EP1520332A1 - Dispositif de transmission d'energie electrique par induction - Google Patents

Dispositif de transmission d'energie electrique par induction

Info

Publication number
EP1520332A1
EP1520332A1 EP03756984A EP03756984A EP1520332A1 EP 1520332 A1 EP1520332 A1 EP 1520332A1 EP 03756984 A EP03756984 A EP 03756984A EP 03756984 A EP03756984 A EP 03756984A EP 1520332 A1 EP1520332 A1 EP 1520332A1
Authority
EP
European Patent Office
Prior art keywords
conductor loop
conductor
rail
switch
consumer
Prior art date
Legal status (The legal status 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 status listed.)
Withdrawn
Application number
EP03756984A
Other languages
German (de)
English (en)
Inventor
Andrew Green
Keith Thompson
Mathias Wechlin
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Wampfler AG
Original Assignee
Wampfler AG
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 Wampfler AG filed Critical Wampfler AG
Publication of EP1520332A1 publication Critical patent/EP1520332A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
    • B60M1/00—Power supply lines for contact with collector on vehicle
    • B60M1/30—Power rails
    • B60M1/32—Crossings; Points
    • 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
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01F—MAGNETS; INDUCTANCES; TRANSFORMERS; SELECTION OF MATERIALS FOR THEIR MAGNETIC PROPERTIES
    • H01F38/00—Adaptations of transformers or inductances for specific applications or functions
    • H01F38/14—Inductive couplings
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
    • H02J50/10—Circuit arrangements or systems for wireless supply or distribution of electric power using inductive coupling
    • H02J50/12—Circuit arrangements or systems for wireless supply or distribution of electric power using inductive coupling of the resonant type
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
    • H02J50/80—Circuit arrangements or systems for wireless supply or distribution of electric power involving the exchange of data, concerning supply or distribution of electric power, between transmitting devices and receiving devices
    • 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 device for inductive transmission of electrical energy according to the preamble of claim 1.
  • Such a device is used to transmit electrical energy to at least one mobile consumer without mechanical or electrical contact. It comprises a primary and a secondary part, which are electromagnetically coupled similar to the principle of the transformer.
  • the primary part consists of supply electronics and a conductor loop laid along a route.
  • One or more customers and the associated customer electronics form the secondary side.
  • the transformer in which the primary and secondary parts are coupled as closely as possible, it is a loosely coupled system. This is made possible by a relatively high operating frequency in the kilohertz range. This way, even large air gaps of up to a few centimeters can be bridged.
  • the operating frequency is defined on the secondary side as the resonance frequency of a parallel resonant circuit which is formed by the parallel connection of a capacitor to the pickup coil.
  • movable primary conductor sections In order to achieve an uninterrupted inductive power supply on switches, movable primary conductor sections must be provided there, which can also carry out the movement of the switch. These are usually connected to the primary conductors permanently installed along the adjacent sections of the route by flexible trailing cables.
  • An example of such a switch construction is shown in DE 100 14 954 AI.
  • the object of the invention is to provide a simple and inexpensive way of realizing a variable route in a device for inductive transmission of electrical energy.
  • the invention uses the principle of inductive coupling, which was originally only intended for energy transmission to a mobile consumer, and also for energy transmission between different primary conductors.
  • the sections of two primary conductors intended for coupling are expediently wound around ferromagnetic cores in order to concentrate the magnetic field and to achieve the highest possible coupling factor, i.e. two primary conductors are connected by a transformer, the windings of which are formed by the two primary conductors themselves, this transformer being wound on a two-part ferromagnetic core.
  • the secondary primary conductor ie the one in which energy is fed in from the other on average over time, has a larger number of turns, that is to say the voltage is increased during the transmission and the current is simultaneously transformed down.
  • a lower current requires a correspondingly smaller conductor cross-section, so that there is no stranded wire in the secondary cable can.
  • the secondary primary conductor only needs to be routed in a corresponding number of loops, these loops being able to be implemented by a multi-core cable with suitable interconnection of the wires.
