WO2007108586A1 - System of railway vehicle using linear motor and non-contact electric power supply system - Google Patents

System of railway vehicle using linear motor and non-contact electric power supply system Download PDF

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Publication number
WO2007108586A1
WO2007108586A1 PCT/KR2006/005550 KR2006005550W WO2007108586A1 WO 2007108586 A1 WO2007108586 A1 WO 2007108586A1 KR 2006005550 W KR2006005550 W KR 2006005550W WO 2007108586 A1 WO2007108586 A1 WO 2007108586A1
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WO
WIPO (PCT)
Prior art keywords
load
sensor
railway vehicle
power supply
gap
Prior art date
Application number
PCT/KR2006/005550
Other languages
French (fr)
Inventor
Byung-Song Lee
Hyung-Chul Kim
Young Park
Dae-Seop Mun
Hyung-Woo Lee
Hyun-June Park
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Korea Railroad Research Institute
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Filing date
Publication date
Application filed by Korea Railroad Research Institute filed Critical Korea Railroad Research Institute
Publication of WO2007108586A1 publication Critical patent/WO2007108586A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L13/00—Electric propulsion for monorail vehicles, suspension vehicles or rack railways; Magnetic suspension or levitation for vehicles
    • B60L13/03—Electric propulsion by linear motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L5/00—Current collectors for power supply lines of electrically-propelled vehicles
    • B60L5/005—Current collectors for power supply lines of electrically-propelled vehicles without mechanical contact between the collector and the power supply line
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles

Definitions

  • the invention relates to a moving electric vehicle and a conveyor, and more particularly to a railway vehicle system using a linear motor and a non-contact electric power supply system, which is capable of maximizing the propulsion efficiency and electric power supply efficiency by maintaining it to be a desired size and minimizing the size of gaps between a stator and an actuator of the linear motor, and between an electric power collecting portion supported by the lower surface of a moving load and an electric power supply portion.
  • a linear motor is generally used, which is relatively simple in structure and of small disorder, and has good propulsion efficiency.
  • the linear motor can be divided into a linear induction motor and a linear synchronous motor in accordance with the arrangement structure of the stator and the actuator.
  • a field (the core and windings for generating the movable field) is disposed on a moving load (electric vehicle), and a reaction plate (aluminum) is disposed on a rail.
  • a reaction plate aluminum
  • the stator electromagnet
  • the actuator permanent field
  • the reaction plate 30 is a plate generally made of aluminum material, and is disposed on a track or a road on which a vehicle drives.
  • a field 40 is a field 40
  • a load 60 with predetermined distance separated from the reaction plate 30 comprises a plurality of cores 41 and windings 42 made by winding the coils on the core 41.
  • the propulsion force is produced between the field 40 and the reaction plate 30 when the alternating electric power of desired frequency is supplied to the field 40 so that the moving electric field is induced at the reaction plate 30.
  • a moving system with a moving body such as a transporting car, and the like, which are moved along a predetermined path, is widely used in the work of transporting an article or position determination of the article in the production line or in the field of the physical distribution industry.
  • a method of connecting an electric cable to the moving body is usually used.
  • noise or dust can be produced due to the drag of the electric cable together with the movement of the moving body, damages such as the short of the electric wire can be produced because bending is repeated at the state of the drag of the electric cable.
  • a non-contact electric power supply system has been widely used to supply the electric power to the moving body at the non-contact state.
  • the non-contact power supply system is constructed that, a power supply cable is disposed so that the alternating current flows based on the moving direction of a moving body, and induction current is supplied to the moving body after it is produced from the magnetic field formed by the alternating current flowing through the power supply cable.
  • the non-contact electric power supply system is widely used in the industrial moving body system, as well as in a chargeable type electric automobile, which employs the electric power as a power source.
  • a non-contact electric power supply system for supplying the power to an electric vehicle, which is constructed of a power supply portion 10 disposed on a track or a road on which the vehicle drives and is applied of the electric power, and a power collecting portion 20 disposed at the lower surface of the vehicle with a predetermined distance separated from the power supply portion 10, and in which the power collection is performed during the driving of the vehicle with maintaining a predetermined gap in the magnetic energy path between the primary power supply portion 10 and the second power collecting portion 20, wherein the power supply portion 10 is provided with a primary coil 12 of cylindrical straight line conductor type, with a non-magnetic body 11 disposed on the primary coil 12 for insulation, and wherein the power collecting portion 20 is provided with a core 21 with a trapezoidal half-opened type tubular shaped section, which holds the path of the magnetic energy emitted from the power supply portion 20 in common, and a non-magnetic body 23 is provided at the core 21 so that the second coil 22 can be wound around the core 21 with
  • FIG. 3 is a view schematically showing the construction of a gap variable device of the conventional non-contact electric power supply system.
  • a primary coil 1 is laid under a driving way, and a second coil 2 is disposed at the lower surface of the driving vehicle 3.
  • magnetic field is produced at the primary coil 1 to thereby produce induction power in the second coil 2 of the driving vehicle 3.
  • the induction power produced at the second coil 2 is supplied to a motor or a battery of a power source of the driving vehicle 3.
  • a control portion 5 provided to the driving vehicle 3 is operated to control respective actuator 4 based on the information made by the distance information between the second coil 2 and the road surface received from respective sensor 7s a result, the second coil 2 can maintain a predetermined distance from the road surface.
  • the gap variable device there occurs a problem that the gap between the second coil 2 and the primary coil 1 cannot be maintained uniformly based on the bending of the road surface, although the distance between the second coil 2 and the road surface is maintained to be uniform, when the electric vehicle drives on the surface of the road with smooth bending. Furthermore, there also occurs a problem that if the bending of the road surface is not smooth and varies seriously, the electric vehicle cannot cope with the variation of the road surface practically due to the limitation of the reaction speed in the hydraulic actuator 4. As described above, while several conventional arts have been known about the railway vehicle using the induction power supply system and the vehicle using the linear induction motor, there has been no railway vehicle using the induction electric power supply system together with the linear induction motor.
