US3851594A - Electromagnetic suspension and guide system for suspended vehicles adapted to switch tracks - Google Patents

Electromagnetic suspension and guide system for suspended vehicles adapted to switch tracks Download PDF

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Publication number
US3851594A
US3851594A US00362012A US36201273A US3851594A US 3851594 A US3851594 A US 3851594A US 00362012 A US00362012 A US 00362012A US 36201273 A US36201273 A US 36201273A US 3851594 A US3851594 A US 3851594A
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United States
Prior art keywords
vehicle
track
electromagnet
electromagnets
armature
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US00362012A
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English (en)
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P Schwarzler
C Walkner
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Mannesmann Demag Krauss Maffei GmbH
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Krauss Maffei AG
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B13/00—Other railway systems
    • B61B13/08—Sliding or levitation systems
    • 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
    • B60L13/003—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
    • B60L13/00—Electric propulsion for monorail vehicles, suspension vehicles or rack railways; Magnetic suspension or levitation for vehicles
    • B60L13/04—Magnetic suspension or levitation for vehicles
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance

Definitions

  • Each row of electromagnets consists of two subrows of electromagnets, the electromagnets of at least one subrow being in a magnetic circuit with a respective armature rail at all times.
  • the rows of electromagnets are designed to receive armature rails extending into the magnetic paths of the electromagnets symmetrically from opposite sides so that the vehicle may travel between a pair of outer armature rails along one track, can be switched to a second track in which the armature rails are flanked by the rows of electromagnets, or the electromagnets can be disposed to the same side of the respective armature rails in an asymmetrical arrangement.
  • the present invention relates to an electromagnetic suspension and/or guide system for magnetically supported vehicles and, more particularly, to a construction of such magnetic suspension and/or guide means as will facilitate transfer of the vehicle between tracks, i.e., the switching of the vehicle from one track to another.
  • a fluid cushion air cushion
  • the vehicle is provided with an electromagnetic arrangement whose cores are juxtaposed with an armature rail along the track to maintain a suspension gap spanned by a magnetic field.
  • a typical construction of this type makes use of a T- shaped track having a pair of armature rails disposed along the undersides of the crossbar and juxtaposed with rows of electromagnets on the aprons of the vehicle underhanging the rails.
  • the T-shaped track is provided with armature rails along the upper surfaces of the crossbar and electromagnets of the vehicle are juxtaposed with these rails.
  • the track is always disposed centrally of the vehicle and generally is flanked by aprons thereof, it has been difficult, if not impossible, to effect transfer of the vehicle from one track portion to another, i.e., to carry out switching of the vehicle.
  • a switching of the vehicle is possible with earlier systems specifically described above, and others of similar construction, only by swinging a portion of the track from alignment with one right-of-way to alignment with another right-of-way, i.e., by mechanically displacing a portion of the track.
  • the switching of the vehicle from one track portion to another, at spurs or crossovers has not been possible in most instances with earlier magnetically suspended vehicles using a T- profile support track of the character described.
  • Another object of the invention is to facilitate switching of a magnetically suspended and/or guided vehicle without swinging or other mechanical displacement of a portion of the supporting track.
  • Yet another object of the invention is to increase the versatility of magnetic suspension and/or guide systems for suspended vehicles. Still another object of the invention is to improve upon the systems described in the co-pending application Ser. No. 324,135, filed Jan. 16, 1973 identified earlier.
  • Each row is made up of a number of electromagnets disposed one behind another in the direction of displacement of the vehicle and is designed to cooperate with one of the two rails essential for supporting or guiding the vehicle.
  • the two rows of electromagnets preferably are disposed symmetrically to one another (mirror symmetry) with respect to a vertical median plane through the vehicle in the direction of travel thereof.
  • the electromagnets thus lie in a common horizontal plane, with each row of electromagnets being symmetrical about a respective vertical median plane of symmetry extending in the direction of vehicle travel and through the respective row.
  • Each of these last-mentioned planes thus is a symmetry plane for the core of the respective electromagnets.
  • the cores are preferably open in opposite horizontal directions (in accordance with the principles of the above-identified earlier application of which this case is a continuation in part) to accomodate armature rails from either side, at least part of each armature rail being adapted to reach laterally into magnetic cooperation with the core of the associated electromagnets.
  • each of the electromagnets can cooperate with an armature rail juxtaposed therewith from the right or left side such that the rail can be brought exclusively laterally into the magnetic path and withdrawn therefrom in the lateral direction.
