WO2009012743A1

WO2009012743A1 - Vehicle having an eddy current brake for a track-bound transportation system and transportation system which is operated therewith, in particular magnetic levitation railway

Info

Publication number: WO2009012743A1
Application number: PCT/DE2008/001061
Authority: WO
Inventors: Luitpold Miller; Friedrich LÖSER
Original assignee: Thyssenkrupp Transrapid Gmbh
Priority date: 2007-07-24
Filing date: 2008-06-26
Publication date: 2009-01-29
Also published as: DE102007034939A1

Abstract

A vehicle having an eddy current brake (23) for a track-line transportation system is described. According to the invention, the eddy current brake (23) contains a brake magnet (25) which has at least one permanent magnet which develops the braking force and one control winding which is assigned thereto, in such a way that the braking force of the brake magnet is at least partially attenuated in an excited state of the control winding, and is at least partially put into effect in a de-excited state of the control winding.

Description

Vehicle with an eddy current brake for a track-bound traffic system and thus operated Verkehrssvstem, in particular maglev train

The invention relates to a vehicle of the type specified in the preamble of claim 1 and a run with such a vehicle, track-bound transport system, in particular in the form of a magnetic levitation railway.

Vehicles of this type are in particular in the case of a maglev z. B. driven by long stator linear motors and have to drive the vehicles certain three-phase AC windings, which are laid along the track in a long stator. The exciter field of the linear motors is supplied by simultaneously acting as an exciter magnet, arranged in the vehicle supporting magnet forming a first magnet arrangement (eg., DE-A-39 17 058 C2). The linear motors can be used except for the drive for braking the vehicles.

In addition, the vehicles of the type described at the beginning preferably each have a second magnet arrangement on both sides which serves the function "guiding" and has a plurality of magnetic poles arranged one behind the other in the direction of travel and windings associated therewith (eg DE-A-10 2004 056 438). These are operated in such a way that all in each case in a row parallel to the direction of travel or plane magnetic poles have the same polarity or orientation. In addition, these magnetic arrangements are controlled by means of control circuits and associated gap sensors so that designated as leading gaps column between the magnetic poles and mounted on both sides of the guideway, ferromagnetic Seitenfuhrschienen are always maintained at equal values.

Furthermore, the vehicles of the type mentioned in the introduction have an on-board power supply by means of linear generators. Typical characteristics are the speed dependence of the power and the reliability due to the conversion of kinetic energy of the vehicle into electrical energy and the high redundancy due to the number of generators (one generator per supporting magnetic pole). At high speeds, the vehicles therefore have a fail-safe, to supply all Onboard consumers sufficient energy supply. In order to ensure a fail-safe and sufficient energy supply even at lower speeds, buffer batteries are used, which are recharged in the upper speed range and in the station area.

For safe hold in case of failure of the drive system certain magnetic levitation vehicles are additionally equipped with a so-called "safe" brake, which preferably consists of an eddy current brake (DE-A-10 2004 013 994). Such an eddy current brake is formed from a third magnet arrangement, the z. B. between the magnet assemblies for the function "guiding" are arranged. This third magnet arrangement interacts with an electrically conductive reaction rail, preferably with the side guide rail and has a plurality of magnetic poles arranged one behind the other in the direction of travel, which are operated with different polarities, preferably alternately with north and south poles, in contrast to those of the guide magnet arrangement. As a result, eddy currents are generated in the reaction rail in the case of braking, depending on the speed of the magnetic levitation vehicle and the size of the direct current, which is passed through the windings of the brake magnet assembly, the magnetic levitation vehicle more or less decelerate.

Due to the described construction of conventional eddy current brakes, their electromagnetic poles must be activated in a braking situation by switching on relatively high electrical currents (eg 80 A direct current). This has the consequence that in the magnetic levitation vehicles electrical energy storage with considerable storage capacities in the form of batteries must be provided, which are needed only in an emergency. This is uneconomical, associated with a significant increase in the total 'weights and space requirements and undesirable because of the required constant maintenance.

Corresponding eddy current brakes can also be provided in other track-bound traffic systems. For example, in the case of a wheel / rail system, the vehicles could be equipped with eddy current brakes which interact with the usual rails; thus here at the same time as driving and reaction rails serve.

Proceeding from this, the technical problem underlying the invention of the vehicle of the type described and the traffic system operated therewith so that at low speeds, if the energy must be provided wholly or for the most part by batteries, to activate the eddy current brake only a minimum is required at electrical energy.