  • Another particular advantage of the step-down transformation of the current is the possibility of switching off the secondary primary conductor directly behind the coupling transformer using a short-circuit switch, which only has to have a comparatively low load capacity, which can be of great benefit in connection with safety requirements.
  • the invention is also particularly well suited for the realization of switches in rail-guided railways, such as electric monorails.
  • different secondary cores are approximated to the primary core arranged at the end of the arriving rail, and the correct, i.e. section of the switch to be driven at the current switch position is supplied with electrical energy.
  • FIG. 4 shows a schematic illustration of the use of a device according to the invention for supplying a switch to a monorail
  • 5 is a top view of an enlarged section of a switch of a monorail with a schematic representation of the electrical energy transmission
  • FIG. 6 is a cross-sectional view taken along line A-B in FIG. 5;
  • FIG. 7 is a perspective view of a switch of an electric monorail system supplied with energy using the invention.
  • Fig. 8 shows the switch from Fig. 7 without its mechanical support components.
  • Fig. 1 the inventive inductive coupling of two galvanically isolated conductor loops 1 and 2 is shown schematically, only a small part of the conductor loop 1 in Fig. 1 is visible and the conductor loop 2 is drawn very shortened in relation to its width.
  • Both conductor loops 1 and 2 each form the primary side of a system for the inductive transmission of electrical energy to a movable consumer, which takes the energy from the magnetic field emanating from the current in the respective conductor loop 1 or 2 by means of a pickup.
  • the conductor loop 1 is connected to a feed electronics, not shown, which feeds a current into the conductor loop 1, while the current in the conductor loop 2 is only induced by the current in the conductor loop 1, for which purpose the two conductor loops 1 and 2 by a transformer 3 are coupled together.
  • the conductor loop 1 is on the primary side and the conductor loop 2 is on the secondary side, which is why the conductor loop 1 is referred to below as primary and the conductor loop 2 as secondary.
  • the peculiarity of the transformer 3 is that it is not a self-contained structural unit, but its primary winding 4 and its secondary winding 5 are separate units which can be reversibly approached and removed from one another again.
  • the transformer 3 can also be regarded as a type of plug connection, which, however, only causes an inductive coupling of the two conductor loops 1 and 2 instead of a galvanic connection thereof.
  • the primary winding 4 of the transformer 3 has a smaller number of turns than the secondary winding 5. As an example, a ratio of turns of 1: 4 is shown in FIG.
  • the primary winding 4 comprising only a single turn and the secondary winding consists of four turns.
  • this has the consequence that the voltage on the secondary side is greater by a factor of four, and the current is smaller by a factor of four.
  • This would result in a laying of the secondary-side conductor 6 in a simple loop analogous to the loop-shaped laying of the primary-side conductor la on the secondary side by a factor of four lower magnetic field strength and thus a considerable reduction in the electrical power inductively transmitted to a consumer.
  • the secondary-side conductor 6 is laid in a multiple loop 2, the multiplicity of which corresponds to the transformation ratio of the transformer 3.
  • a fourfold secondary loop 2 is therefore provided. Quadrupling the number of revolutions in loop 2 results in approximately the same magnetic field as a current that would be four times larger.
  • wire 8a at end 7a is connected to wire 8b at end 7b
  • wire 8c at end 7a is connected to wire 8d at end 7b
  • wire 8c at end 7a is connected to wire 8d at end 7b.
  • the wire 8a is led out of the cable 7 and connected to the conductor 6 of the secondary winding 5.
  • a possible variant is the use of a cable 7 with a number of cores that is a multiple of the number of loops required due to the transformation ratio.
  • a cable with sixteen cores can be used to implement a quadruple loop, which are combined into four bundles with four cores connected in parallel to each other, whereupon these four bundles are in turn interconnected like the four cores 8 a to 8dinFig. 1.
  • tuning capacitors are connected in a known manner, which form a series resonant circuit with the inductances of the secondary winding 5 and the conductor loop 2. These tuning capacitors are indicated in FIG. 1 by a capacitor 9 between the conductor 6 forming the secondary winding 5 and the wire 8d at the end 7a of the cable 7.
