Electrical drive or generator.

The invention relates to an electric drive or generator according to the preamble of claim 1.

The invention is based is to provide a self-controlling drive or generator of this kind the task.

To achieve this object, the drive or generator is designed so as in the characterizing part of claim 1 of^Ge-pass.

In the invention, the controlled by the sensor electronic switching device automatically ensures that supplied the conductors current at appropriate relative positions of the stator and rotor or discharged from the heads stream. The conductors are provided in most cases in the form of coils or windings. In many cases it is favorable and therefore preferred, a plurality of sensors along the path of movement of the rotor on the stator along provide. Although it is spoken of "conductors" and "permanent magnet" in claim 1, to the lower limiting case of only one conductor or only a permanent magnet having to be embraced therein.

The expression "drive or generator" is not to say that one and the same unit must be able to fulfill both of these functions optionally. Rather, it is to be expressed, that according to the principle of the invention, both a drive motor or as a generator can be created. According to the principle of the invention, however, can also create a unit which can operate both as a drive and as a generator, which will become more apparent later.

The terms "stator" and "rotor" are not intended to mean that the stator reflect actual unmoved permanent part of the drive or the generator and the rotor is necessarily the moving part of the drive or the generator. Rather, both options, namely moving stator with unmoved constant rotor and stationary stator consistent with a moving rotor, executable, even the possibility of moving both the stator and rotor at different speeds. The case of the stationary permanent stator is preferred because this power has to be supplied or discharged by this current.

A development of the invention is characterized in that the region of the rotor, the sensor being responsive to the, opposite the permanent magnets or the sensor relative to the stator in the direction of relative motion of stator and rotor is slidably. This is an easy way to modify the normal drive or generator function, for example, to change the speed of the drive to remove power from the generator or to switch from driving function to the generator function and vice versa, or drive the direction of the on or the current direction of the generator electricity supplied to reverse.

Preferably, one uses a functionally responsive to the provided anyway permanent magnets or separately arranged for this purpose, permanent magnets sensor. This leads, particularly in the former case, to a simply constructed drive or generator. Particularly preferred types of sensors are indicated in claim 4th

The drive according to the invention is already inherent in the current conductors through the back emf induced a speed limit and the power supply frequency and the inductance of the current conductor a thrust limiting. Preferably, however, the speed and / or the thrust will be limited electronically, as will become clearer below.

The electronic switching means may comprise a power control means for controlling the current conductors or withdrawn supplied electric power, which is preferably a pulse width control circuit, a phase control circuit, an intermediate clocking circuit or a Direktumrichterschaltung. Particularly preferred is a Direktumrichterbrückenschaltung to the feed control is combined together with a phase-angle circuit, having in each bridge branch comprises a series circuit with at least one current conductor and at least one controllable semiconductor switch, said controllable semiconductor switch is acted upon by a derived from the sensor control signal. In this case be as controllable semiconductor switch thyristors, in particular those which contain both input with low control power via the gate electrode alsauch are switched off, and_' Triacs particularly preferred.

The Direktumrichterbrückenschaltung, by means of which the individual conductors only half waves of one polarity of the alternating mains voltage used for stator excitation are supplied may be formed as a half-bridge or as a full bridge. In the former case, only every second half cycle of the AC line voltage is transmitted to the respective current conductor, during all half-waves are used equally for the respective current conductor polarity in the latter case.

For dissipating the heat loss of the switching device is preferably arranged on or in a metallic supporting part having a heat sink and / or is thermally conductively secured to the stator or a stator. In the latter case, the stator and the stator acts as a kind of heat sink. The switching device is preferably encapsulated in plastic. Preferably, also the current limiting device and / or the Geschwindigkeitsbegrenzun^Gsschaltung, if any, disposed on or in the metallic support portion.

Because of the numerous advantages, it is particularly preferred to split the stator into multiple sections, where a switching device is assigned. Preferably, in particular in linear stators, at least one sensor is provided per stator portion. Preferably, the stator sections are shorter than the rotor, so that the drive or generator function distributed over several stator sections. As per section lower currents or services need to be processed, resulting in a distribution of electrical losses. As per section from the respective switching means lower currents or benefits must be overcome to get there by switching devices of lower power whereby the price drops very significantly above average. This is accompanied by the reduction of the cooling effort for the switching devices, increasing the redundancy and reliability, since the failure of individual sections does not interfere with the overall function, and simplify maintenance by replacing comparatively cheaper individual switching devices. Finally, one comes also in total in a lower voltage range, since the back EMF per section remains small and you can keep in the cheap from insulation requirements and therefore the price expense ago VDE class to 1ooo V. It's so all in all a lot less expensive, instead of a single or a few sections with a switching device to increase the number of posts sections and switching devices and for providing a greater number of switching devices, either individually have a lower switching power. The lower limiting case there is a stator of a single conductor pair or a single coil.

Preferably cross several current conductors arranged stacked to the relative movement direction of the stator and rotor, preferably individually or in groups, switchable on the stator. This represents a further possibility for reduction of switching capacity per switching device. In addition, you can provide that the interconnection of the conductors of the stack of series connection in parallel and vice versa changeable is.

A particularly preferred embodiment of the drive or generator according to the invention, especially in the case of a rotary actuator or rotary generator is characterized in that the rotor pole pitch, measured as a center distance of a pair of adjacent permanent magnets, and the stator pole pitch measured as center distance a stator pole pair, which are cooperating with the pair of permanent magnet as a magnetic circuit, different, and in that the stator pole pairs individually or in groups, have the appropriate relative positions to function pairs of permanent magnets are switchable. In this way a reliable startup is achieved, since there is no relative position of stator and rotor, in spite of the switched current conductors no thrust is produced. Due to the different pole pitch on the stator and the rotor to get the single-switch on the current conductor for the individual stator poles and stator pole. If the drive just to the length of the rotor at several points of the stator and generator oriented relative positions are available, you can turn these places simultaneously. Preferably, the stator poles are provided along the direction of relative motion of stator and rotor in such a distance that in order to further movement of the runner substantially^* a rotor pole pitch to the next magnetic circuit relative position is achieved. This so-called single-phase design has the particular advantage that the arrangement of the conductors and coils on the stator is simpler, particularly so-called winding heads are avoided with intersecting conductors; providing the stator with the current conductors is characterized montage favorable. * The term "substantially" is inserted in order to take the cases of different pole pitch of the stator and rotor bill.

Preferably, the stator on one of the rotor length corresponding length from one to four stator poles more or less than the runners.

It is also possible to make the Leiterverschaltung on the stator by a series connection in parallel connection and vice versa can be changed. This results in a number of ways, the speed, the power and frequency taken to influence the drive or generator according to the invention.

For many applications, such as linear actuators, one makes the rotor considerably shorter than the stator. Particularly in this case it is particularly advantageous to make the length of the sections at least as large as the length of the control magnet row, ie the length of in the rotor to move toward the rotor successively arranged control magnets This applies mutatis mutandis if not used on magnetic sensors responsive be and accordingly other, acting on such sensors control devices are used on the rotor.

To achieve a uniform driving force bringing most preferably per stator a plurality of mutually separated controllable current conductor under. To reduce the tax expense can in this case advantageously gleichzählige conductor of several stator poles interconnected to form a conductor group, which are then controlled by a common switching device. Preferably the gleichzähligen current conductors of the individual stator poles each an entire section are connected in series to a current conductor group.

Each conductor group a section if it is assumed once simplistic for further reflection, that all gleichzähligen conductor of an entire portion are electrically connected together, are preferably associated with at least two sensors, preferably one on top and the other at the end of each section. With the help of a_;Sensors can the associated current conductor group running when the runners enter the reference section, and by means of the second sensor can switch off the associated current conductor group again when the runner leaves the corresponding paragraph.

but a distribution of the sensors along the stator is particularly preferably such that in each rotor position for each of the conductor groups of its associated sensors of the control magnet is arranged on the rotor or other control devices can be influenced. By this sensor distribution is achieved by keeping long turned each looked conductor group as described by one of these conductors group associated sensors, the presence of the runner in the field of this current conductor group, preferably in the range of coinciding with this current conductor group section found. It circumvents problems especially when the rotor in forward and backward direction to be moved, can occur in that part of the sensors, a switch-on and the rest of the sensors will cause a shutdown of the excitation of the associated current conductor groups.

If one per stator providing a plurality of spaced drivable isolated conductors and these interconnects with gleichzähligen conductors other stator poles to several conductor groups which the individual conductor groups associated sensors are particularly preferably combined into sensor groups, each of which is housed in a stator pole. Casual-located between successive sensor groups gaps and the sensor groups follow one another in periodicity intervals corresponding to the length of the control magnet row and the controller number on the rotor.

Preferably, individual sensors are additionally accommodated with the same periodicity as the sensor groups in the gaps between successive sensor groups. These individual sensors can for example be used for the indication that there is a runner in each subject region or section.

In particular, one can replace these individual sensors and sensor groups, thus saving a considerable number of sensors. Here you can make the gaps between successive sensor groups larger. It then switch during the rotor movement timings at which a sensor group is influenced by the control magnet of the rotor, with time points at which only a single sensor is influenced by the control magnet decreases. How this might look in detail, will be explained below. The use of such individual sensors then in particular leads to a considerable saving of sensors when used as sensors Steuereinri.chtungen on the rotor with the use of the control magnet, which is only responsive to a Magnetpolart, for example, only S-pole permanent magnets. This is advantageous for only two information values, namely sensor influences on the sensor outputs, or not affected. enced, want-to process to make do with a binary digital circuit can. If one were to use both Nordals on poles responsive sensors, stood 'at the outputs of three information available, namely found South Pole, North Pole found found no magnet. In this case, one would have to make do with a slightly more complex, because there are three possible states verkraftenden digital circuit.

In a particularly preferred embodiment of the power control device is located between the sensors and the semiconductor switches, a control circuit with a sensor output signal storing intermediate storage tank and the buffer store downstream of the driver circuit. The latch is preferably formed by a clocked flip-flop.

Preferably, the power controller includes a phase detector which outputs a phase signal indicative of which half cycle of the AC line voltage used for stator excitation is just available. With this phase angle signal can be established in case of a direct converter, half-bridge circuit, whether the semiconductor switch to exciting-current conductors or conductor groups are each turned in the desired direction of movement of the rotor or to remain off. In the case of a direct converter full bridge circuit can be determined using the phase position signal in which direction the current conductors or conductor groups are to be traversed in each existing half-wave of the AC voltage of electricity. To avoid ill-defined states in the region of the zero crossings of the AC line voltage, in particular to avoid that when a direct converter full bridge circuit. Zero passage area of ​​the AC line voltage both those responsible for the one and the authorities responsible for the other direction of current through the conductor semiconductor switch to permeability and thus the associated current conductor or conductor groups are short-circuited, it may preferably generate zero crossing indicator pulses turning on the semiconductor switch at the zero crossing area prevent the AC voltage. By means of the flip-flop, switching of the semiconductor switch during a half wave of the mains alternating voltage is prevented.

Between the sensors and the intermediate memory or between the output of the latch and the input of the driver circuit may be preferably a controllable inverter to be switched, in dependence of whether the mover is to perform a forward or backward movement, inverted coming from the latch control signals or without inversion passes it on to the driver circuit. If you add a the switchable inverter between the sensors and the buffer, it ensures that a forward / reverse switch can not be effective during a current half-wave of the alternating voltage used for the coil excitation.