  • an object of the present invention is to provide a linear induction motor capable of maximizing the efficiency of the propulsion force as well as a non-contact electric power supply system capable of maximizing the efficiency of power supply, by constructing it to react to the change of the road surface and the high frequency vibration of the moving load in real time to thereby maintain and minimize the size of the gap to be a predetermined size.
  • a railway vehicle system for supplying linear propulsion force to a moving load using a linear motor, and supplying the induction current to the moving load using a non-contact electric power supply system.
  • the railway vehicle system includes: the linear motor including a reaction plate disposed in parallel along the moving direction of the load, and a field disposed to face the reaction plate and supported by the lower surface of the load to define a predetermined gap for generating a moving magnetic field; the non-contact electric power supply system including a power supply portion disposed in parallel along the moving direction of the load, and a power collecting portion supported by the lower surface of the load in such a manner as to be spaced apart from the power supply portion by a predetermined distance to define a gap between the power collecting portion and the power supply portion, for supplying the induction current induced from the power supply portion to the load; and a gap control portion for controlling the positions of a stator and the power collecting portion so that the size of the gap can be maintained to be a
  • a railway vehicle system for supplying linear propulsion force to a moving load using a linear motor, and supplying the induction current to the moving load using a non-contact electric power supply system.
  • the railway vehicle system includes: the linear motor including a reaction plate disposed in parallel along the moving direction of the load, and a field disposed to face the reaction plate and supported by the lower surface of the load to define a predetermined gap for generating a magnetic field; the non-contact electric power supply system including a power supply portion disposed in parallel along the moving direction of the load, and a power collecting portion supported by the lower surface of the load in such a manner as to be spaced apart from the power supply portion by a predetermined distance to define a gap between the power collecting portion and the power supply portion, for supplying the induction current induced from the power supply portion to the load; and a gap control portion for controlling the positions of the field and the power collecting portion so that the size of the gap can be maintained to be the preset value.
  • the railway vehicle system using the linear motor and the non-contact power supply system of the present invention it is possible to maximize the propulsion force produced from the linear motor and to improve the power supply efficiency of the non-contact power supply system by reacting in real time to the change of the road surface and high frequency vibration of the moving load to thereby maintain and minimize the gap to be a predetermined size.
  • FIG. 1 is a schematic view showing the construction of the conventional linear motor
  • FIG. 2 is a schematic view showing the construction of the conventional non-contact power supply system
  • FIG. 3 is a schematic view showing the conventional gap variable device of the non-contact power supply system
  • FIG. 4 is a schematic view showing the construction of the linear motor according to the present invention
  • FIG. 5 is a side elevation view showing the linear motor according to the present invention
  • FIG. 6 is a schematic view showing the construction of the non-contact power supply system according to the present invention.
  • FIG. 7 is a view showing the circuitry construction of the linear motor according to the present invention.
  • FIG. 8 is a view showing the circuitry construction of the power supply system according to the present invention.
  • FIG. 9 is a graphic view showing the efficiency of the propulsion force with regard to the gap size of the linear motor according to the present invention
  • FIG. 10 is a graphic view showing the efficiency of the power supply with regard to the gap size of the non-contact power supply system according to the present invention.
  • FIG. 11 is a planar conceptual view showing the schematic construction of the railway vehicle provided with the linear motor and the power supply system according to the present invention.
  • the construction of the present invention relates to an embodiment, in which a load (vehicle) drives on a designated track such as an industrial conveyor.
  • the railway vehicle system using the linear motor and the non-contact electric power supply system according to the present invention is basically provided with construction elements such as a linear motor and a non-contact electric power supply system, and the like.
  • the linear motor of the present invention is largely constructed of a reaction plate 30 disposed at the inside of a rail 61, a field 40 supported by the lower surface of a load 60 for generating a moving magnetic field with a gap of predetermined interval from the reaction plate 30, and a gap control portion 50 for controlling a gap between the reaction plate 30 and the field 40 to be a predetermined interval.
  • the reaction plate 30 is made of aluminum material and disposed at the inside of the rail 61.
  • the load 60 is usually a conveyor or an electric vehicle, and is guided of its path by the rail 61 and is moved along the rail 61 by means of wheels 62 mounted at the lower end thereof.
  • a field 40 is supported at the lower surface of the load 60 so that it is disposed to face the reaction plate 30 with a desired gap.
  • the field 40 is constructed of a core 41 made of a plurality of thin iron plates and a winding 42 for generating the moving magnetic field at the core 41.
  • the load 60 according to the present invention, it can be applied to a magnetic levitation train, which can be levitated and moved above the railway by means of the magnetic force.
  • the above described field 40 is supported on the lower surface of the load 60, so that it can be moved together with the load 60 by using the repulsion force against the field, which is induced to thereby be generated at the reaction plate 30, as the propulsion force, when the moving magnetic field is produced due to the electric power supply to the field 40 with defining a desired gap between the reaction plate 30.
  • the gap control portion 50 includes a sensor 52 for measuring the gap between the lower surface of the field 40 and the reaction plate 30 to output the size information of the gap S, a controller 51 for outputting a control signal for maintaining the size of the gap to be the preset value by comparing the size information of the gap outputted from the sensor 52 with the preset size information, a displacement controller
  • the displacement controller 55 is secured to connect the upper surface of the core 41 with the lower surface of the load 60 to each other, and is constructed to incorporate a pair with the sensor 52.
  • the displacement controller 55 and the sensor 52 are provided to be four pieces respectively in such a manner that each of them is disposed at the front right/left side end, and is also disposed at the rear right/left side end with respect to the progressing direction of the load 60.
  • the displacement controller 55 it is preferable to use a piezoelectric motor 52 and a power amplifier 57 for driving it.
  • the piezoelectric motor 52 is a driving source capable of obtaining the linear driving force and the rotation force from the supersonic vibrations produced from a piezoelectric ceramic element when the electric voltage is applied. Accordingly, as regard to the displacement controller 55, it is preferable to use a linear driving type piezoelectric motor. The operation range of the linear driving type piezoelectric motor reaches a
  • the size of the gap S of the electric vehicle or the industrial transporting device is the size of the gap S of the electric vehicle or the industrial transporting device
  • FIG. 9 is a graphic view showing the change of the efficiency with respect to the
  • the efficiency is about 50%, however, the efficiency can be increased to be about 70% when the gap of 3 mm is maintained by using the linear
  • the sensor 52 can be disposed ahead of the piezoelectric motor 56 by a proper distance with respect to the progressing direction of the load 60 in consideration of the reaction time of the piezoelectric motor 56 and the maximum moving speed of the load 60.