  • the electromagnets are so disposed that they are mounted on supports or pedestals of the vehicle extending vertically therefrom beyond the horizontal planes defining the upper and lower portions of the vehicle body, the pedestals being spaced apart to accommodate a central track member between them or being adapted to be flanked by a pair of track members, depending upon the track configuration.
  • the track along which the vehicle travels may either have a central support member flanked by two rows of electromagnets and provided with outwardly facing armature rails adapted to project into the inner electromagnet paths of the two rows, or a channel configuration with a pair of armature rails flanking the outer poles of the electromagnets and adapted to enterlaterally inwardly into magnetic paths thereof. It will be immediately apparent that switchover from one track system to another track system is readily accommodated when, at least in the transition region, the vehicle passes from a channel-like portion to a central portion or vice versa.
  • an asymmetric arrangement of the track may be provided with, for example, one armature rail (mounted upon a respective track portion) engaging one electromagnet row from the exterior and another armature rail engaging the other electromagnet row from the interior.
  • both armature rail arrangements are disposed at the same side, i.e., either the right side or the left side, of the two rows of electromagnets to facilitate the branching of the vehicle path to the respective side.
  • Each row of electromagnets may comprise a single row (according to the system of the last-mentioned co-pending application) with the cores in mirror-symmetrical relationship with respect to its vertical plane and in mirror symmetrical relationship with the cores of other rows with respect to the vertical median plane through the vehicle body.
  • the armature rails can then include a respective armature rail which can engage the electromagnets from either side, each row of electromagnets being associated with at least one armature rail so that two armature rails always cooperate to support and guide the vehicle.
  • the electromagnet cores have double-T configurations with a vertical shank or web so that the magnetic circuit generated by the coil upon this shank or web can be closed over the flanges of the double-T to the left or to the right respectively upon juxtaposition with the respective armature rail.
  • the system described in the last-mentioned application also includes an armature rail of U-shaped profile or cross section which is attached by its base to a vertical flank of a support beam, the beam being part of a channel or central support structure.
  • armature rail of U-shaped profile or cross section which is attached by its base to a vertical flank of a support beam, the beam being part of a channel or central support structure.
  • a pair of beams extend in the direction of vehicle travel, are horizontally spaced parallel to one another and have vertical flanges each carrying one armature rail so that the flanges or arms of these rails project symmetrically toward one another and toward a vertical median plane of the vehicle traveling between the beams.
  • the beams at least in part are straddled by the vehicle and lie in a vertical median plane thereof so that opposite faces of the beam carry the armature rails and the flanges of the latter extend outwardly.
  • the flanges, or at least one flange, of each of these armature rails is provided with an edge portion which is turned preferably downwardly to lie in a vertical plane and is adapted to confront a pole piece of the core of an electromagnet carried by the vehicle.
  • Each armature rail defines with the horizontally projecting flanges or pole pieces of the cores of a corresponding row of electromagnets, a pair of air gaps located one above the other in a common vertical plane,
  • the flanges of the electromagnet cores are formed with upwardly turned pole pieces at their free ends for juxtaposition with downwardly turned pole pieces of the armature rail.
  • the force components tending to maintain the vehicle in normal position during vehicle travel can be increased, even to the extent that separate guide electromagnets can be omitted, by constructing the row of centering suspending electromagnets cooperating with each armature rail with two sets of pole pieces flanking each pole piece of the armature rail.
  • the pole pieces preferably alternate to opposite sides of the pole pieces of the armature rail by horizontal staggering of identical symmetrical electromagnet cores from side to side along the row, by horizontal staggering of the webs of electromagnets having asymmetrical flanged cores from side to side, by aligning the latter webs when each electromagnet is oriented with the longer flange of an asymmetrical core in the direction opposite the direction to which the longer flange of adjacent electromagnets extend, or by providing the alternate electromagnets with longer and shorter horizontal flanges.
  • the coils of the guide-electromagnet system may be of a lesser height than those of the suspension electromagnets but may also be wound upon double-T horizontal flanges which can receive between them a pole piece of one flange of the armature rail so that the remainder of the armature rail is free from magnetic fields produced by the guide electromagnets.
  • This system is particularly satisfactory for central arrangements of the armature rails.
  • the last-mentioned means may include coils wound upon one of the shanks of each armature rail and can be controlled by air-gap sensors or other inductive sensing means juxtaposed with the armature rails and adapted to respond to the juxtaposition of the vehicle electromagnets therewith.
  • Manual means can, of course, also be provided, either under the control of a vehicle operator or the operator of the switch junction. The same field-annulling means may be used to induce the vehicle to travel along the selected track.
