WO2022144389A1 - Unité primaire d'un dispositif d'entraînement d'un train à sustentation magnétique - Google Patents

Unité primaire d'un dispositif d'entraînement d'un train à sustentation magnétique Download PDF

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Publication number
WO2022144389A1
WO2022144389A1 PCT/EP2021/087788 EP2021087788W WO2022144389A1 WO 2022144389 A1 WO2022144389 A1 WO 2022144389A1 EP 2021087788 W EP2021087788 W EP 2021087788W WO 2022144389 A1 WO2022144389 A1 WO 2022144389A1
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WO
WIPO (PCT)
Prior art keywords
cooling
primary
primary unit
linear motor
yoke
Prior art date
Application number
PCT/EP2021/087788
Other languages
German (de)
English (en)
Inventor
Stefan Boegl
Bert Zamzow
Stefan Friess
Dominik Sippl
Peter Nagelmueller
Original Assignee
Max Boegl Stiftung & Co. Kg
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Max Boegl Stiftung & Co. Kg filed Critical Max Boegl Stiftung & Co. Kg
Priority to CN202180087501.6A priority Critical patent/CN116829402A/zh
Publication of WO2022144389A1 publication Critical patent/WO2022144389A1/fr

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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
    • B60L13/00—Electric propulsion for monorail vehicles, suspension vehicles or rack railways; Magnetic suspension or levitation for vehicles
    • B60L13/10—Combination of electric propulsion and magnetic suspension or levitation
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K41/00—Propulsion systems in which a rigid body is moved along a path due to dynamo-electric interaction between the body and a magnetic field travelling along the path
    • H02K41/02—Linear motors; Sectional motors
    • H02K41/03—Synchronous motors; Motors moving step by step; Reluctance motors
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K9/00—Arrangements for cooling or ventilating
    • H02K9/19—Arrangements for cooling or ventilating for machines with closed casing and closed-circuit cooling using a liquid cooling medium, e.g. oil
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K9/00—Arrangements for cooling or ventilating
    • H02K9/22—Arrangements for cooling or ventilating by solid heat conducting material embedded in, or arranged in contact with, the stator or rotor, e.g. heat bridges
    • H02K9/227—Heat sinks
    • 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
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K2213/00—Specific aspects, not otherwise provided for and not covered by codes H02K2201/00 - H02K2211/00
    • H02K2213/12—Machines characterised by the modularity of some components

Definitions

  • the present invention relates to a primary unit of a drive device of a magnetic levitation train with a primary part of a linear motor, in particular a short-stator linear motor, and an active part of a support device, the active part having at least one yoke, in particular a U-shaped yoke, which has at least two legs spaced apart from one another and one connecting them to one another
  • Transverse section comprises, which together form an interior of the yoke, and has at least one coil, and the primary part of the linear motor is at least partially arranged in the interior of the particular U-shaped yoke.
  • the invention relates to a drive device of a magnetic levitation train with a primary unit on the vehicle and a rail arrangement.
  • the invention relates to a magnetic levitation train with a vehicle on which a primary unit of a drive device is arranged and a guideway that includes a rail arrangement.
  • a drive device for a magnetic levitation train is known from WO 2013/083757 A2, which has a generic primary unit of a linear motor, in particular a short-stator linear motor.
  • the drive device has a short-stator linear motor and a support device, the support device having a U-shaped yoke, which comprises two legs spaced apart from one another and a transverse section connecting them to one another, and an electromagnetic coil.
  • the magnetic coil is arranged on a transverse portion of the yoke, which is in particular U-shaped.
  • the disadvantage of this is that the overall height, ie the height of the primary unit, is very large in the direction of the longitudinal axis of the spaced-apart limbs and therefore the space requirement in this direction. Furthermore, the U-shaped yoke, in particular, is not cooled by such an arrangement.