Especially when one forms a drive according to the invention as a linear drive, in which the stator is a track for one or more as a vehicle or vehicles runners used or used, it has proven particularly advantageous to provide a serving for total control center. This may be connected to the switching devices of each section via a line bus, are exchanged via the data between the Zentrale.und each section. Here, the individual sections in a particularly preferred manner a respective input / output circuit, on the type of the respective section data on the line bus to the central and can receive from the central office. Each input / output circuit is preferably provided with a multi-switch, via which the connection between the switching device of the section with the line bus can be produced.

In a particularly preferred manner are supplied to the individual sections on the bus line from the central control signals as regards the approved maximum speed and the approved feed force. For this purpose, the individual sections are preferably storage example for these maximum values, associated addressable from the central and affect their memory values ​​the switching devices of each section.

Especially when running multiple runners simultaneously, one can preferably each section to assign a memory, which is a specific address assigned and can be constantly the latest information, and each section of memory. let cyclically in turn query the headquarters.

When simultaneous operation of multiple runners it turns preferably on a backup system. To this end, notify each section which detects a runner in its field, to its neighboring sections that he is busy. When a portion of an adjacent portion receives the busy message and itself is not busy, he goes into a backup state in which it has a coil excitation pattern that acts as a brake to an undesirably running into this section runner. Optionally, lying before this secured section other sections can be brought into the security state. This backup can be done by mutual interference of adjacent sections without the assistance of the Centre.

A thrust limiting can preferably be achieved in that one by means of an adjustable in terms of their time constant one-shot, hereafter called one-shot, delays switching of the corresponding each probe information pattern triac in each half cycle of the AC line voltage used for coils achieve.

A speed limit can be reached that one uses one with respect to its time constant is also variable, retriggerable monoflop, which is triggered by trigger pulses of one of the carriage speed corresponding pulse repetition frequency, and a transfer of the contents of the buffer memory, when the maximum speed is then passed from the trolley one by delayed in such a way that the car meets at least for an initial portion of each half cycle of the AC line voltage used for coil excitation to a braking coil excitation.

Both the thrust limiting circuit as well as the speed limit circuit can be done setting the time constant of the monoflop respectively used by digital control from the control center.

When forming the machine according to the invention such that it is selectively or simultaneously drive or generator, can be provided for the drive operation and denGeneratorbetrieb each separate conductor. In this way, you can also perform this machine electrical power and remove, so that the drive function and function generator are simultaneously possible actually. In addition, the conductor can be designed for supplying electric power and the conductor for dissipating electric power to the task specifically, for example regarding cross-division length of the stator windings and the like.

Preferably, the conductor for braking be short-circuited.

Runners spaces Preferably, seen in a direction transverse to the direction of relative movement of the stator and the rotor, on both sides of the stator provided. In this way, the eddy current losses and hysteresis losses that occur in the stator because of the relative motion of the magnetic circuits relative to the stator, decrease because the magnetic circuits include mainly in the rotor and the stator have a relatively short length or air coils no way in have iron. In most cases, permanent magnets are arranged only in a runner region on one side of the stator, so that the other runners area are for the closing of the magnetic circuits in a relative to the first rotor portion resting area. But it is also possible to arrange on both Läuferbe rich permanent magnets, resulting in a more favorable treatment of certain cases spatial division.

According to a preferred embodiment of the invention, the conductors containing a ferromagnetic powder casting compound vergossen..Dies manages one hand a simple geometric down the ladder; on the other hand, any necessary, laminated back are made of simple sheet metal parts without projections. For example, by geometrical anchoring the sealing compound in undercut grooves, depressions or can be supported against a breaking away of the conductors from the stator concern like. A ferromagnetic powder sufficiently small grain size containing potting compound has a high electrical resistance, but the magnetic resistance in comparison to lamellar solid material is increased only in so far as the volume fraction of the ferromagnetic powder under 1₀₀% lies. In addition, you can choose the grain size of the ferromagnetic powder is so small that the loss levels plummet.

The invention further relates to a rotation drive or generator with a provided with current conductors stator and a provided with permanent magnet rotor, which are arranged with an annular gap spacing therebetween, wherein the rotation drive or generator, in particular of one or more of the above-described may include features. According to this aspect of the invention that are attached to an already existing at the power receiving or leistunsgsbenden device rotatably mounted part to his training as a runner ring distributed permanent magnets. Many leistun^Gsnehmenden or performance imaging devices is already a viable mounted, rotatable member present, for example the crankshaft or flywheel of an internal combustion engine, shaft of a turbo machine, the drive shaft of a propeller, wheel of a vehicle, the transmission shaft and the like. This aspect of the invention is based on the realization that one can make an already viable rotatably mounted part by simply attaching a ring distributed permanent magnets to the rotor of a drive or generator. One need then only against this made the runner part to arrange a stator to have a complete drive or generator on. Thus, then, the drive or the generator is no separate machine housing and storage by itself, but it has added to the already existing power receiving or power imaging device in the simplest way an electric drive or generator.

A according to the above principles trained, rotary drive or generator can advantageously be used wherever electrical motors and generators also previously have been used. Very particularly suitable application areas of power machinery and vehicles had been found; here can be the intrinsic advantages of controllability by speed, power, rotation, and the like play particularly favorable. Particularly preferred fields of application arise when drive motor vehicle wheels and propellers shafts.

When driving a wheel results in a structurally extremely simple, inexpensive and therefore especially preferred construction, when installing distributed ring on the wheel rim, the permanent magnets. The stator with the current conductors, the sensor or sensors and the switching device or the switching devices can easily fit to a suitably shaped extension of the fixed stub axle around which the wheel rim rotates, are provided. In this way you can realize a drive without a separately provided drive motor with housing, bearing support and the like, by simply modifying the existing on the storage of the wheel or wheel rim producing materials comparatively slightly. The realization of Vielradantrieb or all-wheel drive is possible in the simplest way. Other design features of this aspect of the invention will be apparent from the description of a specific embodiment below.

If very high drive torques are required, the rotor is provided with permanent magnets, for example, the sun or the planet carrier of the planetary gear can be part of working on a drive or drive shaft planetary gear, be assigned.

The use of the drive or generator according to the invention described is also the training opportunity to prevent spinning of the driving wheels in an electronic manner characterized in that the switching means comprises means for limiting the circumferential speed of the drive wheel or the drive wheels. In this way you can achieve a similar effect differential lock even with a plurality of drive wheels of an axle.

In development of the invention can realize the steering of the vehicle by appropriate control of the drives of the individual drive wheels, for example, at least one drive wheel on one side of the vehicle and at least one driving wheel on the other side at different speeds or driving in opposite directions. This is particularly advantageous when, for example, terrain, vehicles heavy weight, where the steering of the vehicle would require by turning of the wheels considerable design effort.

It should be emphasized that the use of the invention as described in many cases, the provision of transmissions, drive shafts, clutches, etc. superfluous, since no direct mechanical connection between the stator and rotor is and because of the inventive drive or generator in terms of torque, speed and the like in large is areas with comparatively little effort well regulated.

In many cases it is favorable to produce the required for the drive or the drives in the vehicle power, for example with the aid of a combustion engine driven generator. This generator can be built also by the described principles of the invention, with special reference to the Möglichkeit.des structure with the help of on the flywheel of the driving engine annularly distributed permanent magnets.

A further, according to the invention preferred using a rotary drive in accordance with the principles of the invention is that this drive is used together with a drivable from outside generator, used as means for converting rotational speeds or torques, so to speak, as a gear. In this way you can from a given input speed or a predetermined driving speed range of the generator by the electronic control of the powered by the generator, according to the principles of the invention attached actuator A make desired, different speed or a different speed range. A similar transformation applies to the torques.

A further, according to the invention, preferred use consists in that one uses a built-up according to the described principles of the invention A drive or generator at a rotational energy storage device. This can supply electric power, which is then stored as mechanical rotational energy, and the rotational energy storage can take electrical energy. It is due to the electronic great flexibility as regards the supplied and discharged current and frequency. Preferably, the weight of the rotor of the rotational energy storage device is received by a permanent magnet built with storage. Other relevant design features result from an embodiment described in more detail below, concrete.

An inventive, preferred use of the built-up according to the principles described, linear drive or linear generator according to the invention is in the drive of the transport units, in particular road vehicles, rail vehicles, magnetic levitation vehicles, fair vehicles, magazine transportation units, rolling sidewalks, pallets, ski lifts, material conveyors. For all these purposes of use of simple structural design and the various regulatory options to fruition.

For a number of uses, it is favorable to embed the stator current conductor in the road so that the road surface continues to form the usual appearance and can be driven in a conventional manner. MAN can also be the switching device, if necessary, the power control device, where appropriate, the current limiting means, optionally the velocity limiting circuit, recessed in the roadway order.

The drive or generator according to the invention exerts on the transport unit a certain. Guiding action, so that it, depending on the application, in some cases, may not be necessary to provide otherwise for a guide of the transport units along the stator. In these cases, it is often convenient to equip transport units with swiveling wheels in the manner of Teewagenrädern.

In a number of applications it can be advantageous to arrange the stator current conductor is not below the transport units but in addition to the driven transport units. Provided that in this case, mostly horizontally acting magnetic attraction force of the drive or generator is not magnetically, as indicated above, compensated, can provide wheels for lateral distance between the stator and attitude transport unit.

In another set of uses it may be advantageous to separate the drive and braking function of the actual transport unit and to transmit a specially designated running part, which cooperates in turn with the stator. This running portion can at least partially like netic compensation of the attractions to be transverse to the direction provided. The driving or braking connection between the drive part and the actual transport unit may take place via a carrier which extends through a drive to connect bzw.Generatorbereich with the transport unit moving range slot.

If linearly driven or braked transport units, it is often the case that move along the stator a number of transport units with a mutual distance. In development is a control for limiting the speed or distance control, preferably via a central or communicating with each stator is provided, wherein signals are given at least to the adjacent stator sections. Design features in this respect result from a specific embodiment described below.

When completing a whole range of transport tasks with the aid of the present invention driven or braked transport units required entry and exit filters or loading and unloading points where moving the transport units at low speed. The invention provides the ability to provide in such locations stator sections, which provide and set a low maximum speed of the transport units. These authorities can provide a succession of stator sections, in which the respective specified maximum speed first increases up to a maximum driving speed and decreases again when approaching the next of said locations. In this way one can achieve the optimal speed profile for such applications in a simple manner.

Reversal points of the transport units kann.man without drive designed so that the transport units are only there is further pushed by the following transport units. This is convenient because you can at reversal points, which are often built low with tight turning radius accommodate spatially bad Antriebsstatoren.

The invention also offers the possibility to design changes of direction of the transport units or branch points in a novel way. Can be the transport units with at least two transversely oriented towards each other, for example perpendicular to each other aligned provided rows of permanent magnets. Then it is readily possible, thereby to allow the transport units at branch points, points of intersection or intersection points make a change of direction in that the vehicles arranged there on a at an angle to the previous stator, further stator "passes". Here again automatically swiveling wheels in the manner of Teewagenrädern are low. In the case of .Abzweigstellen a preferred constructive solution to lower the top of each just not desired transport direction assigned section of the stator and to bring the top of each just desired transport direction assigned section of the stator to the raised operative position.

The foregoing is, even if the drive function was to be in the foreground, has often been spoken of "A drive or generator". This is done to emphasize that even with drives an ability to switch can be provided to the generator function for braking.