  • the aforementioned system is improved by forming each of the rows of electromagnets mounted on the vehicle and extending in the direction of vehicle travel, with two subrows of laterally paired and substantially adjacent electromagnetic members, each of which is designed to cooperate with a respective armature rail reaching into the magnetic field'of the respective subrow.
  • At least one subrow of each longitudinal electromagnetic arrangement or main row is in a state of magnetic interaction with an armature rail at all times during vehicle travel over the track net-work, i.e., as the vehicle negotiates ordinary lengths of track, junctions, crossovers and branching locations.
  • a pair of electromagnet members in laterally adjacent relationship, including one of each subrow, are provided with a common energizing coil. While the use of two subrows of electromagnet members or cores may increase the total weight of the electromagnetic arrangements extending longitudinally in two main rows along the vehicle, this has not been found to be a technological disadvantage since even the electromagnetic cores described in connection with the double-T configuration must have four available pole pieces or flanges and the subdivision of the electromagnets, so that two distinct cores are provided, generally decreases the fabrication and mounting cost and enables the electromagnet members to have simplified configurations. Since a pair of magnetic members or cores is energized by a common electromagnet coil, the weight and cost of the coils of the present system can be relatively low and the use of the suspending magnet arrangement for providing lateral centering forces is facilitated.
  • the successive electromagnet members or cores of each subrow are laterally staggered and have U profiles
  • the armature rail adapted to be juxtaposed with each subrow is a U-profile rail whose flanges or pole pieces reach downwardly to lie normally in vertical planes to opposite sides of which the upwardly directed pole pieces or flanges of the electromagnet cores are symmetrically and alternately staggered.
  • the electromagnet coils preferably link pairs of cores to the same side of the armature rails so that all of the coils associated with the cores to one side can be connected to a common control circuit while all of the coils of the cores offset to the opposite side are connected to a second control circuit.
  • the circuits are individually regulatable to adjust the lateral force components and maintain a centered position of the vehicle.
  • the U configuration of the armature rails and the electromagnetic cores permits the armature rail and the cores to approach to one another and separate from one another at junctions or the like in the vertical direction and in a gradual manner, thereby progressively increasing or decreasing the magnetic resistance between each rail and the associated subrow of cores.
  • the two rails overlap in the direction of the vehicle travel and are inclined with respect to the path of the electromagnet arrangement such that one rail progressively approaches this path while the other rail progressively recedes from this path so that the net magnetic force of the electromagnet arrangement remains constant.
  • This can be accomplished, according to the invention, by tapering the armature rails and/or by mounting the armature rails (which may be of constant cross section) upon inclined supports.
  • the magnetic force through part of the armature rail may be annulled by the use of electrically excitable coils as described earlier.
  • the vehicle may be driven by a linear induction motor as described in the copending application Ser. No. 324,150, filed Jan. 16, 1973, entitled Two-Sided Linear Induction Motor Especially For Suspended Vehicles.
  • the overlapping-rail arrangement structured to avoid any intense increase or diminution in the overall magnetic resistance encountered by each longitudinally extending electromagnetic arrangement and hence without the expected doubling of the magnetic force because of the doubling of the number of rail which are effective, effectively prevents the application of magnetic shock to the vehicle.
  • the rail configuration is provided in such a manner that at least in the direction to which the vehicle is branched, two armature rails asymmetrically support the vehicle, i.e., are effective to the same side of the respective electromagnetic arrangements until the junction is passed, whereupon a symmetrical disposition of the rails is provided.
  • the switch junction does not require any moving parts.
  • FIG. 1 is a diagrammatic vertical cross-section through a vehicle and track system, embodying the present invention, using a pair of outer track members and showing an inner track member in dot-dash lines, the vehicle outline being likewise shown in dot-dash lines;
  • FIG. 2 is a cross-sectional view, drawn to a somewhat larger scale, taken along the line II-II of FIG. 1;
  • FIG. 3 is a perspective sectional end view of a portion of a track according to one embodiment of the present invention
  • FIG. 3A is an end section showing the profile of an armature rail for this latter track
  • FIG. 4 is a view similar to FIG. 3 showing a section of a track according to another embodiment of the invention
  • FIG. 4A is an end section showing the profile of of an armature rail for this latter track
  • FIG. 5 is a plan view showing a junction between a channel-shaped track and a channel-shaped spur, in which the transition between the main track section and the spur is effected by means of central track members;
  • FIG. 6 is a plan view of the junction between a straight track section of the central type and a central spur track with the transition at the junction being effected by means of channel-shaped tracks;