  • the object of the present invention is therefore to create a primary unit of a drive device of a magnetic levitation train, which is characterized by a low overall height and/or improved cooling.
  • the object is achieved by a primary unit, a drive device, and a magnetic levitation train with the features of the independent patent claims.
  • Proposed is a primary unit of a drive device of a magnetic levitation train with a primary part of a linear motor, in particular a short-stator linear motor, and an active part of a support device.
  • a short-stator linear motor the primary part of the linear motor that is supplied with power is located on the vehicle.
  • the technically less complex secondary part of the linear motor is arranged on the track.
  • the guideway can therefore be produced much more cost-effectively.
  • the primary part of the linear motor is used to drive a vehicle of the magnetic levitation train along a route.
  • the active part of the support device serves to levitate the vehicle of the magnetic levitation train on the track and/or for electromagnetic lateral guidance. Both the primary part of the linear motor and the active part of the support device are supplied with power via the vehicle when used as intended.
  • the active part of the support device comprises at least one, in particular U-shaped, yoke with at least two legs spaced apart from one another and a transverse section connecting these legs to one another.
  • the yoke includes an interior space. This is formed by the two legs and the transverse section.
  • the two legs and the transverse section preferably frame the interior for this purpose. In a peripheral section of the interior space that is not framed by the two legs and the transverse section, the latter is preferably open.
  • the active part includes at least one coil.
  • the active part preferably comprises at least two coils. At least that a coil can be energized when used as intended, in particular for lifting, for hovering and/or for lateral guidance of the vehicle.
  • the yoke which is in particular U-shaped, is advantageously made of a ferromagnetic material. By applying current to the at least one coil, an electromagnetic effect is generated. The electromagnetic effect can cause the vehicle of the magnetic levitation train to hover on the track and/or cause the vehicle to be guided laterally.
  • the primary part of the linear motor is arranged at least partially, in particular in a cross-sectional view of the primary part, in the interior or in the interior of the in particular U-shaped yoke.
  • the at least one coil is arranged on one of the two legs of the yoke, which is in particular U-shaped.
  • a coil is preferably assigned to each of the two legs.
  • a heat sink is arranged between the primary part of the linear motor and the active part of the support device. Since both the primary part of the linear motor and the active part of the support device are supplied with electricity, energy is released in the form of heat. Due to the fact that the at least one coil, in particular both coils, are arranged in the region of the legs of the yoke, which is in particular U-shaped, the installation space that has become free can be used by the heat sink.
  • the heat sink can thus be arranged both on the primary part and on the active part and/or brought into physical contact with them. As a result, both parts, namely the primary part and the active part, can be cooled with one heat sink.
  • the cooling of the primary unit can thus be improved in a structurally simple manner.
  • the heatsink between the primary part and the active part has the advantage of dissipating this heat.
  • the heat sink preferably has a first cooling surface for cooling the primary part of the linear motor and/or a second cooling surface for cooling the active part of the support device.
  • first cooling surface is in cooling connection with the primary part for cooling the primary part and/or if the second cooling surface is in cooling connection with the transverse section of the yoke for cooling the yoke.
  • first cooling surface of the heat sink bears against the primary part of the linear motor and/or the second cooling surface of the heat sink, in particular directly, bears against the transverse section of the, in particular, U-shaped yoke of the active part of the support device.
  • simultaneous cooling of the primary part of the linear motor and the active part of the support device is possible, preferably with a heat sink.
  • the use of a cooler body both for the primary part of the linear motor and for the active part of the support device also has a positive effect on the compact design of the primary unit.
  • the at least one coil is arranged in the region of one end of a leg, ends essentially flush with the end of the leg of the U-shaped yoke in particular and/or extends over the entire height or length of the leg . In this way, the highest possible efficiency is guaranteed. In addition, if the coil extends over the entire height or length of the leg, a very simple and inexpensive attachment to one another can be implemented. It is advantageous if the heat sink comprises a base body and a cover. As a result, the most cost-effective and/or most suitable production method can be selected independently of one another for the base body and/or the cover. In this case, the base body preferably has the first cooling surface and/or the cover has the second cooling surface. It is also conceivable that the base body has the second cooling surface and/or the cover has the first cooling surface.