This problem is solved according to the invention with the characterizing features of claims 1 and 12.

The invention is based on the principle of at least weakening, preferably completely compensating, the magnetic and braking force caused by permanent magnets during normal operation of the vehicle by means of a counter-propagating magnetic field generated by an electromagnetic, current-carrying control winding. As a result, the braking force of the eddy current brake is normally neutralized. However, if a deceleration of the vehicle, in particular an emergency braking required, then the current through the electrical winding is completely or partially turned off, whereby the braking force of the permanent magnets is fully or partially effective. An advantage achieved thereby is that the vehicle can be brought to a standstill in case of failure of the drive system and thus the non-contact service brake alone with the help of permanent magnets. During normal operation, however, usually enough electrical energy to power the control windings available because this energy z. B. can be removed from the vehicle mounted linear generators. As a result, much lower requirements are placed on the on-board batteries, so that the use of low-cost lead-acid batteries in conjunction with a simpler battery management and lower investment and maintenance costs is possible.

Further advantageous features of the invention will become apparent from the dependent claims.

The invention will be explained in more detail below in connection with the accompanying drawings of an embodiment. Show it: 1 shows a schematic partial cross section through a conventional magnetic levitation vehicle.

Figure 2 is a schematic side view of a portion of the formed with a known guide and brake assembly of the magnetic levitation vehicle of FIG. 1.

3 shows schematically the arrangement of an eddy current brake according to the invention on a magnetic levitation vehicle according to FIGS. 1 and 2;

4 is a schematic plan view of the position and design of the eddy current brake according to the invention;

Fig. 5 and 6 show two partially-cut embodiments of an equipped with a permanent magnet and a control winding, brake magnets according to the invention of the eddy current brake; and

Fig. 7 shows schematically a device for adjusting a gap between the eddy current brake and a reaction rail.

Fig. 1 shows schematically a cross section through a magnetic levitation vehicle 1, which is movably mounted in a conventional manner on a guideway, the carrier 2 made of steel and / or concrete and mounted on these Fahrwergplatten 3 contains. The drive of the magnetic levitation vehicle 1 is effected by means of a long-stator motor, which is mounted below the track plates 3, in the longitudinal direction of which successive stator 4 has. The stator 4 have alternately successive, not shown teeth and grooves, are inserted in the windings, which are fed with three-phase variable amplitude and frequency. The actual excitation field of the long stator motor is generated by at least one support magnet 5, which is fastened with at least one lateral frame bracket 6 on the magnetic levitation vehicle 1 and the in Fig. 1 downwardly open grooves of the stator 4 facing magnetic poles. The support magnet 5 not only provides the field exciter, but also fulfills the function of levitation by a predetermined gap 7 of z. B. in the operation of the magnetic levitation vehicle 1. B. 10 mm between the support magnet 5 and the stator 4 receives upright. For tracking of the magnetic levitation vehicle 1, the track plates 3 laterally mounted reaction or side guide rails 8, which are also mounted on the frame brackets 6 guide magnets 9 facing each other, which serve in operation, between itself and the reaction rail 8 a gap 7 corresponding gap 7 a upright to obtain. In this case, the support magnet 5 shown in FIG. 1 and the guide magnet 9 respectively form a magnet arrangement fastened to the frame brackets 6 for the functions "carrying" or "guiding". However, it is clear that the magnetic levitation vehicle 1 side by side and in the direction of travel one behind the other usually a plurality of such magnet assemblies can be attached. Each magnet assembly is preferably connected to a magnetic back box, with which it is attached to the frame brackets 6, which in turn are connected to a rigid, longitudinal and transverse connector having lower or Schwebegestell 16 on which a provided with a passenger compartment car body 17th of the magnetic levitation vehicle 1 (FIG. 1).

For a practical embodiment of the magnetic levitation vehicle 1 according to FIG. 1, the arrangement shown in FIG. 2 results approximately. The direction of travel of the magnetic levitation vehicle 1 is indicated by the coordinate x of an imaginary coordinate system and its front end by the reference numeral 18. Furthermore, some floating landing part sections 19 of the floating frame 16 (FIG. 1) are shown roughly schematically, which are arranged one behind the other in the longitudinal direction of the vehicle 1 and coupled to the car body 17 of the magnetic levitation vehicle 1 via air springs, not shown. The Schwebegestellabschnitte 19 have longitudinally spaced, connected by longitudinal members 20 supporting elements 21 in the form of frame parts on which in a known manner the guide magnets 9 and in addition the magnet arrangements of eddy current brakes 23 are attached. In the exemplary embodiment, an eddy current brake 23 is arranged between each of three front and rear guide magnets 9.