  • FIG. 7 is a vertical section similar to FIG. 1 but taken generally along the line VII-VII of FIG. 5;
  • FIG. 8a is a vertical section showing an embodiment of an armature rail provided with a coil according to the invention.
  • FIG. 8b is a section similar to FIG. 8a but illustrating another embodiment of the invention.
  • FIG. 1 there is shown a vehicle 1 which has been outlined in dot-dash lines and may have the configuration of any of the magnetically supported vehicles described in the aforementioned copending applications.
  • vehicle. I which may be powered by a linear induction motor or any other propelling source, may have its electrical systems energized by wipers engaging current-carrying rail mounted upon the track but not illustrated here to avoid confusion.
  • wiper arrangements are disclosed in the aforementioned copending application, Ser. No. 292,638.
  • the vehicle 1 is provided along its underside with two T-profile supports or pedestals 2, 3 running generally in the-direction of vehicle travel (perpendicular to the plane of the paper in FIG. 1) symmetrically disposed on opposite sides of a vertical median plane P, of the vehicle extending in the direction of travel.
  • the direction of travel is represented by the arrow T, in FIG. 2.
  • Each of the pedestals 2, 3 carries a respective electromagnet arrangement shown generally at 4 and 5, corresponding to a row of electromagnets, each row being subdivided into two subrows 6, 7, and 8, 9 respectively of controlled electromagnets individually designated at 6, 7' and 8', 9' respectively.
  • all of the electromagnets of each subrow can be connected to a common control as diagrammatically illustrated for the control circuits C, and C respectively, in FIG. 2.
  • Control circuits of this type designed to center the vehicle along the track and maintain a constant suspension gap, may include sensors responsive to the gap spacing (distance between electromagnet core and armature rail) as described in the aforementioned copending applications.
  • the electromagnets 6', 7', 8', 9' cooperate with respective armature rails which may be effective at the left or right hand side of each magnet, selectively, as will be described in greater detail hereinafter.
  • the vehicle is thus magnetically suspended from a pair of armature rails 10 and 11, carried by the track which is generally represented at 12 and can either be of the channel or central type or a hybrid of both.
  • the pedestals 2, 3 are received between the track beams or members whereas, with a central configuration, a track beam is received between these pedestals.
  • the electromagnets provided along the upwardly turned faces of a pair of transverse flanges of the pedestals, which flanges constitute the cross bar of the T.
  • Armature rails 10 and 11, of magnetically attractablc material, e.g., iron, are here shown to be fastened upon the undersides of inwardly extending transverse flanges l3 and 14, respectively, of a pair of beams 13 and 14 extending along the right of way of the track and supported at intervals by pylons 13" and 14" respectively.
  • the armature rails 10 and 11 close respective magnetic circuits with the left hand portions of the electromagnets 6 and 7 of subrows 6 and 7 and with the right hand sides of electromagnets 8', 9' of subrows 8 and 9, across the usual suspension gap spanned by a magnetic field generated by the electromagnets.
  • the electromagnets can also cooperate with armature rails, represented at 16 and 17, of a central track portion 25 consisting of a T-section beam 15 supported at intervals by pylons 15'.
  • the central track thus may have a pair of outwardly extending lateral flanges 15a and 15b whose downwardly-turned undersides carry the armature rails 16 and 17.
  • the inner armature rails can cooperate with both inner magnet rows 7, 8 of the electromagnet arrangements 4, 5, respectively, as illustrated in dot-dash lines in FIG. 1.
  • Each of the electromagnets of the magnetically suspended vehicle 1 comprises a longitudinally extending core 18 of substantially U-cross-section whose interior space along a coil side 19' receives a coil 19 filling the space.
  • the lateral shanks 20 and 21 of each core form pole pieces reach upwardly toward the armature rail 10 or 11 of the track 12.
  • the second coil space 19" is also filled with the coil 19 but, as shown in FIG. 2, lies on the opposite side of the pedestal 2 to form a member of the second row of electromagnets.
  • each coil cooperates with the two cores (a pair of corresponding cores), each having a pair of pole pieces and lying on the opposite side of a vertical plane P; from the other electromagnetic core energized by the same electromagnet.
  • Each coil thus functions to excite two distinct electromagnets, one from each of the subrows of a given electromagnet arrangement.
  • Each energizing coil 19 thus induces a magnet field in a pair of electromagnet coils 6' and 7' or 8' and 9, at least one core of each electromagnet coil closing a magnetic field through a respective armature rail in maintaining the electromagnet suspension. Since the two cores on opposite sides of each plane P is substantially identical to the other and is energized by the same coil, it does not matter which of the two cores is juxtaposed with an armature rail and transfer of the magnetic effect from one armature rail on one side to an armature rail on the other side can be accomplished with ease.
  • the electromagnetic arrangement each may operate with rails on either side so that transfer of the vehicle between one track and another is simplified.
  • FIGS. 1 and 2 also show that each of the electromagnet cores of each row (6 or 7) is offset laterally with respect to the next core along the row so that, for example, one core 6' lies to the left while the next core 6' of an adjacent electromagnet in each direction lies relatively to the right with reference to a plane P representing the preferred position of a pole piece of an armature rail with which the cores 6' cooperate.