  • the base body and/or the cover of the heat sink has a first and/or a second cooling channel.
  • a connecting area is preferably arranged between these two cooling channels. This connection area promotes an optimal flow of coolant from the first to the second cooling channel. Furthermore, the heat transfer is increased.
  • At least one inlet is arranged on the first cooling channel and/or at least one outlet is arranged on the second cooling channel. This allows a cool liquid to flow into the heat sink through the inlet. This liquid is heated in the heat sink and can flow out again through the outlet. The energy thus dissipated leads to a cooling effect on the primary unit.
  • a cavity is formed between the base body and the cover of the heat sink.
  • the cavity is formed in particular to accommodate the liquid for heat dissipation.
  • the heat sink and/or the in particular i-shaped yoke has at least one recess through which the primary part of the linear motor preferably protrudes. This recess can be designed to be either continuous or partially continuous. In this way, the active part of the support device can be stably connected to the primary part of the linear motor and/or the heat sink.
  • the primary unit comprises a heat-conducting element which is arranged between the heat sink and the primary part of the linear motor.
  • the heat transfer from the primary part to the heat sink can be increased while still maintaining a compact design.
  • areas on the primary part that are difficult to access can be connected to the heat sink by the heat conducting element.
  • the primary part of the linear motor is provided with at least one winding in at least one iron core.
  • the iron core has a multiplicity of laminations arranged one on top of the other.
  • the sheets have grooves in which the winding for the linear motor is arranged.
  • the primary part of the linear motor is arranged in a housing. This ensures that this cannot be influenced by other nearby electrical systems, in particular the active part of the carrying device.
  • the housing which preferably consists of non-magnetizable or hardly magnetizable metal, adequately shields at least two systems from one another.
  • a drive device for a magnetic levitation train with a primary unit on the vehicle and a rail arrangement is also proposed.
  • the primary unit is designed according to the above description, with the features mentioned being able to be present individually or in any combination.
  • the drive device is designed according to the above description, it being possible for the features mentioned to be present individually or in any combination.
  • modules which preferably include one or more linear motors with their primary part(s) and/or one or more support devices with their active part(s), are arranged on the vehicle.
  • the modules have one or more heat sinks, which are designed in particular in accordance with the preceding description, with the features mentioned being able to be present individually or in any combination. It is also advantageous if the modules are connected to one another via at least one cooling circuit.
  • the at least one cooling circuit preferably comprises at least one heat exchanger and/or a conveying element, in particular a pump. This ensures optimal heat dissipation to the environment.
  • FIG. 1 shows a cross section through a drive device with a primary unit according to a first exemplary embodiment and a rail arrangement
  • FIG. 2 shows a cross section through a primary unit according to a second exemplary embodiment, which can be designed to correspond to the rail arrangement shown in FIG. 1
  • FIG. 3 shows a cross section through a primary unit according to a third exemplary embodiment, which can be designed to correspond to the rail arrangement shown in FIG. 1,
  • FIGS. 1, 2 and/or 3 shows a cross section through a heat sink of the primary unit shown in FIGS. 1, 2 and/or 3,
  • FIG. 4b shows a longitudinal section of the heat sink shown in FIG. 4a in a plan view
  • Figure 5 is a side view of a vehicle with multiple modules
  • FIG. 6 shows a schematic representation of several modules in a cooling circuit.
  • Figure 1 shows a cross section through a drive device 1 of a magnetic levitation train with a primary unit 2 according to a first exemplary embodiment and a rail arrangement 3.
  • Both the primary unit 2 and the rail arrangement 3 each have components of a linear motor, in particular a short-stator linear motor, and a support device.
