WO2001098103A1

WO2001098103A1 - Arrangement for the non-contact production of magnetic lateral forces used to guide a magnetic levitation railway train

Info

Publication number: WO2001098103A1
Application number: PCT/EP2001/006912
Authority: WO
Inventors: Herbert Weh; Wolfgang Niemann
Original assignee: Herbert Weh; Wolfgang Niemann
Priority date: 2000-06-19
Filing date: 2001-06-19
Publication date: 2001-12-27
Also published as: DE10030089A1; AU2001279672A1; DE10030089C2

Abstract

The invention relates to an arrangement for the non-contact production of magnetic lateral forces used to guide a magnetic levitation railway train. Said arrangement comprises an upper C-shaped ferromagnetic track (1) having two downward-pointing ends (2, 3), and an excitation element (4) which is located on the vehicle side below the upper track (1). The excitation element comprises a guiding magnet device (5, 6) which has at least two excitation poles (5, 6) lying opposite the ends (2, 3) of the track, a connecting yoke (7) which connects the excitation pole, and a coil device (8, 9). The aim of the invention is to reliably produce lateral forces of a desired amplitude at a relatively low cost in terms of technical equipment, and especially also to have compact excitation elements on the vehicle side. In order to achieve this, a carrier magnet device which is arranged on the upper track (1) is connected to the excitation element (4) to create a levitation force. A lateral force can be produced by superposing a field eddy which is produced between the guiding magnet device (5, 6) and the ends (2, 3) of the track, and a coil field which is produced by means of the coil device (8, 9).

Description

Arrangement for the contactless generation of transverse magnetic forces for the guidance of a levitation vehicle

The invention relates to an arrangement for the contactless generation of transverse magnetic forces for guiding a hover vehicle, with an upper C-shaped ferromagnetic rail with two downward rail ends, an excitation part arranged on the vehicle side under the upper rail, which has a guide magnet device with at least two Exciter poles opposite rail ends, a connecting yoke connecting the exciter poles and a coil device.

A contactless transport of a hover vehicle on a rail arrangement is generally carried out with magnetic load capacities between the upper C-shaped ferromagnetic rail on the roadway side, possibly also a lower C-shaped ferromagnetic rail, and a supporting magnet device of the excitation part on the vehicle side. Driving forces continue to be developed between the exciter part on the vehicle side or further exciter parts on the vehicle side and the rail on the carriageway. Hovering vehicle guidance also presupposes that, in addition to these load and propulsion forces, lateral guidance also takes place without the use of elements subject to friction. The forces should be adjustable and should be able to be generated with little effort, in particular without additional rails on the road.

So far, this has only been partially achieved. It is particularly problematic in hybrid magnet systems in which the levitation effect is generated by hybrid support magnets, that is to say a permanent magnet device for receiving a base load and a coil arrangement for generating an additional magnetic field. In the case of such a hybrid magnet arrangement, the C-shaped ferrromagnetic rails and the hybrid magnet arrangement interact with large transverse tangential forces. For this purpose, combinations of excitation magnets generating load-bearing capacity with side force generation on the C-shaped rails have already been proposed. However, their performance to provide sufficiently large forces (based on the vehicle length) is too low to meet the conditions of fast traffic and the application for vehicles with high payloads.

DE 22 38 402 C2 shows a system in which the simultaneous generation of sufficient load-bearing capacities and ensuring sufficient lateral guidance is complex and problematic.

In conventional systems, the control and regulation of the transverse deflection by means of a suitable manipulated variable is particularly problematic.

The invention has for its object to provide improvements over conventional arrangements and in particular to enable safe generation of transverse forces of the desired size with relatively little expenditure on equipment, in particular also small-sized excitation parts on the vehicle.

This object is achieved in the arrangement mentioned at the outset, in that a supporting magnet device arranged on the upper rail is connected to the excitation part to form a levitation force, and a transverse force can be generated by superimposing a field vortex generated between the guide magnet device and the rail ends and a coil field generated by the coil device , The field vortex at the rail ends is generated in particular by permanent magnets.

According to the invention, the transverse force between the excitation part and the C-shaped rail, which also interacts with the supporting magnet device, is thus generated by generating a field vortex between the ends of the C-shaped rail and excitation poles of the excitation part according to the invention and with the magnetic field Coil device for generating the desired transverse forces is superimposed. As a result, the current of the coil device can be large can be used to generate the lateral forces. In this case, a contribution to the load-bearing capacity in the vertical direction is additionally made between the excitation part and the rail on the vehicle, but this is relatively small. The excitation part according to the invention can thus be used in combination with supporting magnet devices in common racks of the vehicle and in interaction with the same rail on the road side.

