JP2013050018A - Track coil and track coil set for magnetic levitation type railway - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a track coil and a track coil set for a magnetic levitation type railway, each having high energy efficiency.SOLUTION: The track coil for the magnetic levitation type railway comprises: a first coil part 21 on which a conductive member 14a is wound; and a second coil part 22 which is arranged on the lower side of the first coil part 21 and on which the conductive member 14a is wound in the opposite direction to the first coil part 21. The conductive member 14a has a belt-like shape. On each of the first and second coil parts 21, 22, the conductive member 14a is wound so that the cross direction of the conductive member 14a is parallel to the directions of axes C, Cof the coil parts 21, 22 and an insulation layer 14c is located between the adjacent conductive members 14a, 14a in the radial directions of the coil parts 21, 22. The first and second coil parts 21, 22 are vertically arranged side by side along a specified vertical plane so that the directions of the axes C, Cthereof are parallel to each other, and connected to each other to construct a closed circuit.

Description

  The present invention relates to a track coil and a track coil set that are installed along a track of a magnetically levitated railway vehicle and form a magnetic field that causes the vehicle to levitate on the track.

  2. Description of the Related Art Conventionally, a coil described in Patent Document 1 is known as a coil (track coil) that forms a magnetic field for levitating a magnetically levitated railway vehicle (hereinafter also simply referred to as “vehicle”) on a track.

  As shown in FIG. 25, the track coils are arranged at equal intervals along the track T on both sides of the track T through which the vehicle 100 passes.

  Each track coil 210 is configured by winding a conductive wire into an 8-shaped shape a plurality of times. The conductive wire includes a long strand formed of a conductive material and an insulating coating that is formed of an insulating material and surrounds the strand in the circumferential direction.

  Specifically, the coil 210 for a track is provided below the first coil part 211, the first coil part 211 around which the conductive wire is wound in one direction, and the conductive wire in the opposite direction to the first coil part 211. Is provided with a second coil part 212 wound around. The first coil part 211 and the second coil part 212 constitute a closed circuit.

  In the track coil 210, when the vehicle 100 travels on the track T, an induced current due to a magnetic field formed by the magnet 102 provided in the vehicle 100 flows. At this time, the first coil part 211 and the second coil part 212 are opposite in the winding direction of the conductive wires, so that the directions of the currents flowing through the coil parts 211 and 212 are reversed to form magnetic fields having different polarities. To do. As a result, the lower second coil portion 212 and the magnet 102 of the vehicle 100 repel each other, and the upper first coil portion 211 and the magnet 102 of the vehicle 100 attract each other. Is raised on orbit T.

JP 2007-166812 A

  In the track coil 210, a local eddy current is generated not only in the induced current along the coil wire but also in the cross section of the wire due to the magnetic field fluctuation when the vehicle 100 travels on the track T. When an eddy current is generated in the track coil 210, an eddy current loss occurs due to a temperature rise of the track coil 210 and the energy efficiency of the track coil 210 decreases.

  The generation of the eddy current generated in the track coil 210 can be suppressed by reducing the diameter of the portion (element wire) through which the current of the conductive wire constituting the track coil 210 flows.

  However, even if the wire diameter (cross-sectional area of the wire) can be reduced to suppress the eddy current generated in the track coil 210, the coil resistance (copper loss) increases as the wire diameter is reduced. The induced current that causes the levitation force is less likely to flow through the conductive wire, thereby reducing the energy efficiency of the track coil 210.

  In view of the above problems, an object of the present invention is to provide an energy efficient magnetic levitation railway track coil and track coil set.

  As a result of various studies, the present inventor has found that the above object can be achieved by the following invention. In other words, the magnetic levitation railway track coil according to one aspect of the present invention is a coil installed along the track of the magnetic levitation railway vehicle, and is a first coil around which a long conductive member is wound. A coil part; and a second coil part that is disposed below the first coil part and in which the conductive member is wound in a direction opposite to the first coil part. The conductive member has a strip shape whose width dimension is larger than the thickness dimension, and the first coil portion has a width direction of the conductive member parallel to an axial direction of the first coil portion and the first coil portion. The conductive member is wound so that an insulating layer is positioned between adjacent conductive members in the radial direction of the first coil portion, and the second coil portion has a width direction of the conductive member in the second direction. The conductive member is wound so that an insulating layer is positioned between conductive members that are parallel to the axial direction of the coil portion and adjacent to each other in the radial direction of the second coil portion, and the first coil portion and the The second coil sections are arranged vertically so that their axial directions are parallel to each other and are connected to each other so as to form a closed circuit, and the axial direction of each coil section is the normal direction of the track in the magnetic levitation railway Arranged to intersect That.

  According to the track coil according to the present invention, it is possible to cut off a portion (conductive member) through which the induced current flows in each coil portion while effectively suppressing the generation of eddy current in the cross section of the conductive member and suppressing eddy current loss. By ensuring the area (the area of the cross section perpendicular to the direction in which the induced current flows) in the width direction, energy efficiency can be effectively improved.

  Specifically, the coil for the track is arranged along the track so that the axial direction of each coil unit (the first coil unit and the second coil unit) intersects the normal direction of the track in the magnetic levitation railway. As a result, magnetic lines of magnetic force (magnetic flux lines) formed by a magnetically levitated railway vehicle equipped with a magnet traveling on the track interlink with the coil portions. At this time, an eddy current is generated in proportion to the area of the surface perpendicular to the magnetic force lines in the conductive member. However, since the width direction of the strip-shaped conductive member and the axial direction of the coil portion are parallel, the width direction of the conductive member is As a result, the area of the surface perpendicular to the magnetic force lines (the surface extending in the thickness direction) is smaller than the surface extending in the width direction. For this reason, generation | occurrence | production of the eddy current in the electrically-conductive member of each coil part is suppressed, and, thereby, the eddy current loss in the said coil for track | orbits is suppressed. Moreover, since the strip-shaped conductive members are stacked with the insulating layer interposed therebetween, as shown in FIGS. 9A and 9B, the periphery of the thin wire conductor (element wire) is covered with the insulating member. Compared with a conventional coil for a track formed of a coated conductive wire, the area of the portion through which current flows in the cross-sectional area of each coil portion (the cross-sectional area perpendicular to the direction in which the induced current flows) is increased. For this reason, the induced current easily flows in each coil portion, and the energy efficiency in the track coil is further improved.

  Further, the first coil portion and the second coil portion form a closed circuit, so that the magnetic levitation railway vehicle equipped with the magnet travels on the track without power supply from the outside. The magnetic field that causes the magnetically levitated vehicle to levitate on the track can be generated by effectively using the induced current.

  Each coil part preferably has an area where the current density of the current flowing per unit cross-sectional area of the coil part is smaller than other areas in the radial direction of the coil part.

  According to such a configuration, when the magnetic levitation-type railway vehicle equipped with the magnet travels on the track, when the magnetic field lines of the magnetic field are linked to the coil portion, all the regions in the radial direction are the same. The levitation force (force in the direction of lifting the magnetic levitation railway vehicle) applied to the magnet of the magnetic levitation railway vehicle is larger than that of the coil portion through which current flows at the current density.

  As a specific configuration of the coil portion having a region in which the current density is smaller than other regions in the radial direction, for example, each coil portion has a plurality of divisions arranged so that the coil portion is divided in the radial direction. In the common coil portion, the divided coils adjacent in the radial direction are in a state where at least a part of the outer circumferential surface of the inner divided coil is separated from the inner circumferential surface of the outer divided coil. You may arrange | position so that it may become. In this way, in the region where the outer peripheral surface of the inner divided coil and the inner peripheral surface of the outer divided coil are separated from each other, no current flows, so the current density is reduced.

  Further, each of the first coil portion and the second coil portion includes a magnetic member that includes a magnetic body and has a belt-like shape having a width dimension larger than a thickness dimension, and the magnetic member includes the first coil. It is preferable that the conductive member is wound together in the portion and the second coil portion.

  According to such a configuration, it is possible to more effectively suppress the generation of eddy currents in the conductive member by providing a portion having magnetic anisotropy in each coil portion and reducing the number of lines of magnetic force passing through the inside of the conductive member. Can do. That is, a magnetic member having a higher magnetic permeability than a conductive member is easier to pass magnetic lines of force. For this reason, a magnetic member is co-wound with a conductive member to concentrate the magnetic lines of force contained in each coil portion on the magnetic member. It is possible to reduce the number of magnetic field lines passing through the interior of the. Thereby, generation | occurrence | production of the eddy current in a conductive member can be suppressed effectively.