  • the linear motor is used to move a vehicle 10 shown schematically in FIG. 5.
  • the purpose of the support device is to lift the vehicle 10 and to keep it in a floating state.
  • the support device can be designed for lateral guidance of the vehicle 10 .
  • the primary unit 2 is the active part of the drive device 1, i.e. the part that is supplied with electricity.
  • a passive part 37 of the support device is attached to a track 4 of the rail arrangement 3 .
  • the passive part 37 of the carrying device has a reaction rail 5 .
  • the reaction rail 5 is U-shaped. the free legs of the reaction rail 5 extend in the z-direction, ie in the intended use in the vertical direction.
  • An active part 36 of the support device comprises a U-shaped yoke 6, in particular.
  • the U-shaped yoke 6 comprises two legs 7 spaced apart from one another, in particular in the transverse direction of the primary unit 2, and a transverse section 8 connecting them to one another.
  • the yoke 6 has an interior space 41 on. This is formed by the two legs 7 and the transverse section 8 .
  • the two legs 7 and the transverse section 8 frame the interior space 41 for this purpose. In an upper section of the interior space 41 that is not framed by the two legs 7 and the transverse section 8, the latter is open. This is particularly the case when the yoke 6, as in the illustrated embodiment, is U-shaped in a cross-sectional view.
  • the active part 36 of the carrying device has at least one coil 9 .
  • the active part 36 comprises two coils 9, so that the following description essentially relates to these at least two coils 9.
  • the active part 36 can also have only one coil 9 . In this case, the following description can also be read in an analogous manner for only one coil 9 .
  • the two legs 7 each have an end 40 .
  • the two coils 9 are each arranged on one of the two legs 7 and/or wound around it. By applying current to these two coils 9, an electromagnetic force arises, which leads to an attraction of the active part 36 to the passive part 37 of the carrying device.
  • the active part 36 of the carrying device acts on the reaction rail 5.
  • the active part 36 is thus the active part and the passive part 37 is the passive part of the carrying device.
  • the passive part 37 reacts to the active part 36 supplied with electricity.
  • the coils and/or each extend into the area of one end 40 of the respective leg 7.
  • the coils 9 can also be essentially flush with the ends 40 of the respective leg 7 and/or extend over the entire height of the Legs 7 extend, as shown in Figure 3, for example.
  • the active part 36 of the support device is arranged on a vehicle 10 (cf. FIG. 5) and the passive part 37 is arranged on the roadway 4, a levitating state of the vehicle 10 can be produced by a correspondingly large attractive force.
  • the force of attraction is regulated in such a way that the vehicle 10 lifts off the roadway 4 .
  • the active part 36 does not come into contact with the passive part 37 of the carrying device.
  • a linear motor in particular a linear motor, is arranged inside the passive part 37 and the active part 36 of the support device.
  • the linear motor has a secondary part 39 and a primary part 38 .
  • the secondary part 39 is arranged on the passive part 37, in particular on the reaction rail 5, of the carrying device.
  • the secondary part 39 has a reaction plate 11 , advantageously made of aluminum, and/or an iron plate 12 .
  • the iron plate 12 ensures the magnetic return flow.
  • the primary part 38 of the linear motor which is arranged in particular in and/or on the active part 36 of the support device, comprises an iron core 13 and a large number of windings 14, only one of which is shown for reasons of clarity. If the windings are energized, propulsion in the x-direction is generated.
  • the primary part 38 of the linear motor is arranged on the vehicle 10 (cf. FIG. 5) and the secondary part 39 is arranged on the roadway 4, their reaction can result in propulsion of the vehicle 10.
  • the cooling body 15 in the exemplary embodiment shown has a first cooling surface 16 which preferably bears directly on the primary part 38 and a second cooling surface 17 which preferably bears directly on the secondary part 39 .
  • additional means such as thermally conductive pastes or pads can be arranged between the heat sink 15 and the adjacent component, in particular the primary part 38 and/or the secondary part 39.
