JPS6323322B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an improvement in the structure of a joint flexible branching device for a normal conducting magnetically levitated vehicle.

A large variety of methods have already been proposed for branching normal conductive magnetic levitation vehicles, but they can be roughly divided into the following three types, each of which has the following advantages and disadvantages: .

(a) On-board branching type branching device.

In this case, there are no moving parts on the track side, and the vehicle side has a main electromagnet (for levitation guidance) and an auxiliary electromagnet (for levitation guidance), and selectively controls the electromagnet to branch to the right or left. The branching control is performed from onboard the vehicle. This requires delicate electromagnetic control while passing through the branch, and in addition to requiring very advanced technology when using train cars, it also requires an auxiliary electromagnet to support the vehicle during the branch action, albeit for a short time. This is a complete reversal of efforts to somehow reduce overall construction costs and increase the economics of the system by reducing the weight of the vehicles and reducing the strain on the track, and is a major problem. Although it is experimentally possible, the practicality is highly questionable.

(b) Non-deformable track moving branching device This method is also seen in monorail branching devices, etc., and is a method that constructs straight and curved tracks by moving and displacing non-deforming tracks. Since the normal conductive magnetic levitation vehicle track has a fairly complex structure such as levitation guide rails, support girders, and contact wires, two of these complex tracks are made to match the branch shape and are moved in combination. Although it is not impossible to achieve this, it is quite difficult to make it possible to do so, and the section requires twice as many rails, and it is also necessary to set aside a considerable amount of land for the branching device. When this is required, it can be quite difficult.

(c) Flexible track type branching device This is a method in which the entire track is curved and deformed, and since it does not require two tracks, it is easy to install because it is the same site as a normal branch, but It was difficult to make it curved and deformable, and the structure was unavoidably complicated.

Therefore, among the above three types of branching devices, the flexible track type (c) is believed to be the most suitable for practical use, and various companies have recently been making improvements to it. As an improvement plan, a joint flexible branching device is being developed in which only part of the track at the track branching section is curved, and the main girder is divided into multiple sections so that they can move in an articulated manner. There are two types of flexible joint branching devices: one in which both of the levitation guide rails of the track are curved, and the other in which the levitation rail is articulated with the main girder and only the guide rail is curved.
The latter is more advantageous because it has fewer curved parts and saves power.

Here, referring to the latter flexible joint branching device, this device has already been used experimentally as a flexible joint branching device for monorails.
When the articulated track bends, cracks are created in the track surface by the bends, but monorails that run on rubber tires can pass through these tracks without any problems. However, when this joint flexible branching device for monorail is adopted for a normal conductive magnetic levitation vehicle, the normal conductive magnetic levitation vehicle uses a gap sensor to constantly measure the gap to the levitation track surface and keep it constant. Since it is designed to run, the floating rails move and bend together with the main girder, and the gap between the rails is 10 mm.
If this level was exceeded, there was a risk that an abnormal signal would be output from the gap sensor, causing problems with the electromagnet's continued levitation and making the vehicle unable to run. For example, the first
As shown in the figure, the number of joint joint trajectory divisions is 6, the total length L is approximately 28 m, and the amount of movement l at the tip is approximately
About 2.5m, from the single track track 1 to the return track track 2,
6a, 6b... 6a, 6b...
As shown in 6f, when the divided tracks are bent, a crack is created between the divided tracks. The value of the gap between these cracks is calculated assuming that the track width W is 2 m. Simply bending the track results in a value of approximately 30 mm, and if some expansion and contraction of the track is taken into account, a gap of 35 to 40 mm will be created. . This value is too large for a normally conductive magnetically levitated vehicle to maintain a constant levitation gap using the gap sensor, and is thought to cause problems in running.

The present invention has been made in view of the above circumstances, and its purpose is to provide a flexible joint type branching device.
It has a structure that allows the gap between the levitation rails to be below a certain value regardless of whether the divided track is bent or straight, so that the normal conductive magnetic levitation vehicle can maintain its levitation well and travel in branches. The goal is to provide the following.