  In this case, the thickness dimension of the conductive member is equal to or less than the skin depth when an alternating current corresponding to the drive frequency of the magnetically levitated railway vehicle flows through the conductive member, and the thickness dimension of the magnetic member is It is more preferable that the depth be equal to or less than the skin depth when an alternating current corresponding to the drive frequency of the magnetic levitation railway vehicle flows through the magnetic member.

  When an alternating current of a predetermined frequency or more flows through a coil around which a strip-shaped conductive member is wound, the current flows in a region from the surface of the conductive member to the skin depth (skin depth). For this reason, the thickness dimension of the conductive member is set to the skin depth or less (that is, the conductive member is limited to the portion where the induced current generated in each coil portion flows when the magnetically levitated railway vehicle passes on the track. Thus, it is possible to reduce the size of the coil for the track or reduce the material constituting the conductive member without increasing the resistance when the induced current flows through the conductive member.

  Moreover, the electromagnetic field incident on the material attenuates as it enters the inside of the material, and hardly enters the inside (deep region) of the skin depth. For this reason, by setting the thickness dimension of the magnetic member to be equal to or less than the skin depth, it is possible to reduce the region where the magnetic field is difficult to enter, thereby reducing the material constituting the magnetic member.

  The orbital coil is formed of a magnetic material, and ends of one side of the first coil portion and the second coil portion in the width direction of the conductive member are connected to an axis of the first coil portion and a second coil. It is preferable to further include a back yoke portion connected in the direction of alignment with the shaft of the portion.

  By providing such a back yoke part, the number of magnetic lines of magnetic force generated by a magnetically levitated railway vehicle equipped with magnets traveling on the track and interlinking with each coil part increases. Thus, the direction of the lines of magnetic force is aligned in the width direction of the conductive member, and the leakage magnetic flux outside the track is also reduced. As a result, the magnetic levitation railway vehicle can obtain a greater levitation force, and can effectively reduce the influence of the magnetic field on the adjacent tracks in the double track section of the magnetic levitation railway.

  In addition, by providing a back yoke portion to support the force applied to each coil portion when the magnetic levitation railway vehicle is levitated, the burden on each force of each coil portion is reduced. The resulting deterioration of each coil part can be suppressed.

  The back yoke portion is configured by laminating a plurality of plate-like members formed of a magnetic material in the thickness direction, and the thickness direction is orthogonal to the axis of each coil portion and The direction is preferably perpendicular to the direction in which the axes of the coil portions are arranged.

  By making the back yoke part into such a laminated structure of a plurality of plate-like members, the magnetic permeability of each coil part provided with a portion having magnetic anisotropy can be improved, thereby providing a magnet. It is possible to increase the number of magnetic lines of magnetic force formed by the magnetically levitated railway vehicle traveling on the track and interlinking with the coil portions.

  In this case, the thickness dimension of the plate-like member is more preferably equal to or less than the skin depth when an alternating current corresponding to the driving frequency of the magnetic levitation railway flows through the plate-like member.

  With such a thickness dimension, the magnetic flux lines in the plate-like member are further improved by improving the magnetic permeability of each coil part by eliminating the part where the magnetic lines of force are difficult to pass through. It is possible to further increase the number of magnetic lines of magnetic force formed by the progression and interlinking with the coil portions.

  A magnetic levitation railway track coil set according to an aspect of the present invention is any one of the above-described track coils, wherein the pair of track coils and both coil portions are on the track side of the magnetic levitation railway. A reinforcing portion for maintaining an interval between upper end portions of back yoke portions of the pair of track coils when the pair of track coils are disposed so as to sandwich the track from the width direction of the track. .

  According to such a configuration, the distance between the pair of track coils facing each other across the track of the magnetic levitation railway can be reliably maintained.

  As described above, according to the present invention, it is possible to provide an energy efficient magnetic levitation railway track coil and track coil set.

It is a figure which shows the arrangement | positioning state of the coil for track | orches concerning 1st Embodiment. It is a perspective view which shows the connection state of a pair of track coil arrange | positioned on both sides of the track | orbit of a magnetic levitation type railway. It is a figure for demonstrating the coil wire which comprises the said coil for track | orbits. It is a figure which shows the relationship between the skin depth of copper and iron, and the frequency of the electric current which flows into the said copper and iron. It is a schematic block diagram of the coil main body of the said coil for an orbit. It is a figure for demonstrating the connection state of each coil part and 1st connection part in other embodiment. It is a figure which shows the connection state of a pair of track coil arrange | positioned on both sides of the track | orbit of a magnetic levitation railway, (A) is a figure which shows the connection state by a 3rd connection part, (B) is 4th. It is a figure which shows the connection state by a connection part. It is a figure for demonstrating the force which acts on a reinforcement part and a back yoke part. It is a partially expanded sectional view of the coil for tracks, (A) is a sectional view of the conventional coil for tracks, and (B) is a sectional view of the coil for tracks concerning this embodiment. It is a schematic block diagram of the coil main body in the coil for track | orbits concerning 2nd Embodiment. It is a figure which shows the magnetic field formed when the magnetic levitation type railroad vehicle provided with the magnet advances on the track | orbit where the coil for tracks concerning this embodiment is arranged. It is a figure which shows the magnetic field formed when the magnetically levitated railway vehicle provided with the magnet travels on the track on which the conventional coil for the track is arranged. It is a figure which shows the magnetic field formed when the magnetic levitation type railway vehicle provided with the magnet advances on the track where the coil for track without a back yoke part is arranged. (A) is a front view of the coil main body in a state where the first coil portion and the second coil portion are close to each other, and (B) is a coil main body in a state where the first coil portion and the second coil portion are separated from each other. 14C is a front view of the coil body in which the distance between the first coil portion and the second coil portion is intermediate between the coil body of FIG. 14A and the coil body of FIG. It is a front view. (A) shows the distribution of magnetic flux lines of the magnetic field formed by a magnetic levitation railway vehicle having a body coil traveling on the track on which the coil body shown in FIG. FIG. 15B is a diagram showing a levitation force acting on a body coil in a magnetic field, and FIG. 14B shows a magnetic levitation railway vehicle equipped with a body coil on a track on which the coil body shown in FIG. It is a figure which shows distribution of the magnetic flux line of the magnetic field formed by advancing, and the levitation | floating force which acts on a body coil in this magnetic field, (C) is the coil main body shown in FIG.14 (C) arrange | positioned It is a figure which shows the distribution of the magnetic flux line of the magnetic field formed when a magnetic levitation type railway vehicle provided with a body coil moves on the track, and the levitation force acting on the body coil in this magnetic field. (A) is a distribution of magnetic flux lines of a magnetic field when using a coil body in which an inner coil lower part and an outer coil lower part of the first coil part are in contact with each other and an inner coil upper part and an outer coil upper part of the second coil part are in contact And the levitation force acting on the body coil in this magnetic field, (B) is a coil in which the inner coil and the outer coil of the first coil part (second coil part) are separated over the entire circumference. It is a figure which shows distribution of the magnetic flux line of a magnetic field at the time of using a main body, and the levitation | floating force which acts on a body coil in this magnetic field. It is a figure for demonstrating ratio of the cross-sectional area (thickness) of the inner side coil lower part in the center longitudinal cross-section position of a 2nd coil part, and the cross-sectional area (thickness) of an outer side coil lower part. It is a figure which shows distribution of the magnetic flux line of a magnetic field at the time of using the coil main body of Case1 of FIG. 17, and the levitation | floating force which acts on a body coil in this magnetic field. It is a figure which shows distribution of the magnetic flux line of a magnetic field at the time of using the coil main body of Case2 of FIG. 17, and the levitation | floating force which acts on a body coil in this magnetic field. It is a figure which shows distribution of the magnetic flux line of the magnetic field at the time of using the coil main body of Case3 of FIG. 17, and the levitation | floating force which acts on a body coil in this magnetic field. It is a figure which shows distribution of the magnetic flux line of the magnetic field at the time of using the coil main body of Case4 of FIG. 17, and the levitation | floating force which acts on a body coil in this magnetic field. It is a figure which shows distribution of the magnetic flux line of the magnetic field at the time of using the coil main body of Case5 of FIG. 17, and the levitation | floating force which acts on a body coil in this magnetic field. It is a figure which shows distribution of the magnetic flux line of a magnetic field at the time of using the coil main body of Case6 of FIG. 17, and the levitation | floating force which acts on a body coil in this magnetic field. It is a figure which shows distribution of the magnetic flux line of the magnetic field at the time of using the coil main body of Case7 of FIG. 17, and the levitation | floating force which acts on a body coil in this magnetic field. It is a figure for demonstrating the conventional coil for track | orbits.

  Hereinafter, a first embodiment of the present invention will be described with reference to the accompanying drawings.

