EP0417932B1 - Schienenfahrzeug und dazugehörige Schienenanlage - Google Patents

Schienenfahrzeug und dazugehörige Schienenanlage Download PDF

Info

Publication number
EP0417932B1
EP0417932B1 EP19900309429 EP90309429A EP0417932B1 EP 0417932 B1 EP0417932 B1 EP 0417932B1 EP 19900309429 EP19900309429 EP 19900309429 EP 90309429 A EP90309429 A EP 90309429A EP 0417932 B1 EP0417932 B1 EP 0417932B1
Authority
EP
European Patent Office
Prior art keywords
wing
vehicle
vehicle system
coils
tracked vehicle
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.)
Expired - Lifetime
Application number
EP19900309429
Other languages
English (en)
French (fr)
Other versions
EP0417932A1 (de
Inventor
Fumio Iida
Naofumi Tada
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.)
Hitachi Ltd
Original Assignee
Hitachi Ltd
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 Hitachi Ltd filed Critical Hitachi Ltd
Publication of EP0417932A1 publication Critical patent/EP0417932A1/de
Application granted granted Critical
Publication of EP0417932B1 publication Critical patent/EP0417932B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • 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

Definitions

  • the present invention relates to a vehicle arranged for movement along a track, and also to a tracked vehicle system for such a vehicle.
  • Maglev vehicles There is increasing interest in the design of a vehicle which is to be driven along the track making use of electromagnetic drive forces to lift and/or propel the vehicle along the track.
  • Such vehicles are known as Maglev vehicles, and have the advantage that such vehicles are capable of reaching much higher speeds than ordinary track vehicles (e.g. abour 500km/hr) because there is no direct vehicle/track contact.
  • ordinary track vehicles e.g. abour 500km/hr
  • the magnetic effects predominate.
  • maglev vehicles have been linked to the development of superconducting magnets, because a Maglev vehicle needs to have at least one (usually many) superconducting magnets which interact with coils in the track to support and propel the vehicle.
  • the track will have normal conducting coils which, together with the superconducting magnet(s), generate a lifting force for supporting the vehicle clear of the track, and other coils which, again together with the superconducting coils, generate a propulsive force.
  • JP-A-48-9416 there was proposed an arrangement in which flat fins extended along the lengrh of the Maglev vehicle, the drag of those fins resisting pitching of the vehicle. Furthermore, in JP-A-48-9417 it was proposed that the Maglev vehicle had flat stabilizers which could be moved out from a position flush with the body of vehicle to a projecting position, in which projecting position they applied a lift to the part of the body to which they were attached, due to their angle of incidence with the direction of movement.
  • the present invention provides a tracked vehicle system comprising: a track having a first plurality of propulsion coils and a second plurality of ground coils; and a vehicle arranged to move on the track, the vehicle having a body and at least one superconducting coil on the body, the at least one superconducting coil being arranged to interact with the first plurality of propulsion coils for generating a propulsive force for the vehicle and being arranged to interact with the second plurality of ground coils for generating a lifting force on the vehicle; wherein: the vehicle has quenching preventing means, to prevent quenching of the at least one superconducting coil due to the weight of said vehicle being applied thereto, said quenching preventing means comprising at least one wing of airfoil shape on the body for generating a lifting force for at least partially supporting the weight of said vehicle.
  • the present invention seeks to reduce the loading on the superconducting coils due to the weight of the vehicle, and proposes that one or more wings of airfoil shape are provided on the vehicle.
  • the airfoil shape of the wings generates a lifting force, which at least partially supports the weight of the vehicle when the vehicle is moving at full speed. Therefore, the forces applied by the weight of the vehicle to the superconducting coils are reduced, and the risk of deformation (quenching of the superconducting coils) is also reduced.
  • Airfoils have a relatively low drag coefficient, as compared with the lift it generates, and thus are entirely different from the flat stabilizers disclosed in JP-A-48-9417 which will have a significant drag when they provide a lifting effect, since they are flat and not airfoil shaped.
  • the present invention there are two fundamental benefits provided by the present invention, which permit the design of the vehicle and the track system incorporating the vehicle to be improved.