  • the positions of the piezoelectric motor 56 and the sensor 52 are spaced apart in the progressing direction of the load 60 more than the maximum moving distance to which the load 60 can move during the longest reaction time of the piezoelectric motor 56.
  • the controller 51 delays the operation control signal of the piezoelectric motor 56 variably in consideration of the speed of the load 60, so that the delay time is outputted to be inversely proportional to the speed of the load 60 to thereby enable the sensor 52 to cope with the sensed change of the gap S previously.
  • the position of the sensor 52 with respect to the position of the piezoelectric motor 56 can be variably moved in the progressing direction of the load 60 forwardly or backwardly.
  • the controller 51 controls the position of the sensor 52 so that the separation distance of the sensor 52 with respect to the position of the piezoelectric motor 56 on the moving line of the sensor 52 can be in proportional as the speed of the load 60.
  • the sensor 52 includes a transporting motor (not shown) for transporting the position of the sensor 52.
  • the controller 51 is inputted of the speed information about the load 60 from the outside (or a speedometer (not shown)), and outputs the control signal to the transporting motor so that the sensor 52 is located ahead of the piezoelectric motor 56 in the progressing direction of the load 60 in consideration of the received speed information.
  • the non-contact power supply system includes largely a power supply portion 10 to which electric power is supplied from a power supply source such as a transformer substation, and the like, a power collecting portion 20 for collecting the power induced from the power supply portion 10, a gap control portion 50 for controlling the gap between the power supply portion 10 and the power collecting portion 20, and a load 60 using the collected power induced from the power supply portion 10 as a moving power.
  • the power supply portion 10 comprises a primary coil 12 of a linear conductor form, and a non-magnetic body 11 disposed on the upper surface of the primary coil 12 for the insulation purpose.
  • the power collecting portion 20 comprises a core 21 disposed to oppose the primary coil 12 of the power supply portion 10 for inducing the change of the flux generated from the primary coil 12, and a secondary coil 22 wound around the core 21 for generating the induction power corresponding to the change of the flux of the core.
  • the core 21 is formed as a trapezoidal half-open tubular shape having the secondary coil 22 at the center thereof corresponding to the position of the primary coil 12 of the power supply portion 10, and the section C thereof defines the path of the magnetic energy through which the flux generated from the primary coil 12 of the power supply portion 10 moves.
  • the power collecting portion 20 includes the non-magnetic body 23 so that the coil 22 can be spaced apart from the core 21 by a desired interval when it is wound around the core 21.
  • the power collecting portion 20 is supported at the lower surface of the load 60, so that it is moved with the load 60 with forming the gap S between the power supply portion 10.
  • the gap control portion 50 includes a sensor 52 for measuring the gap between the lower surface of the core 21 and the non-magnetic body 11 to thereby output the size information of the gap S, a controller 51 for outputting a control signal for maintaining the size of the gap to be the preset value by comparing the size information of the gap outputted from the sensor 52 with the preset size information, and a displacement controller 55 for controlling the upward and downward displacement of the core 21 by moving the power collecting portion 20 up and down based on the control signal outputted from the controller 51.
  • the displacement controller 55 is secured to connect the upper surface of the core 21 with the lower surface of the load 60 to each other, and the displacement controller 55 and the sensor 52 are provided to be four pieces respectively in such a manner that each of them is disposed at the front right/left side end, and is also disposed at the rear right/left side end with respect to the progressing direction of the core 21.
  • the displacement controller 55 as shown in FIG. 4, it is preferable to use a piezoelectric motor 52 and a power amplifier 57 for driving it.
  • piezoelectric motor 52 is a driving source capable of obtaining the linear driving force and the rotation force from the supersonic vibrations produced from a piezoelectric ceramic element when the electric voltage is applied. Accordingly, as regard to the displacement controller 55, it is preferable to use a linear driving type piezoelectric motor. The operation range of the linear driving type piezoelectric motor reaches a number of
  • the size of the gap S of the electric vehicle or the industrial transporting device is the size of the gap S of the electric vehicle or the industrial transporting device
  • the power supply efficiency can be increased by about
  • the sensor 52 can be disposed ahead of the piezoelectric motor 56 by a proper distance with respect to the progressing direction of the load 60 in consideration of the reaction time of the piezoelectric motor 56 and the maximum moving speed of the load 60.
  • the positions of the piezoelectric motor 56 and the sensor 52 are spaced apart in the progressing direction of the load 60 more than the maximum moving distance to which the load 60 can move during the longest reaction time of the piezoelectric motor 56.
  • the controller 51 delays the operation control signal of the piezoelectric motor 56 variably in consideration of the speed of the load 60, so that the delay time is outputted to be inversely proportional to the speed of the load 60 to thereby enable the sensor 52 to cope with the sensed change of the gap S previously.
  • the position of the sensor 52 with respect to the position of the piezoelectric motor 56 can be variably moved in the progressing direction of the load 60 forwardly or backwardly.
  • the controller 51 controls the position of the sensor 52 so that the separation distance of the sensor 52 with respect to the position of the piezoelectric motor 56 on the moving line of the sensor 52 can be in proportional as the speed of the load 60.
  • the sensor 52 includes a transporting motor (not shown) for transporting the position of the sensor 52.
  • the controller 51 is inputted of the speed information about the load 60 from the outside (or a speedometer (not shown)), and outputs the control signal to the transporting motor so that the sensor 52 is located ahead of the piezoelectric motor 56 in the progressing direction of the load 60 in consideration of the received speed information.
