EP4649576A1 - Système de transport linéaire - Google Patents

Système de transport linéaire

Info

Publication number
EP4649576A1
EP4649576A1 EP24700719.8A EP24700719A EP4649576A1 EP 4649576 A1 EP4649576 A1 EP 4649576A1 EP 24700719 A EP24700719 A EP 24700719A EP 4649576 A1 EP4649576 A1 EP 4649576A1
Authority
EP
European Patent Office
Prior art keywords
length
rotor
transport system
magnets
motor
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.)
Pending
Application number
EP24700719.8A
Other languages
German (de)
English (en)
Inventor
Jan Achterberg
Manuel BETTENWORTH
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.)
Beckhoff Automation GmbH and Co KG
Original Assignee
Beckhoff Automation GmbH and 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 Beckhoff Automation GmbH and Co KG filed Critical Beckhoff Automation GmbH and Co KG
Priority to EP25196823.6A priority Critical patent/EP4654460A3/fr
Publication of EP4649576A1 publication Critical patent/EP4649576A1/fr
Pending legal-status Critical Current

Links

Classifications

    • 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
    • H02K41/031—Synchronous motors; Motors moving step by step; Reluctance motors of the permanent magnet type
    • 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
    • B65—CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
    • B65G—TRANSPORT OR STORAGE DEVICES, e.g. CONVEYORS FOR LOADING OR TIPPING, SHOP CONVEYOR SYSTEMS OR PNEUMATIC TUBE CONVEYORS
    • B65G43/00—Control devices, e.g. for safety, warning or fault-correcting
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K11/00—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection
    • H02K11/20—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection for measuring, monitoring, testing, protecting or switching
    • H02K11/21—Devices for sensing speed or position, or actuated thereby
    • H02K11/215—Magnetic effect devices, e.g. Hall-effect or magneto-resistive elements
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P25/00—Arrangements or methods for the control of AC motors characterised by the kind of AC motor or by structural details
    • H02P25/02—Arrangements or methods for the control of AC motors characterised by the kind of AC motor or by structural details characterised by the kind of motor
    • H02P25/06—Linear motors
    • H02P25/064—Linear motors of the synchronous type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B65—CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
    • B65G—TRANSPORT OR STORAGE DEVICES, e.g. CONVEYORS FOR LOADING OR TIPPING, SHOP CONVEYOR SYSTEMS OR PNEUMATIC TUBE CONVEYORS
    • B65G2203/00—Indexing code relating to control or detection of the articles or the load carriers during conveying
    • B65G2203/04—Detection means
    • B65G2203/042—Sensors
    • B65G2203/043—Magnetic
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B65—CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
    • B65G—TRANSPORT OR STORAGE DEVICES, e.g. CONVEYORS FOR LOADING OR TIPPING, SHOP CONVEYOR SYSTEMS OR PNEUMATIC TUBE CONVEYORS
    • B65G54/00—Non-mechanical conveyors not otherwise provided for
    • B65G54/02—Non-mechanical conveyors not otherwise provided for electrostatic, electric, or magnetic
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K2201/00—Specific aspects not provided for in the other groups of this subclass relating to the magnetic circuits
    • H02K2201/03—Machines characterised by aspects of the air-gap between rotor and stator
    • 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
    • H02K2213/03—Machines characterised by numerical values, ranges, mathematical expressions or similar information
    • 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 invention relates to a linear transport system.
  • Linear transport systems are known from the prior art.
  • the published patent application DE 10 2012 204 919 A1 describes a linear transport system with a movable unit, a guide rail for guiding the movable unit and a linear motor for driving the movable unit along the guide rail, wherein the linear motor comprises a stator and a rotor, wherein the stator has several motor modules arranged stationary along the guide rail, each of which has several drive coils, wherein the rotor is arranged on the movable unit and comprises several magnets.
  • Such a linear transport system has motor modules along the guide rail, with the entire guide rail being equipped with motor modules arranged on it, each of which is directly adjacent to one another. This requires a large number of motor modules, so that the construction of this linear transport system is costly and resource-intensive. This is particularly the case with long linear transport systems.
  • the invention relates to a linear transport system with a movable unit, a guide rail for guiding the movable unit and a linear motor for driving the movable unit along the guide rail.
  • the linear motor comprises a stator and at least one rotor.
  • the stator has several motor modules arranged stationary along the guide rail, each of which has several drive coils.
  • the rotor is arranged on the movable unit and comprises several magnets.
  • a gap is formed between at least two of the motor modules.
  • the motor modules have a motor module length that corresponds to a distance between two drive coil centers multiplied by a number of drive coils per motor module. Small deviations can also occur here, so that, for example, installation tolerances can be compensated.
  • the rotor has a rotor length that corresponds to a distance between two magnet centers multiplied by a number of magnets of the rotor. Small deviations can also occur here, for example due to additional radii. In particular, the distances can be related to one another and, with the exception of minor deviations that are possible due to installation, the The gap has a gap length.
  • the rotor length corresponds to n times the sum of the motor module length and the gap length.
  • the rotor length can be referred to as LL, the motor module length as LM and the gap length as Ls. Then the rotor length LL can be calculated using the formula
  • n n (LM + Ls).
  • the factor n in this case is a natural number.
  • the term n-fold therefore also includes in particular that the rotor length corresponds to the sum of the motor module length and the gap length.
  • the term n-fold is used synonymously with the term multiple.
  • the rotor and thus also the moving unit can be driven, for example, by energizing the drive coils and a drive magnetic field generated thereby interacting with the magnets of the rotor.
  • the linear transport system comprises several movable units, each of which has such a runner as part of the linear motor.
  • the movable units and/or the runners can be constructed identically.
  • the distance between two drive coil centers can be referred to as the drive coil length.
  • the gap length can correspond to at least twice the drive coil length, in particular at least three times the drive coil length.
  • the motor module length can then be a multiple of the drive coil length. In particular, the motor module length can be a multiple of three times the drive coil length.
  • the magnets of the rotor can have a magnet length, wherein the magnet length corresponds to a distance between two centers of the magnets.
  • the motor module length can be a multiple of four times the magnet length. In particular, four times the magnet length can correspond to three times the drive coil length. It can also be provided that the distance between two drive coil centers is not equal to the distance between two magnet centers.
  • the number of magnets of the rotor is a multiple of four.
  • the number of drive coils per motor module is a multiple of three.
  • the number of magnets of the rotor is a multiple of five and the number of drive coils per motor module is a multiple of three.
  • the number of magnets of the rotor is a multiple of seven and the number of drive coils per motor module is a multiple of six.
  • the gap length is at least equal to the motor module length. In this case, at least every second motor module can be saved, compared to a conventional linear transport system. This results in cost and resource savings.
  • the gap length is a multiple of the motor module length.
  • the gap length can correspond to the motor module length, twice the motor module length, or three times the motor module length. In these cases, only half, one third, or one quarter of the motor modules are required, respectively, compared to a conventional linear transport system.
  • the gap in a first region, is a first gap and the gap length is a first gap length.