  The track coil of the present embodiment is used to form a magnetic field for levitating a magnetically levitated railway vehicle (hereinafter simply referred to as “vehicle”) such as a so-called linear motor car. As shown in FIGS. 1 and 2, the track coils are arranged on both sides of the track T through which the vehicle 100 passes. Specifically, a plurality of pairs of orbital coils 10 and 10 (orbital coil sets) arranged so as to sandwich the orbit T from the width direction are arranged at intervals along the orbit T. In the present embodiment, the track T refers to a surface that extends along the movement path of the vehicle 100 and that travels on the upper side of the track 100.

  The orbital coil 10 includes a coil body 20 constituted by a long coil wire 12 and a back yoke portion 30 attached to the coil body 20.

  The coil wire 12 has a strip shape whose width dimension is larger than the thickness dimension, and a plurality of wire rods (three wire rods in the example of the present embodiment) 14, 14,... Are laminated as shown in FIG. Is formed. Specifically, the coil wire 12 includes a conductive tape (conductive member) 14a, a magnetic tape (magnetic member) 14b, and an insulating tape 14c. These tapes 14a, 14b, and 14c have the same width dimension. Therefore, when the coil wire 12 is viewed from the width direction, the end surfaces in the width direction of the tapes 14a, 14b, and 14c are exposed.

The conductive tape 14a is formed of a conductive material and has a strip shape whose width dimension is larger than the thickness dimension. The conductive tape 14a is the width _{w a,} the thickness is taken as _{t a,} it is preferable that a _{t a / w a = 1/} 10, may be a w _{a> t} a, for example, _{t a / w a = 2/} 3 and may be a _{t a / w a = 1/} 5 , and the like.

  When an alternating current of a predetermined frequency or more flows in a strip-shaped (tape-shaped) conductor, the current corresponds to the conductivity and permeability of the conductor (member constituting the conductor) from the surface of the strip-shaped conductor. It flows concentrated in the region up to skin depth δ. For this reason, the thickness dimension of the conductive tape 14a of the present embodiment is set to the skin depth δ or less. As a result, it is possible to reduce the cost of the track coil 10 or reduce the material constituting the conductive tape 14a without increasing the resistance when the induced current flows through the conductive tape 14a. . In order to achieve higher efficiency, it is also necessary to suppress eddy currents with respect to harmonics of the frequency of the induced current (the driving frequency of the vehicle 100) generated in the track coil 10 when the vehicle 100 travels on the track T. . In that case, the thickness dimension of the conductive tape 14a is preferably equal to or less than the skin depth δ when a harmonic of about five times the driving frequency flows through the conductive tape 14a.

The skin depth δ ₁ of the conductive tape 14a is obtained by the following equation (1).

Here, ρ is the conductivity [S / m], μ is the magnetic permeability [H / m], and f is the frequency [Hz] of the alternating current.

The conductive tape 14a of the present embodiment is made of, for example, copper (Cu). When the conductive tape 14a is copper, the conductivity is ρ = 58 × 10 ⁶ [S / m]. Further, since copper is a non-magnetic material, the magnetic permeability is almost equal to the magnetic permeability in air, and μ≈4π × 10 ⁻⁷ [H / m]. Further, as shown in Table 1 below, when the vehicle 100 travels on the track T at a speed of, for example, 500 km / h, the frequency of the induced current generated in the track coil 10 (the driving frequency of the vehicle 100) is 10 [Hz]. In this case, the skin depth δ ₁ of the conductive tape 14a is about 20 mm from the above formula (1) (see FIG. 4).

Thickness of the conductive tape 14a is preferably 1/2 or less the skin depth [delta] _1, in the example of the present embodiment is 5 mm. The thickness dimension of the conductive tape 14a is not limited to [delta] ₁ of less than 1/2 (20 mm in the example of this embodiment) the skin depth may be any skin depth [delta] ₁ or less.

The magnetic tape 14b is formed of a magnetic material and has a strip shape whose width dimension is larger than the thickness dimension. The magnetic tape 14b is the width _{w b} and thickness when a _{t b,} it is preferable that like the conductive tape 14a becomes _{t b / w b = 1/} 10, in w b> _{t b} For example, t _b / w _b = 2/3 or t _b / w _b = 1/5 may be used.

  The electromagnetic field incident on the magnetic tape attenuates as it enters the inside of the magnetic tape, and hardly enters the inside (deep region) of the skin depth. For this reason, the thickness dimension of the magnetic tape 14b of the present embodiment is set to the skin depth δ or less similarly to the conductive tape 14a. Thereby, the area | region where the magnetic field in the magnetic tape 14b cannot enter easily can be reduced, and reduction of the material which comprises the said magnetic tape 14b can be aimed at.

The magnetic tape 14b of the present embodiment is made of, for example, iron (Fe: for example, pure iron, commercial pure iron, low carbon steel, etc.). When the magnetic tape 14b is iron, the conductivity is ρ = 1.0 × 10 ⁵ [S / m]. Moreover, the magnetic permeability of iron is μ = π × 10 ⁻² [H / m]. Similarly to the above, when the vehicle travels on the track at, for example, 500 km / h, the frequency of the induced current generated in the track coil 10 (the driving frequency of the vehicle 100) is 10 [Hz] (Table 1). reference). In this case, the skin depth δ ₂ of the magnetic tape 14b is about 2 mm from the above formula (1) (see FIG. 4).

The thickness dimension of the magnetic tape 14b may be equal to or less than the skin depth δ ₂ and is 2 mm in the example of the present embodiment.

  The insulating tape 14c is formed of an insulating material such as resin or amorphous, and has a strip shape whose width dimension is larger than the thickness dimension. The thickness dimension of the insulating tape 14c may be such that when the coil wire 12 is laminated in the thickness direction, the conductive tapes 14a and 14a adjacent in the lamination direction are in an insulated state.

  The coil body 20 includes a first coil portion 21, a second coil portion 22, and an inter-coil connection portion 23 that connects the first coil portion 21 and the second coil portion 22.

The first coil portion 21 is formed by winding the coil wire 12. Specifically, the first coil portion 21, the coil wire so that the width direction of the coil wire 12 is parallel to the axis c ₁ direction of the first coil portion 21 (a direction perpendicular to the paper surface in FIG. 5) having a strip shape 12 is wound and formed. The first coil portion 21 of the present embodiment is formed by winding the coil wire 12 for, for example, 20 turns.

  Thus, the coil wire 12 in which the conductive tape 14a, the magnetic tape 14b, and the insulating tape 14c are laminated is wound (wound), so that the diameter of the first coil portion 21 in the first coil portion 21 is increased. An insulating tape 14c is sandwiched between the conductive tapes 14a and 14a adjacent to each other in the direction, whereby the conductive tapes 14a and 14a are insulated. Further, since the conductive tape 14a and the magnetic tape 14b are wound while being laminated, the magnetic tape 14b is wound together with the conductive tape 14a in the first coil portion 21.

In the first coil portion 21 of the present embodiment, when viewed from the axial c ₁ direction of the first coil portion 21, the coil wire 12 so that the long race track shape in the horizontal direction is wound. This racetrack shape means a shape like a track that a runner circulates in athletics, etc. Specifically, a pair of straight ends of parallel and the same length are semicircular to each other. (See FIGS. 3 and 5).

The second coil portion 22 is disposed on the lower side of the first coil portion 21 and is formed by winding the coil wire 12 in the direction opposite to the first coil portion 21. In the example shown in FIG. 5, the coil wire 12 is wound clockwise in the first coil portion 21, and the coil wire 12 is wound counterclockwise in the second coil portion 22. The second coil portion 22 is wound a coil wire 12 in parallel with (perpendicular to the paper surface in FIG. 5) superposed axial c ₂ width direction of the coil wire 12 and the second coil portion 22 having a strip shape Formed. The second coil portion 22 of the present embodiment is formed by winding the coil wire 12 for 20 turns, for example.

  As described above, when the coil wire 12 in which the conductive tape 14a, the magnetic tape 14b, and the insulating tape 14c are laminated is wound, the second coil portion 22 also has the second coil portion 22 like the first coil portion 21. The insulating tape 14c is sandwiched between the conductive tapes 14a and 14a adjacent to each other in the radial direction of the coil portion 22, and thereby the conductive tapes 14a and 14a are insulated. Further, since the conductive tape 14a and the magnetic tape 14b are wound while being stacked, the magnetic tape 14b is wound together with the conductive tape 14a in the second coil portion 22.

In the second coil portion 22 of the present embodiment, similarly to the first coil portion 21, when viewed from the axial c ₂ direction of the second coil portion 22, the coil wire so that the long race track shape in the horizontal direction member 12 Is wound.