A particularly effective formation of the transverse forces by means of a suitable field vortex excited by one or more permanent magnets is achieved in that the width of the excitation poles is greater than the width of the rail ends and the vertical length of the excitation poles is greater than the width of the rail ends. For example, a ratio of the width of the excitation poles to the width of the rail ends can be selected in the range from 1.5 to 2, for example approximately 1.8.

According to the invention, ferromagnetic lamellae extending in the vertical direction and in the transport direction can advantageously be formed in the excitation poles, which are arranged alternately with individual magnets or partial magnets of the excitation poles. A high magnetic conductivity can be achieved in the vertical direction by the ferromagnetic lamellae.

The field vortex for generating the desired transverse force is generally achieved in air gaps between the ends of the C-shaped rail and the excitation poles by means of a suitable symmetrical dimensioning. When the field vortex between the rail ends and the excitation poles is overlaid with the coil magnetic field of the coil current, an asymmetrical field distribution is created. Accordingly, the actuating force can also be influenced by reversing the polarity of the current flow of the coil. The ferromagnetic lamellae can effectively guide the coil magnetic field from the connecting yoke via the lamellae to the air gap opposite the rail ends. A high magnetic flux density can thus be achieved with relatively low currents and losses.

With a suitable dimensioning, the arrangement according to the invention can also be used for rails without curve elevation, since sufficiently large transverse forces can be generated. In combination with vehicle-side components that allow tilting technology, operation on level roadways without inclined rails is then possible. The requirement for the carriageway is reduced for rails without curve elevation.

In addition, use on inclined rails is also possible in principle.

The invention is explained below with reference to the accompanying drawings of some embodiments. Show it:

1 shows a cross section through an arrangement according to an embodiment of the invention;

Figure 2a shows a section of Figure 1 with the proportions of

Permanent magnetic field and the coil magnetic field between excitation poles and rail ends, '

FIG. 2b shows the course of the transverse force Fz as a function of the displacement quantity z in the transverse direction with a constant coil current;

FIG. 3 shows a cross section of this embodiment with the field lines drawn by superimposing the field portions from FIG. 2b;

Figure 4 shows an embodiment with a two-sided exciter arrangement between an upper and a lower rail.

According to Figure 1, a C-shaped ferromagnetic upper rail 1 has two downward rail ends 2, 3 with a width br. Below the upper rail 1, an excitation part 4 is provided, which has a coil arrangement with coil halves 8 and 9, which surround a connecting yoke 7. Here, coils with the shown upper coil parts 8 and lower coil parts 9 each include longitudinal sections of the connecting yoke 7. The current direction in the coil regions 8, 9 thus takes place in the longitudinal direction, as shown, for example, in FIG. 2a and the embodiment in FIG. According to the invention, excitation poles 5, 6 are arranged laterally next to the upper coil half 8 and face the rail ends 2, 3 via air gaps 10, 11. The excitation poles 5, 6 together form a permanent magnet device. The permanent magnetic field is partially shown in Figure 1 and Figure 2a. For the event For clarity, fictitious current directions for "impressed currents" of the permanent magnets are given on the top and bottom sides of the excitation poles, which correspond to the field profile of the permanent magnetic field. Thus, the magnetic field of each excitation pole is at least partially closed by a rail end and the connecting yoke Permanent magnetic field overlaps with the coil magnetic field generated by the coil arrangement with the coil halves 8, 9. Starting from the coil, the coil magnetic field initially runs in the transverse direction through the connecting yoke 7 and from here via air gaps 12 and 13 through the excitation poles 5 ^' , 6, the air gaps 10 and 11 and is closed via the upper rail 1. The flux course Ba of the coil magnetic field is shown in Figure 2a, as can be seen from a comparison of Figure 1 with Figure 2a, by overlaying the coil magnetic field running in the vertical direction with the field vortex the excitation poles 5, ^'6 (shown in figure 1 without magnetic field coils) that generates the superimposed total magnetic field shown in Figure 2a by arrows. In this case, for example, in the excitation pole 5 shown on the left, an amplification of the magnetic field is generated on its right side, on the other hand, a weakening of the magnetic field is generated on its left side by superposition with the coil magnetic field; Accordingly, the overall magnet profile at the excitation pole 6 shown on the right is also reinforced on the right side, the magnetic field running from the end 3 to the excitation pole 6.