  • FIG. 2 shows a cross section through the primary unit 2 according to a second exemplary embodiment.
  • the primary unit 2 can interact with the rail arrangement 3 shown in FIG.
  • the same reference symbols are used for features which are identical and/or at least comparable in their design and/or mode of operation to the first exemplary embodiment illustrated in FIG. If these are not explained again in detail, their configuration and/or mode of action corresponds to the configuration and/or mode of action of the features already described above.
  • the differences from the exemplary embodiment illustrated in FIG. 1 are essentially discussed below.
  • the coils 9 of the active part 36 of the support device extend essentially over the entire height of the legs 7.
  • the possible height of the coils 9 can be limited by the necessary fastening elements and/or existing radii on the U-shaped yoke 6 be limited.
  • a fastening means 18, in particular a fastening plate is arranged at the end 40 of the legs 7 in the application example shown.
  • the coils 9 described above with reference to FIG. 1 and below with reference to FIG. 3 can also be fastened to the U-shaped yoke 6 in particular with such fastening means 18, in particular a fastening plate.
  • the heat sink 15 is shown in detail.
  • the heat sink 15 shown only schematically in FIG. 1 could be designed as shown and described in FIGS. 2, 3, 4a and 4b. The same applies to the heat sinks 15 described below.
  • the heat sink 15 has a base body 19 and a cover 20.
  • a different production method suitable for the respective shape can be selected for the base body 19 and the cover 20 .
  • the base body 19 has the first cooling surface 16 and the cover 20 has the second cooling surface 17 .
  • the base body 19 has a first cooling channel 21 and a second cooling channel 22 for conveying the cooling liquid.
  • the two cooling channels 21, 22 each extend on both sides of the iron core 13 in the longitudinal direction of the primary unit 2, which corresponds to the x-direction according to the figure. Between these two cooling channels 21, 22 there is a connecting area 23 which is provided for conveying the cooling liquid.
  • the connecting area 23 has a number of small cooling channels which are preferably separated from one another by webs 24 .
  • the cooling liquid flows through the small cooling channels and thus cools the primary part 38 of the linear motor via the first cooling surface 16 on the base body 19 and also the active part 36 of the carrying device via the second cooling surface 17 on the cover 20 .
  • a cavity is formed between the base body 19 and the cover 20 and is used to hold the coolant.
  • the base body 19 and the cover 20 are preferably designed and connected to one another in such a way that the cavity formed is liquid-tight and/or gas-tight.
  • the yoke 6, which is in particular U-shaped, and/or the heat sink 15 has a recess 25.
  • the iron core 13 of the primary part 38 protrudes through the recess 25.
  • the iron core 13 is on the opposite Side with the particular U-shaped yoke 6 held by a holding means 26, in particular a holding shell.
  • FIG. 3 shows a cross section through the primary unit 2 according to a further exemplary embodiment.
  • the primary unit 2 can interact with the rail arrangement 3 illustrated in FIG.
  • the same reference symbols are used for features which are identical and/or at least comparable in their design and/or mode of operation to the exemplary embodiments illustrated in FIGS. 1 and/or 2. If these are not explained again in detail, their configuration and/or mode of action corresponds to the configuration and/or mode of action of the features already described above. In the following, we essentially go into the differences from the above exemplary embodiments.
  • the yoke 6, which is in particular U-shaped is designed in several parts.
  • the yoke 6, which is in particular U-shaped has a transverse section 8 and two legs 7, which can be separated from one another.
  • the coils 9 of the active part 36 of the support device extend essentially over the entire height of the legs 7.
  • the coils 9 are essentially flush with the ends 40 of the respective legs 7 of the in particular U-shaped yoke 6.
  • the coils 9 described in FIGS. 1 and 2 can also, as shown in this application example, be arranged essentially flush with the ends 40 of the legs 7 of the yoke 6, which is in particular U-shaped, and/or over the entire height of the legs 7.