The first coil portion 21 and the second coil portion 22 described above are arranged vertically along a specific vertical plane (paper surface in the example shown in FIG. 5) so that the directions of the axes c ₁ and c ₂ are parallel to each other. . At this time, as the vertical distance between the first coil portion 21 and the second coil portion 22 is smaller, the vehicle body of the vehicle 100 travels on the track T on which the coil body 20 is disposed. The levitation force acting on the coil 102 is increased. For this reason, the structure where the lower end of the 1st coil part 21 and the upper end of the 2nd coil part 22 are closely_contact | adhered is preferable.

  The connection part 23 between coil parts connects the 1st coil part 21 and the 2nd coil part 22 mutually so that a closed circuit may be comprised. Specifically, the connection part 23 between coils has the 1st connection part 23a and the 2nd connection part 23b. The first connecting portion 23 a connects the end portion of the coil wire 12 positioned on the radially inner side of the first coil portion 21 and the end portion of the coil wire material 12 positioned on the radially inner side of the second coil portion 22. The second connecting portion 23 b connects the end of the coil wire 12 positioned radially outside the first coil portion 21 and the end of the coil wire 12 positioned radially outward of the second coil portion 22. To do. The second connection portion 23b of the present embodiment is formed integrally with the coil wire 12 used for both the coil portions 21 and 22, and the first coil is kept in a state where the band-like coil wire 12 is maintained without being twisted. The outermost layer of the part 21 and the outermost layer of the second coil part 22 are smoothly connected.

  Although the connection part 23 between coil parts of this embodiment is comprised by the same wire as the coil wire 12 used for both the coil parts 21 and 22, it is not limited to this, It is normal (namely, cross-sectional circular shape which is not strip | belt shape) ) Electric wires may be used. That is, the inter-coil connecting portion 23 only needs to be able to form a closed circuit by connecting the coil wire 12 constituting the first coil portion 21 and the coil wire 12 constituting the second coil portion 22.

  In addition, the connection part of the 1st connection part 23a of this embodiment and the edge part of the coil wire 12 located inside each coil part 21 and 22 is made to connect wires, as FIG. 2 shows. May be. Moreover, as FIG. 6 shows, each coil part 21 and 22 and the 1st connection part 23a may be comprised by bending the one coil wire 12. FIG.

  Moreover, each coil part 21 and 22 and the 2nd connection part 23b may be comprised by the one coil wire 12 like this embodiment, and the 1st coil part 21, the 2nd coil part 22, and 2nd connection The part 23b may be configured by a separate member.

  The back yoke portion 30 is formed of a magnetic material, and connects one end portions of the first coil portion 21 and the second coil portion 22 in the width direction of the coil wire 12. At this time, since the end surface of the conductive tape 14 a is exposed at the end surface in the width direction of the coil wire 12, heat generated in the conductive tape 14 a is transmitted to the back yoke portion 30. Thereby, the temperature rise of the said coil parts 21 and 22 by the heat | fever when an induced current arises in each coil part 21 and 22 can be prevented. The back yoke portion 30 is formed by laminating a plurality of plate-like members 32, 32,.

Plate member 32 is formed by a magnetic material, the axis _{c 1} of the first coil portion 21 arrangement direction of the axis _{c 2} of the second coil portion 22 (vertical direction in FIG. 2), and the coil portions 21 and 22 This is a member that extends along the directions of the axes c ₁ and c ₂ . The plate-like member 32 of the present embodiment is a rectangular plate that is long in the direction in which the axes c ₁ and c ₂ of the coil portions 21 and 22 are arranged. The plate-like member 32 is formed of, for example, concrete mixed with iron powder. In addition, the plate-shaped member 32 should just have magnetism, for example, general magnetic steel plates, such as a silicon steel plate, structural carbon steel, etc. may be sufficient as it.

The thickness of the plate member 32 is equal to or less than the skin depth δ ₃ corresponding to the resistivity and the magnetic permeability of the plate member 32. Note that the thickness dimension of the plate-like member 32 of the present embodiment is such that the plate-like member 32 is made of a material having a lower magnetic permeability than the coil portions 21 and 22, and therefore the magnetic tape of each coil portion 21 and 22. It is larger than the thickness dimension of 14b. Further, the skin depth δ ₃ of the plate-like member 32 is obtained from the above formula (1).

Such plate-like member 32, the axis _c 1, _{c 2,} respectively orthogonal and axially _c 1, a direction orthogonal to the arrangement direction of the _{c 2} of each coil 21, 22 of the coil portions 21 and 22 (FIG. 2 In the left-right direction). That is, the back yoke portion 30 is formed by laminating a plurality of plate-like members 32, 32,... In the thickness direction. The back yoke portion 30 of the present embodiment has a gap s between the plate-like members 32 and 32 at a position corresponding to the first connection portion 23a so that the first connection portion 23a that connects the coil portions 21 and 22 can be arranged. Is provided. The gap s for arranging the first connection portion 23a and the like is formed over the entire vertical direction of the back yoke portion 30, but is not limited thereto. The back yoke portion 30 may be formed in a part in the vertical direction. Further, the back yoke portion 30 may be provided with a hole for drawing the end portion of the first connection portion 23a into the coil portions 21 and 22.

The track coil 10 configured as described above is disposed so as to face the track T of the magnetically levitated railway from the width direction as described above. Specifically, as shown in FIGS. 7A and 7B, the pair of orbital coils 10 and 10 (orbital coil set) includes a first coil portion 21 and a second coil portion 22. They are arranged in a posture in which the coil main body 20 is directed to the vehicle 100 side that is lined up and down and passes (travels) on the track T. Specifically, each coil 10 for a track has the coil body 20 facing the track T side, and the directions of the axes c ₁ and c _{2 of the} coil portions 21 and 22 intersect the normal direction of the track T (in the example of the present embodiment). (Orthogonal) and arranged along the trajectory T. And the 1st connection parts 23a and 23a of a pair of track coils 10 and 10 are connected by the 3rd connection part 40 (refer FIG. 7 (A)), and are located in the outermost side of the radial direction of the 2nd coil part 22. The coil wire rods 12 to be connected are connected by the fourth connecting portion 42 (see FIG. 7B). The third connection part 40 and the fourth connection part 42 are the same wire as the coil wire 12. The third connection part 40 and the fourth connection part 42 are arranged so as to be parallel to the direction of the magnetic force lines of the magnetic field generated when the vehicle 100 travels on the track T, so that the connection parts 40, 42. The generation of eddy currents is suppressed and eddy current loss is prevented.

  By connecting the coil bodies 20 and 20 opposed to each other by the third connection part 40 and the fourth connection part 42, the opposed first coil parts 21 and 21 form a closed circuit and face each other. The second coil portions 22 and 22 that form a closed circuit.

  As shown in FIG. 8, the track coil 10 arranged in this way has a support member (reinforcing portion) 44 that connects the upper end portion of the back yoke portion 30 and the track surface (surface including the track T). It is attached. The support member 44 is a reinforcing member for maintaining the distance between the upper ends of the back yoke portions 30 of the pair of orbital coils 10 and 10 that are disposed to face each other. Specifically, when the vehicle 100 floats on the track T, the force in the direction in which the upper end portions of the back yoke portions 30 and 30 facing each other across the vehicle 100 (track T) approach the back yoke portion 30. Join. This force is generated when the first coil portion 21 and the body coil 102 of the vehicle 100 attract each other because the vehicle 100 floats on the track T. Therefore, by providing the support member 44, even if a force in a direction in which the upper end portions approach each other is applied to the back yoke portion 30, the pair of coil main bodies 20, 20 facing each other with the vehicle 100 (track T) interposed therebetween. The interval can be reliably maintained. The support member 44 only needs to maintain the distance between the upper end portions of the opposing back yoke portions 30 and 30, and may not be a member that connects the upper end portion of the back yoke portion 30 and the raceway surface. For example, the support member 44A may be configured by a bridging member as indicated by a one-dot chain line in FIG.

  The track coil sets (a pair of track coils 10 and 10) as described above are arranged along the track T at equal intervals. In this track coil set, for example, as shown in Table 1, when the vehicle 100 travels on the track T at a speed of 500 km / h, the frequency of the induced current generated in each track coil 10 is 10 Hz. It arrange | positions along the track | orbit T with a sufficient space | interval.

  The track coil 10 described above causes the vehicle 100 to float on the track T and guides the vehicle 100 along the track T as follows.

