KR20000005500A - Power supply for driving device of vertical stator - Google Patents

Abstract

PURPOSE: A power supply for a vertical stator for a driving device is provided to make a simple energy supply possible with the vertical directional stator section controlled through a track-replacing device. CONSTITUTION: The power supply is composed of an independent track(1, 2) having the vertical directional stator section, which can be contacted by the track-replacing device(5-10). Herein, the vertical directional stator section is subdivided into plural driving areas(11-14), and vehicles can be independently driven by the driving areas. In addition, the track-replacing device contains an electric contact(25-40) which is forcibly controlled to electrically contact between the vertical directional stator sections or to be blocked by the track-replacing device.

Description

Power Supply for Longitudinal Stator Drive

Such power supplies are known, for example, from German Patent Publication No. 28 05 994. Known power supplies comprise two tracks that are independent of each other with one longitudinal stator winding. The winding section of each track can be connected to the distribution substation via two parallel current lines and a switching device. The switching device includes a contactless semiconductor switch and a contact switching member. The closing of the contact switching member is made by a suitable semiconductor switch before the supply of voltage, while the opening of the contact switching member is made by a semiconductor switch after the interruption of voltage.

Power supplies for longitudinal stator drives are known from the article "Energieversorgung des Langstatorantriebs" in the publication "etz", Vol. 108 (1987), No. 9, pages 378-381. The power supply includes a track having left and right motor sides. Multiple longitudinal stator sections are integrated into at least one drive region. Each drive region is characterized in that all stator sections are energized through the same transducer. The limits for the drive area are generally selected such that the limits are placed at given intervals so that multiple vehicles on one track can travel at the same time interval.

In addition, the publication "ZEV-Glas. Ann." In the paper "Stand der Entwicklung des elektromagnetischen Schnellbahn systems" in 104 (1980), 8/9, pages 233-240, a track replacement device for a lane with a longitudinal stator formed as a train is known. The associated switching section ends at the moving end of the train.

The present invention relates to a power supply for a longitudinal stator drive.

1 shows a section with two parallel tracks during normal operation,

FIG. 2 shows a section according to FIG. 1 with a fault in one drive region,

3 shows the section according to FIG. 2 with obstacles in the other drive region,

4 shows the open state of an electrical contact which is particularly suitable for the power supply according to the invention,

5 shows a closed state of the electrical contact according to FIG. 4.

It is an object of the present invention to provide a power supply for a longitudinal stator drive, which enables a simple energy supply to a longitudinal stator section controlled via at least one track changer.

This object is achieved in accordance with the invention by the features of claim 1. Preferred embodiments of the invention are set out in the claims subclaims.

The power supply for the longitudinal stator drive according to the invention comprises at least two independent tracks. The tracks comprise at least one longitudinal stator section and can be connected to each other by at least one track changer. The longitudinal stator section is subdivided into a plurality of drive regions, by which the vehicles can be driven independently of one another. At least one track changer device includes at least one electrical contact. The electrical contact is forcibly controlled by the track changer so that electrical connections between different longitudinal stator sections can be made or interrupted.

In the power supply according to the invention, at least one longitudinal stator section is connected to one drive region or another drive region. Due to this, the limit of the drive area can be arbitrarily set. Thus, the track or part thereof can be assigned to different drive regions depending on the position of the track change device (s). Therefore, the holding time of the drive region can be simply adjusted.

In addition, due to the forced control of the electrical contact by the track changer, there is no need for remote control of the switching device. There is no need for a separate monitoring device for electrical contact, since the position of the track changer is reliably monitored.

Conventional remotely controllable switches are not considered, because they cannot guarantee reliable disconnection in all operating conditions or in the event of a failure, for example on the one hand the power switch cannot cut off direct current (arc On the other hand, this is because the DC switch cannot connect a current below a certain limit (insufficient erase energy) and does not have sufficient resistance to voltage.

Reliable separation of the relevant longitudinal stator sections is necessary, for example, if the vehicle is traveling to an open train end in case of an error. Therefore, the switch must always be monitored for its exact function by a very complex monitoring device of the highest safety category. In the event of a failure, ie in the event of a failure of the monitoring device and the switching device, all drive areas that can be supplied to the area by the relevant lanes must be separated from the current supply network. This generally causes a serious malfunction.

In the power supply according to claim 2 the wiring costs are very low, while in the power supply according to claim 3 a large drive area can be constructed.

When described in detail with reference to the accompanying drawings an embodiment of the present invention.

1 to 3 show a first track 1 and a second track 2. The two tracks 1 and 2 can be connected to each other via two transition points 3 and 4.

The transition point 3 comprises two trains 5 and 6 and a fixed track portion 7 in the embodiment shown. The transition point 4 comprises two trains 8 and 9 and a fixed track portion 10 in a similar manner.

Four drive regions are shown in FIGS. During normal operation (FIG. 1) drive regions 11 and 12 are assigned to track 1 and drive regions 13 and 14 are assigned to track 2.

1 to 3, the drive region 11 is indicated by hatched lines, the drive region 12 is indicated by dots, the drive region 13 is indicated by vertical lines, and the drive region 14 is indicated by X-rays.

The drive regions 11 and 12 have a common drive region limit 15, and the drive regions 13 and 14 have a common drive region limit 16. The spacing is determined by the drive area limits 15 and 16.