  • the wing(s) it is preferable for the number and shape of the wings to be chosen so that, at least at normal operating speed, substantially the whole of the weight of the vehicle is supported by the lifting force generated by the wings. Then, a magnetic lifting force is unnecessary and the lifting coils, normally placed horizontally on the track, can be eliminated. Since, for a practical Maglev system, a pair of lifting coils (one for each side of the vehicle) is required every metre of track, it can be seen that the elimination of the lifting coils offers substantial cost advantages.
  • the superconducting coils do not need to generate a large lifting force and can generate more propulsive force, their shape may be re-designed.
  • the coils are generally of linked (racetrack) shape, with the major axis of the loop extending horizontally so that that horizontal part interacts with the horizontal coils of the track to generate a lifting force.
  • the coils are thus longer in the horizontal direction than the vertical direction.
  • the present invention proposes that the coils be longer in the vertical direction than the horizontal direction, i.e. thar they generate a large propulsive force relative to the lifting force. Therefore, for a given propulsive force, the energy input to the superconducting coils is reduced and a more efficient propulsion system is achieved.
  • the present invention proposes that the angle of incidence of the wing(s), i.e. the inclination of the wing relative to the vehicle, is variable, as such variation varies the lifting force applied to the vehicle. If the vehicle then has a sensor for detecting its spacing from the track, the angle of incidence, and hence the lifting force, can be varied in dependence on that spacing to ensure that the vehicle moves at a uniform height. This effect may further be improved by providing a plurality of wings and a corresponding plurality of sensors, so that the spacing of the vehicle from the track may be made uniform at a plurality of locations, ensuring that the vehicle does not pitch.
  • Such variation in angle of incidence may be achieved by rotating the whole of the wing about a horizontal axis, or by rotating only part of the wing about such an axis. Normally, for such variations in lifting force, only small changes in the angle of incidence are needed. However, if the means for changing the angle of incidence permits large changes in the angle, it is then possible for the wing also to act as an aerodynamic brake when necessary.
  • the wing(s) of a vehicle according to the present invention may be rotatable about a vertical axis, to change their attack direction.
  • the wings may be rotatable about 180 o , to permit the generation of a lifting force when the direction of the vehicle is reversed.
  • Figs. 1 and 2 show a superconducting magnetic floating train (Maglev train) having a vehicle body 2 with one or more airfoil wings 1 to provide a lifting force for supporting partially or wholly the weight of the train so that the load on the superconducting coils 4 may be reduced to avoid quenching due to deformation of those coils.
  • Maglev train superconducting magnetic floating train
  • the lifting force is not generated wholly by the superconducting coils 4 but assisted by the lift generated by the airfoil wings 1 so that the strength of the supporting structure for the superconducting coils 4 is sufficient for the forces applied thereto, and hence deformation of the coils 4 is less likely, thereby increasing the reliability of the superconducting coils 4.
  • Fig. 1 the general structure of the Maglev train is visible, with the body 2 of the train being connected to a chassis 3, which chassis 3 supports the superconducting coils 4.
  • the body 2 is connected to the chassis 3 via pneumatic springs 5 to increase the comfort of the people travelling in the body 2 of the Maglev train.
  • pneumatic springs 5 to increase the comfort of the people travelling in the body 2 of the Maglev train.
  • the chassis 3 may also have brakes 7.
  • the wheels 6 run on a track 12, and adjacent that track 12, and extending generally horizontally, are a plurality of ground coils 9, which ground coils 9 interact with the superconducting coils 4 to generate a lifting force for the vehicle. Furthermore, on either side of the track 12, there are guideways 11, which support generally vertically extending coils 10, which coils 10 interact with the superconducting coils 4 to generate a propulsive force for the vehicle.
  • the whole of the weight of the body 2 and the chassis 3 is, when the Maglev train is moving at normal speeds, supported by the interaction between the superconducting coils 4 and the ground coils 9.
  • Fig. 1 also shows a sensor 13, which can measure the separation of the superconducting coil 4 or the body 2 and the track 12, to control the height of the vehicle above the track 12 in a manner which will be described subsequently.