  When the vehicle 100 having a body coil (for example, a superconducting magnet) 102 on its side surface travels on the track T, an induced current is generated in each track coil 10 due to the magnetic field fluctuation. At this time, since the winding direction of the coil wire 12 in the first coil part 21 and the second coil part 22 is opposite, the induced magnetic field generated in the first coil part 21 and the induced magnetic field generated in the second coil part 22 The polarities are opposite to each other (in the example shown in FIG. 8, the first coil portion 21 has an N pole and the second coil portion 22 has an S pole). When the first coil portion 21 and the vehicle body coil 102 attract each other and the second coil portion 22 and the vehicle body coil 102 repel each other, the track coil side of the vehicle body coil 102 becomes the S pole. The first coil portion 21 is pulled up and the second coil portion 22 is pushed up. As a result, the vehicle 100 floats on the track T.

  Further, when the vehicle 100 deviates from the center to one side in the width direction of the track T, the magnitude of the induction magnetic field formed by the pair of track coils 10 facing each other across the track T is changed. It is returned to the center in the width direction of T. As a result, the vehicle is guided to travel along the center of the track T by the track coil 10. Details will be described below.

  A pair of facing coils 10, 10 are connected by the third connection part 40 and the fourth connection part 42, respectively, so that the first coil parts 21, 21 that face each other and the second coil part 22 that face each other. , 22 form a closed circuit. Here, when the vehicle 100 deviates from the center to one side in the width direction of the track T, the distance between the track coil 10 and the body coil 102 is different in the left and right (width direction). Then, induced currents having different magnitudes are generated in the coil portions 21, 21, 22, and 22 that face each other across the vehicle 100, but the coil portions 21, 21, and the coil portions 21, 21, and Since 22 and 22 are closed circuits, an electric current flows between the coil parts 21 and 21 and 22 and 22 through the 3rd connection part 40 and the 4th connection part 42. FIG. Thereby, induction magnetic fields having different magnitudes are formed in the left and right coil portions 21, 21 and 22, 22, and as a result, the vehicle 100 is pushed back to the center in the width direction of the track T.

  According to the orbital coil 10 as described above, the portions of the coil portions 21 and 22 through which the induced current flows while effectively suppressing the generation of eddy currents in the cross section of the conductive tape 12a and suppressing eddy current loss ( By securing the cross-sectional area of the conductive tape 14a) (the cross-sectional area perpendicular to the direction in which the induced current flows) in the width direction, energy efficiency can be effectively improved.

Specifically, if the axis c ₂ of the shaft c ₁ and the second coil portion 22 of the first coil portion 21 has arranged track coil 10 along the width direction of the track T along the track T, the vehicle body coil The magnetic field lines of the magnetic field formed by the vehicle 100 having 102 traveling on the track T are linked to the coil portions 21 and 22. At this time, an eddy current is generated in proportion to the area of the surface orthogonal to the magnetic field lines, but the width direction of the strip-shaped conductive tape 14a and the axes c ₁ and c ₂ directions of the coil portions 21 and 22 are parallel. The width direction of the conductive tape 14a is a direction along the magnetic field lines, and as a result, the area of the surface orthogonal to the magnetic field lines (the surface extending in the thickness direction of the conductive tape 14a) is smaller than the surface expanding in the width direction. For this reason, generation | occurrence | production of an eddy current is suppressed in the electrically conductive tape 14a of each coil part 21 and 22, and, thereby, the eddy current loss in the said coil 10 for tracks is suppressed. Moreover, since the strip-shaped conductive tape 14a is laminated with the insulating layer (insulating tape 14c) interposed therebetween, as shown in FIGS. 9A and 9B, the conventional thin-line conductor ( Compared to a coil composed of a conductive wire whose periphery is covered with an insulating member, a portion (conductive tape 14a) through which a current flows in a cross-sectional area (area of a cross section orthogonal to the direction in which the induced current flows) of each coil portion is compared. Alternatively, the area of the thin wire conductor (element wire) is increased. For this reason, an induced current easily flows in each of the coil portions 21 and 22 of the track coil 10 and energy efficiency in the track coil 10 is further improved.

  Further, in the above-described track coil 10, the second coil portion is maintained in a state where the second connection portion 23 b (the strip-shaped coil wire 12) unwound from the outermost layer of the first coil portion 21 is kept twisted. The outermost layer 22 is smoothly connected, and the first coil portion 21 and the second coil portion 22 form a closed circuit. As a result, the vehicle 100 is levitated on the track T by effectively using the induced current caused by the magnetic field fluctuation generated when the vehicle 100 including the body coil 102 travels on the track T without supplying power from the outside. A magnetic field can be generated.

  Moreover, in the coil 10 for track | orbit of this embodiment, the site | part which has magnetic anisotropy is provided in each coil part 21 and 22 by winding together the magnetic tape 14b with the conductive tape 14a, and the inside of the conductive tape 14a is passed. By reducing the number of magnetic field lines to be generated, generation of eddy currents in the conductive tape 14a can be more effectively suppressed. That is, a magnetic member having a higher magnetic permeability than the conductive tape 14a (magnetic tape 14b in the example of the present embodiment) is easier to pass the magnetic lines of force. For this reason, each coil is formed by winding the magnetic tape 14b together with the conductive tape 14a. It is possible to reduce the number of lines of magnetic force passing through the inside of the conductive tape 14a by concentrating the lines of magnetic force that have entered the portions 21 and 22 on the magnetic tape 14b. Thereby, generation | occurrence | production of the eddy current in the electrically conductive tape 14a can be suppressed effectively.

When an alternating current of a predetermined frequency or more flows through a coil around which a strip-shaped conductive member is wound, the current flows in a region from the surface to the skin depth δ. Therefore, the track coil 10 of the present embodiment, the thickness of the conductive tape 14a is below the skin depth [delta] ₁ (i.e., the conductive tape 14a, each coil by the vehicle 100 passes over the track T By reducing the size of the track coil 10 without increasing the resistance when the induced current flows inside the conductive tape 14a, or by reducing the conductive tape 14a. Reduction of the constituent materials can be achieved.

Moreover, the electromagnetic field incident on the material attenuates as it enters the inside of the material, and hardly enters the inside (deep region) of the skin depth. For this reason, in the coil 10 for track | orbit of this embodiment, the area | region where a magnetic field cannot enter easily is reduced by making the thickness dimension of the magnetic tape 14b below skin depth (delta) ₂ , and, thereby, the material which comprises the magnetic tape 14b ( In the example of this embodiment, iron can be reduced.

  Further, in the track coil 10 of the present embodiment, by providing the back yoke portion 30, magnetic field lines of a magnetic field generated when the vehicle 100 including the body coil 102 travels on the track T and each coil portion 21. , 22 increases the number of magnetic lines of force to align the direction of the magnetic lines of force in the width direction of the conductive tape 12a, and also reduces the leakage magnetic flux outside the track T. Thereby, the vehicle 100 can obtain a greater levitation force, and can effectively reduce the influence of the magnetic field on the adjacent tracks in the double track section of the magnetic levitation railway.

  Moreover, by providing the back yoke portion 30 and supporting the force applied to the coil portions 21 and 22 when the vehicle 100 is levitated, the burden on the force of the coil portions 21 and 22 is reduced. Deterioration of each coil part 21 and 22 resulting from the said force can be suppressed.

  The back yoke portion 30 has a structure in which a plurality of plate-like members 32 are laminated in the direction along the track T (the traveling direction of the vehicle 100), thereby providing a portion having magnetic anisotropy (magnetic in the example of the present embodiment). The magnetic permeability of each of the coil portions 21 and 22 provided with the tape 14b) can be improved, so that the magnetic field lines of the magnetic field formed by the vehicle 100 including the body coil 102 traveling on the track T can be obtained. Thus, it is possible to further increase the number of lines of magnetic force that interlink with the coil portions 21 and 22.

Further, in the respective coil portions 21 and 22 by eliminating the site where the magnetic field lines is hard to pass in to the thickness of the plate-shaped member 32 constituting the back yoke portion 30 below the skin depth [delta] ₃ plate member 32 The improvement of the magnetic permeability can be further promoted. As a result, it is possible to further increase the number of magnetic lines of magnetic force formed by the vehicle 100 including the body coil 102 traveling on the track T and interlinking with the coil portions 21 and 22.

  Next, a second embodiment of the present invention will be described with reference to FIG. 10. The same reference numerals are used for the same components as those in the first embodiment, and a detailed description thereof will be omitted. Only different components will be described in detail. explain.

  The coil body 20A according to the present embodiment is different from the coil body 20 of the first embodiment in the configuration of each coil part (the first coil part 21A and the second coil part 22A).

  The first coil portion 21A includes a plurality of divided coils 121, 121,... And a coil connection portion 123. The first coil portion 21 </ b> A of the present embodiment has two divided coils 121 and 121. Hereinafter, in the radial direction of the first coil portion 21A, the inner divided coil 121 is also referred to as an inner coil 121a, and the outer divided coil 121 is also referred to as an outer coil 121b.