A further, according to the invention, preferred use of the constructed according to the principles of the invention drive is to use as a rotary or linear positioning drive. In the present invention are preferably highly coercive permanent magnets of an element from the group of rare earths, in particular samarium, and cobalt use. Such magnets make it possible to work with relatively large gap widths. They are also distinguished by an almost straight-line curve in the fourth quadrant, thus, are relatively insensitive to crevice weitenänderungen.und opposing fields, for example by electromagnets. The invention is explained in more detail below with reference to schematically illustrated exemplary embodiments. Show it:<ul><li>1 shows a longitudinal section through a linear drive along II in Fig. 4.</li><li>Figure 2 is a bottom view of the stator of the linear drive of FIG 1 according to II-II in Figure 1...;</li><li>Figure 3 is a top view of the mover of the linear actuator of Figure 1 according to III-III in Figure 1...;</li><li>Figure 4 is a cross-section of the linear actuator of Figure 1 taken along IV-IV in Figure 1...;</li><li>Fig. 5-21 embodiments of electrical control circuits, which are useful for controlling the embodiment shown in Figures 1 to 4 of a linear drive and, accordingly, the following embodiments of the invention.</li><li>Fig. 22 to 25 embodiments of rotary drives and generators that illustrate several basic configuration options;</li><li>FIG. 26 is a built-in a vehicle wheel drive;</li><li>27 is a vertical axis section through a flywheel accumulator.</li><li>Figure 28 is a longitudinal section through a drive part.</li><li>Fig. 29 is a schematic plan view of a transport system;</li><li>Fig. 30 shows a cross section through a rotary drive or generator.</li></ul>

In the various embodiments, parts corresponding functionally to be provided with the same reference numerals.

In the linear actuator shown in FIGS. 1 to 4 is a drive which is suitable for transport units of virtually any type. Specifically, one can imagine a magnetically borne vehicle to transport people or loads.

In this embodiment, throughout the sake of simplicity of "drive", although the interpretation may be made readily so that can be switched at a slowdown in the speed of the transport unit of the drive function to the generator function.

The supporting part of the stator 2 of the actuator is formed as a horizontal double-T-carrier 4th Thus arise, seen in cross-section of the carrier 4, an upper, generally rectangular recess 6 and a lower, approximately rectangular recess 8, cf. Fig. 4.

In the lower recess 8 a packet is 17 extending from longitudinally, upright, fixed laminated sheets of ferromagnetic material. The package 17 has in its underside transverse grooves 19, which have a mutual center distance which corresponds to one third of the center distance of the permanent magnets described later 30th In the transverse grooves 19 coils 10 are inserted, which are approximately rectangular in plan view. Each coil 10 comprises several turns, in the drawings, the coils are shown consisting only of a thick wire for reasons of simplification. The transverse to the direction of relative movement of the stator and rotor extending transverse branches of each coil 10 are located in a transverse groove 19, while the connecting the cross branches longitudinal branches lie laterally of the package 17th The transverse branches of each coil 10 can be free between two transverse grooves 19, which are occupied by the cross branches of adjacent coils. The longitudinal branches lead the side of the package 17 first from the first transverse branch obliquely upwards and then to the other transverse branch to provide under lateral outward bulge steeply back down this way space for the crossover with the longitudinal branches of the two adjacent coils.

The package 17 together with the inserted current conductors 10 to the functional part of the stator. 2

Instead, the packet 17 form with transverse grooves 19, the transverse grooves 19 located between the projections can be omitted, and 10 can be cast with a sealing compound which is arranged on the flat bottom of the package 17 coils verteilten'Eisenteilchen made of plastic with a high proportion of it or iron oxide particles of very small particle size of, for example, 70 .mu.m is. The undersides of the current conductor 10 to ensure an ordered magnetic flux must remain free of sealing compound.

Of the driven transport unit 18, only the upper, which interacts with the stator field is shown in the drawing. This upper part consists of a sort of carriage 20 with four rotatable wheels 22, roll two of which on a vertical leg 24 and two on the other vertical leg 24 of the carrier 4, the wheels 22 to a respective Spurille 26 and flanges 28 provided are ..

On the substantially flat upper surface of the carriage 20, a number of permanent magnets 30 is arranged in the direction of movement behind each other. The magnet 30 located under the region of the carriage 20 is made of ferromagnetic material to create a magnetic return path on the back side of the permanent magnets 30. The permanent magnets 30 constitute, together with this return path the rotor 32 of the drive.

The permanent magnets 30 have the shape extending from transversely to the direction of movement of the carriage 20, Langge - stretched blocks. The permanent magnets 30 are measured transversely to the movement direction of the carriage 20, approximately as wide as the transverse branches of the current conductor 10. The lower surface of the potting compound or of the laminated core 17 has a distance of several millimeters from the upper pole faces of the magnets 30th

In the direction of movement of the carriage 20 adjacent permanent magnets 30 have a distance from one another which in each case corresponds to the measured distance in the direction of movement of the two transverse branches of a coil, in each case measured from center to center. The permanent magnets are mounted on the carriage 20 such that north poles and south poles 30 alternating with each other at the upper pole faces of the permanent magnets.

The first, fourth, seventh, etc. coil, the second, fifth, eighth, etc. coil and the third, sixth, ninth, etc. coil in the direction of movement of the car 20 are each connected in series or in parallel. Thus formed magnetic circuits in the stator 2 each consist of two carrying with spatially oppositely directed current direction transverse branches of a coil, the magnetic flux is guided through a small magnetic resistive due to the iron powder filling sealing compound or the core stack 17th The the rotor 32 attributed portion of each magnetic circuit comprises two permanent magnets 30 with the corresponding described inference.

The conductors 10 and the permanent magnets 30 do not occupy the entire width between the webs 24 and between the wheels 22nd In the remaining space of the carriage 20 is a further series of designed as a permanent magnet control magnet 34 is provided, which correspond with regard to center distance in the direction of movement of the carriage 20 with the permanent magnet 30 but are longer in the direction of movement so that they abut. In the normal position are the edges of the control magnets 34 in the movement direction in each case in the middle between two permanent magnets 30. The control magnets 34 are arranged on a longitudinally extending rod 36 and relatively by this rod and a mechanism in the direction of movement of the carriage 20 is not shown to the permanent magnet 30 slidably. In the remaining free space of the lower recess 8 of several Hall probes 38, the position of arrangement is described in more detail later, distributed in the direction of movement of the carriage 20 at a small distance above the control magnet 34 are disposed opposite the control magnet 34th The Hall probe 38 deliver their signal "control magnet 34 is located at the probe" to a switching device 40, which is housed in an outside of a web 24 in electrical contact screwed housing. The switching device 40 is molded in this housing with plastic material, and the heat loss of the switching device is discharged through the housing to the web 24th

From the switching means supplies a three-phase cable 42 along the support 4 above the Hall probes 38. This cable 42 supplies all of the coils 10 with current. As shown below will be described in more detail further, determine the Hall probes 38, the relative position of the carriage 20 along the stator 2, and the switching device 40 ensures that the very appropriate for the drive function conductor 10 is turned on, so that in each case a driving force off practicing magnetic circuits are switched synchronously. The entire stator is longitudinally divided into a plurality of sections, wherein a switching means 40 is provided for each section. The distance of the Hall probes 38 in the direction of movement is smaller than the distance between the front and the rear of the control magnet 34 of the carriage 30. The drive system described is completely self-controlled, because der'Wagen 20 speak themselves always at the right time the right conductor 10 turns.

By moving the rod 36 and thus of the control magnets 34 in the direction of movement of the carriage 20 can take the car forth influence on the movement of the carriage. If, for example, the control magnets 34 situated on the center between two adjacent permanent magnets 30, no drive takes place. If, for example, the control magnets 34 shifts to a full pitch of the permanent magnets 30, which is driven in the reverse direction. Smaller shifts of the control magnets 34 cause an artificial deterioration in efficiency of the drive to reduce the driving force.

The bolt-on outside support 4 switching unit 40 is connected via connectors to the cable 42 and the Hall probes 38 so that it can be easily replaced in case of defects.

Instead of the described type of coil arrangement can also meander moved, for example, in the transverse grooves 19 of the stator provide 2 inserted conductors.

.Beindargestellten And described embodiment, the design so that the magnetic attraction is sufficient in the vertical direction between the permanent magnets 30 and the stator 2, the weight of the transport unit 18, if necessary, to carry with payload. The wheels 22 ensure that the air gap between the permanent magnets 30 and the Statorunterseite retained. But you can

Interpretation and so meet that the wheels 22 roll on top of the stator 2, ie the weight of the transport unit 18 is partly magnetic and partly borne by the wheels 22, or that are provided on both the Statorunterseite and on the Statoroberseite running wheels.

On the basis of figures 5 to 21 will be a preferred _Ausfüh- ment of an existing of linear actuator and control electronics linear drive system with some variations explained.

Fig. 5 shows schematically current conductor or coil 10 whose cross branches, which are associated with a stator pole are designated by I, II and III, while the other cross branches, which are arranged in the drawing at right side stator pole, with I ', are II 'and III', respectively. Within a portion of the stator gleichzähligen the coils are all connected in series, as indicated in Fig.5. However, the coils gleichzähligen a portion may also be connected in parallel. In Figure 5, the arranged on the rotor 32 permanent magnets 30 are shown at the top, namely per stator pole &amp; a. In this case, permanent magnets alternate with the stator weisendem pole and permanent magnets with the stator weisendem north pole (hereinafter referred to as "South Pole magnet" or "North Pole Magnet" called).

the control magnets are provided between the stator coils acting as drive coils 10 and the permanent magnet 30, also schematically represented 34, which also are alternately north-pole and south pole permanent magnets in the Statorpoleinteilung. These control magnets 34 are arranged on the aforementioned rod 36 and are displaceable relative to the permanent magnet 30 with the latter in the direction of movement of the rotor or the carriage 20th In the embodiment schematically illustrated in Fig. 5 the carriage has five permanent magnets 30 and four magnets 34 control.

In Fig. Below of the stator coils 10 are shown schematically as rectangles Hall probes 38th Here, the Hall probes a left in Figure 5 cross branches of the coils I, the Hall probes b associated with the left transverse branches of coils II and the Hall probes c the left transverse branches of the coils III. In the preferred embodiment the Hall probes a, b and c are groups of Hall probes are combined, which are each arranged in the region of a stator pole, and between them leave gaps, which depend on the length of the control row of magnets. In the illustrated in Fig. 5 embodiment in which five permanent magnets 30 and four movable control magnets 34 are provided, following each Hall probe group a, b, c a gap corresponding to three Statorpolbreiten.

One could bring Hall probes are used which are responsive to both North Pole and South Pole on permanent magnets. As should be determined whether there is a north pole or a south pole permanent magnet on a particular coil 10, three pieces of information must be processed at the output of the Hall probes, namely<ul><li>1. a south pole affects the Hall probe,</li><li>2. a north pole affects the Hall probe and</li><li>3. the Hall probe is out of influence by a magnet.</li></ul>

Such a system with three different information would preferably not processed with binary digital circuits, but with digital circuits which are adapted to the processing of three different signal states.

When in Fig. 5 illustrated preferred embodiment, use Hall probes 38, which respond only to North Pole or South Pole on only permanent magnets. For further description is simplistically assumed that the Hall probes 38 only respond to south pole permanent magnet.