For quick replacement from track 1 to track 2, transition points 3 and 4 should be placed as close to drive area limits 15 and 16 as possible. Direct placement on drive area limits 15 and 16 is generally impossible for reasons of placement techniques. The drive regions 11 to 14 are supplied with current through the cables 17 to 20 from the drive blocks 21 to 24 in a known manner.

Each of the trains 5 and 6 and 8 and 9 are assigned two contacts 25 to 32, respectively. The contacts 25 and 26 are here by means of a train 5, the contacts 27 and 28 are by train 6, and the contacts 29 and 30 are by train 8 and in contact. Numerals 31 and 32 are forcibly controlled by the train 9.

The location of the train determines which tracks are in contact. The fixed track portion 7 of the transition point 3 comprises two counter contacts 33 and 34. The fixed track portion 10 of the transition point 4 comprises two counter contacts 35 and 36.

The track 1 also includes counter contacts 37 and 38 in the regions of the trains 5 and 8. The track 2 comprises counter contacts 39 and 40 in the area of the trains 6 and 9.

During normal operation (FIG. 1) the tracks 1 and 2 are separated from each other, the drive region 11 is connected to the cable 17 via a closed feed switch 41 and the drive region 14 is closed. It is connected to the cable 20 via a feed switch 42. During normal operation, the contact 25 of the train 5 is in contact with the counter contact 37 of the track 1 and the contact 29 of the train 8 is in contact with the counter contact 38 of the track 1. In the same way, the contact 27 of the train 6 is in contact with the counter contact 39 of the track 2 and the contact 31 of the train 9 is in contact with the counter contact 40 of the track 2.

If a failure occurs in the drive region 12 (FIG. 2), the connection between the track 1 and the track 2 is made by switching the trains 5 and 6 of the transition point 3. Due to this, the drive region 11 extends directly to the drive region 13 even though the drive region 11 and the drive region 13 are not adjacent to each other during normal operation (FIG. 1). This means that on the one hand the holding time of the drive region 11 does not vary significantly and on the other hand the drive region 14 is not unnecessarily blocked by the transitioned vehicle of the drive region 11 and assigned to it as usual. That means you can control the vehicle. In addition, in the case of a failure, it is always necessary to shut off the drive area (e.g. drive area 11) assigned to the relevant vehicle, since many other drive areas (e.g. drive area 14) are unlikely to act on the vehicle concerned. This is because unnecessary blocking of the driving region of the can be avoided.

Similarly, when the drive region 11 has a defect, the defect-free portions of the drive region of the track 1 and the track 2 are connected to each other by switching of the transfer machines 8 and 9.

4 and 5 show an embodiment of the structure of contacts and counter contacts in the example of the train 5. The current supply is made in the lane via the train 5.

The contacts 25 and 26 are arranged on the bottom surface of the train 5, while the counter contacts 33 are arranged in the fixed track portion 7 of the transition point 3 and the counter contacts 37 are in the drive area. (11). The contacts 25 and 26 and the counter contacts 33 and 37 are formed in three phases, and the phases of the contacts 25 and 26 and the phases of the counter contacts 33 and 37 are the same. The three phases are arranged parallel to each other. The contacts 25 and 26 form a three point contact K which enables one open position and two closed positions. Contacts 25 and 26 include one contact member 50 for each phase, each of which is guided to an electrically insulating guide 51.

The three phases of the contact 25 are each mechanically connected through the one connecting member 52 to the corresponding phase of the contact 26. In addition, the corresponding phase of the contact 25 and the corresponding phase of the contact 26 are each electrically connected to each other via one electrical cable 53 and to the corresponding phase of the stator in the train 5.

The three contact members 50 on each of the contacts 25 and 26 can be returned to their rest position by the spring 54. The spring 54 is relaxed in the open position of the contacts 25 and 26 (FIG. 4) and compressed in two closed positions of the contacts 25 and 26 (FIG. 5).

In the open position of the three-point contact K, the three contact members 50 of the contact 25 and the three contact members 50 of the contact 26 are each in contact with one shorting rail 55. The contact member 50 of the contacts 25 and 26 can be moved synchronously by the connection member 52 and the spring 54.

Three-phase counter contacts 33 and 37 likewise have a contact member 56, which is likewise guided to an electrically insulating guide 57.

Due to its structure upon opening of the three-point contact K, a three-phase short circuit occurs first by the contact of the contact member 50 and the shorting rail 55, and then the three contact members 50 of the contact 26. Is separated from the three contact members 56 of the counter contact 33. As a result, arcing between the contact 26 and the counter contact 33 is reliably prevented.

Claims (3)

At least two independent tracks 1, 2 having at least one longitudinal stator section and which can be connected to each other by at least one track changer 5-10, A longitudinal stator section is subdivided into a plurality of drive regions 11-14, by which the vehicles can be driven independently of one another, At least one track changer 5-10 has at least one electrical contact 25-40, which electrical contact is electrically connected between different longitudinal stator sections by the track changer 5-10. A power supply for a longitudinal stator drive, characterized in that it is forcibly controlled to be made or shut off. The power supply of claim 1 wherein the cable of the stator winding is guided directly to the electrical contact. Power supply according to claim 1, characterized in that the cable (17-20) of the drive area (11-14) is guided to the electrical contact.