  • the multi-part design has the advantage that there is more freedom in terms of production technology. So at the junction between the Transverse section 8 and the legs 7 no radius necessary. This leads to an increase in the possible height of the coils 9.
  • the particularly U-shaped yokes 6 shown in FIGS. 1 and 2 could also be designed in multiple parts.
  • the heat sink 15 shown in FIG. 3 is similar to the heat sink 15 shown in FIG.
  • a heat-conducting element 27 is arranged between the base body 19 of the heat sink 15 and the iron core 13 of the primary part 38 of the linear motor.
  • This heat conducting element 27 improves the heat conduction between the primary part 38 of the linear motor and the heat sink 15.
  • This effect is additionally intensified if, as in the present application example, the heat conducting element 27 thermally conducts the primary part 38 of the linear motor directly with the two cooling channels 21, 22 arranged on the sides of the primary part 38 connects. This leads to a direct thermal coupling of the primary part 38 of the linear motor to the cooling liquid, in particular in the area of the two cooling channels 21, 22.
  • the exemplary embodiments illustrated in FIGS. 1 and 2 can also have such a heat-conducting element 27.
  • the primary part 38 of the linear motor is arranged in a housing 28 .
  • the housing 28 encloses the windings 14 and the iron core 13 laterally and/or on the upper side facing away from the heat sink 15 .
  • the housing 28 is closed by the heat sink 15 on the underside facing the heat sink 15 .
  • the housing 28 thus forms a closed unit together with the heat sink 15, in particular with its base body 19.
  • the resulting space between the iron core 13, winding 14 and the housing 28 can be filled with a mass, for example resin or silicone.
  • the U-shaped yoke 6 and the heat sink 15 have the recess 25 through which the iron core 13 of the primary part 38 protrudes.
  • the recess 25 in the yoke 6, which is in particular U-shaped is not continuous. The consequence of this is that the holding means 26 from FIG.
  • FIG. 4a shows a cross-section and FIG. 4b a longitudinal section in plan view of the heat sink 15 shown in FIG. 3.
  • This heat sink 15 could, however, also be used in the exemplary embodiments shown in FIGS.
  • the heat sink 15 is designed with a base body 19 and a cover 20 .
  • the base body 19 has the first cooling channel 21 and the second cooling channel 22 for conveying the cooling liquid.
  • the cooling channels 21, 22 each extend in the longitudinal direction of the primary unit 2, which corresponds to the x-direction according to the figure.
  • a connecting area 23 is arranged between these two cooling channels 21, 22, which is provided in particular for receiving and/or conveying the cooling liquid.
  • webs 24 are arranged in the connection area 23 . As shown in FIG. 4b, these can be designed as individual webs 24 and thus create an unforced flow around them. Likewise, the webs 24 can also be designed in the manner of a labyrinth and thus force a flow through between the individual webs 24 .
  • An inlet 29 is arranged on the first cooling channel 21 for the cooling liquid to flow into the cooling body 15 .
  • An outlet 30 is arranged on the second cooling channel 22 for the cooling liquid to flow out. In this way, cooling liquid with a low temperature can always flow in from the inlet 29 . To Once the flow through the cooling body 15 has taken place, the cooling liquid can flow out at an increased temperature at the outlet 30 .
  • the recess 25 is arranged in the center of the heat sink 15 and, as shown in FIGS. 2 and 3, allows the iron core 13 of the primary part 38 to be accommodated.
  • the recess 25 can be continuous or designed as a blind hole.
  • FIG. 5 shows a side view of a vehicle 10 on a magnetic levitation train.
  • a plurality of modules 31 are arranged on the underside of the vehicle 10 .
  • the vehicle 10 is connected to a respective module 31 by a mount 32 .