Magnetic levitation vehicles and guide and brake magnet arrangements of the type described are known to the person skilled in the art from the publications DE 10 2004 056 438 A1 and DE 10 2004 013 994 A1, which are hereby made the subject of the present disclosure for the sake of simplicity by reference to them.

Fig. 3 shows schematically the arrangement of two eddy current brakes according to the invention 23, which are arranged on each one of the two sides of the floating frame 16 and the reaction rails 8 face each forming a gap 7c. In normal operation, the eddy current brakes 23 are in an inactive state with respect to the reaction rails 8. If emergency braking is required or an application of the eddy current brakes 23 is desired for other reasons, the eddy current brakes 23 are brought into an active state with respect to the reaction rails 8 in accordance with the invention in the direction of travel x of the magnetic levitation vehicle 1 in a preselected number and sequence alternately magnetic poles of one or the other polarity (north or south poles) the reaction rails 8 face. As a result, eddy currents are generated in the solid, consisting of ferromagnetic material reaction rails 8, which decelerate the magnetic levitation vehicle 1.

4 and 5 show schematically an embodiment of the eddy current brake according to the invention 23. This includes according to FIG. 4, a housing or frame part 24 which is open to the reaction rail 8, extending in the direction of travel x of the vehicle 1, not shown here and fixed with this connected is. In the frame part 24 at least one brake magnet 25 is mounted. Preferably, a plurality of such brake magnets 25 is installed in the frame part 24, wherein the brake magnets 25 are arranged one behind the other in the direction of travel x and the reaction bar 8 facing pole faces having in the direction of travel x alternately opposite polarities.

According to Fig. 5, a brake magnet 25 includes a z. B. soft iron core 26 with two lateral, rod-shaped legs 26a and 26b, the od at one end by a preferably of samarium cobalt. The like. Existing permanent magnet 27 are interconnected. The permanent magnet 27 is aligned so that the free end of the one leg 26 a z. B. from a pole face 26c in the form of a magnetic north pole N and the free end of the other leg 26b of a pole face in the form of a magnetic south pole S, the polarities can of course be reversed. The pole faces 26c are analogous to FIG. 3 of the reaction rail 8 with the formation of the gap 7c opposite and are preferably in a common, parallel to the reaction rail 8 level.

The eddy current brake 23 further comprises means for activating and deactivating the Brake magnets 25 on. These means include, in particular, electromagnetic control windings which are suitable for attenuating or compensating for the magnetic or braking force generated by the permanent magnets 27 in an excited current-carrying state or in the upper speed range in which the linear generators generate sufficient energy Reversal of the direction of flow in the control windings to strengthen the magnetic or braking force, alternatively in the de-energized, ie de-energized state, the magnetic field of the permanent magnets not to weaken and thereby the magnetic or braking force generated by the permanent magnets to be fully effective, so that no remarkable energy requirement arises from the electrical system. For this purpose, z. B. the two legs 26a, 26b of the soft iron core 26, each wound with a winding 28a, 28b, which is so traversed by DC in normal operation of the vehicle 1 that they developed by the permanent magnet 27 in the region of the associated pole faces 26c magnetic and thus weakening or completely compensating for braking forces. As a result, the eddy current brake 23 is essentially ineffective during normal driving. If, however, a rapid deceleration of the vehicle 1 is required, then the control windings 28a, 28b energized at high speeds by reversing the direction of the current flowing through them, whereby an increased effect of the brake magnet is achieved and at lower speeds to minimize the energy consumption Bordenergieb completely or partially de-energized , whereby the magnetic and thus also the braking force of the permanent magnet (brake magnet 25) becomes fully or partially effective.

An advantage of the described brake solenoids 25 is that they become fully effective in an emergency associated with a total loss of electrical energy without requiring any activities, thereby causing a "safe" deceleration of the vehicle 1. Another advantage is that it is possible to supply the control windings 28a, 28b with the aid of conventional control units dosed with power of variable polarity. As a result, the field of permanent magnets 27 amplified as needed, partially weakened or rendered completely ineffective, so that the braking force as needed fully or partially made effective or ineffective and as long as the vehicle electrical system of the vehicle 1 have enough energy, the vehicle 1 targeted more or less quickly braked, for example, at the next following, along the guideway 2 furnished Stop the breakpoint. Incidentally, for excitation or de-excitation of the control windings 28a, 28b z. B. facilities serve, the analog also for controlling or regulating the carrying and guiding magnets 5 and 9 (Fig. 1) are used and z. B. are constructed as 2-quadrant or 4-quadrant power controller.