  • Fig. 2 the airfoil shape of the wings 1 is more apparent, and it can be seen that they will generate a lift when the train is moving in a direction shown by arrow A.
  • Fig. 2 also shows that a plurality of wings may be provided on the Maglev train, the wings 1 being spaced along the length of the Maglev to provide suitable support therefor. There may further be a sensor 13 associated with each wing 1.
  • L and D the lift and the drag generated by an airfoil wing 1
  • coefficients C L and C D are dimensionless coefficients which depend on the shape of the wing 1 and are called the "lift coefficient” and the “drag coefficient”, respectively.
  • the lift coefficient C L and the drag coefficient C D each vary according to the angle of incidence ⁇ of the wing 1, as shown in Fig. 3(b).
  • the lift coefficient C L increases generally linearly with an increase in the incidence angle ⁇ but begins to decrease abruptly after a maximum value C Lmax has been reached.
  • the angle of incidence ⁇ corresponding to the value C Lmax is called the "stall angle”.
  • the drag coefficient C D initially increases slowly with an increase in the angle of incidence ⁇ but increases abruptly adjacent the stall angle.
  • the coefficient C Dt designates the total drag coefficient of the Maglev train.
  • the total drag D t is equal to the thrust which is given from the propelling/guiding ground coils.
  • This total drag D t is composed of the following drag factors:
  • the total drag is expressed by using a section drag D z and an induction drag D1 in the following form:
  • the induction drag coefficient C D1 is theoretically expressed by the following equation:
  • D D1 K/ ⁇ ⁇ . C L 2 (Eq. 5)
  • ⁇ designates the ratio b/t of the wing width to the chord length t (see Fig. 3a)
  • letter K designates a constant which would have an ideal value of 1 but has a practical value between 1 and 2.
  • the lift and total drag which act on the Maglev train are calculated by using equations 1 and 6.
  • the lift L and the total drag D t are calculated by equations 1 and 6, respectively.
  • the lift is 30 tons and that the total drag is 7.5 tons.
  • the area of the airfoil wing 1 is limited to be smaller than the projection area of the roof of the Maglev train on the ground.
  • the lift coefficient i.e., the angle of incidence ⁇ is constant and set to 10 o .
  • Figs. 5 and 6 are partial sections showing arrangements of a mechanism for changing the angle and area of the airfoil wing which may be used in embodiments of the present invention.
  • a variety of mechanisms can be conceived to change the angle and area of the airfoil wing.
  • an airfoil wing 100 is mounted on a vehicle, e.g. the body 2 of the Maglev train of Figs. 1 and 2 by a support column 112.
  • the angle of incidence ⁇ of that wing 100 is changed by turning a pinion 115 driven by a motor 114.
  • the motor 114 is mounted on an upper part of the body of the vehicle or in the wing 100, to drive a rack 116 or a pinion 115.
  • the control signal to the motor 114 is determined so as to move the wing 100 to the optimum angle by a signal from a sensor 121, via control means 120. That sensor 121 may derive its signal from a height sensor 13, as in Fig. 1, or from a speed sensor which measures the speed of the vehicle.
  • the running speed or the spacing of the train from the track may be used, on the basis of suitable calculations, to determine the optimum area of the airfoil wing 100 so that the output of the control means 120 is fed to a motor 114′ to project or retract an auxiliary wing 118 thereby to change the effective area of the wing 100.
  • a part 110′ of the wing 100 is movable and is actuated by a motor 114 in a similar way to that described with reference to Fig. 5. Furthermore, when the area of the wing 100 is to be changed, an auxiliary wing 118 is slid out of or into the inside of the floating wing 100 to change the wing area. It can be seen that, apart from the fact that only part of the wing 100 is moved in Fig. 6, the mechanism for changing the angle of incidence is the same for both Figs. 5 and 6.
  • the height of the body 2 of the vehicle from the track 12 may be measured by e.g. the sensor 13 (see Fig. 1) to change the angle and area of the floating wing thereby to control the lift so that the body can be held at a constant level.
  • the wing may have its angle changed with respect to the body 2 to play the role of a brake so as to establish a high braking force.
  • the mechanism for changing the angle and area of the floating wing may be exemplified by a hydraulic cylinder, for example, in addition or as an alternative to the motor shown in Figs. 5 and 6.