  • a second gap is formed in a second region between two of the motor modules.
  • the second gap has a second gap length.
  • the first gap length and the second gap length are different. This makes it possible, for example, for different drive magnetic fields to be generated in the first region and in the second region, which can differ in particular with regard to a magnetic field strength. This makes it possible to provide a linear transport system in which, for example, an increased drive magnetic field can be provided in the second region compared to the first region.
  • the first region can then, for example, be suitable for transport and the drive magnetic field in the first region can be sufficient for transport, while in the second region processing an object arranged on the movable unit requires an increased drive magnetic field.
  • motor modules can still be saved and an increased drive magnetic field can still be provided in sub-regions of the linear transport system.
  • the first gap length corresponds to n times the motor module length.
  • the second gap length corresponds to n times the motor module length reduced by one.
  • the first gap length can correspond to three times the motor module length and the second gap length can correspond to twice the motor module length.
  • the first gap length corresponds to n times the motor module length.
  • the second gap length corresponds to n times the motor module length reduced by two. This results in savings in the number of motor modules while simultaneously increasing the drive magnetic fields in the second area.
  • the first gap length corresponds to three times the length of the motor module.
  • the second gap length corresponds to the length of the motor module. This means in particular that the first gap length provided in the first area can initially also be provided in the second area when setting up the linear transport system and then another motor module is placed in the middle of the first gap in the second area so that the second gap length is formed. This makes it possible to set up the linear transport system in a simple way.
  • the magnets of the rotor are arranged in two magnetic elements.
  • the magnetic elements each have several magnets.
  • the rotor length is a sum of the magnetic element lengths of the magnetic elements.
  • the magnetic elements are arranged at a distance from one another. In particular, an intermediate area without magnets of the rotor is formed between the magnetic elements.
  • a distance between the magnetic elements corresponds to the magnet length.
  • the magnetic element lengths can, for example, correspond to half the magnet length. It can therefore be provided that the magnets are divided into two magnetic elements. If necessary, this arrangement can achieve improved position determination for the rotor or the movable unit.
  • the drive coils of the motor modules are energized in such a way that a force acts on at least one magnet of one of the magnetic elements of the rotor. This allows continuous drive of the rotor to be achieved.
  • several drive coils of different motor modules can be energized simultaneously to generate a force on the magnetic elements of the rotor. This enables a more flexible drive of the rotor.
  • the motor modules are arranged in motor module elements.
  • the motor module elements also have a magnetic sensor element. Using the magnetic sensor element, a magnetic field of the rotor can be measured and a rotor position can be determined from this.
  • the position of the movable unit is also known from the determined rotor position and it can be provided to energize the drive coils based on the position of the rotor or the rotor position in order to provide a driving force.
  • the magnetic sensor element has a magnetic sensor element length.
  • the magnetic sensor element length is greater than the motor module length.
  • Magnetic sensors are often cheaper to manufacture than drive coils.
  • a gap is provided in the linear transport system according to the invention in which no motor modules are arranged. However, it can be provided to arrange additional magnetic sensors there, so that the magnetic sensor element length is greater than the motor module length. It can be provided that a sensor gap is also formed between the magnetic sensors, but this is smaller than the gap between the motor modules. With this arrangement, it can be achieved that every possible rotor position can be clearly determined.
  • a magnetic field of the magnets of the rotor can be measured using the magnetic sensor element.
  • a magnetic field of position magnets of the movable unit can be measured using the magnetic sensor element.
  • the rotor position can therefore be determined using the magnets used to drive the rotor and/or using additionally attached position magnets.
  • the position magnets can in particular have a lower magnetic field strength than the magnets.
  • the magnets of the rotor have different dimensions in a direction perpendicular to the guide rail. Based on the different dimensions of the magnets, conclusions can be drawn about the rotor position. This enables simple position determination, the accuracy of which is increased by the different dimensions perpendicular to the guide rail.
  • the magnets have a different relative position to the magnetic sensor element due to the different extension perpendicular to the guide rail, for example a different overlap with the magnetic sensor element. This increases the accuracy of the position determination.
  • the position magnets of the movable unit have different magnetic field strengths. This design can also increase the accuracy of position determination because the magnetic fields of the position magnets differ.
  • the position magnets have a different magnetic field strength at a front end and at a rear end of the movable unit, as seen in relation to a direction of movement, than between the front end and the rear end of the movable unit. This makes it possible to detect the front end or the rear end of the movable unit using the magnetic sensor element. The front end or the rear end therefore relate to a direction of movement of the movable unit.
  • the linear transport system has a control unit.
  • the control unit is configured to output control commands to the motor modules.
  • the motor modules are configured to energize the drive coils based on the control commands.
  • control unit is configured to output the control commands in such a way that a movable unit executes a predetermined movement along the guide rail.
  • the control unit is further configured to detect installation-related deviations in gap lengths based on the predetermined movement and to take them into account for the output of further control commands.
  • control unit can be set up to detect a ratio of sensor signals from different magnetic sensors in different motor modules and thus to detect and take into account the installation-related deviations. This can be done by the sensor signals having different ratios to one another in the case of installation-related deviations in gap lengths.
  • Fig. 1 is a side view of a linear transport system
  • Fig. 2 is another side view of the linear transport system of Fig. 1;
  • Fig. 3 is a cross-section through the linear transport system of Fig. 1;
  • Fig. 4 is a schematic representation of a plan view of a stator and a rotor of the linear transport system of Figs. 1 to 3;
  • FIG. 5 schematic representations of the stator and the rotor of the linear transport system of Figs. 1 to 4 for different rotor positions;
  • Fig. 6 is a side view of another linear transport system
  • Fig. 7 is a cross-section through the linear transport system of Fig. 6;
  • Fig. 8 a position magnet element
  • Fig. 9 shows another position magnet element
  • Fig. 10 shows another position magnet element
  • Fig. 11 is a schematic representation of a stator and a rotor of another linear transport system
  • Fig. 12 is a side view of another linear transport system
  • Fig. 13 is a schematic representation of a stator and a rotor of another linear transport system
  • Fig. 14 is a schematic representation of a stator and a rotor of another linear transport system
  • Fig. 15 is a schematic representation of a stator and a rotor of another linear transport system
  • Fig. 16 is a schematic representation of a side view of a stator and a rotor of another linear transport system
  • Fig. 17 is another side view of the linear transport system of Fig. 16;
  • Fig. 18 is a schematic representation of a stator and a rotor of another linear transport system.
  • Fig. 19 is a schematic representation of a stator and a rotor of another linear transport system.
