Search Images Maps Play YouTube News Gmail Drive More »
Sign in
Screen reader users: click this link for accessible mode. Accessible mode has the same essential features but works better with your reader.

Patents

  1. Advanced Patent Search
Publication numberUS3913492 A
Publication typeGrant
Publication dateOct 21, 1975
Filing dateMay 23, 1974
Priority dateDec 14, 1973
Publication numberUS 3913492 A, US 3913492A, US-A-3913492, US3913492 A, US3913492A
InventorsHans-Jurgen Dull
Original AssigneeSiemens Ag
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Switch for a magnetic suspension railroad
US 3913492 A
Abstract
An improved switch for a magnetic suspension railroad in which in the switch area rail shaped support and guidance elements are disposed on movable supports resulting in a switch which is light in weight, has short structural length and short switching time.
Images(2)
Previous page
Next page
Description  (OCR text may contain errors)

United States Patent [191 nan [ Oct. 21, 1975 SWITCH FOR A MAGNETIC SUSPENSION RAILROAD [75] Inventor: Hans-Jiirgen Diill,

Langensendelbach, Germany [73] Assignee: Siemens Aktiengesellschaft, Munich,

Germany [22] Filed: May 23, 1974 [21] Appl. No.: 472,683

[30] Foreign Application Priority Data Dec. 14, 1973 Germany 2362304 [52] US. Cl 104/130; 104/96 [51] Int. Cl. E01B 25/06 [58] Field of Search 104/130, 148 LM, 148 MS, 104/148 SS, 96-105 [56] References Cited UNITED STATES PATENTS 1,903,386 4/1933 Fish 104/101 2,840,006 6/1958 Henderson 104/130 3,098,454 7/1963 Maestrelli 104/130 3,828,686 8/1974 Steenbeck 104/148 MS Primary ExaminerM. Henson Wood, Jr.

Assistant ExaminerD. W. Keen Attorney, Agent, or Firm-Kenyon & Kenyon Reilly Carr & Chapin [57] ABSTRACT 2 Claims, 5 Drawing Figures US. Patent Oct. 21, 1975 Sheet 1 of 2 3,913,492

Sheet 2 of 2 3,913,492

US. Patent Oct. 21, 1975 SWITCH FOR 'A MAGNETIC SUSPENSION RAILROAD BACKGROUND OF INVENTION This invention relates to magnetic suspension railroads in general, and more particularly to an improved switch for use in such railroads.

In magnetic suspension railroads, secondary conducting elements such as electrical conducting loops, conductor plates or magnets are arranged in a rail-like shape extending along the roadbed and cooperate with primary conducting loops in the vehicle to generate support (suspension) and guidance forces. Because these devices very often extend vertically, problems of interference are involved at switch areas. As a result, various schemes for switching from a main track onto a branch track have been developed. An example of one such switch is disclosed on page 19, of an AEG/BBC/Siemens publication entitled Electrodynamic Suspension-Erlangen Test Track, Ordering No. E 41 PM/ 1329. In this document, a sliding switch in which suspension and guidance elements for one travel direction along with suspension and guidance devices for the other travel direction are disposed next to each other on a traverse mechanism which extends over the entire length of the switches is disclosed. Switching is accomplished by sliding this massive switch mechanism. Clearly, such a switch is quite costly because the traverse mechanism has a length of between 500 and 1500 m.

In view of this, it can be seen that there is a need for a less expensive and simpler switching mechanism through which switching in a magnetic suspension railroad can be carried out. In particular, such a switching mechanism should be as small and as light weight as possible, thus making it less expensive and capable of shorter switching times.

SUMMARY OF THE INVENTION The present invention provides a solution to this problem. In the switch area, the normal secondary conductor elements on the roadbed used for suspension and guidance are provided only at the outsides of the switch. That is, on the outside of the straight section of the track and on the outside of the branch or curved section. (When referring to the outside what is meant is the outside as viewed from entry to the switch. In actuality, what is the outside when viewed from that aspect is actually the inside rail of the curved branch track.) In this arrangement, the frog of the switch is mounted in a stationary manner and the portion of the support and guidance elements at the switch entry point is mounted on a transversely movable support. On the support and within the switch suspension secondary conducting elements leading to the frog are mounted inside the normal secondary conductor element arrangement on the outside. In an alternate embodiment, the guidance devices are provided again only on the outsides of the switch with the frog of the switch stationarily mounted and the support and guidance devices disposed, again only in the entryarea, on double-armed levers shiftable between'two positions by rection. With either solution, a considerable weight reduction, a substantial shortening of the structural length of the movable parts and a simpler mechanism is obtained. With the arrangement wherein the suspenrotation about shafts extending parallel to the travel dision and guidance devices are mounted on a movable support,switching distances become very short.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. la is a plan view of a first embodiment of a switch according to the present invention.