  • each wing 1 of the Maglev train of Fig. 2 will have a separate sensor 13, controlling a corresponding wing 1 as shown in Fig. 2. This is important because, since the wings are spaced along the length of the train, it is possible for pitching of the train to be eliminated by changing the angle of one wing relative to another.
  • the wings 1 will provide a lifting force to the Maglev train shown in Fig. 2, when thar train is moving in the direction of arrow A.
  • the train has to travel in the opposite direction for a return journey, it would be possible to rotate the whole of the train, but this is inefficient.
  • means may be provided for rotating the wings 1 about a generally vertical axis, so that the direction of attack (i.e. the direction in which the wing must move in order to generate lift) is changed.
  • the Maglev train shown in Fig. 2 is to move in the opposite direction to the arrow A, the wings 1 can then be rotated through 180 o to provide suitable lifts.
  • FIG. 6 A mechanism for achieving this is shown in Fig. 6, in which the support column 112 of the wing 100 is mounted on the body 2 of the vehicle, via a generally vertically extending axis defined by shaft 200. Rotation of the support column 112 about that shaft 200 changes the angle of attack of the wing 100. That rotation is controlled by a drive force applied e.g. from a drive wheel 201 controlled by a motor 202. The wheel 201 engages the base of the support column 112 to cause it to rotate.
  • the motor 202 may be controlled by the control means 120.
  • the airfoil wings 1 may generate a lifting force on the Maglev train. As this force increases, the amount of lifting force which must be generated between the superconducting coils 4 and the ground coils 9 is reduced. If the wings 1 generate sufficient lifting force, at normal operational speeds of the Maglev train the ground coils 9 can be completely eliminated, as in the embodiment shown in Fig. 7. This embodiment is the same as that of Fig. 1, accept for the omission of the ground coils 9. At low speeds, the weight of the Maglev train is supported by the wheels 6, and a propulsive force is generated between the superconducting coils 4 and the vertically extending coils 10. As the Maglev train increases in speed, the lift generated by the wings 1 also increases, as shown by Fig. 4, and this lifting force may then be arranged to be sufficiently large to lift the Maglev train, so lifting the wheels 6 clear of the ground and allowing higher speeds to be achieved. Again, control is achieved by changing the angle of incidence ⁇ of the wings 1.
  • This embodiment has the advantage that the ground coils 9 are eliminated, thereby reducing the cost of the track.
  • the superconducting coils In existing Maglev trains, the superconducting coils must generate sufficient force to lift the train, and this determines their shape.
  • the normal coils are looped in a racetrack shape, and in order to generate sufficient lifting force, it is necessary that the length of that loop in a horizontal direction is greater than the length in the vertical direction. It is the horizontal part of the loop which interacts with the ground coils to generate the lifting force, and the vertical part which interact with the coils which generate the propulsive force. If the lifting force needed between the superconducting coils and the ground coils is reduced or eliminated, e.g. by using an airfoil wing according to the present invention, then the shape of the coils can be changed.
  • Fig. 8 shows the configuration of a superconducting coil 4 which may be used in the present invention.
  • the coil 4 is mounted on a vehicle moving in the direction of arrow A (generally horizontal), then the horizontal dimension a of the coil may be made less than the vertical direction b. In existing coils, the relationship is necessarily the other way round.
  • the present invention proposes that one or more airfoil wings be provided on a vehicle, which vehicle is to be driven by magnetic interaction between superconducting coils on the vehicle and coils on a track, and then the airfoil wing may generate sufficient force to reduce the stresses on the superconducting coils, reducing the risk of failure of those coils.
  • a vehicle operating in accordance with the present invention has increased efficiency and safety.
  • the angle of incidence of the airfoil wing the amount of lift can be varied to control the height of the vehicle above the track, and, if sufficient variation is permitted, to allow the airfoil wing to act as an aerodynamic brake.
  • the present invention proposes that the shape of the superconducting coils be changed so that their vertical length (generating the propulsive force) is greater than the horizontal length (generating the lifting force) to increase the drive efficiency of the vehicle.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Vehicles With Linear Motors And Vehicles That Are Magnetically Levitated (AREA)