Before explaining the branching device according to the present invention, the structural concept of a paramagnetic levitation vehicle will be explained with reference to FIG. are shown, respectively, levitation rails 12, 13 and guide rails 14, 1.
The gap between the rail and the electromagnet is measured by a gap sensor (not shown) so that the electromagnet is levitated and guided with a certain gap facing the electromagnet 5, and if necessary, the movement of the electromagnet is detected by an acceleration sensor. The current of each electromagnet is controlled by a controller that does not have a built-in controller. These electromagnets are connected to the trolley frame 16.
The load of the vehicle body 7 is received via air springs 17 and 18. A linear induction motor (hereinafter referred to as LIM) primary 19 is installed on the inner and lower surface of the bogie frame 16, and is required for vehicle running, facing the LIM secondary conductor 21 installed on the beam 20 connecting the left and right rails. It is designed to obtain a strong thrust or deceleration force. The beams 20 are provided at regular intervals and are mounted on track girders 22, and the track girders 22 are mounted via supports 24 on piers 23 provided at regular intervals.

A third embodiment of the present invention developed as a joint flexible branching device for a normally conductive magnetically levitated vehicle having such a configuration is described below.
This will be explained below using FIGS. First, in FIGS. 3 to 5, reference numeral 25 denotes a plurality of short segmented tracks that are connected to each other so that they can move in an articulated manner.These segmented tracks 25 are connected to a girder 22a and a structure that will be described later on this girder 22a. The beam 20a is fixed so as to escape the flexible guide rail holding mechanism, and although the explanation is omitted in Fig. 2, when the levitation electromagnet is demagnetized, the solid tires of the bogie underframe run on the ground to receive the vehicle body load. Solid tire running rails 26, 27 and the beam 20 are fixedly installed on both upper sides of the beam 20a to obtain
LIM secondary conductor 21a fixed at the upper center of a
and levitation rails 12a and 13a fixedly installed on both lower sides of the beam 20a. Flexible guide rails 14a and 15a are provided on both sides of the beam 20a of the divided track 25 via a holding mechanism 28. This holding mechanism 28 includes a plurality of links 29 arranged at equal intervals as shown in FIG.
a, 29b...29e with pins 30 at each end.
Brackets 31a and 31b connected by a and 30b
The left and right flexible guide rails 14a, 15a are connected and held together so that the left and right gaps are constant, and the brackets 31a, 31b are slidably movable on the floating rails 12a, 13a. Arms 32c, 32d protrude from the link 29c with respect to the levers 32a, 32b which are constructed and extend horizontally between the links 29a, 29b and 29d, 29e that connect the left and right flexible guide rails 14a, 15a.
are connected, and air cylinders (hydraulic cylinders are also possible) 33a, 33b are connected to the arms 32c, 32d.
The other ends of the air cylinders 33a and 33b are connected to the beam 20a or the girder 22a with brackets 34a and 34b, and the air cylinders 33
By operating the left and right flexible guide rails 14a and 33b,
The branching device 15a is moved to curve along a branching line required for the branching device. In addition,
Even if the number of air cylinders is small, each link 29a,
29b, 29c...29e, and as shown in FIG. 5, stoppers 35a, 35b are provided on the upper surfaces of the left and right fixed floating rails 12a, 13a, and the left and right flexible guide rails When the branches 14a and 15a are bent in accordance with right branching or left branching, the bracket 31a or 31b comes into contact with the stopper 35a or 35b so that an accurate branching rail shape can be maintained. The above configuration is basically the same as the conventional joint flexible branching device and is already known, but if the configuration is as it is, each segmented track will float when performing the joint flexible branching action to the right or left. A large gap of about 35 to 40 mm is created between the joints of the left flexible guide rail, and at the same time, a similar gap is created between the joints of the left flexible guide rail provided for each divided track.

Therefore, in the present invention, both the floating rail and the guiding rail of the flexible joint type branching device are improved so that the gap between the joint portions thereof is kept small.

First, the structure for keeping the joint gap between the floating rails small will be explained with reference to FIGS. 6 and 7.
aa and 22ab are connected to the pin 3 via the joint pin 36.
6, the lower part of which is supported by a support cart 39 having wheels 38 running on a guide rail 37, and as the support cart 39 moves, both tracks 25a, 25b The shapes are curved into a broken line or straight. In this case, the support cart 39 is moved by various methods, such as providing a drive mechanism that rotates the wheels 38 in proportion to the required displacement position, or pushing the wheels 38 with a piston cylinder. Here, one divided orbit 2
The joining ends of the left and right levitation rails 12aa, 13aa solid tire running surfaces 26a, 27a and the LIM secondary conductor 21aa are formed in a convex arc shape centered on the joint pin 36 and having a diameter equal to the entire width of the track.
The left and right floating tracks 12ab, 13ab of the other divided track 25b are in contact with this convex arc-shaped end with a very small gap, and the solid tire running surface 26b,
The joint ends of the LIM secondary conductor 27b and the LIM secondary conductor 21ab are formed in a concave arc shape with the joint pin 36 as the center.
For this reason, even if the divided tracks 25a and 25b become broken lines, the floating rails 12aa, 13aa and 12ab,
The joint gap of 13ab does not change, and the length of the divided track girder is generally about 5 m, so even if track expansion and contraction due to heat is taken into account, the joint gap is just under 4 mm, which is the biggest problem for a normal conductive magnetic levitation vehicle. There is no large gap (crack) between the rail joints on the surface of the levitation rail that the gap sensor faces, and noise is prevented from entering the cap sensor, so the levitation control of the vehicle is minimized without any disturbance when passing through the branch. Stable levitation and maintenance is possible.

