A maglev train suspension system

Abstract

The application discloses a maglev train suspension system, which comprises a T-shaped track and a suspension frame, the T-shaped track and the T-shaped track form a T-shaped track holding structure; the side surface of the T-shaped track bearing part is provided with a first "8"-shaped coil and a traction coil; the inner side of the suspension frame is provided with a first superconducting magnet, the first superconducting magnet is opposite to the first "8"-shaped coil and the traction coil, and the center line of the first superconducting magnet is lower than the center line of the first "8"-shaped coil and the traction coil; the bottom of the T-shaped track bearing part is provided with a second "8"-shaped coil, the end of the suspension frame is provided with a second superconducting magnet, the second superconducting magnet is opposite to the second "8"-shaped coil, and the center line of the second superconducting magnet coincides with the center line of the second "8"-shaped coil. The suspension system is simple, safe and efficient, and can effectively solve the problems of insufficient vehicle lateral bearing capacity and poor anti-rolling ability under high-speed conditions.

Description

Technical Field

[0001] The present invention relates to the field of magnetic levitation technology, in particular to a magnetic levitation system of a magnetic levitation train. Background Art

[0002] At present, the maximum test speed of high-speed maglev trains has reached 503km / h, and the maximum test speed of faster high-speed maglev trains can reach over 600km / h.

[0003] Ultra-high-speed operation requires maglev trains to possess higher levitation capabilities and stability. Conventional high-speed maglev trains are designed for speeds of 600 kilometers per hour, and conventional levitation electromagnets can still meet these requirements. Superconducting high-speed maglev trains, however, have experienced operating speeds exceeding 500 kilometers per hour, and the passive force generated by the superconducting magnets and ground coils can also meet these requirements.

[0004] However, as the speed continues to increase, the dynamic load on the vehicle increases, especially the lateral load. Once the guiding capacity is insufficient, it is easy to cause the train to become unstable, and high-speed instability will bring serious consequences. Summary of the Invention

[0005] The object of the present invention is to provide a simple, safe and efficient maglev train suspension system to solve the above technical problems.

[0006] To achieve the above objectives, the present invention provides a maglev train suspension system, comprising a T-shaped track and a suspension frame, wherein the T-shaped track has a transverse load-bearing portion and a longitudinal support portion, and the suspension frame is in an inverted "U" shape with a downward opening, with both sides of the suspension frame bent inwardly to below the T-shaped track load-bearing portion, forming a T-shaped rail-holding structure with the T-shaped track;

[0007] A first figure-8 coil and a traction coil are installed on the side of the T-shaped track bearing portion, wherein the first figure-8 coil is located on the outer layer and the traction coil is located on the inner layer; a first superconducting magnet is installed on the inner side of the suspension frame, wherein the first superconducting magnet is opposite to the first figure-8 coil and the traction coil, and the center line of the first superconducting magnet is lower than the center line of the first figure-8 coil and the traction coil;

[0008] A second "8"-shaped coil is installed at the bottom of the T-shaped track bearing portion, and a second superconducting magnet is installed at the end of the suspension frame. The second superconducting magnet is opposite to the second "8"-shaped coil, and the center line of the second superconducting magnet coincides with the center line of the second "8"-shaped coil.

[0009] Optionally, a box structure is provided at the inwardly bent end of the suspension frame, and the second superconducting magnet is installed on the top of the box structure.

[0010] Optionally, an ultra-low temperature refrigeration device is installed inside the box structure, and the ultra-low temperature refrigeration device is used to cool the first superconducting magnet and the second superconducting magnet and maintain a low temperature environment.

[0011] Optionally, running wheels for supporting the vehicle are installed on the inner top of the suspension frame.

[0012] Optionally, the first superconducting magnet includes an even number of superconducting coils, and the polarities of two adjacent superconducting coils are opposite.

[0013] Optionally, a single superconducting coil is in an oblong shape, and its length is greater than or equal to the width of two adjacent first "8"-shaped coils, and less than the width of three adjacent first "8"-shaped coils.

[0014] Optionally, the outside of the superconducting coil is wrapped with a Dewar.

[0015] Optionally, every two suspension frames form a group to form a suspension frame assembly, and the suspension frame assemblies are arranged at intervals along the length direction of the vehicle body, and an area for installing the first superconducting magnet and the second superconducting magnet is formed between two adjacent groups of suspension frame assemblies.