Claims (14)

  1. Schienenfahrzeugsystem, mit
       einer Schieneneinrichtung (12) mit einer ersten Vielzahl von Antriebsspulen (10) und einer zweiten Vielzahl von Bodenspulen; und
       einem Fahrzeug, das zur Bewegung auf der Schieneneinrichtung (12) eingerichtet ist, wobei das Fahrzeug einen Aufbau (2, 3) und mindestens eine supraleitende Spule (4) am Aufbau (2, 3) aufweist, wobei die mindestens eine supraleitende Spule (4) so angeordnet ist, daß sie in Wechselwirkung mit der ersten Vielzahl von Antriebsspulen (10) tritt, um eine Antriebskraft für das Fahrzeug zu erzeugen, und so angeordnet ist, daß sie in Wechselwirkung mit der zweiten Vielzahl von Bodenspulen (9) tritt, um eine Hubkraft am Fahrzeug zu erzeugen;
       dadurch gekennzeichnet, daß
       das Fahrzeug Mittel zum Verhindern des Übergangs aus dem supraleitenden Zustand in den Normalzustand aufweist, um zu verhindern, daß die mindestens eine supraleitende Spule (4) infolge des Gewichts des Fahrzeugs, das auf diese aufgebracht wird, aus dem supraleitenden Zustand in den Normalzustand übergeht, wobei die Mittel zum Verhindern des Übergangs aus dem supraleitenden Zustand in den Normalzustand mindestens einen Flügel (1, 100) mit Tragflächenform am Aufbau (2, 3) zum Erzeugen einer Hubkraft aufweisen, um mindestens teilweise das Gewicht des genannten Fahrzeugs zu tragen.
  2. Schienenfahrzeugsystem nach Anspruch 1, worin der Anstellwinkel des genannten mindestens einen Flügels (1, 100) variabel ist.
  3. Schienenfahrzeugsystem nach Anspruch 2, mit mindestens einem Sensor (13) am Aufbau (2, 3) zum Erfassen des Abstands des Aufbaus (2, 3) relativ zur Schieneneinrichtung (12), und Mitteln (120) zum Regeln des Anstellwinkels des mindestens einen Flügels (1, 100) in Abhängigkeit von diesem Abstand.
  4. Schienenfahrzeugsystem nach Anspruch 3, mit einer Vielzahl der genannten Flügel (1, 100) und einer entsprechenden Vielzahl der genannten Sensoren (13), wobei die Regelungsmittel (120) so eingerichtet sind, daß sie jeden aus der genannten Vielzahl von Flügeln (1, 100) in Abhängigkeit vom Abstand regeln, der vom entsprechenden Sensor (13) erfaßt ist.
  5. Schienenfahrzeugsystem nach irgendeinem der Ansprüche 2 bis 4, worin im wesentlichen die Gesamtheit des genannten, mindestens einen Flügels (1, 100) zum Ändern seines Anstellwinkels beweglich ist.
  6. Schienenfahrzeugsystem nach irgendeinem der Ansprüche 2 bis 4, worin nur ein Teil (110') des genannten, mindestens einen Flügels (1, 100) zum Ändern des Anstellwinkels des mindestens einen Flügels (1, 100) beweglich ist.
  7. Schienenfahrzeugsystem nach irgendeinem der vorangehenden Ansprüche, worin die Fläche des mindestens einen Flügels (1, 100) variabel ist.
  8. Schienenfahrzeugsystem nach irgendeinem der vorangehenden Ansprüche, worin sich der genannte, mindestens eine Flügel (1, 100) auf der Oberseite des Aufbaus (2, 3) befindet.
  9. Schienenfahrzeugsystem nach irgendeinem der vorangehenden Ansprüche, worin der genannte, mindestens eine Flügel (1, 100) um eine im allgemeinen vertikale Achse so schwenkbar ist, daß die Ausrichtung des genannten Flügels (1, 100) im Bezug auf die Fahrtrichtung des Fahrzeugs veränderlich ist.
  10. Schienenfahrzeugsystem nach irgendeinem der vorangehenden Ansprüche, mit einer Vielzahl der genannten Flügel (1, 100), und worin der genannte Aufbau (2, 3) des genannten Fahrzeugs länglich ist, wobei die genannte Vielzahl von Flügeln (1, 100) längs des genannten, länglichen Aufbaus (2, 3) mit Abstand getrennt vorgesehen ist.
  11. Schienenfahrzeugsystem nach irgendeinem der vorangehenden Ansprüche, worin die genannte, mindestens eine supraleitende Spule (4) Schlaufenform aufweist, wobei sich ein Teil der genannten Schlaufe horizontal erstreckt und sich ein Teil vertikal erstreckt, wobei die Länge des Teiles der genannten, mindestens einen Spule, der sich in vertikaler Richtung erstreckt, größer ist als die Länge des Teiles, der sich in horizontaler Richtung erstreckt.
  12. Schienenfahrzeugsystem nach irgendeinem der vorangehenden Ansprüche, worin die genannten Antriebsspulen (10) erste Ebenen festlegen, und alle der genannten ersten Ebenen im allgemeinen vertikal sind.
  13. Schienenfahrzeugsystem nach irgendeinem der vorangehenden Ansprüche, worin der mindestens eine Flügel (1, 100) so angeordnet ist, daß er die gesamte Hubkraft erzeugt, um das Fahrzeug zu veranlassen, bei Fahrzeuggeschwindigkeiten, die größer sind als ein vorbestimmter Wert, zu schweben.
  14. Schienenfahrzeugsystem nach irgendeinem der vorangehenden Ansprüche, worin das Fahrzeug so angeordnet ist, daß es sich auf der Schieneneinrichtung (12) in einer vorbestimmten Richtung bewegt, und die genannte supraleitende Spule (4) und die genannten Antriebsspulen (10) so angeordnet sind, daß sie eine Kraft nur in der genannten, vorbestimmten Richtung erzeugen.
EP19900309429 1989-09-14 1990-08-29 Schienenfahrzeug und dazugehörige Schienenanlage Expired - Lifetime EP0417932B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP237064/89 1989-09-14
JP23706489 1989-09-14