  • the values of the tuning capacitors are chosen so that on the one hand said resonant circuit is in resonance at the operating frequency of the system, and on the other hand that the primary conductor loop 1 is tuned to resonance at the operating frequency, which is produced in the same way by series capacitors, by the presence or absence the secondary conductor loop 2 is influenced as little as possible.
  • the advantages of reducing the secondary current through the transformer 3 include, in addition to eliminating the need for the strand form in the cable 7 of the secondary conductor loop 2, and also making it easier to switch off the secondary conductor loop 2.
  • a switch 10 is provided which short-circuits the secondary winding 5 directly on the transformer 3 and so that the cable 7 largely de-energized.
  • This switch 10 only has to cope with a short-circuit current which is significantly reduced in accordance with the transformation ratio of the transformer 3 and can accordingly be implemented with relatively little effort. By switching off the current, a consumer can no longer draw any electrical power in the section of its movement path supplied by the secondary conductor loop 2.
  • a possible embodiment of the transformer 3 is shown in FIGS. 2 and 3.
  • the transformer 3 is formed in each case by two E-shaped ferromagnetic cores 11 and 12, the legs of which, in the coupled state, face one another and are aligned with one another, the distance between the two cores 11 and 12 being very small or even being directly in mechanical contact with one another are.
  • the illustration of the cores 11 and 12 in FIGS. 2 and 3 is therefore not to scale in terms of their spacing.
  • the windings 4 and 5 are each on the middle leg. A single turn is provided on the primary side, while four turns are wound on the secondary side.
  • both this transmission ratio and the E-shape of the cores 11 and 12 are purely exemplary. Other transmission ratios are basically considered in the context of the present invention as well as other known core forms, e.g. B. U core or shell core.
  • the other components shown are identified in FIGS. 2 and 3 with the same reference numerals as in FIG. 1 and require no further explanation.
  • the variant according to FIG. 2 represents the extension of a first conductor loop 1 by a second conductor loop 2. Accordingly, the primary part of the transformer 3 consisting of the core 11 and the winding 4 is at the end of the conductor loop 1, i.e. arranged at the reversal point of the conductor la forming the conductor loop 1.
  • This variant is suitable, for example, for subsequently extending a route along which a vehicle to be supplied with electrical energy is to move.
  • the end of the conductor loop 1 becomes once around the middle leg of the E core 11 and the second, lengthening conductor loop 2 is inductively coupled to the conductor loop 1 by means of the winding 5 consisting of four turns on the middle leg of the E-core 12.
  • the primary winding 4 of the transformer 3 consists of only a single turn, since in this case the length of the primary conductor loop 1 is only slightly shortened.
  • the variant according to FIG. 3 represents the realization of a lateral branch from a first conductor loop 1 through a second conductor loop 2. Accordingly, here is the one from the The core 11 and the winding 4 of the primary part of the transformer 3 are arranged on a lateral bulge 13 of the conductor 1 a forming the conductor loop 1 and not at the point of reversal thereof.
  • the structure of the transformer 3 and the components of its secondary side match the variant according to FIG. 2.
  • the variant according to FIG. 3 is suitable, for example, for subsequently extending a route along which a vehicle to be supplied with electrical energy inductively by an additional, laterally branching route section.
  • FIGS. 4 to 6 show embodiments of the present invention for realizing a switch in a monorail, for example in the form of an electric monorail.
  • 4 shows the diagram of a switch 14 as it is used for branching lines of this type.
  • the switch 14 connects a rail 15 leading to it optionally with one of two rails 16 and 17 leading away from it, the designation of the rails referring to leading or leading to the intended direction of travel.
  • the switch 14 contains two rail pieces 19 and 20 on a support 18 shown in broken lines in FIG. 4.
  • the support 18 can be displaced transversely to the direction of the straight, aligned rails 15 and 16 between two end positions, as in FIG two arrows is indicated.
  • the curved rail piece 19 connects the outgoing rail 15 with the away rail 17.
  • the straight rail piece 20 connects the leading rail 15 with the outgoing rail 16.
  • the energy supply of the vehicle must also be maintained in the area of the switch 14, for which purpose flexible trailing cables are used in conventional technology.