  • the linear motor and the non-contact power supply system is constructed to operate that the non-contact power supply systems are mounted at both sides and the linear motor is mounted at the central portion thereof from the planar view point of the railway vehicle. While the present invention has been described with reference to the particular illustrative embodiments, it is not to be restricted by the embodiments but only by the appended claims. It is to be appreciated that those skilled in the art can change or modify the embodiments without departing from the scope and spirit of the present invention.
  • the railway vehicle system using the linear motor and the non-contact power supply system of the present invention it is possible to maximize the propulsion force produced from the linear motor and to improve the power supply efficiency of the non-contact power supply system by reacting in real time to the change of the road surface and high frequency vibration of the moving load to thereby maintain and minimize the gap to be a predetermined size.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Current-Collector Devices For Electrically Propelled Vehicles (AREA)
  • Control Of Vehicles With Linear Motors And Vehicles That Are Magnetically Levitated (AREA)

Abstract

Disclosed herein are a railway vehicle system for supplying linear propulsion force to a moving load using a linear motor, and supplying the induction current to the moving load using a non-contact electric power supply system, the railway vehicle system comprising.

Description

SYSTEM OF RAILWAY VEHICLE USING LINEAR MOTOR AND
NON-CONTACT ELECTRIC POWER SUPPLY SYSTEM
Technical Field
The invention relates to a moving electric vehicle and a conveyor, and more particularly to a railway vehicle system using a linear motor and a non-contact electric power supply system, which is capable of maximizing the propulsion efficiency and electric power supply efficiency by maintaining it to be a desired size and minimizing the size of gaps between a stator and an actuator of the linear motor, and between an electric power collecting portion supported by the lower surface of a moving load and an electric power supply portion.
Background Art
With regard to the method of producing the propulsion power for moving an electric vehicle in the work of transporting an article or position determination of the article in the process line or in the field of the physical distribution industry, and the like, there has been used a method of transferring the rotation force produced from the rotation type motor to the wheel of the moving body, however, in this method, there occurred problems that structure thereof was complex, the noise produced therein was serious, disorder was frequent, and the propulsion efficiency was reduced.
To solve such problems, a linear motor is generally used, which is relatively simple in structure and of small disorder, and has good propulsion efficiency. The linear motor can be divided into a linear induction motor and a linear synchronous motor in accordance with the arrangement structure of the stator and the actuator.
In the linear induction motor, a field (the core and windings for generating the movable field) is disposed on a moving load (electric vehicle), and a reaction plate (aluminum) is disposed on a rail. With regard to such linear induction motor, it is advantageous that the production cost is low, however, there are shortcomings that the vehicle body become heavy, the noise is relatively big, and the speed is not high because the electromagnetic coil is mounted to the vehicle. Meanwhile, in the linear synchronous motor, the stator (electromagnet) is disposed at the rail, and the actuator (permanent field) is disposed at the moving load. With regard to such linear synchronous motor, it is possible to make the gap big because there is no exchange of electric power between the field and the armature, the efficiency is good because there is no dynamic end effect, and it is suitable for the high speed
vehicle with 500 km/h because the propulsion force is big in comparison with the type of
the linear induction motor. However, there are shortcomings that the production cost becomes high to thereby reduce the economic property because a position signal is required for the synchronization, and the electromagnetic coil should be disposed across the whole rail. With regard to the linear induction motor and the linear synchronous motor, the
size of the gap between the stator and the actuator becomes to be in the range of 9 ~ 15 mm
due to the impact and vibration at the time of movement. There is a problem that the size of the gap causes the efficiency reduction of the propulsion force.
Hereinafter, the operation of the conventional linear motor will be described simply with reference to FIG. 1.
As shown in FIG. 1, the reaction plate 30 is a plate generally made of aluminum material, and is disposed on a track or a road on which a vehicle drives. A field 40
disposed on the lower surface of a load 60 with predetermined distance separated from the reaction plate 30 comprises a plurality of cores 41 and windings 42 made by winding the coils on the core 41. The propulsion force is produced between the field 40 and the reaction plate 30 when the alternating electric power of desired frequency is supplied to the field 40 so that the moving electric field is induced at the reaction plate 30.
However, with regard to the conventional linear motor, there was caused a problem that efficiency of propulsion force was reduced because gap S of sufficient size should be secured so that it does not interrupt the moving of the load 60 due to the bending of the railway.
Meanwhile, a moving system with a moving body such as a transporting car, and the like, which are moved along a predetermined path, is widely used in the work of transporting an article or position determination of the article in the production line or in the field of the physical distribution industry. With regard to the method for supplying electric power for driving the moving body, a method of connecting an electric cable to the moving body is usually used. However, in this instance, there occur problems that noise or dust can be produced due to the drag of the electric cable together with the movement of the moving body, damages such as the short of the electric wire can be produced because bending is repeated at the state of the drag of the electric cable.
To solve such problems, a non-contact electric power supply system has been widely used to supply the electric power to the moving body at the non-contact state. Herein, the non-contact power supply system is constructed that, a power supply cable is disposed so that the alternating current flows based on the moving direction of a moving body, and induction current is supplied to the moving body after it is produced from the magnetic field formed by the alternating current flowing through the power supply cable. The non-contact electric power supply system is widely used in the industrial moving body system, as well as in a chargeable type electric automobile, which employs the electric power as a power source.
Meanwhile, the present applicant has already suggested an improvement about the conventional industrial non-contact electric power supply system by means of the Korean patent application No. 10-2004-15190(fϊled on March 05, 2004). The operation of the non-contact electric power supply system suggested by the present applicant will be simply described with reference to FIG. 2.
As shown in FIG. 2, there is disclosed a non-contact electric power supply system for supplying the power to an electric vehicle, which is constructed of a power supply portion 10 disposed on a track or a road on which the vehicle drives and is applied of the electric power, and a power collecting portion 20 disposed at the lower surface of the vehicle with a predetermined distance separated from the power supply portion 10, and in which the power collection is performed during the driving of the vehicle with maintaining a predetermined gap in the magnetic energy path between the primary power supply portion 10 and the second power collecting portion 20, wherein the power supply portion 10 is provided with a primary coil 12 of cylindrical straight line conductor type, with a non-magnetic body 11 disposed on the primary coil 12 for insulation, and wherein the power collecting portion 20 is provided with a core 21 with a trapezoidal half-opened type tubular shaped section, which holds the path of the magnetic energy emitted from the power supply portion 20 in common, and a non-magnetic body 23 is provided at the core 21 so that the second coil 22 can be wound around the core 21 with a predetermined interval separated.