[0016] Optionally, a suspension system is provided between the suspension frame and the vehicle body.

[0017] Optionally, the suspension system is located between the top of each set of suspension frame components and the vehicle body.

[0018] The maglev train suspension system provided by the present invention utilizes the principle of electric suspension for the entire vehicle. Superconducting magnets interact with the "8"-shaped coils on the T-shaped track under dynamic conditions to generate passive suspension force and guiding force, and interact with the traction coils on the T-shaped track to generate traction force, thereby realizing the vehicle's suspension, guidance and traction functions. Moreover, the vehicle adopts a T-shaped track-holding structure and utilizes a combination of vertical and transverse superconducting magnets and the "8"-shaped coils on the sides and bottom of the T-shaped track to improve the passive guidance capability and anti-rolling capability, ensure the stability of the vehicle during high-speed operation, and make the vehicle more adaptable, stable and safer. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 A schematic structural diagram of a maglev train suspension system provided by an embodiment of the present invention;

[0020] Figure 2 for Figure 1 A side view of the maglev train suspension system is shown;

[0021] Figure 3 is a schematic diagram of the magnetic pole distribution of the first superconducting magnet;

[0022] Figure 4Schematic diagram of the positional relationship between the first superconducting magnet, the first figure-8 coil and the traction coil;

[0023] Figure 5 This is a working principle diagram of the first superconducting magnet and the first "8"-shaped coil;

[0024] Figure 6 Schematic diagram of the magnetic force of the first superconducting magnet and the first "8"-shaped coil;

[0025] Figure 7 This is a working principle diagram of the second superconducting magnet and the second "8"-shaped coil;

[0026] Figure 8 Schematic diagram of the magnetic force of the second superconducting magnet and the second "8"-shaped coil.

[0027] In the picture:

[0028] 1. Second superconducting magnet; 2. First superconducting magnet; 3. First figure-8 coil; 4. Traction coil; 5. Second figure-8 coil; 6. Suspension frame; 7. Suspension system; 8. Car body; 9. T-track; 10. Running wheels; 11. Ultra-low temperature refrigeration device; 12. First installation area; 13. Second installation area; 19. Dewar; 20. Superconducting coil. DETAILED DESCRIPTION

[0029] In order to enable those skilled in the art to better understand the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific implementation methods.

[0030] In this article, terms such as "upper, lower, inside, outside" are established based on the positional relationships shown in the drawings. Depending on the different drawings, the corresponding positional relationships may also change accordingly. Therefore, they cannot be understood as absolute limitations on the scope of protection; moreover, relational terms such as "first" and "second" are only used to distinguish one component from another with the same name, and do not necessarily require or imply any actual relationship or order between these components.

[0031] Please refer to Figure 1 、 Figure 2 , Figure 1 A schematic structural diagram of a maglev train suspension system provided by an embodiment of the present invention; Figure 2 for Figure 1 A side view of the maglev train suspension system is shown.

[0032] In a specific embodiment, the maglev train suspension system provided by the present invention is mainly composed of a T-shaped track 9, a suspension frame 6 and a car body 8, among which the suspension frame 6 is used to install various functional parts, such as electromagnets, superconducting magnets, running wheels 10, etc., for transmitting force, transmitting the suspension force, guiding force and traction force to the car body 8, thereby ensuring the operation of the vehicle; the suspension system 7 is used to connect the suspension frame 6 and the car body 8, reduce the high-frequency vibration from the suspension frame, and improve the comfort inside the car body 8.

[0033] The T-shaped track 9 has a transverse load-bearing portion and a longitudinal support portion. The suspension frame 6 is in an inverted "U" shape with an opening facing downward, and its two sides are bent inward to the bottom of the load-bearing portion of the T-shaped track 9, forming a T-shaped rail-holding structure with the T-shaped track 9.

[0034] The side of the bearing part of the T-shaped track 9 is installed with a first "8"-shaped coil 3 and a traction coil 4, the first "8"-shaped coil 3 is located in the outer layer, and the traction coil 4 is located in the inner layer; the inner side of the suspension frame 6 is installed with a first superconducting magnet 2, the first superconducting magnet 2 is opposite to the first "8"-shaped coil 3 and the traction coil 4, and the center line of the first superconducting magnet 2 is lower than the center line of the first "8"-shaped coil 3 and the traction coil 4.