  • Another plane P defines the normal position of the other pole piece of the same rail, e.g., the rail 10 shown in FIG. 1.
  • each subrow of electromagnets consists of a succession of mutually staggered cores which are located alternately on opposite sides of a respective pole piece of the armature rail so that a selfcentering or selfguiding system is provided to resist lateral force components upon the vehicle.
  • Such lateral force components arise as a result of centrifugal force when the vehicle negotiates the curve, or from the action of wind upon the vehicle.
  • Each electromagnet shank to the left of a pole piece exerts an attractive force with a vertical component (contributing to the vehicle-suspension force) and a leftward horizontal component which may be increased or decreased by increasing or decreasing the amplitude of the electrocurrent traversing its coil.
  • each core pole piece to the right of the armature pole piece exerts an attractive magnetic force, in addition to its vertical component, with a rightward horizontal component proportional to the amplitude of the energization current through its coil.
  • the magnetic force components to one side are balanced by the force components to the other side and the vehicle rides along a path such that each of the armature rails have pole pieces secured between the pole pieces alternately straddling it.
  • the corresponding lateral force component When the vehicle encounters a lateral force in one direction, the corresponding lateral force component may be reduced and the opposing lateral force component increased by controlling the coil excitation current to restore equilibrium to the vehicle in the proper position. It has been found to be desirable to operate all of the electromagnets which produce a leftward lateral force component with one circuit and all of the electromagnets which control the rightward force component with another circuit as has been illustrated for the circuits C, and C of FIG. 2.
  • the armature rails 10, 11 or 16, 17 of the track generally represented at 12 have an U-profile cross-section with the pole pieces 22 having a thickness and spacing equal to the thickness and spacing of the shanks or pole pieces 20 and 21 of the electromagnet cores 18.
  • the armature rails are mounted at their bases or webs upon the beams 13, 14 and 15 of the track so that their lateral shanks lie in vertical planes (e.g., in the direction of travel of the vehicle).
  • the pole pieces of the cores l8 and of the armature rails 10, 11, 16 and 17 are thus vertically spaced by airgaps which are spanned by attractive magnetic fields.
  • the two airgaps of each magnetic circuit are here horizontally spaced apart.
  • gap sensors here represented generally at 23, adapted to feed signals representing the actual gap spacing into the control circuits C, and C respectively, for comparison with set-point signals introduced at S, and 8;. respectively, to vary the amplitude of the current traversing the coils. It has also been found to be advantageous, as shown in FIG. 2, to locate the gap sensors 23 between the individual magnets of each subrow directly in the respective plane P or P, of the center of the pole piece 22 of the armature rail in its normal position. While any gap sensor arrangement may be used (capacitive, inductive or optical), it is preferred to make use of inductive gap sensors as described in the aforementioned copending applications.
  • both armature rails during normal travel of the vehicle along the track, mirror-symmetrically cooperate with the electromagnetic arrangements of the vehicle, i.e., both from the outside or both from the inside, to suspend the vehicle via the outer rows of magnets 6, 9 or the inner rows of magnets 7, 8.
  • transition rails (FIGS. 5 and 6) of the other type so that the vehicle can be directed to one side or the other.
  • each of the armature rails continues through the junction, one rail maintaining its original orientation while the other is diverted to form one rail of a spur track.
  • central armature rails which become effective to support the vehicle as the ordinary traffic rails become inaffective.
  • suspension rails of the other type i.e., inner-suspension rails where the outer rails become ineffective and outer-suspension rails where the inner rails become ineffective
  • each armature rail at such a junction there can be provided a complementary armature rail in overlapping configuration in the direction of travel of the vehicle.
  • complementary is used herein to refer to an inner rail and an outer rail pair for cooperation with a given electromagnet arrangement and, therefore, with the two subrows thereof.
  • overlapping is used herein to indicate that the complementary rail should begin before the other rail of the complementary pair ends so that, at least in the junction region both rails of a complementary pair cooperate with a respective electromagnet arrangement at the junctions.
  • the beginning of one armature rail can coincide with the end of another (of a common principal row of electromagnets or electromagnet arrangements) whose levitation function is to be eliminated and transferred to the first armature rail with reference to the direction of movement of the vehicle or car.
  • one rail of each confunctional pair eventually must be rendered ineffective (transfer or rail) while the other rail of the pair is rendered effective (transferee rail).
  • the transferee rail is encountered precisely at the instant at which the transferor rail terminates with respect to any point on the vehicle.
