U.S. patent number 3,847,086 [Application Number 05/319,908] was granted by the patent office on 1974-11-12 for suspended railway having a magnetic suspended guide of its vehicles.
This patent grant is currently assigned to Messerschmitt-Bolkow-Blohm GmbH. Invention is credited to Ulf Steenbeck.
United States Patent |
3,847,086 |
Steenbeck |
November 12, 1974 |
SUSPENDED RAILWAY HAVING A MAGNETIC SUSPENDED GUIDE OF ITS
VEHICLES
Abstract
A suspended railway system utilizing a magnetic guide for
vehicles and at least a support beam which is partly enclosed by
the vehicle as a support member along the path of travel. The
suspended railway system has, in the area of a switch, at least
three support beams which are tapered on one side toward the
central portion of the switch and terminate at the central portion.
A first support beam extends from the switch entrance into the
central portion of the switch and is arranged between the remaining
two support beams. The remaining two support beams extend from the
central portion of the switch to the switch exit. The switching
function from one path of travel to another path of travel is
accomplished by electromagnetic principles.
Inventors: |
Steenbeck; Ulf (Miesbach,
DT) |
Assignee: |
Messerschmitt-Bolkow-Blohm GmbH
(Munich, DT)
|
Family
ID: |
5833074 |
Appl.
No.: |
05/319,908 |
Filed: |
December 29, 1972 |
Foreign Application Priority Data
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|
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Jan 15, 1972 [DT] |
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2201820 |
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Current U.S.
Class: |
104/130.02;
104/105 |
Current CPC
Class: |
B61B
13/08 (20130101) |
Current International
Class: |
B61B
13/08 (20060101); E01b 025/06 () |
Field of
Search: |
;104/130,105,46,148LM,148MS,148SS |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
Primary Examiner: Wood, Jr.; M. Henson
Assistant Examiner: Keen; D. W.
Attorney, Agent or Firm: Woodhams, Blanchard and Flynn
Claims
The embodiments of the invention in which an exclusive property or
privilege is claimed are defined as follows:
1. In a switching zone for a magnetic suspended railway having
means defining a switch entrance and a pair of switch exits and
means defining a support beam at said switch entrance and said
switch exits on which at least one vehicle having a pair of
laterally spaced means defining driving legs thereon is supported
in a suspended position by means defining conductive rails and
guided by first guide magnets positioned relative to said
conductive rail means, said first guide magnets being mounted on
opposed surfaces of said driving legs, said conductive rail means
being mounted on oppositely facing surfaces of said support beam
means outside of said switching zone, said support beam means being
partly enclosed by said driving legs on said vehicle, the
improvement comprising wherein, within said switching zone, said
support beam means comprises at least three support beams which are
each tapered on one side toward a central portion of said switching
zone and terminate at said central portion, a first support beam
including support means extending from said switch entrance into
said central portion and between the remaining two of said support
beams, said remaining two of said support beams extending from said
central portion to one of said switch exits, the spacing between
said first support beam and said remaining two support beams in
said central portion being equal, means in said central portion of
said switching zone defining a pair of second guide magnets, one on
each side of said first support beam, for establishing a magnetic
coupling with said first guide magnets in said central portion and
on at least one side of said vehicle, said first and second guide
magnets having identical polarity, means defining first
magnetically conductive guide rails on the opposite side of said
driving legs from said second guide magnets and means defining a
pair of third guide magnets for establishing a magnetic coupling
with said first conductive guide rail means in said central portion
and on at least the other side of said vehicle from said one
side.
2. The improvement according to claim 1, wherein said conductive
rail means is composed of magnetically conductive support rails and
second magnetically conductive guide rails, said vehicle being
supported in a suspended position by a magnetic coupling between
means defining said conductive support rails and first support
magnets and guided by said first guide magnets positioned relative
to said second magnetically conductive guide rails.
3. The improvement according to claim 2, wherein said conductive
support rails are mounted on opposite sides of said first support
beam including said support means and extend into said central
portion of said switching zone and terminate at said central
portion, said conductive support rails being also mounted on one
side of said remaining two of said support beams remote from said
support means and extend into said central portion of said
switching zone and terminate at said cental portion.
4. The improvement according to claim 3, wherein said second
magnetically conductive guide rails are mounted on said one side of
said remaining two of said support beams and extend into said
central portion of said switching zone and terminate at said
central portion.