  • Each module 31 preferably has at least one primary part 38 of the linear motor and/or an active part 36 of the support device. These can be designed according to the previous exemplary embodiments. As shown here, the modules 31 can be connected to one another mechanically and/or hydraulically.
  • FIG. 6 shows a schematic plan view of a plurality of modules 31 in a cooling circuit 33.
  • Each module 31 has at least one heat sink 15 according to the preceding description and figures.
  • the heat sinks 15 of the modules 31 are connected to one another in the cooling circuit 33 via the inlets 29 and outlets 30 shown in FIG. 4b.
  • the cooling circuit 33 has a heat exchanger 34, which is preferably a cooler.
  • the heat exchanger 34 releases the excess thermal energy generated from the active part 36 of the support device and the primary part 38 of the linear motor to the environment.
  • a conveying element 35 in particular a pump, is also arranged in the cooling circuit 33 and conveys the cooling liquid through the cooling circuit 33 .

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Motor Or Generator Cooling System (AREA)
  • Linear Motors (AREA)

Abstract

L'invention concerne une unité primaire (2) d'un dispositif d'entraînement (1) d'un train à sustentation magnétique, qui comprend une pièce primaire (38) d'un moteur linéaire, plus particulièrement un moteur linéaire à stator court, et une pièce active (36) d'un dispositif de support, la pièce active (36) possédant au moins une culasse (6), en particulier une culasse en forme de U, qui comprend au moins deux branches (7) espacées l'une de l'autre et une partie transversale (8) reliant les branches, ces branches et la partie transversale formant ensemble un espace intérieur (41) de la culasse (6) ; et au moins une bobine (9) ; et la pièce primaire (38) du moteur linéaire étant disposée au moins partiellement dans l'espace intérieur (41) de la culasse (6). La ou les bobines (9) sont disposées sur au moins une des branches (7) de la culasse (6). L'invention concerne également un dispositif d'entraînement (1) d'un train à sustentation magnétique comprenant une unité primaire (2) embarquée et un ensemble rail (3). L'invention concerne en outre un train à sustentation magnétique comprenant un véhicule (10) sur lequel est disposée une unité primaire (2) d'un dispositif d'entraînement (1), et une voie (4) qui comprend un ensemble rail (3).
PCT/EP2021/087788 2020-12-29 2021-12-29 Unité primaire d'un dispositif d'entraînement d'un train à sustentation magnétique WO2022144389A1 (fr)

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EP3107195A1 (fr) * 2015-06-16 2016-12-21 InDriveTec AG Système d'entraînement de moteur linéaire
CN109823191A (zh) * 2019-03-25 2019-05-31 成都市新筑路桥机械股份有限公司 一种中低速磁浮列车系统
CN209650046U (zh) * 2019-03-25 2019-11-19 成都市新筑路桥机械股份有限公司 一种中低速磁浮列车系统
CN112124084A (zh) * 2020-09-24 2020-12-25 同济大学 用于磁浮列车的悬浮、导向及驱动一体化电磁铁装置

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DE102011056183A1 (de) * 2011-12-08 2013-06-13 Max Bögl Bauunternehmung GmbH & Co. KG Antriebsvorrichtung einer Magnetschwebebahn
WO2013083757A2 (fr) 2011-12-08 2013-06-13 Max Bögl Bauunternehmung GmbH & Co. KG Système d'entraînement de train à sustentation magnétique
EP3107195A1 (fr) * 2015-06-16 2016-12-21 InDriveTec AG Système d'entraînement de moteur linéaire
CN109823191A (zh) * 2019-03-25 2019-05-31 成都市新筑路桥机械股份有限公司 一种中低速磁浮列车系统
CN209650046U (zh) * 2019-03-25 2019-11-19 成都市新筑路桥机械股份有限公司 一种中低速磁浮列车系统
CN112124084A (zh) * 2020-09-24 2020-12-25 同济大学 用于磁浮列车的悬浮、导向及驱动一体化电磁铁装置

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