However, in the conventional non-contact electric power supply system, as the power supply portion 10 is secured at the lower surface of the load 60 and it is necessary to secure a gap S enabling the load 60 to move without any interference, so that the efficiency of power supply is reduced.
In order to increase the efficiency of the power supply, there has been suggested a technology disclosed in Japanese patent laid open gazette No.Hei07-39007
(1995.02.07.), which will be simply described in connection with FIG. 3. FIG. 3 is a view schematically showing the construction of a gap variable device of the conventional non-contact electric power supply system. As shown in the drawing, a primary coil 1 is laid under a driving way, and a second coil 2 is disposed at the lower surface of the driving vehicle 3. When the current flows through the primary coil 1, magnetic field is produced at the primary coil 1 to thereby produce induction power in the second coil 2 of the driving vehicle 3. The induction power produced at the second coil 2 is supplied to a motor or a battery of a power source of the driving vehicle 3.
Meanwhile, a control portion 5 provided to the driving vehicle 3 is operated to control respective actuator 4 based on the information made by the distance information between the second coil 2 and the road surface received from respective sensor 7s a result, the second coil 2 can maintain a predetermined distance from the road surface.
However, with respect to the gap variable device, there occurs a problem that the gap between the second coil 2 and the primary coil 1 cannot be maintained uniformly based on the bending of the road surface, although the distance between the second coil 2 and the road surface is maintained to be uniform, when the electric vehicle drives on the surface of the road with smooth bending. Furthermore, there also occurs a problem that if the bending of the road surface is not smooth and varies seriously, the electric vehicle cannot cope with the variation of the road surface practically due to the limitation of the reaction speed in the hydraulic actuator 4. As described above, while several conventional arts have been known about the railway vehicle using the induction power supply system and the vehicle using the linear induction motor, there has been no railway vehicle using the induction electric power supply system together with the linear induction motor.
Disclosure of Invention
Technical Problem
Therefore, the present invention has been made in view of the above problems occurring in the prior art, and an object of the present invention is to provide a linear induction motor capable of maximizing the efficiency of the propulsion force as well as a non-contact electric power supply system capable of maximizing the efficiency of power supply, by constructing it to react to the change of the road surface and the high frequency vibration of the moving load in real time to thereby maintain and minimize the size of the gap to be a predetermined size.
Technical Solution
To accomplish the above object, according to an embodiment of the present invention, there is provided a railway vehicle system for supplying linear propulsion force to a moving load using a linear motor, and supplying the induction current to the moving load using a non-contact electric power supply system. The railway vehicle system includes: the linear motor including a reaction plate disposed in parallel along the moving direction of the load, and a field disposed to face the reaction plate and supported by the lower surface of the load to define a predetermined gap for generating a moving magnetic field; the non-contact electric power supply system including a power supply portion disposed in parallel along the moving direction of the load, and a power collecting portion supported by the lower surface of the load in such a manner as to be spaced apart from the power supply portion by a predetermined distance to define a gap between the power collecting portion and the power supply portion, for supplying the induction current induced from the power supply portion to the load; and a gap control portion for controlling the positions of a stator and the power collecting portion so that the size of the gap can be maintained to be a preset value.
Also, according to another aspect of the present invention, there is provided a railway vehicle system for supplying linear propulsion force to a moving load using a linear motor, and supplying the induction current to the moving load using a non-contact electric power supply system. The railway vehicle system includes: the linear motor including a reaction plate disposed in parallel along the moving direction of the load, and a field disposed to face the reaction plate and supported by the lower surface of the load to define a predetermined gap for generating a magnetic field; the non-contact electric power supply system including a power supply portion disposed in parallel along the moving direction of the load, and a power collecting portion supported by the lower surface of the load in such a manner as to be spaced apart from the power supply portion by a predetermined distance to define a gap between the power collecting portion and the power supply portion, for supplying the induction current induced from the power supply portion to the load; and a gap control portion for controlling the positions of the field and the power collecting portion so that the size of the gap can be maintained to be the preset value.
Advantageous Effects
According to the railway vehicle system using the linear motor and the non-contact power supply system of the present invention, it is possible to maximize the propulsion force produced from the linear motor and to improve the power supply efficiency of the non-contact power supply system by reacting in real time to the change of the road surface and high frequency vibration of the moving load to thereby maintain and minimize the gap to be a predetermined size.
Brief Description of the Drawings
The above and other objects, features and advantages of the present invention will be apparent from the following detailed description of the preferred embodiments of the invention in conjunction with the accompanying drawings, in which: FIG. 1 is a schematic view showing the construction of the conventional linear motor;
FIG. 2 is a schematic view showing the construction of the conventional non-contact power supply system; FIG. 3 is a schematic view showing the conventional gap variable device of the non-contact power supply system;
FIG. 4 is a schematic view showing the construction of the linear motor according to the present invention; FIG. 5 is a side elevation view showing the linear motor according to the present invention;
FIG. 6 is a schematic view showing the construction of the non-contact power supply system according to the present invention;
FIG. 7 is a view showing the circuitry construction of the linear motor according to the present invention;
FIG. 8 is a view showing the circuitry construction of the power supply system according to the present invention;
FIG. 9 is a graphic view showing the efficiency of the propulsion force with regard to the gap size of the linear motor according to the present invention; FIG. 10 is a graphic view showing the efficiency of the power supply with regard to the gap size of the non-contact power supply system according to the present invention; and
FIG. 11 is a planar conceptual view showing the schematic construction of the railway vehicle provided with the linear motor and the power supply system according to the present invention.
Best Mode for Carrying Out the Invention Reference will now be made in detail to the railway vehicle system using the linear motor and the non-contact power supply system according to the present invention with reference to the attached drawings.
Herein, the construction of the present invention relates to an embodiment, in which a load (vehicle) drives on a designated track such as an industrial conveyor.