[0035] A second "8"-shaped coil 5 is installed at the bottom of the bearing portion of the T-shaped track 9, and a box structure is provided at the inwardly bent end of the suspension frame 6. A second superconducting magnet 1 is installed on the top of the box structure. The second superconducting magnet 1 is opposite to the second "8"-shaped coil 5. In the initial position or ideal state, the center lines of the second superconducting magnet 1 and the second "8"-shaped coil 5 coincide.

[0036] An ultra-low temperature refrigeration device 11 is installed inside the box structure for cooling the first superconducting magnet 2 and the second superconducting magnet 1 and maintaining a low temperature environment.

[0037] A running wheel 10 is installed on the inner top of the suspension frame 6 for supporting the vehicle. When the vehicle is not in a suspended state, it sits on the T-shaped track 9 through a skid.

[0038] Every two suspension frames 6 form a suspension frame assembly. The suspension frame assemblies are arranged at intervals along the length of the vehicle body. A first installation area 12 for installing the first superconducting magnet 2 and a second installation area 13 for installing the second superconducting magnet 1 are formed between two adjacent groups of suspension frame assemblies. The suspension system 7 is located at the top of each group of suspension frame assemblies and the vehicle body 8.

[0039] The specific number of the first superconducting magnet 2 and the second superconducting magnet 1 can be increased or decreased according to actual needs. The design principle is to minimize system complexity and power supply capacity while ensuring functionality.

[0040] The first superconducting magnet 2 has an even number of superconducting coils 20. The polarities of the superconducting coils 20 are alternately distributed in N and S, i.e., the polarities of adjacent superconducting coils 20 are opposite. In this embodiment, each first superconducting magnet is provided with two superconducting coils 20, and the outer periphery of the superconducting coils 20 is wrapped by the Dewar 19 (see FIG. Figure 3 ).

[0041] Please refer to Figure 4 、 Figure 5 、 Figure 6 , Figure 4 Schematic diagram of the positional relationship between the first superconducting magnet, the first figure-8 coil and the traction coil; Figure 5 This is a working principle diagram of the first superconducting magnet and the first "8"-shaped coil; Figure 6 Schematic diagram of the magnetic force of the first superconducting magnet and the first "8"-shaped coil.

[0042] A single superconducting coil 20 of the first superconducting magnet 2 is generally in the shape of an oblong, and its length is greater than or equal to the width of two adjacent first "8"-shaped coils 3 and less than the width of three adjacent first "8"-shaped coils 3.

[0043] The first superconducting magnet 2 generates a strong magnetic field after being energized. During vehicle operation, electromagnetic induction is generated with the first "8"-shaped coil 3, inducing current and magnetic field in the first "8"-shaped coil 3. These interact with the first superconducting magnet 2 to generate an upward levitation force. The levitation force increases with increasing speed. If the vehicle deviates in the guiding direction, the lateral repulsive force between the first superconducting magnet 2 on the approaching side and the first "8"-shaped coil 3 increases, while the lateral repulsive force between the first superconducting magnet 2 on the farther side and the first "8"-shaped coil 3 decreases, and the resultant force is opposite to the direction of deviation.

[0044] The first superconducting magnet 2 and traction coil 4 together form a synchronous linear traction motor, which is used to pull the train. Powered by the first superconducting magnet 2, it generates a strong excitation magnetic field, while the traction coil 4 receives three-phase power, generating a traveling wave magnetic field. The coupling of these two magnetic fields generates forward propulsion. Because the traction motor is mounted on the side of the T-shaped track 9, it effectively avoids the effects of vertical fluctuations in the train and the motor gap caused by lifting and lowering. Even if the train's suspension system fails and the train lands, the linear traction motor will continue to operate normally, and with the assistance of the rescue wheels, it can complete autonomous traction and rescue.

[0045] Please refer to Figure 7 、 Figure 8 , Figure 7 This is a working principle diagram of the second superconducting magnet and the second "8"-shaped coil; Figure 8 Schematic diagram of the magnetic force of the second superconducting magnet and the second "8"-shaped coil.

[0046] The second superconducting magnet 1 includes at least one superconducting coil. There is no specific requirement for the polarity of the superconducting coil. A single superconducting coil is generally oblong, and its length is greater than or equal to the width of two adjacent second "8"-shaped coils 5, and less than the width of three adjacent second "8"-shaped coils 5.