  • the supporting function is shifted from one armature rail to the other of each pair of confunctioning armature rails (consisting of the transferee rail and the transferor rail of the same electromagnet arrangement), by constructing the two armature rails 10, 16 or 11, 17 with an overlap for some distance in the direction of vehicle movement (lateral overlap) and by arranging the rails in the overlap region such that the transferor rail progressively recedes from the path of the electromagnet cooperating therewith, whereas the transferee rail progressively approaches the path of the electromagnets cooperating therewith as shown generally in FIGS. 3, 3A, 4 and 4A.
  • FIGS. 3 and 3A there has been illustrated an arrangement of the track structure in which the support flange 13 for each armature rail is shown to be of a constant level but the pole pieces 22 progressively recede from or approach the path of the respective set of electromagnets with a taper to the right, finally disappearing entirely (FIG. 3A).
  • beam 13' is provided with a slope or inclination with respect to the path of the associated set of electromagnets, while the pole pieces 22' are of a constant height over the length of rail 10 (see FIG. 4A).
  • the normal position of the pole faces (when they do not recede from the path of the electromagnets) is represented in broken lines in FIGS. 3 and 4.
  • the slope of the pole pieces in FIGS. 3 and 4 is such that the total force applied to each principal row of electromagnets or each electromagnet arrangement is constant as the vehicle negotiates the overlapping-rail track section.
  • FIGS. 5 and 6 there have been illustrated possible constructions of vehicle switching arrangements according to the present invention.
  • the track system is provided with a pair of outer support beams 13 and 14 (channel construction) for both the main track and the branch, whereas the main track and branch of FIG. 6 are of the central type, i.e., provided with a central support beam 15.
  • the main track and branch of FIG. 6 are of the central type, i.e., provided with a central support beam 15.
  • other configurations may be employed such that the vehicle,
  • FIG. 5 While the switching system of FIG. 5 enables the track beams 13 and 14 to extend continuously (without interruption at the junction), the armature rails 10' and 11 of FIG. 5 and all of those of the system of FIG. 6 must be interrupted at the junction.
  • FIGS. 5 and 6 the paths of the vehicle are shown as dot-dash traces.
  • the transfer between one track section and the other is accomplished by providing their central supports 25, 26 and 27 in partly overlapping and partly coterminous relationship of the armature rails. If one assumes a movement of the vehicle upwardly along the straight portion of the junction, the armature rail cooperating with the outer set of electromagnets on the right-hand side of the vehicle is rendered ineffective as armature rail 14 branches away from the straight track while an armature rail of the central member 25 becomes effective in cooperation with the inner set of magnets of the right electromagnetic arrangement. Similarly, as each electromagnet arrangement crosses the junction it is supported temporarily by a central armature rail.
  • the vehicle When the vehicle is in the position represented at A, it is supported by the external armature rails 10 and 11 which cooperate with the electromagnet arrangement 6, and 9. At this point the inner armature rails 10b and 11a are progressively encountered and electromagnetic subrow 7 and 8 become effective.
  • the system of either of FIGS. 3 and 4 can be used to ensure a constant supporting force at both electromagnetic arrangements 6, 7 and 8, 9 in the region between positions A and B.
  • the armature rails 10 and 100 may both have foreshortened pole pieces 22 (by comparison with the normal height of the pole pieces) so that a total magnetic resistance remains the same and no net magnetic force is applied to the system.
  • the left hand rail 10 When the vehicle is to continue along the straight track, the left hand rail 10 must be maintained effective, while the right hand rail 10a of the pair is rendered progressively ineffective at least in the region between locations B and D.
  • the sensor 23 associated with rail 10 in this region is thus effective to maintain the entire load supporting force between rail 10 and its row of electromagnets (6) while the sensors in the region B-D for rail 100 may energize the coils 29 or 29' thereof to completely balance any supporting contribution from the electromagnets 7.
  • the sensors 23 associated with rail 11 will control the coils 29 or 29' thereof to completely balance any supporting contribution by electromagnets 9 (FIG.
  • the vehicle is transferred from the central switching member 26 to the beam 14' of the channel track continuing beyond the junction and at K, the pole surface of the armature rail 11' of this beam can be considered to reach it final level after converging toward the path of the elecctromagnets as described in connection with FIGS. 3 and 4. From this region, the rail 110 may converge from the path sharply.
  • the sensors 23 associated with the electromagnet 8 will be automatically switched over to the sensors 23 of the electromagnet row 9.
  • the centrifugal forces arising in the junction may be compensated by automatic adjustment of the fields produced by the vehicle electromagnets or by controlling the degree of counter-energization of selected rails via the coils 29 and 29'.
  • Switchover of the spacing sensors of the electromagnet arrangement 4 is effected at locations B, E, G and K when the junction is entered from the right hand curved track.
  • FIG. 6 shows another system arrangement, however, the cooperation of the electromagnets of the vehicle with the armature rails is generally similar to the cooperation described in connection with FIG. 5.
  • the central track beams 15 of the main and branch track are supplemented by a pair of track beams 30 and 31 forming a channel structure.