  • the present invention offers an elegant alternative to this, in that it enables inductive energy transmission through conductor loops running along the rails 15, 16 and 17, the energy also inductive either from the l leading rail 15 or to transfer from both leading rails 16 and 17 to the movable rail sections 19 and 20.
  • FIG. 4 shows the first-mentioned variant, for which a primary winding 21 at the end of the rail 15 and a secondary winding 22 or 23 at the ends of the rail sections 19 and 20 are required.
  • the windings 21, 22 and 23 are arranged on the rail ends in such a way that the orientation shown in FIG. 2 to a transformer 3 results in each of the two end positions of the switch 14, the windings 21 to 23 preferably corresponding to FIG. 2 ferromagnetic cores are arranged.
  • the primary winding 21 forms a transformer with the secondary winding 22, in the other end position with the secondary winding 23, so that, depending on the position of the switch 14, the correct one of the rail pieces 19 or 20 from the male guide 15 is always formed automatically is supplied inductively with energy.
  • a short secondary conductor loop of the type described above in detail with reference to FIG. 1, extends in each case along the rail sections 19 and 20. For the sake of clarity, these conductor loops are not shown in FIG. 4.
  • a separate power supply can be provided for the conductor loops running along these rails 16 and 17, or the conductor loop running along the leading rail 15 can be guided around the switch 14 to one of the rails 16 or 17 and laid further along this, to save one of the separate feeds.
  • FIG. 5 shows an enlarged section of a switch of a monorail with inductive energy transmission to the vehicle in a top view, namely the transition from the rail 115 leading to the switch to a movable rail section 119 and the safety area 124 at the end of the rail 115
  • the length of the security area 124 in relation to the width of the rail 115 is not shown to scale.
  • the rail 115 has an I-shaped profile, as is known from railroad rails. In the case of an electric monorail conveyor, the rollers, which transfer the weight of the vehicle to the notes 115, run on the upper surface of the profile.
  • a conductor loop 101 is arranged on one side of the rail 115 on an inner side surface 125.
  • the inductive pickup 126 of the vehicle which draws electrical energy from the conductor loop 101 to supply the vehicle, is logically located on the same side of the rail 115 as the conductor loop 101 and at a short distance from it.
  • the conductor loop 101 changes, for example, through two transverse bores to the other side of the rail 115 and runs from there along the other imidating side surface 128 of the rail 115.
  • the inner side surfaces 125 and 128 are 5 shown in dashed lines. Due to the greater distance from the customer 126 and the shielding effect of the usually made of metal, for. B. aluminum, existing rail 115, the magnetic coupling between the conductor loop 101 and the consumer 126 is no longer sufficient for the inductive transmission of a significant electrical power.
  • the conductor loop 101 forms a primary winding 121, which in the assumed end position of the switch on the side of the movable rail piece 119 is opposite a secondary winding 122.
  • both windings 121 and 122 are preferably wound on ferromagnetic cores.
  • the exact arrangement of the windings 121 and 122 is a question of adaptation to the space available for this. In particular, the space between the two horizontal legs of the I-shaped rail profile, as indicated in the cross-sectional view of FIG. 6, or the underside of the rail comes into question.
  • this conductor loop 102 is a quadruple loop. It is connected by a conductor 106 to the secondary winding 122, the latter not being arranged on the side of the rail piece 119 on which the conductor loop 102 runs, but on the other side.
  • a further conductor loop 132 is connected to the secondary winding 131 and, like the conductor loop 101, extends from the end of the rail 115 along the inner side surface 125 of the rail 115.
  • This conductor loop 132 the turning point of which lies near the start of the safety zone 124 at point 127, is, like the conductor loop 102 running along the inner side surface 129 of the rail piece 119, a quadruple loop, as can be clearly seen in the cross-sectional illustration of FIG. 5.
  • the conductor loop 132 is only supplied with current when the switch is in the end position shown, in which the end of the rail 115 with the primary winding 121 and the secondary winding 131 End of the movable rail piece 119 with the secondary winding 122 and the primary winding 130 is aligned. If the second movable rail piece, which necessarily belongs to the turnout and is not shown in FIG. 5, is equipped at its end with a corresponding combination of primary and secondary windings, this also applies equally to the second end position of the turnout. In contrast, during the movement of the switch between the two end positions, the conductor loop 132 in the safety zone 124 is automatically de-energized by the cancellation of the inductive coupling, without the need for sensors, control electronics and electrical circuit breakers.