  Note that the number of divided coils in the first coil portion 21A is not limited to two and may be three or more.

  Each of the divided coils 121a and 121b is arranged so that the first coil portion 21A is divided in the radial direction. Specifically, the central axis of the inner coil 121a and the central axis of the outer coil 121b are parallel, and the outer coil 121b is disposed so as to surround the inner coil 121a in the circumferential direction of the inner coil 121a.

  The coils 121a and 121b are formed by winding the coil wire 12 and the coil wire 12 forming the inner coil 121a and the coil wire 12 forming the outer coil 121b are wound in the same direction. .

In the first coil portion 21A of the present embodiment, the inner coil 121a is arranged to be biased downward with respect to the outer coil 121b. That is, the central axis _{C 11} of the inner coil 121a is shifted downward with respect to the central axis _{C 12} of the outer coil 121b. Incidentally, the deviation direction of the central axis C ₁₁ of the inner coil 121a with respect to the center axis C ₁₂ of the outer coil 121b is not limited to the lower, upper and lateral, may be a diagonal direction or the like. Also, the central axis _{C 12} of the center axis _{C 11} and outer coil 121b of the inner coil 121a may coincide.

  In the inner coil 121a and the outer coil 121b of this embodiment, the lower outer peripheral surface (bottom surface) of the inner coil 121a is in contact with the lower inner peripheral surface (the inner surface in the radial direction of the first coil portion 21A) of the outer coil 121b. It arrange | positions so that it may contact | adhere. This is because the smaller the distance between the outer peripheral surface of the lower part of the inner coil 121a and the inner peripheral surface of the lower part of the outer coil 121b, the more the vehicle 100 travels on the track T on which the coil body 20A is arranged. This is because the levitation force acting on the 100 body coils 102 increases. The inner coil 121a and the outer coil 121b may be arranged such that at least a part of the outer circumferential surface of the inner coil 121a is separated from the inner circumferential surface of the outer coil 121b. Except for the part connected by the connection part 123, the arrangement | positioning which is not touching at all (The state which the inner peripheral surface of the outer side coil 121b and the outer peripheral surface of the inner side coil 121a were spaced apart over the perimeter) may be sufficient.

  In the first coil portion 21A of the present embodiment, in the central longitudinal section of the coil body 20A, the upper cross-sectional area (upper vertical thickness) of the outer coil 121b and the upper cross-sectional area of the inner coil 121a (upper vertical) (Thickness in the direction) is the same, but may be different. In the case where they are different, it is preferable that the cross-sectional area (thickness) of the upper part of the outer coil 121b is larger than the cross-sectional area (thickness) of the upper part of the inner coil 121a in the central longitudinal section. This is because, in the central longitudinal section, the track T on which the coil body 20A is arranged is larger as the sectional area (thickness) of the upper part of the outer coil 121b is larger than the sectional area (thickness) of the upper part of the inner coil 121a. This is because the levitation force acting on the body coil 102 of the vehicle 100 increases when the vehicle 100 travels upward.

  By arranging each divided coil 121 in this way, in the first coil portion 21A, the current density of the current flowing through the coil portion 21A is smaller than other regions in the radial direction of the coil portion 21A (this embodiment) In the embodiment, regions in which the outer peripheral surface of the inner coil 121a and the inner peripheral surface of the outer coil 121b are separated from each other are formed.

  The current density is not a current that flows per unit cross-sectional area of the coil wire 12 but a current that flows per unit cross-sectional area of the first coil portion 21A.

  The coil connection part 123 connects the end of the coil wire 12 positioned on the radially outer side of the inner coil 121a and the end of the coil wire 12 positioned on the radially inner side of the outer coil 121b.

  The second coil portion 22A includes a plurality of divided coils 122, 122,... And a coil connection portion 123. Similar to the first coil portion 21A, the second coil portion 22A of the present embodiment includes two divided coils 122 and 122. Hereinafter, in the radial direction of the second coil portion 22A, the inner divided coil 122 is also referred to as an inner coil 122a, and the outer divided coil 122 is also referred to as an outer coil 122b.

  Note that the number of divided coils in the second coil portion 22A is not limited to two as in the first coil portion 21A, but may be three or more.

  Each of the divided coils 122a and 122b is arranged so that the second coil portion 22A is divided in the radial direction in the same manner as the first coil portion 21A.

  The coils 122a and 122b are formed by winding the coil wire 12 and the coil wire 12 forming the inner coil 122a and the coil wire 12 forming the outer coil 122b are wound in the same direction. .

In the second coil portion 22A of the present embodiment, the inner coil 122a is arranged to be biased upward with respect to the outer coil 122b. That is, the central axis _{C 21} of the inner coil 122a is shifted upward with respect to the center axis _{C 22} of the outer coil 122b. Incidentally, the deviation direction of the central axis C ₂₁ of the inner coil 122a with respect to the center axis C ₂₂ of the outer coil 122b is not limited to upper, lower and side, it may be a diagonal direction or the like. Also, the central axis _{C 22} of the center axis _{C 21} and outer coil 122b of the inner coil 122a may coincide.

  In the inner coil 122a and the outer coil 122b of the present embodiment, the upper outer peripheral surface (bottom surface) of the inner coil 122a is in contact with the upper inner peripheral surface (the inner surface in the radial direction of the second coil portion 22A) of the outer coil 122b. It arrange | positions so that it may contact | adhere. As with the first coil portion 21A, the smaller the distance between the lower outer peripheral surface of the inner coil 122a and the lower inner peripheral surface of the outer coil 122b, the more the track T on which the coil body 20A is disposed. This is because the levitation force acting on the body coil 102 of the vehicle 100 increases when the vehicle 100 travels. The inner coil 122a and the outer coil 122b may be arranged so that at least a part of the outer circumferential surface of the inner coil 122a is separated from the inner circumferential surface of the outer coil 122b. Except for the part connected by the connection part 123, the arrangement | positioning which is not in contact at all (The state where the inner peripheral surface of the outer coil 122b and the outer peripheral surface of the inner coil 122a are separated over the entire periphery) may be used.

  In the second coil portion 22A of the present embodiment, in the central longitudinal section of the coil body 20A, the lower cross-sectional area of the outer coil 122b (lower vertical thickness) and the lower cross-sectional area of the inner coil 122a (lower vertical) (Thickness in the direction) is the same, but may be different. In the case where they are different, it is preferable that the cross-sectional area (thickness) of the lower part of the outer coil 122b is larger than the cross-sectional area (thickness) of the lower part of the inner coil 122a in the central longitudinal section. This is because, in the central longitudinal section, the track T on which the coil main body 20A is disposed is larger as the sectional area (thickness) of the lower portion of the outer coil 122b is larger than the sectional area (thickness) of the lower portion of the inner coil 122a. This is because the levitation force acting on the body coil 102 of the vehicle 100 increases when the vehicle 100 travels upward.

  By arranging each divided coil 122 in this way, also in the second coil portion 22A, the current density of the current flowing through the coil portion 22A in the radial direction of the coil portion 22A is similar to the first coil portion 21. Regions smaller than the other regions (regions in which the outer peripheral surface of the inner coil 122a and the inner peripheral surface of the outer coil 122b are separated from each other) are formed.

  In the second coil portion 22A, as in the first coil portion 21A, the current density is not a current flowing per unit cross-sectional area of the coil wire 12, but a current flowing per unit cross-sectional area of the second coil portion 22A. It is.

  The track coil 10 using the coil body 20A as described above also effectively suppresses the generation of eddy currents in the cross-section of the conductive tape 12a, similarly to the track coil 10 of the first embodiment. By ensuring the cross-sectional area (area of the cross section perpendicular to the direction in which the induced current flows) in the width direction of the portion (conductive tape 14a) through which the induced current flows in each of the coil portions 21A and 22A while suppressing the loss, energy can be obtained. Efficiency can be effectively improved.

  Further, according to the track coil 10 using the coil main body 20A of the present embodiment, when the magnetic field lines of the magnetic field formed by the vehicle 100 traveling on the track T are interlinked with the coil portions 21A and 22A. Compared to the coil portions 21 and 22 in which all regions in the radial direction have the same current density as in the first embodiment, the levitation force applied to the body coil 102 of the vehicle 100 (in the direction of lifting the vehicle 100 from the track T). Force) increases.

  Note that the magnetic levitation railway track coil and track coil set of the present invention are not limited to the above-described embodiments, and various modifications may be made without departing from the scope of the present invention. It is.