FIG. 1b is a similar view showing the same switch set for branching operation.

FIG. 2 is a view along the section II-II of FIG. 1a.

FIG. 3a is a plan view of an alternate embodiment of the switch of the present invention.

FIG. 3b is a cross-sectional view of the switch of FIG. 3a.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT FIGS. 1 and 2 illustrate a first embodiment of the present invention. As illustrated, a concrete roadbed l is provided upon which are disposed rail shaped magnetic support or suspension and guidance elements. As illustrated, these comprise conductor plates. However, as is well known in the art, these may also comprise conductor loops, magnets, and so on which in each case extend in a rail-like manner in the direction of travel. The elements for suspension comprise conductor plates 2 arranged horizontally on the roadbed 1. Guidance plates 3 are installed in a vertical manner extending along the horizontal plates 2. These plates, which are also referred to as secondary conductor elements, cooperate with current carrying superconductor coils installed in the vehicle to generate the necessary lifting and guidance forces. Typically, the vehicle will be driven by a linear motor which may cooperate with the rail 3 which then in addition to its function as a guidance rail becomes a reaction rail. Also shown are conventional rails 4 and 5 which are used for running the vehicle on wheels during a take-off or landing or in case some difficulty is encountered. Typically, vehicles of this nature, one of which is illustrated on FIG. 3b, have retractable wheels which cooperate with the rails 4 and 5 for this purpose.

In accordance with the present invention, the rail shaped guidance elements 3 are provided only on the outside of the tracks as viewed from the point of entry to the switch. The outsides are designated on the switch shown on FIG. la as a and b. The outside b in actuality is the inside of the curved portion of the branch track. Inside of each of the outside combinations comprising the suspension element 2 and guidance element 3 is an additional suspension element 2a or 2b, element 2a being associated with the straight track section a and element 2b being associated with the branch or curved track section b. These extend from the entry point to a frog 7. In addition, plural sets of conventional rails 4 and 5 are provided for straight ahead and branching travel. The provision of guidance elements 3 on the outside only is maintained until the points past the frog 7 of the switch. With the arrangement shown, the frog 7 is stationary and only a section of the suspension and guidance elements within the switch are disposed at its entry point on a transversely movable support 6. In the illustrated embodiment, the support 6 is a framework mounted for sliding transversely to the direction of travel. It can be mounted on wheels or with special sliding surfaces on its underside and is actuated hydraulically by a piston 8 between two limit stops 9 and 10, the

3 stop 9 being one for curved travel and 1 for straight ahead travel.

In the position illustrated on FIG. la, the'switch is set for straight ahead travel. With the switch set in this manner, the outside guidance elements 3b for curved travel is moved out of the way so that as the vehicle, such as a vehicle shown on FIG. 3b, enters the switch there is no interference between it and the guidance element. While traversing the switch from the entrance at the transversely movable support 6 until passing the frog 7, guidance is maintained by the left guidance elements 3 and 3a, and support maintained by the suspension rail 2 associated therewith on that side and the rail 2b on the other side.

With the support 6 moved to the other position as shown in FIG. lb, the guidance element 3b for branch travel is aligned with the branch track guidance element 3 on the right. The transversely movable guidance element 3a on the left side used for straight ahead travel is now moved out of the way. Now when the vehicle enters the switch it will be guided off onto the branch track by the element 3b on the right side without interference from the element 3a on the left side. Suspension will be maintained by the element 2 associated with elements 3 and 3b on one side and by the rail 2a on the other side. FIGS. 3a and 3b show an alternate embodiment of the invention. In this embodiment, rather than placing the support and guidance element on a transversely movable member the elements are mounted on each side on a double-armed lever. Again, the location of the switching mechanism is the same, i.e., only at the entry into the switch and the frog 7 remains stationary.

FIGS. 3a and 3b show the switch mechanism in a position for straight ahead travel. In this position a support element and guidance element 3 are in position on top of a double-armed lever 9. On the right side, the

second double-armed lever 11 is exposing the support element 2b with the support and guidance arrangements 2 and 3 for branch travel rotated out of the way. The levers are supported on shafts 12 for rotation thereabout and are driven together by an electric motor 14 through appropriate linkages or gearing 13. For travel off onto the branch track, both doublearmed levers 11 are rotated 90 counterclockwise so as to cause the support element 2a to be exposed on the left and the guidance and support elements 2 and 3 exposed on the right. This will then cause the vehicle to follow the guidance element 3 on the right off onto the curved portion of track.