5. The improvement according to claim 2, wherein said second guide
magnets are mounted on opposite sides of said first support beam
and opposing said first guide magnets on said driving legs, said
second guide magnets extending from an external portion of said
central portion of said switching zone into said central portion
and terminating thereat, said second magnetically conductive guide
rail means are mounted on oppositely facing surfaces of said first
support beam and terminate at the location where said second guide
magnets begin and extend into said central portion.
6. The improvement according to claim 2, wherein said conductive
rail means further comprises second magnetically conductive support
rails and second support magnets, said vehicle being supported in a
suspended position by a magnetic coupling between said second
conductive support rails and said second support magnets, said
magnetic coupling between one of said first mentioned support rails
and said first support magnets supporting one side of said vehicle
whenever said magnetic coupling exists between said second support
rails and said second support magnets.
7. The improvement according to claim 6, wherein said second
support magnets and said third guide magnets are mounted on
supports which extend along and oppose the outwardly facing
surfaces of said first support beam and said remaining two support
beams in said central portion of said switching zone and said first
support rails and said first guide rails mounted thereon, one of
said supports being curved to accommodate a change of direction
between said first support beam and one of said remaining support
beams.
8. The improvement according to claim 7, wherein the other of said
supports is straight.
9. The improvement according to claim 7, wherein said conductive
rail means further comprises third support magnets mounted on the
sides of said remaining two support beams opposing each other and
said first support beam and are adapted to magnetically cooperate
with said second support rails on said driving legs of said
vehicle.
10. The improvement according to claim 9, wherein said third
support magnets are in a different horizontal plane than said first
mentioned conductive support rails.
11. The improvement according to claim 1, wherein said second guide
magnets are mounted on opposite sides of said first support beam
and opposing said first guide magnets on said driving legs, said
second guide magnets extending from an external portion of said
central portion of said switching zone into said central portion
and terminating thereat.
Description
For supporting and guiding vehicles of rail-mounted tracks, it is
known to utilize the attractive forces between electromagnets and
magnetically conductive rails and to control same in such a manner
that the vehicles are held in a freely suspended condition and are
guided freely suspended with respect to these rails. In such a
known railway (German Pat. No. 707 032) for example, vehicles are
held in a suspended position by electromagnets (support magnets)
which act attractively on driving rails -- extending above or below
said vehicles -- and additionally are guided by electromagnets
(guide magnets) arranged on both sides in lateral direction with
respect to side of the rails. This lateral guide has the advantage
that in the zone of switches, no adjustable switch parts are
needed. To steer toward a desired direction of travel, it may only
be necessary to render all guide magnets of one vehicle side
inoperative. If, for example, in a switch only the electromagnets
of the right vehicle side are in operation, then all vehicles
automatically steer toward the right.
The arrangement of the electromagnets and rails chosen in the known
suspended guide is, however, useable only for a so-called inside
enclosure of the vehicles, that is, the rails which cooperate with
the electromagnets as an armature are arranged with the associated
supports or support beams outside of the vehicle profile. This
causes a considerably greater gauge for the path of travel than in
a suspended railway having a magnetic suspended guide of the
vehicles and a central support beam partially enclosed by said
vehicles which functions as a support construction for the path of
travel (Transrapid of the Krauss-Maffei AG of October 1971). In
such railways having a so-called outside enclosure of the support
beam by the vehicles, the aforesaid described suspended guide can
only be used if so-called rigid switches (without adjustable switch
parts) are not at all used.
Therefore, the purpose of the invention is to illustrate a solution
how one manages, in a suspended railway of the last-mentioned type
in the zone of switches, without adjustable switch parts.
To attain this purpose, the invention suggests for the switch zone
an arrangement of at least three support beams which are tapered on
one side toward the center portion of the switch and terminate, of
which support beams one (the first one) extends from the switch
entrance into the center portion of the switch and is arranged
there with equal lateral distance between the two other support
beams extending from the switch exit into the center portion of the
switch, and this arrangement involving equal lateral distance is
such that the straight surface of the first one extends parallel to
an oppositely positioned inclined surface of the (second) one of
these two (other) support beams, which one is curved corresponding
to the switch radius and that the second surface of the first one
which contributes to its tapering and is curved corresponding to
the switch radius extends parallel to an oppositely positioned
surface which is curved to the same degree and contributes to the
tapering of the third support beam. The center portion of the
switch refers hereby approximately to the zone in which the first
support beam is arranged between the two other ones.