The railway vehicle system using the linear motor and the non-contact electric power supply system according to the present invention is basically provided with construction elements such as a linear motor and a non-contact electric power supply system, and the like. As shown in FIGs, 4, 5, 6 and 7, the linear motor of the present invention is largely constructed of a reaction plate 30 disposed at the inside of a rail 61, a field 40 supported by the lower surface of a load 60 for generating a moving magnetic field with a gap of predetermined interval from the reaction plate 30, and a gap control portion 50 for controlling a gap between the reaction plate 30 and the field 40 to be a predetermined interval.
The reaction plate 30 is made of aluminum material and disposed at the inside of the rail 61. The load 60 is usually a conveyor or an electric vehicle, and is guided of its path by the rail 61 and is moved along the rail 61 by means of wheels 62 mounted at the lower end thereof. A field 40 is supported at the lower surface of the load 60 so that it is disposed to face the reaction plate 30 with a desired gap. The field 40 is constructed of a core 41 made of a plurality of thin iron plates and a winding 42 for generating the moving magnetic field at the core 41. With regard to the load 60 according to the present invention, it can be applied to a magnetic levitation train, which can be levitated and moved above the railway by means of the magnetic force.
The above described field 40 is supported on the lower surface of the load 60, so that it can be moved together with the load 60 by using the repulsion force against the field, which is induced to thereby be generated at the reaction plate 30, as the propulsion force, when the moving magnetic field is produced due to the electric power supply to the field 40 with defining a desired gap between the reaction plate 30.
Meanwhile, the gap control portion 50 includes a sensor 52 for measuring the gap between the lower surface of the field 40 and the reaction plate 30 to output the size information of the gap S, a controller 51 for outputting a control signal for maintaining the size of the gap to be the preset value by comparing the size information of the gap outputted from the sensor 52 with the preset size information, a displacement controller
55 for controlling the upward and downward displacement of the field 40 by moving the field 40 up and down based on the control signal outputted from the controller 51.
The displacement controller 55 is secured to connect the upper surface of the core 41 with the lower surface of the load 60 to each other, and is constructed to incorporate a pair with the sensor 52. The displacement controller 55 and the sensor 52 are provided to be four pieces respectively in such a manner that each of them is disposed at the front right/left side end, and is also disposed at the rear right/left side end with respect to the progressing direction of the load 60. With regard to the displacement controller 55, it is preferable to use a piezoelectric motor 52 and a power amplifier 57 for driving it. The piezoelectric motor 52 is a driving source capable of obtaining the linear driving force and the rotation force from the supersonic vibrations produced from a piezoelectric ceramic element when the electric voltage is applied. Accordingly, as regard to the displacement controller 55, it is preferable to use a linear driving type piezoelectric motor. The operation range of the linear driving type piezoelectric motor reaches a
number of cm as well as the reaction speed is very quick, so that it can react and operate
in real time with respect to the high frequency vibration of the load 60 moving along the rail 61 and up and down vibration of the vehicle body due to alien materials on the rail
61.
The size of the gap S of the electric vehicle or the industrial transporting device
driving on the designated tracks becomes generally to be more or less than 9 mm in
contrast to the electric automobile driving on the road surface. This is the minimum size in consideration of the up and down vibration accompanied by the driving of the transporting device and the evenness of the railway.
However, when the present invention is to be utilized to the electric vehicle or an industrial transporting device driving on the designated tracks, it is possible to maximize the production efficiency of the propulsion force as the size of the gap S can be
maintained to be 3 mm to the minimum.
The characteristic of the production efficiency of the propulsion force of the linear motor according to the present invention will be described simply with reference to FIG. 9. FIG. 9 is a graphic view showing the change of the efficiency with respect to the
size of the gap S of the linear motor. As shown in the drawing, when the gap of 9 mm is
maintained in the industrial transporting device using the conventional linear motor as for the source of propulsion force, the efficiency is about 50%, however, the efficiency can be increased to be about 70% when the gap of 3 mm is maintained by using the linear
motor of the present invention, so that the efficiency can be increased by about 20%.
Meanwhile, according to another embodiment of the present invention, the sensor 52 can be disposed ahead of the piezoelectric motor 56 by a proper distance with respect to the progressing direction of the load 60 in consideration of the reaction time of the piezoelectric motor 56 and the maximum moving speed of the load 60. In other words, the positions of the piezoelectric motor 56 and the sensor 52 are spaced apart in the progressing direction of the load 60 more than the maximum moving distance to which the load 60 can move during the longest reaction time of the piezoelectric motor 56. In this instance, the controller 51 delays the operation control signal of the piezoelectric motor 56 variably in consideration of the speed of the load 60, so that the delay time is outputted to be inversely proportional to the speed of the load 60 to thereby enable the sensor 52 to cope with the sensed change of the gap S previously.
According to still another embodiment of the present invention, the position of the sensor 52 with respect to the position of the piezoelectric motor 56 can be variably moved in the progressing direction of the load 60 forwardly or backwardly. In other words, from viewing on the plane, the controller 51 controls the position of the sensor 52 so that the separation distance of the sensor 52 with respect to the position of the piezoelectric motor 56 on the moving line of the sensor 52 can be in proportional as the speed of the load 60. In this instance, the sensor 52 includes a transporting motor (not shown) for transporting the position of the sensor 52. The controller 51 is inputted of the speed information about the load 60 from the outside (or a speedometer (not shown)), and outputs the control signal to the transporting motor so that the sensor 52 is located ahead of the piezoelectric motor 56 in the progressing direction of the load 60 in consideration of the received speed information.
In the above embodiment of the present invention, while the description was performed only with regard to the control process of the gap of the linear induction motor, as the process of controlling the gap between the reaction plate 30 and the field 40 in the structure of interchanging the arrangement of the reaction plate 30 and the field 40 is the same as that described above, therefore, detailed description thereof is omitted. Also, the control process of the present invention as described above can be applied to the control process of the linear synchronous motor. The technical principle of the present invention can be diversely applied to the electric vehicle driving on the surface of the road and to the field in which the linear motor and the like is utilized.