  • Fig. 1 shows a side view of a linear transport system 1.
  • the linear transport system 1 has a movable unit 10, a guide rail 2 for guiding the movable unit 10 and a linear motor 30 for driving the movable unit 10 along the guide rail 2.
  • the linear motor 30 comprises a stator 31 and a rotor 32.
  • the stator 31 has several motor modules 33 arranged stationary along the guide rail 2, each of which has several drive coils 34.
  • the stator 31 therefore consists of several motor modules 33. Three motor modules 33 are shown as an example.
  • the rotor 32 is arranged on the movable unit 10 and comprises several magnets 35.
  • the rotor 32 is therefore part of the movable unit 10, which can have other components not belonging to the rotor 32, such as rollers for rolling along the guide rail 2.
  • One of the motor modules 33 is covered by the rotor 32 or the movable unit 10.
  • a gap 36 is formed between each of the three motor modules 33 shown. Accordingly, the motor modules 33 are arranged at a distance from one another.
  • the motor modules 33 are arranged in a motor module element 37 in Fig. 1.
  • the motor module elements 37 can comprise further components such as position sensors and/or a common housing and/or control electronics for controlling the drive coils 34 of the motor modules 33.
  • the motor modules 33 each have a motor module length LM.
  • the rotor 32 has a rotor length LL.
  • the gap 36 has a gap length Ls.
  • the rotor length LL corresponds to an n-fold of the sum of the motor module length LM and the gap length Ls.
  • the rotor length LL can be calculated using the formula
  • n a natural number.
  • the term n-fold therefore also includes in particular that the rotor length corresponds to the sum of the motor module length and the gap length.
  • the rotor 32 and thus also the movable unit 10 can be driven, for example, by energizing the drive coils 34 (not shown in Fig. 1) and a drive magnetic field generated thereby interacting with the magnets 35 of the rotor 32.
  • Stator teeth 38 of the motor modules 33 are optionally shown in Fig. 1. Every second stator tooth 38 is wound by a drive coil 34 and thus serves as a coil core for the respective drive coil 34.
  • the stator teeth 38 can be made of a ferromagnetic material. Energizing the drive coils 34 can lead to an amplification of the drive magnetic field through the stator teeth 38.
  • the linear transport system 1 comprises several movable units 10, each of which has such a runner 32 as part of the linear motor 30, although only one movable unit 10 is shown in Fig. 1.
  • the movable units 10 and/or the runners 32 can be constructed identically.
  • the motor module elements 37 are able to detect positions of the rotor 32, for example via sensors in various designs. It is also possible to provide external position sensors. The relationships explained here are possibly independent of how a rotor position is determined.
  • the gap length Ls corresponds to the motor module length LM. It can be provided that the gap length Ls corresponds at least to the motor module length LM. In this case, at least every second motor module 33 can be saved, compared to a conventional linear transport system 1. In a conventional linear transport system, additional motor module elements 37 would be arranged instead of the gap 36, thus creating a continuous stator 31. The arrangement of the motor modules 33 as shown in Fig. 1 results in cost and resource savings.
  • the linear transport system 1 comprises a control unit 3, which is connected to one of the motor module elements 37 by means of a data line 4.
  • the motor module elements 37 are also connected to one another by means of a data line 4.
  • communication can be established between the control unit 3 and the motor module elements 37 via a data bus, for example a field bus, wherein the data bus can be provided via the data lines 4.
  • the control unit 3 can be an active participant and provide the data bus, while the motor module elements 37 can be passive participants that are addressed with the data bus. If necessary, it can also be provided that each of the motor module elements 37 is connected directly to the control unit 3.
  • the data lines 4 can also provide a current and/or voltage supply to the motor module elements 37. Alternatively, it is possible to use additional lines (not shown) for the current and/or voltage supply.
  • the control unit 3 can be set up to output control commands to the motor modules 33.
  • the motor modules 33 can be set up to energize the drive coils 34 based on the control commands.
  • the control unit 3 can also be set up to output the control commands in such a way that a movable unit 10 executes a predetermined movement along the guide rail 1, to detect installation-related deviations from gap lengths Ls based on the predetermined movement and to take them into account for the output of further control commands.
  • Fixed (position) sensors such as Hall sensors, can be installed in the motor module units 37. When a magnet or a position magnet is moved over the Hall sensor, a signal curve of this Hall sensor results. Positions of the rotor 32 or the movable unit 10 can be calculated from the signal curves of several such Hall sensors. If one or more signal curves of different motor module units 37 are compared, differences from the theoretical target curve can indicate installation-related deviations from the gap lengths Ls.
  • Fig. 2 also shows the linear transport system 1 of Fig. 1. Unless differences are described below, the description of the transport system 1 applies to Fig.
  • the movable unit 10 or the rotor 32 has been moved along the guide rail by means of energized drive coils 34 of the middle and right of the three illustrated motor modules 33 or stators 31 in such a way that the movable unit 10 now stands partially above the middle motor module 33, above the gap 36 between the middle and right motor modules 33 and partially above the right motor module.
  • Fig. 3 shows a cross section through the linear transport system 1 of Fig. 1 at the cutting plane marked A-A in Fig. 1. This is arranged in the area of one of the gaps 36, so that in Fig. 3 a cross section of the movable unit 10 and the guide rail 2 as well as a side view of the motor module element 37 is visible.
  • the motor module element 37 has a connection 39 for the data line 4.
  • a current and/or voltage supply to the motor module element 37 can also be achieved via the connection 39.
  • the motor module element 37 can have a connection (not shown) for a current and/or voltage supply.
  • the movable unit 10 has a base body 11 which encloses the guide rail 2 in a substantially U-shape.
  • the magnets 35 of the rotor 32 are arranged on the legs 12 of the base body 11, the magnets 35 being arranged at the level of the stator teeth and drive coils of the motor module element 37 (not shown here).
  • the movable unit 10 also has rollers 13 which are supported against running surfaces 5 of the guide rail 2 and hold the movable unit 10 relative to the guide rail 2.
  • the magnets 35 of the rotor 32 are arranged on both sides of the motor module elements 37, so that an interaction with magnetic fields of the drive coils 34 is possible.
  • a direction of a magnetic field 40 of the magnets 35 is parallel or antiparallel to a coil magnetic field 41.
  • the coil magnetic field 41 can be generated by the drive coils 34 (not shown here).
  • the magnets 35 can be permanent magnets. This makes it possible in particular for the rotor 32 to manage completely without moving parts and in particular also without elements that need to be energized, and for the rotor 32 or the moving unit 10 to be driven completely by energizing the drive coils 34.
  • the guide rail 2 can also be arranged differently on the motor module elements 37, resulting in a different configuration of rollers 13, base body 11 and arrangement of the stator 31 relative to the rotor 32.
  • What is relevant for the present invention is not the relative arrangement of guide rail 2, motor module elements 37, rollers 13, base body 11 and arrangement of the stator 31 relative to the rotor 32, but the relationship between rotor length LL, motor module length LM and gap length Ls as described above.
  • Fig. 4 shows a very simplified linear motor diagram 42 of the linear motor 30 of the linear transport system 1 of Figs. 1 to 3 in a view from above.
  • four motor modules 33 are shown as an example, each of which contains three drive coils 34.
  • the drive coils 34 can each have stator teeth 38 (not shown here), which then serve as coil cores. Further stator teeth 38, also not shown here, can also be arranged between the individual drive coils 34. Stator teeth 38 that are not wound and those that are wound with a drive coil 34 can thus alternate in a regular arrangement.