In such an arrangement, the first support beam is part of the
support construction of both the through-going and also the
off-branching paths of travel, whereby the sloped surface of the
second support beam is associated with the through-going path of
travel, the curved surface of the third support beam with the
off-branching path of travel. To maintain the gauge of the path of
travel, which is predetermined by the width of the support beams at
the switch entrance or exit, it is thereby only necessary that both
the distance between the second (straight) surface of the third
support beam, which surface extends into the center portion of the
switch, and the straight surface of the first support beam and also
the distance between the curved surface of the first support beam
and the second (curved) surface of the second support beam, which
surface extends into the center portion of the switch, corresponds
to the width of the support beams (at the switch entrance or switch
exit).
The suggested arrangement permits, in beam tracks having an outside
enclosure of the support beams by vehicles, the use of a magnetic
suspended guide for the vehicles, at least in the same advantageous
manner as in known beam tracks, having an inside enclosure of the
vehicles. Adjustable parts are not required for a support and
guidance and also for steering into desired directions of travel.
Further, adjustable parts are also not required for the switches or
for the vehicles. It is only necessary to use, in a suitable
manner, the common components of the magnetic suspension technique,
such as electromagnets which function as support and guide magnets
and magnetically conductive support and guide rails.
This will be explained more in detail hereinafter by one exemplary
embodiment of the invention and further developments of the same in
connection with the drawings, in which:
FIG. 1 is a top view of three support beams and an arrangement of
rows of electromagnets and of support and guide rails in the zone
of a switch, whereby the electromagnets (only schematically
illustrated) and the support beams and the rails are illustrated
partially sectioned;
FIG. 2 is a cross-sectional view of the switch along the line
II--II of FIG. 1 and the back view of a vehicle which is positioned
at this point; and
FIGS. 3 to 7 are further cross-sectional views of the switch along
the lines III--III, IV--IV, V--V, VI--VI and also VII--VII of FIG.
1, whereby at these positions only the important parts of the
vehicle according to FIG. 2 are illustrated.
It is here remarked that the switch arrangement illustrated in FIG.
1 is considerably shorter than is the case in reality because of
illustrative reasons. FIGS. 2 to 7 refer to this arrangement having
approximately three times the length which corresponds to the
length of a slow running switch.
A switch (FIG. 1) of a so-called one-beam railway capable of
magnetically suspending and guiding vehicles 1 consists of three
support beams 2, 3 and 4 which are tapered on one side toward the
central position 5 at which position they terminate. The (first)
support beam 2, which extends from the switch entrance into the
central position 5 of the switch is arranged between the two other
support beams 3 and 4. The support beams 3 and 4 extend from the
switch exit into the central position 5 of the switch and are
spaced the same lateral distance from said support beam 2 but on
opposite sides thereof. The straight surface 6 on one side of the
first support beam 2 extends parallel to an oppositely positioned
sloped surface 7 of the (second) support beam 3 which is curved
corresponding to the switch radius. The second surface 8 on the
opposite side of the first support beam 2 is curved corresponding
to the switch radius and extends parallel to an oppositely
positioned surface 9 on the third support beam 4, which surface 9
is curved to the same degree as the surface 8. Furthermore, the
arrangement of the support beams 2, 3 and 4 is chosen in such a
manner that the distance between the second (straight) surface 10
on the third support beam 4, which surface 10 extends into the
central portion 5 of the switch, and the straight surface 6 on the
first support beam equals the distance between the curved surface 8
on the first support beam 2 and the second (curved) surface 11 on
the second support beam 3, which surface 11 extends into the
central portion 5 of the switch. These distances correspond to the
width of each support beam at the switch entrance and also switch
exit.
As can further be taken from FIG. 1, with the exception of the
sloped surface 7 of the second support beam 3 and the curved
surface 9 of the third support beam 4, magnetically conducting
support rails 14 are arranged along all aforementioned surfaces 6,
8, 10 and 11 and along the second curved surface 12 of the second
support beam 3 and the second straight surface 13 of the third
support beam 4. Said support rails 14 serve as an armature for
electromagnets 15, which are arranged in horizontal position on
driving legs 16 of the respective vehicle 1 as support magnets
(FIGS. 2 to 7).