As shown in FIGs. 6 through 8, the non-contact power supply system according to the present invention includes largely a power supply portion 10 to which electric power is supplied from a power supply source such as a transformer substation, and the like, a power collecting portion 20 for collecting the power induced from the power supply portion 10, a gap control portion 50 for controlling the gap between the power supply portion 10 and the power collecting portion 20, and a load 60 using the collected power induced from the power supply portion 10 as a moving power. First of all, the power supply portion 10 comprises a primary coil 12 of a linear conductor form, and a non-magnetic body 11 disposed on the upper surface of the primary coil 12 for the insulation purpose.
Also, the power collecting portion 20 comprises a core 21 disposed to oppose the primary coil 12 of the power supply portion 10 for inducing the change of the flux generated from the primary coil 12, and a secondary coil 22 wound around the core 21 for generating the induction power corresponding to the change of the flux of the core. The core 21 is formed as a trapezoidal half-open tubular shape having the secondary coil 22 at the center thereof corresponding to the position of the primary coil 12 of the power supply portion 10, and the section C thereof defines the path of the magnetic energy through which the flux generated from the primary coil 12 of the power supply portion 10 moves. The power collecting portion 20 includes the non-magnetic body 23 so that the coil 22 can be spaced apart from the core 21 by a desired interval when it is wound around the core 21. The power collecting portion 20 is supported at the lower surface of the load 60, so that it is moved with the load 60 with forming the gap S between the power supply portion 10.
Meanwhile, the gap control portion 50 includes a sensor 52 for measuring the gap between the lower surface of the core 21 and the non-magnetic body 11 to thereby output the size information of the gap S, a controller 51 for outputting a control signal for maintaining the size of the gap to be the preset value by comparing the size information of the gap outputted from the sensor 52 with the preset size information, and a displacement controller 55 for controlling the upward and downward displacement of the core 21 by moving the power collecting portion 20 up and down based on the control signal outputted from the controller 51. The displacement controller 55 is secured to connect the upper surface of the core 21 with the lower surface of the load 60 to each other, and the displacement controller 55 and the sensor 52 are provided to be four pieces respectively in such a manner that each of them is disposed at the front right/left side end, and is also disposed at the rear right/left side end with respect to the progressing direction of the core 21. With regard to the displacement controller 55, as shown in FIG. 4, it is preferable to use a piezoelectric motor 52 and a power amplifier 57 for driving it. The
piezoelectric motor 52 is a driving source capable of obtaining the linear driving force and the rotation force from the supersonic vibrations produced from a piezoelectric ceramic element when the electric voltage is applied. Accordingly, as regard to the displacement controller 55, it is preferable to use a linear driving type piezoelectric motor. The operation range of the linear driving type piezoelectric motor reaches a number of
cm as well as the reaction speed is very quick, so that it can react and operate in real time
with respect to the high frequency vibration of the load 60 moving along the rail 61 as
well as big impact due to alien materials.
The size of the gap S of the electric vehicle or the industrial transporting device
driving on the designated tracks becomes generally to be more or less than 9 mm in
contrast to the electric automobile driving on the road surface. This is the minimum size in consideration of the up and down vibration accompanied by the driving of the transporting device and the evenness of the railway, and the like.
However, when the present invention is to be utilized to the electric vehicle or an industrial transporting device driving on the designated track, it is possible to maximize the production efficiency of the propulsion force as the size of the gap S can be
maintained to be 3 mm to the minimum.
The characteristic of the power supply efficiency of the non-contact power supply system of the present invention will be simply described with reference to FIG. 10. As shown in FIG. 10, the power supply efficiency (torque) can be increased by about
20%, when the gap of 3 mm is maintained by using the non-contact power supply system of the present invention in contrast to when the gap of 9 mm is maintained in the industrial
transporting device using the conventional non-contact power supply system.
Meanwhile, according to another embodiment of the present invention, the sensor 52 can be disposed ahead of the piezoelectric motor 56 by a proper distance with respect to the progressing direction of the load 60 in consideration of the reaction time of the piezoelectric motor 56 and the maximum moving speed of the load 60. In other words, the positions of the piezoelectric motor 56 and the sensor 52 are spaced apart in the progressing direction of the load 60 more than the maximum moving distance to which the load 60 can move during the longest reaction time of the piezoelectric motor 56. In this instance, the controller 51 delays the operation control signal of the piezoelectric motor 56 variably in consideration of the speed of the load 60, so that the delay time is outputted to be inversely proportional to the speed of the load 60 to thereby enable the sensor 52 to cope with the sensed change of the gap S previously.
According to still another embodiment of the present invention, the position of the sensor 52 with respect to the position of the piezoelectric motor 56 can be variably moved in the progressing direction of the load 60 forwardly or backwardly. In other words, from viewing on the plane, the controller 51 controls the position of the sensor 52 so that the separation distance of the sensor 52 with respect to the position of the piezoelectric motor 56 on the moving line of the sensor 52 can be in proportional as the speed of the load 60. In this instance, the sensor 52 includes a transporting motor (not shown) for transporting the position of the sensor 52. The controller 51 is inputted of the speed information about the load 60 from the outside (or a speedometer (not shown)), and outputs the control signal to the transporting motor so that the sensor 52 is located ahead of the piezoelectric motor 56 in the progressing direction of the load 60 in consideration of the received speed information.
While the above embodiment of the present invention has been described with limited to the industrial transporting device driving on the designated track, the technical principle of the present invention can be applied diversely to the electric vehicle driving on the surface of the road and to the transporting device utilizing the non-contact power supply system.
As shown in FIG. 11, the linear motor and the non-contact power supply system according to the present invention is constructed to operate that the non-contact power supply systems are mounted at both sides and the linear motor is mounted at the central portion thereof from the planar view point of the railway vehicle. While the present invention has been described with reference to the particular illustrative embodiments, it is not to be restricted by the embodiments but only by the appended claims. It is to be appreciated that those skilled in the art can change or modify the embodiments without departing from the scope and spirit of the present invention.