[0047] The operating principle of the second superconducting magnet 1 and the second figure-eight coil 5 is similar to that of the first superconducting magnet 2 and the first figure-eight coil 3. In the initial position or ideal state, the centerline of the second superconducting magnet 1 coincides with the centerline of the second figure-eight coil 5. At this time, when the vehicle is running, no induced current is generated in the second figure-eight coil 5, and therefore there is no electromagnetic force between the two. If the vehicle deviates laterally, the two will generate opposing passive guiding forces, which can provide additional guidance capability for the vehicle and enhance the vehicle's anti-roll capability, thereby making the T-type track-clamping structure more stable and safer, and also able to meet operating conditions with higher lateral loads.

[0048] During operation, the polarities of the superconducting coils 20 in the first superconducting magnet 2 are alternately distributed between N and S, i.e., the polarities of two adjacent superconducting coils 20 are opposite. The superconducting coils 20 form a magnetic field loop through the air. The superconducting coils have a large ampere-turns and can generate a relatively high magnetic field. The first superconducting magnet 2 serves as both a suspension component and an excitation component of the linear motor. The traction coils on the side of the track are fed with three-phase alternating current, generating a traveling wave magnetic field, which couples with the excitation magnetic field generated by the superconducting coils 20 to generate forward momentum, i.e., traction force.

[0049] During its motion, the excitation magnetic field generated by the superconducting coil 20 passes through the first figure-8 coil 3 on the side of the track. This magnetic field induces a current within the first figure-8 coil 3. The interaction between the first figure-8 coil 3 and the superconducting coil 20 generates an upward component of force, known as the passive levitation force. As speed increases, the levitation force increases. If the vehicle deviates in the guided direction, the lateral repulsive force between the approaching superconducting coil 20 and the first figure-8 coil 3 increases, while the lateral repulsive force between the distal superconducting coil 20 and the first figure-8 coil 3 decreases. The resultant force opposes the direction of deviation, thus restoring the train to a lateral equilibrium position.

[0050] In the initial position or ideal state, the centerline of the second superconducting magnet 1 coincides with the centerline of the second figure-eight coil. During vehicle operation, no induced current is generated in the second figure-eight coil 5, resulting in no electromagnetic force between the two. If the vehicle deviates laterally, the two generate opposing passive guiding forces, providing additional guidance and improving the vehicle's roll resistance. This results in greater stability and safety for the T-type track-clamping structure, allowing it to withstand higher lateral loads.

[0051] Superconducting electric suspension requires electromagnetic force to achieve stable levitation and guidance during motion. When stationary or at low speeds, the train is equipped with running wheels 10, which support the vehicle's movement. Once a certain speed is reached, the suspension force can fully absorb the vertical load, and the running wheels 10 are retracted, fully levitating the vehicle. Because the superconducting magnets used generate a large magnetic field, the suspension gap between the vehicle and the track is large, allowing for significant fluctuations in the vehicle's trajectory without the risk of collision.

[0052] When the vertical load on the vehicle increases, the vehicle will drop a certain height, that is, the distance between the centerline of the first superconducting magnet 2 and the centerline of the first "8"-shaped coil 3 increases, and the upward levitation force increases accordingly, thereby ensuring that the vehicle is on board. When the vehicle is moved upward by a large aerodynamic lift, the distance between the centerline of the first superconducting magnet 2 and the centerline of the first "8"-shaped coil 3 decreases, and the upward levitation force decreases accordingly, and the vehicle falls back under the action of gravity. In extreme cases, if the vehicle takes off rapidly, that is, the centerline of the first superconducting magnet 2 is higher than the centerline of the first "8"-shaped coil 3, the electromagnetic force will turn downward, pulling the vehicle back to the equilibrium point. When lateral deviation occurs, both electric systems can generate lateral restoring forces to ensure vehicle stability. At the same time, the electromagnetic forces of the two systems have a certain length of lever arm, with strong anti-roll capability.

[0053] The above embodiment is merely a preferred embodiment of the present invention and is not intended to be limiting. Based on this, targeted adjustments can be made according to actual needs to achieve different implementations. For example, the suspension frame 6 can be designed into other shapes that can form a T-shaped rail-holding structure with the T-shaped rail 9, etc. Due to the numerous possible implementations, we will not further illustrate each one here.