Furthermore, magnetically conductive guide rails 17 are provided
along the curved surfaces 11 and 12 of the second support beam 3
and along the straight surfaces 10 and 13 of the third support beam
4 as an armature for electromagnets 18 (guide magnets) which are
arranged in vertical position on the driving legs 16 of the vehicle
1. Such guide rails 17 are, according to FIG. 2, also provided on
the surfaces of the first support beam 2, however, only up to the
switch entrance (compare FIG. 1). In the zone of the tapered
portion of said support beam 2, one row each of electromagnets
serving as stationary guide magnets 19 extends along both its
surfaces 6 and 8, whereby these electromagnets are arranged in
vertical position; they have the same polarity as the
aforementioned guide magnets 18 of the vehicle 1. Finally, further
rows of electromagnets are provided on two outer supports 20 and 21
which extend approximately through the entire switch zone. That is,
for each support, one row of electromagnets are horizontally
arranged and function as stationary support magnets 22 for the
magnetically conductive support rails 23 of the vehicle 1. The row
extends approximately through the zone of the tapered portion of
the first support beam 2, and, arranged above this row, a row of
electromagnets are vertically arranged and function as further
stationary guide magnets 24 for the magnetically conductive guide
rails 25 of the vehicle. The row of vertically arranged
electromagnets extends approximately over the entire switch zone
(compare FIG. 1 with FIGS. 3 to 6). The support and guide rails 23
and also 25 are also secured on the driving legs 16 of the vehicle
1, however, on the longitudinal side of the respective driving leg
which does not face its support and guide magnets 15 or 18.
Of the two supports 20 and 21, one extends curved relative to the
switch radius and has a lateral distance parallel to the curved
surface 11 of the second support beam 3; the other, straight
support 21 extends with the same lateral distance parallel to the
straight surface 10 of the third support beam 4.
According to FIGS. 4 to 6, the support rails 23 of the vehicle 1
serve, depending on the desired driving direction, also as an
armature for a row of electromagnets 26 which extend along the
sloped surface 7 on the second support beam 3 or a row of
electromagnets 26 which extend along the curved surface 9 on the
third support beam 4 which electromagnets are horizontally arranged
and function as further stationary support magnets. The arrangement
of these rows and the stationary support rails 14 is chosen in such
a manner that at the end of the rows their electromagnets 26 are
able to cooperate with the then oppositely positioned support rail
23 of one driving leg 16 and simulataneously the support magnets 15
of the driving leg with the then oppositely positioned stationary
support rail 14 (compare FIG. 6).
A driving through of the aforedescribed switch by straight-ahead
travel will be discussed in connection with FIGS. 2 to 7; the
position chosen therein for the vehicle 1 is valid thus for a
travel without any change in direction.
Outside of the switch, thus on the open track, the vehicle 1 is
maintained in its suspended position with respect to the stationary
support rails 14 by its support magnets 15 and is guided by its
guide magnets 18 with respect to the stationary guide rails 17 in
lateral direction (FIG. 2). The magnetic pulls between the guide
magnets 18 and guide rails 17 can be determined thereby in the
usual manner by controlling the excitation of the guide magnets so
that the vehicle 1 is held constantly in a central position between
the two guide rails.
Upon entrance of the vehicle 1 into the switch, the support magnets
17 of the left driving leg 16 automatically slowly lose their
effectiveness -- due to the tapering of the first support beam 2 --
with respect to the associated support rail 14. For this reason,
the vehicle 1 is held suspended starting wtih the switch entrance
on its left side, also by means of the support rail 23 (of the
respective driving leg 16) by the support magnets 22 of the
straight support 21, which support magnets are positioned opposite
the support rail 23 (FIG. 3). Advantageously during the transition
onto these controllable support magnets 22, their excitation will
be increased for a short period of time. Since this transition
(from supporting by means of the suport magnets 15 of the vehicle
to supporting by means of the stationary support magnets 22) takes
place "slidingly," the stationary support magnets 22 will
furthermore be dimensioned smaller toward the switch entrance. With
this, it is assured for driving through the switch in an opposite
direction (from the switch exit toward the switch entrance) that
the support magnets 15 of the vehicle take over automatically a
support function at the switch entrance.
What concerns the guiding of the vehicle 1 during an entrance into
the switch, the guide magnet or guide magnets 18 of the left
driving leg 16 are turned off; the controllable guide magnets 24 of
the support 21 take over in connection with the guide rail 25 of
the driving leg the guiding function. Simultaneously therewith on
the right vehicle side the guide magnet 18 or the guide magnets 18
of the right driving leg 16 and the guide magnets 19 on the
straight surface 6 of the first support beam 2 exert repulsive
forces onto one another. These stationary guide magnets 19 and
those of the right vehicle leg 16 are energized steadily while the
excitation of the aforementioned stationary guide magnets 24 is
controlled. In this manner, a unique guide of the vehicle 1 is
achieved, that is, through the "teamwork" of the attractive and
repulsive magnetic forces a required nominal distance can be
maintained between the left guide rail 25 of the vehicle and the
stationary guide magnets 24 and therewith the desired direction of
travel (straight ahead) can be determined exactly.