  • FIGS. 5 and 6 assumes that the pick-up 126, as shown in FIG. 5, moves at a short distance next to the rail 115 and the rail section 119. From the point of view of minimizing the core volume of the pickup 126, however, it is expedient to use an E-shaped ferromagnetic core for the pickup 126, as shown in FIGS. 2 and 3, and to guide the Abnelimer in such a way that the outer Leg of the core embrace the two conductors of the conductor loop 101 and its middle leg protrudes between the two conductors.
  • windings 130 and 131 could not be located there where they are shown in Figures 5 and 6, since they would at least get in the way of the central leg of the core.
  • a possible solution to this problem would be to arrange the windings 130 and 131 on the other side of the rail 115 or of the rail piece 119 on which the windings 121 and 122 are located. The same applies analogously to the reversal points of the multiple conductor loops 102 and 132.
  • FIGS. 7 and 8 A second, alternative solution for setting up a security area in front of a switch of a monorail based on the present invention is described below with reference to FIGS. 7 and 8.
  • reference numerals are used for components that correspond to the embodiments of FIGS. 1 to 4, which result from those of FIGS. 1 to 4 by adding 200.
  • Fig. 7 shows a perspective view of a switch 214 of a monorail in the form of an electric monorail.
  • the basic structure of this switch 214 corresponds to that shown schematically in FIG. 4.
  • the switch 214 is in FIG. 7 in an end position in which a first movable rail piece 220 connects the mutually aligned ends of two fixed rail pieces 215 and 216 in a straight line.
  • a second movable rail piece 219 which has a curved shape, is fastened to a support frame 218 like the first, the connection being made in each case via angles 240 extending downward from the support frame 218, so that the rail pieces 219 and 220 are below of the support frame 218 are at a certain distance from it.
  • the carrier frame 218 is, in turn, slidably mounted in a fixed frame 241 transversely to the rail pieces 215 and 216.
  • the second movable rail section 219 connects the stationary rail section 215 to another stationary rail section 217. Only short end sections of the stationary rail sections 215, 216 and 217 are shown in FIG. 7. 8, the end portion of the rail piece 217 is omitted entirely.
  • a conductor loop 201 is laid along the first stationary rail section 215 for supplying energy to a vehicle.
  • This conductor loop 201 is guided along the fixed frame 241 to the fixed rail piece 217 and is further laid along this.
  • the conductor loop 201 could also be closed along the stationary frame 241 the other stationary rail piece 216 and be routed along this.
  • a vehicle is supplied with energy along the movable rail sections 219 and 220 via conductor loops 202a and 202b which, depending on the position of the switch, can alternately be inductively coupled to the conductor loop 201.
  • a compensation conductor loop 242 is additionally laid along a safety zone 224 of the rail piece 215 located in front of the switch 214, into which current can also be fed inductively from the conductor loop 201, and the safety-related function of which is explained in more detail below with reference to FIG. 8.
  • the frames 218 and 241 are omitted in order to make the course of the different conductor loops 201, 202a, 202b and 242 and the devices for their inductive coupling more apparent.
  • the conductor loop 201 which runs along the stationary rail piece 215 to the switch 214, initially runs in the vertical direction from the end of the rail piece 215 and then in a horizontal plane which is at the level of the stationary one which is only visible in FIG. 7 Frame 241 lies around the switch 214. After a further vertical section, it reaches the end of the fixed rail section 217 and extends further along the same.
  • One of the conductors of the conductor loop 201 is guided to an upper shell core part 243 and forms a winding 221 therein.
  • the conductor loop 202a which is laid along the first movable rail section 220, likewise extends over a vertical section to the height of the movable frame 218 and is guided there to a first lower shell core part 244, in which it forms a winding 222a.
  • the windings 221 and 222a together with the shell core parts 243 and 244 form a transformer, via which the conductor loop 202a is inductively coupled to the conductor loop 201 and is thus supplied with current, when current flows in the conductor loop 201.