In the said embodiment, although the coil wire 12 is comprised by laminating | stacking the conductive tape 14a, the magnetic tape 14b, and the insulating tape 14c, it is not limited to this. For example, the coil wire may be configured by laminating a conductive tape (conductive member) 14a and an insulating tape (insulating member) 14c. That is, the conductive member constituting the coil wire (conductive tape 14a in the example of the above embodiment) has a strip shape, and this conductive member is in each of the coil portions 21 and 22, and the width direction of the conductive member is the coil portion 21. , 22 in parallel with the directions of the axes c ₁ and c ₂ and the adjacent conductive members in the radial direction of the coil portions 21 and 22 are wound in an insulated state, the generation of eddy current is effectively reduced. While suppressing the eddy current loss, the cross-sectional area of the portion where the induced current flows in each of the coil portions 21 and 22 can be secured to effectively improve the energy efficiency.

  Moreover, in each coil part 21 and 22, the member which aims at the insulation between the conductive tapes 14a and 14a adjacent to the radial direction of the coil parts 21 and 22 is not limited to the insulating tape 14c. For example, a covering member formed of an insulating material surrounding the conductive tape 14a or a laminate of the conductive tape 14a and the magnetic tape 14b in the circumferential direction may be used as the member for the insulation. In addition, both surfaces of the conductive tape 14a or a laminate of the conductive tape 14a and the magnetic tape 14b may be insulated.

Further, the shape of the coil portions 21 and 22 of the above-described embodiment viewed from the directions of the axes c ₁ and c ₂ is not limited to the race track type. For example, the shape of each coil portion viewed from the axial direction may be a quadrangle with rounded corners, a circle, or the like. That is, the winding direction of the conductive member of the first coil portion and the winding direction of the conductive member of the second coil portion are opposite to each other, and a closed circuit is formed by the first coil portion and the second coil portion. It only has to be.

  Here, in order to evaluate the magnetic field (induction magnetic field) formed by the coil for track of the first embodiment, a magnet (the first embodiment described above) is placed on the track T on which the coil for track of the first embodiment is arranged. In the example of the embodiment, the magnetic field formed by the traveling of the magnetically levitated railway vehicle equipped with the body coil 102) was analyzed. The result is shown in FIG. FIG. 11 shows the analysis result of the magnetic field formed by the vehicle traveling on the track T on which the track coil 10 of the above embodiment is arranged. Further, in the state shown in FIG. 11, the levitation force acting on the body coil (upward force in FIG. 10) is obtained and shown in the column of Example 1 in Table 2 below.

  In Example 2, instead of the track coil of the first embodiment, the levitated railway vehicle is formed on the track T on which the track coil of the second embodiment is arranged. We analyzed the magnetic field and found the levitation force acting on the body coil. The track coil has a cross-sectional area of 80 when the cross-sectional area of the track coil of Example 1 is 100 (that is, the cross-sectional area is reduced by 20% compared to the track coil of Example 1). I) The size.

  The results are shown in the column of Example 2 in Table 2 below. In the orbital coil according to the second embodiment, as shown in FIG. 10, each coil portion is divided into two parts.

In the third embodiment, each coil portion as shown in FIG. 10 is divided into two as in the second embodiment, and when the cross-sectional area of the track coil in the first embodiment is 100, The same analysis as in Example 1 was performed using a track coil having a cross-sectional area of 60 (that is, the cross-sectional area reduced by 40% compared to the track coil in Example 1), and the body coil Sought levitation force to work. The results are shown in the column of Example 3 in Table 2 below.
[Comparative Example 1]

In Comparative Example 1, instead of the track coil 10 of the above embodiment, a track in which a conventional track coil formed by winding a conductive wire having a thin wire conductor covered with an insulating member is disposed. The magnetic field formed by the vehicle traveling on T was analyzed. The result is shown in FIG. FIG. 12 shows an analysis result of a magnetic field formed by the vehicle traveling on a track T on which a conventional track coil is arranged. In addition, in the state shown in FIG. 12, the levitation force (upward force in FIG. 11) acting on the body coil is obtained and shown in the column of Comparative Example 1 in Table 2 below.
[Comparative Example 2]

  In Comparative Example 2, each coil portion is not divided in the same manner as the track coil of Example 1, but the track coil in which only conductive tape (Cu tape in this Comparative Example 2) is wound is used. The same analysis as in 1 was performed, and the levitation force acting on the body coil was obtained. The track coil has a cross-sectional area of 80 when the cross-sectional area of the track coil of Example 1 is 100 (that is, the cross-sectional area is reduced by 20% compared to the track coil of Example 1). I) The size.

The results are shown in the column of Comparative Example 2 in Table 2 below.
[Comparative Example 3]

  In Comparative Example 3, each coil portion is not divided in the same manner as the track coil of Example 1, but the track coil in which only conductive tape (Cu tape in this Comparative Example 3) is wound is used. The same analysis as in 1 was performed, and the levitation force acting on the body coil was obtained. The track coil has a cross-sectional area of 60 when the cross-sectional area of the track coil of the first embodiment is set to 100 (that is, the cross-sectional area is reduced by 40% compared to the track coil of the first embodiment). I) The size.

The results are shown in the column for Comparative Example 3 in Table 2 below.
[Comparative Example 4]

  In Comparative Example 4, in order to evaluate the effect of reducing the leakage magnetic flux by the back yoke portion, a track coil having the same configuration as that of the track coil of Example 1 was disposed except that the back yoke portion was not provided. On the track T, the magnetic field formed by a magnetically levitated railway vehicle equipped with a magnet was analyzed. The result is shown in FIG.

  Further, in the state shown in FIG. 13, the levitation force (upward force in FIG. 12) acting on the body coil is obtained and shown in the column of Comparative Example 4 in Table 2 below.

From these Example 1 to Comparative Example 4, the following could be confirmed.

  By comparing FIG. 11 and FIG. 12, the use of the orbital coil of Example 1 (first embodiment) is linked to each coil portion as compared with the case where the conventional orbital coil is used. Magnetic flux lines are increasing. That is, it was confirmed that the orbital coil of Example 1 was higher in energy efficiency than the conventional orbital coil. In addition, by comparing Example 1 and Comparative Example 1 in Table 2, the levitation force is greater when using the track coil of Example 1 than when using the conventional track coil, It can be confirmed that the orbital coil of Example 1 is more energy efficient than the conventional orbital coil.

  In Table 2, the levitation force is increased by dividing each coil portion in the radial direction in the coil for the track from the comparison between Example 2 and Comparative Example 2 and the comparison between Example 3 and Comparative Example 3. As a result, it was confirmed that energy efficiency was improved by dividing each coil portion in the radial direction.

  Moreover, by comparing FIG. 11 with FIG. 13, it was confirmed that the leakage magnetic flux was effectively reduced by providing the back yoke portion. Further, in Table 2, it was confirmed that the levitation force was increased by providing the back yoke portion by comparing Example 1 and Comparative Example 4.

  Next, in order to evaluate the magnetic field (inductive magnetic field) formed by the orbital coil when the distance between the first coil part and the second coil part is changed, it is shown in FIGS. 14 (A) to 14 (C). On each track on which the coil main body is arranged, the magnetic field formed by the magnetic levitation railway vehicle equipped with magnets (body coil in the example of the first embodiment) is analyzed. The results are shown in FIGS. 15 (A) to 15 (C).

  14A shows the coil body in a state where the first coil portion 21A and the second coil portion 22A are close to each other, and FIG. 14B shows the first coil portion 21A and the second coil portion 22A. 14 (C) shows the coil body in a state where the distance between the first coil portion 21A and the second coil portion 22A is as shown in FIG. 14 (A) and FIG. 14 (B). The coil main body which is an intermediate | middle with a coil main body is shown.

  FIG. 15A shows a magnetic flux generated by a magnetically levitated railway vehicle having a body coil 102 traveling on a track T on which the coil body shown in FIG. 14A is arranged. The distribution of lines (distribution of magnetic flux lines in the vertical plane at the central longitudinal section position of the coil body shown in FIG. 14A) and the levitation force acting on the body coil 102 in this magnetic field are shown. FIG. 15B shows the magnetic flux lines of the magnetic field formed when the magnetically levitated railway vehicle equipped with the body coil 102 travels on the track T on which the coil body shown in FIG. 14B is arranged. The distribution (distribution of magnetic flux lines in the vertical plane of the central longitudinal section position of the coil body shown in FIG. 14B) and the levitation force acting on the body coil 102 in this magnetic field are shown. FIG. 15C shows magnetic flux lines of a magnetic field formed by a magnetically levitated railway vehicle having a body coil 102 traveling on a track T on which the coil body shown in FIG. 14C is arranged. The distribution (distribution of magnetic flux lines on the vertical plane of the central longitudinal section position of the coil body shown in FIG. 14C) and the levitation force acting on the body coil 102 in this magnetic field are shown.