As already mentioned, in the preferred embodiment the coil track of each stator section is not turned on by means of Hall probes at the portion beginning and turned off by means of Hall probes at the end of section, but the coil path of a portion is thereby turned on, that in during the entire residence time of the moving carriage _Ab-section of the control solenoid, always Hall probes are affected. In the preferred embodiment of FIG. 5, it has now a saving of Hall probes achieved in that there is arranged in the gaps between successive Hall probe groups a, b, c, d individual Hall probes. Namely, at such locations, that this single Hall probes d are then influenced by a south-control solenoid 34 when under the control magnet 34 located Hall probe groups a, b, c are only a north-control magnet 34, to which they do not respond. While being influenced by Hall probes a, b, c the cross branches I, II or III of the coils are traversed, for example in a in Fig. 5 pointing into the plane of the direction of current through a south-control magnet, need only be ensured that when only the single Hall probe d is influenced by a south pole magnet control, but not the Hall probes a, b, c, the current direction is reversed by the drive coils.

Generally one can say that the Hall probe groups a, b, c and the single Hall probe are spread d so along the stator, that always at least one Hall probe of the Hall sensor group a, b, c, or at least a single Hall probe d is influenced by a south-control magnet.

The activation of the individual coils 10 will be explained below in more detail with reference to the truth table in Fig.15.

Fig. Figure 6 shows a division of the linear stator 2 in a - plurality of individual sections n-2, n-1, n, n + 1, ..., each connected by an input / output circuit 200 having a bus line 202nd This establishes a connection between the individual sections and a central station 204 by means of which the entire linear drive system can be controlled.

The individual sections are connected to the adjacent sections, as shown in Fig. 6 below the portions. These compounds are intended to ensure the change of the moving carriage 20 from one to the next section, that always gives its data on the bus line 202 to the control center, only a portion. For example, each section having a higher numbering, hereinafter referred to as a higher portion of lower section numbering, hereinafter called lower section, accorded priority. This happens because when the moving carriage 20 temporarily is when changing from one to the other section on parts of both sections, the higher section prevents the lower portion of a message delivery to the bus 202nd

If the AC mains voltage taken from a three-phase network, you can connect to its uniform utilization, the individual sections in sequence simultaneously with the different phases of the three-phase network. In Fig. t could for example the portions of n-2 and n + 1 less R-phase, the portions of n-1 and n + 2 n with S-phase and the sections and connect n + 3 with the T-phase.

This linear drive system is also suitable for simultaneously driving a plurality of spaced apart Cart 20 - Therefore you can assign a memory, for example, each section with its memory contents indicating the status of each section. The Office 204 can then query via the bus line 202 at predetermined short intervals in turn the content of the various sections associated memory. For this purpose, the individual memory can be selected and addressable by means of address words.

Fig. 7 shows a block diagram of a portion where it is to act to around the n-section. Block 206 represents the mentioned briefly in the following probes Hall probes .a, b, c, d. Their output signals are on the one hand to the input / output circuit 200 and on the other hand led to a logic circuit 208. The input / output circuit 200 is connected to both of the bus line 202 is connected as well as with the adjacent portions of n-1 and n + 1st Once located in the section n, a carriage 20, it is reported at the lower section n-1. On the other hand, a carriage 20 in the next higher section n + 1 is, this is reported to the input / output circuit of the section n. About the input / output circuit go from the central 204 over the bus 202 control commands, for example, with respect to the maximum speed v_Max and the maximum feed rate F_Max' to the logic circuit 208. In logic circuit 208 is based on the generated from the probes a, b, c coming probe signals and a phase position signal which is explained below, a coil excitation pattern for the coil 10 of this section n. In addition, the logic circuit 208, a busy signal then forms, when a cart 20 is in this section. This busy signal is applied to the input / output circuit 200th The coil excitation pattern formed in the logic circuit 208 is applied to a circuit 210 zur'Steuerung the semiconductor switch, in the preferred embodiment in the form of triacs. At the output of circuit 210 is a triac driver signal, which is fed to the control electrodes of the individual coils 10 associated triacs. With the help of the triac drive coil 10 is fed according to the formed by the logic circuit 208 excitation pattern from the power source, namely the AC voltage source, excitation energy used for coil excitation.

The main circuit components of the -Blockdiagramms shown in FIG. 7 included in the circuit diagram shown in Fig. 8. In this, the individual blocks of FIG. 7 by dashed lines are indicated. This einezelnen blocks will now be explained in more detail with reference to FIGS. 8-13.

In Figures 8, 11 and 1i, the input terminals of the respective circuit-by solid dots and the output terminals of this circuit are indicated by circles.

The core of the input / output circuit in Fig. 9 is a multi-switch 214 which is preferably formed as a tri-state circuit. This multi-switch is provided with an enable terminal F and a stop junction S. When enabled by a the enable terminal F supplied the enable signal to input terminals E are₁ to e₆ signals applied to the respective output terminals A₁ to A₆ turned and then left at these output terminals to pass through the bus line 202 to the control center 204 available. The input ports E₁ E3 to the probe signals of the Hall probes a, b, c are supplied. At the input terminals E₄ to e₆ are to signal values ​​representing a coding of the number of the section, for example, the section n.

If a carriage 20 in each section under consideration, as the "special section" called, is, an input terminal E is₇ a signal "car in its own section" supplied, the 216 enters after passing through an inverter to the enable terminal F of the multi-switch 214 and the multi-switch 214 switches to permeability. That is, when the carriage 20 is in its own section, are those passed each of the Hall probes a, b c signals emitted together with the code section number for Central 204th

The blocking input S of the multiswitch 214 n via an inverter 218 with the higher portion, in the example considered also.mit section + 1, respectively. Once a carriage 20 located in the upper portion, this is via an input terminal E_8th reported and causes a blocking of the multi-switch 214 even if the enable terminal F of this multi-switch, an enable signal is received, this means that the carriage 20 is in its own section. That is, the section with the higher number is given priority in the information signal from the central 204th A release of the multi-switch 214 of the own section is therefore only possible when the carriage 20 is in its own section, and not also in the higher section. This avoids that the Centre will be temporarily supplied from two sections at the same information.

Fig. Figure 11 shows a possible construction of the logic circuit 208. This circuit comprises input ports E₁₀ to e₁₈ and output terminals A₁₀ to A₁₆ on. The input ports E_l0 to e₁₂ the probe signals of the probes a, b, c are supplied, while the input terminal E₁₃ is applied to the probe signal from the single probe d. These input terminals E₁₀ to e₁₃ supplied probe signals are fed to four inputs of a NAND circuit 220th the logic value "0" appears at the inputs of NAND circuit 220, when the respective Hall sensor is influenced by one of the carriage 20 arranged at the control magnet, that is, when the Hall probe signals that the carriage has arrived. Hall probes which are not affected by the car type, the zugenörigen input of the NAND circuit 220 has the logic value "1" corresponding to a voltage value of + 5V. Once one or more of the probes a, b, c, d determine the presence of a truck 20 in the accompanying portion of the logic value "1" appears at the output of the NAND circuit 220th This logic value at the output terminal A₁₀ as information for the fact that in their own section of a car is, available. This information is applied to the input terminal G₇ the input / output circuit 200 performed and to enable the multi-switch 214 in its own section used. After inversion in the inverter 216, the input / output circuit, this information is also via the output terminal A₇ the input / output circuit to the inhibit input of the multiswitch 214 of the lower section out.

The E via the input terminals₁₀ to e₁₂ the logic circuit 208 supplied to the probe signals _Hallsonden a, b, c are also on inputs E, E_b or E of a buffer in the form of a clocked flip-flops, where 224th This flip-flop 224 is provided with a clock input T. Supplied with a clock signal to the clock input T, more specifically at the trailing edge of the clock pulse occurrence, the at the input terminals E_a, e_b and E applied to the output terminals A Sondensianalwerte_a, A_bor A of the flip-flops, where 224th The signal pattern at the output terminals A_ato A_c the flip-flop 224 respectively determines the Erregurigsmuster the drive coils 10th

through a terminal B can flip-flop 224 from the input terminal E₁₅produces a reset signal are supplied. As long as the reset signal is available, a the reset state corresponding signal pattern at the output terminals A_ato A_c the flip-flop formed and maintained 224th A properties under separate section car can be blocked using this reset signal while standing, with which one can realize the function of a "parking brake".

Instead of the reset signal, a block signal can be used which is supplied to an input (not shown in the drawing) gate circuit whose output is connected to the clock input of flip-flop 224 and the second input is fed the clock signal for the flip-flop 224th S.olange the blocking signal is present, the clock signal can not switch the flip-flop 224th

As clock signals for the flip-flop 224 zero-crossing indication pulses NAP (Figure 10) are used, each indicating the zero crossing of the AC line voltage used for coil excitation. This ensures that with the beginning of each new half-wave of this Netzwecheslspannung using the triac a new coil excitation pattern can be adjusted. These zero crossing indication pulses are generated by means of an EXCLUSIVE-OR circuit 226, whose two inputs via the input terminals E₁₆ and e₁₇ Half-wave positive pulses HW_pos or half-wave negative pulses HW_neg supplied. As will be explained below, this half-wave pulses are HW_pos and HW_neg slightly shorter than the associated half-waves of the mains alternating voltage, so that between successive _Halbwellenimpulsen Lücken.auftre. Whereas these gaps, thus in the region of the zero crossings of the mains alternating voltage, the output of the EXCLUSIVE-OR circuit 226 goes to the logic value "0", while during the presence of one or the other half-wave pulse the logic value "1" occupies. At the transition of the output of the EXCLUSIVE-OR circuit 226, logic value "0" to the logic value "1" at the beginning of a new half-wave pulse the flip-flop 224 is clocked. That is, with the start of a new half-wave pulse is optionally applied 424 probe signal pattern at the output of flip-flop at the input of the flip-flop.

Of the NAND circuit 220 is a further NAND circuit 222 downstream of which has four inputs 220 in the bezeigten in Fig. 11 embodiment, as the NAND circuit. The topmost input of the NAND circuit 220 is connected to the output of the NAND circuit 220th The underlying input of the NAND circuit 222 is connected to an input terminal E₁₄ the logic circuit 208 is connected, can be supplied through the information on the on / off state of the portion or all of the linear drive system. A third input of the NAND circuit 222 is connected to the output of the EXCLUSIVE-OR circuit 226th At the output of NAND circuit 222 and thus at the output terminal A₁₁ the logic circuit 208 appears a blocking signal Sp when it is established by means-of Hall probes that in their own section, no car is, or if the section or the linear drive system is made-connected or while the zero-crossing indication pulse NAP exists.

Two exclusive OR circuits 230 and 232, the 11 manner shown are connected as shown in FIG., Form a parity generator, the a of the probe signals of Hall probes b.und c when moving through the dedicated section carriage 20 a pulse train emits whose repetition frequency is dependent on the speed of the carriage. This velocity information is via the output terminal A₁₂ transmitted in a manner not shown in the drawing to the central 204th The Office is therefore informed of the respective speed of the car or the car.

An exclusive-OR circuit 228 at one input the half-wave pulses HW_pos and via a second input, a forward / reverse signal is supplied, on the output side to a respective input of three exclusive-OR circuits 234, 236 and 238, respectively. Each of these exclusive-OR circuits is supplied via a second input one of the temporarily stored in the flip-flop 324 probe signals. The three exclusive-OR circuits 234, 236 and 238 together form a switchable inverter. In dependence on whether E through the input terminal₁₈ the logic circuit 208, a forward or a reverse command signal is supplied, allows the switchable inverter of the output terminals A_a, A_b and A_c the flip-flop 224 next probe signals unchanged or inverted to the output terminals A₁₃, A₁₄ and A₁₅ the logic circuit reach.