  • the energy supply is also provided along a movable rail section 220 for a vehicle entering the switch 214.
  • the conductor loop 202b which is laid along the second movable rail section 219, in turn likewise extends over a vertical section to the height of the movable frame 218 and is guided there to a second lower shell core part 245, in which it forms a winding 222b.
  • the windings 221 and 222b together with the shell core parts 243 and 245 form a transformer via which the conductor loop 202b is inductively coupled to the conductor loop 201 and in this way with current is supplied when current flows in the conductor loop 201.
  • the energy supply is also provided in this case along the movable rail section 219.
  • a compensation conductor loop 242 which extends within the safety zone 224 along the rail section 215, is provided for decommissioning the energy supply of vehicles within the safety zone 224 located in the direction of travel in front of the switch 214 during the movement of the frame 218 with the movable rail sections 219 and 220.
  • the compensation conductor loop 242 initially runs vertically from the end of the rail section 215 like the conductor loop 201 up to the height of the stationary frame 241 and is then also guided in a horizontal plane to the upper shell core part 243, where it forms a winding 246. This winding 246 is thus always inductively coupled to the winding 221 formed by the conductor loop 201, regardless of the position of the movable part of the switch 214 in the upper shell core part 243.
  • the compensation conductor loop 242 is laid on the rail piece 215 parallel and immediately adjacent to the conductor loop 201, so that with currents of the same amount but in opposite directions in the two conductor loops 201 and 242 along the safety zone 224, the magnetic fields of both conductor loops 201 and 242 almost compensate each other, so that in this case no significant inductive energy transmission is possible to a vehicle-side customer.
  • the winding direction and the number of turns of the windings 221 and 246 in the upper shell core part are designed such that at least outside the end positions of the switch 214, ie if none of the lower shell core parts 244 or 245 is aligned with the upper shell core part 243, from a current in the Conductor loop 201 an approximately equal current is induced in the compensation conductor loop 242. In this way, the energy supply in the safety zone 224 is prevented at least outside the two end positions of the switch 214, so that in this case no vehicle can enter the switch. It should also be noted that the length of the security zone 224 in Figures 7 and 8 is not shown to scale, but rather shortened.
  • the switch 247 can, for example, be mechanically positively coupled to the position of the displaceable frame 218, but this has the disadvantage that a malfunction of the switch when it is closed renders the safety function of the compensation conductor loop 242 ineffective. It can therefore also be operated indirectly via one or more redundant auxiliary circuits in such a way that in the end positions of the switch 214 the auxiliary circuit or circuits are closed via auxiliary switches and then the circuit of the compensation conductor loop 242 is first interrupted via an electrically controllable electromechanical or electronic switch. Corresponding devices for safely performing electrical switching operations are state of the art and have proven themselves in numerous safety-critical applications, so that an extensive range of instruments is available here.
  • the solution according to FIGS. 7 and 8 has the advantage that only three transformer core parts 243, 244 and 245 are required for inductive energy supply of two movable rail sections 219 and 220 and for the implementation of a safety zone , while a total of six transformer core parts are required in the solution according to FIGS. 5 and 6.
  • 5 four windings 121, 122, 130 and 131 are shown, which are expediently to be wound in each case on a core part.
  • the solution according to FIGS. 5 and 6 eliminates the need for an additional switch with a safe switching function, since there is a mechanical positive link between the switch position and the power supply to the safety zone 124.
  • FIGS. 5 to 8 represent expedient further developments of the embodiment according to FIG. 4, but the embodiment according to FIG. 4 is also independent, that is to say it functions without this further development, if a security zone 24 in front of the switch 14 is not required or is conventional Way is realized.
  • the latter means that the conductor loop running along the rail 15 ends at the beginning of the safety zone 24 and a separate conductor loop is laid in the latter, which is arranged at the beginning of the safety zone 24 by means of an arrangement of the type shown in FIG. there its reversal point conductor loop is inductively coupled.
  • the separate conductor loop in the safety zone 24 is switched off, if necessary, via the short-circuit switch 10 explained above with reference to FIG. 2.