Permanent magnets can be used to generate high flux densities of, for example, one Tesla, even with a relatively large air gap, for example in the range of one to two centimeters. The permanent magnets of the excitation poles can thus generate a strong field vortex in the pole area of the air gap, the axis of which is parallel to the direction of travel. Thus, by appropriate adjustment of a suitable current strength in the coil current, the asymmetry required for the force formation of the field acting on the flanks of the rail end and excitation poles can be set. A maximum value of the actuating forces generated results in a magnetic circuit which enables both a favorable arrangement of the permanent magnets near the air gap and a particularly effective field generation by the coil current. The coil magnetic field can be conducted through the excitation poles according to FIG. 3 through ferromagnetic lamellae extending in the vertical direction, so that a high magnetic conductivity is achieved. The slats 19 are arranged between individual magnets 22 or alternately to them.

According to the invention, a width bm of the excitation poles 5, 6 is advantageously larger, in particular significantly larger than a width br of the rail ends. The ratio can be, for example, in the range between 1.5 and 2.2, for example approximately 1.8. Likewise, the length extension Im in the vertical direction of the excitation poles 5, 6 is greater than the width br.

As shown in the field diagram in FIGS. 1 to 3, field vortices with opposite tendencies, for example running from the inside to the outside, are preferably generated at the excitation poles and are overlaid with the rectified coil magnetic field closed by the rail. When the current direction is reversed, for example by reversing the polarity of the coil, an oppositely running coil magnetic field Ba is generated, which, however, when superposed with the constant permanent magnetic fields of the excitation poles, leads to a reversal of force, so that the actuating force can also be influenced by the current direction.

According to the invention, the permanent magnetic fields of the excitation poles in the area in the air gaps 10, 11 have a transverse component, that is to say a component in the Z direction, so that the desired transverse forces can be generated when they are superimposed on the coil magnetic field which has essentially no Z component.

As can be seen in FIG. 2b, for a coil current of constant size, a profile of the lateral force Fz is achieved as a function of the displacement of the excitation part Z, in which the force curve in the Z direction covers an extent which is approximately the size of the pole spacing% as shown in Figure 2a shown corresponds. The maximum value is slightly offset from the center of the pole. As shown, a wide-ranging force effect is achieved in this course in the Z direction. The force curve for currents in different directions is not completely identical, but with its small differences it has a very favorable characteristic. The size of the actuating forces is so high that, with suitable coil dimensions, the lateral forces are far higher than the average value required per vehicle length.

When the guide magnets described here are combined with hybrid magnet systems for generating force, additional restoring forces are developed by the hybrid magnet systems for generating force in the event of displacements in the transverse direction, which add up positively to the force components of the guide magnets according to the invention.

The effect of the ferromagnetic lamellae 19 can be seen in particular in FIG. 3. That through overlay. of the permanent magnetic field generated by the coil magnetic field, which is represented by the field lines, shows the asymmetry effective on the flanks of the rails. Air gaps 12, 13 (shown in FIG. 1) formed between the excitation poles 5, 6 and the connecting yoke 7 serve to limit the field densities which are generated by the lower edge vortex of the excitation poles. A thin compensation magnet 20 can advantageously be inserted between the upper coil half 8 and the connecting yoke 7 to reduce the stray field load. ,

FIG. 4 shows an embodiment with a double-sided magnetic circuit, in which a lower C-shaped ferromagnetic rail 14 with rail ends 17, 18 pointing upwards is additionally used. Correspondingly, lower excitation poles 15, 16 with the structure described in FIG. 3 with ferromagnetic lamellae are provided, between which the lower coil region 9 is arranged. Compensation magnets 20 and 21 can be arranged between the two coil halves and the connecting yoke 7. In order to achieve a use of both coil areas for the conduction of the magnetic field, the connecting yoke 7 serves as a central yoke, which is reinforced compared to the previously shown embodiments. The excitation part shown is also rigidly connected to the supporting magnet arrangement for the levitation of force in this embodiment. This can be done in particular in the transverse direction. Gaps of approximately the same size on both sides are advantageous for the effective generation of the tangential force. For example, the upper gap is set smaller than the lower gap for the generation of the supporting force by the levitation magnets or supporting magnets. For the lowering position, i.e. when the vehicle is stationary, the lower gap is reduced and its size is limited mechanically. Thus, for the excitation part according to the invention for generating transverse force, in the case of the lowering of the levitation magnets, a separate adjusting device for an air gap symmetry will advantageously take place. This shift is reversed during the lifting process.

