame (5), characterised in that the pneumatic spring (4) has an associated control means (14), which in the event of failure of one of the two support magnets (35A, 35B) automatically reduces the pressure in the pneumatic spring (4) to a preselected fraction of the set air pressure and is activated by an error signal generated in the event of failure of a support magnet (35A, 35B).
  2. Magnetic levitation vehicle according to claim 1, characterised in that the error signal is generated by the control circuit (e.g, 11A) of the failed support magnet (e.g. 35A),
  3. Magnetic levitation vehicle according to claim 1 or 2, characterised in that the error signal is generated by the control circuit (e.g. 11B) of the still operative support magnet (e.g. 35B).
  4. Magnetic levitation vehicle according to one of claims I to 3, characterised in that the control means (14) has a first control valve (17), by means of which the pneumatic spring (4) can be deaerated until the preselected fraction of the set air pressure has been reached.
  5. Magnetic levitation vehicle according to one of claims I to 4, characterised in that the control means (14) has a second control valve (18), by means of which the pneumatic spring (4) can be deacrated until the preselected fraction of the set air pressure has been reached.
  6. Magnetic levitation vehicle according to claim 4 or 5, characterised in that the first control valve (17) is controlled by the error signal of the failed support magnet (e.g. 35A).
  7. Magnetic levitation vehicle according to one of claims 4 to 6, characterised in that the second control valve (18) is controlled by the error signal of the still operative support magnet (e.g. 35B).
  8. Magnetic levitation vehicle according to one of claims I to 7, characterised in that the fraction of set air pressure is selected so that the force exerted by the body (2) onto the still operative support magnet (e.g. 35B) is substantially halved.
  9. Magnetic levitation vehicle according to claim 8, characterised in that the preselected fraction corresponds to about half the set air pressure.
  10. Magnetic levitation vehicle according to one of claims 1 to 9, characterised in that the error signal is generated in dependence on the currents fed to the windings of the support magnets (35A, 35B).
EP05715083A 2004-03-18 2005-03-10 Magnetic levitation vehicle comprising a pneumatic spring control system Active EP1725441B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004013690A DE102004013690A1 (en) 2004-03-18 2004-03-18 Magnetic levitation vehicle with air spring control
PCT/DE2005/000419 WO2005090137A1 (en) 2004-03-18 2005-03-10 Magnetic levitation vehicle comprising a pneumatic spring control system

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EP1725441A1 EP1725441A1 (en) 2006-11-29
EP1725441B1 true EP1725441B1 (en) 2010-09-15

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EP (1) EP1725441B1 (en)
CN (1) CN100554058C (en)
AT (1) ATE481283T1 (en)
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WO (1) WO2005090137A1 (en)

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DE102006053583B4 (en) * 2006-11-10 2015-07-16 Thyssenkrupp Transrapid Gmbh Magnetic levitation vehicle
DE102007003118A1 (en) 2007-01-15 2008-07-17 Thyssenkrupp Transrapid Gmbh Magnetic levitation railway and method for its operation
DE102007051231A1 (en) * 2007-10-10 2009-04-16 Thyssenkrupp Transrapid Gmbh Magnetic levitation vehicle and method for lifting and / or depositing same
CN101237176B (en) * 2008-01-10 2010-06-09 上海交通大学 Scalable swing magnetic suspending device
CN107599888B (en) 2017-08-03 2019-08-27 中车青岛四方机车车辆股份有限公司 The suspension rack component of maglev vehicle
CN109204329A (en) * 2018-08-09 2019-01-15 中车青岛四方机车车辆股份有限公司 Air spring assembly and suspension vehicle with it
CN112848912B (en) * 2021-02-25 2022-03-18 湖南凌翔磁浮科技有限责任公司 High-speed magnetic levitation control method, controller, unit and system

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US8794158B2 (en) 2014-08-05
DE502005010263D1 (en) 2010-10-28
EP1725441A1 (en) 2006-11-29
US20110041722A1 (en) 2011-02-24
CN1842455A (en) 2006-10-04
CN100554058C (en) 2009-10-28
DE102004013690A1 (en) 2005-10-06
ATE481283T1 (en) 2010-10-15

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