  • the number of drive coils 34 per motor module 33 can be a multiple of three. For example, three, six, nine, twelve, etc. drive coils 34 can be arranged per motor module 33.
  • the drive coils 34 can be arranged such that a drive magnetic field is formed essentially vertically in the illustration in Fig. 4, i.e. that a magnetic field vector of the drive magnetic field has a larger component upwards or downwards in the illustration in Fig. 4 than in other directions.
  • the magnets 35 of the rotor 32 are each arranged on both sides of the motor modules 33.
  • An N or an S indicates which pole of the magnet 35 is facing the motor modules 33.
  • the magnets 35 are arranged along the motor modules 33 such that a magnet 35 with an N pole facing the motor module 33 is opposite a magnet 35 with an S pole facing the motor module 33.
  • the number of magnets 35 of the rotor 32 is a multiple of four.
  • Fig. 4 shows that the rotor 32 has eight magnets 35 on each side, which alternately face the motor module 35 with their N pole and S pole.
  • the number of magnets 35 of the rotor 32 is a multiple of five and the number of drive coils 34 per motor module 33 is a multiple of three.
  • the number of magnets 35 of the rotor 32 is a multiple of seven and the number of drive coils 34 per motor module 33 is a multiple of six.
  • the rotor 32 with the magnets 35 is arranged only on one side of the motor modules 35.
  • the polarity of the magnets 35 can be alternating as shown in Fig. 4, i.e. an N pole and an S pole can alternately face the motor module 33.
  • the drive coils 34 have a distance As between their drive coil centers.
  • the motor module length LM can then correspond to the distance As between two drive coil centers multiplied by a number of drive coils 34 per motor module 33.
  • the motor module length LM corresponds, for example, to three times the distance As between two drive coil centers.
  • the magnets 35 of the rotor 32 can also have a distance AM between two magnet centers.
  • the rotor length LL then corresponds to the distance AM between two magnet centers multiplied by a number of magnets 35 of the rotor 32, i.e. for the embodiment according to Fig. 4, eight times the distance AM between two magnet centers. It can be provided that the distance As between two drive coil centers is not equal to the distance AM between two magnet centers.
  • a linear magnetic field sensor arrangement can be provided in a one-sided drive magnet arrangement in the direction of travel of the movable unit 10 parallel to the drive magnets 35.
  • the magnetic field sensors can be arranged on a circuit board. It may further be provided to provide motor module elements with a higher density of magnetic field sensors in order to achieve improved accuracy of determining the position of the movable unit 10 in certain applications.
  • the distance As between two drive coil centers can also be referred to as the drive coil length LA.
  • the gap length Ls can correspond to at least twice the drive coil length LA, in particular at least three times the drive coil length LA.
  • the motor module length LM can then be a multiple of the drive coil length LA. In particular, the motor module length LM can be a multiple of three times the drive coil length LA.
  • the magnets 35 of the rotor 32 can have a magnet length LB, wherein the magnet length LB corresponds to a distance AM between two centers of the magnets 35.
  • the motor module length LM can be a multiple of four times the magnet length LB. In particular, four times the magnet length LB can correspond to three times the drive coil length LA. Furthermore, the combinations mentioned above can also be provided.
  • gap length Ls corresponds at least to the motor module length LM, as shown in Fig. 1, 2 and 4, at least every second motor module 33 or motor module element 37 can be saved, compared with a conventional linear transport system 1. This results in cost savings and resource savings.
  • Fig. 5 shows a first view 101 of a linear motor diagram 42 of the linear motor 30 of the linear transport system 1 of Figs. 1 to 4 from above.
  • Fig. 5 shows a first view 101 of a linear motor diagram 42 of the linear motor 30 of the linear transport system 1 of Figs. 1 to 4 from above.
  • the structure according to Fig. 5 can also be designed with magnets 35 of the rotor 32 formed on both sides of the stators 31, analogous to the representation in Figs. 1 to 4.
  • the rotor 32 with the magnets 35 is arranged in such a way that it is flush with one of the motor modules 33 on the left side in the first view 101 of the representation.
  • the motor module 33 and the magnets 35 are constructed as described in connection with Fig. 4.
  • FIG. 5 also shows a second view 102 of the linear motor diagram 42 of the linear motor 30 of the linear transport system 1, in which the rotor 32 has been moved to the right by a magnet length LB.
  • four magnets 35 are also located above motor modules 33 and four magnets 35 above the gap 36.
  • three magnets 35 are arranged above one of the motor modules 33 and one magnet 35 above another motor module 33, with the gap 36 being located between these motor modules 33.
  • Fig. 5 also shows a third view 103 and a fourth view 104 of the linear motor diagram 42 of the linear motor 30 of the linear transport system 1, in which the rotor 32 has been moved to the right by a further magnet length LB. In these cases too, four magnets 35 are arranged above motor modules 33 and four magnets 35 are arranged above a gap 36.
  • Fig. 5 also shows a fifth view 105 and a sixth view 106 of the linear motor diagram 42 of the linear motor 30 of the linear transport system 1, in which the rotor 32 has been moved to the right by two further magnet lengths LB. In these cases too, four magnets 35 are arranged above motor modules 33 and four magnets 35 are arranged above a gap 36.
  • the motor modules 33 or the motor module elements 37 have magnetic field sensors with which the magnetic field 40 of the magnets 35 can be used to determine the position of the rotor 32.
  • the positions shown in the fifth view 105 and the sixth view 106 can be problematic in particular because these two positions cannot be distinguished by the magnetic field sensors.
  • Advantageous embodiments with which this problem can be solved are explained below.
  • the control unit 3 can distinguish a position of the rotor 32 in the fifth view 105 and the sixth view 106 in that the information about the current supply to the drive coils 34 shows whether the rotor 32 is in the position of the fifth view 105 or in the position of the sixth view 106.
  • the motor modules 33 or the motor module elements 37 also have a magnetic sensor element and that a magnetic field 40 of the rotor 32 can be measured by means of the magnetic sensor element and a rotor position can be determined from this.
  • the position of the movable unit 10 is also known through the determined rotor position and it can be provided that the drive coils 34 are energized based on the position of the rotor 32 or the rotor position in order to provide a driving force.
  • Fig. 6 shows a side view of another linear transport system 1, which corresponds to the linear transport system 1 of Figs. 1 to 5, unless differences are described below.
  • the movable unit 10 has a position magnet element 43 with position magnets (not shown here) that are arranged below the magnets 35 of the rotor 32.
  • the position magnet element 43 is mounted opposite the motor module elements 37.
  • Magnetic sensor elements 44 are arranged.
  • the magnetic sensor elements 44 can be used to evaluate a magnetic field of the position magnet element 43 in order to determine a rotor position.
  • the movable unit 10 also has a front end 14 and a rear end 15.
  • the magnetic sensor elements 44 can in particular comprise Hall sensors, for example 3D Hall sensors.
  • Fig. 7 shows a cross section through the linear transport system 1 of Fig. 6.
  • the linear transport system 1 according to Fig. 7 is essentially constructed like the transport system 1 according to Fig. 3, so that only the differences will be discussed here.
  • the position magnet element 43 is arranged opposite the magnetic sensor element 44. It can be provided that the magnetic sensor element 44 is arranged in the motor module element 37 in such a way that an influence of the magnets 35 on the magnetic sensor element 44 is minimized, for example by arranging the magnetic sensor element 44 at a distance from the magnets 35. In an embodiment not shown, the magnetic sensor element can also be used to evaluate a magnetic field 40 of the magnets 35 to determine the position of the rotor 32 or the movable unit 10. It can also be provided that the position magnet element 43 is coded.
