EP1725441B1 - Vehicule a sustentation magnetique a commande des ressorts pneumatiques - Google Patents

Vehicule a sustentation magnetique a commande des ressorts pneumatiques 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
Prior art date
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Active
Application number
EP05715083A
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German (de)
English (en)
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EP1725441A1 (fr
Inventor
Olaf Huber
Siegbert Kunz
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.)
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.

Claims (10)

  1. Véhicule à sustentation magnétique, avec une caisse de véhicule (2), avec un châssis de sustentation (5) s'étendant parallèlement à un axe longitudinal (3) du véhicule, avec un certain nombre d'aimants de sustentation (35) disposés en succession dans la direction de l'axe longitudinal (3), aimants qui agissent par paires (35A, 35B) sur des points d'appui voisins (5b) du châssis de sustentation (5), et avec au moins un ressort pneumatique asservissable (4), disposé dans la région de points d'appui voisins (5b) et exploité avec une pression d'air de consigne présélectionnée, ressort au moyen duquel la caisse de véhicule (2) est soutenue sur le châssis de sustentation (5), caractérisé en ce qu'un dispositif de commande (14) est associé au ressort pneumatique (4), dispositif qui, en cas de défaillance d'un des deux aimants de sustentation (35A, 35B), abaisse automatiquement la pression dans le ressort pneumatique (4) à une fraction présélectionnée de la pression d'air de consigne, et qui est activé par un signal de défaut produit en cas de défaillance d'un aimant de sustentation (35A, 35B).
  2. Véhicule à sustentation magnétique selon la revendication 1, caractérisé en ce que le signal de défaut est produit par le circuit de régulation (11A par exemple) de l'aimant de sustentation défaillant (35A par exemple).
  3. Véhicule à sustentation magnétique selon la revendication 1 ou 2, caractérisé en ce que le signal de défaut est produit par le circuit de régulation (11B par exemple) de l'aimant de sustentation non défaillant (35B par exemple).
  4. Véhicule à sustentation magnétique selon l'une des revendications 1 à 3, caractérisé en ce que le dispositif de commande (14) présente une première soupape de commande (17), au moyen de laquelle le ressort pneumatique (4) peut être vidé de son air jusqu'à l'atteinte de la fraction présélectionnée de la pression d'air de consigne.
  5. Véhicule à sustentation magnétique selon l'une des revendications 1 à 4, caractérisé en ce que le dispositif de commande (14) présente une deuxième soupape de commande (18), au moyen de laquelle le ressort pneumatique (4) peut être vidé de son air jusqu'à l'atteinte de la fraction présélectionnée de la pression d'air de consigne.
  6. Véhicule à sustentation magnétique selon la revendication 4 ou 5, caractérisé en ce que la commande de la première soupape de commande (17) s'effectue par le signal de défaut de l'aimant de sustentation défaillant (35A par exemple).
  7. Véhicule à sustentation magnétique selon l'une des revendications 4 à 6, caractérisé en ce que la commande de la deuxième soupape de commande (18) s'effectue par le signal de défaut de l'aimant de sustentation non défaillant (35B par exemple).
  8. Véhicule à sustentation magnétique selon l'une des revendications 1 à 7, caractérisé en ce que la fraction de la pression d'air de consigne est sélectionnée de telle sorte que la force exercée par la caisse de véhicule (2) sur l'aimant de sustentation non défaillant (35B par exemple) est sensiblement divisée par deux.
  9. Véhicule à sustentation magnétique selon la revendication 8, caractérisé en ce que la fraction présélectionnée correspond environ à la moitié de la pression d'air de consigne.
  10. Véhicule à sustentation magnétique selon l'une des revendications 1 à 9, caractérisé en ce que le signal de défaut est produit en fonction des courants électriques apportés aux bobinages des aimants de sustentation (35A, 35B).
EP05715083A 2004-03-18 2005-03-10 Vehicule a sustentation magnetique a commande des ressorts pneumatiques Active EP1725441B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004013690A DE102004013690A1 (de) 2004-03-18 2004-03-18 Magnetschwebefahrzeug mit Luftfedersteuerung
PCT/DE2005/000419 WO2005090137A1 (fr) 2004-03-18 2005-03-10 Vehicule a sustentation magnetique a commande des ressorts pneumatiques