Industrial Applicability
As described above, according to the railway vehicle system using the linear motor and the non-contact power supply system of the present invention, it is possible to maximize the propulsion force produced from the linear motor and to improve the power supply efficiency of the non-contact power supply system by reacting in real time to the change of the road surface and high frequency vibration of the moving load to thereby maintain and minimize the gap to be a predetermined size.

Claims

What Is Claimed Is:
1. A railway vehicle system for supplying linear propulsion force to a moving load using a linear motor, and supplying the induction current to the moving load using a non-contact electric power supply system, the railway vehicle system comprising: the linear motor including a reaction plate disposed in parallel along the moving direction of the load, and a field disposed to face the reaction plate and supported by the lower surface of the load to define a predetermined gap for generating a moving magnetic field; the non-contact electric power supply system including a power supply portion disposed in parallel along the moving direction of the load, and a power collecting portion supported by the lower surface of the load in such a manner as to be spaced apart from the power supply portion by a predetermined distance to define a gap between the power collecting portion and the power supply portion, for supplying the induction current induced from the power supply portion to the load; and a gap control portion for controlling the positions of a stator and the power collecting portion so that the size of the gap can be maintained to be a preset value
2. The railway vehicle system according to claim 1, wherein the gap control portion comprises: a sensor for detecting and outputting the size information of the gap; a controller for comparing the size information of the gap inputted from the sensor with the preset size information, and outputting a control signal so that the gap can maintain the preset value; and a displacement controller for varying the positions of the stator supported by the load and the power collecting portion secured to the load based on the control signal inputted from the controller.
3. The railway vehicle system according to claim 2, wherein the sensor is any one of a supersonic sensor and a photo-sensor.
4. The railway vehicle system according to claim 2 or 3, wherein the displacement controller comprises a piezoelectric motor for varying the displacement of the stator and the power collecting portion; and a power amplifier for supplying the electric power to the piezoelectric motor based on the control signal inputted from the controller.
5. The railway vehicle system according to claim 4, wherein the sensor is disposed to be spaced apart to the front with respect to a position of the piezoelectric motor by a distance to which the load can move to the maximum during the reaction time of the piezoelectric motor in the progressing direction of the load.
6. The railway vehicle system according to claim 5, wherein the controller is operated to output an operation control signal after delaying it variably, the control signal being outputted to the power amplifier based on the inputted speed information of the moving load, and the delay time is set to be inversely proportional to the moving speed of the load.
7. The railway vehicle system according to claim 4, wherein the controller is
operated to output a control signal for varying the position of the sensor with respect to the position of the piezoelectric motor in the progressing direction of the load to the sensor, based on the inputted speed information of the moving load, so that the separation distance of the sensor from the position of the piezoelectric motor is proportional to the speed of the load.
8. The railway vehicle system according to claim 7, wherein the sensor is provided with a transporting motor for forwardly or backwardly changing the position of the sensor with respect to the progressing direction of the load based on the control signal inputted from the controller.
9. The railway vehicle system according to claim 2, wherein the stator and the power collecting portion is provided with a plurality of sensors and displacement
controllers.
10. A railway vehicle system for supplying linear propulsion force to a moving load using a linear motor, and supplying the induction current to the moving load using a non-contact electric power supply system, the railway vehicle system comprising: the linear motor including a reaction plate disposed in parallel along the moving direction of the load, and a field disposed to face the reaction plate and supported by the lower surface of the load to define a predetermined gap for generating a magnetic field; the non-contact electric power supply system including a power supply portion disposed in parallel along the moving direction of the load, and a power collecting portion supported by the lower surface of the load in such a manner as to be spaced apart from the power supply portion by a predetermined distance to define a gap between the power collecting portion and the power supply portion, for supplying the induction current induced from the power supply portion to the load; and a gap control portion for controlling the positions of the field and the power collecting portion so that the size of the gap can be maintained to be the preset value.
11. The railway vehicle system according to claim 10, wherein the gap control
portion comprises: a sensor for detecting and outputting the size information of the gap; a controller for comparing the size information of the gap inputted from the sensor with the preset size information, and outputting a control signal so that the gap can maintain the preset value; and a displacement controller for varying the positions of the stator supported by the load and the power collecting portion secured to the load based on the control signal inputted from the controller.
12. The railway vehicle system according to claim 11, wherein the sensor is any one of a supersonic sensor and a photo-sensor.
13. The railway vehicle system according to claim 11 or 12, wherein the displacement controller comprises a piezoelectric motor for varying the displacement of the stator and the power collecting portion; and a power amplifier for supplying the electric power to the piezoelectric motor based on the control signal inputted from the controller.
14. The railway vehicle system according to claim 13, wherein the sensor is disposed to be spaced apart to the front with respect to a position of the piezoelectric motor by a distance to which the load can move to the maximum during the reaction time of the piezoelectric motor in the progressing direction of the load.
15. The railway vehicle system according to claim 14, wherein the controller is operated to output an operation control signal after delaying it variably, the control signal being outputted to the power amplifier based on the inputted speed information of the moving load, and the delay time is set to be inversely proportional to the moving speed of the load.
16. The railway vehicle system according to claim 13, wherein the controller is operated to output a control signal for varying the position of the sensor with respect to the position of the piezoelectric motor in the progressing direction of the load to the sensor, based on the inputted speed information of the moving load, so that the separation distance of the sensor from the position of the piezoelectric motor is proportional to the speed of the load.
17. The railway vehicle system according to claim 16, wherein the sensor is provided with a transporting motor for forwardly or backwardly changing the position of the sensor with respect to the progressing direction of the load based on the control signal inputted from the controller.
18. The railway vehicle system according to claim 11 , wherein the field and the power collecting portion is provided with a plurality of sensors and displacement
controllers.
19. The railway vehicle system according to any one of claim 1 to 18, wherein the load is an electric vehicle including a conveyor and a magnetic levitation train.
PCT/KR2006/005550 2006-03-22 2006-12-19 System of railway vehicle using linear motor and non-contact electric power supply system WO2007108586A1 (en)

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CN107106913A (en) * 2014-08-05 2017-08-29 环球城市电影有限责任公司 System and method for braking or starting ride-on vehicles
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