In the central portion 5 of the switch (FIG. 4), the support rail
14 for the support magnets 15 of the right driving leg 16
terminate. Its function is taken over by the electromagnets 26 on
the sloped surface 7 of the second support beam 3 in connection
with the support rail 23 of the right driving leg 16, whereby a
continuous transition to a support by means of the support beam 3
through a not illustrated one-sided tapering of the stationary
support rail 14 toward its end is achieved. On the left vehicle
side, the support magnets 15 of the left driving leg in connection
with the support rail 14 of the straight surface 10 of the third
support beam 4 take over the supporting function again. A
continuous transition is here also achieved by the (not
illustrated) slow widening of the left support rail 14 and, if
necessary, by a reduction of the excitation of the stationary
support magnets 22 (of the straight support 21).
The guide magnets 24 of the straight support 21 and the guide
magnets 18 of the left driving leg 16 guide the vehicle 1 in the
center portion 5 of the switch at the end of the row of the guide
magnets 19 of the straight surface of the first support beam 2
(FIG. 5). Through the cooperation of said guide magnets 18 and 24
with respect to the left driving leg an exact guidance of same is
obtained and therewith of the vehicle along the third support beam
4. At the end of the guide magnets 24 of the support 21 (switch
exit) the guide finally is accomplished along the third support
beam 4 by the guide magnets 18 on both driving legs 16 (FIG. 7).
According to FIG. 6, prior to this on the right vehicle side, a
transition takes place from a support by means of the
electromagnets 26 of the second support beam 3 to a support by
means of the support magnets 15 on the right driving leg in
connection with the support rail 14 (also tapered on one side
toward the end) on the second straight surface 13 of the third
support beam 4. At the chosen arrangement of this support rail 14
with respect to the electromagnets 26 (in two planes), it is
possible to carry out the transition continuously.
It is remarked that also during the guiding function, a continuous
transition from one system to the other one can be achieved by
stationary guide rails 17 which continuously widen (in the
respective zones) in driving direction and by continuously
decreasing magnetic forces in the stationary guide magnets 19 and
24. The described magnetic lateral guiding has the advantage that
also in case of a power loss in the vehicle 1 or in the switch, the
vehicle is guided still in the predetermined direction. In the
first case, only the stationary guide magnets effect the direction
guidance; in the last case, only the steadily energized guide
magnets of the vehicle effect the guidance.
The support and guidance of the vehicle during a change of the
direction of travel (traveling of curves) is done in the same
manner; the respective stationary support and guide magnets 22 or
24 of the curved support 20, the guide magnets 19 on the curved
surface 8 of the first support beam 2 and the electromagnets 26 on
the curved surface 9 of the third support beam 4 are then
active.
The vehicle can be driven by a linear motor, whereby advantageously
a linear motor having translators arranged in duplicate on both
sides of the vehicle and having stators secured on the surfaces of
the support beams 2, 3 and 4. The translators may be secured above
the guide magnets on the respective driving leg in horizontal
position. The stators may extend along the surfaces (6, 8, 10, 11,
12, 13) of the support beams, which surfaces are provided with
support rails; in as far as stationary guide rails are present, the
stators can form one structural unit with the guide rails. In the
switch therefore, at least one vehicle side, the vehicle is driven
at a constant level.
The energy suply to the vehicle can come from contact rails which
are arranged also along the surfaces of the support beams, which
surfaces are provided with support rails, that is, below the
support rais. In the central portion 5 of the switch, it is then
only necessary to switch over, for example, during a drive through
the switch, without changing the direction of travel, from the
contact rails on the straight surface of the first support beam 2
to those on the straight surface of the third support beam 4, which
latter straight surface extends into the central portion 5 of the
switch.
Finally, the driving legs 16 of the vehicle can be provided with
emergency-running elements which, for example, during a breakdown
of the energy supply in the switch and/or in the vehicle are guided
on emergency-running surfaces which are provided below the driving
legs between the support beams and there effect, if needed, an
emergency stopping of the vehicle. Emergency-running surfaces can
be provided also on all surfaces of the support beams for the
emergency-running elements to engage when in a vertically aligned
position.
* * * * *