To reduce the energy consumption by the control windings 28a, 28b, these are preferably made of copper.

The brake magnets 25 can be provided in any manner with permanent magnets and associated control windings. It would be possible z. B., as indicated in Fig. 6, to use an overall U-shaped soft iron core having two provided with control windings 29 a, 29 b legs 30 a, 30 b, the reaction bar 8 facing pole faces of them attached to or eingelassen- them Permanent magnets 31a, 31b are formed. The legs 30a, 30b are preferably combined by a soft iron yoke 32 analogous to FIG. 5 to form a U-shaped construction.

As shown in Fig. 4, it may further be appropriate to hold the brake magnets 25 by means of springs 33 in a relation to the reaction rail 8 slightly retracted position in which the reaction rail 8 facing pole faces 26c form a larger gap 7c, as in the case of braking is desired. This can be advantageous in order to reduce the normal forces exerted by the brake magnets 25 on the reaction rail 8. In the case of braking and de-energized control windings, the brake magnets 25 could then be used against the spring force to contact the reaction rail 8, whereby the normal forces lose their effect to protect the reaction rail 8 and its anchors against excessive mechanical loads. In particular, in this case, it may also be expedient to provide the pole faces of the brake magnets 25 facing the reaction rail 8 with a coating or sliding plate 34 made of a good sliding, low-wear material (FIGS. 4 to 6). Suitable materials for this purpose are, for. As those that are also used for the sliding surface sliding surface / skid of the maglev train (eg DE-A-103 14 068, DE-A-10 2004 028 948). Apart from this the brake magnets 25 are preferably mounted on a flexible band 35, in particular a steel band, which could form the bottom of the frame part 24 in FIG. 4 for the purpose of constraining constraints when cornering and driving through hills or valleys.

A particularly advantageous embodiment of a brake magnet according to the invention is shown in Fig. 7. As a special feature here is a device 36 for actively adjusting the gap 7c between the brake magnet 25 and the reaction rail 8 is provided. This device 36 contains on the one hand the z. B. mechanical (storage) spring 33 corresponding to FIG. 4, the ends of which are connected to the vehicle 1 or rigidly connected to this frame part 24 and an associated brake magnet 25. On the other hand, the device 36 includes an air spring 39 in the form of a pneumatic cylinder / piston assembly whose piston rod z. B. with a brake magnet 25 fixed to the holder 37 and its cylinder z. B. with a fixed to the vehicle 1 or the frame member 34 bracket 38 is fixed and the one in the direction of the reaction rail 8 (y-direction) forward and zurückschiebbaren, connected to the piston rod piston 40 has. During normal operation, the piston 40 is acted upon on its side facing away from the piston rod side so with a pressure P, that the gap 7c between the reaction rail 8 and the brake magnet 25 is a comparatively large resting value of z. B. 40 mm and the mechanical spring 33 is in a prestressed state. If a braking operation to be initiated, then the air spring 39 is vented with the result that the mechanical spring 33 automatically relaxes, the brake magnet 23 moves in the direction of the reaction rail 8 and thereby the gap 7c to a reduced working value of z. B. 8 mm. Also in this case, the arrangement may be such that the venting of the air spring 39 and thus caused by displacement of the brake magnet 25 activation of the eddy current brake 23 takes place automatically at the collapse of the on-board energy, d. H. the braking process is initiated safely. In addition, there is the advantage that due to the comparatively large rest gap 7c, the energy to be expended for inactivating the brake magnets is correspondingly smaller.

The exemplary embodiments described thus have in common that no safety-related requirements for the supply of the vehicle 1 with on-board energy, as a failure of the on-board energy always leads to the "safe" side, ie the maximum braking delay.