[0054] The maglev train's suspension system combines superconducting magnets with figure-8 coils to further enhance passive guidance capabilities, giving the train stronger guidance recovery capabilities and ensuring stability and safety at higher speeds. This addresses the issues of insufficient lateral load-bearing capacity and poor roll resistance at high speeds. Both the suspension and guidance systems utilize passive suspension, with both the suspension and guidance forces being passive. This eliminates the active control system and simplifies the overall vehicle configuration. Furthermore, the magnets are all superconducting, resulting in very low energy consumption during operation. This reduces the capacity of the vehicle's power supply system, significantly reducing system complexity and contributing to energy conservation.

[0055] The above describes in detail the maglev train suspension system provided by the present invention. This article uses specific examples to illustrate the principles and implementation methods of the present invention. The description of the above examples is only intended to facilitate understanding of the core concepts of the present invention. It should be noted that those skilled in the art may make various improvements and modifications to the present invention without departing from the principles of the present invention, and such improvements and modifications also fall within the scope of protection of the claims of the present invention.

Claims

1. A maglev train suspension system, characterized in that: It comprises a T-shaped track (9) and a suspension frame (6), wherein the T-shaped track (9) has a transverse bearing portion and a longitudinal supporting portion, and both sides of the suspension frame (6) are bent inward to below the bearing portion of the T-shaped track (9), forming a T-shaped rail-holding structure with the T-shaped track (9); A first "8"-shaped coil (3) and a traction coil (4) are installed on the side of the bearing portion of the T-shaped track (9), wherein the first "8"-shaped coil (3) is located in the outer layer and the traction coil (4) is located in the inner layer; a first superconducting magnet (2) is installed on the inner side of the suspension frame (6), wherein the first superconducting magnet (2) is opposite to the first "8"-shaped coil (3) and the traction coil (4), and the center line of the first superconducting magnet (2) is lower than the center line of the first "8"-shaped coil (3) and the traction coil (4); A second "8"-shaped coil (5) is installed at the bottom of the bearing portion of the T-shaped track (9), and a second superconducting magnet (1) is installed at the end of the suspension frame (6), the second superconducting magnet (1) is opposite to the second "8"-shaped coil (5), and the center lines of the second superconducting magnet (1) and the second "8"-shaped coil (5) coincide with each other; When the vehicle is running, no induced current is generated in the second "8"-shaped coil (5), and no electromagnetic force is generated between the second superconducting magnet (1) and the second "8"-shaped coil (5); when the vehicle deviates laterally, a reverse passive guiding force is generated between the second superconducting magnet (1) and the second "8"-shaped coil (5).

2. The maglev train suspension system according to claim 1, characterized in that: The inwardly bent end of the suspension frame (6) is provided with a box structure, and the second superconducting magnet (1) is installed on the top of the box structure.

3. The maglev train suspension system according to claim 2, characterized in that: An ultra-low temperature refrigeration device (11) is installed inside the box structure, and the ultra-low temperature refrigeration device (11) is used to cool the first superconducting magnet (2) and the second superconducting magnet (1) and maintain a low temperature environment.

4. The maglev train suspension system according to claim 1, characterized in that: The inner top of the suspension frame (6) is provided with a running wheel (10) for supporting the vehicle.

5. The maglev train suspension system according to claim 1, characterized in that: The first superconducting magnet (2) comprises an even number of superconducting coils (20), and the polarities of two adjacent superconducting coils (20) are opposite.

6. The maglev train suspension system according to claim 5, characterized in that: A single superconducting coil (20) is in the shape of an oblong, and its length is greater than or equal to the width of two adjacent first "8"-shaped coils (3), and less than the width of three adjacent first "8"-shaped coils (3).

7. The maglev train suspension system according to claim 6, characterized in that: The exterior of the superconducting coil (20) is wrapped with a Dewar (19).

8. The maglev train suspension system according to claim 1, characterized in that: Every two suspension frames (6) form a group to form a suspension frame assembly, and the suspension frame assemblies are arranged at intervals along the length direction of the vehicle body, and an area for installing the first superconducting magnet (2) and the second superconducting magnet (1) is formed between two adjacent groups of suspension frame assemblies.

9. The maglev train suspension system according to claim 8, characterized in that: A suspension system (7) is provided between the suspension frame (6) and the vehicle body (8).

10. The maglev train suspension system according to claim 9, characterized in that: The suspension system (7) is located between the top of each set of suspension frame components and the vehicle body (8).

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