  • the position magnets of the position magnet element 43 can have different properties over the length of the rotor 32, so that a more precise determination of the position of the rotor 32 is possible.
  • measured magnetic fields or magnetic field vectors in a magnetic sensor element 44 can differ in the axes of the various magnetic fields which the multiple magnetic field sensors that form a magnetic sensor element 44.
  • Fig. 8 shows a view of a position magnet element 43 with position magnets 45.
  • the position magnets 45 are designed alternately as N-pole and S-pole. To make it easier to distinguish, the S-poles are shown hatched in Fig. 8. Determining a position with such a position magnet element 43 essentially corresponds to determining a position using the magnets 35 of the rotor. This can have the advantage that the position magnets 45 do not interact with the drive magnetic field of the drive coils 33 and thus the magnetic field generated by the position magnets 45 is not influenced by the current supply to the drive coils 33. Furthermore, the position magnets 45 have no influence on the driving behavior of the movable unit 10, since interaction with the drive coils 33 or magnets 35 is minimized.
  • Fig. 9 shows a view of another position magnet element 43, in which the middle position magnets 45 have a larger magnetic field compared to the outer position magnets 45.
  • the position magnets 45 of the movable unit 10 therefore have different magnetic field strengths.
  • the S-poles in Fig. 9 are also shown hatched.
  • the middle position magnets 45 have a smaller magnetic field compared to the outer position magnets 45.
  • the position magnets 45 of the movable unit 10 have different magnetic field strengths.
  • position magnets 45 at the front end 14 or at the rear end 15 of the movable unit 10 have a different magnetic field strength than position magnets 45 between the front end 14 and the rear end 15.
  • the different magnetic field strength can be achieved by using a different size, but also by choosing the material of the position magnets 45. This design makes it possible to clearly determine the position of the rotor 32.
  • the position magnet elements 45 of Fig. 8 and 9 are the same length as the rotor 32.
  • Fig. 10 shows a view of another position magnet element 43, in which the position magnets 45 are extended at the front end 14 or at the rear end 15 of the movable unit 10, as seen in relation to a direction of movement.
  • the S poles in Fig. 10 are also shown hatched.
  • the position magnet element 43 can be longer than the rotor 10. In this way, it is also possible to detect the front end 14 or the rear end 15 of the movable unit 10 using the magnetic sensor element 44.
  • a magnetic sensor element length Lc is therefore greater than the motor module length LM.
  • the larger position magnets 45 generate a different magnetic vector field. This can then be distinguished from the geometrically different (shorter) position magnets 45 by measuring with the magnetic field sensors.
  • the number of different position magnets 45 can be arbitrary and the position of the distinguishable position magnets 45 within the position magnet element 43 can also be chosen arbitrarily.
  • the second position magnet 45 can also be different, or the third, etc.
  • Figs. 8 to 10 can be particularly advantageous because a smaller magnetic field is sufficient for the position magnets 45 compared to the magnets 35 of the rotor 32 and thus manufacturing costs can be saved if necessary.
  • Fig. 11 shows a first view 101, a second view 102, a third view 103, a fourth view 104, a fifth view 105 and a sixth view 106 of a linear motor diagram 42 of a linear motor 30 of a linear transport system 1, which corresponds to the linear motor diagram 42 of Fig. 5, unless differences are described below.
  • a magnetic sensor element 44 is arranged behind the motor modules 33, similar to Fig. 6 and 7.
  • the magnetic sensor element 44 projects beyond the respective motor module 33.
  • the motor module element 37 is enlarged in the direction of movement of the rotor 32. This allows a more precise determination of the position of the rotor 32, since in particular in the fifth view 105 and in the sixth view 106, magnetic field sensors of different magnetic sensor elements 44 can detect the magnetic field 40 of the rotor 32 or the magnets 35.
  • Fig. 12 shows a side view of another linear transport system 1, which corresponds to the linear transport system of Figs. 1 to 5, unless differences are described below.
  • the gap length Ls is different than in the embodiment of Figs. 1 to 5 and on the other hand, the magnets 35 are different. Both differences can also be provided individually.
  • the gap length Ls is a multiple of the motor module length LM.
  • the gap length Ls corresponds to twice the motor module length LM.
  • only a third of the motor modules 33 are required compared to a conventional linear transport system 1.
  • the runner 32 has twelve magnets 35, so that the enlarged gap 36 is compensated by a larger number of magnets 35.
  • the magnets 35 or the runner 32 can again be arranged on both sides of the motor module 33, analogous to Fig. 4.
  • Fig. 12 shows that the magnets 35 of the rotor 32 have different dimensions in a direction perpendicular to the guide rail 2. Based on the different dimensions of the magnets 35, conclusions can be drawn about the rotor position. In particular, due to the different dimensions, a magnetic field determined by a magnetic sensor element 44 can be different depending on the rotor position, thus making it possible to determine the position. In particular, it can be provided that the dimensions of the magnets 35 lead to the magnets 35 also being arranged outside of an overlap with the drive coils 34, so that driving characteristics are influenced as little as possible.
  • the magnets 35 have a different relative position to the magnetic sensor element 44 due to the different extent perpendicular to the guide rail 2. This can be achieved, for example, by providing a different overlap with the magnetic sensor element 44. This enables particularly precise position determination.
  • individual magnetic sensors in particular Hall sensors or 3D Hall sensors, can also be arranged. With a suitable magnetic field sensor, for example a 3D Hall sensor, a difference in the magnetic field between the various implemented magnets 35. It is thus also possible to determine and identify the absolute position of a rotor 32 unambiguously (analogous to the fifth view 105 or the sixth view 106 of Fig. 5). In Fig. 12 only magnets 35 with three different lengths are shown; of course there can also be more than three or only two different geometric designs.
  • Fig. 13 shows a first view 101, a second view 102 and a third view 103 of a linear motor diagram 42 of a linear motor 30 of a further linear transport system 1, which corresponds to the linear motor diagram 42 of Fig. 5, unless differences are described below.
  • the gap length Ls corresponds to three times the motor module length LM.
  • a quarter of the motor modules 33 are required compared to a conventional linear transport system.
  • the rotor 32 has sixteen magnets 35, so that the enlarged gap 36 is also compensated by a larger number of magnets 35. This makes it possible to provide a particularly cost-effective and resource-saving linear transport system 1.
  • the magnetic sensor elements 44 are also longer than the motor modules 33. This can be provided in a similar way to the linear motor diagram 42 of Fig. 11. Furthermore, both in the embodiment of Fig. 11 and in the embodiment of Fig. 13, it can be provided that magnetic sensors or magnetic sensor elements 44 are also provided within the gap 36 in order to achieve a more precise position determination. In particular, the entire gap 36 can also be equipped with magnetic sensors or magnetic sensor elements 44. In particular, the magnetic sensor elements 44 can protrude beyond the motor modules 33 on both sides by twice the distance AM between two magnet centers.
  • Fig. 14 shows a first view 101, a second view 102 and a third view 103 of a linear motor diagram 42 of a linear motor 30 of a further linear transport system 1, which corresponds to the linear motor diagram 42 of Fig. 13, unless differences are described below.
  • the individual drive coils 34 in the stators 31 of the motor modules 33 are not shown here.