The circuit 210 for triac control and the phase angle determination is in.Fig. 4h shown. This circuit has input terminals E₂₀ to e₂₇ and output terminals A₂₀ to A₂₈ in the position shown in Fig. 4h in order. The input ports E_{20 '} e₂₁ and e₂₂ are connected to the output terminals A13, ^A₁₄^or. A₁₅ the Lo^Gikschaltung 208 (Figure 11), respectively. Thus, they receive the output from the latch flip-flop 224 probe signal pattern, if appropriate after inversion by the switchable inverter with the EXCLUSIVE-OR circuits 234, 236 and 238. The probe signals from the probes a, b, c corresponding to excitation signals at the input terminals E₂₀, e₂₁, e₂₂ are each an associated opto-coupler 240, 242 and 244 to corresponding inputs TE_a, TE_b or TE_c a switchable driving circuit 248 added. In this driver circuit supplied thereto signals are amplified, for example by means of Darlington amplifiers. The outputs of the TA_a, TA_band TA_c available drive signals are used for controlling switching of the triac a direct converters, half-bridge circuit.

The input terminal E₂₃ the circuit 210 is connected to the output terminal A₁₁ the logic circuit 208 is connected to which in the event that either no carriage in the portion or section or the own linear drive system is turned off or a zero crossing indication pulse is present just a blocking signal Sp is present. About an optocoupler 246 this blocking signal is routed to a disable input of the driver circuit SP 248th As long as the blocking signal Sp is present, the driving circuit 248 is blocked, that is, the driver circuit 248 can supply no output signals of the Triacs. During the presence of the blocking signal Sp is thus not possible to switch the triacs.

The input terminal pairs E₂₄, e₂₅ and E26, E₂₇ is per the AC line voltage supplied. About one to the input terminals^e₂₄ and e₂₅ downstream transformer T are generated supply voltages for the driver circuit 248, the logic circuit 208 and the input / output circuit 200th

From across the input terminals E₂₆ and e₂₇ applied AC line voltage obtained the half-wave pulses. This is done with two optical couplers 250 and 252, one of which provides the one during the positive half cycle and the other during the negative half-wave of an output signal. The outputs of the optocouplers per pass to a threshold circuit in the form of a Schmitt trigger 254 and 256, respectively, which are combined to form an integrated circuit. With the threshold value circuits 254 and 256 is achieved in that a half-wave pulse is generated only as long as the AC line voltage exceeds a predetermined positive or negative threshold. The half-wave pulses HW_pos and HW_neg therefore occur only when the AC voltage from the zero-crossing area is out. The at the output terminals A27 and A₂₈ occurring half-wave pulses to the input terminals E₁₆ or e₁₇ given the logic circuit 208th Due to the use of the threshold value circuits 254 and 256 in the circuit 210 is achieved, that the zero crossing indication pulse at the output of the EXCLUSIVE-OR circuit 226 of the logic circuit 208 has a width such that it covers a predetermined area around the AC voltage zero crossing around. Since the output of NAND circuit 222 a blocking signal Sp, which disables the driver circuit 248, occurs in any case for the duration of the zero-crossing indication pulse, no triac can be switched in this area by the AC voltage zero point. As the clocked flip-flop 224 only switches when the trailing edge of the zero-crossing indication pulse appearance, is also provided by the flip-flop 224 forth the fact that in this area to-the AC voltage zero crossing switching of the triac is prevented.

A half-bridge circuit is shown in Fig. 13. This half-bridge circuit includes three bridge branches, each having a series circuit of the series-connected coils I or II or III of the own section and a diene Denden as a controlled semiconductor switch triac T and T_II^or. T_III exhibit. via input ports E₃₀ and e₃₁ the half-bridge circuit is the ac mains voltage used for the coil excitation.

The input terminal E₃₁ is connected to the output terminal A₂₃ the circuit 210 is connected to E for controlling the triac ignition electrodes via the input terminals₃₂, e_{33 '} e₃₄That the output terminals A₂₀, A₂₁, A22 of the circuit 210 are connected, defined reference potential conditions to ensure.

When a probe signal which signals the presence of a carriage in the specific section, is provided, this leads to the intermediate storage in flip-flop 224 and after amplification in the driver circuit 248, if appropriate after inversion in the switchable inverter 234, 236, 238, to an ignition b_zw. By switching the associated of Tria^cs T_I, T_II b^btw. T_III, If you look at a single Brückenzweig'der half-bridge circuit, one must then, when a carriage 20 is in its own section, ensure that the corresponding coil group is traversed from cascaded coils I or II or III respectively in a current direction to such a stator magnetic field leads that constitute cooperatively a driving in the desired direction is located above the permanent magnet of this coil 30 of the carriage 2p state. This is achieved at the considered half-bridge circuit, characterized in that the associated Tria.c is a suitable phase relation of the alternating voltage used for coil excitation, for example, upon the occurrence of the positive half-wave is turned on while the other phase position, turned off, for example, during the negative half wave of the AC voltage remains. To this end a phase position signal Ph must be made available, which indicates whether the positive or just present the negative half wave of the AC voltage. For this purpose can be one of the two at the output terminals A27 and A₂₈ use the circuit 210 available half-wave signals, for example, to the positive half wave indicating half-wave pulse HW pos

The relationship between the AC voltage, the half-wave pulses, the zero-crossing indication pulses and the phase position signal Ph is in Figure 10. illustrated, said of the schematically illustrated structure of stator and rotor has been assumed in Figure 5. Hall probes that are influenced by a south pole magnet control of the carriage 20, the logic value "1" assigned to the non-affected Hall probes the logic value "0". It sei'beispielsweise assumed that as the phase position signal Ph of the positive half-wave pulse indicating HW_pos is used and is then assigned to the phase position signal Ph of the logic value "1" when HW_pos is available.

In Figure 15, the logic values ​​indicate in the column under T_I, T_II and T_III the switching states of the triac Tr I, trios, TrIII A logical "1" be indicated that the associated triac is turned on. As the truth table shows, is that true logic value pattern for the triac Trl Trii, TrIII then having the logical pattern of the Hall probes a, b, c in line when the phase signal Ph at logic "1". Does the phase position signal Ph contrast the logic value "0", the logic value pattern of the triac Trl Trii, TrIII the logic value pattern of the Hall probes a, b, c inverted. If it is assumed in the structure shown in Fig.'5 that the carriage has moved with the permanent magnets 30 and the control solenoid 34 about a stator pole Y to the right, none of the Hall probes a, b, c influenced by a south pole control magnet. That this relative position between the carriage and

Rotor and stator exists, but is detected by means of the single probe d. In lines 7 and 8 of the truth table can be seen because the logic values ​​of the Hall probes a, b, c each "0", the logic value of the single probe, but d is "1". In this case there is a switching of the triacs TrI, trii, TrIII when the phase position signal Ph the logic value "0", ie during the negative half-wave. Did the runner or carriage opposite the relative position relative to the stator about a stator pole shown in FIG. 5 τ shifted to the right, so it comes to a reversal of the current flow -through the drive coils. The inversion of the logic value pattern of the Hall probes a, b, c during the negative half wave, that is, when the phase signal PH has the logic value "0", it results in that the EXCLUSIVE-OR circuits 234, 236, 238 in Fig. 11 during the negative half wave act inverting. This is achieved by means of the EXCLUSIVE-OR circuit 228, whose one input via the input terminal E₁₈ the forward / reverse signal for example supplied from the central office, and the other input via the input terminal E₁₆ the positive half wave signal HW_pos is supplied. Therefore, the half-wave positive signal appears at the output of the exclusive OR circuit 228 directly or inverted, depending on whether at the entry gan^Gsanschluß e₁₈ the forward signal or reverse signal. Therefore, the exclusive OR circuits 234 act, 236, 238 permeable or inverted, depending on the logic value at the output of the exclusive OR circuit 228th

Is in its own section none of the Hall probes a, b, c, d influenced by a carriage, that is, whose logic values ​​are all "0", due to the blocking signal Sp at the output of the N_AN_DCircuit 222 die.Treiberschaltung 248 disabled so that none of the triac can be turned on.

Fig. Figure 14 shows a direct converter full bridge circuit. The drive coils I, II, III are each in a Brückenast with four of the triac Tr₁ to Tr₁₂, For example, considering the bridge branch with the sink I and the triac Tr₁ to Tr₄So, for example, by switching the triac Tr Continuity-₁ and Tr₄ Current ina direction and Continuity switching the triac Tr₂ and Tr₃ Current in the other direction will be sent through the coil I. The truth table in Fig. 15 applies to the full-bridge circuit similarly as for the half-bridge circuit. However, the logic values ​​"1" and "0" for the triac have now, as long as a car in the section is no longer the meaning current switching or current non-switched, but the importance of turning the Triacpaares for a current direction or turning on the Triacpaares for the other direction of current through the associated coil. For the coil I in Fig. 14, for example, this means that in the case of the logic value "1" the Triacpaar Tr₂ and Tr₃ and in the case of occurrence of the logic value "0" the Triacpaar Tr₁ and Tr₄ is turned on.

The bottom in Fig. 14 the triac Tr_1' Tr_{3 '} Tr_{5 '} Tr₇, Tr₉ and Tr₁₁ are connected to taps of the associated coil I, II or III. This prevents that in a disturbance caused by the ignition of a triac wrong pair, for example, Tr₁ and Tr₂ a short circuit occurs. The coil portion located between a pair of such a triac in this case forms a protection for the triacs. This is done with the signal at the input terminal E₁₈,

can vmax a speed limit of a maximum allowable speed can be achieved in that the switching frequency with which the triac can be switched, that is, with which the logic value pattern of T_I, T_II, T_III can be changed, limited. Per switching cycle the power-pattern remains fixed. Therefore, the carriage moves to Uber speed due to its inertia into offsetting power-pattern that has an active anti-thrust result. Therefore, the car is braked until the permitted maximum speed.

The force acting on the car feed force can for example be controlled by a phase control circuit. This can be control the effective current intensity and thus the driving force that is proportional to the current.

The minimum speed that can take the car, does not depend on the fixed frequency of the alternating voltage used for the coil excitation. Since the car turns on with the help of sensors or Hall-effect sensors to correct for its respective position stream itself, results in low speed below the power frequency of eg 5 Hz corresponding value periodically umpoled rectified mains voltage, said Umpolungsfrequenz below the grid frequency. At low speeds of the drive or generator according to the invention thus acts as a frequency divider. This is shown in Fig.₁₆ shown schematically. Assuming that the network frequency f_N for example, 50 Hz, and that there is a polarity reversal of the rectified mains voltage every five periods of the alternating mains voltage, is obtained for the frequency of the current flowing through the coil current has a frequency f_s 10 Hz. When using a direct converters, half-bridge circuit in the switching device are the solid half-wave lines, while subject to the solid and the gestrichelten.Halbwellen when using a Direct Conversion full bridge circuit.

Based on the figures 17 and 18 show two embodiments for controlling a direct converter full bridge circuit shown in FIG. 14 will now be explained.