Publications (2)

Publication Number Publication Date
EP1725441A1 EP1725441A1 (fr) 2006-11-29
EP1725441B1 true EP1725441B1 (fr) 2010-09-15

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP05715083A Active EP1725441B1 (fr) 2004-03-18 2005-03-10 Vehicule a sustentation magnetique a commande des ressorts pneumatiques

Country Status (6)

Country Link
US (1) US8794158B2 (fr)
EP (1) EP1725441B1 (fr)
CN (1) CN100554058C (fr)
AT (1) ATE481283T1 (fr)
DE (2) DE102004013690A1 (fr)
WO (1) WO2005090137A1 (fr)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006053583B4 (de) * 2006-11-10 2015-07-16 Thyssenkrupp Transrapid Gmbh Magnetschwebefahrzeug
DE102007003118A1 (de) 2007-01-15 2008-07-17 Thyssenkrupp Transrapid Gmbh Magnetschwebebahn und Verfahren zu deren Betrieb
DE102007051231A1 (de) 2007-10-10 2009-04-16 Thyssenkrupp Transrapid Gmbh Magnetschwebefahrzeug und Verfahren zum Anheben und/oder Absetzen desselben
CN101237176B (zh) * 2008-01-10 2010-06-09 上海交通大学 可扩展的摆动磁悬浮装置
CN107599888B (zh) 2017-08-03 2019-08-27 中车青岛四方机车车辆股份有限公司 磁浮车辆的悬浮架组件
CN109204329A (zh) * 2018-08-09 2019-01-15 中车青岛四方机车车辆股份有限公司 空气弹簧组件及具有其的悬挂车
CN112848912B (zh) * 2021-02-25 2022-03-18 湖南凌翔磁浮科技有限责任公司 高速磁浮悬浮控制方法、控制器、单元及系统

Family Cites Families (9)

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Publication number Priority date Publication date Assignee Title
US3939776A (en) * 1972-05-08 1976-02-24 Rohr Industries, Inc. Railway truck magnetic suspension
GB1379059A (en) 1972-05-12 1975-01-02 Sumitomo Metal Ind Railway car having a fail safe suspension system for controlling car body roll
US3980316A (en) * 1975-07-07 1976-09-14 Caterpillar Tractor Co. Roll stabilized vehicle suspension system
DE2714282A1 (de) * 1977-03-31 1978-10-05 Messerschmitt Boelkow Blohm Magnetschwebefahrzeug
JPS5817063B2 (ja) * 1978-08-24 1983-04-04 日本航空株式会社 吸引式磁気浮上走行体の独立懸架装置
DE3004704C2 (de) 1980-02-08 1984-04-26 Thyssen Industrie Ag, 4300 Essen Magnetschwebebahn
DE3404061C1 (de) * 1984-02-06 1985-09-05 Thyssen Industrie Ag, 4300 Essen Verfahren zur Iagegenauen Befestigung von Ausruestungsteilen an vorgegebenen Anschlussorten an der Tragkonstruktion von Fahrwegen
DE3928277C1 (fr) 1989-07-25 1990-12-13 Thyssen Industrie Ag, 4300 Essen, De
DE19703497A1 (de) * 1996-02-12 1997-08-14 Thyssen Industrie Verfahren zur Herstellung einer elektromagnetischen Baugruppe für eine Magnetschwebebahn

Also Published As

Publication number Publication date
DE502005010263D1 (de) 2010-10-28
EP1725441A1 (fr) 2006-11-29
ATE481283T1 (de) 2010-10-15
US8794158B2 (en) 2014-08-05
WO2005090137A1 (fr) 2005-09-29
CN1842455A (zh) 2006-10-04
US20110041722A1 (en) 2011-02-24
CN100554058C (zh) 2009-10-28
DE102004013690A1 (de) 2005-10-06

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