  Moreover, each area | region of AD shown to FIG. 14 (A)-FIG.14 (C) respond | corresponds to each area | region of AD shown to FIG.15 (A)-FIG.15 (C).

  From these results, the smaller the distance between the first coil portion 21A and the second coil portion 22A in the coil body, the greater the levitation force acting on the body coil 102 (in other words, the first coil portion 21A and the second coil portion). It was confirmed that the greater the distance from 22A, the smaller the levitating force acting on the body coil 102).

  Next, in order to evaluate the magnetic field (induction magnetic field) formed by the orbital coil when the relative position between the inner coil and the outer coil in each coil portion is changed, the orbital coil whose relative position is changed is arranged. In addition, the magnetic field formed by each magnetically levitated railway vehicle equipped with a body coil traveling on each track was analyzed. The results are shown in FIGS. 16 (A) and 16 (B).

  FIG. 16A shows a coil in which the lower part of the inner coil 121a of the first coil part 21A is in contact with the lower part of the outer coil 121b, and the upper part of the inner coil 122a of the second coil part 22A is in contact with the upper part of the outer coil 122b. The distribution of the magnetic flux lines of the magnetic field when the main body is used and the levitation force acting on the body coil 102 in this magnetic field are shown. FIG. 16B shows a magnetic field when a coil body in which the inner coil 121a (122a) and the outer coil 121b (122b) of the first coil portion 21A (second coil portion 22A) are separated over the entire circumference is used. The distribution of the magnetic flux lines and the levitation force acting on the body coil 102 in this magnetic field are shown. In addition, the cross-sectional area of each inner coil 121a, 122a (the cross-sectional area of the central longitudinal section) of the coil main body shown in FIG. 16A and the cross-sectional area of each outer coil 121b, 122b, and the coil main body shown in FIG. The cross-sectional areas of the inner coils 121a and 122a and the cross-sectional areas of the outer coils 121b and 122b are the same.

  From these results, the coil where the lower part of the inner coil 121a and the lower part of the outer coil 121b are in contact with each other in the first coil part 21A, and the upper part of the inner coil 122a and the upper part of the outer coil 122b are in contact with each other in the second coil part 22A. When the main body is used, the lower portion of the inner coil 121a and the lower portion of the outer coil 121b are separated from each other in the first coil portion 21A, and the upper portion of the inner coil 122a and the upper portion of the outer coil 122b are separated in the second coil portion 22A. It was confirmed that the levitation force acting on the body coil 102 is larger than that in the case where the separated coil body is used.

  Next, the ratio of the cross-sectional area (thickness) of the lower part of the inner coil and the cross-sectional area (thickness) of the lower part of the outer coil at the central longitudinal cross-sectional position of the second coil part is as shown in Cases 1 to 7 in FIG. In order to evaluate the magnetic field (induction magnetic field) formed by the coil for track when changed, magnets (the first embodiment described above) are arranged on each track on which the coil body having the area ratio shown in Cases 1 to 7 in FIG. In the example of the embodiment, the magnetic field formed by each of the magnetically levitated railway vehicles provided with the body coil) was analyzed. The results are shown in FIGS.

  Here, in the area ratio shown in FIG. 17, the numerical value between the value of the inner coil 122a and the value of the outer coil 122b is the lower part of the inner coil 122a and the lower part of the outer coil 122b at the central longitudinal sectional position of the second coil part 22A. This is a value indicating the size (area) of the gap.

  FIG. 18 shows the distribution of the magnetic flux lines of the magnetic field when the case 1 coil body of FIG. 17 is used, and the levitation force acting on the body coil 102 in this magnetic field. FIG. 19 shows the distribution of the magnetic flux lines of the magnetic field when the case 2 coil body of FIG. 17 is used, and the levitation force acting on the body coil 102 in this magnetic field. FIG. 20 shows the distribution of magnetic flux lines of the magnetic field and the levitation force acting on the body coil 102 in this magnetic field when the case 3 coil body of FIG. 17 is used. FIG. 21 shows the distribution of magnetic flux lines of the magnetic field when the case 4 coil body of FIG. 17 is used, and the levitation force acting on the body coil 102 in this magnetic field. FIG. 22 shows the distribution of the magnetic flux lines of the magnetic field when the case 5 coil body of FIG. 17 is used, and the levitation force acting on the body coil 102 in this magnetic field. FIG. 23 shows the distribution of the magnetic flux lines of the magnetic field when the case 6 coil body of FIG. 17 is used, and the levitation force acting on the body coil 102 in this magnetic field. FIG. 24 shows the distribution of the magnetic flux lines of the magnetic field when the case 7 coil body of FIG. 17 is used, and the levitation force acting on the body coil 102 in this magnetic field.

  From these results, the larger the cross-sectional area of the lower portion of the outer coil 122b in the area (cross-sectional area) ratio at the central vertical cross-sectional position of the second coil portion 22A (in other words, the smaller the cross-sectional area of the lower portion of the inner coil 122a), It was confirmed that the levitation force acting on the body coil 102 was increased.

10 Coil for track 14a Conductive tape (conductive member)
14b Magnetic tape (magnetic member)
14c Insulating tape (insulating layer)
20, 20A Coil body 21, 21A First coil portion 22, 22B Second coil portion 121, 122 Split coil 30 Back yoke portion 32 Plate member 100 Magnetic levitation railway vehicle 102 Body coil (magnet)
c ₁ axis of the first coil part c ₂ axis T of the second coil part orbit

Claims (9)

A coil installed along the track of a magnetically levitated railway vehicle,
A first coil around which a long conductive member is wound;
A second coil part disposed below the first coil part, the conductive member being wound in a direction opposite to the first coil part,
The conductive member has a strip shape whose width dimension is larger than the thickness dimension,
The first coil portion includes a conductive member such that a width direction of the conductive member is parallel to an axial direction of the first coil portion and an insulating layer is positioned between adjacent conductive members in the radial direction of the first coil portion. Is constituted by being wound,
The second coil portion includes the conductive member such that a width direction of the conductive member is parallel to an axial direction of the second coil portion and an insulating layer is positioned between adjacent conductive members in the radial direction of the second coil portion. Is constituted by being wound,
The first coil portion and the second coil portion are arranged in a vertical direction so that their axial directions are parallel to each other and are connected to each other so as to form a closed circuit. Coil for magnetic levitation railway tracks arranged so as to intersect the normal direction of the railway tracks.   2. The magnetic levitation railway track according to claim 1, wherein each coil portion has a region in which a current density of a current flowing per unit cross-sectional area of the coil portion is smaller than other regions in a radial direction of the coil portion. coil. Each of the coil parts is constituted by a plurality of divided coils arranged so that the coil parts are divided in the radial direction,
In the common coil portion, the radially adjacent divided coils are arranged such that at least a part of the outer circumferential surface of the inner divided coil is separated from the inner circumferential surface of the outer divided coil. The track coil for a magnetically levitated railway according to claim 2. The first coil portion and the second coil portion each include a magnetic member having a belt-like shape including a magnetic body and having a width dimension larger than a thickness dimension,
The track coil for a magnetically levitated railway according to any one of claims 1 to 3, wherein the magnetic member is wound together with the conductive member in the first coil portion and the second coil portion. The thickness dimension of the conductive member is below the skin depth when an alternating current according to the drive frequency of the magnetically levitated railway vehicle flows through the conductive member,
5. The magnetic levitation railway according to claim 4, wherein a thickness dimension of the magnetic member is equal to or less than a skin depth when an alternating current corresponding to a driving frequency of the magnetic levitation railway vehicle flows through the magnetic member. Coil for orbit.   The back yoke part which is formed with a magnetic body and connects one end of the first coil part and the second coil part in the width direction of the conductive member is further provided. The coil for a magnetically levitated railway track according to the item. The back yoke portion is configured by laminating a plurality of plate-like members formed of a magnetic body in the thickness direction,
The track coil for a magnetically levitated railway according to claim 6, wherein the thickness direction is a direction orthogonal to the axis of each of the coil portions and orthogonal to the arrangement direction of the axes of the coil portions.   The thickness dimension of the said plate-shaped member is below the skin depth when the alternating current according to the drive frequency of the said magnetically levitated railway flows through the said plate-shaped member, The magnetic levitated railway of Claim 7 Coil for orbit. A track coil according to any one of claims 6 to 8, wherein a pair of track coils,
When the pair of track coils are arranged so that both coil portions are directed toward the track side of the magnetic levitation railway and the track is sandwiched from the width direction of the track, the back yoke portions of the pair of track coils A coil set for a rail of a magnetically levitated railway, comprising: a reinforcing portion for maintaining a space between upper end portions of the rail.