  • each vehicle path must undergo two armature-rail switch-overs. If the vehicle travels through the junction in a straight path, these switchovers occur for the left hand row of electromagnets at C and E and for the right hand row of electromagnets at C, E, G and J if the vehicle enters the junction in an upward direction as viewed in FIG. 6.
  • switchovers of the left hand of the left hand electromagnetic arrangement occurs at locations C, E and .I while switchovers ovvur at C and E for the right hand row of electromagnets.
  • switchovers ovvur at C and E for the right hand row of electromagnets.
  • coils 29 or 29 are preferaably provided along the armature rail sections system region B-C-D and I-I-J-K.
  • the armature rails for travel to the right are rails 16, 16b and 16" and 17, 17" while the rails for travel straight through the junction are rails 16, 16a, 16 and 17, 17b and 17'.
  • the various track paths are shown at 15, 15' and 15" to represent the central track sections in these regions.
  • a suspended-vehicle system comprising a track and a vehicle adapted to travel along said track and provided with force-transmitting electromagnetic means between said vehicle and said track
  • said electromagnetic means comprises at least two electromagnet arrangements extending along and fixed to said vehicle, each of said electromagnet arrangements including two subrows of electromagnets extending in the direction of vehicle travel along said track; and armature rails mounted on said track and cooperating with each of said electromagnet arrangements respectively, the armature rail associated with each electromagnet arrangement selectively entering the field of the electromagnets of each subrow on different sides of a respectively vertical plane through the electromagnet arrangement, each of the electromagnets of each of said electromagnet arrangements being paired with an electromagnet thereof in the other subrow, said electromagnet arrangements being formed with energizing coils common to the electromagnets of each pair.
  • a suspended-vehicle system comprising a track and a vehicle adapted to travel along said track and provided with force-transmitting electromagnetic means between said vehicle and said track
  • said electromagnetic means comprises at least two electromagnet arrangements extending along and fixed to said vehicle, each of said electromagnet arrangements including two subrows of electromagnets extending in the direction of vehicle travel along said track; and armature rails mounted on said track and cooperating with each of said electromagnet arrangements respectively, the armature rail associated with each electromagnet arrangement selectively entering the field of the electromagnets of each subrow on different sides of a respectively vertical plane through the electromagnet arrangement, said electromagnets having cores and coils, said armature rails and said cores being of oppositely open U-section configuration with respective shanks of the rails reaching toward the shanks of the cores, said vehicle is provided with supports for said electromagnet arrangements beyond horizontal planes defining the outline of a vehicle body thereof, said supports including uprights, said cores being disposed on horizontal
  • a suspended-vehicle system comprising a track and a vehicle adapted to travel along said track and provided with force-transmitting electromagnetic means between said vehicle and said track
  • said electromagnetic means comprises at least two electromagnet arrangements extending along and fixed to said vehicle, each of said electromagnet arrangements including two subrows of electromagnets extending in the direction of vehicle travel along said track; and armature rails mounted on said track and cooperating with each of said electromagnet arrangements respectively, the armature rail associated with each electromagnet arrangement selectively entering the field of the electromagnets of each subrow on different sides of a respectively vertical plane through the electromagnet arrangement, said system being provided with at least one branching region provided with another armature rail associated with one of said electromagnet arrangements and overlapping in the direction of travel of the vehicle with the firstmentioned armature rail of said one of said arrangements and reaching into magnetic cooperation with the other electromagnet subrow thereof from that cooperating with said first rail, the pole surfaces of the overlapping rails in said branching region
  • a suspended-vehicle system comprising a track and a vehicle adapted to travel along said track and provided with force-transmitting electromagnetic means between said vehicle and said track
  • said electromagnetic means comprises at least two electromagnet arrangements extending along and fixed to said vehicle, each of said electromagnet arrangements including two subrows of electromagnets extending in the direction of vehicle travel along said track; and armature rails mounted on said track and cooperating with each of said electromagnet arrangements respectively, the armature rail associated with each electromagnet arrangement selectively entering the field of the electromagnets of each subrow on different sides of a respectively vertical plane through the electromagnet arrangement, said system being provided with at least one branching region provided with another armature rail associated with one of said electromagnet arrangements and overlapping in the direction of travel of the vehicle with the firstmentioned armature rail of said one of said arrangements and reaching into magnetic cooperation with the other electromagnet subrow thereof from that cooperating with said first rail, each of the armature rails associated with said one of said
  • a suspended-vehicle system comprising a track and a vehicle adapted to travel along said track and provided with forcetransmitting electromagnetic means between said vehicle and said track