Since, according to the invention, a very high lateral force which is essentially proportional to the coil current can be generated, the guiding method shown is particularly suitable for combining with floating magnets of the hybrid type which are optimized in terms of load capacity. It can be carried out on C-shaped rails, the dimensions of which are essentially determined by the load capacity requirements is determined. Here, adjustable forces of both directions can be generated in both directions within a relatively large lateral displacement range.

The floating magnets, which are equipped without any special measures, are inherently stable and develop restoring forces when offset. The guide magnets shown according to the invention can additionally be used to develop guide forces with small deflections or also without deflection, which additionally point in the transverse direction.

The excitation parts for the transverse force generation shown according to the invention can be used, for example, to occupy 20 to 25% of the vehicle length, so that a larger proportion of the lifting force magnet systems generating the levitation force are reserved.

Higher lateral managers are required on lanes without cornering. This can be done in particular with a design of rigid switches without moving parts. In the case of rigid turnouts, the magnetic guidance function at the turnout entry also takes over the controllability of corner initiation. This is feasible in particular in the case of a double-sided design in which two excitation parts with associated rails lie side by side on the basis of the lateral guide described.

LIST OF REFERENCE NUMBERS

C-shaped ferromagnetic upper rail rail end rail end excitation part excitation pole excitation pole connecting yoke coil area coil area

Air gap Air gap Air gap Air gap lower C-shaped ferromagnetic lower rail lower excitation pole lower excitation pole rail end rail end ferromagnetic lamella

Compensation magnet Compensation magnet single magnet

Claims

claims

1. Arrangement for the contactless generation of transverse magnetic forces for guiding a hover vehicle, with an upper C-shaped ferromagnetic rail (1) with two downwardly pointing rail ends (2, 3), an excitation part arranged on the vehicle under the upper rail (1) 4), which has a guide magnet device (5, 6) with at least two excitation poles (5, 6) opposite the rail ends (2, 3), a connecting yoke (7) connecting the excitation poles and a coil device (8, 9) characterized in that a carrier magnet device arranged on the upper rail (1) is connected to the exciter part (4) to form a levitation force and by superimposing a field vortex generated between the guide magnet device (5, 6) and the rail ends (2, 3) and one a transverse force can be generated by the coil device (8, 9) generated.

Arrangement according to claim 1, characterized in that between the excitation poles (5, 6) and the rail ends (2,

3) air gaps (10, 11) are formed.

Arrangement according to claim i or 2, characterized in that air gaps (12, 13) are formed between the excitation poles (5, 6) and the connecting yoke (7).

4. Arrangement according to one of the preceding claims,. characterized in that the width (bm) of the excitation poles (5, 6) is greater than the width (br) of the rail ends (2, 3) and the vertical length (Im) of the excitation poles (5, 6) is greater than the width (br ) the rail ends (2, 3).

5. Arrangement according to one of the preceding claims, characterized in that a lower C-shaped ferromagnetic rail (14) with two upwardly pointing rail ends (17, 18) is provided and that

Exciter part (4) has lower exciter poles (15, 16) which lie opposite the machine ends (17, 18) of the lower rail (14) and are magnetically connected by the connecting yoke (7).

6. Arrangement according to one of the preceding claims, characterized in that the excitation poles (5, 6) have ferromagnetic lamellae (19) extending in the vertical direction.

7. Arrangement according to one of the preceding claims, characterized in that the magnetic field between the upper excitation poles (5, 6) and the rail ends (2, 3) of the upper rail (1), preferably also between the lower excitation poles (5, 6 ) and the rail ends (17, 18) of the lower rail (14), are each asymmetrical in the transverse direction.

8. Arrangement according to one of the preceding claims, characterized in that a compensation magnet for reducing the stray field load is provided in the region between the connecting yoke (7) and a coil half (8) of the coil magnet device arranged between the excitation poles (5, 6).

9. Arrangement according to one of the preceding claims, characterized in that an air gap position of the guide magnet device (5, 6) with respect to the levitation force generating magnet device is adjustable.

10. Arrangement according to one of the preceding claims, characterized in that the rail (s) (1, 14) have no or a slight curve elevation in curves.

11. Arrangement according to one of claims 1 to 9, characterized in that the rail is inclined in curves.