US3869990A

US3869990A - Switch arrangement for a magnetic suspension railroad

Info

Publication number: US3869990A
Application number: US394862A
Authority: US
Inventors: Anton Bertling
Original assignee: Siemens AG
Current assignee: Siemens AG
Priority date: 1972-09-29
Filing date: 1973-09-06
Publication date: 1975-03-11
Anticipated expiration: 1992-03-11
Also published as: FR2201199B3; DE2247858A1; FR2201199A1; GB1439204A; JPS4971618A

Abstract

An improved switch arrangement for a magnetic suspension railroad in which the normally vertical secondary reaction members associated with the roadbed are replaced in the switch area by members which are horizontal thereby leaving a horizontal air gap in the switch area and permitting ease of switching from the main track to a curved branch track.

Description

United States Patent Bertling [451 Mar. 11, 1975 [75] Inventor: Anton Bertling, Erlangen, Germany [73] Assignee: Siemens Aktiengesellschaft,

Munich, Germany 221 Filed: Sept. 6, 19%

[21] Appl. No.: 394,862

[30] Foreign Application Priority Data Sept. 29, 1972 Germany 2247858 [52] US. Cl. 104/130 [51] Int. Cl. E01b 25/26 [58] Field of Search 104/130, 148 MS, 148 LM [56] References Cited UNITED STATES PATENTS 3,628,462 12/1971 Holt 104/130 one 7b 3,780,668 12/1973 Schwarzler et al 104/148 MS Primary Examiner-M. Henson Wood, Jr.

Assistant Examiner-Richard A. Bertsch Attorney, Agent, or Firm-Kenyon & Kenyon Reilly Carr & Chapin [57] ABSTRACT An improved switch arrangement for a magnetic suspension railroad in which the normally vertical secondary reaction members associated with the roadbed are replaced in the switch area by members which are horizontal thereby leaving a horizontal air gap in the switch area and permitting ease of switching from the main track to a curved branch track.

4 Claims, 3 Drawing Figures b II I I! I1 17a119613 SWITCH ARRANGEMENT FOR A MAGNETIC SUSPENSION RAILROAD BACKGROUND OF THE INVENTION Electrically Propelled Railroad Vehicles With Elec- 1 tromagnetic Suspension Guidance" by Herman Kemper published in the Journal ETZ A on Jan. 1,

1953, pp. 13 and 14. In the system disclosed therein a three phase winding is built into the pole surface of support magnets and used for the propulsion of the vehicle. This permits a common reaction rail to be used both for the linear motor and for the support device. In regard to lateral guidance of the vehicle this design uses, in a manner similar to that used in other systems, a current carrying conductor loop arrangement installed in the vehicle which reacts with a magentically conducting rail installed perpendicular to the plane of the roadbed. The rail is separated from the conductor loop by an air gap which extends perpendicular to the plane of the roadbed. In another electrodynamic suspension guidance arrangement described in US. Pat. No. 1,020,943 magnets are arranged which interact with electrically conducting parts of the track to generate lifting forces as the vehicle moves. This arrangement results in the vehicle being held in a suspended condition while it is in motion. The use'of the same principles for use in lateral guidance of the vehicle is disclosed in US. Pat. No. 3,470,828. In the arrange ment shown therein, the air gap between the roadbed rail and the conductor loop on the vehicle is perpendicular in a manner similar to the system described above.

In magnetic suspension railroads of this nature difficulties have been encountered in the vicinity of switches in regard to maintaining guidance through the switch and in making a choice of direction at the switch. In switching system described in a publication by Messerschmitt-Biilkow-Blohm entitled Development of a Rapid Transit System, Section Roadbed, Switch Concept," stationary magnets are arranged on the roadbed and armature bars in the vehicle. These interact to generate the necessary liftingforces in the switch area. For the purpose of providing lateral guidance, additional electromagnets which coact with the guidance magents in the vehicle and generate guidance forces are mounted at the outer rail guides in the switch. No mention is made however, as to how propulsion is obtained in the switch area.

Thus it can be seen that difficulties are in the switch area particularly because of the vertical rails and the vertical air gaps which must be maintained in most systems. Thus there is a need for an improved switching arrangement which permits maintaining suspension, lateral guidance and propulsion throughout the vicinity of the switch. Further there is a need for a system in which the direction of travel may be selected and monitored from the vehicle or through the use of simple remote control means.