Next, the measures for the joint structure of the left and right flexible guide rail surfaces will be explained with reference to FIGS. 8, 9, and 10.
0 is a single-track side track 41, 42 is a double-track side track, and a plurality of divided tracks are arranged in series so as to move in a joint-like manner between them, but in order to simplify the explanation, two tracks are shown in Fig. 8. The explanation will be given with only the divided orbits 25a and 25b arranged. Here, the divided tracks 25a and 25b are shown moving in a broken line shape around the joint pins 36a and 36b, and are connected to one double track side track 41. At this time, the ends of the left and right flexible guide rails 14a, 15a are fixed to the divided track 25b with pins 43a, 43b, and the fourth
Due to the action of the holding mechanism 28 such as the link lever and air cylinder shown in the figure, and the action of the stopper shown in Fig. 5, the flexible guide is smoothly curved along the branch line to form a guide track surface. The service rails 14a, 15a are not cut for each segmented track, but are long, extending over the entire length of both segmented tracks 25a, 25b, as shown in FIG. For this reason, there is no gap at all in the flexible guide rails 14a, 15a in the middle of the joints of the divided tracks 25a, 25b, but by switching to the right or left, the curvature between the inner and outer rails changes. Since a dimensional difference occurs due to the difference between the flexible guide rails 14 and
When the proximal joint portions of a and 15a approach the fixed guide rails 14b and 15b of the single-track side track 40, they are automatically drawn inward, and when a gap is created, they are automatically protruded and intervened. The function of the retractable guide rail 44a will be explained with reference to FIGS. 9 and 10. A bracket 45 is provided inside the base end of the flexible guide rail 14a, and the retractable guide rail is connected to the bracket 45 via a pin 46. 44a is rotatably provided. In addition, this retractable guide rail 44a is constantly pushed outward by a spring 47, and
This configuration includes a roller 50 that slides on an inclined surface 48 and a parallel surface 49 formed on the inner surface of the fixed guide rail 14b. For this purpose, the flexible guide rail 1
4a moves away from the fixed guide rail 14b, the ninth
As shown in the figure, the roller 50 rolls on the parallel part 49, and the flexible guide rail 1
When the flexible guide rail 14a approaches the fixed guide rail 14b, the roller 50 automatically intervenes between the flexible guide rail 14a and the fixed guide rail 14b, and as shown in FIG. The protruding and retracting guide rail 44a rolls as if being pushed along, and escapes as if being pulled into the back side of the fixed guide rail 14b, causing the flexible guide rail 14a and the fixed guide rail 14 to escape.
b and are approached so that there is a very small gap between them. Although it is sufficient to provide such a protruding/retracting guide rail 44a at one location on each of the left and right flexible guide rails, it is also possible to configure it by separating it into a plurality of sections structurally.

In addition, FIG. 11 shows a modification of the above-mentioned FIG.
aa, 12ab, 13aa, 13ab and solid tire running rails 26a, 26b, 27a, 27b, on the left and right edges of the articulated concave and convex arc-shaped ends, flange-like stopper steps 51a, 51b perpendicular to the longitudinal direction of the track,
51c, 51d, and divided orbits 25a, 25
It is configured to prevent the angle of the broken line b from becoming excessive.

As described above, in the joint flexible branching device for a normally conductive magnetically levitated vehicle of the present invention, the joint end of each joint of the divided track is formed into an uneven circular arc shape centered on the joint pin, and a plurality of flexible guide rails are provided. The length is such that it spans over two divided tracks, and the gap is filled in using a retractable guide rail, which reduces noise to the gap sensor, which is the most important element in the levitation guidance of a normal conductive magnetically levitated vehicle. This is extremely advantageous since it is possible to reduce the amount of buoyancy and increase the levitation stability.