In the embodiment shown in FIG. 17 are input terminals E '_{20 '} e '₂₁ and E2₂ after the intermediate storage in. the flip-flop 224 in Fig. 1₁ available probe signals _C. _B or A from the output terminals A13, A14 b^{btw. A}₁₅ fed in Fig. 11. To an input terminal E '₂₃ in Fig. 17, the locking signal Sp from the output terminal A₁₁ fed in Fig. 11. The input terminals E '₂₀ to E '₂₃ are shown in Figure 17, both having a first Optokopplergruppe O₁ to O₄ as well as with a second Optokopplergruppe O₅ to 0_8th connected. The optocouplers 0₁ to O₃ the first Optokopplergruppe and the optocouplers O₅ to O₇ the second Optokopplergruppe the probe information C, B, A (Fig. 11) are supplied. The optocoupler 0₄ and 0_8th the first and second Optokopplergruppe can obtain the signal Sp.

The first Optokopplergruppe 0₁ to O₄ is a first driver 1 assigned and the second Optokopplergruppe O₅ to O_8th is assigned a second driver 2nd When concerns a blocking signal Sp at the input terminal E '₂₃ the two drivers 1 and 2 of the outputs of the optocoupler 0₄ bzs. 0_8th blocked.

The output of an optocoupler is connected to two inputs of the associated driver. One of these driver inputs is connected directly to the output of the associated opto-coupler, while the other of these two driver inputs to the associated optical coupler of one of the inverter I₁ until I₆ connected is.

has been already indicated in connection with the truth table in Fig.15, is as long as a car in the separate section is, as a function of whether the corresponding one of the logic values ​​T_I, T_II, T_III the Lo^Gikzustand "1" or "0", turned on for the associated drive coil either one or the other Triacpaar. For the drive coil I in Figure 14, this means that in a logic state of the Triacpaar Tr₁ and Tr₄ and the other logic state, the Triacpaar Tr₂ and Tr₃ is turned on.

Depending on the type of the input terminals E '₂₀ to E '₂₃ supplied in each case information on the probes a, b, c are therefore 1 and 2 those triac is turned on at the outputs of the drivers that are connected to driver outputs, the non-inverted driver inputs are assigned, or that the triac will be switched on, which are connected to driver outputs , the inverted driver inputs are assigned.

The problems associated with optocouplers and drivers lines PO ( "phase up") and PU ( "phase down") are connected to the correspondingly labeled lines in Fig. 14.

Fig. 18 shows a circuit for full-bridge drive, with an additional function "braking" is available. For the purpose of braking while the depending lower Triacpaar a drive coil is switched on, so that this drive coil is shorted. The thus shorted drive coil then acts on an over them bandwagon as induction brake.

In a circuit for Vollbrückenaussteuerung with braking function as shown in FIG. 18 remains in Fig.17. upper part circuit with the input terminals E '₂₀ to E '₂₃, The upper Optokopplergruppe O₁ to O₄, The upper inverter group I₁ until I₃ and the upper driver 1 unchanged. Only the lower in Fig. 17 circuit part is modified in the manner illustrated in Fig. 18. The input terminals of the E '₂₀ to E '₂₂ Information supplied probe signals do not reach more directly to the inputs of the driver 2, but via OR circuits OR₁ to OR₆, The input terminals of the E '₂₀ to E '₂₂ upcoming probe information signals are directly or after inversion by the inverter I₄ until I₆ depending on an input of the corresponding one of the OR circuits OR₁ to OR₆ given. The respective other inputs of these OR circuits OR₁ to OR₆ are connected to an input terminal E₄₀ connected to a brake signal BR may be supplied. In the presence of the brake signal, the Br in FIG.₁₄ lower thyristor pairs Tr₁ and Tr₃, Tr₅ and Tr₇ and Tr₉and Tr₁₁ turned on so that all three driving coils I, II and III are shorted and act as induction brakes.

During this braking, the function of an emergency can be assigned, are shown in Fig. 14 upper Triacpaare Tr₂and Tr₄, Tr₆and Tr_8th and Tr₁₀ and Tr₁₂ lock. For this purpose, the brake signal Br via an OR circuit OR₇ and an inverter 1₇ on the lower optocoupler 0₄ optionally in Fig. 17 upper Optokopplergruppe to lock the upper driver 1, and so that in Fig. 14 upper triacs.

To ensure the intended braking a transmissive switching of the bottom in Fig. 14 Triacpaare, it must be prevented that the driver 2 by a disable signal Sp from the output terminal A₁₁ is blocked in Figure 11. For this purpose, the brake signal is Br via an inverter I_O to one input of an AND circuit U₁ optionally, the other input of the disable signal Sp may be supplied. Because of this AND gate U₁ can the blocking signal Sp are only effective as long as no brake signal Br is present.

If in the modification shown in Fig. 18 is an electrical isolation between logic circuitry and triac power supply is also desired, this can be achieved with arranged at a suitable point optocouplers again.

A further possibility for controlling a full-bridge circuit is shown in Fig. 19. In this case happens, the activation of the triac gate electrodes by means of pulse transformers IT₁, IT₂, ....

Input terminals E "₂₀, e₂₁ and E2₂ be attached to the output terminals * A₁₃, A₁₄ or A₁₅ (Fi^G, 11-) features^LEL ble probe information signals C, B and A, respectively. From the input terminals E "₂₀, e₂₁ and E2₂ reach this probe information signals both to an input terminal of an AND circuit U E₂, U₃ or U₄as well as to an input terminal of a NOR circuit N per₁, N₂ or N₃, The outputs of the AND gates U₂ to U₄ and the NOR circuits N₁ up north₃ are each connected to a different input of a driver circuit 248 '. In Fig. 19, the individual switching amplifier stages of the driver circuit 248 'from each other by dashed lines, shown separately driving portions P_1' Q_1' P_{2 '} Q_{2 '} P₃ and Q₃ shown. Here, the driving portions P₁, P₂ and P₃ the input side to the outputs of the AND gates U₂, U₃ or U₄ connected. The outputs of the NOR circuits N₁, N₂, N₃ on the other hand are connected to the inputs of the driver parts Q₁, Q₂ or Q₃ connected. Each of the driving portions on the output side to the primary coil of a pulse transformer IT₁, IT₂ ... IT₆ connected. On the secondary side, these pulse transformers on two coils. One of the secondary coils of each pulse transformer is connected to line PO (Fig. 14) and the gate of a triac connected, the common part of a pair of igniting the triac, and the other secondary coil of each of pulse transformer is one end to line PU ( FIG. 14) and the other end connected to the gate terminal of the other to the associated together to be ignited Triacpaar triac connected. In Figure 19 for the sake of simplicity, only the driver of the parts P₁ and Q₁ connected pulse transformers IT₁ and IT₂ represented for the drive coil I. For the driving portions P₂, Q₂ and P_{3 '} Q₃ identical pulse transformer circuits are used. At the output of the driving portion P₂ is a pulse transformer IT₃ connected, the secondary side to the gate terminals of the triac Tr_8th and Tr₅ is connected, while on the part of the driver Q₂connected Impulstranformator IT4 the triac Tr₆ and Tr₇ are driven. The same applies with respect to the driving portions P₃ and Q₃ for the control of the triac Tr₉ to Tr₁₁ for the drive coil III.

The in Fig.19. illustrated embodiment, a control for the full-bridge circuit in FIG. 14 is connected to two monostables MF₁ and MF₂, Hereafter called monoflop equipped. Via an input terminal E₅₀Coupled to the output terminal A₁₆ in FIG. 11 is connected, receives the monoflop MF₁ available at the output of the exclusive OR circuit 226 zero-crossing indication pulses _NAP as trigger pulses. The time constant of the monoflop MF₁ is adjustable, ie ze itliche length of a zero-crossing indication pulse NAP triggered output pulses from MF₁ is adjustable. This MF has₁ the function of a phase-gating monostable multivibrator by means of which the maximum carriage feed can be adjusted, which is proportional to the maximum possible current through the drive coils.

The output pulse of adjustable monoflop MF₁ triggers with its trailing edge the second monoflop MF₂, Proposed at the outputs of MA and MA firing pulses for the triac of the full bridge circuit. The pulses at the output MA are inverted with respect to the pulses at the output MA.

_JA whether at one of the input terminals E "₂₀, e₂₁ and E2₂ bears as a probe information signal of the logic value "1" or the logic value "0", either the pulse from the output of the second MA monoflop MF₂ via the associated one of the AND gates U₂₁ U₃ or U₄ the respective driving portion P₁, P₂ or P₃ transmitted or it reaches the inverted output pulse from the output of the second monoflop MF MA₂ via the associated one of the NOR circuits N₁, N₂ or N₃ the corresponding driving part Q₁, Q₂ or Q₃, Depending on whether, for example, at the input terminal E2₀ a logic value "1" or "0" is present, thus either the Triacpaar Tr₁ and Tr₄ or Triacpaar Tr₂ and Tr₃ ignited.

The adjustable phase control monoflop MF₁ is respectively triggered by the zero-crossing indication signal NAP, ie. every predetermined short period of time after the zero crossing of the AC line voltage used for coil excitation If the phase-angle monoflop MF₁ set a very able to dress ne time constant, is the trailing edge of of M_F1 output pulse with which the second monostable MF₂ is fired towards the trailing edge of the zero-crossing indication pulse NAP delayed only slightly, so that the corresponding probe the information pattern triac shortly after the start of each half cycle of the AC line voltage can be ignited. In contrast, if the phase-angle monoflop MF₁ a large time constant set appears that the second monoflop MF₂ triggering rear edge of the output of MF₁ with a relatively large delay with respect to the trailing edge of the zero crossing indication pulse NAP so that the probe be ignited in accordance with the information pattern to be ignited only triacs with relatively large time delay after the beginning of each half wave of the alternating mains voltage. In the latter case, a much smaller effective current through the driving coils than in the former case flows. This phase control is exerted on the carriage feed force can thus to a desired maximum value F_Max limit.

The setting of the phase control monoflop MF₁ can be made for each section by individual settings manually, for example, after it has been experimentally determined how large the maximum feed in a given section may be. For example, is the forward phase monoflop MF₁ Set of sections, which have a slope or a gradient, for a larger or smaller maximum thrust as for planar sections. Preferably, however, the adjustment of the phase-monoflop MF₁ make the individual sections by control commands from the control center.

Another embodiment for achieving a desired thrust limiting in the individual sections in FIG. 2₀ shown. This embodiment is suitable both for a direct converter half-bridge circuit (Fig.13.) As well as for a direct-converter full bridge circuit (Fig.14).

In this embodiment, an adjustable phase control monoflop MF₃ an input of the NAND circuit 222 in FIG. 11 vorgeschaltet.Das Leading-monoflop MF₃ is again triggered by the zero crossing indication pulse NAP, which is available at the output of the exclusive OR circuit 226th The NAND circuit 222 is no longer the zero crossing indication pulse NAP supplied (in Fig. 11 at its third input from above) directly, but a corresponding to the time constant of the phase-angle monoflop MF₃ extended pulse. That is, at the output of the NAND circuit 222 enters the lock signal Sp for the triac driver circuit (248 in FIG. 12; driver 1 and driver 2 in Figures 17 and 18;. Or 248 'in Fig. 19) not only until the end of the zero-crossing indication pulse NAP but by the end of the output of the phase control monoflop MF₃ emitted pulse on. The larger the time constant of MF₃ is, the later in the course of each AC line voltage half-wave of the triacs can be ignited, the lower is the effective current flowing through the drive coil current and hence the lower the force acting on the carriage feed.