Publications (2)

Publication Number Publication Date
EP0417932A1 EP0417932A1 (de) 1991-03-20
EP0417932B1 true EP0417932B1 (de) 1995-01-11

Family

ID=17009886

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19900309429 Expired - Lifetime EP0417932B1 (de) 1989-09-14 1990-08-29 Schienenfahrzeug und dazugehörige Schienenanlage

Country Status (3)

Country Link
EP (1) EP0417932B1 (de)
JP (1) JPH03178504A (de)
DE (1) DE69015935T2 (de)

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010048819A1 (de) * 2010-10-20 2012-04-26 Roland Lipp Hochgeschwindigkeits-Fernverkehrssystem zum Transport von Personen und/oder Lasten
CN106379328B (zh) * 2016-09-30 2019-02-05 张潇 可编组无人驾驶有轨分体式电动飘浮的士
RU2677216C1 (ru) * 2018-02-05 2019-01-15 Федеральное государственное бюджетное образовательное учреждение высшего образования "Петербургский государственный университет путей сообщения Императора Александра I" ФГБОУ ВО ПГУПС Система электродинамического подвеса
CN108944974B (zh) * 2018-07-27 2020-08-14 同济大学 一种抑制高速列车车体蛇行的控制装置
CN109249810B (zh) * 2018-08-30 2020-04-07 中车大连机车车辆有限公司 车辆支撑***及车辆
CN109067255A (zh) * 2018-09-10 2018-12-21 北京原力辰超导技术有限公司 一种超导磁悬浮直线异步电机驱动装置
CN110341491A (zh) * 2019-05-22 2019-10-18 重庆佳迪达超导技术研究院有限公司 悬浮间距自稳定调节的磁悬浮***及磁悬浮轨道运动装置
CN113517773A (zh) * 2020-04-10 2021-10-19 中国航天科工飞航技术研究院（中国航天海鹰机电技术研究院） 集成化悬浮推进模组
CN113517772B (zh) * 2020-04-10 2023-01-17 中国航天科工飞航技术研究院（中国航天海鹰机电技术研究院） 悬浮推进导向一体化模组及磁悬浮轨道***