Thus, an improved switching arrangement for a magnetic suspension railroad has been shown. Although specific embodiments have been illustrated and described, it will be obvious to those skilled in the art that various modifications may be made without departing from the spiritof the invention which is intended to be limited solely by the appended claims.

What is claimed is:

1. In a magnetic suspension railroad wherein suspension is obtained by horizontal secondary conductor elements on the roadbed cooperating with primary conductor loops in a vehicle and wherein guidance is similarly obtained through vertical secondary conductor members on the roadbed cooperating with primary conductor loops in the vehicle, with normal sections of track having a horizontal support element and vertical guidance element on each side, an improved switch for switching between a main track and a branch track comprising: 7

a. a first support and guidance arrangement including a horizontal secondary conductor element and a vertical secondary conducting element extending in a first direction from the entry point of the switch;

b. a second similar arrangement on the other side of the entry point of the switch extending in another direction;

c. a first horizontal support element extending from the entry point of the switch parallel to said first guidance and support member;

d. a second horizontal support element extending parallel to said second guidance and support arrangement crossing said first support element at a stationary frog;

e. means at the entry point of the switch coupling said switch with a straight section of track comprising:

f. first support and guidance coupling means for coupling said one side of said straight section of track to said first guidance and support arrangement on one side;

g. second support and guidance coupling means for coupling the other side of said track to said second guidance and support arrangement on the other side;

h. said first and second means having a separation greater than the spacing of the support and guidance elements on a normal track section;

i. a first horizontal support coupling element parallel to said first coupling means for coupling the other side of said normal section of track to said first horizontal support element; and

j. a second horizontal support coupling element parallel to said second coupling means for coupling the one side of said track to said track to said second horizontal support element.

2. In a magnetic suspension railroad wherein suspension is obtained by horizontal secondary conductor elements on the roadbed cooperating with primary conductor loops in a vehicle and wherein guidance is similarly obtained through vertical secondary conductor members on the roadbed cooperating with primary conductor loops in the vehicle, with normal sections of track having a horizontal support element and vertical guidance element on each side, an improved switch for switching between a main track and a branch track comprising:

a. a first support and guidance arrangement including a horizontal secondary conductor element and a vertical secondary conducting element extending in a first direction from the entry point of the switch;

b. a second similar arrangement on the other side of the entry point of the switch extending in another direction;

c. a first horizontal support element extending from the entry point of the switch parallel to said first guidance and support member;

d. a second horizontal support element extending parallel to said second guidance and support arrangement crossing said first support element at a stationary frog;

e. means at the entry point of the switch coupling said switch with a straight section of track comprising;

second coupling guidance and support arrange ment and on a second arm a second coupling support element, said lever rotatable about an axis parallel to the travel direction to align said second coupling arrangement with the other side of said normal section of track and said second guidance and support arrangement or to align said second coupling element with said one side of said normal section of track and said first horizontal support element.

Patent Citations
Cited PatentFiling datePublication dateApplicantTitle
US1903386 *Feb 17, 1931Apr 4, 1933Frank S LyonSuspended railway switch
US2840006 *Jul 14, 1953Jun 24, 1958Webb Co Jervis BConveyor track switch
US3098454 *Oct 4, 1960Jul 23, 1963Maestrelli RaffaelloAutomatic steering system for vehicles supported on pneumatic tired wheels
US3828686 *Aug 3, 1972Aug 13, 1974Messerschmitt Boelkow BlohmMagnetic guide for a railway vehicle
Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US4393786 *Dec 5, 1980Jul 19, 1983Siemens AktiengesellschaftTrack crossing for a two track suspension railroad
US5086904 *Oct 22, 1990Feb 11, 1992Matsushita Electric Industrial Co., Ltd.Part supply arrangement
EP0283808A1 *Mar 5, 1988Sep 28, 1988Thyssen Industrie AgDual switching system for simultaneous use by rail and magnetic vehicles
WO2008009060A1 *Jul 19, 2007Jan 24, 2008Drayton Mark RichardRail point switching system
Classifications
U.S. Classification104/130.3, 104/96, 505/906
International ClassificationE01B25/34, E01B25/00, B61B13/08
Cooperative ClassificationE01B25/00, B61B13/08, Y10S505/906, E01B2202/025
European ClassificationE01B25/00, B61B13/08