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Power Engineering (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Control Of Vehicles With Linear Motors And Vehicles That Are Magnetically Levitated (AREA)
US00362012A 1972-07-08 1973-05-21 Electromagnetic suspension and guide system for suspended vehicles adapted to switch tracks Expired - Lifetime US3851594A (en)

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Application Number Priority Date Filing Date Title
DE19722233631 DE2233631C3 (de) 1972-07-08 Elektromagnetisches Trag- und/oder Fuhrungssystem fur Schwebefahrzeuge

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US3851594A true US3851594A (en) 1974-12-03

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US (1) US3851594A (fr)
BE (1) BE799478A (fr)
BR (1) BR7305080D0 (fr)
NL (1) NL7307246A (fr)
SU (1) SU727124A3 (fr)

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3964398A (en) * 1974-03-09 1976-06-22 Krauss-Maffel Aktiengesellschaft Magnetic-suspension vehicle system having switch tracks
US3968753A (en) * 1974-02-20 1976-07-13 Krauss-Maffei Aktiengesellschaft Circuit arrangement for magnetic suspension vehicle systems
US4742778A (en) * 1985-03-25 1988-05-10 Kabushiki Kaisha Toshiba Floating carrier type transporting system
US4900962A (en) * 1989-01-18 1990-02-13 Satcon Technology Corporation Magnetic translator bearings
WO1995006949A1 (fr) * 1993-09-01 1995-03-09 Grumman Aerospace Corporation Electroaimant supraconducteur servant a la sustentation et a la propulsion d'un vehicule a sustentation magnetique
US5845581A (en) * 1996-05-07 1998-12-08 Svensson; Einar Monorail system
US6182576B1 (en) 1996-05-07 2001-02-06 Einar Svensson Monorail system
US6450103B2 (en) 1996-05-07 2002-09-17 Einar Svensson Monorail system
WO2019018661A1 (fr) * 2017-07-21 2019-01-24 Hyperloop Technologies, Inc. Commutation guidée basée sur un véhicule
US10940764B2 (en) 2017-07-27 2021-03-09 Hyperloop Technologies, Inc. Augmented permanent magnet system
US20220371635A1 (en) * 2020-02-13 2022-11-24 Hyperloop Technologies, Inc. System and Method for Traversing a Non-Moving Rail Switch Using Electromagnetic Engines
US20240092182A1 (en) * 2022-09-16 2024-03-21 Magnovate Holdings Inc. Electromagnetic transportation with integrated switching, propulsion, guidance and suspension

Citations (2)

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DE707032C (de) * 1938-08-17 1941-06-11 Hermann Kemper Dipl Ing Schwebebahn
US3750803A (en) * 1971-11-11 1973-08-07 L Paxton Rapid transportation system

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE707032C (de) * 1938-08-17 1941-06-11 Hermann Kemper Dipl Ing Schwebebahn
US3750803A (en) * 1971-11-11 1973-08-07 L Paxton Rapid transportation system

Cited By (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3968753A (en) * 1974-02-20 1976-07-13 Krauss-Maffei Aktiengesellschaft Circuit arrangement for magnetic suspension vehicle systems
US3964398A (en) * 1974-03-09 1976-06-22 Krauss-Maffel Aktiengesellschaft Magnetic-suspension vehicle system having switch tracks
US4742778A (en) * 1985-03-25 1988-05-10 Kabushiki Kaisha Toshiba Floating carrier type transporting system
US4900962A (en) * 1989-01-18 1990-02-13 Satcon Technology Corporation Magnetic translator bearings
WO1995006949A1 (fr) * 1993-09-01 1995-03-09 Grumman Aerospace Corporation Electroaimant supraconducteur servant a la sustentation et a la propulsion d'un vehicule a sustentation magnetique
US5479145A (en) * 1993-09-01 1995-12-26 Northrop Grumman Corporation Superconducting electromagnet for levitation and propulsion of a maglev vehicle
US6450103B2 (en) 1996-05-07 2002-09-17 Einar Svensson Monorail system
US6182576B1 (en) 1996-05-07 2001-02-06 Einar Svensson Monorail system
US5845581A (en) * 1996-05-07 1998-12-08 Svensson; Einar Monorail system
WO2019018661A1 (fr) * 2017-07-21 2019-01-24 Hyperloop Technologies, Inc. Commutation guidée basée sur un véhicule
US11554796B2 (en) 2017-07-21 2023-01-17 Hyperloop Technologies, Inc. Vehicle-based guided switching
US20230087563A1 (en) * 2017-07-21 2023-03-23 Hyperloop Technologies, Inc. Vehicle-based guided switching
US10940764B2 (en) 2017-07-27 2021-03-09 Hyperloop Technologies, Inc. Augmented permanent magnet system
US11724601B2 (en) 2017-07-27 2023-08-15 Hyperloop Technologies, Inc. Augmented permanent magnet system
US20220371635A1 (en) * 2020-02-13 2022-11-24 Hyperloop Technologies, Inc. System and Method for Traversing a Non-Moving Rail Switch Using Electromagnetic Engines
US12291249B2 (en) * 2020-02-13 2025-05-06 Hyperloop Technologies, Inc. System and method for traversing a non-moving rail switch using electromagnetic engines
US20240092182A1 (en) * 2022-09-16 2024-03-21 Magnovate Holdings Inc. Electromagnetic transportation with integrated switching, propulsion, guidance and suspension
WO2024059478A3 (fr) * 2022-09-16 2024-04-18 Magnovate Holdings Inc. Transport électromagnétique à commutation, propulsion, guidage et suspension intégrés

Also Published As

Publication number Publication date
NL7307246A (fr) 1974-01-10
BR7305080D0 (pt) 1974-08-22
SU727124A3 (ru) 1980-04-05
BE799478A (fr) 1973-08-31

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