  • the magnets 35 of the rotor 32 are arranged in two magnetic elements 46. In each of the magnetic elements 46, several magnets 35 are arranged, in the embodiment of Fig. 14, eight magnets 35 each. However, a different number of magnets 35 per magnetic element 46 can also be provided.
  • the runner length LL is a sum of magnet element lengths LLI, LL2 of the magnet elements 46.
  • One of the magnet elements 46 has a first magnet element length LLI, the other magnet element 46 a second magnet element length LL2.
  • the magnet element lengths LLI, LL2 can be identical or different.
  • the magnet elements 46 are arranged at a distance from one another.
  • a magnet element distance LMA can in particular correspond to the runner length LL.
  • This results in the movable Element 10 in the embodiment according to Fig. 14 has a total length of the sum of the first magnet element length LLI, magnet element spacing l_MA and second magnet element length LL2.
  • the arrangement of the magnets 35 in two magnet elements 46 enables a more flexible arrangement of the linear transport system 1.
  • the gap length Ls can again correspond to three times the motor module length LM.
  • the rotor length LL can be the sum of the gap length Ls and the motor module length LM, with the magnet element lengths LLI, LL2 each corresponding to half the rotor length LL.
  • the magnetic sensor elements 44 it is also possible to design the magnetic sensor elements 44 to be longer than the motor modules 33 in order to improve position measurement, as explained, for example, in connection with Fig. 13. Alternatively or additionally, it can be provided to also provide position magnets 45 in the area between magnetic elements 46 in order to improve the accuracy of the position determination.
  • an increased driving force is to be made available in certain areas of the linear transport system 1. This can be achieved in particular by increasing the number of drive coils 34 in these areas.
  • Fig. 15 shows a linear motor diagram 42 of a linear motor 30 of a further linear transport system 1, which corresponds to the linear motor diagram 42 of Fig. 14, unless differences are described below.
  • a further motor module 33 is arranged between each of the motor modules 33 shown in Fig. 14.
  • the linear transport system 1 has a first area with the linear motor diagram 42 of Fig. 14 and a second area with the linear motor diagram 42 of Fig. 15.
  • a change between the first area and the second area can take place at a point on the linear transport system 1 where a jerk or a detent has a minor influence.
  • the movable unit 10 can be transported in the first area and an object arranged on the movable unit 10 can be processed in the second area, so that a greater driving force is available in the second area, which may be necessary when processing the object.
  • the movable unit 10 can be moved constantly within the areas and a jolt may only occur at the transition between the areas due to the different gaps 36 or gap lengths Ls. This may be less problematic at this point than during processing of the object.
  • Fig. 16 shows a side view of another linear transport system 1, which corresponds to the linear transport system 1 of Fig. 6, unless otherwise stated below. are described.
  • the rotor 32 has twelve magnets 35.
  • the gap 36 is a first gap 51 and the gap length Ls is a first gap length Lsi.
  • the first gap length Lsi is twice the motor module length LM.
  • a second gap 52 is arranged between the motor modules 33.
  • the second gap 52 has a second gap length Ls2.
  • the second gap length Ls2 is once the motor module length LM.
  • the first gap length Lsi and the second gap length Ls2 are therefore different.
  • a runner 32 by arranging several motor modules 33 next to one another in relation to the direction of the guide rail 2.
  • the motor modules 33 can be arranged parallel to other motor modules 33 or parallel to a gap 36.
  • the magnets 35 of the runner 32 can be longer transversely to the direction of travel, i.e. transversely to the guide rail 2, so that they can generate an increased force with the parallel motor modules 33.
  • the runner 32 can also have additional magnets analogous to the magnets 35, which are arranged parallel or offset in parallel.
  • the first gap length Lsi corresponds to an n-fold, here double, of the motor module length LM.
  • the second gap length Ls2 corresponds to n-fold, here exactly, the motor module length LM reduced by one.
  • the first gap length Lsi can be three times the motor module length LM.
  • the second gap length 1_S2 can then correspond to twice the motor module length LM.
  • Fig. 17 shows a side view of a linear transport system 1 according to Fig. 16.
  • Fig. 17 shows two movable units 10, on each of which an object 16 is arranged.
  • One of the movable units 10 is located in the first area 47, the other movable unit 10 in the third area 49.
  • An object processing station 17 above the third area 49 can be used to process the object 16. In this case, increased force may be necessary for processing the object 16, for example if the object 16 is machined using the object processing station 17.
  • the first region 47 explained in connection with Figs. 16 and 17, the second region 48 explained in connection with Figs. 16 and 17 and the third region 49 explained in connection with Figs. 16 and 17 can also be used in the spaced-apart magnetic elements 46 of the rotor 32 explained in connection with Figs. 14 and 15.
  • the first gap length Lsi corresponds to n times the motor module length LM.
  • the second gap length Ls2 corresponds to n times the motor module length LM reduced by two. This results in savings in the number of motor modules 33 while simultaneously increasing the drive magnetic fields in the second region 48.
  • the first gap length Lsi corresponds to three times the motor module length LM.
  • the second gap length Ls2 corresponds to the motor module length LM. This means in particular that the first gap length Lsi provided in the first area 47 can initially also be provided in the second area 48 when the linear transport system 1 is being constructed and then another motor module 33 is placed in the middle of the first gap 51 in the second area 48 so that the second gap length Ls2 is formed. In this way, a simple construction of the linear transport system 1 can be achieved.
  • Fig. 18 shows a linear motor diagram 42 of a linear motor 30 of another linear transport system 1, which corresponds to the linear motor diagram 42 of Figs. 14 and 15, unless differences are described below.
  • a first area 47 with a first gap length Lsi and a second area with a second gap length LS2 are provided.
  • the rotor 32 has twenty-four magnets 35.
  • the motor modules 33 have six drive coils 34, not shown here.
  • the rotor length LL corresponds to twenty-four times the distance AM between two magnet centers.
  • the mo- The motor module length corresponds to six times the distance As between two drive coil centers.
  • the first gap length Lsi corresponds to twice the motor module length LM. This results in the following relation for the rotor length LL: L - LM + Lsi
  • the second gap length Ls2 corresponds to half the motor module length LM. This results in the following relation for the rotor length LL:
  • the linear transport system 1 thus fulfills the relation according to the invention, which specifies that the rotor length LL corresponds to n times the sum of the motor module length LM and the gap length Ls.
  • Fig. 19 shows a linear motor diagram 42 of a linear motor 30 of a further linear transport system 1.
  • a first motor module 53 is arranged, which has a first motor module length LMI.
  • a first gap 51 with a first gap length Lsi is formed in a second area 48.
  • a second motor module 54 is arranged, which has a second motor module length LM2.
  • a second gap 52 with a second gap length Ls2 is formed.
  • the first gap length Lsi corresponds to twice the first motor module length LMI.
  • the second gap length Ls2 corresponds to half the second motor module length LM2.
  • the second motor module length LM2 is twice as long as the first motor module length LMI. This results in the rotor length LL:
  • the guide rail 2 is linear
  • the motor module elements 37 could then be arranged at a distance from one another and each drive the rotor 32.
  • the gap 36 between the motor modules 33 lies on a secant of the circular arc.
  • the curve radius is perpendicular to the gap 36 between the motor modules 33.
  • the circular arc is formed by several straight secants made up of uniform rectangular motor modules 33.
  • the condition LL n (LM + Ls) is met on the secant.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Linear Motors (AREA)
  • Non-Mechanical Conveyors (AREA)