The time constant of the adjustable phase control monoflop MF₃can by means of a controllable from the central 8-way analog switch AS₁ be adjusted. At the eight output ports of AS₁ eight resistors R₁ to R_8th connected. Depending on the switching position of AS₁ Different combinations of these resistors R₁ to R_8th with a capacitor C₁ connected together, so that depending on the switching position of AS₁ different time constants arise. This time constant for the duration of the phase-angle monoflop MF₃ determinative after its triggering each emitted pulse. The switching position of the analog switch AS₁ can be adjusted by means of control signals, the input terminals S₁, S₂ and S₃ of the analog switch AS₁ from headquarters as commands for the maximum feed rate F_Max are supplied.

By control commands from the control center can thus be also change the time duration in each section for which remains locked at the output of the NAND circuit 222 after each zero crossing of the mains AC voltage of the triac driver due to the blocking signal Sp.

Fig. 21 shows an embodiment for a circuit for limiting the speed to a maximum speed V_Max, This circuit has just like the thrust limiting circuit in Fig. 20 a digitally controllable by the central 8-way analog switch AS₂ with input terminals S₄, S₅ and S6, with the aid of a time constant circuit having resistors R₉to R₁₆ and a capacitor C₂ for an adjustable monoflop MF₄ from the control center can be set. This adjustable monoflop MF₄ is it to a retriggerable one-shot, ie, a one-shot, which is so influenced also in the set state by a new trigger pulse that the output pulse monoflop MF₄ extended from the time of re-triggering during the set condition at the set time constant of this monoflop. The output of the MFA retriggerable monoflop MF₄ is connected to an input of an OR circuit OR_8th whose output to the clock terminal T of the flip-flops clocked 224 (Fig. 11). The other input of OR circuit OR_8th is connected to the output of the EXCLUSIVE-OR circuit 226 (Fig. 11). The trigger input of the retriggerable monoflop MF₄ is connected to the output of a pulse shaping circuit IF which, in turn to the output of the EXCLUSIVE-OR circuit 232 (Fig.11) is connected. The pulse conversion circuit IF includes an exclusive OR circuit XOR, whose one input the speed information signal from the output of the exclusive OR circuit 232 directly and the other input of this_Geschwindigkeitsinformationssignal through an inverter I_8th is supplied.

The speed information signal is formed from the probe signals and consists of a periodic pulse train whose repetition frequency or pulse length of which depends on the speed of the considered section passing through the carriage.

In the pulse shaping circuit IF of inverter acts I_8thas a delay element for the speed information pulses. The one inverter inherently immanent delay time between the response of the output is used to a signal change at the input. As an exclusive-OR circuit always a certain output, for example, the logic value "1" signal if the supplied to its inputs logic values ​​are different, is the pulse shaping circuit IF at its output with each logic value change of speed information pulse train a short output pulse from the length of by the inverter I_a corresponds to delay caused. These short pulses are output as trigger pulses to the trigger input of the retriggerable monoflop MF₄ given. Each of these trigger pulses triggers at the output of the MFA retriggerable monoflop MF₄ an output pulse of a dependent on the setting of the time constant circuit pulse duration of compliance or extend an output on MFA currently existing output pulse on the re-triggering the set time constant corresponding pulse duration.

Had the retriggerable monoflop MF₄ not present, the flip-flop 224 could be respectively connected at the trailing edge of each zero crossing pulse NAP in the display state corresponding to the respective probe information pattern. Is via the EXCLUSIVE-OR circuit OR_8th supplied training completed transition pulse of the retriggerable one-shot before the trailing edge of the zero-crossing indication pulse NAP, the flip-flop 224 of each probe information pattern switched corresponding state of the trailing edge of the zero-crossing indication pulse NAP in. However, if the car the maximum permitted speed V_Max is exceeded, the pulse at the output of the MFA retriggerable monoflop MF₄ not yet completed when the trailing edge of the zero-crossing indication pulse NAP occurrence, whereby the switching of flip-flop 224 in the just existing probe information pattern corresponding state is still prevented. This results in a coil excitation pattern is noted that, that the currently existing carriage position, no longer corresponds to the now present probe information pattern. As a result, the carriage is first incident on a coil excitation pattern that the carriage, together with the permanent magnets located just over the coil to a braking action for the carriage.

Only when, due to the deceleration of the carriage again, a state is reached in which the by retriggerable monoflop MF₄ output pulses are again ended so early that they no longer prevent the shifting of the flip-flop 224 with the trailing edge of the zero-crossing indication pulse NAP, the car can wieder.eine perform unrestrained movement.

Due to the speed limiting circuit according to FIG. 2₁ the speed of the stepping of the probe pattern is limited to the triac and a braking action exerted on the car as soon as the probe pattern, the carriage speed changes correspondingly faster than would be the case at the maximum speed.

In Figure 22 to 25, some basic configurations of rotary actuators or generators are represented according to the principle of the invention. The right in these figures, part of the respective drive or generator is mounted in each case rotatably with bearings 50 and forms the rotor. In the embodiment of Fig.22, the actual rotor area is substantially cup-shaped, permanent magnets 30 are distributed annularly with alternating polarity on the inner circumference of the cup ring. The stator 2 has the form of a roller, which is laminated on the outer circumference, wherein the individual blades are packed together axially. The stator 2 carries on the outer circumference axially extending and not graphically illustrated conductor suitably division. The range of the rotor 32 on which the permanent magnets 30 are secured, is composed of ferro-magnetic material as a return path. The conductor can seinr inserted for example in axially extending grooves of the stator

The stator 2 supports the outer periphery of one or several annularly distributed Hall probes 38 that cooperate with the Dauermageten 30th is determined Once hall probe each other, that a runner-side part and a stator-side part of a magnetic circuit or a plurality of magnetic circuits in the drive just or generator just relative position are, is the conductor or the coil or the conductor or the coil of this circle and this circle automatically turned on.

The stator as a whole can be connected by a single switching device or be divided into a plurality of sections each having a switching device, wherein a current conductor pair and a coil represents the lower limiting case of a section. Further disclosed in this application features of the electronic control system may be present.

22, the embodiment of Fig. 23 differs from the embodiment of FIG. Characterized in that the radially .innerhalb of the ring of permanent magnets 30 arranged stator protrudes cup-shaped and in that radially within this Statorbereiches an annular projection 52 of the rotor 32 while maintaining a small air gap to the is stator provided. in this way the advance of the stator² attributableⁿde part of the magnetic circuits mainly shifted to the annular projection 52, which rotates at the same speed as the permanent magnets 30th In this way, the eddy current losses can be reduced. The stator radially located between the permanent magnet 30 and the annular projection 52 may also be in the form of so-called. Lufstromleitern or air coils, or in the form of current conductors or coils whose interstices under release of lying on the outer circumference and the inner circumference conductor surfaces with a potting compound of the earlier be filled type described, formed.

The embodiment of Fig. 24 differs from the embodiment of Fig. 22 characterized in that the rotor 32 is formed as a disc and in that the permanent magnets are arranged axially on the bearings 50 remote from the end side of the disk distributed annularly. Also, the stator 2 is disk-shaped and carries the disk pack and the current conductor, not shown, on its side facing the rotor 32 facing end side. Each extending circumferentially disks of the disk packet are radially adjacent to each other.

The embodiment of Fig. 25 differs from the embodiment of Fig. 24 in that the rotor has on the outer periphery 32 has two interconnected panes, between which the stator is designed as a disc. In the camps remote 50 disc of the rotor 32 may be either a co-rotating, magnetic yoke according to the principle of the embodiment of FIG. 23 may be provided, or it may, as shown in the drawing, to be mounted there a number ring distributed permanent magnets 30 frontally. In the latter case, therefore, the stator acts together on both end faces with the permanent magnet 30, so that there is an equalization of the axially acting, magnetic attraction forces. The embodiment of FIG. 25 can be extended by adding further stator and rotor discs. The stator between the two permanent magnets 30 fitted with rotor disks, as in the embodiment of FIG. 23 described, with air or air-core coils or conductors vergußmassegefüllten conductors or coils be realized.

In the embodiments according to Figs. 22 to 25 are the center distances of the current conductors of the Stators2 and the center distances of the permanent magnets 30, each in the circumferential direction matched to ensure the drive or generator function, for example such as for reference to FIGS. 1 to 4 three groups described with each interconnected with each other conductors or coils.

In the embodiment of FIG. ₂₆ recognizes the Equipped with a tire rim 54 56 of a motor vehicle. The rim 56 is screwed to the end side to a hub 58th The wheel hub 58 is mounted by means of two roller bearings 60 on a hollow axle stub 62nd The wheel hub 58 may be formed as a brake drum.

The rim 56 has a total of approximately bowl shape with the edge of the bowl extending axially parallel to the rotation axis of the rim 56 of a few centimeters to a width. At this edge a series of permanent magnets 30 is disposed over the inner circumference annularly distributed. At the free end face of the stub axle 62 is a substantially disk-shaped stator 2 is screwed, the scope axially widens at the outside and there, as described in connection with the embodiment of FIG. 22genauer described, is laminated. In this constructively extremely simple manner, a drive or a working during braking of the vehicle generator is formed. The electronic control takes place as described in connection with the embodiment of Fig. 22 described more closely, and may have further disclosed in this application features. The switching device 40 is attached to the outer end face of the stator disc 2nd The power supply is carried out through the hollow axle end 62. The open per se, outwardly facing end face of the rim 56 is completed by a hubcap 46th By removing the hubcap 46 is the entire drive or generator, in particular the switching device 40, easily accessible for maintenance.

_Fig. 27 shows a rotational energy storage device having a vertical axis 66, with which a flywheel can rotate 68th The flywheel is arranged in an evacuated, pressure-tight housing 70th The housing 70 consists of a pot-shaped lower part 72 and a screw-sealed to the bottom part 72, the lid-like upper part 74. The vertical axis 66 is supported in the lower part 72 and in the upper part 74 by means of bearings 76, in turn, via elastic intermediate layers 78 in the respective housing part are added.

The flywheel 68 has a connected to the axle 66. Hub 80, a radially therefrom leading to the outside, disc-like portion 82 and an axially coarsened flywheel area 84. The flywheel 84 is usefully made of a high specific gravity material, such as steel, whereby windings of steel cables are concerned with plastic filling. For the rest of the flywheel 68 come only metal but also plastic materials, in particular fiber-reinforced plastic materials, for example, by glass fibers, carbon fibers and the like reinforced plastic materials into consideration.

The disk portion 82 carries on its upper side a ring 86 of ferromagnetic material. On the inner periphery of the ring 86 a number of permanent magnets 30 distributed annularly with alternating polarity is arranged. The permanent magnets 30 are thus pressed by the centrifugal force against the ring 86th Radially inside of the permanent magnets 30, leaving an annular gap extends from the upper cover part 74 her down a ring of vertical air flow guide 10 and air coils or in the manner described front vergußmassengefüllter conductors or coils. These constitute the functional part of the stator-2. The coils each have two vertical branches, which are connected together by horizontal, substantially annular curved branches. Radial inside of the ring of power conductors 10 or coil is to leave an annular gap and supported by the disk portion 82 a yoke ring 88. In this way, a drive and generator is formed, which, in principle, as the embodiment of FIG. 23, but with a vertical axis of rotation , is trained.

The electronic control takes place in the way 22 illustrated by the embodiment shown in FIG., And may have further disclosed in this application features.