[Brief explanation of drawings]

Fig. 1 is an explanatory diagram showing the concept of a conventional joint flexible branching device, Fig. 2 is an explanatory diagram of the basic cross-sectional structure of a general normal conducting magnetically levitated vehicle, and Figs. 3 to 10 are one embodiment of the present invention. Figure 3 is a sectional view of the divided track, Figure 4 is a perspective view of the flexible guide rail and its holding mechanism, Figure 5 is the same sectional view, and Figures 6 and 7 are divided A plan view and a side view of the orbital joint joint, FIG. 8 is a cross-sectional view showing the schematic configuration of the flexible guide rail,
Figures 9 and 10 are explanatory diagrams of the structure and function of the retractable guide rail that automatically fills the gap between the flexible guide rail and the fixed guide rail, and Figure 11 is a modification of the one shown in Figure 6. FIG. 1... Single track side track, 2, 3... Double track side track, 4a,
4b...4f...Joint pin, 5a, 5b...5f...Divided track, 6a, 6b...Crack, 7...Car body, 8,9...
Levitating electromagnet, 10, 11...guiding electromagnet, 1
2, 12a, 12aa, 12ab, 13, 13a,
13aa, 13ab... levitation rail, 14, 15... guide rail, 14a, 15a... flexible guide rail, 1
4b, 15b... Fixed guide rail, 16... Bogie underframe, 17, 18... Air spring, 19... LIM primary, 2
0, 20a...beam, 21, 21a, 21aa, 21
ab...LIM secondary, 22, 22a, 22aa, 22ab...
Girder, 23...Pier, 24...Support, 25, 25a, 2
5b...Divided orbit, 26, 27, 26a, 26b,
27a, 27b...Solid tire running rail, 2
8... Holding mechanism, 29a, 29b, 29c, 29
d, 29e...Link, 30a, 30b...Pin, 3
1a, 31b...Bracket, 32a, 32b...Lever, 32C, 32d...Arm, 33a, 33b
...Air cylinder, 34a, 34b...Bracket, 35a, 35b...Stopper, 36, 36
a, 36b...pin, 37...guide rail, 38...
Wheels, 39...Support cart, 40...Single track side track, 4
1, 42...double track side track, 43a, 43b...pin,
44a, 44b... Appearing and retracting guide rail, 45... Bracket, 46... Pin, 47... Spring, 48... Inclined surface,
49...Parallel surface, 50...Roller, 51a, 51
b, 51c, 51d...flange.

Claims (1)

[Claims] 1 A plurality of divided tracks are arranged so as to move in a joint-like manner so as to form a broken line along the branch alignment, and only the left and right flexible guide rails curve smoothly along the branch alignment. In the joint flexible branching device for a normally conductive magnetically levitated vehicle, the joint ends of the levitation rails of each of the segmented tracks are kept at a small gap from each other even if the segmented tracks form a broken line. In order to maintain the gap, one of them is formed into a convex arc shape centered on the joint pin and having a diameter equal to the full width of the track, and the other is formed into a concave arc shape centered around the joint pin and having a diameter slightly larger than the full width of the track. The left and right flexible guide rails are long and extend continuously over the plurality of divided tracks, and one end of each of the left and right flexible guide rails is located at the end of the divided track located on the end side connecting to the fixed track on the plurality of sides. A holding mechanism consisting of a link, a driving cylinder, a stopper, etc. is provided for fixing and interconnecting the left and right flexible guide rails to hold them at a constant interval and to curve smoothly along the branch line; A short protruding and retracting guide rail is attached to the other end side of each of the left and right flexible guide rails so that the guide rail can be bent inward through a hinge and rotated outward at all times by a spring from the inside. The rollers are arranged in series in a energized state, and rollers are provided on the tip sides of the left and right guide rails to slide on the guide slopes provided inside the left and right fixed guide rails of the single track side fixed track. As the left and right flexible guide rails curve to the left or right along the branch alignment, the inner track side, the end of which moves closer to the fixed guide rail on the single track side, has the retractable guide rail at the guide inclination. Guided by the surface and rollers, it gradually rotates inward against the spring and is pushed and stored inside the fixed guide rail on the single line side, and conversely, the end of the flexible guide rail is fixed on the single line side. On the outer track side where the rail length is insufficient as it moves away from the guide rail, the protruding and retracting guide rail is pushed by the spring and gradually rotates outward due to the guidance of the guide slope and rollers, while being used for the fixed guide on the single track side. A joint flexible branching device for a normal conductive magnetically levitated vehicle, characterized in that it is pulled out and held between a rail and a flexible guide rail.