The invention is not limited to the described embodiments, which can be modified in many ways. This applies in particular to the number and design of the brake and permanent magnets, which are provided in each case per eddy current brake 23 and per brake magnet 25, and for the number of existing per vehicle 1 eddy current brakes 23. Further, other than the described activating agent, eg , B. simple switches are provided, by means of which the current through the control windings can only be switched on and off. Further, it is possible, the brake magnets 25 by a z. B. in the z direction instead of in the y direction (Fig. 4 and 7) occurring movement in the range of action of the reaction rail 8 to move. In addition, in principle, each eddy current brake 23 only needs to have a respective brake magnet 25. To bring about a high maximum braking force, it would also be possible to provide at least two transversely to the direction of travel, ie in the z-direction superimposed rows of brake magnets. This could be z. Example by the fact that the two of Fig. 5 and 6 apparent pole faces N and S are not arranged one behind the other in the x-direction, but in the z-direction one above the other. Apart from that, the eddy current brakes 23 could be assigned to other reaction rails 8 than those which are also used for the guidance function, wherein these other reaction rails could also have action surfaces lying parallel to xy planes. The eddy current brakes 23 would in this case be mounted in a correspondingly rotated position. Furthermore, it is clear that the device shown in Fig. 7 could be replaced by numerous other convenient means. It should also be pointed out that the invention also encompasses a track-bound traffic system equipped with the described vehicle 1, which consists of a combination of at least one eddy current brake 23 mounted on the vehicle 1 and at least one reaction rail 8 attached to the travel path 2 such that the eddy current brake 23 in an inactive state a comparatively small or no and in an active state exerts a preselected or maximum braking force. In the case of a conventional wheel / rail system, the eddy current brakes z. B. mounted below the vehicles and be brought in the event of braking so in an active state that they act with the now also as reaction rails Colliding rails. Finally, it is understood that the various features may be applied in combinations other than those described and illustrated.

Claims

claims

A vehicle for a track-bound traffic system with an eddy current brake (23), the brake magnet (25) and a means for activating it in one

In that the brake magnet (25) contains at least one permanent magnet (27; 31a, 31b) developing the braking force and the activating means a control winding (28a, 28b; 29a, 29b) associated with the permanent magnet (27; 31a, 31b) has that at least partially weakens the braking force of the brake magnet (25) in an excited state and optionally at least partially amplifies it at high driving speeds, but at least partially makes it effective in a de-energized state.

2. Vehicle according to claim 1, characterized in that the brake magnet (25) a U-shaped, of at least one control winding (29 a, 29 b) wrapped

Soft iron core (30a, 30b, 32) which is provided at its free ends with pole faces forming permanent magnets (31a, 31b).

3. Vehicle according to claim 1, characterized in that the brake magnet (25) contains a soft iron core (26) with two, each of a control winding (28 a, 28 b) wound legs (26 a, 26 b) separated by a permanent magnet (27) and are formed at free ends as pole faces (26c).

4. Vehicle according to one of claims 1 to 3, characterized in that the brake magnet (25) is arranged displaceably in the direction of the reaction rail (y-direction).

5. Vehicle according to one of claims 1 to 4, characterized in that the brake magnet (25) under the action of a de-energized control winding (28 a, 28 b) becoming effective spring (33).

6. Vehicle according to one of claims 1 to 5, characterized in that the Eddy current brake (23) is provided with means (36) for active displacement of the brake magnet (25).

7. Vehicle according to claim 6, characterized in that the device (36) has a storage spring (33) and a controllable, for active adjustment of the brake magnet

(25) contains certain air spring (39).

8. Vehicle according to one of claims 1 to 7, characterized in that the free pole faces (26c) of the brake magnet (25) are provided with a lubricious, low-wear coating or sliding plate (34).

9. Vehicle according to one of claims 1 to 8, characterized in that the control windings (28a, 28b, 29a, 29b) are connected to a control unit for the variable adjustment of the braking force.

10. Vehicle according to one of claims 1 to 9, characterized in that the eddy current brake (23) comprises a plurality of successively arranged in a direction of travel brake magnet (25) provided with lying in a common plane and changing in the direction of polarities having pole faces are.

11. Vehicle according to claim 10, characterized in that the brake magnets (25) are combined to form a magnetic pole unit and are fastened together to a flexible band (35).

12. Lane-bound traffic system, in particular magnetic levitation train, having at least one reaction rail (8) having a track (2) and a parallel to the reaction rail (8) movably arranged, an eddy current brake (23) having vehicle (1), wherein the eddy current brake (23 ) comprises a brake magnet (25) cooperating with the reaction rail (8) and a means for activating it in a braking situation, characterized in that the eddy current brake (23) is designed according to at least one of claims 1 to 11.