It may speak provided two electronic controls, one for the "drive function" = rotational speed increase of the flywheel 68 by supplying electric energy and one for the "generator function" = speed reduction of the flywheel 68 by subtracting electrical energy. In this way you can already synchronized supply electric energy to the respective speed of the flywheel 68 and can be found in the flywheel electric energy at a frequency that is not necessarily in a fixed relationship to the flywheel speed. For many applications, it may also be sufficient simply to refer to the electrical energy to the just given frequency without electronic control and, for example, rectify the AC power provided. Preferably, the design is such getrcffen that the stator 2 includes two separate power conductor systems, namely one for supplying current and one for current extraction. Such an interpretation, it is possible to simultaneously feed the flywheel electrical energy and how to grasp electrical energy, the frequencies of the supply current and the extraction flow may vary. In addition, one can interpret the current conductor system on the linefeed and removal function specifically, for example, particularly low-removal windings for brief sampling of

Streams high amperage provide. At high speeds the flywheel 68, it is appropriate to provide the conductors in high-frequency appropriately to avoid the skin effect.

The vertical mounting of the flywheel 68 is carried out by repulsive permanent magnets. For this purpose, a plurality of permanent magnets 90 are annularly distributed at the bottom of the lower housing part 72 is disposed. Compared to these permanent magnets 90 are several permanent magnets 92 annularly distributed to the lower end face of the hub 80. A recording of the weight of the flywheel 68 by attracting permanent magnets is also possible. In the permanent magnet bearing may be provided a Präzessionsausgleich against Erddrehungspräzession. Instead of Padiallagerung with rolling bearings is also a storage by means of electromagnets that can be changed in its magnetic force, feasible.

The radial bearing is preferably via critical with respect to possible radial oscillations.

It lassei. Several of the rotational energy storage described summarized to storage batteries. Especially those storage batteries can achieve high storage performance that the storage battery can even be used instead of a pumped storage power plant. referred to other areas of application are: emergency generator, peak demand compensation for transport systems, power buffer associated with wind or solar energy systems.

You can train the axis 66 as a hollow shaft and provide therethrough a pressure support between the lower housing part 72 and the upper housing part 74th

In particular, when the flywheel 68 is axially less highly represented as in Fig. 27, can be used for the lower housing part 72 and insert the housing upper part 74 relatively inexpensively available blanks from the pressure boilers, which have a substantially cup-like shape.

In Fig. 28, a linear actuator is shown, which essentially by the following differs from the linear actuator of the embodiment according to Figures 1 to 4. Both in the bottom recess 8 and in the upper recess 6 of the carrier 4 is a laminate stack 17 with transversal grooves 19 and conductors 10 installed as shown in Fig. 1, wherein the upper sheet stack 17, the transverse grooves 19 upward. The carriage 20 has a lower part 20a and an upper part 20b which is formed wherein the lower part with respect to the wheels 22 and the arrangement of the permanent magnets 30 as described in connection with FIG. 1 described and the upper part 20b is spiegelbildich to the bottom part 20a. The lower part 20a and upper part 20b are interconnected by laterally guided around the carrier 4, not shown, connecting arms. The wheels 22 of the upper carriage part 20b roll up onto the vertical webs 24 of the carrier. 4 Thus, the forces acting on the car 20 magnetic attraction forces are compensated in itself.

The carriage 20 forms a drive part which a trench running underneath a rolling surface 94 for the actual, not shown Transporteinheit.in. From carriage 20 protrudes beyond the rolling 94 upward a driver 96 who takes the fortzubewegende transport unit.

In a geometrically differently shaped carrier 4 without transverse web 12 can be a single use with air power conductors or conductors vergußmassegefüllten on the type described earlier, instead of two constructed with laminated cores stators. Preferably, then, the opposing permanent magnets 30 with opposite polarity to the stator.

In Fig. 29 a transport system is shown schematically in which transport units 18 along a moving self-contained Route 98 in circulation. Mostly it is a distance 98 with two reversal points 100, wherein the stretch in one direction and the stretch in the other direction parallel to each other and close running side by side. An application areas in particular passenger cars arrive at airports, railway stations, shopping centers and the like ( "rolling sidewalk") into consideration and related application areas for transporting loads.

'In such applications, a fundamental problem is that a relatively low speed of transport units required on the one hand for boarding and alighting or for loading and unloading, that on the other hand between the entry and exit points or the loading and unloading points to achieve a high transport capacity aims at a much higher speed. This problem is easy to solve, and in an optimal way by means of the invention.

In Fig. 29, a transport unit 18 is shown schematically. It consists essentially of a horizontal platform 102 which rolls by means of four wheels 104 on a horizontal or inclined rolling surface. The transport unit 18 is provided on a longitudinal side with a line extending in the direction of row of permanent magnets 30 alternating polarity. The track 98 has a vertical wall 106, in which a not shown in detail stator, for example, according to the embodiment of FIG. Is housed 1 to 4. The pole face of the stator 2 is vertical, and the current conductor and the functional branches of the coils are perpendicular. The stator 2 interacts with the permanent magnets 30 for forming a linear actuator. Due to the magnetic attraction, the transport unit 18 is pulled against the wall 106th Wheels 22 with a vertical axis, which are 18'gelagert on the transport unit and roll to the wall 106, provide the necessary spacing.

The stator 2 is divided into a plurality of sections, in each of which a maximum driving speed is set, for example according to the embodiment described above. The maximum speed setting is such that the transport unit 18 at an entry point 108 is moved slowly, .that easy entry is possible. In the subsequent sections in the direction of the maximum speed will be increased gradually, and as you approach an exit point 110 or to a reversal point 100, the speed is slowed by corresponding maximum speed down the local sections. Typical speeds are 0.5 m / s at the entry points and 5 m / s. As a maximum speed between the entry points

In accordance with short transport units 18 with a correspondingly small axial distance between the wheels 22, the turning points can be 100 run with a comparatively small radius. Outer guide rails 112 provide at the reversal points around 100 for a steering of the transport units 18, at the reversal points 100 does not need a drive to be provided, but there can be the transport units 18 by pushing with subsequent transport units move on 18th Conveniently, the wheels 22 and the permanent magnets 30 are placed as far down on the side of the transport units 18; then the wall 106 and the deflection rail 112 can be quite low, such as less highly rich as the platform 102 of the rolling away. In passenger transport, the platform 102 is preferably provided with a holding railing and / or seats.

In FIG. 30, a rotary drive is shown, which is based on the principle described in FIG. 22, but with radially arranged inside the stator runner up. The generally cylindrical stator 2 consists of an axially assembled package - roughly speaking - annular plates of ferromagnetic material. The stator 2 has on the inner periphery distributed inwardly protruding stator teeth 3. Each stator tooth 3 has radially sequentially on three coils 10th Each coil 10 consists of two Axialästen and two end-face, the Axialäste connecting branches. Each coil is wound from a plurality of mutually insulated wires, but shown in Fig. 30 as a single, thicker wire.

The rotating within the stator 2 runner 31 carries on its outer circumference ring distributed a series of measures provided in an even number permanent magnets 30 alternating polarity extending axially. From below more apparent reasons which will become the mutually equal distances of the Statorzähne.3, measured in the circumferential direction from center to center, in such less than the analog measured center distances of the permanent magnets 30, that one or two pole teeth 3 is more than permanent magnets 30 are provided.

At each pole tooth 3 is a provided on the permanent magnet 30, both on the north poles and south poles on, responsive Hall probe 38th Sets the Hall probe 38 a drive just relative position between a permanent magnet 30 and the Hall probe 38 associated stator 3 fixed, one, two or all three coils 10 of this stator tooth 3 is turned on. The direction indicated by 40 switching devices, for example, according to the principles work, as they have been explained in detail in a previous embodiment, however, to single-phase design, which simplifies the construction even in modification. A new feature in the present embodiment, however, is that with a control section 114 can be influenced on whether all three coils 10 of the respective stator tooth 3 is turned on, or only two coils 10 or only one coil 10. If the engine will require a high torque, all three coils 10 is switched on, at a lower torque requested fewer coils 10. the control unit 114 may additionally have the function of the individual coils to switch 10 of each stator tooth 3 of the parallel circuit in series connection and vice versa. This can also be done in the described below possibility of simultaneous connection of several coils at different circumferential locations. The series connection is recommended at low speed and high torque, the parallel circuit at high speed and low torque. The coil 10 of each stator tooth 3 can turn each with its own switching device 40 happen firstly for reasons of reduction of the switching capacity, which provides the advantages mentioned in the introduction. Secondly arise along with the slightly different pole pitch of the stator 2 and rotor 32, the advantages of a safe start-up, a more uniform engine operation and a more even load on the network.

The coils 10 are each stator tooth, depending on whether a north pole of a permanent magnet 30 or a south pole of a permanent magnet 30 with respect to the stator 3 is turned on with different direction of flow. This is controlled by the switching means 40th

In practice, always coil 10 more adjacent stator teeth 3 are turned on during operation. If the Polteilungsdifferenz between the stator 2 and rotor 32 is relatively low, even coil 10 almost all the stator teeth 3 are turned on at the same time. The coils of circumferentially adjacent stator teeth 3 are subjected to opposite current direction, as indicated in Fig. 30.

. In the embodiment of Figure 30, the so-called single-phase design is realized if two circumferentially adjacent permanent magnets 30 two stator teeth 3 face, 3 is located between these two stator no further stator tooth. Due to the single-phase design, there is no so-called winding heads at the axial end of the stator 2, involving where multiphase design the conductors of different phases intersect. bearing identical trained Rather, the^/Coils 10 are easily attached to the stator teeth. 3 However, you can modify the 30 embodiment shown in FIG. and in the direction of multi-phase design, examples of three-phase layout are described above in more detail. On the other hand, it is also possible to modify the embodiments described in the front of three-phase design in the direction of single-phase design, in order to obtain the advantages described.

It should be stressed that the principles described with reference to the embodiment of FIG. 30 can be realized even with linear drives or linear generators.

It is further emphasized that the embodiment of FIG. 30 can also be modified to the effect that each stator tooth, a radially layered package of several coil 10 does not exist, but for example, only a single coil 10.

If one has two stator teeth 3 on the periphery more than the permanent magnet poles, then enters an identical relative position of the permanent magnet poles and Statorzahnpolen always simultaneously at two points of the circumference of the engine. You can see the coils of these two bodies with a single switching device 40 turn at the same time. The same applies to larger differences in the number of the stator 3 and the permanent magnet 30th

Instead of a single Hall probe 38, which is responsive to both magnetic north poles and on magnetic south, one can also provide axially adjacent two Hall probes, one of which responds only to the north pole and the other only on poles.

The embodiment of Fig. 30 may also be modified so that to install the permanent magnets 30 on the inner circumference of a substantially cylindrical, casing-like part and the stator 3 so that the stator 2 rotates on the outer periphery of a rotating in the inner part, while the slider 32 resting. While this has the certain disadvantage that one has to make the supply or acceptance of electric power to and from a rotating part. On the other hand, is subject to the attachment of the permanent magnets 30 is not more the centrifugal force, which is a major advantage especially for larger permanent magnets 30th Further, the air gap between the permanent magnets 30 and the pole faces of the stator 3 at a given outer circumference of the apparatus moves further to the outside, because the permanent magnets claim 30 radially less space than the stator 2. Since the magnetic circumferential force acts at a larger radius, results in a characterized higher torque of the motor. •