SUMMARY OF THE INVENTION The present invention provides a system which fulfills all the above noted needs. To accomplish this, in the area of the switch, the normally vertical secondary conductor loops or rails which are installed on the roadbed along with the reaction rail for linear propulsion, are replaced by conductor loops or plates which are placed in a plane which is essentially parallel to the plane of the roadbed. To generate the necessary forces in conjunction with these plates in the area of the switch, additional magnets or primary conductor loops are installed in the vehicle and arranged so that the air gaps between these conductor loops or magnets and the 5 conductor plates or loops on the roadbed also lie in planes parallel to the roadbed. In addition to providing advantages in regard to switching of a magnetically suspended vehicle this arrangement permits conventional trackbound vehicles to travel the same rails without danger of interference from the magnetic suspension rails. For the purpose of selecting travel direction, guidance rails are provided only on the outsides of the switch, i.e., on the outside of the straight section and on what is actually the inside of the curved section. This permits one or other of the primary guidance loops installed on each side of the vehicle to be energized prior to entering the switch to thereby cause travel in the selected direction to occur. As compared to previous systerns wherein electromagnets were mounted at the switch, design is simplified, operation safer and power savings achieved. The arrangement places no excessive demands on the guage accuracy of the track in the switch. In addition adequate propulsion is maintained throughout the switch area.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a cross-sectional view through the vehicle and roadbed of a magnetic suspension railroad constructed according to the present invention.

FIG. 2 is a force diagram illustrating the lateral guidance forces generated in the arrangement shown on FIG. 1.

FIG. 3 is a plan view of the track in the area of the switch.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT As illustrated on FIG. I the roadbed, designated generally by 1, has installed on each side a conductor plate 3. Conductor plates 3 are separated by a horizontal air gap from current carrying loops 4 installed in the vehicle which cooperate therewith to generate lifting forces in accordance with the electrodynamic principles. When on a straight track section, lateral guidance of the vehicle is obtained through the interaction of primary conductor loops 6 in the vehicle with secondary conductor loopskr plates 7 installed on the roadbed. These are shown in dotted lines since in the area of the switch they are replaced as will be described below. Within the vehicle are installed the stator parts of a linear motor designated by 8. These act through air gaps to cooperate with the rail 7, which in addition to being used for lateral guidance also forms the reaction rail, to generate propulsion forces for the vehicle. Conventional rails 9 are also mounted to the roadbed for use by conventional rail vehicles and for use during starting and stopping operation of the magnetic suspension ve hicle. These rails 9 cooperate with retractable wheels installed on the vehicle. Prior to starting, the vehicle will be resting with its wheels 10 on the rails 9. The linear motor is switched on and acceleration forces generated with the vehicle running on the wheels. After a predetermined minimum velocity is reached, lifting forces are generated which will maintain suspension of the vehicle. Once this occurs the wheels are retracted and the vehicle will be maintained in a suspended condition by the interaction of the primary conductor loops 4 and the secondary conductor loops 3 on the roadbed.

In the switch area the vertical conductor plates 7 are replaced by a plate 7a and conductor plates 7b which are installed on both sides of the switch. These

conductor plates

7a and 7b, unlike the conductor plates 7 which were vertical, are installed in a horizontal manner, i.e., essentially parallel to the plane of the roadbed. Within the vehicle additional primary conductor loops 6b are installed which cooperate with the conductors 7b to generate guidance forces while within the switch area. An additional linear motor stator 8 is installed to cooperate with the plate 7a to generate the necessary propulsion forces. As shown the

respective air gaps

8,, 8 and 8 between the suspension arrangement comprising primary conductor loops 4 and plates 3, the guidance arrangement comprising primary conductor loops 6b and conductors 7b and in linear motor arrangement comprising the stator 8a and the reaction rail 7a all lie in planes parallel to the plane of the roadbed.

FIG. 2 illustrates the restoring force K which is produced by deviation from the present position of the vehicle over the track, i.e., the position shown where the primary conductor loops 6b are directly over the rails 7b. The forces are plotted over the width b of the rails 7b. As illustrated, a very small deviation from the center point results in high values of restoring force to properly maintain the vehicle in desired position over the roadbed.