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3675582A (en) * 1970-08-05 1972-07-11 Teledyne Ryan Aeronautical Co Mass transportation system
US3721198A (en) * 1971-04-05 1973-03-20 L Applegate Lift control for rail car
US4703697A (en) * 1984-04-19 1987-11-03 Bell George S Transportation system

Also Published As

Publication number Publication date
JPH03178504A (ja) 1991-08-02
EP0417932A1 (de) 1991-03-20
DE69015935T2 (de) 1995-05-18
DE69015935D1 (de) 1995-02-23

Similar Documents

Publication Publication Date Title
US5215015A (en) Track system and vehicle having both magnetic and aerodynamic levitation, with wings on the vehicle carrying the whole weight at normal operating speeds
US4075948A (en) Rapid transit system
Meins et al. The high speed Maglev transport system TRANSRAPID
US5282424A (en) High speed transport system
EP0417932B1 (de) Schienenfahrzeug und dazugehörige Schienenanlage
US5277125A (en) Material handling car and track assembly having opposed magnet linear motor drive and opposed permanent magnet brake assembly
US8272331B2 (en) Automated transport system
US8371226B2 (en) Air cushion or wheeled overhead guideway system
CA2625369C (en) Accelerating device
EP0695252B1 (de) Gleisfahrzeug
US5170715A (en) Aeromagnetic control of maglev vehicles with turntable mounted hinged control surface having two degrees of motion
CN1083018A (zh) 安全装置
JP3974262B2 (ja) 磁気浮上式鉄道の軌道装置
JPH05280003A (ja) 超電導磁気浮上式鉄道の可撓式分岐装置
Montgomery Overview of the 2004 magplane design
RU2752040C1 (ru) Устройство магнитной системы левитации для повышения грузоподъёмности
JP2673512B2 (ja) 飛行車両装置
CN210439077U (zh) 一种基于倒e形悬浮轨的独轨制悬挂式电磁悬浮列车***
JP4986108B2 (ja) 展伸機を用いた耐震脱線防止システム
CN110182061B (zh) 一种基于平板形悬浮轨的独轨制悬挂式磁悬浮列车***
CN110306386B (zh) 一种基于倒e形悬浮轨的独轨制悬挂式电磁悬浮列车***
CN108437845B (zh) 一种满足磁浮车辆小曲线通过的走行结构
JP3697498B2 (ja) 吸引式磁気浮上車両の浮上・着地制御方法及び装置
JP3332709B2 (ja) 磁気浮上車両
JP2633991B2 (ja) 磁気浮上車の台車

Legal Events

Date Code Title Description
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

17P Request for examination filed

Effective date: 19901017

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): CH DE FR GB LI NL

17Q First examination report despatched

Effective date: 19921109

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): CH DE FR GB LI NL

REF Corresponds to:

Ref document number: 69015935

Country of ref document: DE

Date of ref document: 19950223

ET Fr: translation filed
PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

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

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed
PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 19960730

Year of fee payment: 7

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 19960819

Year of fee payment: 7

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: NL

Payment date: 19960831

Year of fee payment: 7

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 19961028

Year of fee payment: 7

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: CH

Payment date: 19961029

Year of fee payment: 7

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 19970829

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LI

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 19970831

Ref country code: CH

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 19970831

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: NL

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 19980301

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 19970829

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 19980430

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 19980501

NLV4 Nl: lapsed or anulled due to non-payment of the annual fee

Effective date: 19980301

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST