JPS605722B2 - Track device for normal conductive magnetic levitation vehicle - Google Patents

Description

Detailed Description of the Invention The present invention solves the problem of noise or erroneous signals caused by the expansion and contraction of girders and rails due to temperature differences in long-span girders, etc., which causes large gaps to open and cause problems in the gap separator that measures the gap between the electromagnet and the rail on the vehicle side. This invention relates to a track device for a normal conductive magnetically levitated vehicle that prevents the occurrence of

Conventionally, it has been considered advantageous for normal conductive magnetic levitation vehicles to have elevated tracks similar to monorails.

However, the main component of the track, iron, is 11.76×10-
It has a coefficient of linear expansion of 6, and the temperature of the orbit during night cooling in winter and under direct sunlight in summer is thought to vary from 11 pi to 160 qo, which is converted to an orbit length of 10 W. Then, if the rails for vehicles on the track are in contact with each other when the temperature is 160 degrees Celsius under direct sunlight in the summer, a gap of about 8.2 ribs will occur at 10:00 in the winter. Put it away. If the gap between the rails is approximately 8.2 mm, noise will enter the gap sensor that measures the gap between the rail and the electromagnet without contact when the actual experimental vehicle is running, but there will be no problems with running. has been confirmed. However, when constructing an actual track, considering topographical conditions and economic efficiency, it will be necessary to construct a long span track of at least 20 m, and in some cases 40 to 60 tracks. In the case of such a long span trajectory, 8.
Since it has two ribs, it is thought that a gap will occur at the rail connection part in proportion to the rail length, and the noise that enters the gap sensor will become excessive over the gap that is two or more broadsides.
It is estimated that it will be difficult to maintain the levitation of the magnetically levitated vehicle, and at the same time the gap sensor will stop in the middle of the rail connection, the gap sensor will indicate that the vehicle has fallen extremely downward because there is no opposing rail. The electromagnet will issue a signal that is incorrectly determined to be the case, and a strong current will flow through the electromagnet, causing abnormal adhesion and possibly making the vehicle unable to drive.

The present invention configures a trajectory that does not cause such problems,
The purpose is to enable normal conducting magnetically levitated vehicles to continue running without any problems.

An embodiment of the present invention will be described below with reference to the drawings.

First, an overview of the configuration of a normally conducting magnetically levitated vehicle to which the present invention is applied will be explained with reference to FIG. 1 is the vehicle body, 2 and 3 are levitation electromagnets; 4 and 5 are guide electromagnets and levitation rails 6 and 7;
They are configured to face the guide rails 8 and 9, respectively, and to be kept floating with a certain gap between them.

Although not shown in the figure, a gap sensor for measuring the gap between each electromagnet and each rail, and an accelerometer for knowing the movement of the electromagnets are placed near the electromagnets, and the detection results for the electromagnets (not shown) are placed near the electromagnets. The electromagnetic current sent to the current control device is controlled to keep it floating. Thus, the gap sensor is generally placed in the center of the track just before or after the electromagnet. These electromagnets are attached to one side of the bogie and receive the load of the car body 1 by air springs 13 and 14.
A linear motor primary is arranged on the inner lower surface of the trolley 10,
It faces the linear motor secondary plate installed on the beam 15 connecting the left and right rails to obtain the thrust necessary for running and decelerating. The beams 15 are mounted on the beams 16 and fixed via mounting seats 17 on piers 18 provided at regular intervals. Next, the structure of the rail joint to the guide rail will be explained with reference to FIGS. 2, 3, and 4.

FIG. 2 shows a track joint for a normal conducting magnetically levitated vehicle, in which girders 16a and 16b mutually supporting each other are placed on the pier 18 at the mounting seat 1.
7a, 17b, but the mounting seat 17a
is fixed with a pin 19a, whereas the pin 19b of the mounting seat 17b is placed in a long hole, allowing the girder and rail to expand and contract due to temperature changes. This digit 1
Floating rails 6, 7 and guide rails 8a, 8b, 9a, 90 are attached by beams 15a, 15b attached above 6a, 16b. For this reason, the guide rail is required to expand and contract together with the girder. However, the guide rails 8a, 8b, 9a, 9
At the end of b, there is a notch 2 with a sharp shape in the longitudinal direction of the rail.
0a, 20b, 21a, 21b are provided, and the intermediate body 22
, 23 are housed in this notch. This notch 20
a, 20b, 21a, and 21b are configured such that the upper side is horizontal and the lower side is gently sloped. Here, the intermediate bodies 22 and 23 are connected by connecting rods 24 and 25, and the girders 16a and 16 are connected by mounting seats 26 and 27 provided between the connecting rods 24 and 25, respectively.
b separately fixed. In this case, if the mounting seats 26, 27 are mounted on the girders 16a, 16a so that the connecting threads 24, 25 generate a force that presses the intermediate bodies 22, 23 downward, the connecting rods 24, 25 become slightly concave. The dimensions have been adjusted accordingly. The honorific seats 26 and 27 are digits 16a and 16b, respectively.
Since the intermediate members 22 and 23 are attached separately to each other, even if the spacing between the girders changes, the intermediate members 22 and 23 have the property of being kept in the center by mirroring the connecting rods 24 and 25. Figure 3 shows the guide rail 8a.
, 8b and the intermediate body 22, and the relative positions of the electromagnet magnetic poles and the gap sensor. ) and has an inverted triangular shape with a gap at the top. Here, the ranges A and A' shown using two-dot chain lines and hatching on the rail 8b side are the parts where the magnetic pole surfaces of the guide electromagnets face each other, and the range B shows the parts where the gap sensors face each other. There is. The opposing portions A and A' of the electromagnet magnetic pole surfaces are approximately removed from the notches 20a and 20b, and the gap between the rails 8a and 8b remains open.However, the opposing portion B of the gap sensor is separated from the rails. into the notches 20a, 20b of the intermediate body 2
2 corresponds to the part. Figure 4 shows the relative positions of the guide rail 8a, the intermediate body 22, the electromagnet magnetic poles, and the gap sensor in the width direction of the track. 4, and the gap sensor is disposed at a position indicated by reference numeral 28.
What should be noted in this case is that flanges 29 and 30 protrude from the upper and lower sides of the intermediate body 22, and the guide rail 8a is inserted into the notch 20.
The magnetic flux circuit on the guide rail 8a side of the guide electromagnet 4 is constructed by combining the upper and lower parts divided by the line a from the back side. A connecting rod 24 is fixed to the back side of the intermediate body 22. Next, the operation of the present invention will be explained in the case of a guide rail.

Suppose now that the gap between the guide rails 8a and 8b has widened by Q. At this time, the intermediate body 22 descends downward by the distance while maintaining approximately the center position of the guide rails 8a, 8b due to the spring action of the connecting rods 24, 25, and the notches 20a, 20 of the guide rails 8a, 8b
It should always be in contact with the lower sloped surface of b. For this reason, the inclined surfaces under the intermediate bodies 22, 23 are formed by guide rails 8a, 8'b.
, 9a, 9b, no matter how much the gap between the guide rails changes, they always form a continuous plane. Therefore, the gap sensor 28 can continuously detect the position of the guide rail surface no matter how the gap between the guide rails 8a, 8b, 9a, gb changes. However, as a guide electromagnet, it passes over the gaps between the guide rails 8a, 8b, ga, and 9b, but since the guide electromagnets are long enough, they are hardly affected by disturbances as large as the gaps mentioned above. Pass and exit without any problems. Further, the flanges 29 and 30 provided on the back side of the intermediate body 22 constitute a magnetic flux circuit at the notched guide rail end for the magnetic flux from the electromagnet, and at the same time, the flanges 29 and 30 receive the attractive force from the guide electromagnet 4 to form a magnetic flux circuit for the magnetic flux from the electromagnet. This prevents the body 22 from protruding outward. Also, the connecting rods 24 and 25 are the intermediate body 2
2 and 23 have a function of fixing the center of the rail gap, and intermediate bodies 22 and 23 have notches 20a, 20b, and 21 at the ends of the guide rail.
A and 21b are used as a spring mechanism to press against the lower inclined surface, and the intermediate bodies 22 and 23 are pulled by the guiding electromagnet and are restrained from the beginning so that they can function properly in the correct position. It is working to make it happen. ) with notches 20a, 2
If the angle a of 0b, 21a, and 21b is appropriately selected, it is possible to sufficiently follow even a fairly large gap change and construct a trajectory suitable for a normally conducting magnetically levitated vehicle. The above explanation is for the guide rail, but if it is applied to the levitation rail, it can be assumed that the same effect will be given to the levitation gap sensor and it will be very convenient, but if the installation direction is horizontal and Since it is on the lower surface side, it is presumed that the same method as shown in FIGS. 2 to 4 is not suitable for practical use.

Therefore, Figure 5 shows the configuration of the rail connection section applied to the floating rail.
Shown in FIGS. 6 and 7. Figure 5 shows the rail viewed diagonally from below, and Figure 6 shows the connection section viewed from inside the floating rail. It shows a cross section seen in the direction of the arrow.

An intermediate body 31 is provided between the floating rails 6a and 6b in exactly the same way as the intermediate body 22 is provided between the guide rails 8a and 8b in FIGS. 5 and 6. .

If you look at the intermediate body 31 from inside the rail, you will see success and deficiency 32a,
A guide fitting 33a attached parallel to the oblique edge of 32b,
33b are provided on the floating rails 6a, 6b, respectively, seats 34a, 34b are provided on the other edges, and holding plates 35a, 35b are attached to these with bolts 36 to guide metal fittings 33a, 3.
3b and seats 34a and 34b. Further, to explain the cross-sectional shape with reference to FIG.
3a is provided with a guide book 37 into which a protrusion 38 protruding from the intermediate body 31 is fitted, and the intermediate body 31 can be moved along the inclined edge by the action of the guide groove 37. The intermediate body 31 is provided with a flange 39, which is caught on the levitation rail 6a and forms a magnetic flux circuit of the levitation electromagnet. Next, the effect of the floating rail will be explained.
The positions of the rails and intermediate bodies that face the magnetic poles of the levitation electromagnet and the gap sensor, respectively, are exactly the same as those of the electromagnet of the guide rail and the gap sensor. In this case, the intermediate body 31 is guided along the inclined edges of the floating rails 6a, 6b by the guide shells 33a, 33b, so if the gap between the floating rails 6a, 6b is different, the intermediate body 31 is guided by the guiding shells 33a, 33b. Metal fittings 3
It moves while being guided by 3a and 33b, so that the center of the intermediate body 31 is always at the center of the gap. Moreover, a magnetic flux circuit with the intermediate body 31 is formed by the action of the flange 39, and the flange 39 and the protrusion 38 are connected to the left and right floating rails 6a, 6.
Since the intermediate body 31 is placed on the surface b, it is possible to prevent the intermediate body 31 from falling due to the attraction force of the levitation electromagnet. Furthermore, even if the intermediate body 31 is pushed up due to some abnormality, it can be held down by the holding plates 35a and 35b and can be held stably. Since the present invention is configured as described above, it is possible to sufficiently cover the expansion and contraction margin due to temperature difference even with a large long-span girder that is normally assumed, and thereby prevent the gap sensor from emitting an erroneous signal. This makes it possible to maintain stable operation.

Furthermore, if the configuration according to the present invention is used, the running surfaces 40a, 40b, 41a, 41 of solid tires as shown in FIG.
Since the attachment of the motor secondary plates 12a and 12b is not obstructed in any way, the structure can be extremely useful from a practical point of view.

[Brief explanation of the drawing]

Figure 1 is a sectional view showing the configuration of a normal conducting magnetically levitated vehicle;
The figure is a perspective view showing an embodiment in which the present invention is applied to a guide rail, FIG. 3 is a front view taken along line m-m in FIG. 2 in the direction of the arrow, and FIG. A sectional view taken along the line W-W in the direction of the arrow, FIG. 5 is a perspective view showing an embodiment in which the present invention is applied to a levitation rail, and FIG. 6 is a levitation rail and an intermediate body according to the present invention. Fig. 7 is a perspective view of W- from the inside of Fig. 6.
FIG. 8 is a cross-sectional view taken along the countersunk line in the direction of the arrow, and a perspective view showing the completed state of the track with the linear motor secondary plate and solid tire running surface added. 1... Vehicle body, 2, 3... Levitation electromagnet, 4
, 5...Guiding electromagnet, 6a, 6b, 7a, 7
b. ...Levitation rail, 8a, 8b, 9a, 9b・
...0 guide rail, 16a, 16b...
Girder, 20a, 20b, 21a, 21b...notch, 22, 2
3... Intermediate, 29, 30, 38, 39...
・Protrusions, 33a, 33b... Guide fittings. Figure 1 Figure 4 Figure 2 Figure 3 Figure 5 Figure 6 Figure 7 Figure 8

Claims (1)

[Scope of Claims] 1. A vehicle is levitated and guided by a rail provided at the upper part of the girder and an electromagnet provided on the vehicle in opposition to the rail, in which the opposing end of the adjacent rail is provided with:
A notch is provided which is composed of a first edge parallel to the longitudinal direction of the rail and a second edge inclined at an appropriate angle with respect to the first edge, and the first edge of the notch is always at an appropriate angle. A track for a normal conductive magnetically levitated vehicle, characterized in that an intermediate body is inserted into the notch so as to have a gap, is located substantially on the same plane as the rail surface, and is provided so as to overlap between the rails. Device. 2. A track device for a normal conductive magnetically levitated vehicle according to claim 1, characterized in that an elastic member is provided to bring the facing surface of the intermediate body into contact with the second edge of the notch. 3. A track device for a normal conductive magnetically levitated vehicle according to claim 1, characterized in that the rail is provided with a guide member for guiding the intermediate body along the second edge of the notch. . 4. In the item described in claim 1, the protrusion is such that the intermediate body contacts the inside of the rail to form a magnetic circuit and prevents the intermediate body from coming off from the notch of the rail by electromagnetic attraction force. A track device for a normal conducting magnetically levitated vehicle, characterized in that it is provided on an intermediate body.