Abstract

L'invention concerne un système de transport linéaire (1) comprenant une unité mobile (10), un rail de guidage (2) pour guider l'unité mobile (10), et un moteur linéaire (30) pour entraîner l'unité mobile (10) le long du rail de guidage (2). Le moteur linéaire (30) comprend un stator (31) et un rotor (32). Le stator (3) comporte de multiples modules de moteur (33), qui sont disposés de manière fixe le long du rail de guidage (2) et ont chacun de multiples bobines d'entraînement (34). Le rotor (32) est positionné sur l'unité mobile (10) et comprend de multiples aimants (35). Un espace (36) est présent entre au moins deux des modules de moteur (33). Les modules de moteur (33) ont une longueur de module de moteur LM, la longueur de module de moteur LM correspondant à la distance AS entre deux points centraux de bobine d'entraînement multipliés par le nombre de bobines d'entraînement (34) par module de moteur (33). Le rotor (32) présente une longueur de rotor LL, la longueur de rotor LL correspondant à la distance AM entre deux points centraux d'aimant multipliés par le nombre d'aimants (35) du rotor (32). L'espace (36) a une longueur d'espace LS. La longueur de rotor LL correspond à n fois la somme de la longueur de module de moteur LM et de la longueur d'espace LS.
EP24700719.8A 2023-01-17 2024-01-10 Système de transport linéaire Pending EP4649576A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP25196823.6A EP4654460A3 (fr) 2023-01-17 2024-01-10 Système de transport linéaire

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102023101017.4A DE102023101017A1 (de) 2023-01-17 2023-01-17 Lineares Transportsystem
PCT/EP2024/050463 WO2024153512A1 (fr) 2023-01-17 2024-01-10 Système de transport linéaire

Related Child Applications (2)

Application Number Title Priority Date Filing Date
EP25196823.6A Division EP4654460A3 (fr) 2023-01-17 2024-01-10 Système de transport linéaire
EP25196823.6A Division-Into EP4654460A3 (fr) 2023-01-17 2024-01-10 Système de transport linéaire

Publications (1)

Publication Number Publication Date
EP4649576A1 true EP4649576A1 (fr) 2025-11-19

Family

ID=89620675

Family Applications (2)