  • switchable safety zones are of interest not only in connection with switches.
  • the applicability of the invention for supplying switch areas is not limited to single-track tracks, but also includes tracks with two rails on the one hand and tracks with steerable vehicles that are guided without tracks on the other hand. In the case of the latter, too, it may be sensible or even necessary, for example for safety reasons, to design the power supply in the region of a branching switchable. With the help of the present invention, this can, as explained above, by a switchable short-circuit path parallel to the secondary winding or by a relative movement of the two Parts of a two-part transformer or through a switchable compensation conductor loop.
  • a switchable short-circuit path parallel to the secondary winding or by a relative movement of the two Parts of a two-part transformer or through a switchable compensation conductor loop.
  • a switch shown in the exemplary embodiments namely a Y switch for branching a route in two directions
  • a Y switch for branching a route in two directions
  • the invention can also be applied to switches with more paths, for example X switches, or also to a turnstile in which a movable rail piece is rotated in a different direction together with a vehicle located thereon or below.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Transportation (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Current-Collector Devices For Electrically Propelled Vehicles (AREA)
  • Near-Field Transmission Systems (AREA)

Abstract

La présente invention concerne un dispositif de transmission d'énergie électrique par induction à un consommateur mobile. Ce dispositif comprend au moins une inductance primaire qui s'étend sous forme de boucle conductrice le long d'une voie de déplacement définie du consommateur et de laquelle de l'énergie électrique peut être prélevée par une inductance secondaire située sur le consommateur. L'objectif de la présente invention est d'effectuer un guidage sur voie variable de manière simple et économique. A cette fin, au moins deux boucles conductrices séparées par galvanisation sont respectivement associées à différentes sections de la voie de déplacement et sont placées l'une par rapport à l'autre de façon à pouvoir transmettre de l'énergie électrique définie pour le consommateur d'une première boucle conductrice à au moins une seconde boucle conductrice au moyen d'un couplage inductif des boucles conductrices. Les sections des deux boucles conductrices servant au couplage inductif constituent un transformateur qui présente de préférence un noyau ferromagnétique divisé en deux. Le consommateur mobile est guidé sur rails. La section d'une des boucles conductrices servant au couplage est reliée à une partie mobile d'un aiguillage de rails de façon que le couplage ne soit établi que lorsque l'aiguillage de rails se trouve dans une position finale.
EP03756984A 2002-06-06 2003-02-14 Dispositif de transmission d'energie electrique par induction Withdrawn EP1520332A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10225005 2002-06-06
DE10225005A DE10225005C1 (de) 2002-06-06 2002-06-06 Vorrichtung zur induktiven Übertragung elektrischer Energie
PCT/EP2003/001509 WO2003105306A1 (fr) 2002-06-06 2003-02-14 Dispositif de transmission d'energie electrique par induction

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EP1520332A1 true EP1520332A1 (fr) 2005-04-06

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EP03756984A Withdrawn EP1520332A1 (fr) 2002-06-06 2003-02-14 Dispositif de transmission d'energie electrique par induction

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US (1) US7116540B2 (fr)
EP (1) EP1520332A1 (fr)
JP (1) JP2005536038A (fr)
KR (1) KR20050010031A (fr)
CN (1) CN1659757A (fr)
AU (1) AU2003273636B2 (fr)
BR (1) BR0311818A (fr)
CA (1) CA2490028A1 (fr)
DE (1) DE10225005C1 (fr)
MX (1) MXPA04012176A (fr)
WO (1) WO2003105306A1 (fr)

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MXPA04012176A (es) 2005-02-24
AU2003273636A1 (en) 2003-12-22
WO2003105306A1 (fr) 2003-12-18
BR0311818A (pt) 2005-03-15
US7116540B2 (en) 2006-10-03
CN1659757A (zh) 2005-08-24
JP2005536038A (ja) 2005-11-24
DE10225005C1 (de) 2003-12-04
AU2003273636B2 (en) 2007-09-27
KR20050010031A (ko) 2005-01-26
US20050146830A1 (en) 2005-07-07
CA2490028A1 (fr) 2003-12-18

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