A plan view of the switch area is illustrated by FIG. 3. As shown, the plates 7 are extended only to the entrance and exit from the switch. Within the switch they are replaced by the conducting

plates

7a and 7b as illustrated. The plates 3 used for generating support forces are extended through the switch area. The plates 3 are designated within the switch area by the number 7a since together with the other center portion 7a they make up a plate substantially filling the switch area except for slots to the rails 9. Also, as illustrated the conducting plates 7b, which are magnetically conductive, are installed only on the outsides of the switch. That is one conducting plate 7b is installed on the outside of the straight section and another plate 7b on what starts out as the other side of the straight track and actually becomes the inside of the curved portion of the track. The installation of the rails 7b with only one being associated with each of the straight and curved sections of track permits direction of travel to be selected by selectively energizing one or the other of the primary conductor loops 6b. Thus, if the conductor loops 6b on the left hand side is energized the vehicle will follow the curved track section.

Preferably the

plates

7a and 7b will be arranged so that the air gaps 8 8 lie at least approximately in a single plane which is in the vecinity of the upper edge of the rails 9 used for starting and stopping. This avoids having parts which protrude above the running rails 9 and permits ease of operation when conventional vehicles are used on the same roadbed. Thus a single roadv bed can be used for both magnetically suspended vehicles and conventional rail-bound vehicles. This permits conventional vehicles coming from points outside the portion of the railroad which is equipped for magnetic suspension to ride on the same tracks and thus many more points can be served without the installation of additional roadbeds.

Thus an improved switching arrangement for use in a magnetic suspension railroad has been shown. Although a specific embodiment has been illustrated and described it will be obvious to those skilled in the art that various modifications may be made without departing from the spirit of the invention which is intended to be limited solely by the appended claims.

What is claimed is:

1. In a magnetic suspension railroad wherein there is installed in the railroad vehicle at least one winding carrier of a linear motor and primary conductor means for magnetic support and lateral guidance of the vehicle which primary roadbed, means cooperate with secondary conductor means associated with the raodbed, with lateral guidance provided by secondary conductor plates installed vertically on each side of the roadbed, an improved switching arrangement for such a railroad comprising:

a. horizontal secondary conductor means replacing said vertical secondary conductor means in the area of the switch, only on the outsides of the track of the roadbed to result in the air gap between said secondary conductor means and primary conductor means in the vehicle lying in planes essentially parallel to the plane of the roadbed; and

b. additional primary conductor loops arranged in the vehicle to react with said secondary conductor loops whereby by selecting one or the other of the primary control loops in the vehicle, the direction of travel may be selected.

2. The invention according to claim I wherein the linear motor winding cooperates with a vertical reaction rail on straight sections of track and wherein said vertical reaction rail is replaced by a horizontal reaction rail in the switch area and further including an additional winding carrier in said vehicle arranged to cooperate with said horizontal reaction rail.

3. The invention according to claim 1 wherein the secondary conductor means installed on each side of said track are magnetically conductive.

4. In a magnetic suspension railroad wherein there is installed in the railroad vehicle at least one winding carrier of a linear motor cooperating with a vertical reaction rail on the roadbed and primary conductor means for magnetic support and lateral guidance of the vehicle, which primary conductor means cooperate with secondary conductor means associated with the roadbed, at least some of which secondary conductor means are installed vertical to the point of the roadbed, an improved switching arrangement for use in such a railroad comprising:

a. secondary conductor means installed in the switch area of the roadbed such that the air gap. existing between said secondary conductor means and the primary conductor means in the vehicle lie in planes essentially parallel to the plane of the roadbed;

cl. an additional winding carrier in said vehicle arranged to cooperate with said horizontal reaction rail.

Claims

1. In a magnetic suspension railroad wherein there is installed in the railroad vehicle at least one winding carrier of a linear motor and primary conductor means for magnetic support and lateral guidance of the vehicle which primary roadbed, means cooperate with secondary conductor means associated with the raodbed, with lateral guidance provided by secondary conductor plates installed vertically on each side of the roadbed, an improved switching arrangement for such a railroad comprising: a. horizontal secondary conductor means replacing said vertical secondary conductor means in the area of the switch, only on the outsides of the track of the roadbed to result in the air gap between said secondary conductor means and primary conductor means in the vehicle lying in planes essentially parallel to the plane of the roadbed; and b. additional primary conductor loops arranged in the vehicle to react with said secondary conductor loops whereby by selecting one or the other of the primary control loops in the vehicle, the direction of travel may be selected.

2. The invention according to claim 1 wherein the linear motor winding cooperates with a vertical reaction rail on straight sections of track and wherein said vertical reaction rail is replaced by a horizontal reaction rail in the switch area and further including an additional winding carrier in said vehicle arranged to cooperate with said horizontal reaction rail.