Application Number Title Priority Date Filing Date
EP25196823.6A Pending EP4654460A3 (fr) 2023-01-17 2024-01-10 Système de transport linéaire
EP24700719.8A Pending EP4649576A1 (fr) 2023-01-17 2024-01-10 Système de transport linéaire

Family Applications Before (1)

Application Number Title Priority Date Filing Date
EP25196823.6A Pending EP4654460A3 (fr) 2023-01-17 2024-01-10 Système de transport linéaire

Country Status (5)

Country Link
US (1) US20250346445A1 (fr)
EP (2) EP4654460A3 (fr)
CN (1) CN120569885A (fr)
DE (1) DE102023101017A1 (fr)
WO (1) WO2024153512A1 (fr)

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4581553A (en) * 1984-04-16 1986-04-08 Helmut Moczala Brushless DC motor, especially linear motor, having an increased force-to-velocity ratio
JP2000245128A (ja) * 1999-02-22 2000-09-08 Nkk Corp リニア同期モータ
US20090189465A1 (en) * 2006-03-29 2009-07-30 Siemens Aktiengesellschaft Linear motor with differently configured secondary part sections

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5965963A (en) * 1998-02-26 1999-10-12 Anorad Corporation Linear motor with a plurality of stages independently movable on the same path
EP1547230B1 (fr) * 2002-06-05 2017-03-22 Jacobs Automation, Inc. Systeme de deplacement commande
JP5248963B2 (ja) * 2008-09-20 2013-07-31 富士機械製造株式会社 位置検出装置
JP5423901B2 (ja) * 2010-10-26 2014-02-19 村田機械株式会社 搬送システム
DE102011056249A1 (de) * 2011-12-09 2013-06-13 Thyssenkrupp Transrapid Gmbh Linear-Synchronmotor
DE102012204919A1 (de) 2012-03-27 2013-10-02 Beckhoff Automation Gmbh Statorvorrichtung für einen linearmotor und lineares transportsystem
US11296587B2 (en) * 2016-11-30 2022-04-05 Massachusetts Institute Of Technology High force and low noise linear fine-tooth motor
AT519238B1 (de) * 2017-03-13 2018-05-15 B & R Ind Automation Gmbh Verfahren zur Bestimmung der Absolutposition eines Läufers
CN209767364U (zh) * 2019-04-12 2019-12-10 河南理工大学 一种组合式低齿槽力永磁直线电机
KR102761667B1 (ko) * 2019-11-06 2025-02-05 주식회사 코베리 선형 전동기 및 선형 전동기를 이용한 반송 시스템

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4581553A (en) * 1984-04-16 1986-04-08 Helmut Moczala Brushless DC motor, especially linear motor, having an increased force-to-velocity ratio
JP2000245128A (ja) * 1999-02-22 2000-09-08 Nkk Corp リニア同期モータ
US20090189465A1 (en) * 2006-03-29 2009-07-30 Siemens Aktiengesellschaft Linear motor with differently configured secondary part sections

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See also references of WO2024153512A1 *

Also Published As

Publication number Publication date
CN120569885A (zh) 2025-08-29
EP4654460A2 (fr) 2025-11-26
US20250346445A1 (en) 2025-11-13
WO2024153512A1 (fr) 2024-07-25
EP4654460A3 (fr) 2025-12-03
DE102023101017A1 (de) 2024-07-18

Similar Documents

Publication Publication Date Title
EP3243263B1 (fr) Ensemble d'aimants pour moteur électrique
DE60018405T2 (de) Linearmotor und verfahren zu seiner herstellung
EP2099640B1 (fr) Véhicule à sustentation magnétique comprenant au moins un système magnétique
EP3955436B1 (fr) Système de moteur linéaire et procédé de fonctionnement pour un tel système de moteur linéaire
EP2115396B1 (fr) Procédé et système a déterminer la position d'une pièce d'un moteur
EP0159005A2 (fr) Moteur électrique commandé électriquement
DE102010036119B4 (de) Elektromagnetisches Stellglied
WO2008019988A1 (fr) Moteur électrique avec système de mesure pour la position ou le mouvement
EP3487049A1 (fr) Moteur linéaire á flux transversal
WO2019101675A1 (fr) Dispositif de pipettage comprenant un ensemble d'aimants de stator pouvant être utilisé des deux côtés en tant que pièce d'un entraînement par moteur linéaire d'une unité de pipettage
EP3743306B1 (fr) Unité de transport pour un moteur linéaire à stator long
WO2006100057A1 (fr) Moteur lineaire et procede pour faire fonctionner un moteur lineaire
DE102009003080A1 (de) Positionserfassungsanordnung für ein umlaufendes Transfersystem
WO2025191095A1 (fr) Système de transport linéaire et procédé de commande d'un tel système de transport linéaire
WO2024153512A1 (fr) Système de transport linéaire
DE102005004380B4 (de) Linearmotor mit Kraftwelligkeitsausgleich
DE3244420C2 (fr)
DD224725A1 (de) Schrittmotor
DE2235854A1 (de) Elektromagnetischer linearantrieb
DE112020006388T5 (de) Magnetischer Linear-Positions-Detektor
EP1444766B1 (fr) Entrainement lineaire comprenant une unite passive mobile de masse reduite
EP2280844B1 (fr) Vehicule a sustentation magnetique avec une pluralite d' aimants de guidage et de freinage
DE102017215104A1 (de) Streckenanordnung für einen Linearmotor und Primärteil
DE69019523T2 (de) Bürstenloser Gleichstrom-Linearmotor.
DE102017219527A1 (de) Joch für einen elektrischen Linearantrieb, Aufzugsanlage sowie Verfahren zum Betreiben des Linearantriebs und der Aufzugsanlage

Legal Events

Date Code Title Description
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: UNKNOWN

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE

PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

REG Reference to a national code

Ref country code: DE

Ref legal event code: R079

Free format text: PREVIOUS MAIN CLASS: H02K0011215000

Ipc: H02K0041030000

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: EXAMINATION IS IN PROGRESS

17P Request for examination filed

Effective date: 20250811

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC ME MK MT NL NO PL PT RO RS SE SI SK SM TR

RIC1 Information provided on ipc code assigned before grant

Ipc: H02K 41/03 20060101AFI20251022BHEP

Ipc: H02K 11/215 20160101ALI20251022BHEP

Ipc: H02P 25/064 20160101ALI20251022BHEP

Ipc: B60L 13/03 20060101ALI20251022BHEP

Ipc: B65G 54/02 20060101ALN20251022BHEP

17Q First examination report despatched

Effective date: 20251105

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)